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CLASSIC CAR AUCTION in the Festival Tent

Friday December 29th 2017 Viewing December 28th & 29th 2017

www.TheSwissAuctioneers.swiss


SALES EXHIBITION

AUCTIONS

RESTAURANT

Always about 100 classic cars and motorcycles from various makes and periods.

Classic Car Auction June 9th 2018, Dolder Zurich December 29th 2018, Gstaad

5 minutes from Berne Airport.

Classic cars & motorcycles April 21st 2018, Toffen October 20th 2018, Toffen

Seasonal à la carte menu – also with thai food. Aperitifs, family celebrations, club excursions and events up to 400 people in the exhibition rooms. Large parking lot, 120 seats, terrace.

Open Tuesday to Sunday 10:00am to 6:00pm

Consignments and catalogue orders are possible at any time!

OLDTIMER GALERIE INTERNATIONAL GMBH

Guerbestrasse 1 CH-3125 Toffen Phone +41 (0)31 819 61 61 info@oldtimergalerie.ch www.TheSwissAuctioneers.swiss

Phone +41 (0)31 819 99 90 mail@restaurant-event.ch www.restaurant-event.ch

CL A

DECE SSIC M B E R 2 9 t h CAR G STA AUCTIO N AD


C L A S S I C C A R AU C T I O N in Gstaad

Friday December 29th 2017 | 5:00pm Viewing: In the Festival tent of the Sportzentrum in Gstaad Thursday December 28th Friday December 29th

10:00am - 8:00pm 10:00am - 5:00pm

The vehicle descriptions are based on the owners indications! Additional pictures, complements as well as late entries you will find on www.TheSwissAuctioneers.swiss Ask to see the vehicle documents!

Auction day schedule: Viewing

Auction Automobilia / Memorabilia Lot 1 - 20 Classic Cars Lot 101 - 143

from 10:00am 4:00pm 5:00pm

Auction access: Catalogue including admission for one Single entry

CHF/EUR 40.00 CHF/EUR 20.00

Terms and conditions of auction: Any participation in our auction is the recognition and unconditional acceptance of the present Terms & Conditions as printed on page 96 of the catalogue and shown on www.TheSwissAuctioneers.swiss.

To all bidders: · Your bidders paddle is ready at our front desk. · Telephone bids are taken by the following numbers: +41 (0)31 8196161, +41 (0)79 4060141 and +41 (0)79 7447865. · Written bids are accepted with complete filled in form (page 100 in the catalogue) until December 28th 2017 at 8:00pm at the Oldtimer Galerie in Toffen - best sent by e-mail to info@oldtimergalerie.ch

Viewing and auction: Festival tent of the Sportzentrum Gstaad Sportzentrumstrasse 5 | CH-3780 Gstaad

Host: Oldtimer Galerie International GmbH Guerbestrasse 1 | CH-3125 Toffen Phone +41 (0)31 8196161 | Fax +41 (0)31 8193747 info@oldtimergalerie.ch | www.TheSwissAuctioneers.swiss


C L A S S I C C A R AU C T I O N in Gstaad

Freitag 29.Dezember 2017 | 17.00 Uhr Vorbesichtigung: Im Festivalzelt des Sportzentrums in Gstaad Donnerstag 28. Dezember Freitag 29. Dezember

10.00 - 20.00 Uhr 10.00 - 17.00 Uhr

Die Fahrzeugbeschriebe erfolgen gemäss Besitzerangaben! Weitere Bilder, Ergänzungen und nach Katalogschluss gemeldete Fahrzeuge finden Sie auf www.TheSwissAuctioneers.swiss Verlangen Sie Einsicht in die Fahrzeugunterlagen !

Ablauf am Auktionstag: Besichtigung

Auktionsbeginn Automobilia / Memorabilia Lot 1 - 20 Automobile Lot 101 - 143

ab 10.00 Uhr 16.00 Uhr 17.00 Uhr

Zutritt zur Auktion: Katalog inklusive Eintritt für eine Person Nur Eintritt

CHF/EUR 40.00 CHF/EUR 20.00

Auktionsbedingungen: Die Teilnahme an der Auktion erfolgt mit Anerkennung und vorbehaltsloser Annahme der Auktionsbedingungen welche auf Seite 97 des Kataloges oder auf www.TheSwissAuctioneers.swiss nachgelesen werden können.

An alle Bieter: · Ihre Bieterkarte liegt für Sie bei uns bereit. · Telefonische Gebote werden unter den Nummern +41 (0)31 8196161, +41 (0)79 4060141 und +41 (0)79 7447865 entgegen genommen. · Schriftliche Gebote sind bis spätestens 28. Dezember 2017, 20.00 Uhr mit dem Kaufauftrag auf Seite 100 des Kataloges bei der Oldtimer Galerie in Toffen - idealerweise per E-Mail an info@oldtimergalerie.ch - einzureichen.

Vorbesichtigung und Auktion: Festivalzelt des Sportzentrum Gstaad Sportzentrumstrasse 5 | CH-3780 Gstaad

Veranstalter: Oldtimer Galerie International GmbH Gürbestrasse 1 | CH-3125 Toffen Tel. +41 (0)31 8196161 | Fax +41 (0)31 8193747 info@oldtimergalerie.ch | www.TheSwissAuctioneers.swiss


C L A S S I C C A R AU C T I O N à Gstaad

Vendredi 29 décembre 2017 | 17 h 00 Visite préliminaire: Au Tente Festival du Sportzentrum à Gstaad Jeudi 28 décembre Vendredi 29 décembre

10 h 00 - 20 h 00 10 h 00 - 17 h 00

Les déscriptions des véhicules resultent des informations des propriétaires! Plus de photos, compléments ainsi que les véhicules inscrits après la clôture du catalogue vous trouvez sur www.TheSwissAuctioneers.swiss Prenez connaissance des dossiers des véhicules!

Déroulement du jour de la vente: Visite préliminaire

dès 10 h 00

Vente aux enchères Automobilia / Memorabilia Lot 1 - 20 Voitures Lot 101 - 143

16 h 00 17 h 00

Entrée à la vente: Catalogue avec l‘entrée pour une personne inclus Entrée seulement

CHF/EUR 40.00 CHF/EUR 20.00

Conditions des ventes aux enchères: La participation à la vente aux enchères implique l‘acceptation inconditionnelle des conditions de vente qui se trouvent à la page 98 du catalogue ou sur www.TheSwissAuctioneers.swiss.

Pour tous les enchérisseurs: · Votre carte d‘enregistrement sera prête chez nous. · Les offres téléphoniques sont prises en considération aux numéros: +41 (0)31 8196161, +41 (0)79 4060141 et +41 (0)79 7447865. · Les offres écrites doivent parvenir - de préférence par e-mail à info@oldtimergalerie.ch - à l‘Oldtimer Galerie à Toffen jusqu‘au 28 décembre 2017 à 20 h 00 Uhr avec l‘ordre d‘achat à la page 100 du catalogue.

Visite préliminaire et vente aux enchères: Tente Festival du Sportzentrum Gstaad Sportzentrumstrasse 5 | CH-3780 Gstaad

Organisateur: Oldtimer Galerie International GmbH Guerbestrasse 1 | CH-3125 Toffen Tél. +41 (0)31 8196161 | Fax +41 (0)31 8193747 info@oldtimergalerie.ch | www.TheSwissAuctioneers.swiss


! IMPORTANT / WICHTIG / IMPORTANTE ! Ermässigter Einfuhrtarif für historische Fahrzeuge welche 30 Jahre oder älter sind: 7% Einfuhrumsatzsteuer, kein Zoll

6% Mehrwertsteuer, kein Zoll

13% Einfuhrumsatzsteuer, kein Zoll Zertifikat eines Fachbetriebes nötig um die Originalität des Fahrzeuges zu bestätigen

Réduction de tarif à l’importation pour les véhicules historiques de plus de 30 ans: 5.5% TVA, ne pas de droit de douane

Reduced import taxes for historic vehicles containing 30 years or more: 5% VAT, no duty

Riduzione per l‘importazione per veicoli storici datati di oltre 30 anni: 10% d‘IVA senza dazio doganale Import taxes for cars: Duty – 2.5% based on the invoice value of the car Merchandise Processing Fee – 0.3464% based on the invoice value of the car ($485.00 max) Harbor Maintenance Fee – 0.125% based on the invoice value of the car Customs Bond – 0.4% based on 3 x times the value of the car, plus the duty amount and users’ fees Note: if the invoice value is more than $66,000.00 we recommend buying an annual bond with US Customs for $800.00. It will cover this import and any import, of any commodity, that the client has over the next 12 months.

Actual situation - provided by:

Full Importation services to Switzerland. Exporting vehicles from Switzerland or other countries. National and international transportation of vehicles. 4

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INDEX Year 1964 1973 1958 1952 1961 1988 1963 1934 2001 1941 1963 1962 1975 1973 1957 1977 1994 2001 1971 1966 1972 1961 1963 1937 1993 1951 1956 1959 1973 1965 1957 1952 1956 2002 1961 1962 1958 1966 1978 1989 1969 1986 1981

Make & Type Alfa Romeo Giulia 1600 Sprint Speciale Alfa Romeo Montreal Aston Martin DB 2/4 Mk III Aston Martin DB2 Vantage Specification Aston Martin DB4 Series III Audi Quattro Turbo Edition spéciale Austin-Healey 3000 Mk II BJ7 Convertible Bentley 3 1/2-Litre Drophead Coupé by Park Ward BMW Z8 Roadster Cadillac Series 62 Convertible Coupe Chevrolet Corvette 327 Split Window Chevrolet Corvette C1 De Tomaso Pantera Group 5 De Tomaso Pantera L Ferrari 250 GT Boano Low Roof Alloy Ferrari 308 GTB Vetroresina Ferrari 512 TR Ferrari 550 Barchetta by PAVESI Fiat Dino 2400 Spider Ford GT40 Recreation by GTD Iso Rivolta Lele Jaguar E-Type 3.8-Litre Series 1 Flat Floor Coupé Jaguar E-Type 3.8-Litre Series 1 Racing Coupé Jaguar SS 100 Jaguar XJ 220 Jaguar XK 120 Autenrieth-Cabrio Jaguar XK 140 Drophead Coupe Jaguar XK 150 Estate „The Tow Car“ Lamborghini 400 GT Espada Series 2 Lamborghini Trattori 2R Lancia Aurelia B20S GT 2.5-Litre Series VI Lancia Aurelia B52 Coupé by Vignale Lancia B24S Convertibile by Pininfarina Land Rover Defender 110 TD5 Tomb Raider Edition Maserati 3500 GT Touring Mercedes 190 SL Mercedes 300 SL Roadster Morris Mini Traveller Pillar Cupboard Porsche 911 Speedster Turbo Look Porsche 911 T 2.2 Targa Porsche 911 Turbo 3.3 Volvo 262 C Bertone

Body Coupé 2+2 Coupé Coupé 2+2 Coupé Coupé 2+2 Coupé 2+2 Convertible Convertible Convertible Convertible Coupé Convertible Racing Coupé Coupé Coupé Coupé Coupé Convertible Convertible Coupé Coupé 2+2 Coupé Coupé Roadster Coupé Convertible Convertible Estate Coupé 2+2 Tractor Coupé Coupé Convertible Off-road Coupé 2+2 Convertible Convertible Estate Cupboard Convertible Targa Coupé 2+2 Coupé 2+2

Lot 121 103 115 134 142 112 129 109 119 127 132 105 135 118 139 110 126 137 130 111 107 131 117 125 138 106 102 123 136 120 114 124 141 113 133 108 143 101 122 128 104 116 140

Changements and supplements possible! Änderungen und Nachträge möglich! Changements et suppléments possibles! 5


Lot 1: 24 heures du Mans 1984 CHF 180 - 240 Original poster of the 1984 edition of the 24 Hours of Le Mans, about 53 x 40 cm.

Lot 2: 24 heures du Mans 1979 Original poster of the 1979 edition of the 24 Hours of Le Mans, 53 x 38 cm.

CHF 180 - 240

Lot 3: 24 heures du Mans 1977 CHF 180 - 240 Original poster of the 1977 edition of the 24 Hours of Le Mans, about 48 x 49.5 cm.

Lot 4: 24 heures du Mans 1973 CHF 180 - 240 Original poster of the 1973 edition of the 24 Hours of Le Mans, about 59 x 39.5 cm.

Lot 5: 24 heures du Mans 1972 CHF 180 - 240 Original poster of the 1972 edition of the 24 Hours of Le Mans, about 38 x 51 cm.

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Lot 6: Alain Mirgalet - Ferrari 250 SWB and Bugatti 35 CHF 400 - 600 Limited edition art print on canvas, No 114/175, signature „Mirgalet 86“, about 99.5 x 70 cm.

Lot 7: Alain Mirgalet - Ferrari Testarossa CHF 500 - 800 Limited edition art print on canvas, No 124/160, signature „Mirgalet 86“, about 99.5 x 70 cm.

Lot 8: Ferraridea with Signatures CHF 2‘500 - 3‘500 Ferraridea magazine with original signatures of Michele Alboreto, Jean Alesi, Rene Arnoux, Gerhard Berger, Ivan Capelli, Juan Manuel Fangio, Phil Hill, Eddie Irvine, Nicola Larini, Niki Lauda, Nigel Mansel, Gianni Morbidelli, Alain Prost, Clay Regazzoni, Jody Scheckter, Michael Schumacher and John Surtees - all former racing drivers of the Scuderia Ferrari. Framed, 58.5 x 46.5 cm.

Lot 9: James Bond Vodka Martini Shaker CHF 6‘000 - 8‘000 A Cocktail Shaker with original signatures of all 6 Bonds. Sean Connery, Roger Moore, Timothy Dalton, George Lazenby, Pierce Brosnan and Daniel Craig. Shaker can be turned to see all signatures. Comes with certificate of authenticity. 38 x 130 x 17 cm

Lot 10: My Fair Lady CHF 3‘000 - 5‘000 Beautiful piece of art with original signatures of Audrey Hepburn, who lived and died in Tolochenaz (Canton Waadt) at the lake of Geneva. She was a frequent visitor of Gstaad. It comes with signatures of the main cast including Rex Harrison. With certificate of authenticity.

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Lot 11: Charlie Chaplin - Modern Times CHF 6‘000 - 9‘000 Original Charlie Chaplin cut-out signature in a 3 dimensional Piece of Art frame, showing him in his most famous and most important movie – Modern Times. Together with an original signature of Paulette Goddard. Comes with a certificate of authenticity. 79 x 109 x 14 cm

Lot 12: The Million Dollar Quartet CHF 8‘000 - 12‘000 It happened only once, on December 4th 1956, that the four stars – Elvis Presley, Johnny Cash, Jerry Lee Lewis and Carl Perkins met at the Sun Record Studio and decided to record the „Million Dollar Quartet“. This piece of art holds all four original signatures with a lifetime guarantee of authenticity. 114 x 90 x 4,5 cm

Lot 13: 007 Sean Connery CHF 15‘000 - 20‘000 25 original signatures of all Bond Girls and Villains of the 7 Sean Connery James Bond movies. Including Sir Sean Connery and many already dead actors. It is more than a collection of signatures – it’s a Piece of Art. Certificate of authenticity. 153 x 103 x 3 cm

Lot 14: Marilyn Monroe CHF 8‘000 - 12‘000 The Legend and Sexsymbol (1926 – 1962) with a fantastic art frame and original cut-out signature with a lifetime guarantee of authenticity. 75 x 91 x 5 cm

Lot 15: Wurlitzer 1015 „Bubbler“ Jukebox CHF 9‘000 - 12‘000 Reproduction of the 1945 classic jukebox with 50 CDs. Fantastic tone and in very good working condition. This is the rare black model. The Wurlitzer Company filed bankruptcy a few years ago and therefore the production stopped. Like new condition. 80 x 148 x 60 cm

Lot 16: 007 Roger Moore CHF 15‘000 - 20‘000 25 original signatures of all Bond Girls and Villains of the 7 Roger Moore James Bond movies. Including the late Sir Roger Moore. Roger Moore lived for many years in Gstaad, which makes this frame a unique piece of history and memory. Certificate of authenticity. 136 x 108 x 3 cm

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Lot 17: Porsche 911 Carrera RS 2.7 CHF 1‘400 - 1‘600 Highly detailled 1/12 scale model by GT-Spirit, limited edition no. 341/500, showcase included, sold out by factory.

Lot 18: Ferrari F40 CHF 2‘000 - 2‘400 Highly detailled 1/12 scale model by Kyosho, showcase included, First edition, sold out by factory.

Lot 19: Aston Martin DB5 CHF 1‘500 - 1‘800 Highly detailled 1/12 scale model by GT-Spirit, limited edition no. 573/1‘500, showcase included, sold out by factory.

Lot 20: Nuvolari - Alfa Romeo P3 CHF 2‘500 - 3‘500 Limited cast bronze sculpture by Gordon Chism. Showing Tazio Nuvolari on a Scuderia Ferrari Alfa Romeo P3 race car. Signed „Chism 92“. 36 cm long.

Lot 140A: David Bowie CHF 1‘500 - 3‘000 Framed original signature on photo. With certificate of authenticity. 35 x 76 x 2.5 cm Please note: this Lot will be sold after David Bowie‘s Volvo 262 C - Lot 140

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Lot 101 75‘500 cars (Mk 1, 1960-67) in-line 4 cylinder 848 cc 37.5 SAE-hp at 5‘500/min Estimate CHF 32‘000 - 38‘000 Story Mini Traveller Registry Photos Oldtimer Galerie

1966 Morris Mini Traveller Chassis # MAW4L858266 - Engine # 8AP-TA-H7795 The model history of the Traveller and Countryman starts just 7 months after the official launch of the Mini. There had been prototypes of the Traveller/Countryman running around since 1959. As you can see, the photos below show what appears to be a Mini Van, with wooden battens added. The rear doors had square windows, rather than the rounded ones found on a production Countryman or Traveller. The rear side windows added were a single piece of glass, whereas production models would have the two-piece sliding rear windows. Interesting to note that even the prototype already shows the filler cap for the internal fuel tank, rather than the later van-type external tank. The first official Austin Seven Countryman was built at Longbridge on 15th March 1960 and had chassis number A-AW7-19126. It was Farina Grey in colour with a Grey & Red interior and was despatched the same day to Henly‘s in Bristol. The first Morris Mini Traveller was built on 29th March 1960 but not despatched until 27th July 1960 to Welder Ltd. Unlike Morris Mini Saloons, which came out of the Cowley plant, all Travellers were built at Longbridge. The first Traveller had chassis number M-AW4-19101 and was Old English White with a Grey & Red interior. The eagle-eyed may spot that this appears to be an earlier chassis number than that applied to the first Countryman 2 weeks earlier. Whilst the actual chassis numbers used for the first cars are well documented, there seems to be no explanation as to why they appear to be the wrong way round! The Austin Seven Countryman and the Morris Mini Traveller were officially launched on Friday 16th September 1960.

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The first cars were available in the same paint colours as the Mini Saloons of the time. The interior also matched that of the saloon, with a white speedo housed in a single round cowling and two-tone seats. Costing £623, the estates were available only in the De Luxe trim level, which included a recirculating heater, bumper overriders, silver insert round the screen, and chrome sill edging, filler cap and wheel trims. Two wing mirrors were fitted as standard, since this was a legal requirement at the time for estate cars, but a rear view mirror was an optional extra, as were seatbelts!

The rear floor pressing of the early estates resembled that of an extended saloon, with the battery being retained in its traditional Mini location in the boot. One of the most interesting things about the very early Traveller and Countryman cars was the internal fuel tank. The tank was positioned on the left hand side in the rear of the car and was trimmed to match the boot. These so-called internal tank cars are easily recognisable by the filler cap being just underneath the rear window on the left hand side of the car. Production of the internal tank cars was so limited that these have become the most sought after of all Mini estates.


Late September 1960 also saw the first production change to the model as drip rails were added above the front doors. In April 1961 the all-steel estate was launched for the overseas market only. The first recorded all-steel car was a Morris Mini Traveller with chassis number MAW4-85867 built on 7th February 1961. It was Cherry Red in colour and was despatched on 16th March 1961 with the destination recorded simply as „Europe“! 12 months after the estate launch there was a major change to the model, as it adopted the van-style fuel tank located underneath the car. From here on we refer to „external tank“ cars. Consequently the filler cap moved to the lower right hand side of the car and the boot floor pressing was revised. The battery was moved from the boot to underneath the rear seat, on the right hand side.

This gorgeous Woody has been completely restored. Left-hand drive, and carrying the rare, because expensive, wood construction with steel panels, this friendly small station wagon is perfect as a media vehicle or for the stylish picnic trip. In excellent condition, this Mini will be delivered to its new owner with EU paperwork and Swiss customs duty paid - if the car remains in Switzerland, a new MOT will be completed after the sale. Dieser wunderschöne Woody wurde komplett restauriert. Als Linkslenker und mit dem seltenen, weil teuren, Holzaufbau mit Blechbeplankung ist dieser sympatische kleine Kombi ideal als Werbeträger oder für den stilechten Picknick-Ausflug. In hervorragendem Zustand wird der Mini mit EU-Papieren und schweizer Verzollung übergeben - falls das Fahrzeug in der Schweiz bleiben sollte, wir es nach der Auktion frisch vorgeführt. Cette magnifique Woody a été complètement restaurée. Conduite à gauche, et équipé de la rare, car chère, construction en bois avec des panneaux en acier, ce petit break sympathique est idéal comme véhicule publicitaire ou pour la sortie de pique-nique authentique. En excellent état, cette Mini sera livrée à son nouveau propriétaire avec les documents EU et dédouané en Suisse - si la voiture reste en Suisse, une nouvelle expertise cantonale sera faite après la vente.

In January 1962 the Austin Seven Countryman, like the Austin Seven saloon, adopted the Mini name and became known as the Austin Mini Countryman, beginning with chassis number A-AW7-197104. The rear door badges were altered to reflect this change. The all steel estate was made available for the UK market with the first all steel Morris Traveller being an Almond Green car with Grey & Green interior, having chassis number M-AW4-308939 and body number 28724. This car was built on 2nd October 1962 and despatched on 9th October 1962 to Haslemere in Guildford. The first UK all steel Austin Countryman was a Smoke Grey car with Grey interior and chassis number AAW7-304947. This car was built on 25th September 1962 and was originally destined for the export market but was transferred from export to home sales and despatched on 9th October 1962 to Saunders in Hereford. Costing £605, the all steel estate was 22 pounds cheaper than the „Woody“ which cost £627. 11


SWISS CLASSIC

WORLD LUZERN

26. & 27. MAI 2018

PRIVATER OLDTIMER-FAHRZEUGMARKT GROSSES TEILEANGEBOT FÜR OLDTIMER SONDERSCHAUEN UND ATTRAKTIVES RAHMENPROGRAMM Mit mehr als 200 Ausstellern und über 10.300 Besuchern ist die SWISS CLASSIC WORLD im Mai 2017 erneut markant gewachsen. Die positive Entwicklung dieser umfassenden und qualitativ hochwertigen Oldtimer-Messe wollen wir auch 2018 vorantreiben. Wir freuen uns daher sehr, Sie am 26. & 27. Mai 2018 in Luzern begrüssen zu dürfen! Weitere Infos unter: www.swissclassicworld.ch

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1956 Jaguar XK 140 Drophead Coupe Chassis # A818030DN - Engine # G5772-8

This XK offers a rare opportunity to acquire a non restored survivor with matching numbers and matching colours. The car was delivered new to the United States, where it had just two owners. In 2014 it was imported into Europe and registered in Germany. With only 72’000 miles driven, the car is presents itself with 80% original paintwork and the complete interior incl. wood, leather and carpets as delivered and unrestored. No modifications have been made and all original badges and tools are still in place. All mechanics and electrics are fully operational without any defects requiring attention. This XK 140 is delivered with an expertise confirming its originality, issued to very strict rules laid down for the assessment of authentically preserved vehicles. EU registered, if the car remains in Switzerland, Swiss Customs duty must be paid.

Dieser XK bietet die äusserst seltene Gelegenheit ein unrestauriertes Originalfahrzeug mit Matching Numbers und Matching Colours zu erstehen. Der Wagen wurde in die USA ausgeliefert, wo er nur 2 Besitzer hatte. 2014 wurde das Fahrzeug nach Europa importiert und in Deutschland zugelassen. Mit ca. 72‘000 gefahrenen Meilen, präsentiert sich das Fahrzeug zu rund 80% im Originallack, die Innenausstattung, wie Leder, Holz und Teppiche, ist original erhalten. Es wurden keinerlei Modifikationen vorgenommen und alle originalen Plaketten sowie das Werkzeug sind noch vorhanden. Die Technik und Elektrik sind voll funktionsfähig und ohne Mängel. Für diesen XK140 gibt es ein Gutachten nach den Originalitätskriterien von besonders authentisch erhaltenen Fahrzeugen. EU-Fahrzeugpapiere, in der Schweiz nicht verzollt.

Lot 102 2‘310 cars (LHD) in-line 6 cylinder 3‘442 cc 190 hp at 5‘500/min Estimate CHF 160‘000 - 180‘000

Photos by consignor

Cette XK offre une occasion rare d‘acquérir une survivante non restauré avec des numéros et des couleurs correspondantes à la livraison. La voiture a été livrée neuve aux États-Unis, où elle n‘avait que deux propriétaires. En 2014, elle a été importée en Europe et enregistré en Allemagne. Avec seulement environ 72‘000 miles parcourus, le véhicule se présente à environ 80% dans la peinture d‘origine et l‘intérieur complet avec le bois, le cuir et les tapis est d’origine et non restaurés. Aucune modification n‘a été effectuée et tous les badges et outils d‘origine sont toujours en place. Toute la mécanique ainsi que l’électrique est entièrement opérationnelle sans aucun défaut. Cette XK 140 est livrée avec une expertise confirmant son originalité, effectuée selon des règles très strictes fixées pour l‘évaluation des véhicules authentiques. Documents européens, si la voiture reste en Suisse, les droits de douane suisses doivent être payés.

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Lot 103 3‘925 cars V8 2‘593 cc 200 hp at 6‘500/min Estimate CHF 85‘000 - 100‘000 Story www.wikipedia.org Photos Oldtimer Galerie

1973 Alfa Romeo Montreal Chassis # AR1427042 - Engine # AR0056*02098* Since WWII Alfa changed to produce mainstream sedans and coupes, therefore the 1970 Montreal was a rare switch back to high-end sports car market. Powered by a 200 hp 2.6-litre quad-cam all-aluminum V8, it was the flagship model in Alfa Romeo‘s range. The Alfa Romeo Montreal was introduced as a concept car in 1967 at Expo 67, held in Montreal, Quebec, Canada. Originally, the concept cars were displayed without any model name, but the public took to calling it The Montreal. It was a 2+2 coupe using the 1.6-litre engine of the Alfa Romeo Giulia TI and the short wheelbase chassis of the Alfa Romeo Giulia Sprint GT, with a body designed by Marcello Gandini at Bertone. One of the two concept cars built for Expo 67 is displayed in the Alfa Romeo Historical Museum in Arese, Italy, while the other is in museum storage. The first production car. Tipo 105.64, was shown at the 1970 Geneva Motor Show and was quite different from the original, using a 2593 cc 90° dry-sump lubricated V8 engine with SPICA (Società Pompe Iniezione Cassani & Affini) fuel injection that produced around 200 hp, coupled to a five-speed ZF manual gearbox and a limited-slip differential. This engine was derived from the 2-litre V8 used in the 33 Stradale and in the Tipo 33 sports prototype racer; its redline was set at 7,000 rpm, unheard of for a V8 at that time. The chassis and running gear of the production Montreal were taken from the Giulia GTV coupé and comprised double wishbone suspension with coil springs and dampers at the front and a live axle with limited slip differential at the rear. Since the concept car was already unofficially known as The Montreal, Alfa Romeo kept the model name in production.

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Stylistically, the most eye catching feature is the car‘s front end with four headlamps partly covered by unusual „grilles“, that retract when the lights are switched on. Another stylistic element is the NACA duct on the bonnet. The duct is actually blocked off since its purpose is not to draw air into the engine, but to optically hide the power bulge. The slats behind the doors contain the cabin vents, but apart from that only serve cosmetic purposes. Paolo Martin is credited for the prototype instrument cluster. The Montreal was more expensive to buy than the Jaguar E-Type or the Porsche 911. When launched in the UK it was priced at GB£5,077, rising to GB£5,549 in August 1972 and to GB£6,999 by mid-1976.

Production was split between the Alfa Romeo plant in Arese and Carrozzeria Bertone‘s plants in Caselle and Grugliasco outside Turin. Alfa Romeo produced the chassis and engine and mechanicals and sent the chassis to Caselle where Bertone fitted the body. After body fitment, the car was sent to Grugliasco to be degreased, partly zinc coated, manually spray


The Montreal on offer has had just two previous owners and has covered a guaranteed mileage of just 32‘000 km. A new reinforced clutch was fitted in 2014. In 2016 the fuel tank was replaced, the drive-shaft overhauled and balanced and the SPICA fuel injection was adjusted. In addition, a complete new exhaust system was fitted in 2017. The car, which has never been restored is in a very good and well maintained original condition with the last MOT completed in May 2014. A great opportunity to acquire an absolutely original and non molested Alfa Romeo Montreal. painted and have the interior fitted. Finally, the car was returned to Arese to have the engine and mechanicals installed. It is worth noting that because of this production method, there is not necessarily any correspondence between chassis number, engine number and production date. The Montreal remained generally unchanged until it was discontinued in 1977. By then, production had long ceased already as Alfa were struggling to sell their remaining stock. The total number built was around 3900.

Der angebotene Montreal mit nur zwei Vorbesitzern hat garantiert erst 32‘000 km gefahren. 2014 wurde eine neue, verstärkte Kupplung eingebaut, 2016 wurden der Benzintank ersetzt, die Kardanwelle revidiert und ausgewuchtet, sowie die SPICA-Einspritzanlage eingestellt. Zusätzlich wurde 2017 eine komplett neue Auspuffanlage montiert. Das Fahrzeug wurde nie restauriert und befindet sich in sehr gutem und gepflegten Originalzustand mit der letzten MFK im Mai 2014. Die Gelegenheit einen absolut originalen und unverbastelten Alfa Romeo Montreal zu erwerben. La Montréal offerte a eu seulement deux propriétaires précédents et elle n’a parcouru que 32’000 km garantis. Un nouvel embrayage renforcé a été installé en 2014. En 2016, le réservoir a été remplacé, l‘arbre de transmission a été révisé et équilibré et l‘injection SPICA a été ajustée. De plus, un système d‘échappement tout neuf a été installé en 2017. La voiture, qui n‘a jamais été restaurée, est en très bon état d‘origine et bien entretenu avec la dernière expertise passée en mai 2014. Une excellente occasion d‘acquérir une Alfa Romeo Montréal tout à fait originale et non maltraitée.

None of them were sold in Montreal since Alfa did not develop a North American version to meet the emission control requirements in the United States & Canada. A Montreal can be seen in the 1974 movie The Marseille Contract where Michael Caine drives a metallic dark brown example. A careful observer can find a red Montreal in the beginning of the James Cameron movie True Lies immediately prior to the lead character saying „Here is my invitation.“ A Montreal is also featured in the 2017 movie Atomic Blonde.

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Glasurit Partnerbetrieb

Auto Mark Gstaad AG Lauenenstrasse 3780 Gstaad Telefon Telefax

+41 (0)33 744 48 48 +41 (0)33 744 59 59

E-Mail Homepage

info@automark.ch www. automark.ch

zertifiziert von

A brand of

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1969 Porsche 911 T 2.2 Targa

Lot 104

Chassis # 9110110987 - Engine # 6101423 Following A and B series with 2-litre engine, the C series of the Porsche 911 was introduced in August 1969 with an enlarged 2.2-litre engine. The wheelbase for all 911 and 912 models was increased from 2,211 to 2,268 mm, to help remedy to the cars‘ nervous handling at the limit. The overall length of the car did not change, but the rear wheels were relocated further back. Fuel injection arrived for the 911S and for a new middle model, 911E.

According to the Porsche Factory Certificate, this rare 911T Targa, built as a 1970-model, was invoiced on February 1st 1969 to Porsche Hamburg. After having been stored a number of years, the car was completely restored by the French Porsche Specialist „L’Atelier de la Haye“ in 2016. Engine and gearbox have been completely overhauled, the body has been restored and painted in its original blue metallic colour. The well preserved interior was thoroughly cleaned, but otherwise was left in its original condition. Receipts and photos documenting all the work are present. With the MOT (with approved Swiss Veteran status) completed in 2016, the car is ready for future Rallyes and tours.

Gemäss Porsche-Zertifikat wurde dieser seltene 911 T Targa mit Modelljahr 1970 am 1. Februar 1969 an die Porschevertretung in Hamburg fakturiert. Nachdem der Wagen einige Jahre in einer Halle abgestellt war, wurde er 2016 durch den französischen Porsche Spezialisten „L’Atelier de la Haye“ restauriert. Motor und Getriebe wurden vollständig revidiert, die Karosserie wurde restauriert und in der Originalfarbe blaumetallic neu lackiert. Der gut erhaltene Innenraum wurde gereinigt und ansonsten im Originalzustand belassen. Belege und Bilder zu den durchgeführten Arbeiten sind vorhanden. Mit der letzten MFK als Veteranenfahrzeug 2016 steht das Fahrzeug für kommende Rallyes und andere Ausflüge bereit.

2‘545 cars (model 1969) 6 cylinder flat-engine 2‘195 cc 125 hp at 5‘800/min Estimate CHF 95‘000 - 115‘000 Story www.wikipedia.org Photos by consignor

Selon le certificat Porsche, cette 911 T Targa rare du modèle 1970 a été facturée le 1er février 1969 à l’agence Porsche à Hambourg. Après plusieurs années de stockage, la voiture a été entièrement restaurée en 2016 par le spécialiste Porsche français „L‘Atelier de la Haye“. Le moteur et la transmission ont été complètement révisés, la carrosserie a été restauré et repeint dans sa couleur originale bleue métallique. L‘intérieur bien préservé a été nettoyé à fond, mais autrement a été laissé dans son état original. Des reçus et des photos documentant tout le travail sont présents. Avec la dernière expertise comme véhicule vétéran passée en 2016, le véhicule est prêt pour les rallyes et les autres excursions à venir.

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Lot 105 14‘531 cars (all engines) V8 5‘354 cc 340 SAE-hp at 6‘000/min Estimate CHF 105‘000 - 115‘000 Story www.wikipedia.org Photos Oldtimer Galerie

1962 Chevrolet Corvette C1 Chassis # 20867S111018 - Engine # 2111018 F0329 RE The Corvette is unique in automotive history. No other car has ever achieved 57+ years of production, and no other car has come close to the romantic reputation of Chevrolet‘s powerful two-seat sports car. The Corvette was invented in 1951 by GM designer Harley Earl, who was inspired by the great European sports cars of the day. He wanted to create an American sports car that could compete and win at the race track. The name „Corvette“ was borrowed from a line of small, fast navy ships used in World War II. The first generation of Corvette was introduced late in the 1953 model year. Originally designed as a show car for the 1953 Motorama display at the New York Auto Show, it generated enough interest to induce GM to make a production version to sell to the public. First production was on June 30, 1953. This generation was often referred to as the „solidaxle“ models (the independent rear suspension was not introduced until the second generation). Three hundred hand-built polo white Corvette convertibles were produced for the 1953 model year.

