Gstaad Classic Car Auction on December 29th 2021

CLASSIC CAR AUCTION in the Festival Tent

Wednesday December 29th 2021 Viewing December 28th & 29th 2021

www.TheSwissAuctioneers.swiss

We ma ke d reams come t rue SALES EXHIBITION

AUCTIONS

RESTAURANT

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

Classic Car Auction December 29th 2021, Gstaad

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.

5 minutes from Berne Airport.

Open Monday to Saturday 10:00am to 6:00pm Closed on first Weekend each month!

OLDTIMER GALERIE INTERNATIONAL GMBH

Further Auctions: March 26th 2022, Toffen May 28th 2022, Swiss Classic World Lucerne October 15th 2022, Toffen December 29th 2022, Gstaad

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

Consignments and catalogue orders are possible at any time!

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

Bernie Ecclestone, Gstaad 2018

It is with great pleasure I welcome the Oldtimer Galerie Toffen again in Bernie that Ecclestone, Gstaad 2018 Gstaad. Recent times have not been kind to us and it is refreshing and Bernie Gstaad 2018during those challenging times, comforting to see that ourEcclestone, hobby, particularly still a strong andthat dedicated following.

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Recent times have notwith been to us it is refreshing and enthusiastic from itskind varied andand tantalising still enjoys ateam strong andToffen, dedicated following.

The old saying: selection to create of a comforting to see thatand ourmotorcycles hobby, particularly during those challenging times, classic automobiles that enthusiasts from all over can get future, you must first understand the past, is especially true in the automotive still enjoysshare a strong and dedicated following. The old saying: create a together, wonderful introduce it toto the industry and it is this through events passion such as and the Gstaad auction run bynext the future, you must first understand the past, is especially true in the automotive generation.

Looking forward to another Gstaad.

Hope to see you enthusiastic team from Toffen, with its event variedinand tantalising selection of industry and it is through events such as the Gstaad auction run by the there. classic automobiles and motorcycles that enthusiasts from all over can get enthusiastic team from Toffen, with its varied and tantalising selection of together, share this wonderful passion and introduce it to the next classic automobiles and motorcycles that enthusiasts from all over can get generation. Looking forward to another event in Gstaad. Hope to see you together, share this wonderful passion and introduce it to the next there. generation.

Looking forward to another event in Gstaad. Hope to see you Bernie there.

Bernie Bernie

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Confection since 1948

Zwahlen-Hüni Dorfstrasse 50/52 · Saanen

Zwahlen-Hüni · Cigares & Tobacco / Le Trésor Promenade 65 · Gstaad 2

www.zwahlenhueni.ch | info@zwahlenhueni.ch

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

Wednesday December 29th 2021 | 4:00pm Viewing: In the Festival tent of the Sportzentrum in Gstaad Tuesday December 28th Wednesday December 29th

10:00am - 7:00pm 10:00am - 4:00pm

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

from 10:00am

Auction Automobilia & Collectibles Lot 1 - 27 Classic Cars Lot 101 - 144

4:00pm 5:00pm

Auction access: Catalogue including admission for one CHF/EUR 40.00 Single entry CHF/EUR 20.00 Access to indoor events for people aged 16 and over is restricted to holders of a valid COVID certificate.

Catalogue payment: Valiant Bank , CH-3001 Bern Swift: VABECH22 IBAN: CH31 0630 0016 6018 2620 8 Oldtimer Galerie International GmbH, Gürbestrasse 1, CH-3125 Toffen

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 97 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 2021 at 8:00pm at the Oldtimer Galerie in Toffen - best sent by e-mail to info@oldtimergalerie.ch · Online bidding is possible on invaluable.com and swissauctioncompany.com, please register in time on the relevant site!

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 3

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

Mittwoch 29.Dezember 2021 | 16.00 Uhr Vorbesichtigung: Im Festivalzelt des Sportzentrums in Gstaad Dienstag 28. Dezember Mittwoch 29. Dezember

10.00 - 19.00 Uhr 10.00 - 16.00 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 & Sammlerstücke Lot 1 - 27 Automobile Lot 101 - 144

ab 10.00 Uhr 16.00 Uhr 17.00 Uhr

Zutritt zur Auktion: Katalog inklusive Eintritt für eine Person CHF/EUR 40.00 Nur Eintritt CHF/EUR 20.00 Bei Veranstaltungen in Innenräumen ist der Zugang ab 16 Jahren auf Personen mit gültigem Covid-Zertifikat beschränkt.

Bezahlung des Auktionskataloges: Valiant Bank , CH-3001 Bern Swift: VABECH22 IBAN: CH31 0630 0016 6018 2620 8 Oldtimer Galerie International GmbH, Gürbestrasse 1, CH-3125 Toffen

Auktionsbedingungen: Die Teilnahme an der Auktion erfolgt mit Anerkennung und vorbehaltsloser Annahme der Auktionsbedingungen welche auf Seite 98 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 2021, 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. · Online mitbieten ist auf invaluable.com und swissauctioncompany.com möglich, bitte registrieren Sie sich rechtzeitig auf der entsprechenden Seite!

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 4

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

Mercredi 29 décembre 2021 | 16 h 00 Visite préliminaire: Au Tente Festival du Sportzentrum à Gstaad Mardi 28 décembre Mercredi 29 décembre

10 h 00 - 19 h 00 10 h 00 - 16 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 & pièces de collection Lot 1 - 27 Voitures Lot 101 - 144

16 h 00 17 h 00

Entrée à la vente: Catalogue avec l‘entrée pour une personne inclus CHF/EUR 40.00 Entrée seulement CHF/EUR 20.00 L’accès aux manifestations à l’intérieur est limité, pour les personnes dès 16 ans, à celles disposant d’un certificat COVID valide.

Versement pour le catalogue: Valiant Bank , CH-3001 Bern Swift: VABECH22 IBAN: CH31 0630 0016 6018 2620 8 Oldtimer Galerie International GmbH, Gürbestrasse 1, CH-3125 Toffen

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 99 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 2021 à 20 h 00 avec l‘ordre d‘achat à la page 100 du catalogue. · Enchérir en ligne est possible sur invaluable.com et swissauctioncompany.com, veuillez vous inscrire à temps sur la site correspondante!

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 5

! WICHTIG / IMPORTANT / IMPORTANTE !

Ermässigter Einfuhrtarif für historische Fahrzeuge welche 30 Jahre oder älter sind: 7% Einfuhrumsatzsteuer, kein Zoll

9% BTW, geen invoerheffing

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, 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 shipping of vehicles.

Due to ongoing changes by the authorities, no responsibility is taken for the correctness of the information above!

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INDEX Year Make & Type 1952 Alfa Romeo 6C 2500 Sport Berlina GT 1966 Alfa Romeo Giulia Sprint 1600 GT Veloce 1959 Alfa Romeo Giulietta Sprint Zagato 1973 Alfa Romeo GT 1600 Junior 1928 Bugatti Type 35B Recreation by Pur Sang 1966 Chevrolet Chevelle SS396 1966 Chevrolet Corvette C2 Sting Ray 327 Convertible 1965 Ducati 350 Racing 1971 Ferrari 365 GTC/4 1987 Ferrari 412i 1991 Ferrari Testarossa 2018 Ford GT 1927 Hispano-Suiza H6 B Tourer by Spohn 1974 Jaguar D-Type Recreation by Proteus 1970 Jaguar E-Type 4,2-Litre Series 2 1952 Jaguar XK 120 Open Two Seater 1970 Lamborghini 400 GT Espada Series 2 1995 Lamborghini Diablo VT 1993 Lancia Delta HF Integrale EVO II 1989 Lancia Thema 8.32 1977 Lotus Esprit S1 1963 Maserati 3500 GTI Sebring Series 1 1965 Maserati Quattroporte I 4200 1956 Mercedes 190 SL 1959 Mercedes 220 SE Cabriolet 1967 Mercedes 250 SL 1955 Norton Manx ES2 500 Racer 1961 Porsche 356 B 1600 Cabriolet 1993 Porsche 911 (964) Turbo II 3.6 2020 Porsche 911 GT2 RS Clubsport 1972 Porsche 911 S 2.4 „Ölklappe“ 1973 Porsche 911 T 2.4 1981 Porsche 936 Junior 1988 Porsche 944 Turbo Cup 1983 Puch 280 GE Cabriolet 2002 Renault Sport Clio 3.0 V6 Phase I 1930 Rolls-Royce Phantom I Ascot Tourer 1976 Sauber C5 Sports Prototype 1968 Shelby GT 350 Fastback 1968 Shelby GT 500 Fastback 1950 Siata Daina Berlinetta 1936 Talbot-Lago T120 Cabriolet by Graber 1966 VW Käfer 1300 Cabriolet 1960 Willys Station Wagon 6-226 4x4

Body Coupé Coupé Coupé Coupé Roadster Coupé Convertible Motorcycle Coupé Coupé 2+2 Coupé Coupé Tourer Roadster Coupé Roadster Coupé 2+2 Coupé Sedan Sedan Coupé Coupé 2+2 Sedan Convertible Convertible Convertible Motorcycle Convertible Coupé Coupé Coupé Coupé Junior-Car Coupé Convertible Coupé Tourer Prototype Coupé 2+2 Coupé 2+2 Coupé Convertible Convertible Station Wagon

Lot 133 123 138 101 139 109 144 105 140 116 113 129 134 125 104 143 118 142 120 110 115 127 107 131 122 106 132 114 124 128 108 137 119 112 117 111 135 130 141 121 136 126 103 102

Changements and supplements possible! Änderungen und Nachträge möglich!

Changements et suppléments possibles!

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Lot 1: Maserati - 1957 World Championship CHF 600 - 800 The 1957 Fiat 642 RN2 Bartoletti Maserati Race transporter with the Maserati 250F race cars from Jo Bonnier, Gregory Marston and the world champion car from Juan Manuel Fangio including additional pit items, all lovingly detailed in a 1/18 scale.

Lot 2: Cyclo-Skiff Nyon - Rowing racer CHF 300 - 400 Cyclo-skiff, in Switzerland better known under the nickname „Holländer“ (Dutchmen) is a rare old pedal car type of toy. The car is propelled forward by pulling the handlebars forward and backward. It is steered with the footpegs on the front wheel. Original toy of the 1950s, non restored and in working order.

Lot 3: „Gérard Père et Fils“ Humidor CHF 600 - 800 Large cigar humidor by the prestigious make Gérard Père et Fils from Geneva. Made in the 1970s, the humidor, measuring 45x35x33.5 cm, is made from brown acrylic glass and provides room for up to 12 shallow cigar cases. Includes humidification device and a hygrometer. The item is sold without a key.

Lot 4: Wooden Bear „Gogeri“ CHF 2‘200 - 2‘600 Hand carved wooden sculpture of a climbing bear, ideal for your balcony, staircase or gallery handrail. Made from a solid block of giant Sequoia and measuring around 35 centimetres in hight. Due to its manufacturing technique, every finished item is an absolutely unique piece of art.

Lot 5: 1956 Jaguar D-Type # 4 CHF 500 - 700 Highly detailed 1:18 scale model of a Jaguar D-Type # 4 in dark blue, drivers Sanderson/ Flockhart, winner 24h LM 1956, including show case with a base made of leather with visible stitching.

Lot 6: 1967 Shelby GT 500 Fastback CHF 1‘400 - 1‘600 Highly detailed 1:12 scale model of a 1967 Shelby GT 500 in white with blue stripes, limited edition # 568/999, built by OTTO-MOBILE, sold out by factory, including showcase.

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Lot 7: 1992 Lancia Delta HF Integrale Evoluzione Rossa CHF 1‘700 - 1‘900 Highly detailed 1:12 scale model of a 1992 Lancia Delta HF Integrale Evoluzione Rossa, limited edition of only 100 pcs! On a base of a Alcantara leather in grey, built by Top Marques Manufacturer, sold out by factory.

Lot 8: Indian Motorcycles Neon Sign CHF 800 - 1‘200 A new, illuminated Indian motorcycles sales&service wall sign. For optimum effect either illuminated or not, the sign, measuring 65x70 centimetres, is backed by a colour matched rear panel.

Lot 9: Ferrari Logo Neon Sign CHF 800 - 1‘200 A new, illuminated medium-sized Ferrari wall sign with its eponymous Ferrari logo. For optimum effect, illuminated or not, the sign, measuring 70x55 centimetres, is backed by a colour matched rear panel.

Lot 10: Rolls-Royce Logo Neon Sign CHF 800 - 1‘200 A new, illuminated Rolls-Royce advertising wall sign. To facilitate installation and for optimum effect, illuminated or not, the sign, measuring 85x50 centimetres, is backed by a colour matched rear panel.

Lot 11: Porsche Logo Neon Sign CHF 1‘500 - 2‘500 A new illuminated Porsche advertising wall sign. For ease of installation and optimum effect, illuminated or not, the sign, measuring 100x80 centimetres, is backed by a colour matched rear panel.

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Lot 12: Lamborghini Logo Neon Sign CHF 1‘500 - 2‘500 A new, illuminated Lamborghini wall sign with its famous logo. For easy installation and optimum effect, illuminated or not, the sign, measuring 90x80 centimetres, is backed by a colour matched rear panel.

Lot 13: Ferrari Logo Neon Sign CHF 1‘500 - 2‘500 A new, illuminated Ferrari wall sign with logo. For easy installation and optimum effect, illuminated or not, the sign, measuring 105x80 centimetres, is backed by a colour matched rear panel.

Lot 14: Chevrolet Corvette Neon Sign CHF 1‘500 - 2‘500 A new, large and illuminated Chevrolet Corvette wall sign. To facilitate installation and for optimum effect, either illuminated or not, the sign, measuring 100 centimetres in diameter, is backed by a colour matched rear panel.

Lot 15: Mercedes Logo Neon Sign CHF 1‘500 - 2‘500 A new, illuminated Mercedes-Benz wall sign with its three pointed star logo. For easy installation and optimum effect, either illuminated or not, the sign, measuring 100 centimetres across, is backed by a colour matched rear panel.

Lot 16: Ferrari - the beginning CHF 1‘100 - 1‘500 Several team transporters and cars from the early stages of the company’s history in a 1/43rd scale. The “Scuderia Ferrari” truck stems from a very limited series by Carlo Brianza, the other cars are from Brumm and Ilario.

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Lot 17: Ferrari - Racing cars of the 1950s CHF 2‘800 - 3‘200 Ferrari 212 Carretto Siciliano, 166 MM, 250 GT Boano, 650 TF Vignale Spider, 340 MM, aso. 11 very detailled models by BBR and Ilario in a 1/43 scale.

Lot 18: Ferrari - One-offs from the 1950s CHF 3‘400 - 3‘800 Ferrari 212 Inter Ghia, 250 GT TDF Zagato, 375 MM Scaglietti, 375 MM Ghia, 250 GT SWB Bertone, aso. 12 very detailled models by BBR and Ilario in a 1/43 scale.

Lot 19: Ferrari - Dino, the somewhat different Ferrari CHF 450 - 600 A model of a Dino 246GT and a figure depicting Enzo Ferrari in a 1/12 scale as well as three books from Jean-Pierre Gabriel, Nico Schumacher and Alan Henry.

Lot 20: Ferrari - Formula 1 CHF 700 - 1‘000 4 cars at a 1/12 scale: a rare Protar model of the 312B2 with a sectioned engine and gearbox providing an insight into its mechanical innards as well as a Ferrari 312T, a Ferrari 312T4, and a Ferrari 643 by Tamiya.