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The 1954 model year vehicles could be ordered in Pennant Blue, Sportsman Red, Black, or Polo White; 3,640 were built, and sold slowly. The 1955 model offered a 265 cu in (4.34 L) V8 engine as an option. With a large inventory of unsold 1954 models, GM limited production to 700 for 1955. With the new V8, the 0–60 mph time improved by 1.5 seconds. A new body was introduced for the 1956 model featuring a new „face“ and side coves; the taillamp fins were also gone. An optional fuel injection system was made available in the middle of the 1957 model year. It was one of the first mass-produced engines in history to reach 1 bhp per cubic inch and Chevrolet‘s advertising agency used a „one hp per cubic inch“ slogan for advertising the 283 bhp 283 cu in (4.64 L) Small-Block engine. Other options included power windows (1956), hydraulically operated power convertible top (1956), heavy duty brakes and suspension (1957), and four speed manual transmission (late 1957). Delco Radio transistorized signal-seeking „hybrid“ car radio, which used both vacuum tubes and transistors in its radio‘s circuitry.


This perfectly restored Corvette with its rare original Hardtop stems from the last model year of the C1 series. The fitted 327cui (5.3-litre) engine, with a healthy power output of 340 bhp was available for the first time, and the desirable 4-speed gearbox makes it a real sports car. The excellent condition as well as the true to original specs restoration was awarded with a „First in Class“ at the 2016 international Concours d’Elegance „AvD Classic Gala“ in Schwetzingen. This gorgeous matching-numbers convertible is sold with EU paperwork. If the car remains in Switzerland, Swiss customs duty has to be paid.

The 1958 Corvette received a body and interior freshening which included a longer front end with quad headlamps, bumper exiting exhaust tips, a new steering wheel, and a dashboard with all gauges mounted directly in front of the driver. Exclusive to the 1958 model were hood louvers and twin trunk spears.[14] The 1959–60 model years had few changes except a decreased amount of body chrome and more powerful engine offerings. In 1961, the rear of the car was completely redesigned with the addition of a „duck tail“ with four round lights. The light treatment would continue for all following model year Corvettes until 2014. In 1962, the Chevrolet 283 cu in Small-Block was enlarged to 327 cu in (5.36 L). In standard form it produced 250 bhp. For an extra 12% over list price, the fuel-injected version produced 360 bhp, making it the fastest of the C1 generation. 1962 was also the last year for the wrap around windshield, solid rear axle, and convertible-only body style. The trunk lid and exposed headlamps did not reappear for many decades.

Diese perfekt restaurierte Corvette mit seltenem Original-Hardtop stammt aus dem letzten Baujahr der C1-Serie. Der erstmals verfügbare 327cui (5.3-Liter) V8 leistet 340 SAE-PS, die Kraftübertragung des Sportwagens erfolgt über das begehrte 4-Gang Schaltgetriebe. Anlässlich des internationalen Concours d’Elegance „AvD Classic Gala“ in Schwetzingen 2016, wurden der hervorragende Zustand und die absolut originalgetreue Restaurierung mit dem ersten Platz seiner Klasse belohnt. Dieses herrliche Cabriolet mit Matching-Numbers wird mit EU-Fahrzeugpapieren verkauft und ist in der Schweiz nicht verzollt. Cette Corvette parfaitement restaurée avec son hardtop d‘origine rare date de la dernière année de construction de la série C1. Le moteur 327cui (5,3 litres) avec une puissance de 340 ch était disponible pour la première fois. En plus, la boîte de vitesses à 4 rapports désirable en fait une véritable voiture de sport. A l‘occasion du Concours d‘Elégance „AvD Classic Gala“ à Schwetzingen 2016, l‘excellente condition et la restauration absolument fidèle à l‘original ont été récompensées par la première place de sa catégorie. Ce magnifique cabriolet avec „MatchingNumbers“ est vendu avec les documents européens. Si la voiture reste en Suisse, les droits de douane suisses sont à payer.

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Lot 106 one-off car in-line 6 cylinder 3‘442 cc 163 hp at 5‘000/min Estimate CHF 225‘000 - 250‘000 Story www.autozine.org Photos Oldtimer Galerie

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1951 Jaguar XK 120 Autenrieth-Cabrio Chassis # 671377 - Engine # 2986-7 The Jaguar XK120 was probably the most significant British sports car in history. While many regarded its William Lyons design as one of the greatest ever drawn, its achievement was far beyond that. Never before a production sports car combined such a beauty, superb engine and strong performance at such a low price. To the middle-class European and American, it represented a dream come true. Even Jaguar itself was surprised of its sales success – from 1948 to 1954 it sold 12,000 XK120s, far more than the original target of a few hundred cars! The success came as a surprise because XK120 was originally not in its plan. After the second world war, Jaguar wanted to build a big saloon called Mark VII. For this application it designed a very advanced straight-six engine called „XK6“, which had twin-overhead camshafts for fast breathing. The 3.4-liter unit produced as much as 160 horsepower in a smooth and free-revving manner. However, when it was completed, the saloon was still a few years away from production. Rather than putting it on shelf, William Lyons decided to install the XK6 engine into a new sports car which would be doubled as the test bed for this engine. The result was XK120, whose number implied its maximum speed in mph.

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Ordered new by an entrepreneur from Frankfurt, this XK120 was delivered as a OTS (roadster) version directly from the factory to the „Erste Darmstädter Karosseriewerke Autenrieth“ to be clothed with new bodywork. The car was completely disassembled and a new, more spacious Cabriolet body was constructed, carefully following Autenrieth’s principles of „The Golden Cut“. As was common practice in Darmstadt, the coachwork was built in two halfs and by two working teams (!) and the inevitable dimensional variations in both halfs can still be seen today with the bonnet open. The upholstery specialists „Schlaraffia“ constructed seats specifically for this car and the artistically painted dashboard received a set of counter-rotating instruments. A one-piece windshield, door handles from a BMW 327, a heater and the customary pale blue finish completed the new bodywork. Even though the mechanics remained untouched the final invoice for the bodywork alone showed an astonishing total of DM 36’000 (NOT including the price for the new XK120 roadster of course)! Understandably, the planned series of eight cars was swiftly abandoned and the finished car, now a true one-off, was delivered to its first and proud owner in June 1952. After an eventful life (which included a temporary confiscation by the tax authorities and a swap of the original engine with a unit from a XK140), the car was left in a barn and forgotten for nearly 25 years. In September 1990, the Cabriolet was discovered by the author of the „Authenrieth Compendium“ and the Jaguar received a three year restauration between 1991 and 1994. After several changes in ownership between 2000 and 2004, the XK finally arrived with its current owner who commissioned a comprehensive restauration between 2010 and 2012. Miraculously, the original engine was found in 2010, overhauled and finally reinstalled two


years later. The cars history and exhaustive restauration documentation is all present and this significant Cabriolet, a perfect example of the German economic miracle of the Fifties presents itself in very good condition with matching numbers and EU-paperwork. If remaining in Switzerland, the car is subject to Swiss importation duties.

Dieser XK 120 wurde als Roadster im August 1951 im Auftrag eines Frankfurter Unternehmers direkt an die ersten Darmstädter Karosseriewerke Autenrieth geliefert um dort mit einer neuen Karosserie versehen zu werden. Hierzu wurde der Wagen komplett zerlegt und gemäss den - für Autenrieth typischen - Vorgaben des „goldenen Schnitts“ eine neue, deutlich geräumigere, Cabriolet Karosserie angefertigt. Wie in Darmstadt üblich, wurde die Karosserie in zwei Hälften und durch zwei Arbeitsgruppen hergestellt - die unvermeidlichen Grössenunterschiede der beiden Karosseriehälften sind bei geöffneter Motorhaube auch heute noch ersichtlich. Die Sitze wurden durch die Firma Schlaraffia speziell für diesen Wagen angefertigt. Am Armaturenbrett fand sich die typische „Bierpinsellasur“, und es wurden spezielle gegenläufige Instrumente eingebaut. Das Cabrio erhielt eine einteilige Panorama-Windschutzscheibe, Türgriffe des BMW 327, eine Heizung und eine Lackierung in der Hausfarbe hellblau. Die Jaguar-Mechanik blieb zwar unangetastet, dennoch beliefen sich alleine die Umbaukosten auf damals unglaubliche DM 36‘000.- (zuzüglich des Basisfahrzeuges zum Neupreis von DM 18‘900.-). Diese enormen Gestehungskosten verhinderten letztlich die geplante Kleinserie von 8 Fahrzeugen - es blieb bei diesem Unikat welches im Juni 1952 an den stolzen Besitzer übergeben wurde. Nach einem bewegten Leben - mit zwischenzeitlicher Beschlagnahmung durch das Finanzamt - und Austausch des Motors durch ein Aggregat aus einem Jaguar XK 140, wurde der Wagen schliesslich in einem Schuppen abgestellt und für fast 25 Jahre vergessen. Im September 1990 wurde der Wagen vom Verfasser des Autenrieth-Kompendiums entdeckt und von 1991 bis 1994 restauriert. Nach einigen Besitzerwechseln zwischen 2000 und 2004 gelangte das Fahrzeug schliesslich zum aktuellen Halter welcher zwischen 2010 und 2012 eine zweite, umfangreiche, Restauration durchführen liess. Nach umfangreicher Recherche wurde 2010 der Originalmotor des XK 120 bei einem der ehemaligen Besitzer in einem Schuppen aufgefunden. Er konnte erworben werden und nach kompletter Revision fanden Fahrzeug und Motor nach fast drei Jahrzehnten wieder zusammen. Sowohl Fahrzeuggeschichte als auch die Restaurationsarbeiten sind umfangreich dokumentiert. Dieses Cabriolet ist ein einmaliger Zeuge des deutschen Wirtschaftswunders und präsentiert sich in sehr gutem Zustand, mit Matching-Numbers und EU-Fahrzeugpapieren. In der Schweiz nicht verzollt.

Cette XK 120 a été livrée en tant que Roadster en août 1951 au nom d‘un entrepreneur de Francfort directement à la carrosserie „Erste Darmstädter Karosseriewerke Autenrieth“ pour y être pourvue d‘une nouvelle carrosserie. Pour ce faire, la voiture a été complètement démontée et un nouveau corps cabriolet beaucoup plus spacieux a été fabriqué selon les spécifications typiques de la „section dorée“ d‘Autenrieth. Comme d‘habitude à Darmstadt, la carrosserie a été fait en deux moitiés et par deux groupes de travail - les différences de taille inévitables des deux moitiés du corps sont encore visibles lorsque le capot est ouvert. Les sièges ont été fabriqués par la société Schlaraffia spécialement pour cette voiture et le tableau de bord avec une peinture artistique a reçu un ensemble d‘instruments contrarotatifs. Le cabriolet a reçu un pare-brise panoramique monobloc, poignées de porte de la BMW 327, un chauffage et une peinture dans la couleur de la maison bleu clair. Bien que la mécanique Jaguar soit restée inchangée, les coûts de conversion à eux seuls s‘élevaient à un montant incroyable de 36‘000.- DM (plus le véhicule de base pour le prix de 18‘900.- DM). Ces énormes coûts de production ont finalement empêché la petite série prévue de 8 véhicules - il est resté avec cet unique qui a été remis en juin 1952 à l‘heureux propriétaire. Après une vie mouvementée - avec la confiscation provisoire par le bureau des impôts - et le remplacement du moteur par un assemblage d‘une Jaguar XK 140, la voiture a finalement été garée dans une grange et oubliée pendant près de 25 ans. En septembre 1990, la voiture a été découverte par l‘auteur du „Autenrieth Compendium“ qui l’a restaurée entre 1991 et 1994. Après quelques changements de propriétaire entre 2000 et 2004, le véhicule est enfin arrivé chez le propriétaire actuel qui a eu une seconde, vaste, restauration effectuée entre 2010 et 2012. Après de longues recherches en 2010, le moteur original de cette XK 120 a été acheté. Il a été complètement révisé et en 2012 il a été alimenté par son châssis d‘origine. L‘historique du véhicule ainsi que les travaux de restauration sont largement documentés. Ce cabriolet est un témoin unique du miracle économique allemand et se présente en très bon état, avec des numéros correspondants et des documents de la CE. Ne pas dédouané en Suisse

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Lot 107 297 cars (1969-75) V8 5‘733 cc 304 SAE-hp at 4‘800/min Estimate CHF 145‘000 - 155‘000 Story www.conceptcarz.com Photos Oldtimer Galerie

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1972 Iso Rivolta Lele Chassis # LELE 300 500115 - Engine # *1607* VO1I2CKW *1225* The name Iso has been synonymous with luxury for many years throughout the automobile world. ‚Ieri, oggi, domani‘ Italian for ‚yesterday, today and tomorrow‘ Is Iso‘s trademark. Named after Lele Rivolta, the wife of Piero Rivolta; the son of Iso, the company founder of Renzo, the Iso Lele was quite a classy vehicle. Unveiled in 1969, the Lele was designed by Bertone and was the successor to the Rivolta. This was the number one vehicle that was designed by both Bertone Piero Rivolta and his wife for an American client who requested Iso to produce something unique and exotic. The Iso Lele was a large roomy coupe that featured a ‘well executed combination of a sportscar and luxury sedan.‘ The Lele was a spirited four-seater coupe that was powered by an eight-cylinder Cobra Jet engine. The Lele featured a V8 engine that produced 355 bhp and was offered with a five-speed gearbox as standard and automatic transmission available as an option. The Lele came with AC, luxury fittings, power lock differential and an electronic injection. With a top speed of 147 mph, the Iso Lele could achieve 0-60 mph in 7.8 seconds. The sports coupé Lele featured an ultra sleek body that encased a 2+2 seater that filled the space between the Fidia and the Grifo. The styling of Bertone was used, much like the Grifo. The engine capacity was increased in 1970 to 5‘736 cc while an equal maximum power of 300 or 350 hp now improved the distribution of torque along with the ‘elasticity of travel‘. The Lele came with a 106.3 inch wheelbase and had a length of 183.1 inches and a width of 68.9inches. Two years later the Ford Cleveland V8 engine was replaced with the Chevy engine due to request from GM to pay in advance engines. The manual 5-speed transmission stayed the same while the automatic transmission also became Ford. The Lele IR was the standard version

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and was flanked by the Lele IR6 Sports. The IR featured an enhanced engine at 360 hp and change only manual ZF 5-speed transmission. The Iso Rivolta Lele Sport was introduced from 1973 through 1974 and was a very exclusive sports vehicle. The Sport could achieve an impressive 170 miles an hour as a top speed and produced around 360 horsepower from its 5.7-liter, Ford-sourced V8 engine. Only 20 Iso Lele Sports were ever produced. The seats were replaced with lightweight ones while sound deading materior was removed along with the wood trim. Featuring a much sportier interior, the dashboard and steering wheels were changed while extra gauges were placed in front of the passengers. The Sport received a large front spoiler while the bumpers were in black fiberglass. . From an agreement with Philip Morris, Iso introduced the team Formula 1 Iso-Marlboro that was presented as the Lele IR Marlboro. This version was 510 lbs lighter than the Lele Sport version. Introduced in 1973 only five Lele Marlboro‘s were ever produced and featured a 360 hp Ford engine and ZF 5-speed gearbox.

The Iso Lele retained the quiet, comfortable, and unique features of the earlier Iso Rivolta. A very elegant automobile, unfortunately the Iso Lele didn‘t draw the crowds the way other Italian Supercars did. Iso‘s were produced in Varedo, Italy, 13 miles outside of Milan. Many enthusiasts consider Iso‘s to be among the most beautiful automobiles in the world. A total of 317 models were produced during its production run from 1969 through 1975. The final Iso Lele rolled off the assembly line in December of 1974.


This Lele, originally equipped with a Chevrolet V8 (one of only 125) and featuring an extremely rare steel sunroof was delivered on March 22nd 1972 to its lucky first owner in Switzerland who registered the car on July 11th 1972. By the end of the 1990-ies the car, which, after 30 years was in need of major attention was bought by an Iso-Rivolta enthusiast, but lack of time prevented him from starting the necessary restoration and he sold the car again in 2000. The new owner completely disassembled the Lele and had the body restored by Roberto Negri, a wellknown Iso-Rivolta specialist in Italy. The same company also retrimmed the „Sport-Interior“ of the car. In May 2015, after little progress in the ongoing restoration, the car was sold to the actual owner, still unpainted and disassembled. He arranged for the completion of the work himself. Without any consideration for cost, the restoration now progressed as intended. The engine was overhauled by the German specialists „Yankee Motors“ and received a performance upgrade resulting in about 350 horsepower. The ZF 5-speed box and all other mechanical components were checked and overhauled as required. After a repaint in „Rosso Rubino“ the Lele was finally reassembled, using a host of new components and a new wiring harness. All the work was rewarded with the coveted Swiss Veteran Status-MOT in April 2017 and the Lele now offers a chance to enjoy such a rare version of this model in top condition.

Dieser Lele wurde am 22. März 1972 als eines von nur 125 Fahrzeugen mit Chevrolet Motor, und mit der äusserst seltenen Option eines Stahlschiebedaches in die Schweiz ausgeliefert. Erstmals zugelassen am 11. Juli 1972, hatten rund dreissig Jahren im Gebrauch dem Fahrzeug stark zugesetzt als es Ende der 1990er von einem Liebhaber der Marke Iso-Rivolta gekauft wurde. Da dieser aus Zeitgründen von einer Restauration absehen musste, wechselte der Wagen zu Beginn der 2000er den Besitzer. Der Käufer zerlegte das Fahrzeug komplett, und liess die Karosserie 2008/09 durch Roberto Negri, einem bekannten Iso-Rivolta Spezialisten, in Italien komplett neu aufbauen. Auch das Sport-Interieur wurde in Negri’s Firma mit neuem Leder bezogen. Nach einigen Jahren ohne weiteren Fortschritt, wurde die angefangene Restauration – immer noch zerlegt und unlackiert – im Mai 2015 durch den aktuellen Besitzer übernommen. Dieser scheute keine Kosten um dem klassischen Italiener neues Leben einzuhauchen. Der Chevrolet V8 wurde durch den deutschen Spezialisten „Yankee Motors“ neu aufgebaut und auf ca. 350 PS optimiert. Das ZF 5-Gang Getriebe und sämtliche mechanischen Teile wurden kontrolliert, und wenn nötig revidiert. Nach der Lackierung in „rosso rubino“ wurde der Lele mit vielen Neuteilen und einem komplett neuen Kabelbaum Ende 2016 wieder zusammengebaut. Die gewissenhafte Arbeit wurde schliesslich im April 2017 mit der MFK als Veteranenfahrzeug belohnt. Für Liebhaber der italienischen Kultmarke dürfte dies die einmalige Gelegenheit sein, einen Iso Lele in Top-Zustand und extrem seltener Konfiguration zu erwerben.

Cette Lele, équipée à l‘origine d‘une Chevrolet V8 (un des 125) et dotée d‘un toit ouvrant en acier extrêmement rare, a été livrée à son heureux premier propriétaire en Suisse le 22 mars 1972, et elle été immatriculé le 11 juillet 1972. La voiture, qui après 30 ans avait besoin d‘une attention majeure, a été achetée par un passionné d‘Iso-Rivolta vers la fin des années 1990. Le manque de temps l‘a empêché d‘entamer la restauration nécessaire et il a revendu la voiture en 2000. L‘acheteur a complètement démonté la Lele et a fait restaurer la carrosserie par Roberto Negri, un spécialiste Iso-Rivolta bien connu en Italie. La même compagnie a également restauré l’intérieur « Sport ». En mai 2015, après peu de progrès dans la restauration en cours, la voiture a été vendue au propriétaire actuel - toujours non peinte et démontée. Il a arrangé l‘achèvement du travail lui-même. Sans tenir compte du coût, la restauration a maintenant progressé comme prévu. Le moteur a été révisé par les spécialistes allemands „Yankee Motors“ et il a reçu une optimisation de la performance résultant en environ 350 ch. La boîte ZF à 5 rapports et tous les autres composants mécaniques ont été vérifiés et révisés si besoin. Après une peinture en „rosso rubino“, la Lele a finalement été réassemblée fin de l’année 2016, en utilisant beaucoup de nouveaux composants et un faisceau de câbles neuf. Tout le travail a été récompensé par l’expertise en tant que véhicule vétéran en avril 2017. Pour les amoureux de la marque culte italienne, cela peut être l‘occasion unique d‘acquérir une Iso Lele en parfait état et d’une configuration extrêmement rare.

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1962 Mercedes 190 SL

Lot 108

Chassis # 121040-10-020156

This beautiful example of a 190 SL presents itself in classic white paint with the interior trimmed in red leather. Delivered new to the United States, it was acquired by the actual owner in 2003. After importation of the car in Switzerland, the steering box was overhauled and a new steering damper was fitted. The interior has been completely restored. After an engine failure in 2010, a comprehensive overhaul was carried out. In 2015/16, the body was subject to a partial restoration including new paint. In September 2016, the brakes were overhauled and new wheel brake cylinders fitted. In 2017, as a part of the preparation for an upcoming MOT, a new fuel pump was installed and a set of new tires fitted. Since the engine overhaul, the car has been driven only about 1’000 km. Most of the work carried out is documented by photographs and receipts. The last MOT (including the cherished Swiss Veteran status) was completed in November 2017. Grace Kelly and Gina Lollobrigida loved their Mercedes 190 SL, a future owner will certainly follow their example. Als Neuwagen in die USA ausgeliefert, wurde dieser schöne 190 SL in klassischem weiss mit rotem Leder 2003 vom aktuellen Besitzer erworben. Nach dem Import in die Schweiz, wurde das Lenkgetriebe revidiert und ein neuer Lenkungsdämpfer montiert, die Innenausstattung wurde komplett restauriert. Nach einem Motorschaden wurde

2010 eine umfangreiche Motorrevision durchgeführt. 2015/16 die Karosserie wurde einer Teilrestauration mit neuer Lackierung unterzogen, im September 2016 wurden die Bremsen mit neuen Radbremszylindern überholt. 2017, im Zuge der Aufbereitung für eine neue MFK, wurde einen neue Benzinpumpe eingebaut und neue Reifen montiert. Seit der Motorrevision wurde das Fahrzeug nur rund 1‘000 km gefahren, für einen grossen Teil der durchgeführten Arbeiten sind Bilder und Belege vorhanden. Die letzte MFK als Veteranenfahrzeug erfolgte im November 2017. Grace Kelly und Gina Lollobrigida haben ihren Mercedes 190 SL geliebt, einem künftigen Besitzer wird es mit diesem Fahrzeug sicherlich ebenso ergehen.

25‘881 cars in-line 4 cylinder 1‘897 cc 105 hp at 5‘700/min Estimate CHF 125‘000 - 135‘000

Photos Oldtimer Galerie

Cette belle 190 SL se présente en peinture blanche classique avec l‘intérieur garni en cuir rouge. Livrée neuve aux Etats-Unis, elle a été acquise par le propriétaire actuel en 2003. Après l‘importation en Suisse, le boîtier de direction a été révisé et un nouvel amortisseur de direction monté. L‘intérieur a été entièrement restauré. Après une panne de moteur en 2010, une révision complète du moteur a été effectuée. En 2015/16, la carrosserie a été soumis à une restauration partielle incluant une peinture neuve. En septembre 2016, les freins ont été révisés avec des cylindres de frein sur roue neufs. En 2017, au cours de la préparation d‘une prochaine expertise, une pompe à essence neuve a été installée et un ensemble de pneus neufs a été installé. Depuis la révision du moteur, la voiture n‘a parcouru que 1‘000 km. La plupart du travail effectué est documenté par des photographies et des factures. La dernière expertise comme véhicule vétéran a eu lieu en novembre 2017. Grace Kelly et Gina Lollobrigida ont aimé leur Mercedes 190 SL, un futur propriétaire suivra certainement leur exemple. 25


Lot 109 1‘177 cars (all 3 1/2-Litre) in-line 6 cylinder 3‘669 cc approx. 110 hp Estimate CHF 240‘000 - 280‘000 Story rollsroycefoundation.org Photos by owner

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1934 Bentley 3 1/2-Litre Drophead Coupé by Park Ward Chassis # B 203 AE - Engine # N 5 BM When Rolls-Royce bought Bentley Motors, they shut down production of the Vintage Bentley 8 Litre and 4 Litre. Then they had to decide what to do with the Bentley name, as they couldn’t afford to alienate their customer base and not build a new Bentley. The question was what sort of car to build, an especially tricky question given the Rolls-Royce Board’s prior lack of interest in sporting cars. After several false starts, the Experimental Department developed a prototype car based on an earlier 18 HP, 2-3/4 litre experimental chassis called the “Peregrine” and a suitably “tweaked” 20/25 HP engine; this combination proved to be a winner. W.O. Bentley, who came to Rolls-Royce as one of the assets of Bentley Motors and was being used by Rolls-Royce as a glorified tester, tested one of the prototype cars extensively on the Continent and wrote back to the Derby factory giving the car overall praise. The new Derby Bentley was introduced to the press at the end of September 1933 and to the public at the Olympia Show, which followed soon after. While the new Bentley might have seemed somewhat like the contemporary 20/25 HP Rolls-Royce, in fact the chassis, engine accessories, manifolding, compression, carburetion, and gear ratios are different. The car had twin S.U. carburetors and fuel pumps, a wheelbase of 126”, and a chassis weight of 2‘550 lbs. The 3-1/2 Litre Derby Bentley was designed to be the “silent sports car,” and it was marketed that way. With its firm springing, fast steering, low center of gravity, and rugged fast performance, yet with the silky characteristics of the Rolls-Royce and relatively good fuel economy, the car became very popular with sporting motorists, film stars, and the “smart set” of London. Beautiful, sporting coachwork from the finest British and continental builders was mounted on the 3-1/2 Litre chassis. And while Rolls-Royce did not officially sanction racing, E. R. “Eddie” Hall raced his 3-1/2 Litre

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with notable success in the Tourist Trophy races of 1934 and 1935 and received a great deal of help from the Experimental Department in doing so. Many other racing drivers owned and used Derby Bentleys, particularly in traveling to venues where they were to race in other cars. More than one used his Derby Bentley to learn the course for a given race. Derby Bentleys were seen in races at Brooklands, as well. Nonetheless, most of the bodies fitted to 3-1/2 Litres were more luxurious than sporting and more elegant than stark. Once again, as with the 3 Litre Bentley from the Old Company, the weight of bodies fitted put a strain on the engines and chassis to which they were fitted. The design and experimental staffs at Derby were concerned about this trend toward heavier bodies, but fortunately the Experimental Department had been working to improve the power of the 3-1/2 Litre engine and to refine the chassis. The result of their work was the 4-1/4 Litre Bentley, introduced in the summer of 1936. The Derby Bentley, whether in 3-1/2 Litre or 4-1/4 Litre form, is practically impossible to wear out if it is well treated. It is a car with performance and reliability such that it is a practical proposition, within reasonable limits, on the roads of the twenty-first century. And it can still be a formidable opponent in vintage car racing.


In May 1934 B203AE was delivered as a Hooper Saloon bodied chassis to its first owner, a Mr. E. Fitzherbert Wright. In October 1936 the car was sold (through the Bentley works) to Cpt. Percival Kent. According to a former neighbor, Cpt. Kent was a rather excentric gentleman and used the car only for the two weeks following Christmas before carefully storing it again, cleaned and lubricated, ready for the following year’s festivities. After many years with the Captain, the car was sold to the United States, before a well-known Bentley and Rolls-Royce aficionado, Mr Gary Wales acquired the car in 1990. With the coachwork already removed by the previous owner, Wales became aware of the excellent condition of the original matching-numbers chassis and he decided to install a 1935 Park Ward Drop Head Coupe body (which originally adorned Bentley Chassis B32EJ) in the course of the ongoing restoration. A lot of time was spent in finding original wheel discs and an original Lejeune „Flying Bee“ mascot. The top is intricately fabricated with a lining of Wilton wool fabric and a cut-glass rear window. The history of this magnificent Bentley is well documented with a full record of the restoration, a build sheet from the Bentley archive and letters from Mr. Carter, the former neighbor of Capt. Kent. In 2013 the Bentley was bought by a Swiss collector and registered for use in Switzerland. A Swiss MOT (with approved Veteran status) has been completed in December 2013. This wonderful Bentley with its fascinating history would make a grand addition to any collection and will surely make a great entry at any future Concours d’Elégance. B203AE wurde im Mai 1934 als Saloon mit Hooper Karosserie an E. Fitzherbert Wright ausgeliefert. Bereits 31.10.1936 erwarb Captain Percival Kent den Gebrauchtwagen beim Bentley Werk. Gemäss eines ehemaligen Nachbarn von Kent, war dieser ein exzentrischer Mann welcher den Bentley jeweils nur während zwei Wochen - ab Weihnachten - benutzte und diesen dann frisch gereinigt und geschmiert bis zum nächsten Jahre parkte. Nach vielen Jahren in Kents Besitz wurde der Wagen in die USA verkauft. 1990 kaufte der Rolls-Royce und Bentley Liebhaber Gary Wales das Fahrzeug. Da die Karosserie von einem Vorbesitzer bereits zu Restaurationszwecken demontiert worden war, erkannte Wales den hervorragenden Originalzustand des Matching-Numbers Chassis. Er entschied sich, B203AE mit einer originalen 1935er Park Ward Drop Head Coupe Karosserie - diese stammt von Chassis B32EJ - neu aufzubauen. Hierbei scheute er keine Kosten und verwendete viel Zeit um, unter anderem, originale Scheibenradabdeckungen und eine originale Lejeune „Flying Bee“ Kühlerfigur aufzutreiben. Das Verdeck wurde mit einem Dachhimmel aus Wilton Wolle und geschliffenem Heckfenster aufwändig verarbeit. Die 2009 fertiggestellte Restauration ist fotodokumentiert und sowohl eine Kopie des originale Build sheet, als auch die Briefe von A.D. Carter - dem ehemaligen Nachbarn von Captain Kent - sind vorhanden. 2013 wurde der Bentley von einem Sammler erworben und in der Schweiz zugelassen, die letzte MFK als Veteranenfahrzeug erfolgte im Dezember 2013. Dieser wundervolle Bentley befindet sich in hervorragendem Zustand und wird einem künftigen Besitzer an einem Concours d’Elegance sicher viel Beachtung einbringen.

En mai 1934 B203AE a été livré en tant que berline avec carrosserie Hooper à son premier propriétaire E. Fitzherbert Wright. Le 31 octobre 1936 déjà, Cpt. Percival Kent a fait l‘acquisition de la voiture d‘occasion chez l‘usine de Bentley. Selon un ancien voisin de Kent, c‘était un homme excentrique qui n‘a utilisé la Bentley que pendant deux semaines - à partir de Noël - et l‘a ensuite garé fraîchement nettoyé et lubrifié jusqu‘à l‘année suivante. Après de nombreuses années dans la possession de Kent, la voiture a été vendue aux États-Unis. En 1990, Gary Wales, un passionné de Rolls-Royce et Bentley, a acheté le véhicule. Avec la carrosserie déjà enlevée par le propriétaire précédent, Wales a reconnu l‘excellent état d‘origine du châssis Matching Numbers. Il a décidé de reconstruire le B203AE avec une carrosserie „Drop Head Coupé“ de Park Ward original de 1935 - celleci vient du châssis B32EJ. On a passé beaucoup de temps à trouver des disques de roues originaux et une mascotte originale Lejeune „Flying Bee“. La capote es finement fabriqué avec une doublure en tissu de laine Wilton et une vitre arrière en verre taillé. L‘histoire de cette magnifique Bentley est bien documentée avec un dossier complet de la restauration, les feuilles de construction des archives Bentley et des lettres de M. Carter, l‘ancien voisin du capitaine Kent. 2013 la Bentley a été achetée par un collectionneur qui l’a importée en Suisse, la dernière expertise comme véhicule vétéran a passée en Décembre 2013. Cette merveilleuse Bentley avec son histoire fascinante ferait une grande addition à n‘importe quelle collection et fera sûrement une grande entrée à n‘importe quel futur Concours d‘Elégance

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Lot 110 approx. 712 cars V8 2‘927 cc 255 hp at 7‘700/min Estimate CHF 180‘000 - 195‘000 Story www.fugazzi.co.uk Photos www.radical-mag.com

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1977 Ferrari 308 GTB Vetroresina Chassis # 20271 - Engine # 00441 It seems quite amazing that it is already more than 30 years since the 308 GTB made its public debut, as the Pininfarina designed body has stood the test of time well, still looking good and able to turn heads in the street, and even to people who weren’t born when it was introduced, it is instantly recognizable as a Ferrari. Up until the late sixties Ferrari production road cars had traditionally featured a V12 engine, but the introduction of the Dino series with V6 engines towards the end of the decade changed the situation. The new “small” Ferrari attracted a new blossoming market of youthful buyers, and was a great success in the five year production period, despite an oil crisis and increased speed control legislation worldwide. Although there was the sister Dino 308 GT4 2+2 model with a V8 engine, it was not until the introduction of the 308 GTB in 1975 that the Dino 246 GT had a true successor. However, perhaps a short resume of eight-cylinder Ferrari engines would not be out of order, as it is 65 years since the genesis of a “Ferrari” with an eight-cylinder engine, which preceded the birth of the company by seven years. In 1940 Enzo Ferrari produced the Auto Avio Costruzioni 815 model, which was powered by an in-line 1500cc eight-cylinder engine. This model would have carried a Ferrari badge, had it not been for the terms of his employment contract severance with Alfa Romeo the previous year, which forbade the construction of a car bearing his name for a period of four years. Thus it was not until after the end of the Second World War that he was able to build cars bearing his name carrying the now legendary „Cavallino Rampante“ logo. For virtually the first decade of Ferrari’s existence there were four-, six- and twelve-cylinder engines of a wide variety of capacities produced. However, it was not until the inheritance of the works Lancia D50 Grand Prix cars midway through the 1955 season, that there

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was a V8 engine in the model line-up, albeit carrying a Lancia badge. In 1956 these cars were extensively modified, although they were visually very similar to their predecessor, apart from now wearing a Ferrari badge, and carried Juan-Manuel Fangio to his third consecutive World Drivers‘ Championship title. The V8 Lancia engine was further developed and used in the 801 F1 car of 1957, whilst there were V8-engined sports racing cars like the 248 SP and the 268 SP of 1962. In 1964 the company‘s armoury in F1 was the V8-engined 158 F1 model and the flat-12 engined 512 F1, basically the same car apart from the engine configuration. The 158 F1 took John Surtees to the Drivers’ Championship title, and a combination of the two models Ferrari to the Constructors’ Championship in Formula One that year. The V8 engine then disappeared from the Ferrari line-up for almost a decade, before the concept was resurrected on their first eight-cylinder road car, the 3-litre transverseengined Dino 308 GT4, which appeared in 1973, and whose engine/transmission assembly was modelled on that used in the Dino 246 GT/GTS models.

This brings us up to the 308 GTB, which shared the same 3-litre V8 engine/transmission layout, and which was presented to the public in October 1975 at the Paris Salon. Although the body style was a then in vogue wedge shape, there were shades of the Dino 246 in the Pininfarina design details, like the door scallops, buttressed


vertical curved rear screen and twin paired tail light treatment. It was an instant hit both with the press and the public, and this model and the succeeding V8 models have now formed the backbone of Ferrari road car production for 30 years. The 308 GTB also marked a first in Ferrari road car production as it was constructed with a fibre-glass body, although this construction method was superseded by more traditional steel and aluminium panels in late 1976 for USA market cars, and mid-1977 for European cars. A targa-roofed version, called the 308 GTS, joined the GTB in late 1977, easily identifiable by the black vinyl covered removable roof panel, and black louvred panels over the rear quarter glass.

This lovely fiberglass bodied version of the 308 was delivered new by Charles Pozzi in France. A thorough restoration which took place in 1990 is carefully documented. In April 2002, after a change of ownership, the engine was overhauled by Pennequin (today called Sodemo Vintage) in Magny-Cours. In 2014 the Ferrari was bought by the current owner at the Artcurial auction in Paris and immediately imported into Switzerland. Modena Cars in Geneva replaced the cam belt, the tensioner and the water pump as well as performing a complete brake overhaul which included replacement of the calipers, the rotors and the brake hoses. At the same time, the Ferrari was treated to a new exhaust silencer, finally getting it ready for the Swiss MOT. All the work is well documented of course. The car got the prestigious “Veteran Status” from the authorities in January 2016 with flying colours and, being the lightest, fastest and certainly most sought after version of the immortal 308 family, is now ready for its next owner to take part in a number of classic events such as the Coupe des Alpes or the Corsica Rally.

Cette belle Ferrari 308 avec carrosserie en fibre de verre (vetroresina) a été vendue neuve en France par Charles Pozzi. Selon les documents disponibles, le véhicule bénéfice d’une restauration complète en 1990. Après un changement de propriétaire, le moteur a été révisé par la société Pennequin (aujourd‘hui Sodemo Vintage) à Magny-Cour en avril 2002. En 2014, le véhicule a été acheté par le propriétaire actuel lors d‘une vente aux enchères Artcurial à Paris. Après l’importation en Suisse, la voiture a été amenée pour l’immatriculation chez Modena Cars à Genève, où la courroie de distribution, le tendeur et la pompe à eau ont été remplacés. Au cours de la préparation intégral, le système de freinage complet a été renouvelé (pinces, disques, flexibles) et un silencieux d‘origine neuf à été monté. Les factures du travail effectué sont disponibles. L’expertise comme véhicule vétéran à été passée en Janvier 2016. Cette 308 GTB est la plus légère, la plus performante et la plus recherchée - et, en plus, elle est prêt de participer à des événements historiques tels que la Coupe des Alpes et le Rallye de Corse avec un nouveau propriétaire.

Dieser schöne Ferrari 308 mit Fiberglas (Vetroresina) Karosserie wurde als Neuwagen in Frankreich durch Charles Pozzi ausgeliefert. Gemäss den vorhandenen Unterlagen wurde das Fahrzeug 1990 umfassend restauriert. Nach einem Besitzerwechsel wurde im April 2002 der Motor durch die Firma Pennequin (heute Sodemo Vintage) in Magny-Cour revidiert. 2014 wurde das Fahrzeug vom aktuellen Besitzer anlässlich einer Artcurial Auktion in Paris gekauft und anschliessend in die Schweiz importiert. Für die Zulassung wurde der Wagen zu Modena Cars in Genf gebracht, wo der Zahnriemen, die Spannrolle und die Wasserpumpe ersetzt wurden. Im Zuge der aufwändigen Aufbereitung wurde die komplette Bremsanlage erneuert (Zangen, Scheiben, Schläuche) und ein neuer Originalschalldämpfer montiert. Belege zu den durchgeführten Arbeiten sind vorhanden. Die MFK als Veteranenfahrzeug erfolgte im Januar 2016 – somit ist dieser 308 GTB aus der seltensten, leichtesten, schnellsten und begehrtesten Baureihe bereit mit einem neuen Besitzer an historischen Veranstaltungen wie dem Coupe des Alpes oder der Korsika Rallye teilzunehmen. 29


Lot 111 production unknown V8 4‘728 cc 330 hp at 6‘800/min Estimate CHF 205‘000 - 220‘000 Story www.autozine.org Photos Oldtimer Galerie

1966 Ford GT40 Recreation by GTD Chassis # GT22190 Unquestionably, GT40 was the most exotic car ever produced by Ford. Combining super performance, advanced chassis, great looks and glorious racing records, it has an irre-placeable status in automotive history. Fans of motor sports especially remember its 4 straight Le Mans wins from 1966-1969 and the Daytona 24H victories in 1965-66, beating the then dominating Ferrari. No one would have thought Ford could do that. Ridiculously, the birth of GT40 was triggered by Enzo Ferrari. In the early 1960s, Ferrari was in financial trouble and Henry Ford II was interested to buy the Italian company as a short-cut to enter GT racing. After a long negotiation, Enzo Ferrari eventually chose to sell his company to Fiat as the latter would give him plenty of freedom in management, even though Ford offered a higher price. This angered Henry Ford II and he determined to beat Ferrari on race tracks. However, Ford did not have the expertise to realize the project. That‘s why it formed a development team based in UK and employed Lola – the British racing car and engineering specialist – to develop a midengined chassis. The push-rod V8 engine came from Detroit, while American Carroll Shelby tuned the car and sorted out the reliability problems in the original Lola design. GT40 was therefore an Anglo-American joint-venture.

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The GT40 was so named because: a) it was a GT race car; and b) its overall height was only 40 inches (note: actually 40.5 in) from ground to roof. It was the world‘s earliest mid-engined supercar and provided inspiration for the forthcoming Lamborghini Miura. The engine sat amid-ship longitudinally and connected to the rear transaxle. The chassis consisted of a steel monocoque for the cockpit section and tubular frame extensions front and rear to support the engine and suspensions, very advanced. Suspensions were A-arms (double wishbones) all round. Bodywork was made of glassfiber to save weight. Although its shape was optimized for aerodynamics requirement in high speed circuits, it looked beautiful and timeless. No wonder 40 years later Ford could produce a modern version looking almost like a replica of the original!


This stunning GT40 is an authentic recreation constructed by GT Developments, the only company authorised to manufacture and retrofit GT40 body parts based on official design plans, and to use Ford‘s original pressing tools for chassis component fabrication. The cars built by GTD are considered to be the best Recreation GT40’s. They are nearly indistinguishable from an original (and prohibitively expensive) GT40 MK I. This car was accurately built by Adcox Motorsports, a former Indy 500 team, as a left hand drive version in 1994. The Ford V8 with its 330 hp has light work with a car weighing a mere 1‘150 kg, and the balance of 46/54 results in excellent handling. From 1995, the car graced the collection of Dutchman Dick van Dijke for about 10 years. In October 2005, the GT was imported into Switzerland and successfully registered with Swiss veteran status in November of the same year. After participating in several events, including performing VIP passenger rides at the Gurnigel hill climb, the vehicle was sold in 2012 to its second Swiss owner. In 2015 the GT40 was acquired by the seller, who immediately commissioned extensive maintenance work, including replacement of the air condition compressor and a carburettor overhaul. With the last MOT (including the desirable Swiss Veteran status) completed in November 2011, this faithful recreation of the iconic racing legend Ford GT40, represents an almost unique opportunity to acquire such a Supercar together with Swiss road registration

Dieser atemberaubende GT40 ist ein authentischer Nachbau von GT Developments, dem einzigen Unternehmen, welches aufgrund offizieller Konstruktionspläne und mit den originalen Presswerkzeugen von Ford nachträglich GT40 Carrosserieteile nachfertigen konnte. Die Fahrzeuge von GTD gelten als die besten Recreation-GT40 und sind von den wenigen original erhaltenen, und sehr teuer gehandelten, GT40 MK I kaum zu unterscheiden. Dieser Wagen wurde 1994 durch Adcox Motorsports, einem ehemaligen Indy 500 Team, als Linkslenker sorgfältig aufgebaut – das Endprodukt: ein toller Sportwagen. Der Ford V8 mit 330 PS hat mit den gerade einmal 1‘150 kg Gewicht leichtes Spiel und die Gewichtsverteilung von 46/54 ergibt ein ausgezeichnetes Handling. Ab 1995 bereicherte der Wagen für rund 10 Jahre die Sammlung des Holländers Dick van Dijke. Im Oktober 2005 wurde der Wagen in die Schweiz importiert und im November des Jahres erfolgreich als Veteranenfahrzeug zugelassen. Nach der Teilnahme an verschiedene Ausfahrten und Veranstaltungen, unter Anderem bei VIP-Passagierfahrten am Gurnigel Bergrennen, wurde das Fahrzeug 2012 an seinen zweiten Schweizer Besitzer verkauft. 2015, schliesslich, wurde der GT40 vom Verkäufer übernommen, und einer umfangreichen Wartung, inklusive Austausch des Klimakompressors und einer Vergaserrevision, unterzogen. Mit der letzten MFK als Veteranenfahrzeug im November 2011, stellt dieser detailgetreue Nachbau der Rennlegende Ford GT40, die nahezu einmalige Möglichkeit dar, solch ein Fahrzeug mit Schweizer Strassenzulassung zu erwerben.

Cette GT40 est une réplique authentique construite par GT Developments, la seule entreprise autorisée à fabriquer et à rénover des pièces de carrosserie GT40 sur la base de plans de conception officiels, et à utiliser les outils de pressage originaux de Ford pour la fabrication de composants de châssis. Les voitures construites par GTD sont considérées comme les meilleures répliques GT40. Ils sont presque indiscernables d‘une GT40 MK I d‘origine qui est rare et excessivement chère. Cette voiture a été soigneusement construite en version conduite à gauche par Adcox Motorsports, une ancienne équipe d‘Indy 500, en 1994. Le moteur Ford V8 de 330 ch, une voiture pesant seulement 1‘150 kg, et la répartition du poids de 46/54 se traduit par une excellente maniabilité. À partir de 1995, la voiture a honoré la collection du Hollandais Dick van Dijke pendant environ 10 ans. En octobre 2005, la GT a été importée en Suisse et enregistrée en tant que véhicule vétéran avec succès en novembre de la même année. Après avoir participé à diverses sorties et événements, y compris des promenades de passagers VIP à la course de côte du Gurnigel, le véhicule a été vendu en 2012 à son deuxième propriétaire suisse. En 2015, la GT40 a été acquise par le vendeur, qui a immédiatement commandé des travaux de maintenance, y compris le remplacement du compresseur d‘air conditionné et une révision du carburateur. Avec la dernière expertise en tant que véhicule vétéran passée en Novembre 2011, cette reproduction détaillée de l‘emblématique légende de course Ford GT40 représente une occasion presque unique d‘acquérir une telle voiture avec l‘immatriculation routière suisse.

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1988 Audi Quattro Turbo Edition spéciale Chassis # WAUZZZ85ZJA900280 - Engine # *WX 00 946* This Ur-quattro is number 150/200 of the „Edition Spéciale“, especially built for Switzerland - a limited edition which was always delivered equipped with catalyst, a 162 hp engine, analogue dashboard instruments and nearly fully loaded. The car has had just two previous owners and it has covered only 79’500 km. It is equipped with a sunroof and a set of homologated H&R suspension springs. In 2014, after prolonged storage, the seats were upholstered in leather. To deliver a flawless car to a future owner, in 2015 the following work was performed: new timing belt, new water pump, a new climate control compressor, a new clutch including cylinders, new strut mounts and new front and rear brakes. The last MOT was completed in May 2015. Bei diesem Ur-Quattro handelt es sich um die Nummer 150/200 der speziell für die Schweiz gebauten Edition spéciale - eine Sonderserie welche ausschliesslich mit Katalysator, 162 PS, analogem Armaturenbrett und nahezu Vollausstattung ausgeliefert wurde. Der Wagen hatte zwei Vorbesitzer, Schiebedach, eingetragene H&R Federn und wurde erst 79‘500 km gefahren. Nach längerer Stilllegung wurden 2014 die Sitze neu aufgepolstert und mit neuem Leder bezogen. Um einem künftigen Besitzer ein einwandfreies Fahrzeug übergeben zu können wurde 2015 der Zahnriemen ersetzt sowie eine neue Wasserpumpe, neuer Klimakompressor, neue Kupplung inklusive Geber- und Nehmerzylinder, neue Domlager, neue Bremsen vorne und hinten montiert. Die entsprechenden Belege vorhanden. Letzte MFK im Mai 2015.

Lot 112 200 cars (Edition spéciale) turbocharged in-line 5 cylinder 2‘143 cc 162 hp at 5‘500/min Estimate CHF 45‘000 - 50‘000

Cette Quattro est le numéro 150/200 de l‘édition spéciale - une série spéciale qui a été livré exclusivement en Suisse, avec catalyseur, 162 ch, tableau de bord analogique et presque entièrement équipé. La voiture avait deux propriétaires et elle n’a parcouru que 79’500km. Elle est équipée d’un toit ouvrant et des ressorts H & R homologués. En 2014, après un stockage prolongé, les sièges ont été recouverts en cuir. Pour livrer une voiture impeccable à un futur propriétaire, les travaux suivants ont été effectués en 2015: courroie de distribution neuve, pompe à eau neuve, compresseur de climatisation neuf, embrayage comprenant les cylindres neuf, coupelles d‘amortisseurs et freins avant et arrière neufs. Les documents correspondants sont disponibles. Dernière expertise passée en mai 2015.

Photos Oldtimer Galerie

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Lot 113 500 cars (110) in-line 5 cylinder Diesel 2‘495 cc 122 hp at 4‘850/min Estimate CHF 80‘000 - 90‘000 Story www.wikipedia.org Photos Oldtimer Galerie

2002 Land Rover Defender 110 TD5 Tomb Raider Edition Chassis # SALLDHF881A618691 Like the VW Beetle, Citroën 2CV and its British Leyland brother-in-arms the Mini, the Defender - known by that name since 1983 - is one of those vehicles that defeated fashion while somehow epitomising it, and transcended its original remit to knit itself firmly into the fabric of the nation that created it. Two million have been made since 1948, when the Series 1 arrived, channelling the spirit of the American Jeep and utilising a post-war surplus of aluminium in its accidentally yet perfectly proportioned form. An estimated 75 per cent of Landies are still running wherever in the world they ended up - most likely in all 195 of the planet‘s countries. The model was introduced in 1983 as „Land Rover One Ten“, and in 1984 the „Land Rover Ninety“ was added - the numbers representing the respective wheelbases in inches. The number was spelled in full in advertising and in handbooks and manuals, and the vehicles also carried badges above the radiator grille which read „Land Rover 90“ or „Land Rover 110“, with the number rendered numerically. The Ninety and One Ten replaced the earlier Land Rover Series, and at the time of launch, the only other Land Rover model in production was the Range Rover. The biggest change to the Land Rover came in late 1990, when it became the Land Rover Defender, instead of the Land Rover 90 or 110. This was because in 1989 the company had introduced the Discovery model, requiring the original Land Rover to acquire a name. The Discovery also had a new turbodiesel engine, the 200TDi. This was also loosely based on the existing 2.5-litre turbo unit, and was built on the same production line, but had a modern alloy cylinder head, improved turbocharging, intercooling and direct injec-

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tion. It retained the block, crankshaft, main bearings, cambelt system, and other ancillaries as the Diesel Turbo. The breather system included an oil separator filter to remove oil from the air in the system, thus finally solving the Diesel Turbo‘s main weakness of re-breathing its own sump oil. The 200Tdi, produced 107 hp and 264 N·m of torque, which was nearly a 25% improvement on the engine it replaced. In 1998, the Defender was fitted with an all-new 2.5litre, five-cylinder in-line turbodiesel engine, badged the Td5. The Tdi could not meet upcoming Euro III emissions regulations so the Td5 replaced the Tdi as the only available power unit. The engine used electronic control systems and produced 122 hp @ 4‘850 rpmt. Traditionalists were critical of the electronic systems deployed throughout the vehicle, but concerns that these would fail when used in extreme conditions proved unfounded.

After a continuous run of 67 years production finally ended on 29 January 2016 when the last Defender, H166 HUE, rolled off the production line at 09:22GMT.


Based on the car used in this cinema epos, (with Angelina Jolie as Lara Croft) Rover produced 1000 tribute cars, 500 as 90- and 500 as 110 Pick-up versions. After 200’000 hard earned kilometres this Defender was completely disassembled and restored without accepting any compromises in 2010. Any corrosion on the chassis and bodywork was removed followed by a careful reassembly of the car. All mechanical components, with the exception of the axles, were replaced with factory new components. Engine, gearbox, transfer gearbox, drive shafts as well as the entire breaking system are new. Suspension components such as dampers, longitudinal rods, the complete steering mechanics are new (and improved where possible) as well. The chassis was raised to the maximum allowed by regulations and the complete interior was restored to the highest possible standards. All interior surfaces such as door panels and dashboard are covered in leather resulting in a true “Bentley-look”. Seats are unique items designed by Recaro and the Landie was treated to the finest sound system available. Special 16 inch (8 inch wide) “Terrafirma” rims are shod with 285/75-16 BF Goodrich Mud Terrain tires and longtravel gas-filled shock absorbers by the same manufacturer are installed as well as “Matzker”-springs. The matt-grey (“Bonatti grey”) finish completes the rather imposing appearance of this special an unique Land Rover and all modifications performed have been approved by the authorities and are listed in the car’s documentation. The Land Rover has successfully passed its last MOT in September 2017. Nach dem gleichnamigen Kinofilm mit Lara Croft (Angelina Jolie) wurden 1000 Exemplare in dieser Ausführung hergestellt - 500 in der Version 90 und 500 als 110 PickUp. Nach 200 000km und schwerer Arbeit wurde dieser Defender 2010 komplett zerlegt und kompromisslos restauriert - Chassis und Karosserie wurden abgelaugt und entrostet, anschliessend sorgfältig neu aufgebaut. Die Mechanik wurde bis auf Vorder- und Hinterachse ersetzt. Es wurden ausschliesslich neue Komponenten verwendet; Motor, Getriebe und Zwischengetriebe, sowie die Kardanwellen (Doppelgelenk vorne) sind neu. Die komplette Bremsanlage ist neu, alle Zylinder, Zangen, Scheiben, Schläuche und Leitungen wurden ersetzt. Das Fahrwerk, die Buchsen, Stossdämpfer, Längslenker, die komplette Lenkung inkl. Lenkgetriebe sind ebenfalls neu und modifiziert. Das Fahrzeug wurde im Rahmen der gesetzlichen Möglichkeiten um das Maximum erhöht. Der Innenraum wurde überarbeitet und präsentiert sich in einem edlen Lederlook à la Bentley, Türverkleidungen und Armaturenbrett in Echtleder. Die Sitze „Recaro Land Rover“ sind einzigartig. Zusätzlich aufgewertet wird das edle Innenleben durch eine hochwertige Soundanlage. 285/75-16 BF Goodrich Mud Terrain Reifen auf Spezialfelgen 8/16 von Terrafirma, ein höhergelegtes Fahrwerk mit eingetragenen Terrafirma Stossdämpfern mit Gasdruckreservoir long travel, Matzker Federn und die originale Bonatti-grey Lackierung in Matt runden die imposante Erscheinung dieses einmaligen Defender ab. Alle Änderungen sind im Fahrzeugausweis eingetragen, letzte MFK im September 2017.

Après le film du même nom avec Lara Croft (Angelina Jolie) 1000 copies ont été faites dans cette version - 500 dans la version 90 et 500 comme pick-up 110. Après 200 000 km et un travail acharné, ce Defender a été complètement démonté et restauré sans compromis en 2010 - le châssis et la carrosserie ont été lessivés et dégraissés, puis soigneusement reconstruits. La mécanique a été remplacée jusqu‘à l‘essieu avant et arrière. Seuls des composants neufs ont été utilisés; Le moteur, la transmission et l‘engrenage intermédiaire, ainsi que les arbres à cardan (avant à double articulation) sont neufs. Le système de freinage complet est neuf, tous les cylindres, pinces, rondelles et tuyaux ont été remplacés. Le châssis, les coussinets, les amortisseurs, les bras oscillants, la direction complète y compris le boîtier de direction sont également neufs et modifiés. Le véhicule a été augmenté du maximum dans les limites des possibilités légales. L‘intérieur a été redessiné et se présente dans un aspect cuir noble à la Bentley, panneaux de portes et tableau de bord en cuir véritable. Les sièges „Recaro Land Rover“ sont uniques. En outre, l‘intérieur noble est amélioré par un système hifi de haute qualité. 285 / 75-16 BF Goodrich Mud pneus sur des jantes spéciales 8/16 de Terrafirma, une suspension ressuscités avec amortisseurs Terrafirma avec réservoir de gaz „long travel“, ressorts Matzker et la finition de peinture grise Bonatti originale mate complètent la fonctionnalité impressionnante de ce Defender unique. Tous les modifications sont homologués dans la carte grise du véhicule, dernière expertise passée en septembre 2017

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Lot 114

1957 Lancia Aurelia B20S GT 2.5-Litre Series VI Chassis # B20S-1518 - Engine # MOT B20 N°*5065*

425 cars (Series VI) V6 2‘451 cc 118 hp at 5‘300/min Estimate CHF 145‘000 - 165‘000 Story www.autozine.org Photos Oldtimer Galerie

Lancia did not invent the name „Gran Turismo“, but it was the first to associate it with a high-speed crosscountry coupe. That was the 1951 Aurelia GT. The Aurelia family consists of saloon, coupe (B20) and spider (B24). It was the first post-war Lancia model as well as the first one developed after the death of Vincenzo Lancia. The loss of Vincenzo could be a major blow to the company. Fortunately, his son Gianni hunted famed engineer Vittorio Jano from Alfa Romeo to take over its engineering department. The latter did not disappoint, as Aurelia lived up to the expectation for the high standard of innovation and engineering excellence of Lancia. History book tells us it introduced the world‘s first ever production V6 engine. It also employed many advanced designs of the time, such as rear-mounted transaxle (for better weight distribution), independent semi-trailing arm rear suspensions (probably the first of its kind) and inboard drum brakes (to reduce unsprung weight). 36

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Among all the versions of Aurelia, the most memorable must be the coupe known as B20 GT. Its elegant bodywork was styled by Ghia and built by Pininfarina. Wheelbase was shortened by 200mm from the Belina (saloon). The early coupe was powered by a 2.0-liter version of the V6 with 75 hp output, good for a top speed of 101 mph. It wasn‘t very powerful, but thanks to its excellent chassis balance, it took second place in the 1951 Mille Miglia race, trailing only a Ferrari 340 America which had more than twice the engine capacity and horsepower. Though V-shape 8 and 12-cylinder engines had been productionized by American (most notably Cadillac and Packard), contemporary car makers did not produce any V6 engines because this configuration could generate a great deal of vibration. Lancia‘s engineer Francesco de Virgilio and Ettore ZacconeMina found if the V-angle was set at 60 degrees, most of the vibration would be self-cancelled. As a result,


they developed a 60-degree V6 with aluminum heads and block, cast-iron liners and OHV push-rod valve actuation. It was not supposed to be a firebreathing powerplant like Ferrari‘s V12, but it was smooth, compact and feasible for mass production.

This desirable Pininfarina designed LHD Aurelia with floor mounted gear change is one of only 425 examples of the last, and most refined, sixth Series. The Mille Miglia eligible Lancia has been restored many years ago and acquired by the present owner in 1998. The car spent most of its time in the owners’ museum in Istanbul and was only exercised during special occasions. The Aurelia has Turkish registration, and is in good condition. If the Lancia remaind in Switzerland, Swiss customs duty must be paid. A participation in the 2019 issue of the Mille Miglia retrospective is a very possible future prospect for this classic GT. Diese begehrenswerte Aurelia mit Linkslenkung und Mittelschaltung, ist eines von nur 425 Fahrzeugen aus der ausgereiften, sechsten und letzten Serie. Der Mille Miglia taugliche Lancia wurde vor vielen Jahren restauriert, und 1998 durch den Einlieferer erworben. Die meiste Zeit verbrachte das von Pininfarina gezeichnete Coupé in dessen Museum in Istanbul, und wurde nur für besondere Anlässe auf die Strasse gebracht. Ausgestattet mit türkischen Fahrzeugpapieren, ist dieser Lancia in der Schweiz nicht verzollt. Mit diesem seltenen Coupé in gutem Zustand, ist für einen Käufer die Teilnahme an der Mille Miglia 2019 durchaus möglich. In the quest of more power, the V6 was enlarged to 2.5 liters in 1953. Output increased to 118hp, lifting per-formance to nearly the level of Bentley R-type Continental. In the following years, Aurelia coupe was further refined, improving reliability, build quality, roadholding (thanks to a new de Dion axle rear suspension intro-duced in 1954) and sound insulation, but in the process it also got heavier and slower. Motor historians re-garded the early 2.5-liter cars were the best among all series. They combined sportscar performance with quality finishes and engineering excellence very few could match.

Cette Aurelia dessinée par Pininfarina est l‘un des 425 exemplaires de la dernière, sixième série. La voiture est conduite à gauche et équipée d‘un changement de vitesse avec levier central. La Lancia qui est éligible pour la Mille Miglia et a été restaurée il y a plusieurs années. L’acquise par le propriétaire actuel était en 1998. La Aurelia a passé la plupart de son temps dans le musée du propriétaire à Istanbul et n‘a été sortie que lors d‘occasions spéciales. Equipée de documents turcs, cette Lancia n‘est pas dédouané en Suisse. Avec ce coupé rare en bon état, la participation à l‘édition 2019 de la Mille Miglia est tout à fait possible pour un acheteur.

No wonder they were the road car choice of racing drivers like Juan Manuel Fangio and Mike Hawthorn.

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Lot 115 551 cars (83 LHD) in-line 6 cylinder 2‘922 cc 164 hp at 5‘500/min Estimate CHF 365‘000 - 395‘000 Story www.wikipedia.org Photos Oldtimer Galerie

1958 Aston Martin DB 2/4 Mk III Chassis # AM300/3/1730 - Engine # DB/B/121 The DB 2/4 Mark III (normally simply called DB Mark III, even at the time of its introduction) is a sports car sold by Aston Martin from 1957 until 1959. It was an evolution of the DB2/4 Mark II model it replaced, using an evolution of that car‘s W.O. Bentley-designed Lagonda 2.9 L (2922 cc/178 in³) straight-6 engine, redesigned by Tadek Marek. Changes included the front grille, that would become the shape of all future Aston Martin models, a new instrument panel, and available Girling disc brakes. The hydraulically operated clutch was new as well, and an optional Laycock-de Normanville overdrive that was attached to the STD 4 speed gearbox after the 1st 100 cars or even an automatic transmission were available. Worm-and-sector steering and a live axle rear end were carry overs. At the rear, the DB2/4 Mark II‘s tailfins (after the 1st few early cars) were altered to use the rear lights from the Humber Hawk. The standard DBA engine model with twin SU carburettors produced 162 hp, though an optional dualexhaust system (a claimed 16 b.h.p. increase) raised this to a reputed 178 hp. Thus equipped, the car could reach 60 mph in 9.3 seconds and hit 120 mph. An optional high-output DBB engine with three twin-choke Weber 35 DCO 3 carburettors, special long duration camshafts, high compression 8.6:1 pistons and the dual-exhaust system boasted 195 hp, though this was rarer ( 10 cars thus equipped) than the mid-level DBD option with triple SU 1.75“ carbs and 180 hp also with the dual exhaust system, fitted to 47 cars. One car was fitted with the special DBC competition engine with a reputed 214 b.h.p., this was fitted with racing camshafts, special connecting rods, very high compression pistons (possibly 9.5:1) & three twinchoke Weber 45 DCO 3 carburettors.

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Girling disc brakes were fitted as standard to the front wheels of all MkIII Astons after the first 100 had been made. Many cars were upgraded later. A 1959 review by Road & Track magazine praised the car for everything but its $7‘450 price. „A car for connoisseurs,“ they called it. „The Aston has many virtues and few faults.“ Among the faults was too-heavy steering effort, high door sills, and a stiff ride. Interestingly, R&T failed to comment at all on the car‘s innovative hatchback body style, complete with fold-down rear seats, although this had been first introduced in the 2/4 MkI in 1953.

James Bond drives an Aston Martin DB Mark III in the novel version of Goldfinger, though it is referred to as a „DB III“ in the book – indeed, the chapter in which he drives to his fa-mous golf-course encounter with the villain is entitled ‚Thoughts in a DB III‘. It is the only Bond car in the Ian Fleming novels to have gadgets installed. For the film adaptation five years later, the car was updated to the Aston Martin DB5 model and the array of gadgetry was much expanded. It was to become one of the most iconic of classic cars as a result.


This fantastic Aston Martin, one of only 83 left hand drive versions built, was delivered new to Belgium and registered in August 1959. In 1971/72 the Aston’s paint was changed from the original grey to the current green. The DB Mk III enjoyed regular use as part of a collection of similar cars for many years and was always carefully maintained by the owner’s driver, himself a trained mechanic. According to his records, in 1989/90 the body and interior were completely restored, followed, in 1992, by a thorough engine overhaul. After the owner’s decease, the car was bought by a Swiss gentleman in June 2000 and registered as a Swiss Veteran car in 2001. In 2002 the car was sold to its next Swiss owner who had the clutch replaced in 2012. In 2015 the car was again sold to its current keeper. Since the last MOT (with approved Veteran status) in April 2015 the car has been driven for a mere 2’000 km, and now this Aston DB Mk III, with FIVA ID card and presenting itself in excellent condition, offers a rare opportunity to acquire a classic Aston Martin with desirable left hand drive.

Dieser wunderschöne Aston Martin wurde als eines von nur 83 Fahrzeugen mit Linkslenkung nach Belgien ausgeliefert und im August 1959 erstmals zugelassen. 1971/72 wurde der Wagen vom originalen grau auf das aktuell grün umlackiert. Der DB Mark III wurde währen vieler Jahre im Wechsel mit Fahrzeugen ähnlicher Art gefahren und stets vom Fahrer, auch Mechaniker, des Besitzers gewartet. Nach dessen Aussagen wurden Karosserie und Interieur 1989/90 komplett restauriert, 1992 erfolgte eine umfangreiche Motorrevision. Nach dem Tod des belgischen Besitzers wurde der Aston Martin im Juni 2000 von einem Schweizer Liebhaber, ohne Restaurationsbelege, erworben und in die Schweiz importiert – die Zulassung als Veteranenfahrzeug erfolgte im Juni 2001. Im Herbst 2002 wurde der Wagen an den zweiten Schweizer Besitzer verkauft, dieser liess 2012 die Kupplung ersetzten. Im Juni 2015 wurde das Fahrzeug vom aktuellen Besitzer übernommen. Seit seiner letzten MFK als Veteranenfahrzeug im April 2015 wurde der Wagen nur gerade 2‘000 km gefahren. Mit FIVA-ID und in sehr gutem Zustand stellt dieser DB Mark III eine seltene Gelegenheit dar, einen klassischen Aston Martin mit Linkslenkung zu erwerben.

Cette fantastique Aston Martin, une des seulement 83 voitures avec conduite à gauche fabriquées, a été livrée neuve en Belgique où elle a été enregistrée en août 1959. En 1971/72, la peinture de l‘Aston est passée de gris original au vert actuel. La DB Mark III a bénéficié d‘une utilisation régulière dans le cadre d‘une collection de voitures similaires pendant de nombreuses années. Durant cette période, elle a toujours été soigneusement entretenu par le chauffeur du propriétaire, lui-même un mécanicien qualifié. Selon ses déclarations, la carrosserie et l‘intérieur ont été complètement restaurés en 1989/90, suivis par une révision complète du moteur en 1992. Après le décès du propriétaire, la voiture a été achetée par un homme suisse en juin 2000, qui l’a enregistrée en tant que véhicule de vétéran en 2001. En 2002, la voiture a été vendue à son deuxième propriétaire suisse qui a fait remplacer l‘embrayage en 2012. En juin 2015, le véhicule a été acquis par le propriétaire actuel. Depuis la dernière expertise comme véhicule vétéran, passée en avril 2015 la voiture n’a parcouru que 2‘000 km. Avec carte d‘identité FIVA et se présentant en excellent état, cette DB Mark III représente une occasion rare de acquérir une Aston Martin classique avec la conduite à gauche désirable.

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1986 Porsche 911 Turbo 3.3 Chassis # WPOZZZ93ZGS001134 - Engine # *67G01175* The first Turbo was introduced in 1975. The Porsche engineers had experienced with turbo chargers on the competition Porsches and chairman Ernst Fuhrman thought it was possible to use a turbo on a production car. Therefore in 1973 a prototype ‚911 Turbo‘ was displayed at several European shows, and in 1974 another prototype 911 Turbo was shown at the Paris Motorshow. When the Turbo went on sale in 1975 it had a 3.0 liter 260 bhp engine and was full of luxury. With it‘s huge rear wing, widened wheel arches and big tires, the Turbo looked faster than any other 911. The great look of the Turbo in combination with the powerfull engine made the Turbo a desirable car. Airconditioning, electric windows, a leather interior, tinted glass, headlamp washers and Bilstein shocks were all standard on the Turbo. The modifications were so extensive the car bore it‘s own type number: the 930. The Turbo was originaly introduced as a limited edition model. Only 500 were to be sold. The demand for the Turbo was however so strong that more than 1000 were sold. The future of the Turbo was secure. In 1978 the engine capacity was increased to 3.3 liter and an intercooler was mounted. Together with some other modifications the 3.3 liter engine now produced 40 bhp more (now 300 bhp in european spec).

Dieser 911 Turbo wurde am 29. Juli 1986 in der Schweiz ausgeliefert. Seit 15 Jahren in dritter Hand, wurde dieser Porsche 77‘500 km gefahren. Ein lückenloses Serviceheft und einige Belege zeugen von der gewissenhaften Pflege. Mit Fuchs-Felgen, Schiebedach, weisser Lederausstattung sowie Sport- und Originalauspuffanlage, präsentiert sich dieser legendäre Sportwagen in sehr gutem Zustand. Die letzte MFK erfolgte im November 2017. Cette 911 Turbo a été livrée neuve en Suisse le 29 juillet 1986. Depuis 15 ans en troisième main, cette Porsche n’a parcouru que 77‘500 km. Un carnet de service suivi et quelques factures d’entretien attestent du soin consciencieux. Avec les jantes Fuchs, un toit ouvrant, l‘intérieur en cuir blanc et des pots d‘échappement sport et original, cette légendaire voiture de sport est en très bon état. La dernière expertise a eu lieu en novembre 2017.

Lot 116 1‘158 cars (1986, ROW) 6 cylinder turbo flat-engine 3‘299 cc 300 hp at 5‘500/min Estimate CHF 110‘000 - 120‘000 Story www.911evolution.com Photos Oldtimer Galerie

This 911 Turbo was delivered in Switzerland on July 29th 1986. With its third owner now the car has been driven a mere 77’500 km since new. Thorough care of the Porsche is documented with the carefully filled in service booklet and further maintenance documentation. Original Fuchs rims, a sliding roof, a white interior and two exhaust systems (original and sport system) compliment the excellent condition of this 911. The last Swiss MOT was completed in November 2017.

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Sie vertrauen auf optimale Mobilität, wir bleiben für Sie beweglich Ihre Autos in den besten Händen: Als unabhängiger Spezialist rund um den Transport und die Logistik von Automobilen steht Cotra seit 1965 im Dienste der Schweizer Autoindustrie. Als Bindeglied zwischen Hersteller, Importeur und Händler bieten wir Ihnen rund um Ihre Fahrzeuge ganzheitliche Massarbeit. Unsere moderne Flotte liefert Autos aller Art sicher und termingerecht. In unseren Logistikzentren übernehmen wir für Sie das gesamte Spektrum der Fahrzeugabwicklung, von der Qualitätskontrolle bis zur mechanischen Bereitstellung. In unseren Carrosseriewerken bieten wir Ihnen hochwertige Dienstleistungen vom Flottenmanagement bis zum Ausbeulen. Dank diesem umfassenden Angebot sind Ihre Fahrzeuge bei der Cotra in besten Händen.

Cotra Autotransport AG Hübelacherstrasse 16 5242 Lupfig-Birrfeld info@cotra.ch Telefon +41 58 710 30 00 www.cotra.ch

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1963 Jaguar E-Type 3.8-Litre Series 1 Racing Coupé Chassis # 888 448 This Series 1 E-Type has been completely restored and equipped for historic motor racing by the French specialists „Frogg Racing”. The engine has been prepared by the British specialist firm „Rob Beere Racing” and is upgraded with the installation of three Weber twin-choke carburettors and a stainless-steel Big-Bore exhaust. An aluminium bonnet was fitted together with a 90-litre aluminium racing fuel-tank. Dunlop knockoff wheels, a roll-cage and bucket seats complete the competition specification of this magnificent coupé and it is more than ready to tackle the next rally. A complete documentation of the restoration work comes with the car. A Swiss road registration enables the E-Type to be used not only on any race circuit but on the road as well. In excellent condition and with the last MOT completed in July 2017, this E-Type is ready to go.