Lot 21: Ferrari - Legend Gilles Villeneuve CHF 1‘000 - 1‘500 2 dioramas in a 1/43rd scale. One Ferrari 126 with Gilles Villeneuve and Enzo Ferrari at the race track, a model designed (but not assembled) by Vincenzo Boscia. One Ferrari 126 with Gilles Villeneuve, Enzo Ferrari and a racing mechanic with a functioning hand-torch(!) in the workshop.

Lot 22: Ferrari - Legend Michael Schumacher F1-2000 CHF 2‘000 - 2‘500 Schumacher‘s Ferrari F-1 2000 in a 1/12 scale by Model Plus (one of around 300 kits produced), better assembled and in more detail than the factory-finished items, a figure of a triumphant Schumacher as well as an original Michael Schumacher signature and books relating to Formula One.

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• Adresssammlung von Racetracks und Markenclubs

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Lot 23: Ferrari - 50 Years CHF 1‘100 - 1‘500 A Ferrari F50 in a 1/12 scale by Tamiya; the official book “Ferrari 1947 to 1997” by Gianni Cancellieri & Karl Ludvigsen which was not available in book stores but presented or sold to selected customers by Ferrari in an edition of 1000. A bottle of Bisol champagne not available in stores, painted in traditional Ferrari red by the factory and presented during the 50 years celebrations in Maranello and the book “Ferrari F50” by Werner Schruf.

Lot 24: Ferrari - F40 Milestone in automotive history CHF 900 - 1‘400 A Ferrari F40 in a 1/8 scale by Pocher, an original mudguard enamel shield, a Ferrari F40 folding sales folder as well as the book “Ferrari F40” by Werner Schruf and Götz Leyrer.

Lot 25: Ferrari - Brochures CHF 400 - 800 Various original sales literature: 512 BB, Testarossa, 308 Quattrovalvole, 550 Maranello, 599 GTO, F12 Berlinetta, F355, 360 Modena, 599 GTB and Detroit – N.A.I.A.S. 2003

Lot 26: Ferrari - 8 Cylinder Special Editions CHF 700 - 900 4 BBR and Red Line models: Ferrari 360 Challenge Stradale inclusive its original sales folder, Ferrari 430 Scuderia and 430 Scuderia Spider inclusive their original sales folders, as well as a Ferrari 458 Speziale inclusive the original sales folder.

Lot 27: „Christian Geistdörfer“ painting CHF 400 - 600 For many years Christian Geistdörfer as copilot, together with rally legend Walter Röhrl formed a near invincible team on the world rally stage. They became World Rally Champions in 1980 and 1982, second in 1983 and won the rally Monte Carlo four times. This acrylic on canvas portrait in a 98 by 90 format was painted at the 2017 Retro Classics in Stuttgart by Bernd Lehmann, a wellknown etching artist from the Germany’s Lüneburger Heide. After completion Geistdörfer signed the painting himself. The lot is offered by “Top Speed Television” (www.topspeedtv.de) with all the proceeds going to Lucas, a 5 year old boy from Zorneding/Germany in this therapy against “sensoric integration disorder” (www.lukas-si-therapie.de)

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Lot 101 13‘120 cars (1972-76) in-line 4 cylinder 1‘570 cc 102 hp at 6‘000/min Estimate CHF 30‘000 - 35‘000 at no reserve Story wikipedia.org Photos Oldtimer Galerie

1973 Alfa Romeo GT 1600 Junior Chassis # AR*2199458* The Alfa Romeo 105 and 115 series coupés are a range of cars made by the Italian manufacturer Alfa Romeo from 1963 until 1977, based on a shortened floorpan from the Giulia saloon. The basic body shape shared by all models was designed by Giorgetto Giugiaro for Bertone. It was one of his first major projects for Bertone. The balance of glass and metal, the influence of the shape of the front and rear glass on the shape of the cabin, and the flat grille with incorporated headlamps were groundbreaking styling features for the era.

Delivered new in Italy this GT Junior with its timeless and beautiful Giugiaro penned body was registered for the first time on 21st March 1973 in Milano. In April 1974 the car arrived with its second owner, who kept it until 2011.

During his ownership, probably because of a major engine damage, an identical engine block of an Alfa Romeo Giulia Super was sourced and installed. In May 2011 the Alfa arrived with its third owner, a lady from Portoferraio.

She had the coachwork and the interior restored. In December 2017 finally, the GT was taken over by its last owner, an Italian gentleman living in Switzerland, and it was properly imported in 2021. The little Bertone is in good condition and is equipped with period correct and certified 14-inch Stilauto aluminium rims. The car will be delivered with its original Italian libretto and the last Veteran MOT was completed in November 2021.

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Ausgeliefert in Italien, wurde dieser GT Junior am 21. März 1973 erstmals in Mailand zugelassen. Im April 1974 wurde der Alfa an den zweiten Besitzer verkauft, welcher den Wagen bis 2011 sein Eigen nennen durfte. In dieser Zeit wurde, vermutlich nach einem Motorschaden, der baugleiche Motorblock eines Alfa Romeo Giulia Super eingebaut.

Im Mai 2011 wechselte das Fahrzeug zum dritten Besitzer, einer Dame aus Portoferraio. Diese liess in der Folge wohl Karosserie und Innenausstattung restaurieren. Im Dezember 2017 schliesslich, wurde der Alfa Romeo vom letzten Besitzer – einem in der Schweiz lebenden Italiener - erworben, und 2021 in die Schweiz importiert. Der kleine Bertone befindet sich in gutem Zustand, steht auf zeitgemässen und zugelassenen 14“ Stilauto-Alufelgen, und wird mit dem originalen italienischen Libretto sowie der letzten MFK als Veteranenfahrzeug im November 2021 verkauft.

Livrée neuve en Italie, cette GT Junior à la belle et intemporelle carrosserie signée Giugiaro a été immatriculée pour la première fois le 21 mars 1973 à Milan. En avril 1974, la voiture est arrivée chez son deuxième propriétaire, qui l‘a gardée jusqu‘en 2011. Pendant sa possession, probablement à cause d‘un dommage majeur au moteur, un bloc moteur identique d‘une Alfa Romeo Giulia Super a été trouvé et installé. En mai 2011, l‘Alfa est arrivé chez son troisième propriétaire, une dame de Portoferraio. Elle a fait restaurer la carrosserie et l‘intérieur. Enfin, en décembre 2017, l‘Alfa Romeo a été acquise par le dernier propriétaire - un Italien vivant en Suisse - et importée en Suisse en 2021. La petite Bertone est en bon état et est équipée de jantes en aluminium Stilauto de 14 pouces, d‘époque et homologuées. La voiture sera livrée avec son livret italien d‘origine et le dernier contrôle technique vétéran a été effectué en novembre 2021.

1960 Willys Station Wagon 6-226 4x4 Chassis # 5416853933

As one of only 8’986 examples built, this Willys with its 3.7 litre straight six Hurricane engine was produced in 1960. Not much is known of the first years in its life until the car was registered in Portugal on 17th August 1966.

Soon after, on 30th October 1967, the Willis was acquired by the vendor‘s family and used regularly. Upon moving to Switzerland the by now beloved member of the family was of course not left behind. On the contrary: it was decided to give the Willys a new lease of life. Thus, in 2014 a restoration of the station wagon was commissioned.

The coachwork was extensively and completely restored, the interior renewed, and all the mechanical bits were overhauled. A photographic documentation of the coachwork restoration and receipts for over 60‘000 francs are available. After completion in December 2020 the Willys was finally MOT’d as a Veteran in June 2021. The endless time it took to restore the car as well as the high costs have now led to the owners decision to pass the Willys on to a new owner.

Als eines von 8‘986 Fahrzeugen wurde dieser Willys mit 3.7-Liter Super-Hurricane Reihensechzylinder-Motor 1960 produziert. Über die ersten Jahre des Station Wagon ist nichts bekannt, bis der Wagen am 17. August 1966 in Portugal zugelassen wurde. Bereits am 30. Oktober 1967 wurde das Fahrzeug von der Familie des Einlieferers übernommen

und fortan gerne genutzt. Beim Umzug in die Schweiz durfte das geliebte Familienmitglied selbstverständlich nicht zurückbleiben und sollte in neuem Glanz erstrahlen. So wurde 2014 die Restauration des Station Wagon in Auftrag gegeben. Die Karosserie wurde komplett und aufwändig restauriert, die Innenausstattung wurde neu angefertigt und die Mechanik wurde überholt – eine Fotodokumentation der Karosseriearbeiten und Belege für über CHF 60‘000.- sind vorhanden. Nach der Fertigstellung im Dezember 2020 (!) wurde der Willys im Juni 2021 endlich als Veteranenfahrzeug vorgeführt. Die Dauer und die Kosten dieses Projekts haben dem Einlieferer die Freude genommen, weshalb er den Wagen nun an einen neuen Liebhaber weitergibt.

Lot 102 8‘986 cars ( 1960, 6-226 4x4) in-line 6 cylinder 3‘706 cc 117 SAE-hp at 3‘650/min Estimate CHF 25‘000 - 35‘000 at no reserve Photos Oldtimer Galerie

Cette Willys, l‘un des 8‘986 exemplaires construits, avec son moteur Super Hurricane de 3.7 litres à six cylindres en ligne, a été produite en 1960. On ne sait pas grandchose des premières années de sa vie jusqu‘à ce que la voiture soit enregistrée au Portugal le 17 août 1966. Peu de temps après, le 30 octobre 1967, le Willis a été acquis par la famille du vendeur et utilisé régulièrement. Lors de son déménagement en Suisse, le membre de la famille désormais bien-aimé n‘a bien sûr pas été abandonné. Au contraire, il a été décidé de donner une nouvelle vie à la Willys. Ainsi, en 2014, une restauration du Station Wagon a été commandée. La carrosserie a été largement et entièrement restaurée, l‘intérieur renouvelé, et les éléments mécaniques ont été révisés. Une documentation photographique de la restauration de la carrosserie et des reçus pour plus de 60‘000 francs sont disponibles. Après l‘achèvement des travaux en décembre 2020, la Willys a finalement été expertisée en tant que véhicule vétéran en juin 2021. Le temps interminable qu‘il ait fallu pour restaurer la voiture ainsi que les coûts élevés ont maintenant conduit les propriétaires à décider de transmettre la Willys à un nouveau propriétaire.

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Lot 103 9‘712 cars (1966, incl. 1500) 4 cylinder flat-engine 1‘284 cc 40 hp at 4‘000/min Estimate CHF 35‘000 - 40‘000 Story wikipedia.org Photos Oldtimer Galerie

1966 VW Käfer 1300 Cabriolet Chassis # 156033852 The Volkswagen Beetle—officially the Volkswagen Type 1, informally in German der Käfer (meaning „beetle“), in parts of the English-speaking world the Bug, and known by many other nicknames in other languages—is a two-door, rear-engine economy car, intended for five occupants (later, Beetles were restricted to four people in some countries), that was manufactured and marketed by German automaker Volkswagen (VW) from 1938 until 2003.

The need for a people‘s car (Volkswagen in German), its concept and its functional objectives were formulated by the leader of Nazi Germany, Adolf Hitler, who wanted a cheap, simple car to be mass-produced for his country‘s new road network (Reichsautobahn). Members of the National Socialist party, with an additional dues surcharge, were promised the first production, but the Spanish Civil War shifted most production resources to military vehicles to support the Nationalists under Francisco Franco.

Lead engineer Ferdinand Porsche and his team took until 1938 to finalise the design. Béla Barényi is credited with first conceiving the original design for this car in 1925, notably by Mercedes-Benz, on their website, including his original technical drawing, five years before Porsche claimed to have done his initial version. The influence on Porsche‘s design of other contemporary cars, such as the Tatra V570, and the work of Josef Ganz remains a subject of dispute. The result was the first Volkswagen, and one of the first rear-engined cars since the Brass Era. With 21,529,464 produced, the Beetle is the longest-running and most-manufactured car of a single platform ever made.

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Although designed in the 1930s, due to World War II, civilian Beetles only began to be produced in significant numbers by the end of the 1940s. The car was then internally designated the Volkswagen Type 1, and marketed simply as the Volkswagen. Later models were designated Volkswagen 1200, 1300, 1500, 1302, or 1303, the former three indicating engine displacement, the latter two derived from the model number.

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The car became widely known in its home country as the Käfer (German for „beetle“, cognate with English chafer) and was later marketed under that name in Germany, and as the Volkswagen in other countries.

For example, in France it was known as the Coccinelle (French for ladybug). In 1943, Roy Fedden applied for a patent, GB570814, ‚Improvements relating to road vehicles‘, a car very similar to the Type 1 with a radial engine and sprung suspension.

The original 25 hp Beetle was designed for a top speed around 100 km/h (62 mph), which would be a viable cruising speed on the Reichsautobahn system. As Autobahn speeds increased in the postwar years, its output was boosted to 36, then 40 hp, the configuration that

lasted through 1966 and became the „classic“ Volkswagen motor. The Beetle gave rise to multiple variants: mainly the 1950 Type 2 ‚Bus‘, the 1955 Karmann Ghia, as well as the 1961 Type 3 ‚Ponton‘ and the 1968 Type 4 (411/412) family cars, ultimately forming the basis of an entirely rear-engined VW product range.

The Beetle marked a significant trend, led by Volkswagen, and then by Fiat and Renault, whereby the rear-engine, rear-wheel-drive layout increased from 2.6 percent of continental Western Europe‘s car production in 1946 to 26.6 percent in 1956. In 1959 even General Motors launched an air-cooled, rear-engined car, the Chevrolet Corvair—which even shared the Beetle‘s flat engine and swing axle architecture.

On 17 February 1972 Beetle No. 15,007,034 was produced, surpassing total production of the previous record holder, the Ford Model T. By 1973, total production was over 16 million, and by 23 June 1992, over 21 million had been produced.

Over time, front-wheel drive, and frequently hatchbackbodied cars would come to dominate the European small-car market. In 1974, Volkswagen‘s own frontwheel drive Golf hatchback succeeded the Beetle.

Dieses schöne Käfer Cabriolet stammt aus Schweizer Auslieferung und wurde im Februar 1966 erstmals zugelassen. Die meiste Zeit seines Lebens verbrachte der VW im sonnigen Tessin, wo er für gelegentliche Fahrten entlang des Lago Maggiore verwendet wurde.

2014 wurde der Wagen aus langjährigem Besitz vom aktuellen Eigner übernommen. Der Pflegezustand sowie die Originalität des Cabrios lassen vermuten, dass die angezeigten knapp 78‘000 Kilometer der tatsächlichen Laufleistung entsprechen. Der Käfer befindet sich in sehr gutem Zustand und lädt als zuverlässiger Begleiter zu genussvollen Ausfahrten an sonnigen Tagen ein. Die letzte MFK als Veteranenfahrzeug wurde im September 2021 absolviert.

Cette jolie Coccinelle cabriolet est une livraison suisse et a été immatriculée pour la première fois en février 1966. La plupart de sa vie a été passée dans le Tessin ensoleillé où la VW était utilisée pour des sorties occasionnelles le long du Lago Maggiore.

En 2014, la voiture a été reprise par son propriétaire actuel après avoir été en même possession pendant de nombreuses années. L‘originalité de la voiture et son état bien entretenu indiquent que les 78‘000 kilomètres indiqués correspondent au kilométrage réel. La Coccinelle est en très bon état et prête à être conduite avec plaisir lors des journées ensoleillées.

La dernière expertise vétéran a été effectuée en septembre 2021.

This lovely beetle cabriolet is a Swiss delivery and was first registered in February 1966. Most of its life was spent in sunny Ticino where the VW was used for occasional outings along Lago Maggiore. 2014, the car was taken over by the current owner from many years of previous ownership. The originality of the car and it‘s well maintained condition would indicate the 78‘000 kilometres shown to be accurate. The beetle is in very good condition and ready for pleasurable drives on sunny days. The last Veteran MOT was completed in September 2021.

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Lot 104 3‘785 cars (LHD) in-line 6 cylinder 4‘235 cc 246 SAE-hp at 5‘400/min Estimate CHF 65‘000 - 70‘000 Story hagerty.com Photos by consignor

1970 Jaguar E-Type 4,2-Litre Series 2 Chassis # 1R27664 The Jaguar E-Type, one of the most iconic sports cars of all time, was launched at the Geneva Motor Show in 1961. Its sleek, aerodynamic styling was derived from the LeMans winning D-Types. More than just a beautiful show car, it combined the best race car practice with the newest technology, including Dunlop disc brakesand an independent rear suspension. The early Jaguar E-Types came with the 3.8-liter straight six, allied to the often maligned 4-speed Moss box, later resolved with the adoption of an synchromesh gearbox in 1964. At the same time, the engine grew to 4.2 liters. Most changes to the E-Type were announced in October of 1968, the so-called Series 2 models distinguished by new tail light clusters, minor changes to the nose, and a new dashboard with the old toggles replaced by rocker switches in compliance with new U.S. Federal safety regulations.

As one of 3’785 LHD fixed head coupes built, this E type was delivered new to the USA and imported into Switzerland many years ago. In 2008 the vendor acquired the car from its third owner and used it for occasional outings.

The E-type, in its classic combination of “Primrose Yellow” with black leather, has covered a mere 63,000 miles and presents itself in good condition. The interior is completely original, has never been restored, and shows age-correct signs of use. The engine runs faultlessly and, to improve cooling, a high-performance aluminium radiator has been fitted. The gearbox and the rest of the mechanics 18

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also work well but the rear dampers would benefit from a replacement. The most recent Veteran MOT was performed in May 2014.

Als eines von 3‘785 Coupés mit Linkslenkung, wurde dieser E-Type in die USA ausgeliefert und vor vielen Jahren in die Schweiz importiert. 2008 wurde der Jaguar vom Einlieferer aus dritter Hand übernommen und seither für gelegentliche Ausfahrten genutzt. Der E-Type in der schönen Farbkombination „primrose yellow“ (Primelgelb) mit schwarzer Lederausstattung wurde erst 63‘000 Meilen gefahren und befindet sich in gutem Zustand. Die Innenausstattung wurde nie restauriert und weist dem Alter entsprechende Gebrauchsspuren auf. Der Motor läuft einwandfrei, um die Kühlleistung zu verbessern wurde ein Hochleistungskühler aus Aluminium eingebaut. Das Getriebe und die übrige Mechanik funktionieren ebenfalls gut, die Stossdämpfer an der Hinterachse müssen jedoch ersetzt werden. Die letzte MFK als Veteranenfahrzeug erfolgte im Mai 2014.

Cette Type E, l‘un des 3‘785 coupés avec conduite à gauche, a été livrée aux Etats-Unis et importée en Suisse il y a de nombreuses années. En 2008, le vendeur a acquis la voiture de son troisième propriétaire et l‘a utilisée pour des sorties occasionnelles. La Type E, dans sa combinaison classique de „Primrose Yellow“ (jaune primevère) et de cuir noir, n‘a parcouru que 63‘000 miles et se présente en bon état. L‘intérieur est complètement d‘origine, n‘a jamais été restauré, et montre des signes d‘utilisation corrects pour l‘âge. Le moteur fonctionne parfaitement et, pour améliorer le refroidissement, un radiateur en aluminium haute performance a été installé. La boîte de vitesses et le reste de la mécanique fonctionnent également bien, mais les amortisseurs arrière auraient besoin d‘être remplacés. La dernière expertise vétéran a été effectuée en mai 2014.

1965 Ducati 350 Racing

Lot 105

Chassis # DM250 255 302 As it‘s been the case with many motorbikes used in racing in the late 1960s and early 70s this Ducati started life as a regular 250 road bike delivering about 20 horsepower.

Probably around mid-70s the bike was equipped with a 30 horsepower 350ccm engine, Marzocchi fork, short race handlebars, vented Grimeca double-simplex drum brake at the front, repositioned gear shift and rear brake levers and an elegant full race faring. Many years ago, the little Italian was acquired by an enthusiast and added to his collection. Not being a racer himself, he trusted the machine to a friend of his in 2003 for the second ”Retro Moto International in St-Cerque”. After this event the Ducati was parked once again in his collection and has not been used in anger since. In 2021 the machine was carefully recommissioned but for further racing use more adjustments will be required. A pretty little racer with a lovely patina which will be sold without any documents.

Wie so viele Rennmotorräder der späten 1960er und frühen 1970er Jahre, startete auch diese Ducati ihr Leben als normale 250er Strassenmaschine mit gut 20 PS. Wohl Mitte der 1970er Jahre wurde die Maschine mittels eines rund 30 PS leistenden 350 cm3 Desmo-Motors, Marzocchi Gabel mit Stummellenker, belüfteter Grimeca Doppel-Simplex Bremse an der Vorderachse, zurückversetzter Schalt- und

Bremsbetätigung und einer eleganten Vollverschalung für den Renneinsatz umgerüstet. Vor vielen Jahren wurde die kleine Italienerin von einem Liebhaber erworben und in dessen Sammlung gestellt. Selbst kein Rennfahrer, stellte er die Maschine 2003 für die 2. Retro Moto Internationale in St-Cergue einem Freund zur Verfügung. Nach dieser Veranstaltung wurde die Ducati wieder in der Sammlung geparkt und hat seither keine Rennen mehr bestritten.

2021 wurde die Maschine vorsichtig aus ihrem „Dornröschenschlaf“ erweckt, sicherlich sind für einen erneuten Renneinsatz aber noch Einstellarbeiten zu erwarten. Eine hübsche kleine Rennmaschine mit schöner Patina, welche ohne Fahrzeugpapiere verkauft wird.

one of a kind 1 cylinder 340 cc about 30 hp at 8‘000/min Estimate CHF 8‘000 - 10‘000 at no reserve Photos Mauro Stifani / OG

Comme c‘est le cas pour de nombreuses motos utilisées en course à la fin des années 60 et au début des années 70, cette Ducati a commencé sa vie comme une moto de route 250 ordinaire développant environ 20 chevaux.

Probablement vers le milieu des années 70, la moto a été équipée d‘un moteur 350cc de 30 chevaux, d‘une fourche Marzocchi, d‘un guidon court de course, d‘un frein à tambour ventilé Grimeca double-simple à l‘avant, de leviers de changement de vitesse et de frein arrière repositionnés et d‘un élégant carénage complet de course. Il y a plusieurs années, la petite italienne a été acquise par un passionné et ajoutée à sa collection.

N‘étant pas lui-même un pilote de course, il a confié la machine à un ami en 2003 pour la deuxième édition du „Retro Moto International“ à St-Cerque. Après cet événement, la Ducati a été parquée une fois de plus dans sa collection et n‘a plus été utilisée en colère depuis. En 2021, la machine a été soigneusement remise en service, mais pour une nouvelle utilisation en course, d‘autres réglages seront nécessaires. Une jolie petite machine de course avec une belle patine, qui est vendue sans papiers d‘immatriculation.

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Lot 106 5‘196 cars in-line 6 cylinder 2‘496 cc 150 hp at 5‘500/min Estimate CHF 70‘000 - 75‘000 Story hagerty.com Photos OG / Mauro Stifani

1967 Mercedes 250 SL Chassis # 113.043-12-002299 With production of both the 300SL and 190SL cars coming to an end in 1963, Mercedes-Benz needed a new car to carry the SL (Sehr Leicht, very light) torch. And while the previous cars immortalized the SL moniker, the 230SL was more a spiritual successor to those cars than a direct descendent.

Mercedes debuted the 230SL (designated W113 internally) at the Geneva Auto Show in March 1963, to great acclaim. Exterior styling was a departure for Mercedes, which had until that point relied on rounded, even bulbous curves to characterize its automobiles.

But the 230SL bordered on square, pulled off through the use of clean, elegant lines, intelligent placement of the wheels in proportion to the rest of the design, and a tall, „pagoda“ removable hard top that allowed for ease of ingress and egress.

The 230 utilized a monocoque chassis borrowed from the 220 series sedan, with front suspension courtesy of coils and wishbones, while the rear incorporated a single-pivot swing axle and transverse springs set up to compensate for camber. Girling disc brakes stopped the front wheels, and power-assisted drums worked the rear.

Also borrowed from the 220 series was its overhead20

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cam inline-6, now bored out to 2.3 liters. Bosch fuel injection was incorporated as well, and horsepower on the new sport tourer was rated at 148, a significant boost over the underpowered 190SL. A 4-speed manual transmission was standard, though a new 4-speed automatic transmission was optional, a first for Mercedes sports tourers of this nature.

Cabin refinement set the 230SL apart from the competition, with acres of leather, plush, supportive seats, big, readable gauges, Blaupunkt radios, and a quality of craftsmanship throughout, including the soft top, which disappeared easily and unobtrusively when not in use.

The 230SL was an unqualified success, with sales topping even the best sales year for the 190SL. This was in some measure due to the car‘s genuine ability to perform. Top speed was rated at about 125, and handling was described as neutral, with light, balanced steering, even at the limit. And while they were not originally intended as competition cars, the sturdy, reliable 230 made a suitable and quite successful rally machine, including a famous win in the grueling Spa-Sofia-Liege Rally.

The continuation of Mercedes-Benz’s SL line, the 250SL picked up in 1967 where the 230SL left off.

The car’s exterior styling continued the 230SL’s use of clean, elegant lines, intelligent placement of the wheels in proportion to the rest of the design, and a tall, „pagoda“ removable hard top that allowed for ease of ingress and egress.

The 250 utilized the same monocoque chassis as the 230 SL. But four-wheel discs provided now more braking power.

The engine was a 2.5-liter, overhead-cam, inline-6.

Bosch fuel injection was incorporated as well, and horsepower on the sport tourer was rated at 148.

Though engine output was nominally the same, the powerband increased and torque improved. A 4-speed manual transmission was standard, though a new 4-speed automatic transmission was optional, as was a ZF 5-speed manual.

Cabin refinement was high, with acres of leather, plush, supportive seats, big, readable gauges, Blaupunkt radios, and a quality of craftsmanship throughout, including the soft top, which disappeared easily and unobtrusively when not in use.

Even though the car offered comfort, it could also perform as well. Top speed was rated at about 125, and handling was described as neutral, with light, balanced steering, even at the limit.

A one-year-only model, 5,200 250SL were produced before the 280SL was introduced. The car offers the same timeless elegance and well-regarded reputation as its SL siblings of the era.

Diese Pagode mit Baujahr 1967 sei, so wurde es dem Einlieferer erzählt, an den Adel in Monaco geliefert worden. Ob dem so ist, lässt sich nicht feststellen.

Jedenfalls wurde der Mercedes bereits am 1. Juli 1970 erstmals in der Schweiz zugelassen. Die Geschichte des 250 SL ist nicht bekannt, bis das Fahrzeug 1997 vom Einlieferer übernommen wurde. Sinnvollerweise wurde die Karosserie vor einigen Jahren mit einer Hohlraumversiegelung versehen, wodurch sie sich immer noch in sehr gutem Zustand befindet. Die Lederausstattung ist, wie das Verdeck im Originalzustand und weist altersgemässe Gebrauchsspuren auf. Seit 2016 wurde der Mercedes nur noch rund 600 km gefahren. Durch die längere Standzeit nahm die Einspritzpumpe leider Schaden und verliert Öl, dies wird nach der Auktion zu Lasten des Verkäufers behoben. Das Fahrzeug fährt sich gut, der Motor läuft rund und das automatische Getriebe schaltet einwandfrei. Die letzte MFK als Veteranenfahrzeug erfolgte im Juli 2016 und das schöne Cabriolet wird mit seinem originalen Hardtop an den neuen Besitzer übergeben.

Cette Pagode de 1967, a-t-on dit au vendeur, a d‘abord été livrée à un membre de la noblesse à Monaco, une affirmation qui n‘a pas pu être corroborée. En tout cas, la Mercedes a été immatriculée pour la première fois en Suisse le 1er juillet 1970. On ne sait rien de l‘histoire de la 250SL jusqu‘à son acquisition par le vendeur en 1997. Il y a quelques années, la carrosserie a reçu une vitrification des cavité (traitée contre la rouille) et est donc toujours en très bon état. L‘intérieur en cuir, ainsi que la capote d‘origine montrent des signes d‘utilisation corrects pour l‘âge.

Depuis 2016, la Mercedes n‘a parcouru qu‘environ 600 kilomètres. La pompe à injection a malheureusement souffert de cette longue période d‘inactivité et présente une fuite d‘huile, un défaut qui sera corrigé par le vendeur après la vente. La voiture fonctionne bien, avec le moteur qui tourne doucement et la boîte de vitesses automatique qui passe sans problème.

L‘expertise vétéran la plus récente a été effectuée en juillet 2016 et le beau cabriolet sera vendu avec son hardtop d‘origine.

This 1967 Pagoda, the vendor was told, was first delivered to a member of the nobility in Monaco, a claim which could not be substantiated. In any case, the Mercedes was first registered in Switzerland on 1st of July 1970. Nothing is known of the history of the 250SL until it was acquired by the vendor in 1997.

Years ago, the coachwork was waxoiled (rust-proofed) and as a result, is still in very good condition. The leather interior, as well as the original soft top show age-correct signs of use. Since 2016, the Mercedes has only covered around 600 kilometres. The injection pump unfortunately has suffered through this extended period of inactivity and is leaking oil, a fault which will be corrected by the vendor after the sale. The car is running well, with the engine running smoothly and the automatic gearbox shifting without any issues.

The most recent Veteran MOT was completed in July 2016 and the beautiful cabriolet will be sold with its original hardtop.

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Lot 107 259 cars (Series 1) V8 4‘123 cc 260 hp at 5‘200/min Estimate CHF 75‘000 - 85‘000 Story conceptcarz.com Photos Oldtimer Galerie

1965 Maserati Quattroporte I 4200 Chassis # AM107226 The Maserati Quattroporte was unveiled at the Torino Motor Show in 1963 and entered production a short time later. It wore styling by the Turinese coachbuilder Pietro Frua who used design inspiration from a Maserati 5000 GT (chassis number 103.060) which had been created for Prince Karim Aga Khan in the early 1960s.

The construction of the Quattroporte was handled by Carrozzeria Alfredo Vignale.

The Quattroporte used a steel unibody structure with a front subframe. In the front was an independent suspension system comprised of coil springs and hydraulic dampers. The back used a coil-sprung De Dion tube with inboard brakes on the first series. Anti-roll bars were used in the front and back. Braking power was supplied by solid Girling discs at all four corners.

The Quattroporte was powered by a new, all-aluminum V8 engine that used two chain-driven overhead camshafts per bank, hemispherical combustion chambers, inserted cast iron wet cylinder liners, and four downdraft twinchoke Weber carburetors. It had 32 angled valves and a water-cooled inlet manifold.

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Production of the first Series Maserati Quattroporte (Tipo AM107) lasted until 1966 with 259 examples produced.

The name ‚Quattroporte‘ translated from Italian to ‚four doors.‘ These full-size luxury sports saloons were equipped with a 4.1-liter V8 engine delivering 260 horsepower at 5‘200 RPM and backed by either a five-speed ZF manual transmission or three-speed Borg-Warner automatic. The potent powerplant gave these Grand Touring automobiles a top speed of approximately 143 mph.