Dieser Series 1 E-Type wurde durch den französischen Spezialisten Frogg Racing komplett restauriert und für den historischen Motorsport vorbereitet. Der Motor wurde durch den englischen Spezialisten Rob Beere Racing präpariert und unter anderem mittels dreier Weber-Doppelvergaser und einer Big-Bore Auspuffanlage aus Edelstahl optimiert. Es wurde eine Motorhaube aus Aluminium sowie ein 90-Liter Renntank, ebenfalls aus Aluminium, montiert. Mit Dunlop ZentralverschlussRädern, Überrollkäfig und Schalensitzen ist dieses herrliche Coupé bestens gerüstet um an der nächsten Rallye teilzunehmen. Eine umfangreiche Dokumentation der Restaurationsarbeiten ist vorhanden. Durch die Schweizer Strassenzulassung sind die Einsatzmöglichkeiten nicht nur auf die Rennstrecke beschränkt. In hervorragendem Zustand und mit der letzten MFK im Juli 2017 kann das Fahrzeug sofort eingesetzt werden.

Lot 117 5‘872 cars (LHD, 1961-64) in-line 6 cylinder 3‘781 cc approx. 300 hp Estimate CHF 220‘000 - 235‘000

Photos by consignor

Cette type E de la première série a été entièrement restaurée et équipée pour les courses automobiles historiques par les spécialistes français „Frogg Racing“. Le moteur a été préparé par la société britannique spécialisée „Rob Beere Racing“ et est amélioré avec l‘installation de trois carburateurs à double corps Weber et d‘un échappement „Big-Bore“ en Inox. Un capot en aluminium a été équipé ainsi qu’un réservoir de course en aluminium de 90 litres. Les roues Dunlop à fixation par écrou central, une cage de sécurité et des sièges baquets complètent les spécifications de la compétition de ce magnifique coupé et il est plus que prêt à s‘attaquer au prochain rallye. Une documentation complète de la restauration est fournie avec la voiture. En raison du permis de circulation suisse, les possibilités d‘utilisation ne sont pas limitées à la piste de course. En excellent état et avec la dernière expertise passée en juillet 2017, cette type E est prêt à partir. 43


Lot 118 7‘260 cars (1971-91) V8 5‘742 cc 330 hp at 5‘400/min Estimate CHF 115‘000 - 125‘000 Story www.autozine.org Photos Oldtimer Galerie

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1973 De Tomaso Pantera L Chassis # THPNNA05912 To most car lovers, De Tomaso and Pantera were equivalent terms. Among the 8500 or so cars ever produced by De Tomaso, about 85% of which were Panteras. The car was introduced in 1971 and survived until 1994, spanning across a quarter of a century. In the supercar field, no one else could match this record. Compare with contemporary Lamborghini Countach, Pantera was neither an engineering masterpiece nor a trend setter. However, it was the first affordable supercar ever appeared. When it went on sale in the United States in 1971, it was priced at just US$10‘000, even cheaper than Ferrari‘s entry level Dino 246GT. Never before a 160 mph mid-engined supercar could be that bargain. It was therefore referred to „the poor man‘s Lamborghini“. The birth of Pantera was driven by Ford. In the late 60s, Ford wanted to have a supercar to be sold in its showrooms to attract customers. Having refused by Enzo Ferrari for acquiring Ferrari, Ford teamed up with the more flexible Alejandro De Tomaso. The American giant provided funding to the Pantera project and was responsible for selling it in the America, while De Tomaso reserved the distribution right for Europe and the rest of the world. They set a very ambitious target of selling 4‘000 cars a year, and that was merely in the United States! Ford was (and still is) a dependable brand, so it requested De Tomaso to make the car reliable and easily serviceable, unlike the other Italian exotics. Therefore G. Dallara gave up the backbone chassis employed by the previous Vallelunga and Mangusta and designed a conventional steel monocoque for the Pantera. It was much stiffer than the Mangusta thus solved the chassis flexing problem. The weight distribution (at 41:59) was also much better than its predecessor. The

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car was designed by Tom Tjaarda of Ghia (Alejandro De Tomaso bought Ghia a few years back). Although it didn‘t look as innovative as the Giugario-designed Mangusta, it was still a striking design. To play safe, it had conventional doors and engine lid. To please American buyers, it was equipped with air conditioning and power windows as standard, plus a big boot behind the engine compartment. As a result, Pantera was far easier to live with compare with Lamborghini, Ferrari and Lotus.

Naturally, the engine came from Ford - 351 cubic inches (5.7 litres) Cleveland V8, transplanted from Mustang Boss 351. Although the pushrod Detroit iron lacked the sophistication of those four-cam V12s from Ferrari and Lamborghini, it produced 330 horsepower (gross) and, at least in the first test by Car & Driver, capable of 159 mph and 0-60 mph in 5.5 seconds. That matched Ferrari Daytona and eclipsed Lamborghini Countach LP400. The use of Ford V8 had another advantage: it was cheap and easy to be serviced. Comment about the early Pantera was: strong and torquey engine, slick ZF transaxle, sharp steering,


taut handling, decent brakes, cramped cabin and bad driving position. Unfortunately, the typical poor build quality of De Tomaso did not match the rest of the car, nor the expectation of Ford. Sales never met the original target. And then it was hit by oil crisis and the tightening of emission regulations. After 5‘500 cars delivered to the USA, Ford decided to pull the plug in 1974. Since then Pantera had never officially exported to the North America.

However, it continued to survive in Europe. From 1971 to 1990, Pantera was updated many times: in 1972, Pantera L was introduced as the luxurious model. In 1973, Pantera GTS introduced a high-compression version of the V8, good for 350 horsepower and a claimed 174 mph top speed. In 1980, Pantera GT5 added a set of „ground effect“ aerodynamic kits spectacular spoilers and rear wing, extended wheel fenders to house the superwide tires. It finally got an exotic look to match Lamborghini Countach ! In 1984, the body kits melted smoothly into the body and the car became GT5-S.

Throughout those years, the engine remained the same 5.7-litre Cleveland V8, but power output changed many times due to tightened emission regulations and the attempt to claw back by modifications. As these changes appeared frequently, and De Tomaso was always reluctant to revise the specifications (e.g. top speed was always 174mph / 280kph), it is not easy to find the exact specifications for each model. However, for most of the time the power output varied between 300 and 350hp, except in the last years dropped to 247hp. The evacuation from the America hit the sales of Pantera very much. After the Ford era, De Tomaso itself managed to sell only one thousand cars in the following 20 years. As a result, Pantera was changed from a mass production supercar to an exclusive supercar selling at a price nearer to its Italian rivals. After the mid-80s, the car felt really outdated. As Alejandro De Tomaso was concentrating on his newly acquired Maserati (which was a bigger business), he left the car bearing his name unchanged.

First delivered to southern California in 1973, this Pantera had just four American owners before it was imported from Las Vegas in 2010. In 2012 the car was acquired by the actual owner. After an overhaul of the gearbox in 2014, the seats and door panels were retrimmed with new leather in 2015. Original Campagnolo 15“ wheels, as well as a set of 17“ wheels in the same design, enabling a future owner to use more modern technology tires are delivered with the car. This Pantera is in good condition, and, with its last MOT (incl. the coveted Swiss Veteran Status) completed in June 2012 it is “on the button” and ready to provide its new owner with unforgettable experiences in the coming season. Mit Erstauslieferung nach Südkalifornien im Jahr 1973, hatte dieser Pantera nur 4 amerikanische Vorbesitzer, bevor er 2010 aus Las Vegas importiert wurde. 2012 übernahm der aktuelle Halter den Wagen. Nach einer Getrieberevision im Dezember 2014, wurden 2015 die Sitze und Türpaneele mit neuem Leder bezogen. Originale 15“ Campagnolo-Räder und 17“-Räder in der Selben Optik werden mitgeliefert, und ermöglichen es einem zukünftigen Besitzer diesen wunderschönen Sportwagen entsprechend seiner Wünschen entweder ganz klassisch, oder topmodern zu bereifen. In gutem Zustand und mit der letzten MFK als Veteranenfahrzeug im Juni 2012 kann dieser Pantera L einem künftigen Besitzer bereits in der kommenden Saison für unvergessliche Erlebnisse zur Verfügung stehen. Avec sa livraison en Californie du Sud en 1973, cette Pantera n‘avait que 4 anciens propriétaires américains avant d‘être importé en 2010 de Las Vegas. En 2012, le propriétaire actuel a fait l’acquisition de la voiture. Après une révision de la boîte de vitesses en décembre 2014, les sièges et les panneaux de portes ont été recouverts de cuir neuf en 2015. Des roues Campagnolo 15 „originales ainsi que des roues 17“ dans le même look sont incluses, ils permettent au futur propriétaire de cette magnifique voiture de sport de mettre soit des pneus classiques, soit des pneus modernes. Cette Pantera est en bon état et, avec sa dernière expertise en tant que véhicule vétéran effectuée en Juin 2012, elle est „sur le bouton“ et prêt à offrir à son nouveau propriétaire des expériences inoubliables dans la saison à venir.

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Lot 119 5‘703 cars V8 4‘941 cc 400 hp at 6‘600/min Estimate CHF 240‘000 - 260‘000 Story www.wikipedia.org Photos Oldtimer Galerie

2001 BMW Z8 Roadster Chassis # WBAEJ11030AG79566 The Z8 was the production variant of the 1997 Z07 concept car. The car design was the effort of a design team led by Chris Bangle. The exterior was designed by Henrik Fisker and the interior by Scott Lempert. The Z07 originally was designed as a styling exercise intended to evoke and celebrate the 1956-‘59 BMW 507 and to celebrate the millennium change. The Z07 caused a sensation at the 1997 Tokyo Auto Show. The overwhelming popularity of the concept spurred BMW‘s decision to produce a limited production model called the Z8. The original Z07 had been designed with production in mind. As a result, practical and regulatory considerations necessitated very few changes for the production model. Never-theless, the windshield of the Z8 was extended upward, and a larger front airdam was fitted. Both changes were implemented to provide aerodynamic stability and a reasonably placid cockpit environment. The four-spoke steering wheel of the concept car was replaced by a three spoke design. The hardtop was changed from a double-bubble form with a tapering faring to a single dome with a truncated convex backside. The concept‘s exotic driver‘s side helmet fairing was eliminated to allow easy operation of the power soft top. Despite these changes, the Z8 remained extremely faithful to the concept car. The side-mounted turn indicators were integrated into the side vents in a fashion that rendered them invisible until activated. The vintage simplicity of the interior was preserved by hiding the modern equipment under retracting panels. Complex compound curves were preserved through the use of an expensive MIG-welded aluminum

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space frame. The Z8 even retained the concept‘s five-spoke wheel design, albeit without the race-style center lug nut. The Z8‘s spaceframe was produced in the Dingolfing Plant and the car hand-finished in Munich. Production began in the summer of 1999 and it achieved stardom late that year as James Bond‘s car in the film The World is Not Enough.

The $128,000 car had an all-aluminum chassis and body and used a 4.9 L (4941 cc) 32-valve V8, that developed 400 hp (300 kW) and 370 lb·ft (500 N·m) torque. This engine, known internally as the S62, was built by the BMW Motorsport subsidiary and was shared with the E39 M5. The engine was located behind the front axle in order to provide the car with 50/50 weight distribution. The factory claimed a 0–100 km/h (0–62 mph) time of 4.7 seconds; Motor Trend magazine achieved 0–96 km/h (0–60 mph) in 4.2 seconds. Road and Track measured the car‘s lateral grip at .92. Car and Driver magazine also tested the


car and found that it outperformed the contemporary benchmark Ferrari 360 Modena in three important performance categories: acceleration, handling, and braking. As with most BMW products, its top speed was electronically limited to 155.4 mph (250 km/h). The Z8 used neon exterior lighting, the tail lights and turn indicators are powered by neon tubes that offer quicker activation than standard lightbulbs and are expected to last for the life of the vehicle. Every Z8 was shipped with a color-matching metal hardtop with rear defroster. Unlike many accessory hardtops, which are provided for practical rather than stylistic considerations, the Z8 hardtop was designed from the outset to complement the lines of the roadster.

In order to keep the interior uncluttered, a number of convenience functions were integrated into multifunction controls. For example, the power windows and mirrors were controlled by a single instrument. Also, the center-mounted instrument cluster was canted slightly toward the driver. The displacement of these gauges to the middle of the dash was intended to offer an unimpeded view of the hood and the road ahead.

This Z8, delivered new in Switzerland, was ordered in the most classic of colour combinations, silver with a red and black interior. The car has had only two owners and has covered a guaranteed mileage of only 72’500 km. The Z8, which is in excellent condition, will be sold with its factory supplied hardtop incl. stand and dust protection cover. The service booklet is also with the car and it has completed its last Swiss MOT in June 2015. With only 1’262 Z8’s delivered in this colour combination, the BMW offers a rare chance to own a piece of German automotive history with the added sprinkle of James Bond glamour. Dieser Z8 in der, für klassische Sportwagen typischen, Farbkombination silber mit rot-schwarzer Lederausstattung wurde in die Schweiz ausgeliefert. Aus zweiter Hand, mit garantiert erst 72‘500 km, Serviceheft, sowie Hardtop mit zugehörigem Ständer und Schutzhülle, präsentiert sich das Fahrzeug in sehr gutem Zustand. Die letzte MFK erfolgte im Juni 2015. Bei nur 1‘262 Fahrzeugen in dieser Farbkombination weltweit, ist dieser Z8 sicher eine seltene Gelegenheit ein Stück deutscher Automobilgeschichte mit James Bond Flair zu erwerben. Cette Z8, livrée neuve en Suisse, a été commandé dans la combinaison de couleur la plus classique, l‘argent avec une garniture en cuir rouge et noir. La voiture n‘a eu que deux propriétaires et elle n’a parcouru que 72‘500 km garantis. La Z8, qui est en excellent état, sera vendue avec son hardtop fourni par l‘usine, porte-hardtop et housse de protection inclus. Le carnet de services est également avec la voiture et elle a passé la dernière expertise juin 2015. Avec seulement 1‘262 Z8 livrées dans cette combinaison de couleurs, la BMW offre une chance rare de posséder un morceau de l‘histoire automobile allemande, garnit avec un peu de glamour de James Bond.

In order to promote the Z8 to collectors and reinforce media speculation about the Z8‘s „instant classic“ potential, BMW promised that a 50-year stockpile of spare parts would be maintained in order to support the Z8 fleet. Due to the limited volume of Z8 production, all elements of the car were constructed or finished by hand, thereby compounding the importance of ongoing manufacturer support for the type. The price point and production process allowed BMW to offer custom options to interested buyers. A significant number of Z8s with nonstandard paint and interior treatments were produced over the course of the four-year production run by BMW Individual, a division of BMW AG. 47


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Lot 120 production numbers unknown in-line 3 cylinder Diesel 2‘193 cc 39 hp Estimate

1965 Lamborghini Trattori 2R Chassis # 17085 Founded in 1948 by Ferruccio Lamborghini, Lamborghini Trattori couldn‘t boast a long tradition like the historical names Fiat Trattori and Landini; in fact, it had to use discarded war materials to produce its first tractors.

CHF 38‘000 - 52‘000 Story www.wikipedia.org Photos by consignor

Truck and military vehicle engines and differentials sourced from ARAR centres (Azienda Recupero Alienazione Residuati) were used to build the first „Carioca“ tractors. These machines featured a significant innovative technical solution – a fuel atomiser which, when used in conjunction with a Morris engine, allowed the tractor to be started with petrol and then switch to petroleum. Within a few years, company production had gone from one tractor a week to about 200 a year, and new Italian-made engines were replacing the old war surplus.

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In 1951, the „L 33“ came into being – the first production tractor made entirely by Lamborghini, with the exception of the engine: a petroleum-fuelled 3,500 cc in-line 6 cylinder Morris, equipped with the fuel atomiser patented by Ferruccio Lamborghini. The enactment of the Fanfani law of 25 July 1952 (that set aside 125 billion lire – with an interest rate of 3% – over 5 years for farmers who purchased Italian-made agricultural machinery) helped the company make a further quality leap. In fact, it was in the first half of the 1950s that Lamborghini was transformed to all effects into an industrial affair.

In 1952, the new models DL 15, DL 20, DL 25 and DL 30 were presented, followed the next year by the DL 40 and DL 50. 1955 saw the introduction of the first Lamborghini crawler, the DL 25 C, followed by the DL 30 C in its characteristic yellow colour.


A new plant was opened in 1956; in 1957, in the wake of the SAME Sametto, the company introduced the Lamborghinetta (fitted with a 22 HP two-cylinder engine weighing 10 quintals, and sold at a price of around one million lire). In 1962, with its „2R DT“ model, Lamborghini produced a series of four-wheel-drive tractors with air-cooled engines.

Flush with cash from his success in tractors and air conditioners, and following an argument with Enzo Ferrari about a faulty clutch in his 250GT, Ferruccio Lamborghini decided to start building his own luxury cars. The first model introduced was the 350TGV in 1963 which evolved into the production version 350GT in 1964 and then further with the 400GT 2+2 in 1966. The highly sought after MIURA came in 1966 pushing Automobili Lamborghini into the world of super sports cars it is known for today.

Da Ferruccio Lamborghini Trattori 2017 das 70. Jubiläum begeht, bieten wir als Schweizer Premiere einen Lamborghini Traktor in einer Auktion an. Ein seltener und komplett restaurierter Traktor des Sportwagenherstellers aus Sant’Agata Bolognese. In den Gulf-Racing Farben orange und hellblau, mit revidiertem Matching-Numbers Dreizylinder LamborghiniDieselmotor und Vierganggetriebe mit Untersetzung. Das Fahrzeug befindet sich in hervorragendem Zustand, besitzt EU-Papiere und ist in der Schweiz nicht verzollt. Für die harte Arbeit auf dem Hof oder in den Weinbergen ist dieser 2R heute zu schade, als Schmuckstück und historische Ergänzung einer Lamborghini-Sammlung jedoch unverzichtbar. Puisque Ferruccio Lamborghini Trattori fête ses 70 ans en 2017, nous vous proposons en première suisse dans le cadre d‘une vente aux enchères un tracteur Lamborghini! Un tracteur rare et entièrement restauré du fabricant de voitures de sport de Sant‘Agata Bolognese. Dans les couleurs Gulf Racing orange et bleu clair, avec moteur diesel Lamborghini à trois cylindres révisé (numéros correspondant) et boîte de vitesses à quatre rapports avec réduction. Le tracteur, qui est en excellent état, est vendu avec des papiers UE, non dédouané en Suisse. Bien qu‘il serait dommage d‘exposer ce tracteur aux rigueurs de la vie à la ferme ou à un vignoble, il constituerait néanmoins un ajout intéressant et presque indispensable à toute collection Lamborghini.

As Ferruccio Lamborghini Trattori celebrates its 70th anniversary in 2017, we are offering as Swiss premiere a Lamborghini tractor in an auction! A rare and completely restored Tractor made by the famed sports car manufacturer from Sant’ Agata Bolognese. The vehicle is painted in the classic Gulflivery of pale blue and orange and sports an overhauled Matching-Numbers three cylinder Lamborghini diesel engine and a 4-speed reduction gearbox. The tractor, which is in splendid condition, is sold with EU papers. If it is to remain in Switzerland, Swiss customs duty must be paid. Although it would be a shame to expose this tractor to the harsh rigors of farmlife or a wineyard, it would nevertheless make an interesting and nearly indispensable addition to any Lamborghini collection. 49


Lot 121 1‘400 cars in-line 4 cylinder 1‘567 cc 112 hp at 6‘500/min Estimate CHF 155‘000 - 175‘000 Story www.topspeed.com Photos Daniel Reinhard

1964 Alfa Romeo Giulia 1600 Sprint Speciale Chassis # AR380961 - Engine # AR00121*02065* The first prototype of the Giulietta SS was presented in 1957 at the Turin Motor Show. After two more prototypes were presented in car shows, the official presentation of the production version for the press was on 24 June 1959 on the Monza race track. The first 101 cars produced had „low nose“ and 750 SS designation. 100 cars minimum were needed to homologate a car in FIA regulations. While there were some all-aluminium cars produced, the majority of these cars had steel bodies with aluminium doors, engine bonnet and boot lid. Also first cars were equipped with Weber 40 DCO3 carburettors, later changed to 40 DCOE2. The drag coefficient of the Sprint Speciale is 0.28, the same as a Chevrolet Corvette (C6), and was not surpassed for more than twenty years. Cars used the 1,290 cc Alfa Romeo Twin Cam engine, a design with hemispheric combustion chambers and valves controlled directly by twin overhead camshafts. Small changes to a production version included steel doors, Weber 40 DCOE2 carburettors, higher front nose, removal of plexiglas windows. Bumpers were fitted front and rear, also cars had some minimal sound-proofing. With the 1290 cc engine and 100 hp (75 kW) of power the maximum speed was around 200 km/h (124 mph). The 1.3 litre engine and gearbox was the same as used in race-oriented Giulietta Sprint Zagato. All Giulietta SS had three-shoe drum brakes at front wheels and drum brakes at the rear. Export versions had 101.17 designation. Side badges had „Giulietta Sprint Speciale“ script. The bigger engine 1.6 L Giulia series replaced the Giulietta and was introduced at the March 1963 Geneva Motor Show. As Giulietta is the diminutive for Giulia in Italian, the new Giulia name was a wordplay hinting that the new car was a grown-up version of the Giulietta. In spite of

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a Giulia SS prototype, Alfa Romeo decided to retain the Giulietta-shaped SS in production. The 1,570cc engine made up to 200 km/h (120 mph) possible. The 1,570cc engine with Weber 40 DCOE2 carburettors was taken from Giulia Sprint Veloce and delivered 112 hp (84 kW) of power. Most Giulia SS had disc brakes at front wheels. An easy way to distinguish the Giulia SS from the Giulietta SS is by the dashboard. The Giulia has a leather underside with the glovebox at a different angle than the main fascia. The dashboard in the Giulietta is sloping and painted in one colour without a leather underside. Side badges carried „Giulia SS“ scripts. Production ended in 1965, with a last single Sprint Speciale completed in 1966.

The Alfa Romeo Giulia Sprint Speciale is a rolling piece of Italian car design history. Unlike the sportier and more popular 105 and 115 GTs, GTVs and GTAs that replaced it, it’s more of a pocket-sized grand touring car than it is a sport coupe. The product of Carrozzeria Bertone, its mid-century, space-age shape was the result of lessons learned from the super-aerodynamic Alfa Romeo-Bertone Berlinetta Aerodinamica Technica design studies.


Almost visually identical to the Giulietta Sprint Speciale, the Giulia was powered by a slightly larger 1.6-liter engine. The Giulietta was originally conceived to go up against Zagato’s Alfa Romeo Giulietta SZ, which shared similar underpinnings, but the Bertone car’s steel bodywork was too cumbersome to bring the fight to the alloybodied Zagato. As a result, the Giulietta’s shortcomings as a sports car precipitated its transformation into the Giulia grand tourer. The Giulia Sprint Speciale shares its shape with the Giulietta Sprint Speciale, with the primary difference between the two being the engine. Penned by Bertone designer Franco Scaglione, the Sprint Speciale’s styling is more Italian than Cesar Augustus eating baked ziti on a gondola. With its long overhangs and dramatic lines, it strikes a beautiful, yet unique profile. Its drag coefficient of 0.28 was by far the best of its time for a road car, a distinction it held for over 20 years!

One of just 1‘400 cars built. With 5-speed gearbox and front disc brakes. Body and interior were restored a number of years ago, the original steering-wheel is with the car (to be restored). The engine has been completely overhauled about 1‘000 km ago. The brakes have been overhauled and modified to accept silicone brake fluid. Restored steel wheels with new tires were fitted in 2015, the original magnesium wheels and some spare parts are with the car. A lot of receipts accompany the car. Rare and very beautiful Giulia SS in very good condition. With the last MOT (with approved Veteran status) completed in April 2014, this car is a must-have for each Alfa Romeo collection. Eines von nur 1‘400 gebauten Fahrzeugen. Mit 5-Gang Getriebe und Scheibenbremsen vorne. Karosserie und Interieur wurden vor einigen Jahren restauriert, das Originallenkrad ist vorhanden (zu restaurieren). Der Motor wurde vor ca. 1‘000 km komplett revidiert. Die Bremsen wurden revidiert und auf Silikon-Bremsflüssigkeit umgerüstet. 2015 wurden restaurierte Stahlfelgen mit neuen Reifen montiert, die originalen Magnesiumfelgen sowie einige Ersatzteile sind vorhanden. Viele Belege vorhanden. Seltene und sehr schöne Giulia SS in sehr gutem Zustand. Mit der letzten MFK als Veteranenfahrzeug im April 2014, ist dieses Fahrzeug ein Muss für jede Alfa Romeo Sammlung.

When viewed in profile, a lovely continuous curve runs from the base of the windshield all the way to just above the rear bumper, and the flourish above the front wheel is a just plain cool. Chrome is used to wonderful effect in the delicate front and rear bumpers, stylized taillight housings that reach towards the rear wheels, and the thin strip that runs the length of the hood from the signature Alfa Romeo grille.

Un des seulement 1’400 véhicules construits. Avec une boîte de vitesses à 5 rapports et freins à disque avant. Carrosserie et intérieur ont été restaurés il y a quelques années, le volant d‘origine est disponible (à restaurer). Le moteur a été complètement révisé il y a environ 1’000 km. Les freins ont été révisés et convertis en liquide de frein silicone. En 2015 des jantes en acier restauré avec de pneus neufs montés, les jantes en magnésium d‘origine et certaines pièces de rechange sont disponibles. De nombreux documents disponibles. Giulia SS rare et très belle en très bon état. Avec la dernière expertise comme véhicule vétéran passée en avril 2014, cette voiture est indispensable pour chaque collection Alfa Romeo.

The Sprint Speciale is closely related to Alfa’s famous Berlinetta Aerodinamica Technica design studies. More commonly known as the BAT 5, 7 and 9, these concepts were the result of a collaborative project between Alfa and Bertone to create the most aerodynamic cars possible. They were designed concurrently with the Speciale, which no doubt contributed to its windcheating shape. 51


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9


1978 Pillar Cupboard

Lot 122

Object # 14/15 The „Object“ Collection stems from our love of skilled craftmanship and our friendship with the designers. The product „these pieces of furniture“ can be described as collectors‘ items, and some people even go as far as to call them works of art. It is an indisputable fact that they too enhance a room in the same way as a sculpture can. Individuality has its own charisma... Each „object“ is hand-made, numbered, signed by the designer and delivered with a certificate in a limited edition of only 15 pieces. In this way, each „object“ is unique - like a sophisticated, original work of graphic art. This „object“ furniture is intended for people who appreciate unconventional articles of value and aesthetic masterpieces. At the same time, we hope that these „object“ will provide a yardstick against which our „quality of life“ can be judged for decades to come. This pillar cupboard is out of Peter Röthlisberger‘s private collection. The exterior of the cupboard is completely divided up by regular grooves. The two-leaf doors are integrated into this pattern and are thus practically invisible. Adjustable shelving. Not just a piece of furniture, it‘s a piece of art! Hinter diesen Objekten steht unsere Liebe zum Handwerk und die Freundschaft zu den Designern. So entstanden auch diese Möbel, welche als Kollektions-Objekte bezeichnet werden können. Viele sprechen gar von KunstObjekten. Sicher ist, dass sie einen Raum bereichern, wie dies sonst nur einer Skulptur gelingt. Persönlichkeiten haben ihre Ausstrahlung. Jedes Objekt wird in einer limitierten Auflage von nur 15 Exemplaren original handgefertigt, nummeriert, vom Designer signiert und mit Zertifikat ausgeliefert. So wird das Objekt zum Einzelstück, wie dies in der Kunst bei anspruchsvoller Originalgrafik der Fall ist.

Diese Objekt-Möbel sind für Leute gedacht, welche Liebhaber unkonventioneller Wertgegenstände und ästhetischer Spitzenleistungen sind. Damit sei gleichzeitig ein Massstab gesetzt, der unsere Lebensqualität noch über Jahrzehnte hinaus bestimmen möge. Aus der Privatsammlung von Peter Rötlisberger stammt dieser Säulenschrank. Die ganze Aussenfläche ist in gleichmässige Kannelüren gegliedert. Die beiden Flügeltüren sind in diesem Rhythmus integriert und somit praktisch unsichtbar. Tablare verstellbar. Nicht nur ein Möbelstück, sondern ein Kunstwerk!

15 pieces no longer in Production sold out Estimate CHF 14‘000 - 16‘000 Story and Photos Röthlisberger Kollektion

Ces objets reflètent notre passion de l’artisanat et notre amitié envers les créateurs. C’est ainsi que sont nés ces meubles, que l’on pourrait taxer d’objets de collection. Certains vont même jusqu’à parler d’objets d’art. Une chose est sûre, ils embellissent la pièce qu’ils occupent, comme seule une sculpture peut le faire. C’est le charisme de l’individualité. Chaque objet est fabriqué artisanalement dans un nombre limité de 15 exemplaires numérotés, signés par le créateur et livrés avec un certificat. C’est un objet unique, à l’instar des lithographies en art. Ces meubles objets ont été créés pour les amateurs d’objets précieux hors du commun et de chefs-d’oeuvre esthétiques. Parallèlement, nous espérons que ces nouveaux jalons marqueront notre qualité de vie pour les générations à venir. Cette armoire colonne sors de la collection privé de Peter Rötlisberger. Toute la surface extérieure est constituée de cannelures régulières. Intégrée dans cette esthétique, la porte double reste quasi invisible. Étagères réglables en hauteur. Pas seulement un meuble, c‘est une oeuvre d‘art! 53


Lot 123 one-off car in-line 6 cylinder 3‘781 cc 265 hp at 5‘500/min Estimate CHF 210‘000 - 230‘000

Photos Daniel Reinhard

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1959 Jaguar XK 150 Estate „The Tow Car“ Chassis # S825043DN The famous Jaguar XK150 Estate started life as a RHD 3.8ltr XK 150 Coupe. After having been sold as a „Maturity-gift“ to a lucky teenager and having been upgraded to „S“ specification with a straight port head and three SU’s in 1963, the Jaguar was bought in 1965 by Douglas Hull, a well known protagonist in British motorsport. In 1968, famous race car builder Douglas Wilson Spratt commissioned „Peels of Kensington“ coachbuilders to design and build an estate body complete with towing hook and roof carrier. Hull consequently used the car to tow Patrick Lindsey’s ERA single seaters to and from racing events. He couldn’t resist using the car itself in competition though, entering it, for example, at Tholt-y-Will hillclimb on the Isle of Man, where he achieved a considerably better time than Patrick Lindsey himself in his ERA, leading to the famous remark from Lindsey: „My God, I got beaten by my Tow Car!“ This XK therefore not only had to earn its living as a formidable tow car but proofed its mettle in various race meetings with the Jaguar Driver’s Club. In the early 70-ies the racing days of the XK were over and it served as a tow car for a De Havilland 60 Moth byplane. In 1996, Dutchman Peter Janssen bought the by now rather tired Jaguar and restored it. In 2005 it was imported into Switzerland by Eugen Schmid, who, after some research even found the original towing equipment and had it reinstalled. The formerly fixed rear side screens were modified to enable them to be opened and used as vent windows. After numerous events and rallies the Jaguar was treated to an engine overhaul in 2012 during which time it was also equipped with a 5-speed gearbox and an electric steering servo. In 2015 Swiss Jaguar specialist Georg Dönni took the car in exchange and immediately started correcting some faults which did not match Georg’s idea of historical correctness. His efforts were awarded with an invitation

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to „Masterpieces & Style“ Concours at Schloss Dyck where the XK arrived in style, towing another entrant, a Lister Jaguar, on its trailer. This unique racing legend is now sold with 7 binders crammed with history and documentation. The original Moss gearbox and steering column accompany the car and, with a fresh MOT (with approved Veteran status) from June 2017 the XK is ready for immediate action, on or off the circuits.

Der berühmte Jaguar XK 150 Estate begann sein Leben am 23. Oktober 1959 als rechtsgelenktes 3.8 Liter XK 150 Coupé. Nachdem der Wagen 1963 als Volljährigkeitsgeschenk gekauft, und mittels „straight port“ Zylinderkopf und drei SU Vergasern auf S-Spezifikationen umgerüstet worden war, wurde er 1965 von Douglas Hull - einer bekannten Grösse im britischen Motorsport - erworben. 1968 schliesslich, wird das Coupé im Auftrag des bekannten Rennwagenbauers Douglas Wilson Spratt durch dessen bevorzugten Karosseriebauer Peels of Kensington für Hull zum Stationswagen mit Anhängerkupplung und Dachträger umgebaut. Douglas Hull nutzte den XK um die beiden ERA Rennwagen von Patrick Lindsay auf die Rennplätze zu schleppen. Hull nutzte den Wagen aber auch für Renneinsätze - im Bergrennen von Tholt-y-Will


auf der Isle of Man unterbot er die Zeit von Lindsay im ERA gar deutlich. Dies führte zu Lindsays Aussage: My God, I got beaten by my Tow Car. Der XK war daher auf den Rennplätzen nicht nur als Zugfahrzeug, sondern auch als ernsthafter Konkurrent an den Rennen des Jaguar Drivers‘ Club. Zu Beginn der 70er Jahre wurde der Wagen von der Strasse genommen und fortan nur noch als Schleppfahrzeug für eine De Havilland 60 Moth genutzt. Nach einigen Zwischenstationen wurde die zwischenzeitlich arg in Mitleidenschaft gezogene Rennlegende 1996 vom Holländer Peter Janssen gekauft und anschliessend restauriert. 2005 wurde der Wagen durch Eugen Schmid in die Schweiz importiert. Schmid fand nach einiger Recherche auch die originale Abschleppvorrichtung und liess diese wieder montieren, gleichzeitig wurden die fest montierten hinteren Seitenfenster durch ausstellbare Sonderanfertigungen ersetzt. Nach Einsätzen an verschiedensten Anlässen und Rallies, wurde 2012 der Motor revidiert, sowie ein 5-Gang Getriebe und eine elektrische Servolenkung eingebaut. 2015 schliesslich, wurde „The Tow Car“ durch den Schweizer Jaguar Spezialisten Georg Dönni im Tausch gegen einen anderen Wagen übernommen. Dönni behob verschiedene historische Mängel und wurde mit dem Fahrzeug zu den „Masterpieces & Style“ auf Schloss Dyck eingeladen. Stilgerecht fuhr der XK mit dem Lister-Jaguar Rennwagen eines anderen Teilnehmers auf dem Anhänger nach Norddeutschland und zurück. Diese einmalige Rennlegende wird mit einer 7 Ordner umfassenden Dokumentation an einen neuen Besitzer übergeben. Das originale Mossgetriebe mit Overdrive - beide frisch revidiert - sowie die originale Lenksäule werden mitgeliefert. Mit seiner letzten MFK als Veteranenfahrzeug im Juni 2017 steht der XK für den sofortigen Rallye-Einsatz zur Verfügung.

temps nettement meilleur que Patrick Lindsey lui-même avec son ERA. Cela a provoqué la remarque légendaire de Lindsey: „Mon Dieu, j‘ai été battu par ma voiture de remorquage!“ La XK n‘était donc pas seulement un véhicule de remorquage sur les autodromes, mais aussi un sérieux concurrent aux courses du Jaguar Drivers‘ Club. Au début des années 70, les jours de course de la XK étaient terminés et elle servait comme véhicule de remorquage pour un avion De Havilland 60 Moth.En 1996 la légende de la course désormais plutôt fatiguée, a été achetée par le Hollandais Peter Janssen qui l’a restauré par la suite. En 2005, la voiture a été importé en Suisse par Eugen Schmid, qui, après quelques recherches, a même trouvé l‘équipement de remorquage d‘origine et l‘a fait réinstaller. Les vitres latérales arrière précédemment fixés ont été modifiés pour leur permettre d‘être ouverts et utilisés comme fenêtres de ventilation. Après de nombreux événements et rallyes, la Jaguar a bénéficié d‘une révision du moteur en 2012, en même temps une boîte de vitesses à 5 rapports et une direction assistée électrique ont été installée. Enfin en 2015, „The Tow Car“ a été pris en échange d‘une autre voiture par le spécialiste suisse du Jaguar Georg Dönni. Dönni a immédiatement corrigé quelques failles qui ne correspondaient pas à son idée de l‘exactitude historique. Ses efforts ont été récompensés par une invitation au concours „Masterpieces & Style“ au Château Dyck, où la XK est arrivée avec style, la Lister Jaguar d‘un autre participant sur sa remorque. Cette légende de course unique est maintenant vendue avec 7 classeurs bourrés d‘histoire et de documentation. La boîte de vitesses Moss originale ainsi que la colonne de direction originale accompagnent la voiture. Avec la dernière expertise en tant que véhicule vétéran passée en juin 2017, la XK est prête pour une action immédiate, sur ou hors des circuits.