The Quattroporte models exported to the United States were modified to comply with federal regulations resulting in twin round headlamps in place of the single rectangular ones found on European models. In 1966, the round headlamp styling became standard on all Quattroportes, and a leaf-sprung solid axle replaced the previous De Dion tube. Inside, the interior was completely new with a new dashboard that housed a full-width wood-trimmed fascia.

For 1968, a 4.7-liter engine option became available (AM107/4700), developing nearly 290 horsepower. This engine gave the Quattroporte a top speed of nearly 160 mph making them the fastest four-door sedan in the world at the time.

Between 1963 and 1966 only 259 examples of the first series Maserati Quattroporte were constructed. The beautiful Pietro Frua designed body hides a race derived aluminium V8 engine as well as a De-Dion rear axle setup.

The example we have on offer was delivered new in Switzerland. Built in 1965, the car was first registered on 1st June 1966. In 1976, then showing 20‘000 kilometres, the car was bought by the vendor from the car’s third owner, with an interesting little historical fact that none other than Carlo Ponti once handed the keys to this very car to Sophia Loren for her to use during her stay in Switzerland. The following 20 years the new owner’s family enjoyed the car, covering around 12‘000 kilometres. In 2005/2006, after a complete body restoration and a repaint in the original colour, the car disappeared for many years under a cover in the family garage. In 2017 the vendor decided to revive the Quattroporte. Unfortunately, during the many years of inactivity, the mechanical bits had suffered considerably with a defective Cylinder-head gasket allowing water ingress into the cylinders of the V8 engine. Consequently, in the two following years, the engine, the carburettors, the radiator and the complete braking system were thoroughly overhauled, the clutch was replaced, a new wiring loom installed, and all hoses replaced as well. Finally, the two electric fuel pumps the exhaust system and the tyres were replaced with new items. Receipts exceeding 55’000 francs for mechanical work are available. With now roughly 35‘000 kilometres driven, the car is in top mechanical condition, the coachwork is very good and the leather interior shows a charming, period-correct patina. We are delighted to be able to offer this exceedingly rare Series 1 Quattroporte with its last Veteran MOT completed in January 2019.

Dieser seltene Quattroporte der 1. Serie – zwischen 1963 und 1966 wurden gerade einmal 259 Exemplare hergestellt – stammt aus Schweizer Auslieferung. Mit Baujahr 1965 wurde das Fahrzeug am 1. Juni 1966 erstmals zugelassen.

1976, mit 20‘000 km auf der Uhr und dem Hinweis das dies der Wagen sei welcher Carlo Ponti Sofia Loren während ihres Aufenthaltes in der Schweiz zur Verfügung gestellt habe, wurde der Maserati aus dritter Hand von der Familie des Einlieferers übernommen. Die kommenden knapp 20 Jahre legte die Familie rund 12‘000 Kilometer mit der schönen, von Pietro Frua gezeichneten Limousine zurück. Ca. 2005/06, nachdem die Karosserie komplett restauriert und in Originalfarbe neu lackiert worden war, verschwand das Fahrzeug für 20 Jahre unter einer Plane in der Garage der Familie. 2017 entschloss sich der Einlieferer den Quattroporte wieder auf die Strasse zu bringen. Leider war die lange Standzeit dem Zustand der Mechanik nicht sonderlich abträglich, zumal eine defekte Zylinderkopfdichtung Wasser in Brennräume des V8-Motors hatte eindringen lassen. Während der kommenden zwei Jahre wurde daher eine umfangreiche Revision durchgeführt. So wurden der Motor, Vergaser, Kühler und Bremsanlage komplett revidiert, die Kupplung

wurde ersetzt, der elektrische Kabelstrang und sämtliche Schläuche wurden ausgetauscht, die Benzinpumpen wurden ersetzt und eine neue Auspuffanlage sowie neue Reifen wurden montiert. Belege für über CHF 55‘000.- für diese Arbeiten sind vorhanden. Mit nun knapp 34‘000 gefahrenen Kilometern ist der Wagen technisch in Topzustand, die Karosserie befindet sich in sehr gutem Zustand und die originale Lederausstattung weist eine altersgerechte Patina auf. Hier steht also ein wunderschöner, sehr guter und äusserst seltener Quattroporte der ersten Serie, und mit der letzten MFK als Veteranenfahrzeug im Januar 2019 zum Verkauf.

Entre 1963 et 1966, seuls 259 exemplaires de la Maserati Quattroporte de première série ont été construits. La belle carrosserie dessinée par Pietro Frua cache un moteur V8 en aluminium dérivé de la course ainsi qu‘un essieu arrière De-Dion. L‘exemplaire que nous vous proposons a été livré neuf en Suisse. Construite en 1965, la voiture a été immatriculée pour la première fois le 1er juin 1966.

En 1976, alors qu‘elle affichait 20‘000 kilomètres, la voiture a été achetée par la famille du vendeur au troisième propriétaire de la voiture, avec l‘indication que nul autre que Carlo Ponti n‘avait un jour remis les clés de cette même voiture à Sophia Loren pour qu‘elle l‘utilise lors de son séjour en Suisse. Pendant les 20 années suivantes, la famille du nouveau propriétaire a profité de la voiture, parcourant environ 12‘000 kilomètres. En 2005/2006, après une restauration complète de la carrosserie et une remise en peinture dans la couleur d‘origine, la voiture a disparu pendant de nombreuses années sous une housse dans le garage familial. En 2017, le vendeur a décidé de faire revivre la Quattroporte. Malheureusement, pendant les nombreuses années d‘inactivité, les pièces mécaniques avaient considérablement souffert avec un joint de culasse défectueux permettant l‘entrée d‘eau dans les cylindres du moteur V8. Par conséquent, au cours des deux années suivantes, le moteur, les carburateurs, le radiateur et le système de freinage complet ont été entièrement révisés, l‘embrayage a été remplacé, un nouveau faisceau électrique a été installé et tous les tuyaux ont également été remplacés. Enfin, les deux pompes à essence électriques, le système d‘échappement et les pneus ont été remplacés par des éléments neufs. Les reçus de plus de 55‘000 francs pour les travaux mécaniques sont disponibles.

Avec maintenant environ 35‘000 kilomètres parcourus, la voiture est en excellent état mécanique, la carrosserie est très bonne et l‘intérieur en cuir présente une charmante patine d‘époque. Nous sommes ravis de pouvoir offrir cette rarissime Quattroporte de la première série avec son dernière expertise vétéran effectuée en janvier 2019.

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Lot 108 1‘750 cars (S, 1972 MY) 6 cylinder flat-engine 2‘341 cc 190 hp at 6‘500/min Estimate CHF 150‘000 - 160‘000 at no reserve Story conceptcarz.com Photos Oldtimer Galerie

1972 Porsche 911 S 2.4 „Ölklappe“ Chassis # 9112300754 The Porsche 911 replaced the 356 in the autumn of 1964, retaining the rear-engine configuration but with unitary construction for the bodyshell, and replacing the 356‘s Volkswagen-based suspension in favor of more modern McPherson struts and trailing arm arrangement. Its famous, distinctive, and durable design would endure until 1989. From its inception, the 911 was modified both by private racing teams and the Porsche factory itself for racing, rallying, and other automotive competitions, and is among the most successful competition car ever produced.

When introduced, the single-overhead-camshaft, air-cooled flat-six displaced 1991cc and offering 130 horsepower. As the years passed, the engine was continually improved and the displacement size enlarged.

It would eventually grow to more than 3.0 liters and, in turbo-charged form, put out well over 300 horsepower.

In 1966, the first of many upgrades were introduced in the 911S, a model easily distinguishable by its Fuchs five-spoke alloy wheels. They featured a heavily revised engine offering 160 horsepower and a top speed in the neighborhood of 135 mph. A lengthened wheelbase was introduced in 1969 and three different 911 options 24

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were available, the T, E, and S, catering to a variety of customer needs. The T was the base model which by 1970 still used carburetion. The E and S variants were both fuel-injected and provided additional power and a higher top speed than the T. The S was the pinnacle of power for the production 911 models.

In 1970, the engine was enlarged to 2.2 liters. In 1972, all 911 variants received the 2.4-liter (2‘341cc) unit, by which time the 911S had a five-speed (915) gearbox and 6x15 alloy wheels as standard. The transmission was a stronger unit than the one it replaced and better suited to cope with the increase in horsepower. This transmission used the ‚H‘ gate shift pattern while eliminating the prior 901 transmission‘s ‚dog-leg‘ style first gear arrangement, which some drivers found challenging.

With 8.5:1 compression, the 2.4 S delivered 190 horsepower at 6‘500 RPM, giving it a projected top speed of 147, nearly equalling the production homologation special, the 1973 RS. Only the displacement of 2.4 liters versus 2.7 and a different cam in the fuel injection pump separates the two models mechanically. Porsche had already tried

a 2.4-liter engine in endurance racing, the stretch being achieved by lengthening the stroke, but the impetus for the larger unit‘s introduction came from the USA‘s ever more stringent emissions laws. Not sold in the USA, the 911S produced 190bhp, some 40 horsepower more than was on offer to American customers.

The pre-impact bumper 911S 2.4 was made from 1972 to 1973. In 1972 the cars left the production line with the oil filler cap located behind the righthand door. In 1972, Porsche moved the oil tank closer to the middle of the car to better optimize weight distribution, only to be forced to move it back in 1972 due to some customers using it incorrectly as a fuel filler. The 1972 Porsche models had an ‚Oil‘ sticker inside the filler door to remind careless gas attendants that this was not the fuel tank.

Further aiding handling, particularly at high speeds, was the addition of a small front under-bumper chin spoiler, standard on all S models. With this additional spoiler, the front-end lift was claimed to be reduced by up to forty percent.

There are 911’s and then there’s the 911S, the most powerful and most coveted of this legendary GT with its Hans Mezger designed flat six air-cooled engine emitting the unmistakable Porsche sound. This 1972 example of a 911S with its oil refill flap behind the passenger door (used only in 1971 and 1972) is one of only 1’750 examples of this type built. With the model year 1973 the flap was discontinued. According to legend, some owners as well as fuel station attendants mistook the filling port for the fuel tank and happily topped up the engine oil with petrol. Not the most sensible way to treat a Porsche 6 cylinder boxer!

The 911, with its chassis number 754, was built probably in 1971 and delivered to France. We assume, that the car was initially displayed in the showroom since it was not registered before 2nd October 1973. During its time in France a 1973 exchange engine was installed, and the car received a new paint job in its original colour of “117 light yellow”. Several years ago, the car was imported into Switzerland and registered here. In October 2021, a completely overhauled and period correct 2.4 S engine number 6320007 was installed and the car received correct new front seats. Equipped with matching Fuchs alloy rims and painted in its original colour combination, this Porsche is in very good condition and drives impeccably. The last Veteran MOT was completed in May 2017.

wieder da - so will es die Legende - sowohl durch Besitzer als auch durch hilfsbereite Tankwärter gerne Benzin in den Öltank gefüllt wurde, was einige Motorschäden verursacht haben soll. Der Porsche mit Chassis-Nummer 754 wurde wohl 1971 gebaut und nach Frankreich ausgeliefert. Vermutlich war der 911er ein Ausstellungsfahrzeug, da er erst am 2. Oktober 1973 erstmals zugelassen wurde. Während der Zeit in Frankreich wurde ein 1973er Austauschmotor eingebaut, und der Wagen erhielt eine neue Lackierung in seiner Originalfarbe 117 „hellgelb“. Vor einigen Jahren wurde der Porsche in die Schweiz importiert und hier zugelassen. Im Oktober 2021 wurde ein komplett revidierter und Jahrgangskorrekter 2.4 S Motor (#6320007) eingebaut, und das Fahrzeug erhielt neue originalgetreue Vordersitze. Ausgestattet mit den korrekten Fuchsfelgen, in der originalen Farbkombination und mit neu revidiertem Motor (10‘000 km Garantie), befindet sich dieser Porsche in sehr gutem Zustand und fährt sich hervorragend. Die letzte MFK als Veteranenfahrzeug erfolgte im Mai 2017.

Cet exemple de 911S de 1972 avec sa trappe de remplissage d‘huile derrière la porte du passager (utilisée uniquement d‘août 1971 à juillet 1972) est l‘un des 1‘750 exemplaires de ce type construits. Avec l‘année 1973, la trappe a été supprimée. Selon la légende, certains propriétaires ainsi que des pompistes ont confondu l‘orifice de remplissage avec le réservoir de carburant et ont allègrement fait le plein d‘huile moteur avec de l‘essence.

La 911, avec son numéro de châssis 754, a été construite probablement en 1971 et livrée en France. Nous supposons que la voiture était initialement exposée dans la salle d‘exposition puisqu‘elle n‘a pas été enregistrée avant le 2 octobre 1973. Pendant son séjour en France, un moteur d‘échange de 1973 a été installé, et la voiture a reçu une nouvelle peinture dans sa couleur d‘origine, 117 „jaune clair“. Il y a plusieurs années, la voiture a été importée en Suisse et y a été immatriculée. En octobre 2021, un moteur 2.4 S (#6320007) entièrement révisé et conforme à l‘époque a été installé et la voiture a reçu de nouveaux sièges avant conformes à l‘original. Équipée de jantes en alliage Fuchs assorties et peinte dans sa combinaison de couleurs d‘origine, cette Porsche est en très bon état et se conduit parfaitement bien. La dernière expertise vétéran a été effectuée en mai 2017.

Dieser 911 S mit der nur für das Modelljahr 1972 (August 1971 bis Juli 1972) verwendeten Öleinfüllklappe hinter der Beifahrertür ist eines von nur 1‘750 gebauten Fahrzeugen dieses Typs. Zum Modelljahr 1973 verschwand die Klappe 25

Lot 109 66‘843 cars (1966) V8 6‘489 cc 325 SAE hp at 4‘800/min Estimate CHF 80‘000 - 90‘000

1966 Chevrolet Chevelle SS396 Chassis # 138176A131427 After just two years on the market, the Chevrolet Chevelle was redesigned. The 1966 Chevelle moved away from the more rigid “three-box” design, and more toward the “coke-bottle” styling that was in vogue at this time for American cars. For many, the ’66 and ’67 Chevrolet Chevelle represent the sweet spot of the model’s styling between the original design and the larger cars that would follow.

Story hagerty.com Photos Mauro Stifani

The ’66 Chevelle was available as the 300, 300 Deluxe, and Malibu. It was offered in two- and four-door sedan variants, as well as a sport coupe, convertible and wagon. The 300 and 300 Deluxe were pretty spartan compared to the Chevelle Malibu, but these lesser trims did feature updated interior styling for ’66. The Malibu could be had in a hardtop sedan variant that had the pillar-less look of a coupe, but with four doors.

The base six cylinder engines continued to be offered, but the 283 and 327 cid V-8s were increasingly popular options. The Malibu Super Sport was now simplified to SS 396, and now included two simulated hood scoops. Beneath that hood, the big block V-8 made 26

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325 hp or 360 hp. There was also the L78 version of the 396. A mid-year release, it offered the 396 with an impressive 375 hp.

The 1966 Chevrolet Chevelle could be had with options like dual exhaust, mag wheel covers, upgraded brakes, four-way power sears, cruise control, and even a tissue dispenser. More than 447‘000 Chevelles were built for the 1966 model year. Of them, more than 66‘000 were the Sport Coupe SS 396. Just 5‘429 SS396 convertibles were produced, but only 100 Chevelles were produced with the L78, making them highly desirable.

sowie eine elektronische Zündanlage wurden montiert.

Die Karosserie und die originale Innenausstattung aus Kunstleder befinden sich ebenfalls in sehr gutem Zustand, womit kein Handlungsbedarf besteht. Motor, Getriebe und Hinterachse entsprechen der Auslieferung (MatchingNumbers) und befinden sich ebenfalls in sehr gutem Zustand, und der Chevelle kann einem neuen Besitzer sofort unvergessliche Erlebnisse bereiten. Die letzte MFK als Veteranenfahrzeug erfolgte im Mai 2018.

This Chevrolet Chevelle with its plain, almost inconspicuous appearance is a bit of a “wolf in sheep‘s clothing” and perfectly managers to hide it‘s 325hp, courtesy of a big block, 6.6 litre V8. The SS396 was bought new on 25th March 1966 by Mr and Mrs Joe M. Collett from Forest Park in Georgia. The original bill of sale, the owner’s manual and the original owner protection plan including its “protect-o-plate” exist to this day. According to a letter from January 2019, which the vendor received from Mr. Joe M. Collett, he and his wife enjoyed the car during 34 or 35 years before passing it on to somebody from Robinsville New Carolina. For the years after this sale the Chevelle‘s history is not known except for a repaint in the original “Aztec Bronze” in around 2000. In November 2017 the car was bought by the current keeper in the USA and imported into Switzerland. For the Swiss MOT the front suspension and the complete dashboard were overhauled. In subsequent years the Chevrolet received a new set of carpets and new tyres, the braking system was overhauled and a stainless-steel exhaust system as well as an electronic ignition system were installed. The coachwork and the original vinyl interior are in very good condition without any attention required. Engine, gearbox and rear axle correspond to the original specification (matching numbers) and are in very good shape as well, making this Chevelle ready to provide unforgettable moments to the new owner. The last veteran MOT was completed in May 2018.

Cette Chevrolet Chevelle, à l‘apparence simple et presque discrète, est un peu un „loup dans la bergerie“ et est parfaitement capable de cacher ses 325 chevaux, grâce à un gros bloc V8 de 6.6 litres. La SS396 a été achetée neuve le 25 mars 1966 par M. et Mme Joe M. Collett de Forest Park en Georgia. La facture d‘achat originale, le manuel d‘utilisation original, y compris sa „protect-o-plate“, existent encore aujourd‘hui. Selon une lettre de janvier 2019, que le vendeur a reçue de M. Joe M. Collett, lui et sa femme ont profité de la voiture pendant 34 ou 35 ans avant de la transmettre à quelqu‘un de Robinsville en Nouvelle Caroline. Pour les années qui ont suivi cette vente, l‘histoire de la Chevelle n‘est pas connue, à l‘exception d‘une repeinture dans la couleur originale „Aztec Bronze“ vers 2000. En novembre 2017, la voiture a été achetée aux États-Unis par son propriétaire actuel et importée en Suisse. Pour le contrôle technique suisse, la suspension avant et le tableau de bord complet ont été révisés. Les années suivantes, la Chevrolet a reçu un nouveau jeu de moquettes et de nouveaux pneus, le système de freinage a été révisé et un système d‘échappement en acier inoxydable ainsi qu‘un système d‘allumage électronique ont été installés. La carrosserie et l‘intérieur en similicuir d‘origine sont en très bon état et ne nécessitent aucune attention particulière. Le moteur, la boîte de vitesse et l‘essieu arrière correspondent à la livraison (Matching Numbers) et sont également en très bon état, ce qui rend cette Chevelle prête à offrir des moments inoubliables à son nouveau propriétaire. La dernière expertise vétéran a eu lieu en mai 2018.

Dieser Chevrolet Chevelle darf mit seinem 325 SAE-PS leistenden 6.6-Liter V8 durchaus als „Wolf im Schafspelz“ bezeichnet werden. Die schlichte, beinahe unscheinbare Form täuscht so manchen Betrachter bezüglich der Fahrleistungen dieses Big-Block Coupés. Der SS396 wurde am 25. März 1966 durch Mr. und Mrs. Joe M. Collett aus Forest Park, Georgia als Neuwagen gekauft – die originale Kaufrechnung, die Betriebsanleitung und der originale „Owner protection plan“ inklusive der „Protect-o-plate“ sind bis heute vorhanden. Gemäss einem Brief, welchen der aktuelle Halter im Januar 2019 von Joe M. Collet erhielt, genossen er und seine Frau den Wagen während 34 oder 35 Jahren bevor sie ihn an jemanden aus Robinsville/ New Carolina verkauften. Für die folgenden Jahre ist die Geschichte des Chevelle, ausser dass er wohl ca. 2000 in der Originalfarbe „Aztec Bronze“ neu lackiert wurde, nicht bekannt. Im November 2017 wurde der Wagen vom aktuellen Halter in den USA erworben und in die Schweiz importiert. Für die anschliessende MFK wurde die vordere Aufhängung sowie das komplette Armaturenbrett revidiert. In den folgenden Jahren erhielt der Chevrolet einen neuen Teppichsatz und neue Reifen, die Bremsanlage wurde revidiert und eine Edelstahl-Auspuffanlage 27

Lot 110 3‘284 cars V8 2‘925 cc 205 hp at 6‘750/min Estimate CHF 30‘000 - 35‘000 at no reserve Photos Oldtimer Galerie

1989 Lancia Thema 8.32 Chassis # ZLA83400000197599 With only 3’284 examples built, the Thema 8.32, with its 2.9 litre Ferrari V8 engine, was the most exclusive Lancia of its time. For the princely sum of around 70‘000 Swiss Francs (nearly double the price of a regular V-6 engined Thema) the lucky first owner received, on 1st September 1989, a sports limousine equipped with a 5 speed gearbox, power steering, air conditioning and an exclusive leather interior by the venerated Poltrona Frau including electrically adjustable and heated front seats. After a change of ownership in 2012 the Lancia, by now showing a mere 55‘000 kilometres, was taken over by the vendor in 2016. in the same year, at 55’944 kilometres, the cam belt and tensioners were replaced, and the water pump overhauled. With now three owners, and 57‘000 kilometres driven and with a complete service booklet, the Thema is in very good and well maintained original condition. The last Veteran MOT was successfully completed in October 2019.

Mit nur 3‘284 gebauten Fahrzeugen war der Thema 8.32 mit dem 2.9-Liter Ferrari V8 der exklusivste Lancia seiner Zeit. Für den Neupreis von damals rund CHF 70‘000.(beinahe doppelt so teuer wie ein Thema mit V6 Motor) erhielt der glückliche Erstbesitzer am 1. September 1989 eine Sportlimousine mit 5-Gang Getriebe, Servolenkung, Klimaanlage und einer exklusiven Ausstattung der „Ledergötter“ von Poltrona Frau mit elektrischer Verstellung und Sitzheizung vorne. Nach einem Besitzerwechsel 2012, wurde der Lancia 2016 mit knapp 55‘000 km vom aktuellen Halter übernommen. Im selben Jahr, bei 55‘944 km, wurden die Zahnriemen und Spannrollen ersetzt sowie die Wasserpumpe revidiert. Aus dritter Hand, 57‘000 gefahrenen Kilometern und lückenlosem Serviceheft, befindet sich der Thema in sehr gutem und gepflegten Originalzustand. Die letzte MFK als Veteranenfahrzeug erfolgte im Oktober 2019.

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Avec seulement 3‘284 véhicules construits, la Thema 8.32 équipée du V8 Ferrari de 2,9 litres était la Lancia la plus exclusive de son époque. Pour la somme princière d‘environ 70 000 francs suisses (près du double du prix d‘une Thema ordinaire à moteur V-6), l‘heureux premier propriétaire a reçu le 1er septembre 1989 une limousine sportive équipée d‘une boîte de vitesses à 5 rapports, d‘une direction assistée, de la climatisation et d‘un intérieur en cuir exclusif des „dieux du cuir“ de Poltrona Frau, comprenant des sièges avant chauffants et réglables électriquement. Après un changement de propriétaire en 2012, où la Lancia n‘a affiché plus que 55‘000 kilomètres, elle a été reprise par son détenteur actuel en 2016. La même année, à 55‘944 kilomètres, la courroie de distribution et les tendeurs ont été remplacés, et la pompe à eau a été révisée. Avec maintenant trois propriétaires, 57‘000 kilomètres parcourus et avec un carnet d‘entretien suivi, la Thema est en très bon état d‘origine et bien entretenue. La dernière expertise vétéran a été effectuée avec succès en octobre 2019.

2002 Renault Sport Clio 3.0 V6 Phase I Chassis # VF1C61A0625572628 The Renault Sport Clio V6, genuine hair to the Renault 5 turbo, was developed in cooperation with Tom Walkinshaw racing TWR and sold to the public from the end of 2000. The brawny little French rocket sports a transversely installed 3 litre V6 mid-engine, sending a healthy 226hp to the rear wheels via a 6-speed manual gearbox. This Clio V6 from the first Series, built in only 1513 examples, was sold on 28th May 2002 in Burgdorf and registered for the first time on the 5th June of the same year. According to the Clio V6 register this car, number 1128, is one of only 155 examples delivered in Switzerland. The car led a leisurely life as second car of its first two owners and was eventually sold (but never registered!) to a Renault enthusiast with 47‘000 kilometres on the clock. The little rocket therefore has had only three owners and is in very good original condition with the 49‘000 kilometres shown substantiated with its service booklet as well as the emission control certificate. The Sport Clio V6 will be sold freshly serviced (including cambelt change). The last MOT has been completed in May 2014, for a Swiss buyer the car will receive a new MOT after the auction.

Als legitimer Erbe des Renault 5 Turbo, wurde der Sport Clio V6 in Zusammenarbeit mit Tom Walkinshaw Racing (TWR) entwickelt, und ab Ende 2000 als Serienfahrzeug verkauft. Der bullige kleine Franzose verfügt über einen quer eingebauten 3-Liter V6 Mittelmotor, welcher seine 226 PS über ein 6-Gang Schaltgetriebe an die Hinterachse abgibt. Dieser Clio V6 der ersten, in nur 1‘513 Exemplaren gebauten, Serie wurde am 28. Mai 2002 in Burgdorf verkauft und am 5. Juni des Jahres erstmals zugelassen. Gemäss Clio V6 Register ist dieses Fahrzeug, No. 1128, eines von nur 155 in der Schweiz ausgelieferten Fahrzeuge. Sein Leben als Zweitwagen verbrachte der Renault bis 2016 bei zwei Besitzern und wurde dann mit rund 47‘000 gefahrenen Kilometern von einem Markenliebhaber gekauft, jedoch nie eingelöst. Der kleine Bolide hatte also nur drei Vorbesitzer, befindet sich in sehr gutem Originalzustand

und die rund 49‘000 gefahrenen Kilometer sind durch das Serviceheft sowie das Abgaswartungsdokument zu 100% nachvollziehbar. Der Sport Clio V6 wird frisch ab Service inklusive Zahnriemenwechsel an einen neuen Besitzer übergeben. Die letzte MFK erfolgte im Mai 2014, für Schweizer Käufer wird das Fahrzeug frisch vorgeführt.

Lot 111 1‘513 cars (Phase I) V6 2‘946 cc 226 hp at 6‘000/min Estimate CHF 40‘000 - 45‘000

Photos Daniel Reinhard / OG La Renault Sport Clio V6, héritière légitime de la Renault 5 turbo, a été développée en coopération avec Tom Walkinshaw Racing (TWR) et vendue au public à partir de la fin 2000.

La robuste petite fusée française est équipée d‘un moteur central V6 de 3 litres installé transversalement, qui transmet 226 cv aux roues arrière via une boîte de vitesses manuelle à 6 rapports. Cette Clio V6 de la première série, construite à seulement 1‘513 exemplaires, a été vendue le 28 mai 2002 à Berthoud et immatriculée pour la première fois le 5 juin de la même année. Selon le registre Clio V6, cette voiture, numéro 1128, est l‘un des 155 exemplaires livrés en Suisse. La voiture a mené une vie tranquille en tant que deuxième voiture de ses deux propriétaires et a finalement été vendue (mais jamais immatriculée !) à un passionné de Renault avec 47‘000 kilomètres au compteur. Le petit bolide n‘a donc eu que trois propriétaires et est en très bon état d‘origine. Les 49‘000 kilomètres indiqués sont justifiés par son carnet d‘entretien ainsi que par la fiche de contrôle antipollution. La Renault Sport Clio V6 sera vendue avec un service récent (y compris le changement de la courroie de distribution). La dernière expertise a été effectuée en mai 2014, pour un acheteur suisse la voiture recevra une nouvelle expertise après la vente.

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Lot 112 190 cars turbocharged in-line 4 cylinder 2‘477 cc 250 hp at 6‘000/min Estimate CHF 75‘000 - 85‘000 Story wikipedia.org Photos Oldtimer Galerie

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1988 Porsche 944 Turbo Cup Chassis # WP0ZZZ95ZHN104160 Porsche introduced the 944 for the 1982 model year. It was slightly faster (despite having a poorer drag coefficient), was better equipped and more refined than the 924; it had better handling and stopping power, and was more comfortable to drive. The factory-claimed a 0–97 km/h (60 mph) acceleration time of less than 9 seconds. The car had a nearly even front to rear weight distribution (50.7% front/49.3% rear) courtesy of the rear transaxle balancing out the engine in the front.

In mid-1985, the 944 underwent its first significant changes, these included: new dashboard and door panels, embedded radio antenna, upgraded alternator, increased oil sump capacity, new front and rear cast alloy control arms and semi-trailing arms, larger fuel tank, optional heated and powered seats, and revisions in the mounting of the transaxle to reduce noise and vibration.

The front windshield was now a flush-mounted unit. The „cookie cutter“ style wheels used in the early 944s were upgraded to new „phone dial“ style wheels (Fuchs wheels remained an option).

For the 1986 model year, Porsche introduced the 944 Turbo, known internally as the 951. The Turbo had a turbocharged and intercooled version of the standard 944‘s engine that generated 220 PS at 6,000 rpm. In 1987, Car and Driver tested the 944 Turbo and achieved a 0–97 km/h (0–60 mph) time of 5.9 seconds. The Turbo was the first Porsche production car utilising a ceramic port liner to retain exhaust gas temperature along with new forged pistons and was also the first vehicle to produce an identical power output with or without a catalytic converter. The Turbo also featured several other changes, such as improved aerodynamics, notably an integrated front bumper. This featured the widest turn signals fitted to any production car, a strengthened gearbox with a different final drive ratio, standard external oil coolers for both the engine and transmission, standard 16 inch

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wheels (optional forged Fuchs wheels), and a slightly stiffer suspension to handle the extra weight. The Turbo‘s front and rear brakes were borrowed from the 911, with Brembo 4-piston fixed calipers and 12-inch discs. Engine component revisions, more than thirty in all, were made to the 951 to compensate for increased internal loads and heat.

In 1988, Porsche introduced the 944 Turbo S with a more powerful engine rated at a maximum power output of 250 PS at 6‘000 rpm and 350 Nm of torque at 4‘000 rpm. This higher output was achieved by using a larger KKK K26-8 turbocharger housing and revised engine mapping which allowed maintaining maximum boost until 5,800 rpm, compared to the standard 944 Turbo, the boost would decrease from 0.75 bar at 3‘000 rpm to 0.52 bar at 5‘800 rpm. In June 1988, Car and Driver tested the 944 Turbo S and achieved a 0–97 km/h (0–60 mph) acceleration time of 5.5 seconds and a quarter-mile time of 13.9 seconds at 163 km/h. Top speed was factory rated at 261 km/h.