La fameuse Jaguar XK 150 Estate a commencée sa vie le 23 octobre 1959 sous la forme d‘un Coupé XK 150 3,8 litres avec conduite à droite. Après avoir été achetée en 1963 comme „cadeau de maturité“ pour un adolescent chanceux, et avoir été améliorée à la spécification „S“ au moyen d‘une culasse „straight port“ et trois carburateurs SU, la Jaguar a été achetée en 1965 par Douglas Hull, un protagoniste bien connu dans le sport automobile britannique. Enfin, en 1968, le célèbre constructeur de voitures de course Douglas Wilson Spratt a confié aux carrossiers „Peels of Kensington“ la conception et la construction d‘une carrosserie complète avec un crochet de remorque et un porte-bagages. Hull a donc utilisé la voiture pour remorquer les monoplaces ERA de Patrick Lindsey vers et depuis les courses. Il n‘a pas pu résister à l‘idée d‘utiliser la voiture elle-même en compétition, par exemple, à Tholt-y-Will, sur l‘île de Man où il a réalisé un 55


Lot 124 98 chassis for coachwork V6 1‘991 cc 70 hp at 4‘500/min Estimate CHF 750‘000 - 850‘000 Story www.conceptcarz.com Photos Daniel Reinhard / OG

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1952 Lancia Aurelia B52 Coupé by Vignale Chassis # B52-1026 - Engine # MOT B21 N°*3113* In 1950 the Lancia Aurelia was introduced to the public at the Turin Motorshow and had been created as a replacement for the Lancia Aprilia. Under the hood was a new six-cylinder engine in ‚Vee‘ configuration. To reduce weight various body panels had been constructed of aluminum including the hood and doors. The clutch and four-speed gearbox was mounted in the rear using a single unit with the differential. The suspension in the rear was independent while the front was a sliding pillar type. The first in the series was the B10 berlina. Power came from a 1‘574 cc engine producing nearly 60 horsepower. The four-door pillarless saloon was criticized for its performance issues so Lancia answered the complaints with the introduction of the B21 produced a year later. There was little to distinguish the B10 from the B21, the only difference lying under the hood. The 1574 cc engine had been replaced with a 1991 cc engine producing 70 horsepower. To add sporty-appeal, a B20 GT Coupe was introduced in the same year. The two-door coupe was designed by Boano from Ghia. Gianpaolo Boano was the son of Ghia owner Mario Felice Boano. Production was handled by Pininfarina. It sat atop a shortened wheelbase and used a tunedversion of the 1‘991 cc engine now producing 75 horsepower. Production was low with only 500 examples produced. A second coupe series was created using a tuned-version of the 1‘991 cc engine now producing 80 horsepower. Mechanical improvements included better brakes and a lowered suspension, both resulting in better performance. Styling changes were mostly confined to the interior, the most noticeable being done to the instrument panel.

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In 1950 an extended wheelbase version of the B10 was introduced featuring different tires and gear ratios. These were dubbed the B50 and the B51. When the 2-liter engine was introduced, the name was changed to B52 and B53.


As there were only 98 Aurelia B52 chassis delivered to various coachbuilders, this Coupe with its MichelottiVignale body from 1952 (1026) is in all respect a one off-car – even though there is a similar car (chassis no.1015). All these chassis were made in right hand drive form. According to our information, B52-1026 was built for the Count Christian Orssich de Slavetich, a close confidant of the Yugoslav King Peter II. Since the count was often active in Switzerland, he imported the car in 1954. After changing the owner in August 1960, the further history is unknown for several years. 1973 to 1985 finally, the Lancia was owned by a car mechanic in the canton of Zug.The Aurelia was subject to a complete restoration by KCA in Milan in the early 1990’s before it travelled across the pond. With the restoration finished it immediately set out to be a consistent Show-Winner - including a win at the 1995 Pebble Beach Concours d’Elegance – and formed part of the famous Blackhawk Collection before it was purchased by a Swiss collector in 2012 who brought it back to its ancient homeland. The Aurelia is in excellent condition. Most importantly, this gorgeous Coupe has rarely been shown at major Concours d’Elegance events for more than a decade. An invitation to the Concorso d’Eleganza Villa d’Este, the Zoute Grand Prix or the Chantilly Arts & Elégance concours should therefore be almost guaranteed. With its giant sunroof and the original Nardi-Kit (steering-wheel, air cleaner and 2 Solex carburettors), the Coupe will certainly impress any Jury. The car comes with US-documents and Swiss customs duty has been paid. Da nur 98 Aurelia B52 Chassis für Sonderkarosserien produziert wurden, ist dieses Coupé mit MichelottiVignale Karosserie von 1952 (1026) praktisch ein Einzelstück - selbst wenn es noch ein ähnliches Fahrzeug (1015) gibt. Alle Chassis wurden als Rechtslenker ausgeliefert. Nach unseren Informationen wurde B52-1026 für den Grafen Christian Orssich de Slavetich, einen engen Vertrauten des Jugoslavischen Königs Peter II, gebaut. Da der Graf häufig in der Schweiz tätig war, importierte er den Wagen 1954. Nach einem Halterwechsel im August 1960 verliert sich die Geschichte für einige Jahre. Von 1973 bis 1985 war die Aurelia schliesslich im Besitz eines Automechanikers aus dem Kanton Zug. In den frühen 1990er wurde der Wagen durch die Firma KCA in Mailand komplett restauriert um dann die Reise über den grossen Teich anzutreten. Anschliessend war das Fahrzeug mehrfacher Show-Gewinner - unter Anderem 1995 am Concours d’Elegance in Pebble Beach - und Teil der berühmten Blackhawk Collection bevor es 2012 von einem Schweizer Sammler gekauft, und zurück in die alte Heimat gebracht wurde. Die Aurelia präsentiert sich in hervorragendem Zustand. Wichtig ist vor allem auch, dass dieses wunderschöne Coupé seit über einem Jahrzehnt kaum an grossen Concours d’Elégance gezeigt wurde. Einem Auftritt am Concorso d’Eleganza Villa d’Este, am Zoute Grand Prix oder im Rahmen der Chantilly Arts & Elégance Schöhnheitskonkurrenz steht also kaum etwas entgegen. Mit seinem riesigen Schiebedach und dem originalen Nardi-Kit (Lenkrad, Luftfilter und 2 Solex Vergaser) dürfte das Coupé die Preisrichter beeindrucken. US-Fahrzeugpapiere, in der Schweiz verzollt.

Étant donné que seulement 98 châssis Aurelia B52 pour carrosseries spéciales ont été produits, ce coupé à carrosserie Michelotti-Vignale de 1952 (1026) est pratiquement un pièce unique - même s‘il reste un véhicule similaire (1015). Tous les châssis ont été livrés avec conduite à droite. Selon nos informations, B521026 a été construit pour le comte Christian Orssich de Slavetich, un proche confident du roi yougoslave Peter II. Comme le comte était souvent actif en Suisse, il a importé la voiture en 1954. Après un changement de propriétaire en août 1960, l‘histoire se perd pour quelques années. De 1973 à 1985 finalement, l‘Aurelia est détenue par un mécanicien automobile du canton de Zoug. Au début des années 1990, la voiture a été entièrement restaurée par la société KCA à Milan pour traverser l‘Atlantique après. Par la suite, la voiture a remporté plusieurs prix - entre autres en 1995 au Concours d‘Elégance de Pebble Beach - et fait partie de la fameuse collection Blackhawk avant d‘être achetée par un collectionneur suisse qui l’a ramenée au berceau en 2012. L‘Aurelia se présente en excellent état. Surtout, il est important que ce magnifique coupé n‘ait pas été montré aux grands Concours d‘Elégance depuis plus d‘une décennie. Une invitation au Concorso d‘Eleganza Villa d‘Este, au Grand Prix du Zoute ou au concours Chantilly Arts & Elégance devrait donc être presque garantie. Avec son énorme toit ouvrant et le kit Nardi d‘origine (volant, filtre à air et 2 carburateurs Solex), le coupé devrait impressionner les juges. Papiers américains, dédounané en Suisse.

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Lot 125 314 cars (all engines) in-line 6 cylinder 3‘485 cc 102 hp at 4‘500/min Estimate CHF 440‘000 - 480‘000

1937 Jaguar SS 100 Chassis # 18109 - Engine # S 430 Until the eve of World War II, the global sports car market was dominated by European mainland car makers such as Alfa Romeo, Bugatti, Mercedes, Delahaye, Hispano-Suiza and Talbot-Lago. By the time the war ended, these companies were either killed or seriously damaged. As a result, British sports car maker Jaguar and MG emerged to be the new winners.

Story www.autozine.org Photos by consignor

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In fact, Jaguar showed a promising future well before WWII. William Lyons founded the Swallow Sidecar Company in 1922 as a producer of sidecars, i.e. those single-wheel passenger compartments that attached to the side of motorcycles. However, it didn’t take the talented guy too long to upgrade his company to a sports car maker. By 1935, Lyons launched his first sports car called SS90. Its mechanical design had nothing innovative, but it offered good performance and handling at a very competitive price. Moreover, its styling - penned by Lyons himself - is widely regarded as one of the most beautiful pre-war cars.


The SS90 had a top speed of 90 mph thanks to a 2.6-liter straight-six engine. By 1936, the engine was upgraded to 3.5 liters and 125 horsepower. This boosted its top speed to a true 100 mph. As a result, the car was renamed to SS100, and the Jaguar brand was used for the first time. SS100 kick-started the golden period of Jaguar, which would be fueled by XK120, Ctype, D-type and E-type in the following years.

This rare (Jaguar) SS100 was delivered on the 11th of June 1937, equipped with a 2 ½ ltr engine. After World War II the engine was replaced with a (correct) 3 ½ ltr unit. Following a number of British owners, the car was exported to Germany in 1979. Its owner, a Mr. Bartel, spent the better part of 20 years collecting rare and important original parts at fairs and from specialists in order to prepare the car for a future restoration. Before any work was started though, he sold the car to a Mr. Bunzel who commissioned the “Gross Company” in Berlin with a complete ground-up restoration. Just before its completion, a next owner, Mr. Michael Seliger acquired the near completed car in 2006 and he in turn sold the SS to Andreas Schönberg. The new owner had the steering and brakes overhauled in 2013 and the car eventually was bought and imported by a Swiss collector. In 2016 the gearbox was disassembled and inspected and the clutch replaced. At the same time the front axle, including the Hardford damper units, received yet another overhaul. With its photo-documented history, its Jaguar Heritage certificate and a Swiss (Veteran Status awarded) MOT in December 2013, this legendary sportscar is now ready to provide its new owner with the greatest of pleasures during future rallies and events.

Dieser seltene (Jaguar) SS 100 wurde am 11. Juni 1937 mit einem 2 ½-Liter Motor ausgeliefert. Nach dem zweiten Weltkrieg wurde der Wagen mit einem baugleichen, und für einen SS korrekten, 3 ½-Liter Motor ausgestattet. Nach einigen englischen Vorbesitzern wurde das Fahrzeug 1979 nach Deutschland importiert. Der damalige Besitzer, ein Herr Bartel, verwendete über 20 Jahren um weltweit auf Märkten und bei Händlern Originalteile für die anstehende Restauration aufzustöbern. Schliesslich veräusserte Bartel den SS an einen Herrn Bunzel, welcher das Fahrzeug durch die Firma Gross in Berlin neu aufbauen liess. Kurz vor Fertigstellung erwarb Michael Seliger 2006 den Wagen, um ihn dann 2012 an Andreas Schönberg zu veräussern. Dieser liess 2013 die Lenkung und die Bremsen erneut revidieren. Schliesslich wurde dieser SS von einem Sammler gekauft und in der Schweiz zugelassen. Um dieses sehr schön restaurierte Fahrzeug auch technisch in optimalen Zustand zu bringen, wurden 2016 das Getriebe kontrolliert und eingestellt, die Kupplung ersetzt und die gesamte Vorderachse inklusive Hardford Dämpfer revidiert. Mit Jaguar Heritage Certificate, Fotodokumentation und der letzten MFK als Veteranenfahrzeug im Dezember 2013, ist diese Sportwagenlegende bereit einen neuen Besitzer an zukünftige Rallyes viel Freude zu bereiten. Cette rare (Jaguar) SS 100 a été livrée le 11 juin 1937 avec un moteur de 2 ½ litres. Après la Seconde Guerre mondiale, la voiture était équipée d‘un moteur similaire et correct pour un SS de 3 ½ litres. Après quelques anciens propriétaires anglais, le véhicule a été importé en Allemagne en 1979. L‘ancien propriétaire, M. Bartel, a passé plus de 20 ans à chercher des pièces d‘origine pour la restauration à venir sur des marchés et chez les spécialistes. Finalement, Bartel a vendu la SS à M. Bunzel, qui a fait reconstruire le véhicule par la compagnie Gross à Berlin. Peu de temps avant la finalisation, Michael Seliger a acquis la voiture en 2006 pour la vendre à Andreas Schönberg en 2012. Schönberg a fait réviser la direction et les freins en 2013. Finalement, cette SS a été achetée par un collectionneur qui l’a importée en Suisse. Pour mettre ce véhicule magnifiquement restauré dans un état optimal aussi au niveau de la technique, la transmission a été vérifiée et ajustée, remplacé l‘embrayage et révisé l‘ensemble de l‘essieu avant, y compris les amortisseurs Hardford en 2016. Avec le certificat Jaguar Heritage, la documentation photo et la dernière expertise comme véhicule vétéran passée en décembre 2013, cette voiture de sport légendaire est maintenant prête à offrir les plus grands plaisirs lors de futurs rallyes et événements à son nouveau propriétaire.

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Lot 126 2‘280 cars V12 (180°) 4‘941 cc 428 hp at 6‘750/min Estimate CHF 125‘000 - 135‘000 Story www.wikipedia.org Photos Oldtimer Galerie

1994 Ferrari 512 TR Chassis # ZFFLA40S000099319 - Engine # 36916 The Testarossa is a two-door coupé that premiered at the 1984 Paris Auto Show. All versions of the Testarossa had the power fed through the wheels from a rear-mounted, five-speed manual transmission. The rear mid-engine, rear-wheel drive layout (engine between the axles but behind the cabin) keeps the centre of gravity in the middle of the car, which increases stability and improves the car‘s cornering ability, and thus results in a standing weight distribution of 40% front: 60% rear. The original Testarossa was re-engineered for 1992 and released as the 512 TR, at the Los Angeles Auto Show, effectively as a completely new car, and an improved weight distribution of 41% front: 59% rear. The vehicle should not be confused with the Ferrari TR „Testa Rossa“ of the late 1950s and early 1960s, which were sports cars that ran in the World Sportscar Championship, including the 24 Hours of Le Mans. The Testarossa can trace its roots back to the faults of the 1981 512i BB. The problems that the Testarossa was conceived to fix, included a cabin that got increasingly hot from the indoor plumbing that ran between the frontmounted radiator and the midships-mounted engine and a lack of luggage space.To fix these problems Ferrari and Pininfarina designed the Testarossa to be larger than its predecessor, the Berlinetta Boxer. For instance, at 1,976 millimetres (78 in) wide the Testarossa was half a foot wider than the Boxer. This resulted in an increased wheelbase that stretched about 64 mm to 2,550 mm which was used to accommodate luggage in a carpeted storage space under the front forward-opening hood. The increase in length created extra storage space behind the seats in the cabin. Headroom was also increased with a roofline half an inch taller than the Boxer. The design came from Pininfarina. The design team at

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Pininfarina consisted of Ian Cameron, Guido Campoli, Diego Ottina and Emanuele Nicosia. With little surprise, they were led by design chief Leonardo Fioravanti, the designer of many contemporary Ferraris. The design was originated by Nicosia, but the guidance of Fioravanti was equally important. Being a trained aerodynamist, Fioravanti applied his know-how to set the aerodynamics layout of the car. This meant the large side intakes were not only a statement of style but actually functional – they drew clean air to cool the side radiators and then went upward and left the car through the ventilation holes located at the engine lid and the tail. As a result, the Testarossa did not need a rear spoiler like Lamborghini‘s Countach yet produced zero lift at its rear axle. The aerodynamic drag coefficient of 0.36 was also significantly better than the Lamborghini‘s 0.42.

Pininfarina‘s body was a departure from the curvaceous boxer—one which caused some controversy. The side strakes sometimes referred to as „cheese graters“ or „egg slicers,“ that spanned from the doors to the rear fenders were needed for rules in several countries outlawing large openings on cars. The Testarossa had twin radiators in the back with the engine instead of a single radiator up-front. In conjunction the strakes provided cool air to the rear-mounted side radiators, thus keeping the engine from overheating. The strakes also made the Testarossa wider at the rear than in the front, thus increasing stability and handling.


One last unique addition to the new design was a single high mounted rear view mirror on the driver‘s side. On US based cars, the mirror was lowered to a more normal placement in 1987 and quickly joined by a passenger side rear view mirror for the driver to be able to make safe easy lane changes. Like its predecessor, the Testarossa used double wishbone front and rear suspension systems. Ferrari improved traction by adding 10-inch-wide alloy rear wheels. The Testarossa drivetrain was also an evolution of the BB 512i. Its engine used near identical displacement and compression ratio, but unlike the BB 512i had four-valve cylinder heads that were finished in red.

The 512 TR sports a 4.9-litre (4,941 cc or 301.6 cu in) Ferrari flat-12 engine longitudinally mid mounted. Each cylinder has four valves, with forty-eight valves total, lubricated via a dry sump system, and a compression ratio of 10.00:1. These combine to provide a maximum torque of 491 newton metres at 5500 rpm and a maximum power of 319 kilowatts at 6‘750 rpm. The Ferrari 512 TR can accelerate from 0–100 kilometers per hour in 4.80 seconds and on to 161 km/h (100 mph) in 10.70 seconds. It can complete a standing (from stationary) quarter mile in 13.20 seconds or a standing kilometer in 23.40 seconds. The maximum speed the 512 TR can attain is 313.8 kilometers per hour. The 512 TR‘s engine was modified in many ways. Nikasil liners were added, along with a new air intake system, Bosch engine management system, larger intake valves, and a revised exhaust system. In addition to the higher peak power, the modifications delivered a more broad power curve for better acceleration.

This magnificent Testarossa comes in a gorgeous and rare color combination. Delivered new to Switzerland, since 2014 at its third owner, with 42‘000 driven km, a complete service booklet and the complete tool kit, this 512 TR is in very and well maintained condition. The interior’s plastics were refurbished, a common problem with Ferraris of the period; the plastics get sticky with time. For a new owner, a service including replacement of the timing belt will be completed after the sale. The last MOT was passed in October 2014 - if the car remains in Switzerland, a new MOT will be completed. Dieser herrliche Testarossa präsentiert sich in traumhafter und seltener Farbkombination. Mit der Erstauslieferung in der Schweiz, seit 2014 in dritter Hand, 42‘000 gefahrenen km, lückenlosem Serviceheft und komplettem Bordwerkzeug befindet sich dieser 512 TR in sehr gutem und gepflegtem Zustand. Die klebrig gewordenen Kunststoffschalter im Innenraum, ein bekanntes Problem der Ferrari dieser Zeit, wurden aufgearbeitet. Für einen neuen Besitzer wird nach der Auktion ein Service inklusive Wechsel des Zahnriemens durchgeführt. Die letzte MFK war im Oktober 2014 - falls das Fahrzeug in der Schweiz bleiben sollte, wird es frisch vorgeführt. Cette magnifique Testarossa se présente dans une splendide combinaison de couleur qui est très rare. Livrée neuve en Suisse, depuis 2014 en troisième main, avec 42‘000 km parcouru, carnet de services suivi et tous les outils, cette 512 TR est en très bon état et bien entretenu. Les commutateurs en plastique à l‘intérieur ont été remis à neuf, un problème connu aux Ferrari de l‘époque; les plastiques deviennent collants avec l’âge. Pour un nouveau propriétaire, un service comprenant le remplacement de la courroie de distribution sera effectué après la vente. La dernière expertise a été passée en octobre 2014 - si la voiture reste en Suisse, une nouvelle expertise cantonale sera faite.

Gearshifting effort, long a complaint about the Testarossa, was eased with a new single-plate clutch, sliding ball bearings, and better angle for the shifter. The braking system included larger front rotors and cross-drilling all around. Quicker steering, lower-profile tires, and new shock settings improved handling. Most importantly, engine and gearbox position was rethought, which improved the centre of gravity, aiding the handling and making the car less fearsome on the limit. The interior was revised too, with the center console split from the dashboard, and the climate controls relocated. Pininfarina tweaked the body of the car to better integrate the spoilers and engine cover and update the design in line with the recently released 348.

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Lot 127 3‘100 cars V8 5‘668 cc 150 hp at 3‘400/min Estimate CHF 140‘000 - 155‘000 Story www.wikipedia.org Photos www.radical-mag.com

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1941 Cadillac Series 62 Convertible Coupe Chassis # 8361190 The Fisher-bodied Series 62 replaced the Cadillac Series 61 at the lowest rung in the model line up in 1940. The Series 62 featured a low sleek „torpedo“ style C-body with chrome window reveals, more slant in the windshield, and a curved rear window. The new C-body that the 1940 Cadillac Series 62 shared with the Buick Roadmaster and Super, the Oldsmobile Series 90 and the Pontiac Torpedo featured shoulder and hip room that was over 5“ wider, the elimination of running boards and exterior styling that was streamlined and 2-3“ lower. When combined with a column mounted shift lever the cars offered true six passenger comfort. These changes had clearly been influenced by the Cadillac Sixty Special. The styling feature distinguishing all V-8 Cadillacs was once again the grille. Although grilles had the same pointed shape as in 1939, the grille bars were heavier and fewer in number. Two sets of louver bars appeared on each side of the hood. Running boards were a no cost option. The Series 62 was available as a club coupe or a sedan, with 2-door and 4-door convertibles introduced mid-year. Sales totaled 5903 in its inaugural year accounting for about 45% of Cadillac‘s sales.

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In 1941 the one piece hood came down lower in the front, included the side panels and extended sideways to the fenders. A single rectangular panel of louver trim was used on each side of the hood. The rectangular grille was wide, vertical, and bulged forward in the middle. Rectangular parking lights were built into the top outer corners of the grille. Headlights were now built into the nose of the fenders, and provision for built in accessory fog lights was provided under the headlights. Three chrome spears appeared on the rear section of all four fenders. Rear fender skirts were standard. The Series 62 offered the only 4-door convertible built by Cadillac in 1941 and it would be the last time this bodystyle was ever made by the marque. All Cadillacs shared the same 346 cu in 135 hp L-head V8 that year, with power rising to 150 hp.


Sales more than quadrupled to 24,734, accounting for 37% of Cadillac sales in a sales year that well more than doubled the previous Cadillac sales rate record set during the two model years of 1926–27, in part due to the huge popularity of the new Series 61. Evidently the new „torpedo“ style with its low streamlined runningboardless bodies and expansive shoulder room had proved a big hit. The following model year, abbreviated as it was by a world war, would set no such sales record.

The history of this rare Convertible has been documented since 1981. The car received a complete restoration in Switzerland. A new convertible top was fitted and the seats have been covered in real leather. Engine and gearbox have been completely overhauled. In 2017 all liquids and hoses have been replaced to ensure a carefree start into the next season for a future owner. Swiss registered; for a Swiss buyer a new MOT will be completed after the sale. Die Historie dieses seltenen Cabriolets ist ab 1981 dokumentiert. Der Wagen wurde in der Schweiz komplett restauriert. Das Verdeck wurde ersetzt und die Sitze mit echtem Leder neu bezogen. Motor und Getriebe wurden revidiert. 2017 wurden sämtlich Flüssigkeiten und Schläuche ersetzt damit ein künftiger Besitzer sorgenfrei in die kommende Saison starten kann. Schweizer Fahrzeugausweis, für einen Schweizer Käufer wird das Fahrzeug nach der Auktion frisch vorgeführt.

The 1941 Convertible Coupe is especially desired by collectors today, because it is one of the last pre-war Cadillac convertibles ever built. The U.S. Office of Production Management had anticipatorily ordered auto production cutbacks in August 1941 to 73.5 percent of the 1940 output. Shortly thereafter, the U.S. entered World War II on December 8, just hours after the Japanese bombing of Pearl Harbor, forcing an industry-wide conversion to the manufacture of war materials. Production was halted altogether on February 4, 1942. When the industry shut down to switch to war production, Cadillac was neck-and-neck with Packard as the leading luxury car in America.

L‘historique de ce cabriolet rare est documenté à partir de 1981. La voiture a été entièrement restaurée en Suisse. La capote a été remplacée et les sièges ont été restaurés avec du cuir véritable. Le moteur et la transmission ont été révisés. En 2017, tous les liquides et flexibles ont été remplacés afin qu‘un futur propriétaire puisse commencer sans souci dans la saison à venir. Permis Suisse - pour un acheteur Suisse, l’expertise cantonale sera faite après la vente.

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Lot 128 2‘104 cars 6 cylinder flat-engine 3‘163 cc 217 hp at 5‘900/min Estimate

1989 Porsche 911 Speedster Turbo Look Chassis # WPOZZZ91ZKS152612 - Engine # *64K06542* Even in the early days of the 911 some enthusiasts tried to create a Speedster variant even though the factory had not produced one. One that is fairly well known was created by Stan Townes who cut the top off a crashed 911 in 1969 and remodelled the front and rear of the 911.

In the event most of the Clubsport features were not retained in the production Speedsters but some clubsport versions are still around.

CHF 230‘000 - 260‘000 Story www.speedsters.com Photos Oldtimer Galerie

Peter Schutz the Porsche president was a strong influence in the introduction of a 911 Speedster and designed a prototype in June 1986. It was basically a cabriolet with no top - just a small removable windscreen. It had flared wheel arches and could be transformed into a coupe with a special hard-top that included a windscreen. In the same year, the Porsche technical director, Helmuth Bott, produced a second prototype based on a 911SC narrow bodied Cabriolet and with the same low windscreen as the Schutz Speedster but which curved round to provide some side protection. A large flat rigid removable tonneau cover had a raised area behind the driver.

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The first 911 Speedster caused a sensation when shown at the Frankfurt motor show in 1987. Porsche engineers demonstrated the mounting of the rigid tonneau which transformed the Speedster into the single seater ‚Clubsport‘ version.

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In Autumn 1988, a year after the Frankfurt launch, the new Speedster was shown to Porsche importers. The cars had the Turbo look with flared arches and the Clubsport option had been quietly dropped. Some European dealers had already placed orders for narrow bodied cars and so, starting in 1989, Carrera Speedsters began to be supplied in both narrow body and Turbo-look styles. A total of 2,104 3.2 Carrera Speedsters (option M503) were produced between January 1989 and July 1989. Almost half, 823, went to the USA and only 139 examples were produced in right hand drive format. Of the total only 171 narrow-body versions were produced, the Turbo-look being more popular.


The main difference between the Speedster and the Cabriolet is the low, steeply angled windscreen which can be removed for racing. There is no screen surround, the door glass winds down fully into the door without quarter lights. The hood was single lined, smaller and lighter than a convertible and when folded was able to be completely hidden under a humped fibreglass cover. Porsche were quick to point out that the hood offered weather protection‘ only.

Swiss delivery with catalyst and original Turbo rear wing. One of just 69 cars delivered in Turbo-look with front and rear spoiler! One owner since new, 88‘000 km, complete service booklet, Matching-Numbers and accident free. All books and tools as well as a set of reserve floor-mats in their original packaging as delivered. Last MOT completed in September 2017. A great opportunity to acquire a 911 Speedster in extremely rare configuration, with excellent history and in very well maintained original condition Schweizer Auslieferung mit Katalysator und originalem Turbo-Heckflügel. Eines von nur 69 Fahrzeugen im TurboLook mit Front- und Heckspoiler! Erste Hand, 88‘000 km, lückenloses Serviceheft, Matching-Numbers und garantiert unfallfrei. Komplettes Bordwerkzeug, originale Fahrzeugmappe sowie ein Satz originalverpackter Reservefussmatten vorhanden. Letzte MFK im September 2017. Die Gelegenheit einen 911 Speedster in äusserst seltener Konfiguration, mit hervorragender Geschichte und in sehr gepflegtem Originalzustand zu erwerben.

Inside the car further weight was saved with the removal of the rear seats. A ‚flat or slant nose ‚ was a further option but very rare. Some examples were ordered with air conditioning, and comfort or ‚turbo‘ seats. 80CE. 6622 cars were produced from 1978 to 1980.

Livraison suisse avec catalyseur et aileron arrière turbo d‘origine. L‘un des 69 véhicules en version turbo-look avec spoiler avant et arrière! Première main, 88‘000 km, carnet de services suivi, Matching-Numbers et non accidenté. Trousse à outils complète, dossier de véhicule d‘origine et jeu de tapis de réserve emballés d‘origine disponibles. Dernière expertise passée en septembre 2017. Une possibilité d‘acheter un 911 Speedster dans une configuration extrêmement rare, avec une excellente histoire et dans un état d‘origine très bien entretenu.

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Lot 129 1‘390 cars (BJ7) in-line 6 cylinder 2‘912 cc approx. 200 hp at 5‘000/min Estimate CHF 155‘000 - 165‘000

1963 Austin-Healey 3000 Mk II BJ7 Convertible Chassis # HBJ7L/24344 - Engine # 29F-RU-H/5179 During the 1950s and the first half of 1960s, the global sports car market was dominated by British marques. At the lower end was MG and Triumph. At the top end was Jaguar. In the middle was Austin-Healey. Interestingly, all of them belonged to BMC (British Motor Corporation) / British Leyland. The giant company carefully managed these marques such that they did not compete from each other.

Story www.autozine.org Photos Oldtimer Galerie

The Austin-Healey line sports car was originated by Donald Healey, a racing driver and talented engineer. In 1952 he designed the Healey 100 sports car based on Austin‘s components. As his company lacked mass production capability, he cooperated with Austin (then merged with Morris to become BMC) to put the car into mass production. Therefore the car was branded as „Austin-Healey“. The 100 looked handsome and characterized by a big laughing grille. It ran a big, 2660 cc four-cylinder engine. It offered fine performance and handling thus grabbed 15,000 units sales in 3 years. Later, the car was upgraded to a 2639 cc sixcylinder engine and became 100-6, another 11,000 cars were sold. 66

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However, the definitive model was the 3000 described here. Based on the 100-6, its inline-6 engine was upgraded again to 2912 cc and 124hp, and then tuned to 132hp (Mk2) and 148hp (Mk3). The so-called „Big Healey“ won a lot of class victories in touring car races as well as rally races, thanks to its robust chassis, front disc brakes and tunable engine. With 43,000 units sold from 1959-1967, Austin-Healey 3000 was one of the favourite affordable sports cars of the 1960s. It was loved for graceful design and all-round manner. On the one hand it was extensively used by its owners in motor racing (still a favourite in vintage racing today), on the other hand it was an excellent grand tourer for everyday use, especially the later Mk3 which got full weather protection, walnut wood dashboard, softer ride and servo brakes. This set it apart from the rawer early 100.

Unfortunately, since the mid-60s BMC / British Leyland stopped developing the Big Healey. This handed the market to Alfa, Porsche and the rising Japanese. Since then the British sports car marques had never recovered…


According to the Heritage-Trust Certificate, this Healey was exported to Philadelphia on the 11th of June 1963. After importation into Austria the car was restored by „The Healey Factory“ without any compromises accepted. While being restored, the coachwork was altered to represent one of the legendary Works-Rally cars, including a new front with integrated auxiliary headlights, a slotted bonnet and the obligatory side vents. The finished body was then painted in the classic combination of ivory white with blue. To match its competition appearance, the technical side received a number of upgrades as well, such as an aluminium cylinder head with three twin-choke Weber carburetors, a forged crank shaft together with forged conrods, Cosworth pistons, a competition stainless steel exhaust manifold connected to a side exhaust as per factory racing specs. To cope with the increased performance, a high performance water radiator and an oil cooler were installed. The 4-speed gearbox is complemented by a strengthened overdrive unit (for 3rd and 4th gears). The frame was strengthened as well and bigger stabilizers, dampers and springs were installed. Enlarged brake calipers and rotors as well as a brake servo keep all the performance in check and complete the transformation into a competitive rally or racing Healey. The car was only driven about 1’000 km since completion and is therefore still in outstanding condition, with Swiss paperwork and having been awarded Swiss Veteran status successfully during its latest MOT which took place in August 2017. Dieser Healey wurde gemäss Heritage-Trust Certificate am 11. Juni 1963 nach Philadelphia ausgeliefert. Nach dem Import nach Österreich wurde der Wagen durch den Spezalisten „The Healey Factory“ kompromisslos neu aufgebaut. Die Karosserie wurde im Stil der WerksRallyefahrzeuge durch eine neue Front mit integrierten Zusatzscheinwerfern, einer geschlitzten Kühlerhaube und seitlichen Luftaustritte abgeändert und in den Farben elfenbein und blau lackiert. Um auch technisch dem markanten Auftritt zu entsprechen wurde AluminiumZylinderkopf, 3 Weber Doppelvergaser, eine geschmiedete Kurbelwelle, geschmiedete Pleuel, Cosworth Kolben und ein Edelstahl Fächerkrümmer mit Seitenauspuffanlage verbaut. Damit auch der thermische Haushalt stimmt wurden ein Hochleistungskühler und ein zusätzlicher Ölkühler montiert. Das 4-Gang Getriebe verfügt über einen verstärkten Overdrive im dritten und vierten Gang. Der Rahmen wurde verstärkt und es wurden stärkere Stabilisatoren, Stossdämpfer und Federn montiert. Grössere Bremszangen und –scheiben sowie ein nachgerüsteter Bremskraftverstärker sorgen für die Sicherheit. Nach Fertigstellung wurde das Fahrzeug nur ca. 1‘000 km gefahren und befindet sich entsprechend in hervorragendem Zustand. Für die nächste Rallye-Saison bereit wird der Healey mit Schweizer Fahrzeugpapieren und der letzten MFK als Veteranenfahrzeug vom August 2017 an einen neuen Besitzer übergeben.

Selon le certificat Heritage Trust, cette Healey fut livrée à Philadelphie le 11 juin 1963. Après l‘importation en Autriche, la voiture a été reconstruite sans aucun compromis par le spécialiste „The Healey Factory“. Tout en étant restauré, la carrosserie a été modifiée pour représenter l‘une des voitures rallye d‘usine légendaires, y compris une nouvelle face avec phares auxiliaires intégrés, un capot à fentes et les bouches d‘aération latérales. La carrosserie a reçu une peinture dans la combinaison classique de blanc d‘ivoire et bleu. Pour correspondre à son apparence, le côté technique a également reçu de nombreuses améliorations, comme une culasse en aluminium, des carburateurs Weber, un vilebrequin forgé avec des bielles forgées, des pistons Cosworth, un collecteur de compétition en Inox connecté à un échappement latéral selon les spécifications des voitures de course d‘usine. Pour tenir compte de l‘augmentation des performances, un radiateur à eau de haute performance et un refroidisseur d‘huile ont été installés. La boîte de vitesses à 4 rapports est complétée par une unité d‘overdrive renforcée (pour le 3ème et 4ème rapport). Le châssis a également été renforcé et de plus grands stabilisateurs, amortisseurs et ressorts ont été installés. Des pinces de freins plus gros et des disques plus larges ainsi qu‘un servofrein maintiennent toutes les performances en échec et complètent la transformation en Healey compétitive en rallye ou en course. La voiture n‘a parcouru que 1‘000 km depuis son achèvement et est donc toujours dans un état exceptionnel. Prêt pour la prochaine saison de rallye, la Healey sera remis à un nouveau propriétaire avec des papiers suisses, et la dernière expertise en tant que véhicule vétéran passée en août 2017.

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Lot 130 424 cars V6 2‘418 cc 180 hp at 6‘600/min Estimate CHF 165‘000 - 185‘000 Story www.dinouk.com Photos Oldtimer Galerie

1971 Fiat Dino 2400 Spider Chassis # 135BS*0001390 - Engine # 135.000*6366* Alfredino was the name that Enzo Ferrari gave to his son who was born in 1932. „Dino“ grew up in an environment where racing and winning on four wheels was all important. It isn‘t a surprise therefore that Dino followed in his fathers footsteps and in his early twenties was working alongside Enzo engineering engines and cars to put them in. Enzo believed that the „perfect“ engine configuration was the V12 and maybe as a wish go in a different direction to his father, Dino started designing a smaller V6 power unit. We don‘t know exactly how far he was getting with his designs when he became seriously ill in 1955, but Enzo was known to have commented that although for him the V12 was all that mattered, a V6 would be acceptable in the right car. Later in 1955, Dino was bedridden and died in June 1956. Enzo was understandably distraught and as a legacy to his son he decided to name all V6 engines „Dino“ from that moment on. Before Dinos death, Aurelio Lampredi had been working on the V6 engine, followed by Jano who carried on this work in 1956 which was when the first Dino V6 was tested at the Ferrari factory. The following year saw a V6 being put in a car (the Tipo 156) and raced for the first time. Fast forwarding a few years and in 1964, motorsports governing body proposed a number of changes to the rules to qualify for entry in the Formula 1 and Formula 2 world championships. The rule change that concerns us here is the one whereby to be able make it to the F2 grid, all cars must have an engine that is derived from a car for which at least 500 units have been made. Crucially it was the basic engine that had to be the same, therefore the capacity could be different. This had huge consequences for Ferrari as they just did not have the money or resources to make that number of engines or cars (and quite frankly they were not interested in going in the production car direction either).

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The obvious answer was to find a partner capable and willing to undertake the design and production of a car for Ferrari‘s purpose and he found the perfect partner in Fiat. The trade-off for Fiat being that they would enjoy the notoriety of being associated with the formidable and highly successful national racing team. Enzo Ferrari and Giovanni Agnelli entered into talks and on the 1st March 1965 an official agreement was announced whereby „In accordance with the decisions of the International Commission on Sports on the Formula 2 (1967) racing, which prescribes a minimum production of 500 units in 12 months to obtain homologation and therefore derive a F2 engine, Ferrari has made an agreement with Fiat, whereby Fiat is to produce the 6-cylinder Dino engine in sufficient numbers to allow its adoption on the new single-seater Ferrari“.

Thus was born the project that was to become the Dino. Ferrari was to design the engine and Fiat the chassis and of which coachbuiders work to choose to clothe it. Ferrari wanted to use the Tipo 196 1.5 litre engine for F2 as it performed well and had been tried and tested. The engine capacity was to be increased to 2 litres for the road car and Fiat started by testing it to destruction. These tests did not go well (as expected of a race engine), so a number of modifications were needed to create a reliable yet powerful engine, easy to service and maintain


for Fiats network of main dealers. There was a lot of correspondence between Maranello and Turin to cement the design but gradually the „Tipo 135 B“ was born. 2 litre, all alloy head, twin overhead cams for each cylinder bank, 3 twin-choke carburettors, 9:1 compression ratio and rated at 160bhp. Fiats chassis design by contrast was fairly mundane and stems from the fact that they really didn‘t have much time from a standing start to a fully completed production car to be ready by early 1967- just over 18 months to be precise! The main curiosity at the time being the use of the live leaf spring rear suspension, although to be fair even though early road test articles all questioned this choice as not being avant garde, they all reported that it worked surprisingly well. Pininfarina was very interested to design and build the Coupé bodywork and produced a number of drawings and prototypes with this in mind. Some remained on paper while other full scale mock-ups and semi-working cars were displayed at various motor shows between 1965 to 1967 during the lead up to the official launch of the Dino Coupé which of course was designed by Bertone. Production of the engine, chassis and mechanical components began on the 8th of October 1966 at Fiats newly constructed Rivalta factory just south of Turin, whereas the Spider body was constructed, painted and trimmed by Pininfarina in their own factory and then delivered to Rivalta for final fitting. Production of the 2 litre models carried on for 2 years during which time there were a number of modifications made to the car and engine, mainly to improve reliability.

Fiat was meanwhile working on a second series with which it wanted to iron out some of the problems of the 2 litre model, some of which had been imposed upon them by Enzo Ferrari due to his need of an engine as close to possible to the racing version to limit the need for him to have to make heavy modifications, and partly due to the fact that when Fiat designed the Dino, they were under a tremendous time pressure and had to make some decisions that possibly with more time they would have done differently. Both the Spider and Coupé were subjected to a raft of changes touching virtually every body panel and many of the mechanical components too. Some obvious changes are the increase engine capacity to 2‘418cc using a cast iron block instead of the previous aluminium one, a different 5 speed ZF gearbox and independent rear suspension. Production of the 2.4 litre cars was moved to a purpose built (by Fiat) production line at Ferrari‘s Maranello factory. Here the Fiat Dino was constructed alongside the 246‘s and meant that production at Fiats Rivalta factory wouldn‘t have to be interrupted for small runs of the Dino.

This Spider is one of only 424 examples equipped with the Ferrari designed 2.4 litre V6 engine. Delivered to Italy in 1971, it was already imported and registered in Switzerland in 1973 and in 1989, still with its first Swiss owner, a thorough body restoration was performed. In 2012, with a mere 61’500 km under its belt, it was bought by a collector, who, in the past five years, only drove an additional 1’500 km with the car. In addition of overhauling the carburettors in 2012, the starter has been overhauled in 2013 and the alternator was redone in 2016. With the last Swiss MOT (including the desirable veteran status) performed in January 2016, and being in very good condition, this Dino offers a rare chance to buy one of those desirable cars still with its original interior. A perfect opportunity for any serious collector! Bei diesem Spider handelt es sich um eines von nur 424 gebauten Fahrzeugen mit dem, von Ferrari entwickelten, 2.4-Liter V6 Motor. 1971 in Italien ausgeliefert, wurde das Fahrzeug bereits 1973 in die Schweiz importiert und zugelassen. 1989 wurde die Karosserie im Auftrag des ersten Schweizer Besitzers vollständig restauriert. 2012, mit gerade einmal 61‘500 gefahrenen Kilometern, wurde das Fahrzeug von einem Sammler erworben, welcher damit in den vergangenen fünf Jahren nur rund 1‘500 weitere Kilometer zurücklegte. Neben einer Vergaserrevison 2012, wurden 2013 der Anlasser und 2016 die Lichtmaschine revidiert. Mit der letzen MFK als Veteranenfahrzeug im Januar 2016 und in sehr gutem Zustand, ist dieser Dino eines der ganz wenigen Fahrzeuge welches noch ein unrestauriertes Originalinterieur aufweist - eine Top-Gelegenheit für jeden Sammler! Cette Spider est l‘un des 424 véhicules produits équipés du moteur V6 de 2,4 litres développé par Ferrari. Livré en Italie en 1971, le véhicule était déjà importé et immatriculé en Suisse en 1973. En 1989, toujours avec son premier propriétaire suisse, une restauration complète de la carrosserie a été effectuée. En 2012, avec seulement 61’500 kilomètres parcourus, le véhicule a été acquis par un collectionneur, qui n‘a parcouru que 1’500 kilomètres supplémentaires au cours des cinq dernières années. En plus d‘une révision des carburateurs en 2012, le démarreur a été révisé en 2013 et l‘alternateur a été refait en 2016. Avec la dernière expertise en tant que véhicule vétéran passée en Janvier 2016 et en très bon état, cette Dino offre une rare chance d‘acheter une de ces voitures désirables avec son intérieur d‘origine - une excellente opportunité pour chaque collectionneur!

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Lot 131 5‘872 cars (LHD, 1961-64) in-line 6 cylinder 3‘781 cc 269 SAE-hp at 6‘500/min Estimate CHF 230‘000 - 250‘000 Story www.autozine.org Photos Oldtimer Galerie

1961 Jaguar E-Type 3.8-Litre Series 1 Flat Floor Coupé Chassis # 885303 - Engine # R6424-9 In any classic car archive two marques are most frequently associated with the word “beautiful”. One of them is Ferrari, thanks to the work of Pininfarina. Another is Jaguar. Jaguar did not produce many sports cars, but nearly every one of them was regarded as the most beautiful car of its time. This observation applied to the SS100 of 1930s, XK120/140/150 of 1940-50s as well as the one we are talking now, the E-type of 1960s. They occupied a golden era spanning across 4 decades.

Surprisingly, this masterpiece was not penned by Sir William Lyons, who designed all Jaguars until then, but by his aerodynamicist Malcolm Sayer. No wonder it looked so sleek and windcheating. Air flowed gently from the oval nose over the curvy fenders towards the slim tail. Quite different from contemporary sports cars and even its predecessor XK150, the new Jag appeared to be much longer, lower, slimmer, smoother and therefore faster. But the most impressive of all was its purity. If you are familiar with me, you must know Jaguar E-type is one of my three favourite designs of all time. My love with this car started in the mid-1980s when a E-type roadster used to park nearby my home. I guess I am not alone. Enzo Ferrari, for example, was quoted as describing the E-type as „the most beautiful car ever made“ - although he must have said that before launching his beloved 250GT Lusso. The E-type consistently ranked at the top three of many polls. It was also one of the two road cars permanently displayed at New York Museum of Modern Art – by the way, the other is Cisitalia 202, mainly chosen for its influence to subsequent designs. 70

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Like the previous XK150, the E-type was powered by the well-known 3.8-liter twin-cam XK6 engine. It produced an impressive 265 hp and 260 lb-ft of torque at the flywheel. The engine was mounted completely behind the front axle to achieve 51:49 weight distribution. In the early tests conducted by Autocar, Motor and Road & Track in 1961, the pre-production E-type topped 150 mph, a first for production cars. Although the subsequent production car failed to repeat this, it was still comfortably the fastest production car in the world and ran remarkably close to the exotic Ferraris and Aston Martins that cost several times its price.


However, the biggest advancement from XK was chassis. E-type employed a semi-monocoque structure, i.e. the central section was monocoque while the engine, front and rear suspensions were mounted on tubular subframes bolted to the monocoque. This was much lighter than the previous body-on-frame structure, thus the E-type could undercut XK150 by some 200 kg ! The new car also bettered the old car by introducing independent rear suspensions and all-wheel disc brakes as standard. As a result, it provided much better handling and exceptional ride quality.

This E-Type was produced in December 1961 and in January 1962 he was delivered to Jaguar of Eastern Canada in Montreal. It’s a very early car with welded louvers in the bonnet. The car’s origins are documented with the important Heritage-Trust Certificate. From 1987 to 1990 the Jaguar was completely restored in Canada with a photo-documentation and receipts showing all the work done. It is a multiple concours show-winner with the Ontario Jaguar Owners Association. In 2014/15 the body was restored again in Switzerland. This Flat Floor, with the last MOT (incl. Swiss Veteran status) completed in February 2016, is in excellent condition and undoubtedly will thrill the next owner not only during rallies and meetings but also on the Concours lawns! Dieser E-Type wurde im Dezember 1961 hergestellt und im Januar 1962 an Jaguar of Eastern Canada nach Montreal ausgeliefert. Es handelt sich um ein sehr frühes Fahrzeug noch mit den eingeschweissten Luftaustritten in der Motorhaube, ein Heritage-Trust Certificate ist vorhanden. 1987 bis 1990 wurde der Wagen in Kanada komplett restauriert, Fotodokumentation und Belege sind vorhanden. Mehrfacher Show-Winner der Ontario Jaguar Owners Association. 2014/15 wurde die Karosserie in der Schweiz erneut restauriert. Dieser Flat Floor mit der letzten MFK als Veteranenfahrzeug im Februar 2016, befindet sich in hervorragendem Zustand und wird einem künftigen Besitzer nicht nur anlässlich der einschlägigen Treffen und Concours d’Elegance viel Freude bereiten. Cette type E a été fabriquée en décembre 1961 et livrée à Jaguar de l‘est du Canada à Montréal en janvier 1962. C‘est un des premières véhicules avec les sorties d‘air encore soudées dans le capot. Les origines de la voiture sont documentées avec un certificat Heritage-Trust. De 1987 à 1990, la Jaguar a été entièrement restaurée au Canada avec une photo-documentation et des factures montrant tout le travail effectué. Il s‘agit d‘un gagnant de plusieurs concours avec l‘Ontario Jaguar Owners Association. En 2014/15, la carrosserie a été à nouveau restaurée en Suisse. Cette Flat Floor avec la dernière expertise en tant que véhicule véteran passée en février 2016, est en excellent état et fera plaisir à un futur propriétaire non seulement à l‘occasion des rencontres et du Concours d‘Elégance.

During its 15 years life time, the E-type evolved several times. The original Series 1 was available in 3 body styles - roadster, fixed head coupe or later on a longwheelbase 2+2 coupe. In 1965 the engine was enlarged to 4.2 liters to improve torque output, while the 4-speed gearbox was upgraded to fully synchromesed. Series 2 was launched in 1968, which was mainly redesigned to cope with new US safety regulations. It introduced US-compliant bumpers and headlamps, which lost the transparent plastic covers.

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Lot 132 10‘594 cars (all engines) V8 5‘354 cc 250 hp at 4‘400/min Estimate CHF 125‘000 - 145‘000 Story www.wikipedia.org Photos Oldtimer Galerie

1963 Chevrolet Corvette 327 Split Window Chassis # 3087S119259- Engine # 119259 F0527 RC The basic concept was the same as the original 1953 Corvette; a two-seat fiberglass-bodied sports car blending power, performance and style. But the 1963 Corvette saw major improvements: a new frame with all-wheel independent suspension, a redesigned sleek nose housing pop-up headlights, and a coupe body with a distinctive two-piece rear window. Second-generation Corvette history begins in 1957 with an experimental race car built for Sebring competition. Developed under code name XP-64, the SS racer was light and fast, using many aluminum parts. The tubular space frame was similar to the MercedesBenz 300SL frame. Although the SS was designed as an open-top roadster, a plastic top could be added to meet varying sanctioning rules.

ry Shinoda, under the styling direction of Bill Mitchell, is given credit for the final design. Bill Mitchell had envisioned the 1963 Corvette with a full-length spine, starting with a central hood bulge, continuing over the roof, and running the rear window into the car‘s tail. At the center of the rear deck, a racing-style gas-filler cap was used. The tops of the doors were cut into the roof, easing entry and exit in the low-slung coupe. To emphasize the ridge, Mitchell called for split glass panels to be used for the rear window. Forming a complete visual connection with the central raised sections on the hood. The rear view of a 1963 Corvette Split-Window Coupe has become one of the most iconic images in classic car history.

Several projects and several years later, GM began the XP-87 project, an experimental race car called the Stingray Special, Headed by stylist Bill Mitchell, the open top car used the same chassis as the 1957 SS racer. Due to the racing ban at the time, the Stingray was privately raced in 1959 and 1960. Soon after the car appeared as XP-755 Shark show car, and later renamed Mako Shark I. In October of 1959, the first full-scale clay model of the new Corvette was completed. Internally called project XP-720, a second full-size clay model, completed in April of 1960. looked very much like the 1963 production Corvette roadster. The Jaguar XKE, appearing in the spring of 1961, prompted Chevrolet to move quicker towards their new Corvette. After seven years of design and planning, the 1963 Sting Ray (now spelled as two words) began production in the summer of 1962, and offered to the public on September 28th. Designer Lar72

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There was no trunk-lid on the 1963 Corvettes, nor would there be until the 1998 Corvette. A hatchback (like the Jaguar XKE) was considered, but ruled out for cost reasons. Storage access was from the inside only, behind the seats. Sports cars previously using this design included the first generation Austin-Healey Sprite.


Adding both aerodynamic efficiency and style, hidden headlamps were mounted in rotating housings which were the first for a post-war American car. Other styling cues of the Sting Ray included fake hood vents and optional side-mounted exhaust, The spare tire was housed in a drop-down cradle beneath the rearmounted gas tank, which now held 20 gallons instead of previous 16.

Gone was the old X-brace frame, the 1963 Corvette used a five cross-member, steel ladder-type design. The center of gravity was lower, with passengers sitting inside the frame rather than on top of it. Different weight distribution placed more weight over the rear wheels. A shorter wheelbase (98 inches as opposed to the first generation‘s 102 inches) coupled with quicker steering (previously 21.0:1 now 19.6:1), and less weight up front, helped make the 1963 Corvette a better handling car. Like previous Corvettes, the 1963 models were constructed of fiberglass panels, but the new Sting Ray‘s panels were reduced in thickness to offset the nearly twice as much structural steel used. Both the roadster and new coupe weighed about the same as the 1962 roadster (3100 pounds). The body attached to the frame at eight places, four on either side. Zora Arkus-Duntov was the man most responsible for the C3 Corvette‘s independent rear suspension. A frame-mounted differential with U-jointed half-shafts were linked by a single, nine-leaf transverse leaf spring. A control arm extended laterally and slightly forward from each side of the case to a hub carrier, with a trailing radius rod behind. The half-shafts powered the rear wheels while also serving as upper control arms.

Dating from the first year of the C2-series, this Corvette was completely restored. With its matchingnumbers 5.3-litre V8 and 4-speed gearbox, the car is in very good condition and conforms to its original specification as delivered when new. This lovely Corvette with its split rear window, which only appeared on the first model year 1963 (and which easily makes it the most sought after variant of the C2 series), is sold with EU registration documents. If the car remains in Switzerland, Swiss customs duty has to be paid. Diese Corvette aus dem ersten Baujahr der C2-Serie wurde komplett restauriert. Mit Matching-Numbers 5.3Liter V8 und 4-Gang Schaltgetriebe, befindet sich das Fahrzeug in sehr gutem und absolut originalgetreuem Zustand. Diese wunderschöne Corvette mit dem, nur im Modelljahr 1963 gebauten, geteilten Heckfenster wird mit EU-Fahrzeugpapieren verkauft, in der Schweiz ist das Fahrzeug nicht verzollt. Datant de la première année de la série C2, cette Corvette a été entièrement restaurée. Avec son V8 de 5,3 litres avec « Matching-Numbers » et sa boîte de vitesses à 4 rapports, la voiture est en très bon état et conforme à ses spécifications d‘origine. Cette charmante Corvette avec sa vitre arrière partagée, apparue seulement sur le premier modèle en 1963 (et qui en fait facilement la variante la plus recherchée de la série C2), est vendue avec les documents européens. Si la voiture reste en Suisse, les droits de douane suisses sont à payer.

Compared to the first-generation Corvette‘s solid rear axle, the new independent rear suspension setup made a significant reduction in unsprung weight as well as a dramatic improvement in handling. Front suspension kept unequal-length upper and lower control-arms on coil springs, with a sway-bar fitted as standard equipment. To offset the cost of the I.R.S. suspension, many standard production car parts were used in the front. To this day, many C3 chassis parts are quite available and affordable. Four-wheel cast-iron drum brakes of 11-inch diameter were retained from last year‘s Corvette, but now selfadjusting and wider at the front. Sintered-metallic linings and finned aluminum drums („Al-Fin“) were again optional, giving less unsprung weight as well as faster heat dissipation. 73


Palacestrasse 28 • 3780 Gstaad • Switzerland • Phone: +41 33 748 50 00 • info@palace.ch • palace.ch 74

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1961 Maserati 3500 GT Touring

Lot 133

Chassis # AM101-1774 - Engine # AM101-1774 Prior to 3500GT, Maserati was primarily a race car maker. Its dedication to motor racing resulted in some glory, most notably the F1 championship won by J.M. Fangio and Maserati 250F in 1957. However, it also resulted in poor finance. By the mid-1950s, the Orsi family owning the company found selling limited number of race cars and A6G series semi-race cars could no longer sustain the business. It needed to build proper road cars, especially luxury and expensive ones, to earn profit for the racing activities. Coincidence or not, this view was shared with Enzo Ferrari. In 1957, Ferrari produced the landmark 250GT California, whereas Maserati introduced the equally important 3500GT. It was the firm‘s first luxury 2+2, which was designed to appeal to rich people. It was also the first production car of Maserati, with 2200 units built in 7 years. This saved Maserati from bankruptcy, thus was seen as the turning point of its fortune. Since then the company became a luxury GT manufacturer in the same league of Ferrari and Aston Martin. Technically, the 3500GT did not introduce many breakthroughs over the previous A6G/54, which was still considered to be modern. Its chassis was again made of lightweight tubular spaceframe, covered with hand-fashioned aluminum bodywork. Suspension layout was more or less the same as before, i.e. double-wishbones up front and live axle on leaf springs at the rear. However, higher quality components were employed, such as ZF 4-speed gearbox. The famous all-alloy twin-cam straight-six with dual plug ignition evolved to 3‘485 cc. Fitted with a trio of twin-choke Webers it pumped out a respectable 220 hp. The strength of 3500GT was its elegant style and luxury interior. Coachbuilder Touring of Milan penned a well proportioned design with plenty of fine details and elegant chrome. It was one of the last „classic“ GT designs in prior to the futuristic 1960s. The interior was more

luxury than contemporary Ferraris, with power windows as standard, room for two adults and their children and a large trunk at the back.

1‘973 cars (3500 GT & GTI) in-line 6 cylinder 3‘485 cc 220 hp at 5‘500/min Estimate CHF 230‘000 - 245‘000

This Maserati 3500 GT is a Swiss delivered example, still equipped with the original three Weber twin-choke carburettors and the ZF S4-17 4-speed gearbox. The body has been completely restored about 10 years ago. In 2017 the brake servo and the starter have been overhauled and new 185 VR 16 Pirelli Cinturato tires have been fitted. This timeless and very sought-after coupé is in good to very good condition and comes together with Swiss registration and paperwork.

Story www.autozine.org Photos Oldtimer Galerie

Bei diesem Maserati 3500 GT handelt es sich um eine Schweizer Auslieferung mit drei Weber Doppel-Vergasern und ZF S4-17 4-Gang Getriebe. Die Karosserie wurde vor rund 10 Jahren komplett restauriert. 2017 wurden Bremsservo und Anlasser revidiert, sowie neue Pirelli Cinturato Reifen in der Dimension 185 VR 16 montiert. Das zeitlos schöne und begehrte Coupé befindet sich in gutem bis sehr gutem Zustand mit Schweizer Fahrzeugpapieren. Cette Maserati 3500 GT avec trois carburateurs Weber double-corps et une boîte de vitesses à 4 vitesses ZF S4-17 à été vendue neuve en Suisse. La carrosserie à été complètement restaurée il y a environ 10 ans. En 2017, le servofrein et le démarreur ont été révisés, des pneus Pirelli Cinturato dans la dimension 185 VR 16 neufs ont été montés en même temps. Ce Coupé très recherché, élégant et intemporel, est en bon à très bon état avec des documents suisses. 75


Lot 134 410 cars in-line 6 cylinder 2‘580 cc 105 hp at 5‘000/min Estimate CHF 380‘000 - 410‘000 Story www.astonmartins.com Photos Oldtimer Galerie

1952 Aston Martin DB2 Vantage Specification Chassis # LML/50/132 - Engine # LB6B/50/570 David Brown, a wealthy Yorkshire industrialist, bought Aston Martin in 1947 after answering a ‚For Sale‘ advertisement in The Times for a un-named sports car company. Soon after becoming a motor car manufacturer, he also purchased the floundering Lagonda company too. The companies were merged as ‚Aston Martin Lagonda‘ and have been as one ever since. It could be said that ‚DB‘ purchased Aston Martin and Lagonda as something of a hobby in order to go motor racing. The David Brown Corporation was already a huge and successful engineering business with interests in, amongst other things gears, gearboxes and tractors.

In 1948, the Two Litre Sports (retrospectively known as the DB1) was introduced, based on the Atom Prototype and powered by Claude Hill’s 4 cylinder engine but it did not prove popular and only 16 examples were built. Whilst the 2 litre DB1 is sometimes considered overweight and underpowered compared to both prewar and post-war Astons, this may be a little unfair as in part this could be to due the low octane pool petrol in the UK during the immediate post war period. The DB1 was superseded by the DB2 complete with 76

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the 6 cylinder Willie Watson designed engine (under the supervision of W.O.Bentley) and acquired by David Brown with the Lagonda company. The 2 seater DB2 was an exceptional post war sports car and achieved notable success in motorsport especially at Le Mans.

The production ready DB2 was first shown during April 1950 at the New York Motor Show, a fitting event as in order to get scarce steel, British motor manufacturers needed to export as many cars as possible. Demand for the modern looking car was incredibly strong yet the factory were not able to build cars fast enough. The success of the team cars during the 1950 Le Mans 24 hour race (examples hastily snatched from the production line) made the DB2 an even more attractive car to the affluent post-war sporting motorist. The earliest cars (the first 49) feature a three part grille similar to that of the DB1, a large rectangular side vent behind each front wheel and bright trim along the side beneath the door. These triple grille cars are occasionally known as ‘washboards’ on account of the distinctive side vents.


From the 50th car, the side vent was deleted and three part grille was replaced by a simpler arraignment of horizontal bars, a design which lasted in production through to the DB2/4 Mark 2 in 1957. The rear ‘boot’ lid is really for entry to the spare wheel. Since the DB2 is strictly a two seater, there’s plenty of space for luggage behind the seats. Low weight together with an six cylinder , twin overhead cam engine of 2,580 cc initially producing 105 bhp, made the DB2 a very quick car for the time. Motor tested the DB2 to a maximum of 110 mph, with a 0-60 time of 12.4 seconds. The compression ratio appears especially low at 6.5 to 1 but this was necessary as at the time due to the low octane post-war pool petrol. From January 1951, an optional 125bhp Vantage VB6E/ engine with bigger carburettors and a 8.2 to 1 compression ratio made the DB2 even quicker. At this time, the ‘Vantage’ option represented a more powerful engine but no other performance or styling modifications. Access to the engine is easy with the massive front hinged single piece bonnet.

Dieser wunderschöne DB2 wurde vor gut 30 Jahren auf Vantage Spezifikationen aufgerüstet. Das Fahrzeug besitzt Matching-Numbers und wurde zwischen 1994 und 1996 durch den englischen Spezialisten Post Vintage komplett restauriert und revidiert. Der Motor wurde unter anderem mit Carillo-Pleueln, „high compression“ Kolben, Zylinderkopf mit grösseren Ventilen (bleifrei), Hochleistungsölpumpe und Fächerkrümmer neu aufgebaut – daraus resultieren 130 PS gemäss Leistungsdiagramm von 2007. Die Karosserie wurde ab blankem Aluminium neu aufgebaut und mit einer komplett neu angefertigten Motorhaube versehen. Der Innenraum wurde kürzlich restauriert. Eine äusserst umfangreiche Dokumentation zur Fahrzeuggeschichte und den ausgeführten Arbeiten ist vorhanden. Der Mille-Miglia taugliche Aston Martin befindet sich in hervorragendem Zustand mit der letzten MFK als Veteranenfahrzeug im April 2011 - falls das Fahrzeug in der Schweiz bleiben sollte, wird es nach der Auktion frisch vorgeführt. Cette belle DB2 a été améliorée aux spécifications de Vantage il y a plus de 30 ans. Le véhicule avec des „Matching-Numbers“ et a été entièrement restauré et révisé entre 1994 et 1996 par le spécialiste anglais Post Vintage. Le moteur a, entre autres, bielles Carillo, pistons à haute compression, culasse avec des soupapes plus grands (sans plomb), pompe à huile haute performance et un collecteur d’échappement de compétition - il en résulte 130 PS selon la mesure de 2007. La carrosserie a été complètement restaurée, la ramenant à l‘aluminium nu, et un capot tout neuf a été fabriqué. L‘intérieur a été récemment restauré. Une documentation complète sur l‘histoire du véhicule et du travail effectué est disponible. Cette excellente Aston Martin qui est admissible à la Mille Miglia est livrée avec la dernière expertise comme véhicule vétéran passé en avril 2011 - si la voiture reste en Suisse, une nouvelle expertise cantonale sera faite après la vente.

This gorgeous DB2 has received a Vantage-upgrade about 30 years ago. The Matching-Numbers car has been completely restored by the English specialist „Post Vintage“ between 1994 and 1996. The engine has been improved in 2007 with (amongst others) Carrillo conrods, „high compression“ pistons, bigger valves (incl. conversion to unleaded fuel), high performance oil pump and competition exhaust collector resulting in a measured 130 hp. The body has been completely restored, taking it back to the bare aluminium, and a brand new bonnet was made. The interior has been restored recently. An extensive documentation covering the vehicle‘s history and the work done accompany the car. This excellent Aston Martin is eligible for the Mille-Miglia and comes with the last MOT (with approved Swiss Veteran status) completed in April 2011 - if the car remains in Switzerland, a new MOT will be completed after the sale. 77


Lot 135 exact production unknown V8 5‘769 cc 523 hp Estimate CHF 475‘000 - 525‘000 Story www.detomaso.it Photos Daniel Reinhard

1975 De Tomaso Pantera Group 5 Chassis # 5940 In order to contrast GM product, Ford needed a mid-engined car within everybody‘s means. Having considered Corvette success, the American company speeded up the production of a car that had been planned for a long time and De Tomaso was seen as the right partner to be involved in this project. As a matter of fact, Ford had always provided De Tomaso with engines, in addition Iacocca was strictly tied to Alejandro and other De Tomaso vehicles (Vallelunga and Mangusta) had mid-mounted longitudinal engines. These are the basis of Pantera history, however it is quite difficult to understand the reason why this car has become one of the symbols of motor racing.

highest a Pantera placed at Le Mans was a sixteenth overall recorded by the Belgium team of Du Bois, the same team that raced eight times at the 24 hours. There were two important victories for Panteras both at Imola and Hockenheim in 1973, while in 1975 was reached the speed of 292 Km/h down the Mulsanne straight.

In 1977 two Panteras finished third in the 6-Hours of Vallelunga, and in 1979 a Pantera was fitted for Group 5, thus qualifing for 9th place at Le Mans. The car was not able to finish but managed to run briefly. It was the last time for a Pantera at Le Mans. To tell the truth, Pantera was a racing car (even if Ford did not take this aspect in great consideration) and in 1972 were manufactured Pantera Group 3 and Group 4, two models that were almost ready-to-race machines. Away from Ford, Pantera became one of the protagonists of races. The GT4, with its 5.7 liter developing 500 hp engine, was also intended to be driven on the street, and people who were not able to purchase one of the eight Group 4 or one of the six GT4 produced, bought a street Pantera and turned it into a race car. In 1972 the 78

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While the deTomaso factory initially built (14) lightweight Group 4 and GT4 cars in 1971-72, very few „Group 5“ or IMSA GTX Panteras were ever built and campaigned. And even then, most of those cars were converted from Gr4 or Gr3 Panteras with wider body panels but without the major redesign and chassis modifications on the level of those undertaken by the competition e.g. Porsche 935, Zackspeed Capri, BMW M1, etc.


Extremely rare racing Pantera in group 5 specification, modified by the De Tomaso factory. Delivered new to Switzerland and raced in hill climbs (Gurnigel, Oberhallau, a.s.o.) by Walter Friedrich. In later years the car had two further owners before it was purchased by the actual owner who set the car up for historic racing. The correct Ford 351 Cleveland engine (XE block) with dry sump delivers a healthy 523 hp on the rolling road. The gearbox has been restored with ratios better suited for circuit work. The whole suspension has been overhauled and optimized to the owner’s requirements with new shock absorbers, alloy bushings, reinforced steering column and a new braking system with adjustable balance. For endurance races a supplementary 50-litre FT3 fuel tank was fitted in addition to the existing 75-litre tank. With improved cooling system, stainless-steel exhaust, two sets of wheels (slicks & wets) and FIA-HTP papers valid until December 31st 2025, this Pantera is a competitive entry for future races at Spa, Imola or the Nurburgring. Äusserst seltener Renn-Pantera mit Gruppe 5 Umbau ab Werk. Der Wagen wurde in die Schweiz an Walter Friedrich ausgeliefert und in verschiedenen Bergrennen eingesetzt (Gurnigel, Oberhallau, etc.). In späteren Jahren hatte das Fahrzeug zwei weitere Besitzer, bevor es schliesslich vom aktuellen Halter übernommen, und für den historischen Rennsport optimiert wurde. Der korrekte Ford 351 Cleveland Motor (XE Block) ist mit Trockensumpf-Schmierung ausgerüstet und leistet gemäss Rollenprüfstand 523 PS. Das Getriebe wurde revidiert und mit für die Rundstrecke passenden Übersetzungen ausgestattet. Das gesamte Fahrwerk wurde ebenfalls revidiert und mittels neuer Stossdämpfer, Aluminiumbuchsen, verstärkter Lenksäule und neuer Bremsanlage mit verstellbarer Balance den Ansprüchen des Besitzers angepasst. Für Langstreckenrennen wurde vorne ein 50-Liter FT3 Tank montiert - zusätzlich zum vorhandenen 75-Liter Tank. Mit optimierter Kühlung, Edelstahl-Auspuffanlage (eine laute und eine leise Version), zwei Radsätzen (Slick & Nass) und FIAHTP mit Gültigkeit bis 31.12.2025 ist dieser Pantera ein wettbewerbsfähiger Bolide für künftige Renneinsätze in Spa, Imola oder auf dem Nürburgring.

Pantera de course extrêmement rare, modifiée en spécifications de la groupe 5 par l‘usine De Tomaso. Livré neuf en Suisse, elle a couru dans les courses de côte (Gurnigel, Oberhallau, etc.) conduite par Walter Friedrich. Plus tard, la voiture a eu deux autres propriétaires avant d‘être achetée par le propriétaire actuel, qui l‘a mis en place pour les courses historiques. Le moteur Ford 351 Cleveland (bloc XE) correct avec carter sec fournit une puissance de 523 ch sur le banc d‘essai à rouleaux. La boîte de vitesses a été restaurée avec des rapports mieux adaptés pour les circuits. Toute la suspension a été révisée et optimisée aux besoins du propriétaire avec de nouveaux amortisseurs, bagues d‘alliage, colonne de direction renforcée et un nouveau système de freinage avec l‘équilibre réglable. Pour les courses d‘endurance, un réservoir FT3 de 50 litres supplémentaire a été installé en plus du réservoir existant de 75 litres. Avec un système de refroidissement amélioré, échappement en Inox, deux jeux de roues (slicks & wets) et des papiers FIA-HTP valables jusqu‘au 31.12.2025, cette Pantera est une entrée compétitive pour les futures courses à Spa, Imola ou au Nurburgring.