The 944 Turbo S‘ suspension had the „M030“ option consisting of Koni adjustable shocks at the front and rear, with ride height adjusting threaded collars on the front struts, progressive rate springs, larger hollow rear anti-roll/torsion bars, harder durometer suspension bushings, larger 26.8 mm hollow anti-roll/torsion bars

at the front, and chassis stiffening brackets in the front frame rails. The air conditioning dryer lines were routed so as to clear the front frame brace on the driver‘s side.

The 944 Turbo S wheels, known as the Club Sport design, were 16-inch Fuchs forged and flat-dished, similar to the Design 90 wheel. Wheel widths were 7 inches at the front, and 9 inches at the rear; sizes of the Z-rated tyres were 225/50 in the front and 245/45 in the rear. The front and rear fender edges were rolled to accommodate the larger wheels. The manual transmission featured a higher friction clutch disc setup, an external cooler, and a limitedslip differential with a 40% lockup setting. The Turbo S‘ front brakes were borrowed from the 928 S4, with larger Brembo GT 4-piston fixed calipers and 12-inch discs; rear Brembo brakes remained the same as a standard Turbo.

Porsche began a race series for the top-of-the line 944 Turbo in the mid-1980s. There were five championship series: one in France, one in Germany, one in South Africa, one in Canada, and one in the United States. Each had a different number of cars competing. The Turbo Cup cars developed for the series had substantial upgrades over their road going counterparts. These included a larger KKK K26-8 turbocharger, a magnesium intake manifold and oil pan, a reinforced transmission, clutch, differential and axles along with removal of A/C, power seats, leather upholstery, sun visors, power windows, power steering, rear wiper, headlight washers, fender liners, storage pockets, and rear trunk release, upgraded struts, shocks, springs, suspension mounts, as well as an adjustable ABS system, bigger brakes with racing pads, magnesium wheels, a transmission oil cooler, and a lightweight battery.

This yielded weight savings of approximately 272 kg and improvements in performance of the car as the Turbo Cup cars had a 0–97 km/h (60 mph) acceleration time of 5.3 seconds and a top speed of nearly 274 km/h.

Only 190 examples of the 944 Turbo Cup were built and the example we have on offer was collected by its first Swiss owner on 21st January 1988 at the Porsche works in Stuttgart. It‘s an original Turbo Cup car equipped with a locking differential, ABS, catalytic converter, and a Matter roll cage. The car was registered for the first time on 4th May 1988 and until 1991 was raced in the “Swiss Cup”.

In 2006 the 944 was acquired by the last recorded owner but not used in anger any longer. A “Kit-France (300hp)”, a racing exhaust system, the original drivers seat and a number of other replacement parts are available. The original service booklet and many receipts since 2008 will be handed over to the new owner of the 944. With its matching numbers engine and only around 58‘000 kilometres driven, the car is in very well maintained condition and absolutely on the button, ready to give the odd 911 a difficult time indeed! The last MOT was completed in April 2018.

Als eines von nur 190 gebauten Fahrzeugen, wurde dieser 944 Turbo Cup durch seinen Schweizer Erstbesitzer am 21. Januar 1988 im Porsche Werk abgeholt. Es handelt sich um ein originales Turbo-Cup Fahrzeug mit Sperrdifferential, ABS, Katalysator und Matter-Überrollkäfig. Am 4. Mai 1988 wurde das Fahrzeug erstmals zugelassen und anschliessend bis 1991 im Swiss Cup eingesetzt. 2006 wurde der 944er vom letzten eingetragenen Halter übernommen und seither nicht mehr für Rennen eingesetzt. Ein Kit-France (300 PS), ein Rennauspuff, der originale Fahrersitz sowie weitere Ersatzteile sind vorhanden. Das originale Serviceheft und viele Belege seit 2008 werden mit dem 944er an einen neuen Besitzer übergeben. Mit Matching-Numbers und erst rund 58‘000 gefahrenen Kilometer befindet sich das Fahrzeug in sehr gepflegtem und absolut fahrbereitem Zustand – bereit, auch heute noch den einen oder anderen 911er hinter sich zu lassen. Die letzte MFK erfolgte im April 2018.

Cette 944 Turbo Cup, l‘un des 190 véhicules construits, a été récupérée par son premier propriétaire suisse à l‘usine Porsche le 21 janvier 1988. Il s‘agit d‘un véhicule Turbo-Cup original avec différentiel autobloquant, ABS, catalyseur et cage de sécurité Matter. Immatriculé le 4 mai 1988, la Porsche a été utilisée dans la série de la Coupe Suisse jusqu‘en 1991. En 2006, la voiture a été vendue à son dernier propriétaire et n‘a pas été utilisée en compétition à partir de cette date. Kit France (300 cv), échappement de course, siège conducteur d‘origine et autres pièces détachées sont disponibles. Carnet de service et de nombreux documents depuis 2008 sont disponible. Avec des numéros correspondants et seulement 58‘000 km parcourus, le véhicule est en très bon état et absolument prêt à rouler. Dernière expertise passée en avril 2018.

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Lot 113 7‘177 cars 180° V12 4‘941 cc 380 hp at 5‘750/min Estimate CHF 90‘000 - 100‘000 Story wikipedia.org Photos Oldtimer Galerie

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1991 Ferrari Testarossa Chassis # ZFFSA17S000090102 The Testarossa is a two-door coupé that premiered at the 1984 Paris Auto Show and it‘s name paid homage to the famed World Sportscar Championship winner 1957 250 Testa Rossa sports racing car. Testa Rossa, which literally means „red head“ in Italian, refers to the red-painted cam covers sported by both cars‘ 12-cylinder engines. All versions of the Testarossa were available with a rear-mounted, five-speed manual transmission. The rear mid-engine design 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 the 1992 model year and was introduced as the 512 TR (TR meaning TestaRossa), at the Los Angeles Auto Show, effectively as a completely new car, and an improved weight distribution of 41% front, 59% rear. Another new variant called the F512 M was introduced at the 1994 Paris Auto Show.

The car dropped the TR initials and added the M which in Italian stood for modificata, or translated to modified, and was the final version of the Testarossa, which continued its predecessor‘s weight distribution improvement of 42% front, 58% rear. The F512 M was Ferrari‘s last vehicle that featured the flat-12 engine.

The Testarossa traces its roots back to the faults of the 1981 512 BBi. The problems that the Testarossa was conceived to fix included a cabin that got increasingly hot from the indoor plumbing that ran between the front-mounted radiator and the midshipsmounted engine and a lack of luggage space. To fix these problems the Testarossa was designed to be larger than its predecessor. For instance, at 1‘976 mm 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

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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 Pininfarina consisted of Ian Cameron, Guido Campoli, Diego Ottina and Emanuele Nicosia. They were led by design chief Leonardo Fioravanti, who also designed many other contemporary Ferrari models. The design was originated by Nicosia, but the guidance of Fioravanti was equally important. Being trained in aerodynamics, Fioravanti applied his know-how to set the layout of the car. The designers were originally trying to minimize the necessary side intakes, which also could not be left open due to American safety legislation, but then decided on making them a statement of style instead - one that ended up becoming emblematic of the late eighties. The Testarossa did not need a rear spoiler. The aerodynamic drag coefficient of Cd=0.36 was significantly lower than the Lamborghini Countach‘s 0.42.

The styling 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. Unlike the Berlinetta Boxer, the Testarossa had twin side radiators near the engine at the rear instead of a single radiator up-front - eliminating much piping and allowing for a much cooler cabin. After passing through the engine bay, the cooling air exited through the vents at the engine lid and the tail. The strakes also made the Testarossa wider at the rear than at the front, thus increasing stability and handling.

One last unique addition to the new design was a single high mounted side view mirror on the driver‘s side. On US-based cars, the mirror was lowered to a more normal placement for the 1987 model year and was quickly joined by a passenger side view mirror for the driver to be able to make safe 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‘s drivetrain was also an evolution of the 512 BBi. Its engine used near identical displacement and compression ratio, but unlike the 512 BBi had four-valve cylinder heads that were finished in red.

Dieser schöne Testarossa stammt aus Schweizer Auslieferung, wurde am 1. Juni 1991 erstmals zugelassen und am 28. Juni 1991 durch die Ferrari Vertretung AD Autodiffusion in Meyrin an den Erstbesitzer aus Genf übergeben. Dem damaligen Zeitgeist entsprechend, wurde eine optionale Motorhaube mit Sichtfenster montiert. Damit der wunderschöne Zwölfzylinder auch zur Geltung kommt, wurden Luftfilterkasten und Ansaugkrümmer in Ferrarirot lackiert. Nach einem weiteren Besitzer in der italienischen Schweiz wurde der Ferrari 2003 vom Einlieferer erworben und seither stets gewissenhaft gewartet und für gelegentliche Ausfahrten genutzt. Der letzte grosse Service erfolgte 2014 bei 48‘396 km. Diese automobile Ikone der späten 1980er und frühen 1990er Jahre befindet sich in sehr gutem Zustand, wurde erst rund 52‘000 km gefahren und wird mit lückenlosem Serviceheft, originalem Bordwerkzeug und einer FIVA-ID an einen neuen Besitzer übergeben.

Die letzte MFK als Veteranenfahrzeug erfolgte im August 2021.

Cette magnifique Testarossa est une livraison suisse.

Elle a été immatriculée le 1er juin 1991 et remise à son heureux premier propriétaire le 28 juin 1991 par l‘agence Ferrari AD Autodiffusion à Meyrin. Suivant la mode de l‘époque, une fenêtre de capot moteur en plexiglas a été installé en option, permettant une vue complète du fabuleux moteur 12 cylindres, dont le collecteur d‘admission et la boîte à air ont été peints en rouge Ferrari pour un effet supplémentaire.

Après un autre propriétaire dans la partie italienne de la Suisse, la Ferrari a été reprise par le vendeur en 2003 et a depuis été méticuleusement entretenue et utilisée uniquement pour des sorties occasionnelles.

Le dernier grand service a été effectué en 2014 à 48‘396 kilomètres. Cette icône automobile de la fin des années 80 et du début des années 90 est en très bon état, a parcouru seulement 52‘000 kilomètres et sera remise avec un carnet d‘entretien complet, les outils d‘origine et une carte d‘identité. La dernière expertise vétéran a été effectuée en août 2021.

This beautiful Testarossa is a Swiss delivery. It was first registered on 1st of June 1991 and handed over to its lucky first owner on the 28th June 1991 by the Ferrari agency AD Autodiffusion in Meyrin. Following period fashion, an optional perspex engine bonnet insert was installed, allowing full view of the fabulous 12-cylinder engine, who’s inlet manifold and airbox had been painted Ferrari red for additional effect. After a further owner in the Italian part of Switzerland, the Ferrari was taken over by the vendor in 2003 and has since been meticulously maintained and used for occasional outings only. The last mayor service was completed into 2014 at 48‘396 kilometres. This automotive icon of the late 80s and early 90s is in very good condition, has covered a mere 52’000 kilometres and will be handed over with a complete service booklet, the original tools and a FIVA ID. The last Veteran MOT was completed in August 2021.

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Lot 114 1‘009 cars (1961 Cabriolet) 4 cylinder flat-engine 1‘582 cc 60 hp at 4‘500/min Estimate CHF 140‘000 - 160‘000 Story hagerty.com Photos Mauro Stifani

1961 Porsche 356 B 1600 Cabriolet Chassis # 154984 For the 1960 model year, the 356A model was out and replaced by the 356B, which was known internally as the T5. It looked similar on the outside, but there were numerous small but important changes to the body.

The front bumper had enlarged rim guards that were positioned higher, and the headlights were slightly raised as well. The front indicators came stuck out further and the front lid handle was new. In the back, the lights for the license plate were integrated into the now raised rear bumper, and the reverse light was lowered.

The Porsche 356B was offered with three 1600cc engines, designated the 1600, 1600 Super and Super 90.

The advanced and expensive four-cam Carrera 2 was also available. The 1600 units featured differing compression ratios and carburation resulting in outputs ranging from 60 to 90bhp. The Super 90 variant featured sodium filled valves and twin Solex P40-11 carburettors. This engine is particularly sought after by collectors due to its high power output.

The Porsche 356B was a step-change from the previous Porsche 356A. Aside from the more obvious external changes, the B offered more powerful and flexible engine options which exploited the car‘s excellent chassis and handling dynamics. Their reputation for race inspired engineering and accessible performance has ensured 34

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many have led active but cherished lives. Subsequently, examples are relatively plentiful on the open market.

Proper maintenance and care of any 356 is dependent on specialist knowledge and equipment no more so than the quad-cam Carrera GS. The complex body construction of the Porsche 356B resulted in many areas at which corrosion could take hold, often serious, making repair and restoration a challenging prospect.

The Porsche 356B was available in a number of different versions. There was a Coupe, Roadster, Super, Super Roadster, Super 90 and Super 90 Roadster. There were mixed views at the time concerning the revised front end styling and raised headlights but this did nothing to dampen the enthusiasm for a car that had matured to occupy a singular place in the market.

During its continued evolution, the Porsche 356 had grown in both stature and price, but it still had no direct competition. MGs, ACs and Jags all combined some elements of the 356’s appeal but were not as refined and sophisticated in their execution, at least according to Porsche loyalists. The 356B further solidified Porsche’s reputation for building high quality, fun and quick little sports cars, plus it allowed the company to continue the slow, methodical growth that allowed it to become one of the world’s premier specialist car manufacturers.

Service sowie eine neue Auspuffanlage. Gemäss dem vorhandenen Porsche Zertifikat entsprechen die Farbkombination wie auch das Getriebe der Auslieferung.

Einige Belege zu Fahrzeuggeschichte und -unterhalt sind vorhanden. Das Cabriolet befindet sich in gutem bis sehr gutem Zustand und wird mit der letzten MFK als Veteranenfahrzeug im Oktober 2021 an einen neuen Besitzer übergeben.

This T5 cabriolet, with its four-cylinder boxer engine delivering 60hp, was delivered on 22nd April 1961 to Sonauto in Paris and first registered on the 28th April in France. In the early 80s, the original engine was replaced with a correct exchange unit from the same year. In 1988 the 356 was imported into Switzerland and after an engine revision registered here. In 2017, after having been stored in a garage for a number of years, the Porsche was acquired by the last owner. He decided it on a “soft” restoration by preserving the beautiful patina. The soft top was replaced, and the seats were restored, using the original leather. The engine received an electronic ignition system and the carburettor as well as the brakes were overhauled.

In 2021 the cabriolet, in preparation for the MOT received a major service and a new exhaust system.

According to the available certificate by Porsche, the colour combination and the gearbox correspond with the specification when the car was delivered new.

Some history and maintenance records are available.

The cabriolet is in good to very good condition and will be sold with the most recent Veteran MOT completed in October 2021.

Ce cabriolet T5, avec son moteur boxer à quatre cylindres développant 60 ch, a été livré le 22 avril 1961 à Sonauto à Paris et immatriculé pour la première fois le 28 avril en France. Au début des années 80, le moteur d‘origine a été remplacé par une unité d‘échange correcte de la même année. En 1988, la 356 a été importée en Suisse et après une révision du moteur, elle a été enregistrée ici. En 2017, après avoir été stockée dans un garage pendant plusieurs années, la Porsche a été acquise par le dernier propriétaire. Il l‘a décidé à une restauration „douce“ en préservant la belle patine. La capote a été remplacée, et les sièges ont été restaurés en utilisant le cuir d‘origine. Le moteur a reçu un système d‘allumage électronique et le carburateur ainsi que les freins ont été révisés. En 2021, le cabriolet, en préparation du contrôle technique, a reçu un service majeur et un nouveau système d‘échappement. Selon le certificat Porsche disponible, la combinaison de couleurs et la boîte de vitesses correspondent aux spécifications de la livraison. Quelques documents d‘historique et d‘entretien sont disponibles. Le cabriolet est en bon à très bon état et sera vendu avec la dernière expertise vétéran achevée en octobre 2021.