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Das Jahresmagazin für Oldtimer-Fans 260 Seiten mit über 30 mehrseitigen Berichten und exklusiven Rückblicken

mit Fahrzeugberichten zu Abarth 124 Spider, Alfa Romeo Alfasud, Audi 100 S Coupé, Audi 50, Auto Union 1000 S, BMW Isetta, BMW Z3 Coupé, BMW-Alpina B9 3.5, Chevrolet Corvette C2, Datsun Z/ZX, De Tomaso Pantera Gr. 5, Ferrari 365 GTB/4 Daytona, Fiat 124 Abarth, Ford Fiesta, Heinkel Kabine, Lotus Esprit S1, Lotus Esprit V8, Maserati Khamsin, Matra-Simca Bagheera, Mercedes-Benz 190E 2.6, Messerschmitt KR200, MGB GT, Mini Cooper S, Peel Trident, Pierce-Arrow Silver Arrow, Porsche 930 Turbo, Range Rover, Renault 15, Rolls-Royce 25/30 HP sowie mit Auktionsrückblick und Veranstaltungskalender 2018, insgesamt 260 Seiten

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Jetzt online bestellen für CHF 12.90 unter jm.zwischengas.com

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1973 Lamborghini 400 GT Espada Series 2 Chassis # 8604 - Engine # 40766 This Espada, from the model year 1973, was completed on the 2nd of August 1972 and delivered by the official Teheran Lamborghini agent Mirzoyou. Based on information in the cars documents, the Espada was imported to Switzerland most probably already in 1974 and registered here in December of the same year. The car, wearing Aargau dealer plates, is prominently shown on page 81 in Rob de la Rive Box’s book „Lamborghini - dreams on four wheels“. From 1991 the Espada belonged to an entrepreneur from Lichtenstein before changing hands again in 2000. It then disappeared in a Swiss collectors’ storage for a number of years before being bought by the consignor. He carefully recommissioned the MatchingNumbers Lamborghini, a task which included overhaul of the distributors, carburettors, clutch cylinder and brake master cylinder as well as a thorough inspection of all other aspects of the car. The Espada still proudly displays its original leather interior and carpets as well as the original color-scheme. The 61’000 km indicated might very possibly be the true total mileage of this wonderful car. An incredibly elegant four-seat GT which surely must delight any afficionado of the raging bull from Sant’Agata Bolognese. Am 2. August 1972 fertiggestellt, wurde dieser Espada mit Modelljahr 1973 durch den damaligen Lamborghini Händler Mirzoyou in Teheran ausgeliefert. Gemäss den vorhandenen Fahrzeugpapieren wurde der Wagen vermutlich bereits 1974 in die Schweiz importiert, und im Dezember des Jahres erstmals zugelassen. Im 1986 erschienen Buch „Lamborghini - Träume auf vier Rädern“ von Robert de la Rive Box, erscheint der Espada auf Seite 81 mit Händlerschilder aus dem Kanton Aargau. Ab 1991 war er für rund zehn Jahre im Besitz eines Unternehmers aus dem Fürstentum Liechtenstein. 2000 wurde der Wagen an einen Schweizer Sammler veräussert um für einige Jahre in dessen Hallen zu verschwinden. Nach der Übernahme durch den Einlieferer, wurde der Matching-Numbers Grand

Tourismo mit herrlichem V12 Motor sorgfältig wieder in Betrieb genommen - Zündverteiler, Vergaser, Kupplungszylinder und Hauptbremszylinder wurden revidiert bzw. ersetzt, und das ganze Fahrzeug kontrolliert. Der Espada präsentiert sich immer noch in der originalen Farbkomposition, und das unrestaurierte Leder sowie die originalen Teppiche sprechen dafür, dass die abgelesenen 61‘000 km der Gesamtlaufleistung entsprechen. Ein wunderschöner und eleganter Reise-Sportwagen mit vier Sitzen, welcher jeden Liebhaber des wütenden Stiers aus Sant‘Agata Bolognese begeistern sollte.

Lot 136 578 cars (Series 2) V12 3‘927 cc 350 hp at 7‘500/min Estimate CHF 125‘000 - 145‘000

Photos Oldtimer Galerie

Achevé le 2 août 1972, cette Espada modèle 1973 a été livrée par l‘agent officiel Mirzoyou à Téhéran. Sur la base des informations contenues dans les documents de la voiture, l‘Espada a été importée en Suisse très probablement déjà en 1974 et enregistrée ici en décembre de la même année. Dans le livre „Lamborghini - Des rêves sur quatre roues“ de Robert de la Rive Box, publié en 1986, l‘Espada est bien visible à la page 81 portant des plaques de garage du canton d‘Argovie. À partir de 1991, l‘Espada appartenait à un entrepreneur du Lichtenstein pendant une dizaine d‘années. En 2000, la voiture a été vendue à un collectionneur suisse pour disparaître quelques années dans ses halles. Après l’acquisition par le vendeur, la Grand Tourismo avec le merveilleux moteur V12 et les numéros correspondant a été soigneusement remis en service, une opération qui comprenait la révision des distributeurs, des carburateurs, du cylindre d‘embrayage et du maître-cylindre de frein, ainsi qu‘une inspection minutieuse de tous les autres aspects de la voiture. L‘Espada se présente toujours dans la composition de couleur d‘origine, et les tapis ainsi que les cuirs non restaurés suggèrent que les 61‘000 km indiqués pourraient très bien être le véritable kilométrage total de cette merveilleuse voiture. Une GT à quatre places incroyablement élégante qui doit sûrement ravir tous les amoureux du taureau furieux de Sant‘Agata Bolognese.

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Lot 137 4 cars known (PAVESI) V12 5‘474 cc 485 hp at 7‘000/min Estimate CHF 450‘000 - 480‘000 Story www.conceptcarz.com Photos Oldtimer Galerie

2001 Ferrari 550 Barchetta by PAVESI Chassis # ZFFZR52B000124045 - Car # 067/448 The Ferrari 550 Barchetta Pininfarina was the second version of the 550 to be unveiled. This vehicle was in celebration of Pininfarina‘s 70th Anniversary. All Ferraris are limited edition pieces, some more so than others. With only 448 produced, the 550 Barchetta Pininfarina is a very special car indeed. It is a salute to the 70th anniversary of the house that has styled more Ferraris than any other, the 50th anniversary of the two company‘s first joint endeavor, and a celebration of the Scuderia Ferrari‘s 2000 and 2001 World Championships for Formula 1 Constructors. With a shape and a name that harkens to the sports racers and legendary sports spiders of the 1960s, and all the technology of a modern Ferrari GT car, the 550 Barchetta Pininfarina is perhaps the ultimate expression of a sun-lover‘s Italian automobile.

vable roof panel is an occasional solution for leisurely driving in inclement weather. A Barchetta Pininfarina‘s fortunate owner will revel in the glorious sound of the 485bhp Ferrari V12, the stupendous dynamic sensations provided by driving, and the sheer joy of communing wîth nature from the road or track.

The 550 Barchetta Pininfarina is the perfect interpretation of the classic, open-top front-engined V12 Ferrari sports car, complete wîth modern styling and technology. The 550 Barchetta Pininfarina has a traditional barchetta-style cut to the windscreen (around 4 inches lower than the 550 Maranello) wîth a bodycoloured finish to the lower section of the surround. Furthermore it reflects the past as a model aimed exclusively at open-air use, providing just a manual soft-top for emergency use. From every angle the 550 Barchetta is exciting, and with the tasteful addition of Carrozzeria Scaglietti equipment as standard, it elegantly stands out from the crowd. The most striking aspect of the Barchetta is its open top. Its structure having been specially modified to maintain strength and rigidity on par wîth the 550 Maranello, the Barchetta is designed for al fresco motoring; the remo82

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Functional and unadorned wîth a simple manual softtop, the barchetta-style solution has enabled Ferrari‘s engineers to offset the additional weight gained by reinforcing the chassis and fitting rear roll bars. Consequently the 550 Barchetta Pininfarina weighs no more than the 550 Maranello.


The 550 Barchetta, lauded as yet another masterpiece by Pininfarina, received the highest accolades when introduced save for the very awkward and difficult to use top. Carrozzeria PAVESI in Milano, factory authorized to design and perform modifications on hallowed Ferrari coachwork, came to the rescue however and, for the moderate sum of 45’000 Euros, a electro-hydraulic top mechanism could be installed, n.b. a modification which took a mere 4 months to complete. Without altering the appearance of the open coachwork too much, the cabriolet could now also be used in inclement weather. The Barchetta offered here, No. 067 is one of only four cars known to have received this extensive modification. With only one previous owner and 15’000 km recorded the car is in virtually new condition. The original document folder including the service booklet, owners manual, warranty card as well as the user instructions for the Hi-Fi system and the top mechanism are all present, together with the two factory supplied helmets in their original pouch and a photographic record of the cars delivery when new. In addition to all this, a sports exhaust system and a document from Ferrari Suisse confirming the originality of the car are also provided. Being the only example of a 550 Barchetta with PAVESI top in Switzerland, this well documented Ferrari, which received a replacement of the timing belt in 2016 and has completed its last MOT in February 2017, will make a truly spectacular addition to any serious Ferrari collection. Die 550 Barchetta wurde als ein Meisterwerk aus dem Hause Pininfarina gefeiert, nur das fummelige - und nicht wirklich brauchbare - Notverdeck erntete Kritik. Die Carrozzeria PAVESI in Mailand, ein bekannter und von Ferrari für Umbauten autorisierter Fachbetrieb, schuf Abhilfe: für 45‘000 Euro wurde, in vier Monaten Umbauzeit, ein elektrohydraulisches Verdeck in den vom Kunden angelieferten Ferrari eingebaut. Ohne die atemberaubende Optik in offenem Zustand wesentlich zu verändern, entstand so ein Cabriolet, welches auch bei schlechtem Wetter genutzt werden kann. Die hier angebotene Barchetta mit Nummer 067 ist eines von nur vier bekannten Fahrzeugen welche diesen aufwändigen Umbau erhalten haben. Aus erster Hand und mit erst 15‘000 gefahrenen Kilometern präsentiert sich dieser offene Ferrari in neuwertigem Zustand. Die originale Bordmappe, inklusive Serviceheft, Betriebsanleitung, Garantiekarten sowie Zusatzanleitungen für das Audiosystem und das elektrische Verdeck ist vorhanden. Ebenso werden die beiden Originalhelme mit den zugehörigen Transporttaschen und die originale Fotodokumentation der Auslieferung in Maranello mitgeliefert. Auch zum Fahrzeug gehören eine zusätzlich Sport-Auspuffanlage und die Originalitätserklärung von Ferrari Suisse. Als einziges in der Schweiz zugelassenes Exemplar, mit 2016 gewechseltem Zahnriemen und frischer MFK im Februar 2017, ist diese hervorragend dokumentierte 550 Barchetta mit PAVESI Verdeck die perfekte Ergänzung in einer gut sortierten Ferrari-Sammlung.

La 550 Barchetta a été célébrée comme un chef-d‘oeuvre par Pininfarina, uniquement la capote d’urgence - difficile et pas vraiment utile - a prêtée le flanc à la critique. La carrosserie PAVESI de Milan, un garage spécialisé et autorisé par Ferrari pour les modifications, a créé une solution: pour la somme de 45’000 euros, une capote électro-hydraulique a été installée dans la Ferrari fournie par le client, une modification qui n‘a pris que 4 mois à compléter. Sans modifier gravement l‘apparence de la carrosserie ouverte, le cabriolet résultent peut désormais être utilisé même en cas de mauvais temps. La Barchetta numéro 067 offerte ici, est l‘une des quatre voitures connues pour avoir reçu cette modification complexe. Avec seulement un propriétaire précédent et seulement 15‘000 kilomètres parcourus, cette Ferrari est dans un état pratiquement neuf. Le dossier de documents original comprenant le carnet d‘entretien, le mode d’emploi, la carte de garantie ainsi que les instructions supplémentaires pour le système audio et la capote électrique est present. Les deux casques d‘origine avec les sacs et l’album en cuir avec photo de la livraison à Maranello sont également fournis. En plus de tout cela, un système d‘échappement sport supplémentaire et le certificat d’origine de Ferrari Suisse accompagnent la voiture. Seul exemplaire d‘une 550 Barchetta avec le toit PAVESI homologué en Suisse, cette Ferrari bien documentée, avec un changement de courroie en 2016 et la dernière expertise passée en février 2017, constituera un ajout véritablement spectaculaire à toute collection Ferrari.

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Lot 138 approx. 280 cars twin turbocharged V6 3‘495 cc 549 hp at 7‘000/min Estimate CHF 420‘000 - 460‘000 Story www.autozine.org Photos Daniel Reinhard

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1993 Jaguar XJ 220 Chassis # SAJJEAEX8AX220818 - Car # 149 Many masterpieces in automotive history were created by passion. As the industry evolved, human passion was replaced by standardized procedures, committee meetings, accounting figures and market surveys. It is hard to imagine how XJ220 was created by some passionate people at non-office hours. The idea of creating a supercar for Jaguar was originated by its product development chief Jim Randle. It was a great idea in those days, unfortunately the financial conditions at Jaguar did not allow. Randle therefore gathered 12 voluntary engineers and stylists to work on the project during their spare time. As they usually held meetings on Saturday, they were dubbed the “Saturday Club”. 4 years later, the XJ220 prototype was shown in Birmingham motor show and stunned the world with its beautiful design as well as its spectacular specifications: 220 mph top speed, 500 horsepower, 6.2-liter 48-valve V12, 4-wheel-drive and mid-engine… Unsurprisingly, it received hot reactions from the crowd thus Ford, the new owner of Jaguar, eventually greenlighted it for production. Ford gave TWR the responsibility to reengineer as well as to produce the car. The target was a limited run of 350 cars, which would be profitable as each car was priced at a sky-high £403,000 - more than double of Ferrari F40 ! However, Tom Walkinshaw thought the brand-new V12 and 4WD system were too heavy, complex and costly to develop. There-fore they were replaced by a twin-turbo V6 driving the rear wheels. The 3.5-liter 24-valve V6 was based on the old Rover Metro 6R4 rally car. TWR had been developing it for the use in its new Group C race car XJR-10 and -11. With the addition of two Garrett T3 turbo-chargers, which boosted at most 1 bar, and two intercoolers, it exceeded the original target by 42 horsepower and 75 lb-ft of torque. The use of a V6 instead of V12 also allowed TWR to shor-

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ten the XJ220 considerably, al-though it still measured nearly 5 meters long and 2220 mm wide ! The XJ220 would be remembered as the largest ever supercar, in contrast to McLaren F1. However, at 1470 kg it was by no means heavyweight. Aluminum was extensively used in its chassis and body. All body panels were made of aluminum alloy. The chassis was a combination of aerospace-grade aluminum honeycomb sandwich (tub and floorpan), aluminum alloy (engine and suspension subframes, reinforcement beams, bulkheads and suspension arms) and composites (bottom tray and venturi tunnels). With flat bottom and venturi tunnels, XJ220 was one of the few supercars that generated real downforce at speed, i.e. 270 kg at 200 mph, though this raised drag coefficient to 0.36.

Unlike the race car-based XJR-15, Jaguar resisted to employ carbon-fiber tub on the XJ220. This allowed the XJ220 to have a roomier cabin and narrow sills like a proper road car. Unfortunately, the roomy cabin was not supplemented with build quality, which was poor for its price. To save money, the XJ220’s cabin employed cheap plastics and switch gears sourced from Ford’s parts bin. Outside, its taillights came from Ford Escort.


However, the XJ220 excelled on the road. With race car suspensions consisting of double-wisbhones and in-board springs / dampers operated by rocker arms, mid-engined balance and unassisted rack-and-pinion steering, Autocar magazine praised it as the finest handling supercar it had ever driven. In particular, it was impressed with the car’s good damping that maintained composure over difficult roads. This was never achieved by other supercars before. Nevertheless, the most memorable aspect of XJ220 was its speed instead. Autocar found it accelerate from 0-60 mph in 3.6 seconds and 0-100 mph in 7.9 seconds, both were the fastest ever times then. German magazine Auto Motor und Sport did not do so well, but its 0-100 mph figure was still better than its arch-rival Bugatti EB110GT. As for top speed, Jaguar set a new world record of 212.3 mph at Italy’s Nardo test track (and even 217.1 mph after removing the catalytic converters). That meant on a straight track it could have been very close to the original 220 mph target. Another memorable thing was its styling. Penned by Mark Lloyd and refined by Keith Helfet, the XJ220 combined the smoothness of E-type and a futuristic style not found in Jaguar before. It still looks very advanced even 2 decades later today. A timeless design undoubtedly. Commercially, the XJ220 was not a success. Although all cars were presold back in 1988, when it went on market in 1992 the world was hit by recession while many new competi-tors emerged. Many customers canceled their orders. Some even sued Jaguar for not re-taining the V12 engine of the prototype in order to get the deposits back. But the biggest blow came in 1993, when McLaren F1 stormed the world with unpreceding performance and engineering excellence. The Jaguar suddenly felt outdated. Although eventual production number was reduced to 281 units, there were still some cars unsold until at least 1996.

Nur rund 280 Fahrzeuge dieses Supersportwagens wurden gebaut. Fahrzeug Nummer 149 wurde 1991 vom Schweizer Erstbesitzer mit einer Anzahlung von GBP 50‘000.00 bestellt, der Endpreis bei Auslieferung 1993 war GBP 343‘459.60 - was zuzüglich Transport, Verzollung und Zulassung in der Schweiz rund 1 Million Franken ergab. Sämtliche Dokumente zu Bestellung, Preisindexierung, Auslieferung und Zulassung in der Schweiz sind vorhanden. Der Wagen hat zwei Vorbesitzer und wurde nur ca. 1‘100 km gefahren. 2011 wurden Zahnriemen und Spannrolle-, 2014 aus Altersgründen die Tankzelle ersetzt. Eines der wenigen Fahrzeuge mit Schweizer Strassenzulassung in sehr gutem Originalzustand mit letzter MFK im August 2013. Seulement environ 280 véhicules de cette „Supercar“ ont été construits. La voiture numéro 149 a été commandé en 1991 par son premier propriétaire suisse, payant le dépôt requis de GBP 50‘000.00. Le prix final à la livraison en 1993 était 343‘459.60 GBP - ce qui a résulté, avec les droits de douane suisses, le transport et l‘immatriculation routière payée, à un million de francs suisses! Tous les documents relatifs à la commande, le prix indexé, la livraison et l‘immatriculation routière accompagnent la voiture. Deux propriétaires ont parcouru que 1‘100 km avec la Jaguar depuis neuve. Une nouvelle courroie de distribution et son tendeur ont été installés en 2011, le réservoir à été remplacé en 2014 pour des raisons d‘âge. L‘une des très rares XJ220 avec immatriculation Suisse en très bon état d‘origine avec la dernière expertise passée en août 2013.

Only about 280 examples of this Supercar were ever built. Car number 149 had been ordered in 1991 by a Swiss gentleman, paying the required deposit of GBP 50’000.00. The final price after completion of the car in 1993 proved to be rather higher at GBP 343’459.60, resulting in, together with Swiss custom duties, transport and road registration paid, a cool one Million Swiss Francs! All documents concerning order, indexed price, delivery and road registration accompany the car. Two owners have covered a mere 1’100 km with the Jaguar since new. A new timing belt and tensioner were installed in 2011 and the ageing fuel cell was replaced in 2014. One of the very few XJ220 with Swiss road registration in very good, original condition. The last MOT was completed in August 2013. 85


Lot 139 approx. 12 cars (alloy) V12 2‘953 cc 220 hp at 7‘000/min Estimate upon request

1956 Ferrari 250 GT Boano Low Roof Alloy Chassis # 0565GT - Engine # 0565GT Early Ferrari road cars were built in very small numbers, usually to special customer order and there was no attempt at standardisation. A significant change occurred in 1954 when the Pinin Farina-designed Ferrari 250 Europa GT was launched at the Paris Show. It was Ferrari’s first true production model and the foundation for all of Ferrari’s future 250 models.

Story www.motor1.com Photos Oldtimer Galerie

The second series of cars, again designed by Pinin Farina, was unveiled at the Geneva Salon in March 1956. Pinin Farina only produced the first few prototypes. The work was given to another studio, Carrozzeria Boano, headed by former Stabilimenti Farina, Pinin Farina and Carrozzeria Ghia designer, Mario Felice Boano. Boano built 67 cars which had slight styling changes to the five cars that Pinin Farina had made, the most notable being a lower wing line. Boano joined Fiat in 1957 as head of design and Ezio Ellena, Boano’s son-in-law, took over production under the banner of Carrozzeria Ellena. Again there were minor cosmetic changes, in particular a higher roof which prompted the use of the terms “high roof” for the Ellena and “low roof” for the Boano. To add to the confusion, the first few Ellena-bodied cars were identical to the “low-roof” Boanos. 86

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The Ferrari 250 GT was certainly Mario Felice Boano’s most celebrated work as an inde-pendent coach builder and the alloy-bodied variant is the rarest and most desirable of the series. The Boano-bodied cars remain among the most elegant Ferraris with truly graceful proportions and they competed in some of the greatest classic races, like the Mille Miglia, with considerable success.

The 250 GT Boano are marvellous collector items representing a part of the early Ferrari history. They were built up on the same Tipo 508 frame, the same Tipo 128 B engine, same suspension and same brakes as the more known and highly desirable Tour de France which were produced by Ferrari in the same time.


This Boano 250 GT, one of only about 12 examples clothed in aluminium and therefore highly sought after, was delivered new to the USA in 1956 and initially registered in California in 1957. In 1997 the Ferrari was imported into Switzerland. After a further two ownership changes the car was acquired by the current owner in 1999. Since then the 250 GT has been mainly on display at the owners museum in Istanbul and was only occasionally used for events like the 2000 Mille Miglia retrospective or the Goodwood Revival in 2015. Also in 2015, the suspension and steering was partially overhauled and the complete brake system was overhauled. The engine (with matching numbers) was completely overhauled in 2016/2017 by the UK-Specialists DK engineering and still requires running in. Of course all receipts for recent work are available. The Ferrari has Turkish registration (incl. a FIVA ID) and if it is to remain in Switzerland, the Swiss customs duty must be paid. This charismatic Ferrari should provide a guaranteed entry to the finest classic events anywhere in the world. Dieser Ferrari ist eines von nur ca. 12 Fahrzeugen mit Vollaluminium Karosserie. 1956 in die USA ausgeliefert und 1957 in Kalifornien erstmals zugelassen, wurde dieser 250 GT Boano 1997 in die Schweiz importiert. Nach zwei Schweizer Besitzern wurde der Wagen 1999 vom Einlieferer übernommen. Seither war der wunderschöne Ferrari meist in dessen Museum in Istanbul ausgestellt, und wurde nur an besonderen Veranstaltungen wie der 2000er Mille Miglia oder dem Goodwood Revival im Jahr 2015 genutzt. Ebenfalls 2015 wurden Aufhängung und Lenkung teilrevidiert, die Komplette Bremsanlage wurde revidiert. Der 2016/2017 durch den englischen Ferrari Spezialisten DK Engineering komplett revidierte Matching-Number Motor befindet sich noch in der Einfahrphase. Sämtliche Belege für die kürzlich durchgeführten Arbeiten sind selbstverständlich vorhanden. Türkische Fahrzeugpapiere, FIVA-ID, in der Schweiz nicht verzollt. Ein zukünftiger Besitzer wird mit dem Fahrzeug weltweit an jeder historischen Veranstaltung ein gern gesehener Gast sein.

Cette 250GT Boano, l‘un des environ 12 exemplaires avec une carrosserie en aluminium et donc très recherché, a été livré aux Etats-Unis en 1956 et immatriculé en Californie en 1957. En 1997, la Ferrari a été importée en Suisse. Après deux changements de propriétaire, la voiture a été achetée par le propriétaire actuel en 1999. Depuis La 250 GT a été principalement exposé au musée du propriétaire à Istanbul depuis et elle a été occasionnellement utilisé pour des événements spéciaux comme la rétrospective Mille Miglia en 2000 ou le Goodwood Revival en 2015. Toujours en 2015, la suspension et la direction ont été partiellement révisées et le système de freinage a été révisé. Le moteur (avec les numéros correspondants) a été complètement révisé en 2016/2017 par le spécialiste anglaise DK Engineering et nécessite toujours de rodage. Bien sûr, tous les factures pour les travaux récents sont disponibles. La Ferrari a une immatriculation turque (y compris une carte d‘identité FIVA) et si elle reste en Suisse, les droit de douane suisse son à payer. Cette Ferrari charismatique devrait fournir une entrée garantie aux plus grands événements classiques partout dans le monde.

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Lot 140 6‘622 cars (1977-81) V6 2‘847 cc 155 hp at 5‘500/min Estimate CHF 65‘000 - 75‘000 Story www.wikipedia.org Photos www.zwischengas.com

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1981 Volvo 262 C Bertone Chassis # YV1 262 688 BD008 391 When the Volvo 262C was introduced at the Geneva Motor Show in 1977, many people regarded it as an anniversary model to celebrate Volvo‘s 50th anniversary in April of the same year. This was not the case, however. Special versions to celebrate this milestone in Volvo‘s development came later. The Volvo 262C was a 2-door coupé with four comfortable seats; this was possible as the car had the same wheelbase as the Volvo 264. In addition, it had a different roof line from the 4-door cars on which it was based. The windscreen sloped more sharply and the car had a very wide C-pillar. The first cars were painted silver and had a black vinyl roof. The interior was very exclusive and was upholstered in leather. The car was designed at Volvo in Sweden, but it was produced by Bertone in Italy.

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A team of American executives and engineers led by Henry Ford II had visited a Volvo factory in the mid1970s and had brought Lincoln Continental Mark IVs to drive. The car generated interest among both the Volvo staff and the people living in the area. Without the facilities to spare on a low volume project, Volvo arranged with Bertone to design and build the coupe. The drivetrain, suspension, floor pan, and many of the body panels of the 262C were taken directly from the Volvo 260 sedan, with Bertone building the roof pillars, roof pan, windshield surround, cowl, and the upper parts of the doors. The roof of the 262C is about 10 cm lower than that of the 260 sedan. The 262C used the PRV engine, a V6 engine developed jointly by Peugeot, Renault, and Volvo. The engine used a Lambda-sond oxygen sensor system; this was the first use of this system on a production V engine.


This car was delivered on June 18th 1981 to the musician David Robert Jones (David Bowie) and registered in his name on June 22nd 1981 with the license plate VD 122 922. In 1985 the 262 C was registered to the Bewlay Bros. S.A.R.L - the record label of David Bowie and Iggy Pop - and continued to be used by Bowie during his stays in Switzerland with the plates VD 267 584. In 1998 the car was finally taken over by the current owner. The original service booklet and a copy of the first vehicle registration are available. Fully equipped with automatic transmission, leather, aircondition, power windows and Volvo Hi-Fi System with Blaupunkt speakers. 53‘000 km, very good and well maintained original condition. Last MOT (with approved Veteran status) completed in April 2012. For admirers of the exceptionally talented David Bowie, this Volvo 262 C certainly offers a unique opportunity to own a small part of pop-history and the geniuses’ life. Standard equipment included power windows and mirrors, central locking, full leather interior, power mirrors, cruise control, air conditioning, heated front seats, alloy wheels and electrically powered radio antenna. The only optional extras were a limited-slip differential, a choice of stereos, and the no-cost option of a Borg-Warner three-speed automatic instead of the four-speed manual with electrically operated overdrive. By 1981, the manual option had been deleted in the US. Aimed mainly at the United States market, the 262C was Volvo‘s first entry in the luxury car market. About half of the annual production was earmarked for the United States. It competed against the Cadillac Eldorado and the Mercedes-Benz 280CE. 6622 cars were produced from 1978 to 1980.

In 1979 the 262C was given a deeper trunk lid, wrap around taillights, and thermostatic heater controls. Manual transmission cars got the shift linkage from the 242GT. In 1980 the engine bore was increased from 88.1 mm (3.468 in) to 91 mm (3.58 in), resulting in a displacement increase from 2‘664 cc (162.6 cu in) to 2‘847 cc (173.9 cu in). The engine was also reconfigured, with seven main bearing instead of four and an increase in compression ratio from 8.2:1 to 8.8:1. Also in 1980 the front air dam from the 242GT was added to the 262C. For North America, the 2.8-litre engine produces 130 hp. In 1981, the last year of production, the vinyl roof was deleted.

Dieses Fahrzeug wurde am 18. Juni 1981 an den Musiker David Robert Jones (David Bowie) ausgeliefert und am 22. Juni 1981 auf dessen Namen mit dem Kennzeichen VD 122 922 zugelassen. 1985 wurde der 262 C auf die Bewlay Bros S.A.R.L - das Plattenlabel von David Bowie und Iggy Pop - zugelassen und wurde mit dem Kennzeichen VD 267 584 weiterhin von Bowie während seiner Aufenthalte in der Schweiz benutzt. 1998 wurde der Wagen schliesslich vom aktuellen Besitzer übernommen. Das originale Serviceheft sowie eine Kopie des ersten Fahrzeugausweises sind vorhanden. Voll ausgestattet mit Automatikgetriebe, Leder, Klimaanlage, elektrischen Fensterhebern und Volvo Hi-Fi System mit Blaupunkt Lautsprechern. 53‘000 km, sehr guter und gepflegter Originalzustand. Letzte MFK als Veteranenfahrzeug im April 2012. Für Bewunderer des Ausnahmetalents David Bowie bietet dieser Volvo 262 C sicher eine einmalige Gelegenheit ein Stück dessen Lebensgeschichte zu besitzen. Cette voiture fut livrée le 18 juin 1981 au musicien David Robert Jones (David Bowie) et elle était régistrée le 22 juin 1981 en son nom avec les plaques d‘immatriculation VD 122 922. En 1985 la 262 C a été régistrée sur le Bros Bewlay S.A.R.L - le label de David Bowie et Iggy Pop - et elle était toujours utilisé par Bowie lors de ses séjours en Suisse avec les plaques VD 267 584. En 1998 la voiture a finalement été prise en charge par le propriétaire actuel. Le carnet de service original et une copie du premier permis de circulation sont disponibles. Entièrement équipé d‘une boîte automatique, cuir, climatisation, vitres électriques et système Hi-Fi Volvo avec haut-parleurs Blaupunkt. 53‘000 km, très bon état d‘origine, très soigné. Dernière expertise comme véhicule vétéran passée en avril 2012. Pour les admirateurs du talent exceptionnel David Bowie, cette Volvo 262 C offre certainement une occasion unique de posséder un morceau de l‘histoire de sa vie.

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Lot 141 521 cars V6 2‘451 cc 110 hp at 5‘000/min Estimate CHF 430‘000 - 470‘000 Story www.ritzsite.nl Photos Oldtimer Galerie

1956 Lancia B24S Convertibile by Pininfarina Chassis # B24S-1213 - Engine # MOT B24 N°*1332* When it became clear that the Aurelia B24 spider wasn‘t the export success that was hoped for Lancia stopped the production of this model at the end of 1955. Coachbuilder Pininfarina was set to work to create a redesigned version which was less extreme and more practical. This new version appeared in 1956 and was named Aurelia B24 converti-ble instead of spider (traditionally a small open two-seater with a removable cloth top named after a classic Italian style of carriage with the same features), as to indicate its more sensible nature. To stress its intentions the title „America“ was added to the model name. Underneath it was based on the Series 5 chassis of the Aurelia, which was less powerful but more comfortable than the Series 4 chassis of the spider. Though the convertible looked quite like the preceding spider its body was completely revised and hardly any panels could be exchanged between the two models. It was slightly larger than the spider at 423 x 155 x 130 cm (length x width x height). Most notable differences were the absence of the panoramic wrap-around windshield, the simple one-piece front bumper and the larger doors which were cut out deeper into the sill. The doors now had roll down windows, opening front quarter lights and regular door handles. These external changes influenced the look and appeal of the car. It appeared more se-date and conservative and probably more in tune with the general taste at the time. Still it remained an elegant sportscar with an unmistakable Italian style. The spider had been criticized a lot for its awkward driving position so this was corrected in the interior of the convertible. The flat bench-like seats of the spider were replaced by more comfortable separate seats

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(divided by a padded panel) and ultimately by bucket seats in the convertible. This made the convertible a more relaxed car to drive.

Another problem of the spider was its price. Due to the relatively old-fashioned manner of production the convertible was not much more affordable, though it was a bit cheaper than the spider. Instead of aiming at youthful American car buyers with a limited budget the convertible was redirected to please affluent customers looking for a quality car. Production of the convertible followed that of the GT which meant that in 1957 the con-vertible received the Series 6 modifications. In Series 5 form the 2,5-litre V6 Aurelia engine produced 110 hp @ 5000 rpm and pushed the 1215 kg heavy convertible to a maximum speed of 172 kph. The Series 6 version of this engine produced 112 hp @ 5000 rpm and was a bit more lively than the Series 5. The new gearbox and clutch, larger brakes and improved suspension of the Series 5 and 6 chassis added to the increased comfort and ease to drive of the convertible compared to the more performance oriented and temperamental spider.


In 1958 the manufacture of the convertible was stopped, together with that of the GT. Dur-ing this production run there were very little changes to the outside of the car. Most visible differences between the S5 (1956) and S6 (1957-1958) convertible were the modern, separate bucket seats of the S6 (see the top picture on this page) and the addition of over-riders on the bumpers. Another, much less visible, distinguishing feature was the fuel tank: in the last 220 convertibles it was placed in the trunk instead of behind the seats. In total 521 convertibles were made, 2 protoypes, 149 of the S5 and 370 of the S6 version. All were left hand drive.

The B24 Convertible, which followed the Spider in 1956, was designed primarily for the American market. It provided more comfort features such as proper door panels and a convertible top that really worked. The car we have on offer is one of the first cars out of at total of just 521 Convertibiles built. Despite being a 1956 example, it was not registered before 1958. The Lancia comes with a completely documented history and a highly desirable hardtop. Otherwise the Convertibile has been meticulously restored and rebuilt by Swiss specialists between 2005 and 2012, at a total cost of about CHF 280‘000.00. An exhaustive documentation with pictures and receipts accompany the car. Beautiful and rare car in excellent condition with the last MOT (including Swiss Veteran status) completed in July 2012.

Der B24 Convertibile, der 1956 auf den Spider folgte, war vor allem für den amerikanischen Markt entwickelt worden. Daher verfügt er über mehr Komfort wie innenverkleidete Türen und ein Verdeck, das auch funktioniert. Beim angebotenen Fahrzeug mit Baujahr 1956 handelt es sich also um eines der ersten von nur 521 jemals gebauten Convertibile. Die erste Inverkehrsetzung in der Schweiz erfolgte 1958. Dieser Lancia besitzt eine lückenlos dokumentierte Fahrzeuggeschichte sowie ein originales Hardtop. Zwischen 2005 und 2012 wurde diese Aurelia durch Schweizer Fachbetriebe für rund CHF 280‘000.00 komplett restauriert und revidiert. Eine Fotodokumentation und Belege sind vorhanden. Wunderschönes und seltenes Fahrzeug in hervorragendem Zustand mit der letzten MFK als Veteranenfahrzeug im Juli 2012. Le cabriolet B24, qui a suivi le Spider en 1956, a été conçu principalement pour le marché américain. Par conséquent il a fourni plus de fonctionnalités de confort telles que les panneaux de porte et une capote qui vraiment fonctionne. La voiture que nous proposons est l‘une des premières voitures sur un total de seulement 521 Convertibiles construites. En dépit d‘être un exemple de 1956, il n‘a pas été immatriculé avant 1958. La Lancia vient avec une histoire complètement documentée et un hardtop hautement désirable. Entre 2005 et 2012, cette Aurelia a été entièrement restaurée et révisée par des spécialistes suisse pour un coût total d‘environ CHF 280‘000.00. Une documentation exhaustive avec des photos et des factures accompagne la voiture. Belle et rare voiture en excellent état avec la dernière expertise en tant que véhicule vétéran en Juillet 2012.