Dieses T5 Cabriolet mit 60 PS leistendem 4-Zylinder Boxermotor wurde am 22. April 1961 an Sonauto in Paris ausgeliefert und am 28. April des Jahres erstmals in Frankreich zugelassen. In den frühen 1980er Jahren wurde der Originalmotor durch ein korrektes und Jahrgangsgleiches Austauschaggregat ersetzt. 1988 wurde der 356er in die Schweiz importiert und nach einer Motorrevision hier zugelassen. 2017, nach einigen Jahren in einer Garage, wurde der Porsche vom letzten Besitzer übernommen. Dieser entschied sich den Wagen sanft zu restaurieren und dabei die schöne Patina zu erhalten.

Das Verdeck wurde ersetzt und die Sitze wurden unter Verwendung des alten Leders restauriert. Der Motor erhielt eine elektronische Zündung und die Vergaser wurden, wie die Bremsanlage, revidiert. 2021 erhielt das Cabriolet im Zuge der MFK-Vorbereitung einen grossen 35

Lot 115 718 cars (S1) in-line 4 cylinder 1‘970 cc 144 hp at 6‘600/min Estimate CHF 60‘000 - 65‘000 Story wikipedia.org Photos zwischengas.com

1977 Lotus Esprit S1 Chassis # 77080124J In 1970 Tony Rudd, who had arrived at Lotus the previous year, proposed two new model development projects.

The first, Project M50, resulted in the 1974 Elite. The second, Project M70, meant to develop a successor to the Europa which, like the Europa, was to be a two-door fixed-head mid-engine coupé.

A meeting between Colin Chapman and Giugiaro was arranged in 1971 by designer Oliver Winterbottom, who also suggested that Giugiaro use his Maserati Boomerang concept as the inspiration for the new Lotus.

Work began on the new car in mid-1971 with production of a 1:4 scale model. According to Italdesign, Chapman was disappointed with the wind-tunnel test results with the model and halted the project, but the Italian coachbuilder pressed on and built a full-size mock-up on a stretched, modified Europa chassis. That nameless prototype, often simply called „the Silver Car“, appeared on the Italdesign stand at the 1972 Turin Auto Show and the positive reception convinced Chapman to approve further development.

Development continued with production of a second prototype, registered as „IDGG 01“ and known as „the Red Car“, that would be a functional car. Design of the car‘s mechanical systems progressed, but was not complete when the Esprit was officially announced.

The Esprit was launched in October 1975 at the Paris Motor Show and entered production in June 1976, re36

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placing the Europa in the Lotus model lineup. These first cars became known as „Series 1“ (or S1) Esprits. The wedge-shaped fibreglass body was mounted on a steel backbone chassis. Power was from the 1‘970 cc Lotus 907 four-cylinder engine that was rated at 144 DIN-PS in swiss trim. The engine was mounted longitudinally behind the passengers and drove the rear wheels through a Citroën C35 5-speed manual transaxle also used in the SM and Maserati Merak. Rear brakes were mounted inboard, following contemporary racing practice. The Series 1 embodied Lotus‘ performance through light weight mantra, weighing less than 1,000 kg.

Front suspension consisted of upper A-arms and lower lateral links triangulated by the anti-roll bar. Rear suspension consisted of tapering box-section trailing arms and lower lateral links. The half-shafts had no provision for plunge and handled some of the lateral forces. There were coil-over shock absorbers and disc brakes at all four corners. Steering was by an unassisted rack and pinion.

While the S1 Esprit was lauded for its handling and was said to have the best steering of any Esprit, it was generally regarded as being under-powered, especially in markets such as the United States where the engine was stifled by emission controls. Lotus‘ claim of acceleration from 0–97 km/h (0–60 mph) in 6.8 seconds and a top speed of 222 km/h (138 mph) may have been optimistic, as actual road tests revealed a 0-60 mph acceleration time of 8 seconds and a top speed of about 214 km/h.

The S1 Esprit was distinguished from later Esprits by its shovel-style front air dam, Fiat X1/9-sourced taillights, absence of body-side ducting, and Wolfrace alloy wheels.

Inside the car, the S1 Esprit had a one-piece instrument cluster with green-faced Veglia gauges.

An S1 Esprit was featured in the 1977 James Bond film The Spy Who Loved Me, where a car famously converted into a submarine after a road chase.

This Lotus Esprit, one of only 718 series one examples built, was first registered in Ticino on 1st November 1977. The car was originally delivered in black with a light tan interior and BBS rims. Eventually a period correct Panasonic RM-710 cockpit hi-fi system was installed in the roof, back then the Uber-cool thing to have of course! In 1995, after an extended period of inactivity the Esprit, then showing roughly 66‘000 kilometres, was bought by an enthusiast. The following 12 years and 3’000 added kilometres, the Lotus was lovingly maintained and besides regular servicing and oil changes received a cylinder head overhaul in 2000.

In 2006, the front and rear dampers were replaced and the steering system was overhauled. In 2008 the flashy GT changed ownership again and for the next five years was driven about 10‘000 kilometres. During this time the Lotus received a new clutch master- and slave-cylinder, new rear wheel bearings and new halfshafts. In 2014 the car finally arrived with a true James Bond fan. He decided to have his Esprit converted to the Bond car driven by 007 in “The spy who loved me” but thankfully stopped short of turning it into a submarine. During this metamorphosis which took place between 2014 and 2016, around 30’000 Swiss francs were spent in installing a complete new interior as well as a set of original 14 inch Wolfrace rims. The body was covered in a white foil and the newborn secret agent’s gadget received its MOT. A large number of receipts since 1993 is available. The Lotus which by now has covered 84‘000 kilometres is in very good condition and with the last veteran MOT completed in October 2016, is ready to turn its new owner into irresistibly suave Roger Moore II. Dieser Lotus Esprit, eines von 718 gebauten Fahrzeugen der 1. Serie, wurde am 1. November 1977 erstmals im Tessin zugelassen. Ausgeliefert wurde der Wagen in Schwarz mit hellbrauner Innenausstattung und erhielt im Laufe der Jahre eine zeitgemässe Panasonic RM-710 Cockpit Hi-FiAnlage am Dachhimmel (damals das Mass aller Dinge) und BBS Felgen. 1995, wohl nach längerer Standzeit, wurde der Esprit mit damals knapp 66‘000 km auf der Uhr von einem Liebhaber gekauft. Die folgenden 12 Jahre, und 3‘000 km, wurde der Lotus pfleglich gewartet – so erhielt er neben dem regelmässigen Service mit Ölwechsel im Jahr 2000 eine Revision des Zylinderkopfes, 2006 wurden vorne und hinten neue Stossdämpfer montiert und ebenfalls 2006 wurde die Lenkung revidiert. 2008 wechselte das schicke Coupé den Besitzer und wurde in den kommenden fünf Jahren rund 10‘000 km gefahren. In dieser Zeit erhielt der Lotus unter anderem einen neuen Kupplungsgeber- und Kupplungsnehmerzylinder, neue hintere Radlager und neue Antriebswellen. 2014 wurde der Wagen von einem James Bond Fan übernommen.

Dieser entschied sich den Esprit analog dem Fahrzeug mit welchem Roger Moore in „Der Spion der mich liebte“ in die Tiefen der Meere abtauchte zu restaurieren. So wurde der Lotus zwischen 2014 und 2016 für rund CHF 30‘000.mit einer komplett neuen Innenausstattung versehen, auf die orginalen und restaurierten 14“ Wolfrace Felgen gestellt, weiss foliert, technisch bereitgestellt und neu vorgeführt. Sehr viele Belege seit 1993 sind vorhanden.

Der Lotus hat nun 84‘000 km auf der Uhr, befindet sich in sehr gutem Zustand und kann mit der letzten MFK als Veteranenfahrzeug im Oktober 2016 einem neuen Besitzer sofort einen Hauch 007-Feeling vermitteln.

Cette Lotus Esprit, l‘un des 718 exemplaires de la série 1 construits, a été immatriculée pour la première fois au Tessin le 1er novembre 1977. La voiture a été livrée à l‘origine en noir avec un intérieur beige clair et des jantes BBS. Finalement, un système hi-fi Panasonic RM-710 a été installé dans le toit, ce qui était à l‘époque la chose la plus cool à avoir, bien sûr! En 1995, après une longue période d‘inactivité, la Esprit, qui affichait alors environ 66‘000 kilomètres, a été achetée par un passionné.

Pendant les 12 années suivantes et les 3‘000 kilomètres supplémentaires, la Lotus a été entretenue avec amour et, en plus des entretiens réguliers et des changements d‘huile, elle a reçu une révision de la culasse en 2000.

En 2006, les amortisseurs avant et arrière ont été remplacés et le système de direction a été révisé. En 2008, la GT a de nouveau changé de propriétaire et pendant les cinq années suivantes, elle a parcouru environ 10‘000 kilomètres. Pendant cette période, la Lotus a reçu un nouveau cylindre émetteur et cylindre récepteur d‘embrayage, de nouveaux roulements de roue arrière et de nouveaux arbres de transmission. En 2014, la voiture est finalement arrivée chez un véritable fan de James Bond. Il a décidé de faire transformer son Esprit en la voiture de Bond conduite par 007 dans „L‘Espion qui m‘aimait“, mais s‘est heureusement arrêté avant de la transformer en sous-marin. Au cours de cette métamorphose qui s‘est déroulée entre 2014 et 2016, environ 30‘000 francs suisses ont été dépensés pour installer un nouvel intérieur complet ainsi qu‘un jeu de jantes Wolfrace originales de 14 pouces. La carrosserie a été recouverte d‘un film blanc et le gadget d‘agent secret nouveau-né a reçu son expertise. Un grand nombre de reçus depuis 1993 est disponible. La Lotus qui a maintenant parcouru 84‘000 kilomètres est en très bon état et avec la dernière expertise vétéran effectuée en octobre 2016, elle est prête à transformer son nouveau propriétaire en Roger Moore II irrésistiblement suave.

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Lot 116 270 cars (5-Speed, LHD) V12 4‘943 cc 325 hp at 6‘000/min Estimate CHF 95‘000 - 110‘000 at no reserve

1987 Ferrari 412i Chassis # ZFFDD25S000071713 Following Ferrari practice, their numeric designations refer to their engines‘ single-cylinder displacement expressed in cubic centimetres. The 365 GT4 2+2 was introduced in 1972 to replace the 365 GTC/4. It then evolved into the 400, the first Ferrari available with an automatic transmission. In 1979 the 400 was replaced by the fuel injected 400 i. The improved 412 ran from 1985 to 1989, bringing to an end Ferrari‘s longest-ever production series.

Story conceptcarz.com Photos Mauro Stifani

Although the option of an automatic transmission might imply it may have been designed for the American market, no version of these grand tourers was ever officially imported there as Enzo Ferrari believed that emerging environmental and safety regulations and a 55 MPH national speed limit suggested the company‘s 8 cylinder cars would suffice in the US market.

The Ferrari 365 GT4 2+2 replaced the curvaceous 365 GTC/4 in 1973. It was the company‘s new and highly luxurious four-seater that signaled an entirely new stylistic direction for Turin‘s Pininfarina design studio.

In 1972, it made its public debut at Paris and utilized the basic mechanicals of the 365 GTB/4 ‚Daytona‘ 38

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Berlinetta. The Pininfarina-designed bodylines were crisply tailored and virtually unchanged through the evolutionary 400 and 400i (fuel injected) models of 1976 through 1984, culminating in 1985 with the 5.0-liter 412 which continued through 1989. This line was Ferrari‘s longest-running series, surviving for 17 years, and the 412 was the last front-engine Ferrari until the arrival of the 456 in 1992.

The 365 GT4, 400, and 412 were closely related, using the same chassis, body, and engine. Their numerical names were in reference to the engine‘s single cylinder displacement expressing cubic centimeters and therefore changed with each update to reflect the increased displacement. The engine of the 412 displaced 4,943cc and offered 340 rated horsepower.

Transmission options included a five-speed manual or GM-sourced Turbo-Hydramatic 400 automatic. The 400GT had been the first Ferrari to offer an automatic transmission as an option, a decision vindicated by the fact that more than two-thirds of customers took up the option.

Zero-to-sixty was achieved in 7.0 seconds with a top speed exceeding 150 mph.

This 412i, one of only 270 examples built with left hand drive and the very desirable 5 speed manual gearbox, was delivered on 9th September 1987 through official Ferrari agents Sonauto S.A. in Lugano to its lucky first owner. Soon after in 1988, the elegant coupe was taken over by its last owner. In 2018 the Ferrari received the coveted Ferrari Classiche certificate which of course will be passed on to the new owner. The roughly 52‘000 kilometres driven are documented with the fully stamped Ferrari service booklet and the emission control certificate. The 412 is in very good and lovingly cared for original condition and has passed the last Veteran MOT in September 2021.

Although the 412 was visually similar to the 400i it replaced, Pininfarina made several modifications throughout the vehicle. The side window trim was changed from chrome to black, and the flat-faced wheels were new and fitted with TRX tires. A raised rear deck allowed more luggage space, the bumpers were now body-colored, and there was a deep spoiler in the front. In the back, a black valance incorporated the fog lamps and exhaust pipes. Bosch ABS was available, a first for Ferrari. There was no longer badging to denote the transmission type fitted.

Five-spoke alloy wheels were mounted on Rudge knock-off hubs (Cromodora alloy wheels were also a popular option). These luxurious grand tourers came standard with leather upholstery, electric windows, and air conditioning.

Dieser 412i, eines von 270 Fahrzeugen mit Linkslenkung und 5-Gang Schaltgetriebe, wurde am 9. September 1987 durch die Ferrari Vertretung Sonauto S.A. in Lugano an den Erstbesitzer übergeben. Bereits im Februar 1988 wurde das elegante Coupé vom zweiten und letzten eingetragenen Halter übernommen. 2018 erhielt der Wagen das begehrte Ferrari Classiche Zertifikat, welches selbstverständlich an den neuen Besitzer übergeben wird. Die knapp 52‘000 gefahrenen Kilometer sind durch das bei Ferrari durchgestempelte Serviceheft und die Abgaswartungsdokumente belegt.

Der 412er befindet sich in sehr gutem und gepflegtem Originalzustand und absolvierte die letzte MFK als Veteranenfahrzeug im September 2021.

Cette 412i, l‘un des 270 exemplaires construits avec conduite à gauche et la très désirable boîte manuelle à 5 vitesses, a été livrée le 9 septembre 1987 à son heureux premier propriétaire par l‘intermédiaire de l‘agent officiel Ferrari Sonauto S.A. à Lugano. Peu de temps après, en 1988, le coupé élégant a été repris par son dernier propriétaire. En 2018, la Ferrari a reçu le très convoité certificat Ferrari Classiche qui sera bien sûr transmis au nouveau propriétaire. Les quelque 52‘000 kilomètres parcourus sont documentés par le carnet d‘entretien entièrement tamponné par Ferrari et la fiche de contrôle antipollution. La 412 est en très bon état d‘origine, entretenue avec amour, et a passé la dernière expertise vétéran en septembre 2021.