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Lot 142 165 cars (Series III) in-line 6 cylinder 3‘670 cc 240 hp at 5‘500/min Estimate CHF 450‘000 - 550‘000 Story www.astonmartins.com Photos Oldtimer Galerie

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1961 Aston Martin DB4 Series III Chassis # DB4/638/L - Engine # 370/661 The DB4 was unveiled at the 1958 Paris Motor Show although many books quote the slightly later London show which was actually the UK debut. It was a totally new car which was quite an achievement for a highly regarded but small British manufacturer. With a completely new platform chassis, disc brakes all round and a completely new 3.7 litre straight six cylinder engine, it was topped by an wonderful fastback body styled by Touring of Milan. A masterpiece of British engineering skill with Italian styling flair. The brand new platform chassis was engineered under the watchful eye of Harold Beech. Topping this, the body frame is made up of a cage of small diameter tubes which is covered by hand made aluminium body panels. This method of construction is known as ‘Superleggera’ and was used under license by AML from Touring. The DB4 was powered by an aluminium straight six cylinder 3670 cc engine; the work of Aston Martin’s Polish designer, Tadek Marek. When fitted with the standard twin SU HD8 carburettors, the engine was said to produce 240 bhp at 5,500 rpm, sufficient for a dash to 60 mph in 9 seconds and a maximum speed of 140 mph. Nowadays, the declared power outputs from the 1960’s are considered a little inflated and it was probably closer to 200 of todays variety. This was mated to a 4 speed manual gearbox made by the gearbox divi-sion of the David Brown Corporation. These early and desirable Series 1 DB4’s are characterised by simple bumpers usually without over-riders and the rear hinged, front opening bonnet. Only the series 1 DB4 have this feature as the risk with a front opening bonnet is that if the catch was to fail, the bonnet could fly up at speed and obscure the drivers view of the road. The first 50 cars also had no window frames around the door glass. This caused whistling at speed and so frames were added on later cars to combat this. Unfortunately for a GT

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designed for high speed continental cruising, early cars suffered from overheat-ing, a problem not fully sorted until much later in the production run. This problem was eventually cured in much later examples with the fitting of an oil cooler and a much enlarged sump. The Series 1 DB4 was in production from October 1958 to January 1960 with a total of just 149 cars completed. Of these 149 cars, 73 were built with left hand drive for export. The improved Series 2 became available from January 1960. Despite the early problems associated with introducing such a revolutionary new car, around 100 examples are thought to still exist with maybe a few more awaiting to be discovered having been locked away in barns and garages for many years.

The Series 2 DB4 followed on from the Series 1 in January 1960. It has to be said that the Series 2 gained many significant improvements from the early car clearly based on the ‚patchy‘ experience of the early customers who in effect had thoroughly tested the DB4. Whilst there were many minor modifications on the series 2, many of these were under the skin. Maybe the only easy way so separate a Series 1 from a Series 2 is the adoption of opening rear quarter lights made with


flat glass rather than curved. Also if a DB4 Series 2 is displayed with the bonnet up, it is clear that it is hinges from the front, a feature that was used right through to the end of production of derivatives of the Virage in 2000. The risk of a front opening bonnet is that if the catch was to fail, the bonnet could fly up at speed and obscure the drivers view of the road. The series 2 car also was fitted with uprated front brake callipers. In order to aid vital engine cooling the sump was enlarged from 14 to 17 pints and the oil pump was also uprated. The much needed oil cooler was only an optional extra and was only fitted to a small number of cars at the time, although many have had them retrofitted more recently. Other options offered was overdrive and electric windows. Both Series 1 and 2 cars were fitted with the same rear Lucas light clusters as the DB Mark 3. These originated from the Humber Hawk but were also used on the Alvis TD21 and some special bodied Rolls Royce and Bentley motor cars. For some reason, this design are sometimes known as cathedral rear lights. From April 1961 yet more significant changes were made to the DB4 and as such, cars are called ‚series 3‘. These cars are quite difficult to distinguish from the front view from the earlier cars as they continue to feature the same ‚egg box‘ grille and tall bonnet air intake. Most of the updates from the previous series are hidden from view, such as five windscreen demister vents instead of three, twin bonnet stays and an electric tachometer. The principle external change is to the rear light clusters which are the only really noticeable change in appearance from the earlier cars. Instead of the cathedral rear lights, a polished plate houses the separate indicator, rear/brake light and a red reflector lenses each on heavy polished chrome bases.

Mit nur gerade 165 gebauten Fahrzeugen, zählen die 1961 gebauten DB4 der Serie III zu den gesuchtesten Modellen der Baureihe. Die Erstzulassung dieses äusserst seltenen Aston Martin mit Linkslenkung erfolgte 1967. Vor einigen Jahren wurde das Fahrzeug restauriert, gemäss der originalen Herstellerplakette sind Motor- und Chassisnummer noch immer mit der Auslieferung übereinstimmend (Matching-Numbers). Seit der Übernahme durch den Verkäufer im Jahr 1997, stand dieser DB4 mehrheitlich in dessen Museum in Istanbul. Passend zu den dort vorherrschenden Temperaturen, ist eine optionale Klimaanlage verbaut. In gutem Zustand, mit neu revidiertem Hauptbremszylinder und Bremsservo, sowie neuen Avon Turbosteel Reifen welche nach den Fotoaufnahmen montiert wurden. Türkische Fahrzeugpapiere, in der Schweiz nicht verzollt. Auch wenn es sich um den Vorgänger des legendären 007 Aston Martin DB5 handelt, steht der edle und begehrenswerte Brite, ohne Q’s Sonderausrüstung, für Ausflüge mit James Bond Feeling bereit. Avec seulement 165 exemplaires construits, les voitures DB 4 Series III, construites en 1961, sont parmi les exemples les plus recherchés de cette série Aston Martin. Cet exemple rare en conduite à gauche a été enregistré pour la première fois en 1967. La voiture a reçu une restauration complète il y a quelques années et selon la plaque du constructeur elle porte toujours son moteur d‘origine (numéros correspondants). Depuis l’acquisition de la voiture en 1997, le propriétaire l‘a exposé dans son musée à Istanbul la plupart du temps. Adapté à un climat chaud proche de l‘est, un système de climatisation optionnel est installé. Le maître-cylindre de frein ainsi que le servofrein ont été récemment révisés et un jeu neuf de pneus Avon Turbosteel a été monté après prendre les photos. La DB4 est enregistrée en Turquie, si elle reste en Suisse, les droits de douane suisses son à payer. La voiture est en bon état et, même si elle est le prédécesseur de l‘immortelle DB5, elle devrait offrir une bonne dose de sentiment de James Bond à son nouveau propriétaire - même sans l‘équipement spécial de Q installé.

With a mere 165 examples built, the DB 4 Series III cars, built in 1962, are among the most sought after examples of this enigmatic Series of Aston Martins. This exeedingly rare Left Hand Drive example was first registered in 1967. The car received a thorough restoration a few years ago and it still carries its original engine (matching numbers). Since taking delivery of the car in 1997, the owner had it on display in his museum in Istanbul for most of the time. Suitable for a hot near-eastern climate, the Aston is equipped with an air conditioning system. The DB4 is Turkish registered, if it should remain in Switzerland, Swiss customs duty must be paid. The brake master cylinder as well as the brake servo has been recently overhauled and a new set of Avon Turbosteel tires was fitted afther taking the pictures. The car is in good condition and, as a predecessor to the immortal DB5, should provide its new owner with a healthy dose of James Bond feeling, even without Q’s special equipment installed. Bond, by the way, did not have air condition! 93


Lot 143 1‘858 cars in-line 6 cylinder 2‘996 cc 215 hp at 5‘800/min Estimate CHF 1‘100‘000 - 1‘200‘000 at no reserve Story www.conceptcarz.org Photos Oldtimer Galerie

1958 Mercedes 300 SL Roadster Chassis # 198.042.7500625 - Engine # 198.980.7500627 With a top speed of 130-155 mph, depending on the axle ratio, the 300SL was one of the fastest vehicles of the 1950‘s. Its performance, design, reputation, and futuristic Gullwing door‘s were all responsible for the success of the vehicle. The ‚SL‘ represented ‚Sport Leicht‘ or ‚Sport Light‘. An American Max Hoffman is partly responsible for the mass-production of the 300SL. He had urged Mercedes-Benz to create the vehicle for the American market. In 1954, the vehicle was officially presented to the world at the New York Auto Show. This was not its first appearance. It had been raced in several international events that included Mexico‘s Carrera Panamerican road race, Berne, Nurburgring, and the Mille Miglia. Prototypes had been entered in the 1952 24-hours of Le Mans where they were victorious. These successes on the race track, including endurance runs, guaranteed a reliable, fast, performance machine. In 1955, the famous Stirling Moss drove a 300 SLR to victory in the 1955 Mille Miglia where he averaged a speed of 157.6 km/h for 1,600 km. (97.9 mph for 994 miles). A 300 SLR was leading the 24 hours of Le Mans when it was withdrawn from the race. A horrible accident had occurred where a car had killed 82 spectators during the race. The 300 SL was powered by a fuel-injected, overheadcam, six-cylinder engine and produced around 215 horsepower at 6200 RPM. It was the first vehicle to ever use fuel-injection with a gasoline powered engine. The large drum brakes, independent suspension, and four-speed manual transmission helped give this vehicle super-car status. The silver color was by far the most popular. Other color options available were dark blue and black. Leather interior was optional with cloth upholstery being standard equipment.

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The Gullwing or butterfly-wing doors were well received by owners and spectators. They added a distinctive quality that could not be found in any other vehicle at the time. The Mercedes 300SL was first a race car. It was built using a tubular space-frame chassis and conceived by DBAG‘s chief developing engineer Rudolf Uhlenhaut. In an effort to keep the vehicle as light as possible and to retain the necessary strength, Gullwing doors were used. The doors were not without their problems though. Getting into and out of the vehicle was rather difficult. Due to the doors, the vehicle was proned to leaking and difficult to repair. As a result, after 1,400 examples had been produced, the Gullwing doors were replaced by the 1957 roadster. The roadster with its conventional doors, updated suspension, and convertible roof proved to be more popular than the previous design. More than 1,800 roadsters were sold. Throughout the seven year production of the 300SL, the car endured major changes both mechanically and aesthetically. Throughout it all, it retained its race-breed heritage and super car status.


This 300 SL was delivered new on May 23rd 1958 to Koblenz. After that, the history of the car is unknown until it was completely and extensively restored by the Mercedes specialist Andreas Christophidis of Aichtal in 1992 on behalf of a Swedish owner. The interior was retrimmed using original equipment manufacturer quality “Roser” leather. A photographic documentation of the restoration is available. In 1994, the vehicle was acquired by a collector in Lüneburg, who in 2003 sold it to an enthusiast near Stuttgart. The new owner enjoyed the car extensively and continued to have it maintained by Christophidis. In 2016, the 300SL was acquired by a Swiss collector and registered in Switzerland. An original luggage set, a Mercedes-Benz Classic certificate and numerous other documents accompany the car. A late fifties icon and dream car in very good condition with the last MOT (with approved Swiss Veteran status of course) completed in March 2016.

Cette 300 SL a été livrée neuve le 23 mai 1958 à Coblence. Après cela, l‘histoire de la voiture est inconnue jusqu‘à ce qu‘elle ait été restaurée entièrement et dispendieux par le spécialiste de Mercedes Andreas Christophidis d‘Aichtal en 1992 pour le compte d‘un propriétaire suédois. L‘intérieur a été renouvelé en utilisant le cuir Roser de qualité d‘équipementier d‘origine. Une documentation photographique de la restauration est disponible. En 1994, le véhicule a été acquis par un collectionneur à Lüneburg, qui l‘a vendu en 2003 à un passionné près de Stuttgart. Le nouveau propriétaire a utilisé le Roadster régulièrement et avec beaucoup de plaisir, et a continué à la faire entretenir la voiture par Christophidis. En 2016, la 300SL a été acquise par un collectionneur suisse et enregistrée en Suisse. Un ensemble de valises original, un certificat Mercedes-Benz Classic et de nombreux documents accompagnent le véhicule. Une icône de la fin des années 50 et une voiture de rêve en très bon état et avec la dernière expertise (avec statut de véhicule vétéran suisse bien sûr) passée en mars 2016.

Dieser 300 SL wurde am 23. Mai 1958 nach Koblenz ausgeliefert. Danach verliert sich die Geschichte, bis der Wagen 1992 im Auftrag eines schwedischen Kunden durch den Mercedes Spezialisten Andreas Christophidis in Aichtal komplett und aufwändig restauriert wurde. Das Interieur wurde durch Roser-Leder in Erstausstattungsqualität erneuert. Eine Fotodokumentation dieser Restaurierung ist vorhanden. 1994 wurde das Fahrzeug von einem Sammler in Lüneburg erworben, welcher es 2003 an einen Liebhaber in der Nähe von Stuttgart veräusserte. Dieser nutzte den Roadster regelmässig und gerne, die Wartung wurde wieder durch Christophidis erledigt. 2016 wurde der Wagen von einem Schweizer Sammler erworben und in der Schweiz zugelassen. Ein originaler Koffersatz, ein Mercedes-Benz Classic Zertifikat und viele Belege werden mit dem Fahrzeug abgegeben. Ein Traumwagen der späten fünfziger Jahre in sehr gutem und gepflegten Zustand mit der letzten MFK als Veteranenfahrzeug im März 2016. 95


TERMS AND CONDITIONS OF AUCTION Any participation in our auction is the recognition and unconditional acceptance of the present Terms & Conditions. 1. BIDS · Placing a bid corresponds to a binding offer. · Bidders remain tied to their bid until the same is either outbidden or rejected by the auction’s management. · The auction’s management is entitled to reject bids of unknown parties. · Individuals who are not present may communicate their bids in writing to the auction’s management. Suchlike bids are regarded highest bids without any premiums, VAT, and/or tariffs. Any changes to bids submitted in writing must be in writing, too, and have to be submitted no later than the night before the auction. Bidding by telephone is also possible. If you request to place your bids in writing or by telephone, please make use of the respective form provided on the auction catalog’s last page!

· Vehicles ready for delivery at the time of the auction/allocation have to be picked up at the auction site until Thursday, January 4th, 2018. · Items / vehicles not picked up in due time will be taken to the Toffen Classic Car Gallery on the purchaser’s account. This will incur costs amounting to CHF 350,00 per item for transportation, plus storage fees of CHF 15,00 plus VAT per day and item (starting from January 6th, 2018). · Vehicles offered with Motor Vehicle Control (MOT to be completed after the auction, have to be picked up at the Oldtimer Galerie International GmbH, Guerbestrasse 1, CH-3125 Toffen, when the MOT is passed. The buyer will be informed when the MOT has been passed to discuss the picking up.

7. LEGAL MATTERS / LIABILITY · OG reserves the right to apply changes and notes to the item’s 2. AUCTION ITEMS catalog description before and/or during the exhibition or up to the · Items are offered and sold on behalf and account of the time of allocation. Any notice of defects will have to be brought consignor or of the company‘s own stock! forth before the item’s allocation. · Neither Oldtimer Galerie International GmbH (OG) nor the · OG acts on its own or on the sellers’ account. According to sellers assume any liabilities regarding age, origin, state, and Sub-paragraph 2, any liability for defects shall be excluded. quality of the items offered and sold within the scope of the Agents and/or employees of OG are generally not entitled to auction. Items are sold in their state as of the time of their grant any guarantees whatsoever. acceptance. Unless explicitly agreed otherwise, mileages are · The auction’s management shall be entitled to offer lots deviating from regarded to be free from any guarantee. the numerical order and/or to unite, separate, or cancel catalog numbers. · All items are to be inspected within the scope of the exhibition · Any participation in auctions shall be at the participant’s own risk. For preceding the auction. It provides the opportunity of gaining damage to exhibited items, the respective cause shall be liable. information and insight on their respective state and value. · Any removal of auctioned items is associated to individual expenses · Item descriptions are based on our most recent state of information and risk, even if it is performed by third parties. and the best of our knowledge and belief. · Invoices for auctioned items are to be paid as set forth under Sub OG assumes no liabilities whatsoever for any obvious and/or paragraph 5 hereof. If the purchaser fails to do so, the auctioneer shall be latent defects. entitled to demand the sales contract’s fulfillment by charging 1% default · All vehicles that are offered as from Motor Vehicle Control Office interest per month on the hammer price, plus a premium and the costs for (MFK) and are not yet inspected at the time of acceptance will collection. be checked after the auction on account of the seller. However, the auctioneer shall also be entitled to withdraw from the sales For suchlike vehicles, OG ensures «free parking» until MFK has been contract by canceling allocation and hammer price, and to subsequently performed. sell the item independently. In suchlike cases, the successful bidder shall be liable for any and all damage and loss arising from late or non-payment, 3. ACCEPTANCE / OWNERSHIP in particular for possibly reduced proceeds. Any advance payment made · Items are allocated to the best bidder. Items will not be supplied to shall be credited to respective damage and loss. the purchaser before their full payment. · The auction as well as any and all disputes arising therefrom or in · The acceptance of a bid can be subject of a conditional sale. I.e., OG relation thereto shall be subject to Swiss law and the judgment of will consult the respective seller and inform the bidder within 10 days. Bernese jurisdiction. The aforesaid shall apply under the provision of Until then, the bid remains binding for the bidder! forwarding respective cases to the Swiss Federal Court in Lausanne · In the event of any differences between two or more bidders, the same and independent of the legal domicile of the parties involved. object may be re-offered. · With respect to the judgment of disputes, the German language version · Complaints submited after acceptance of a bid will be rejected. of the present Terms & Conditions of Sale or Auction Terms and Conditions shall prevail. 4. HAMMER PRICE / COSTS Bern in Switzerland shall be place of jurisdiction. · All auctioned items are subject to payment of a 12% premium, added to the hammer price. 8. GENERAL · The Terms and Conditions for Auction and Sale shall be disclosed to 5. PAYMENT OF AUCTION ITEMS all interested parties and shall be posted in the auction hall during · Any payment of purchased items has to be done within five days as exhibition and auction. from auction day, in Swiss francs or by banker’s draft. · Bidding for and purchasing items requires registration (name, All purchasers will be requested to pick up their auction address, signature). invoices and documents at the auction’s office before The auction catalog including the registration serves as bidding leaving the auction rooms. authorization. · It shall be within the purchaser’s responsibility to effect insurance 6. DELIVERY / PICK-UP OF AUCTION ITEMS coverage in due time in order to protect itself against risks such as · Purchased items will be delivered after the auction’s end and full loss, theft, damage, and/or destruction of items. payment. Toffen/Gstaad December 29th 2017 96

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AUKTIONSBEDINGUNGEN Die Teilnahme an der Auktion erfolgt mit der Anerkennung und vorbehaltsloser Annahme vorliegender Auktionsbedingungen. 1. GEBOTE · Die Abgabe eines Gebotes bedeutet eine verbindliche Offerte. · Der Bieter bleibt an sein Gebot gebunden, bis dieses entweder überbo ten oder von der Auktionsleitung abgelehnt wird. · Gebote Unbekannter können von der Auktionsleitung zurückgewiesen werden. · Nicht anwesende Personen können der Auktionsleitung Steigerungsge bote schriftlich mitteilen. Diese Gebote gelten als maximale Gebote ohne Aufgeld, MwSt und Zoll. Aenderungen eines schriftlichen Gebotes bedürfen der Schriftform; sie müssen spätestens am Vorabend des Auktionstages vorliegen. 2. VERSTEIGERUNGSOBJEKTE · Die Objekte werden im Namen und auf Rechnung der Ein lieferer oder aus Eigenbestand angeboten und verkauft! · Sowohl die Oldtimer Galerie International GmbH (OG) als auch die Verkäuferschaft lehnen jede Gewährleistung für Alter, Herkunft, Zustand und Qualität der zur Versteigerung gelangenden Objekte ab. Die Objekte werden in dem Zustand verkauft, in welchem sie sich zum Zeitpunkt des Zuschlages befinden. Tacho-Stände gelten, soweit nicht ausdrücklich anders vereinbart, als nicht garantiert. · Sämtliche Objekte sind an der vorausgehenden Ausstellung zu besich tigen. Es besteht die Möglichkeit, sich über deren Zustand und Wert ins Bild zu setzen und zu informieren. · Die Beschreibung der Objekte erfolgt auf Grund des letzten aktuellen Kenntnisstandes nach bestem Wissen und Gewissen. Die OG haftet nicht für offene oder verdeckte Mängel. · Sämtliche Fahrzeuge, welche ab Motorfahrzeugkontrolle (MFK) angeboten werden und die zum Zeitpunkt des Zuschlages noch ungeprüft sind, werden nach der Auktion zu Lasten der Einlieferer geprüft. Für diese Fahrzeuge gewährt die OG, bis zum Termin der durchgeführten MFK, eine «Gratis-Garagierung». 3. ZUSCHLAG / EIGENTUM · Das Objekt wird dem Meistbietenden zugeschlagen. Das Objekt wird erst nach vollständiger Bezahlung an den Käufer ausgeliefert. · Der Zuschlag kann unter Vorbehalt erfolgen: d.h. die OG kann Rück sprache mit dem Einlieferer nehmen und den Bieter bis spätestens innerhalb von10 Tagen über sein Gebot informieren. Bis zu diesem Zeitpunkt bleibt das Angebot für den Bieter bindend! · Bei Differenzen zwischen zwei oder mehreren Bietern kann das Objekt noch einmal ausgeboten werden. · Ist der Zuschlag erfolgt, werden keine Beanstandungen mehr zugelassen. 4. ZUSCHLAGPREIS / KOSTEN · Auf jedes ersteigerte Objekt ist ein Aufgeld von 12 % auf den Zu schlagspreis zu entrichten. 5. BEZAHLUNG DER STEIGERUNGSOBJEKTE · Die Bezahlung der ersteigerten, geprüften oder ungeprüften Fahrzeuge muss innert 5 Tagen, in Schweizer Franken oder mit Bankcheck, ab Auktionstag gerechnet, erfolgt sein. Jeder Käufer wird vor dem Verlassen des Auktionssaales gebeten, im Auktionsbüro die entsprechenden Formalitäten in Empfang zu nehmen. 6. AUSLIEFERUNG / ABHOLUNG DER STEIGERUNGSOBJEKTE · Die Auslieferung der ersteigerten Objekte erfolgt erst nach der Auktion und nach vollständiger Bezahlung.

· Die zum Zeitpunkt der Auktion, resp. des Zuschlages, auslieferungsbereiten Fahrzeuge sind bis Donnerstag 4. Januar 2018 am Auktionsort abzuholen. · Nicht fristgerecht abgeholte Objekte / Fahrzeuge werden zu Lasten des Käufers in die Oldtimer Galerie nach Toffen transportiert. Hierbei fallen Kosten in Höhe von CHF 350.00 pro Objekt für den Transport, zuzüglich einer Lagergebühr von CHF 15.00 plus MwSt Tag und Objekt an (ab 6. Januar 2018). · Fahrzeuge welche nach der Auktion zu Lasten des Einlieferers geprüft werden, sind nach erfolgter Motorfahrzeugkontrolle in der Oldtimer Galerie International GmbH, Gürbestrasse 1, CH-3125 Toffen, abzuholen. Der Käufer wird nach erfolgter Motorfahrzeugkontrolle kontaktiert um die Abholung abzusprechen. 7. RECHTSFRAGEN / HAFTUNG · Die OG behält sich das Recht vor, Aenderungen und Hinweise bezüg lich der Katalog-Beschreibung der Objekte, vor und während der Aus stellung oder bis zum Zuschlag hin, anzubringen. Sobald der Zuschlag erfolgt ist, können keine Mängelrügen mehr zugelassen werden. · Die OG, als Verkaufskommissionärin gemäss Artikel 425 ff OR, handelt für Rechnung des Einlieferers. Jede Haftung für Mängel ist nach Massgabe von Ziff.2 wegbedungen. Allfällige Mängelrügen, Wandelungs- oder Minderungs ansprüche sind direkt an den Einlieferer als Verkäuferschaft zu richten. Kein Vertreter bzw. Angestellter der OG ist legitimiert, davon abweichende Garantien abzugeben. · Die Auktionsleitung kann ohne Begründung ausserhalb der numeri schen Reihenfolge Lots anbieten sowie Katalognummern vereinigen, trennen oder zurückziehen. · Jede Teilnahme an der Auktion erfolgt auf eigenes Risiko. Bei Beschädigung ausgestellter Objekte ist der Verursacher haftbar. · Jede Wegschaffung der ersteigerten Objekte, auch durch Dritte, ist mit eigenen Kosten und Risiken verbunden. · Die Rechnung der ersteigerten Objekte ist gemäss Ziffer 5 zu bezah len. Wird dies versäumt, kann der Versteigerer wahlweise die Erfüllung des Kaufvertrages unter Verrechnung eines Verzugszinses von 1% monatlich auf den Zuschlagspreis plus Aufgeld und der Kosten für das Inkasso verlangen. Er kann aber auch ohne Fristansetzung oder sonstige Mitteilung unter Annullierung des Zuschlages vom Kaufvertrag zurücktreten und das Objekt freihändig veräussern. Der Ersteigerer haftet in diesem Fall für alle aus der Nichtzahlung oder Zahlungsver spätung entstehenden Schäden, insbesondere für einen Mindererlös. Eine eventuell geleistete Anzahlung wird auf den Schaden angerechnet. · Die Versteigerung und sämtliche daraus resultierenden Streitigkeiten unterliegen dem Schweizer Recht und der Beurteilung durch die Berni sche Gerichtsbarkeit, unter Vorbehalt des Weiterzuges an das Schwei zerische Bundesgericht in Lausanne. Dies gilt ungeachtet des Rechts domizils der beteiligten Parteien. · Für die Beurteilung von Streitigkeiten ist die deutsche Fassung vorlie gender Verkaufsbedingungen, resp. Auktionsbedingungen massgebend. Der Gerichtsstand ist Bern. 8. ALLGEMEINES · Die Versteigerungs- und Verkaufsbedingungen werden jeder interes sierten Person bekannt gemacht und sind während der Ausstellung und Auktion im Auktionssaal angeschlagen. · Zum Mitbieten und Ersteigern eines Objektes sind Formalitäten, Name und Adresse des Käufers erforderlich. Das Registrieren berechtigt zum Bieten. · Es ist Sache des Käufers, sich gegen Risiken von Verlust, Diebstahl, Beschädigung und Zerstörung der betreffenden Objekte durch Ab schluss einer Versicherung rechtzeitig zu schützen. Toffen/Gstaad, 29. Dezember 2017 97


CONDITIONS DES VENTES AUX ENCHÈRES La participation à la vente aux enchères implique l’acceptation inconditionnelle des présentes conditions de vente. 1. LES OFFRES · L’enchérisseur est lié par l’offre qu’il formule. Il le demeure, jusque ce que son offre soit dépassée par celle d’un autre enchérisseur ou refusée par le responsable de la vente. · Les offres émanant de personnes inconnues peuvent être refusées par le responsable de la vente. · Les personnes qui ne peuvent être présentes lors de la vente peuvent communiquer par écrit à la direction de la vente aux enchères des ordres d’achat. Les prix mentionnés dans ces ordres constituent le prix maximum d’adjudication, sans frais, TVA et frais de douane. La modification d’un ordre d’achat écrit doit revêtir la forme écrite et être déposée au plus tard la veille au soir du jour des enchères.

· Les véhicules prêts à être remis lors des enchères, respec tivement lors de l´adjudication, doivent être enlevés sur le lieu des enchères jusqu´au jeudi 4 janvier 2018. · Tout objet/véhicule qui n´est pas enlevé selon les délais, sera transporté jusqu´à la Oldtimer Galerie de Toffen aux coûts de l´acheteur. Les coûts de transport s´élèvent à CHF 350.00 par objet, plus une taxe d´entrepôt de CHF 15.00, TVA exclue (calculée à partir du 6 janvier 2018). · Les véhicules mis en vente avec l´expertise du véhicule par le Service des automobiles faite après la vente, doivent être enlevés chez l‘Oldtimer Galerie International GmbH, Gürbestrasse 1, CH-3125 Toffen, quant l‘expertise a été effectuée. L‘acheteur sera informé dès que l‘expertise est faite pour discuter l‘enlèvement.

7. QUESTIONS DE DROIT / RESPONSABILITÉ · La OG se réserve le droit d’apporter des modifications et des indica2. LES OBJETS DE LA VENTE tions complémentaires concernant la description de l’objet qui figure · Tous les objets sont offerts et vendus aux risques et dans le catalogue, cela avant et pendant l’exposition précédant les périls du fournisseur ou du stock! enchères ou jusqu’à l’adjudication. Plus aucun avis des défauts ne · Oldtimer Galerie International GmbH (ci-après OG) et les proprié pourra être accepté une fois l’adjudication intervenue. taires des objets soumis aux enchères déclinent toute garantie con· OG agit en qualité de commissionaire chargée de la vente conformément cernant l’âge, la provenance, l’état et la qualité des véhicules et objets aux articles 425 ss CO pour le compte du vendeur. Elle décline toute re offerts en vente. Ceux-ci sont vendus dans l’état où ils se trouvent au sponsabilité pour les défauts conformément au chiffre 2 ci-dessus. moment de l’adjudication. Les indications fournies par les tachy D’éventuels avis des défauts et prétentions en résiliation ou en diminution mètres ne sont pas garanties, sauf convention contraire exprèsse. du prix doivent être adressées directement au vendeur. Aucun représen· Au cours de l’exposition précédant la vente, les visiteurs auront la possibilité tant ou employé de la OG n’est autorisé à délivrer une garantie en d’examiner tous les objets mis en vente ainsi que de se renseigner sur leur dérogation à ce qui précède. état et leur valeur actuelle. La description des objets est fournie de bonne · La direction des enchères a le pouvoir discrétionnaire d’offrir des lots foi en tenant compte des dernières connaissances actuelles. sans suivre la numérotation de ces derniers, ainsi que de joindre, La OG n’assume aucune responsabilité aussi bien pour les séparer ou retirer des lots figurant dans le catalogue. défauts visibles que pour les défauts cachés. · Chaque personne participant aux enchères le fait à ses risques et · Les véhicules qui sont offerts expertisés mais ne l’ont pas encore périls. La personne endommageant des objets exposés sera été au moment de l’adjudication le seront par le service responsable du dommage causé. cantonal des automobiles aux frais du vendeur. · Tout adjudicataire qui fait expédier le lot acquis, même par · OG offre gratuitement à l’acheteur d’un véhicule qui doit être expertisé l’entremise d’un tiers, le fait à ses frais et à ses propres risques. une place dans sa galerie jusqu’à l’expertise. · Le prix des objets adjugés doit être réglé conformément au chiffre 5 ci dessus. Si tel n’est pas le cas, la direction des enchères peut soit exiger 3. ADJUDICATION / PROPRIÉTÉ l’exécution du contrat de vente en calculant un intérêt d’un pour cent par · L’adjudication est faite au plus offrant. L’objet adjugé ne sera transféré mois sur le prix d’adjudication et la surtaxe ainsi que les frais à l’adjudicataire qu’après complet paiement du prix. d’encaissement. · L’adjudication peut avoir lieu sous réserve: cela signifie que OG peut Elle peut également sans fixation de délai ou autre communication à reprendre contact avec le propriétaire de l‘objet mis en vente et aviser l’adjudicataire annuler l’adjudication, se départir du contrat de vente et l‘adjudicataire au plus tard dans les 10 jours de la position adoptée par vendre l’objet de gré à gré. Dans ce cas, l’enchérisseur répond de tous le propriétaire concernant le montant offert par l’adjudicataire. dommages résultant du non paiement ou du retard dans le paiement, en L´offrant est lié par son offre jusqu‘à l‘expiration de ce délai! particulier d’une différence du prix de vente. Un éventuel acompte versé · En cas de litige entre deux ou plusieurs enchérisseurs, l’objet contesté sera imputé au montant du dommage. sera immédiatement remis aux enchères. · Les enchères et tous litiges en résultant sont soumis au droit suisse et · Il ne sera admis aucune réclamation une fois l’adjudication prononcée. à la juridication bernoise, sous réserve de recours au Tribunal fédéral, à Lausanne, cela quel que soit le domicile des parties intéressées. 4. LE PRIX D’ADJUDICATION / LES FRAIS · En cas de litige, le texte allemand des présentes conditions de vente · Il est perçu de l’adjudicataire une surtaxe de 12 % en sus du prix fait foi. Le for est à Berne. d’adjudication de chaque lot. 8. GÉNÉRALITÉS 5. LE PAIEMENT DES LOTS VENDUS · Les conditions d’enchères et de vente seront communiquées à toute · Le paiement des véhicules vendus, expertisés ou non, doit intervenir personne intéressée et affichées dans la salle de vente pendant dans les 5 jours dès la date des enchères. l’exposition et pendant les enchères. · Il doit s’effectuer au comptant ou par chèque bancaire. · Les personnes intéressées donneront à OG leur nom et adresse. Leur Avant de quitter la salle de vente, chaque acheteur est prié de enregistrement leur donnera le droit de participer aux enchères. passer au bureau pour régler les formalités administratives. · Il appartient à l’acheteur de se prémunir contre les risques de perte, vol et dommages des objets concernés en contractant à temps une 6. LIVRAISON DES OBJETS ADJUGÉS assurance. · La remise des objets vendus aux enchères est faite seulement après les enchères et après le règlement complet de la facture. Toffen/Gstaad, 29 décembre 2017 98

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Guerbestrasse 1 | CH-3125 Toffen/Berne Phone +41 (0)31 8196161 | Fax +41 (0)31 8193747 Mail: info@oldtimergalerie.ch

Written bid | schriftlicher Kaufauftrag | ordre d’achat Telephone bidding | telefonische Gebote | miser par téléphone

CLASSIC CAR AUCTION - December 29th 2017 in Gstaad Mandatory / Auftraggeber / mandant: Address / Anschrift / adresse:

Place / Ort / lieu:

Tel. / FAX:

Mobile:

E-Mail:

Homepage:

Phone-No. during the auction day: Tel. für telefonische Gebote: No. pour miser par téléphone: In case of a written bid the indicated price is taken as maximum offer excluding the 12 % buyer’s premium. So the knocking down may also be at a lower price. With the indication of a written offer or the order for bidding by telephone the conditions of auction are accepted. The written bids and orders for telephone bidding are accepted with complete filled in form until December 28th 2017 at 8:00pm by the Oldtimer Galerie International GmbH, AUCTION, CH-3125 Toffen. Bei schriftlichen Geboten gilt der angegebene Preis als Höchstgebot, ohne Aufgeld. Der Zuschlag kann somit auch zu einem niedrigeren Preis erfolgen. Mit der Angabe der/des bindenden Gebote(s) bzw. der Anmeldung telefonischer Gebote werden die Auktionsbedingungen des Auktionshauses anerkannt. Die schriftlichen Aufträge und Anmeldungen für telefonische Gebote werden bis zum 28. Dezember 2017, 20.00 Uhr, in der Oldtimer Galerie International GmbH, AUKTION, CH-3125 Toffen, entgegengenommen und bei vollständig ausgefülltem Talon registriert. Les prix mentionnés sur les ordres d’achat sont des prix maximums d’adjudication sans surtaxe. Par conséquent, il se peut que, parfois, le prix d’adjudication soit plus bas. La participation à la vente aux enchères, par écrit ou par téléphone, implique l’acceptation inconditionnelle des présentes conditions de vente de l’organisateur de la vente aux enchères. Les offres écrites ainsi que les demandes pour miser par téléphone doivent parvenir à l’Oldtimer Galerie International GmbH, VENTE, CH-3125 Toffen, jusqu’au 28 décembre 2017 à 20 heures.

Lot No.

Maximum offer in CHF Höchstgebot in CHF Prix maximum en CHF

Description | Beschreibung

Date | Datum:

Signature | Unterschrift:

Send to | einsenden an | envoyer à to: Oldtimer Galerie International GmbH, AUCTION, Guerbestrasse 1, CH-3125 Toffen oder by e-mail to | per E-Mail an | ou par e-mail à: info@oldtimergalerie.ch 100

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GSTAAAD CLASSIC CAR AUCTION- December 29th 2017  
GSTAAAD CLASSIC CAR AUCTION- December 29th 2017  

Catalogue of the GSTAAD CLASSIC CAR AUCTION on December 29th 2017. About 40 selected classic and collectors cars on sale. Viewing in the Fes...

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