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Lot 117 9‘945 cars (280 GE, all bodies) in-line 6 cylinder 2‘745 cc 156 hp at 5‘250/min Estimate CHF 50‘000 - 60‘000 Story wikipedia.org Photos Mauro Stifani / OG

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1983 Puch 280 GE Cabriolet Chassis # 46021217901057 The Mercedes-Benz G-Class, sometimes called G-Wagon (short for Geländewagen, „terrain vehicle“), is a four-wheel drive automobile manufactured by Magna Steyr (formerly Steyr-Daimler-Puch) in Austria and sold by MercedesBenz. Originally developed as a military off-roader, later more luxurious models were added to the line. In certain markets, it has been sold under the Puch name as Puch G. The G-Wagon is characterised by its boxy styling and body-on-frame construction. It uses three fully locking differentials, one of the few vehicles to have such a feature.

Despite the introduction of an intended replacement, the unibody SUV Mercedes-Benz GL-Class in 2006, the G-Class is still in production and is one of the longestproduced vehicles in Daimler‘s history, with a span of 42 years. Only the Unimog surpasses it.

The G-class was developed as a military vehicle from a suggestion by the Shah of Iran (at the time a significant Mercedes shareholder) to Mercedes and was offered as a civilian version in 1979. In this role vehicle was sometimes referred to as the „Wolf“. The Peugeot P4 was a variant made under licence in France with a Peugeot engine. The first military in the world to use it was the Argentine Army (Ejército Argentino) beginning in 1981 with the military model 461, at least one of these was captured in the Falklands and subsequently served with the Royal Air Force.

The development of the G-Class started in 1972 with a cooperative agreement between Daimler-Benz and Steyr-Daimler-Puch in Graz, Austria. Mercedes-Benz engineers in Stuttgart were in charge of design and testing, while the team in Graz developed the production plans.

The first wooden model was presented to Daimler-Benz management in 1973, with the first drivable prototype beginning various testing including German coalfields, the Sahara Desert, and the Arctic Circle in 1974. Construction commenced on a new production facility in Graz, where the new cross-country vehicle would be assembled nearly

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entirely by hand in 1975, with production of the „G Model“ beginning in Graz in 1979.

The W460 was introduced at a press event held at the off-road proving ground in Toulon, France, and went on sale in September 1979 with three engine choices and five body variants. Over the next decade, the engine and transmission choices were expanded or updated along with more and more optional extra cost creature comforts (air conditioning, automatic transmission, power windows, etc.).

The G-Wagon gained its global fame in 1980 when Mercedes-Benz built a Popemobile based on 230 G cabriolet during the first visit of Pope John Paul II in Germany.

The first major refinements were introduced in 1981, including an automatic transmission, air conditioning, an auxiliary fuel tank, protective headlamp grilles and a cable winch. Fuel injection became available in 1982, when the 230 GE was introduced in Turin, along with more comfortable and supportive front seats, auxiliary heating, wider tires and fender flares. For 1985, differential locks, central door locking and a tachometer became standard and by 1986 over 50,000 G Models had been produced.

Mercedes-Benz never officially exported the G-Wagen to the United States because it was considered more of a

utilitarian vehicle and didn‘t fit the American perception of what Mercedes-Benz was. During the 1980s, the grey import specialists brought the W460 to the United States and modified them to meet the US regulations. In 1988, the new federal law, Motor Vehicle Safety Compliance Act, closed the loopholes and tightened up the regulations for grey imports, making it more difficult and more expensive for the registered importers to federalise the W460 in a very small number. The other issue was severely underpowered engines in the 230 GE, 280 GE, and 300 GD models might not have appealed to the American market as was the case with the Mercedes-Benz 380 SEL in the early 1980s.

The 200 GE was built specifically for Italian markets and other markets where a heavy tax penalty was incurred for engines larger than 2 litres. The 300 GD was the most popular model while the 280 GE was the most powerful.

Despite the availability of turbocharged diesel engines in other Mercedes-Benz vehicles, one was never fitted to the W460.

The rare (Mercedes) Puch 280 GE was built from 1979 two 1991 and only 9’945 of the 460-versions for civil use were built in a variety of coachwork variants such as Cabriolets, Station wagons etc. This example is a Swiss delivery and was first registered on 29th December 1983. The equipment of this German-Austrian co-production includes power steering, aluminium rims, 5-speed manual gearbox with all-terrain ratios and manually lockable front and rear differentials. The coachwork is equipped with a Artweger hardtop and a fabric top. In 2019 the vendor acquired the car which by then had been driven 53‘000 kilometres in the hands of its first owner. In 2020-2021, among other things, a major service was performed, the rear bumpers replaced, and a new front screen installed. The front brake callipers were overhauled, and new brake rotors and pads installed. Receipts exceeding 12’000 Swiss francs are available. The coachwork is in very good original condition with the interior showing only slight use. Engine and gearbox are working faultlessly. With now 58‘000 kilometres showing this robust incarnation of a SUV is ready to cover another 200’000 kilometres in true explorer’s fashion (paved roads not required!) The last Veteran MOT was completed in May 2020.

und mechanisch zuschaltbaren Sperren an Vorder- und Hinterachse, zweiteiligem Artweger Hardtop und Stoffverdeck. 2019 erstand der Einlieferer das Fahrzeug mit damals rund 53‘000 km aus Erstbesitz. In der Folge wurden 2020/21 unter anderem ein grosser Service durchgeführt, die hinteren Stossstangen ersetzt, eine neue Frontscheibe montiert, die Bremszangen vorne revidiert und mit neuen Bremsscheiben und -belägen installiert. Belege für über CHF 12‘000.- sind vorhanden. Die Karosserie befindet sich in sehr gutem Originalzustand, die Innenausstattung weist nur leichte Gebrauchsspuren auf. Motor und Getriebe funktionieren einwandfrei. Mit nun erst 58‘000 km auf der Uhr, ist der robuste Geländewagen absolut bereit weitere 200‘000 Kilometer zurückzulegen – egal ob auf Asphalt, Schotter oder abseits aller Strassen. Die letzte MFK als Veteranenfahrzeug erfolgte im Mai 2020.

Le rare (Mercedes) Puch 280 GE a été construit de 1979 à 1991 et seulement 9‘945 des versions 460 pour l‘usage civil ont été construites dans une variété de variantes de carrosserie telles que Cabriolets, Station wagons, etc. Cet exemple est une livraison suisse et a été immatriculé pour la première fois le 29 décembre 1983. L‘équipement de cette coproduction germano-autrichienne comprend une direction assistée, des jantes en aluminium, une boîte de vitesses manuelle à 5 rapports tout-terrain et des différentiels avant et arrière à verrouillage manuel. La carrosserie est équipée d‘un hardtop Artweger et d‘une capote en tissu. En 2019, le vendeur a acquis la voiture qui avait alors parcouru 53‘000 kilomètres entre les mains de son premier propriétaire. En 2020-2021, un grand entretien a notamment été effectué, les pare-chocs arrière ont été remplacés et un nouveau pare-brise a été installé.

Les pinces de frein avant ont été révisés, et de nouvelles disques et plaquettes de frein ont été installés. Des reçus de plus de 12‘000 francs suisses sont disponibles. La carrosserie est en très bon état d‘origine et l‘intérieur ne montre qu‘une légère utilisation. Le moteur et la boîte de vitesses fonctionnent parfaitement. Avec maintenant 58‘000 kilomètres parcourus, cette incarnation robuste d‘un SUV est prête à parcourir 200‘000 kilomètres supplémentaires en véritable explorateur (routes pavées non requises!) La dernière expertise vétéran a été effectuée en mai 2020.

Dieser seltene (Mercedes) Puch 280 GE der Baureihe 460 – von 1979 bis 1991 wurden nur 9‘945 zivile Ausführungen als offener Wagen, Station-Wagen und Kastenwagen hergestellt – stammt aus Schweizer Auslieferung und wurde am 29.

Dezember 1983 erstmals zugelassen. Ausgestattet ist die deutsch-österreichische Co-Produktion mit Servolenkung, Alufelgen, 5-Gang Schaltgetriebe mit Geländeuntersetzung 41

Lot 118 578 cars (Series 2) V12 3‘929 cc 350 hp at 7‘500/min Estimate CHF 155‘000 - 165‘000 Story autotalkz.com Photos Oldtimer Galerie

1970 Lamborghini 400 GT Espada Series 2 Chassis # 7743 The success of the model Miura inspired Ferruccio Lamborghini, and he decided to create a new model for not the richest buyers. At that time, Grand Touring cars became very popular. The new four-seater model was named Espada - in translation into Russian - “the blade of the matador”. Debut took place at the Geneva Motor Show in 1967. The first prototype of this car had a draft gullwing door, but for mass production the doors were changed. The model went into mass production in 1968.

The design of the car was developed by Giorgetto Giugiaro (Giorgetto Giugiaro, Italdesign-Giugiaro SpA).

The wheelbase has been increased by 10 cm compared with previous models of Lamborghini, which, together with the engine movement, has increased the length of the cabin by 20 cm. As a result, the Espada 400 GT became the most spacious Lamborghini at the turn of the 60s and 70s .

In early January 1970, a slightly modified Espada was presented at the Brussels Auto Show, introduced as the Espada 400 GTE, but better known as the second Espada series. Changes affected the engine and interior. The dashboard has been completely redesigned.

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There was a lock near the compartment for small luggage, the steering wheel was redesigned, the rear passengers received additional ventilation and a small flashlight. Big changes were made under the hood.

The engine was installed on Miura and Islero S, with a capacity of 350 hp at 7500 rpm.

New ventilated disc brakes and high power helped to make the control as sensitive as possible. During the production of the second series, the model almost did not change, however, the wheels from the Miura gave way to a new one with five bolts. The second series Espada, like the first, was produced for two years.

The Espada III model was shown in 1972 at the Turin Motor Show. It differed from its predecessors in the interior and fine details of the exterior. Changes have been made to the grille and taillights. The dashboard has now been turned to the driver. The center console has acquired a more vertical slope. Time dictated the need for a complete set of cars with air conditioning, power steering and, sometimes, hatches in the roof.

Under the body structure rear suspension arms have been changed. Disc brakes have been upgraded.

Under the hood were placed two alternators. Since 1974, it was possible to order an automatic transmission Chrysler. Since 1976, they began to install black bumpers, focusing primarily on the American market.

The car became one of the most popular in the history of the company, its release lasted until 1978.

Dieser schöne 400 GT Espada der, in nur 578 Exemplaren gebauten, zweiten Serie wurde am 1. Juli 1970 zugelassen und verfügt noch über die begehrenswerten Campagnolo-Felgen mit Zentralverschluss wie der legendäre Lamborghini Miura. Über die frühe Geschichte dieses Wagens ist wenig bekannt. 2016 wurde der 350 PS leistende 4-Liter V12 komplett revidiert – Kopien der entsprechenden Belege sind vorhanden. Bis 2018 war der Espada in Deutschland zugelassen. Im Oktober des Jahres wurde der Lamborghini nach Italien verkauft, wo die Karosserie durch die Spezialisten von Route da Sogno neu lackiert, und die originale Innenausstattung aufgefrischt wurde. Im Juli 2021, nach einem weiteren italienischen Besitzer, wurde das elegante Coupé in die Schweiz importiert. Der Espada befindet sich in sehr gutem Zustand, verfügt über italienische Papiere und ist in der Schweiz verzollt. Für Schweizer Käufer wird das Fahrzeug nach der Auktion frisch vorgeführt.

The Espada created a sensation when first shown in 1967 and it still is an absolutely breath-taking sight. This beautiful 400 GT Espada is from the most sought-after Series 2 sporting a beautiful looking dashboard and the irresistibly beautiful Centre lock Campagnolo rims as used on its famous cousin, the Miura. Little is known about the early history of the car. In 2016 the four-litre V12 delivering 350 horsepower was overhauled with copies of the receipts for the work available. Until 2018, the Espada was registered in Germany. In October of the same year the Lamborghini was sold to Italy, where the body was repainted by specialists from “Ruote da Sogno” and the original interior was refreshed. In July 2021 after a further Italian owner, the elegant coupe was imported into Switzerland. The Espada is in very good condition, has its Italian documents and Swiss customs duties have been paid. For a Swiss buyer the car will receive a new MOT after the auction.

L‘Espada a fait sensation lorsqu‘elle a été présentée pour la première fois en 1967 et elle est toujours un spectacle absolument époustouflant. Cette magnifique GT 400 Espada est issue de la série 2 (construite à seulement 578 exemplaires) la plus recherchée, arborant un tableau de bord de toute beauté et les irrésistibles jantes Campagnolo à fermeture centrale utilisées sur sa célèbre cousine, la Miura. On sait peu de choses sur l‘histoire ancienne de la voiture. En 2016, le V12 de quatre litres et délivrant 350 chevaux a été révisé, les copies des reçus des travaux étant disponibles. Jusqu‘en 2018, l‘Espada était immatriculée en Allemagne. En octobre de la même année, la Lamborghini a été vendue en Italie, où la carrosserie a été repeinte par les spécialistes de „Ruote da Sogno“ et l‘intérieur original a été rafraîchi. En juillet 2021, après un autre propriétaire italien, l‘élégant coupé a été importé en Suisse. L‘Espada est en très bon état, possède ses documents italiens et les droits de douane suisses ont été payés. Pour un acheteur suisse, la voiture sera expertisée après la vente.

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TAKING CAR STORAGE TO THE NEXT LEVEL.

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1981 Porsche 936 Junior

Lot 119

Chassis # 011 This 936 Junior is half-scale replica of the 1981 Le Mans winner driven by Jacky Ickx and Derek Bell. To celebrate this third victory of a 936, the Porsche factory had between 50 and 100 of those cars produced. They could be ordered with part number WAP 170000 but were also presented to very good customers, dealers and team members of the racing department. The cars are built very accurately and are based on a space frame chassis, a fully working suspension with springs and hydraulic dampers at the rear axle, disc brakes, a 12 Volt lighting system, an electric starter and two part aluminium rims with Vredestein tyres. The 2.73 metre long and 1 metre wide racer is powered by a 206cc Briggs & Stratton 4 stroke engine which sends the might of its five horsepower via a 2-speed gearbox (with reverse) to the rear axle. This Porsche 936 junior is in good, drivable condition and with a top speed of around 50 km/h should be a serious contender at a future „Little Big Mans“ race at Le Mans or scare anyone in its vicinity. The ultimate toy for big and small children.

Dieser 936 Junior ist ein 1/2 Nachbau des von 1981 Jacky Ickx und Derek Bell gefahrenen Siegerfahrzeuges der 24 Stunden von Le Mans. Um diesen dritten Sieg eines 936 zu feiern, liess Porsche zwischen 50 und 100 dieser Fahrzeuge produzieren. Diese konnten mit Teilenummer WAP170000 bestellt werden und wurden auch an sehr gute Kunden, Händler und Team-Mitglieder der Rennabteilung abgegeben. Die Fahrzeuge sind aufwändig gefertigt und verfügen über einen Gitterrohr-Rahmen, eine vollwertige Federung mit hydraulischen Stossdämpfern an der Hinterachse, Scheibenbremsen, 12-Volt Lichtanlage mit elektrischem Anlasser und 2-teiligen Alufelgen mit Vredestein Bereifung.

Angetrieben wird der 2.73 Meter lange, und 1 Meter breite Bolide von einem 206 cm3 Briggs & Stratton Viertaktmotor, welcher seine 5 PS via Zweigang-Getriebe mit Rückwärtsgang an die Hinterachse abgibt. Dieser Porsche 936 Junior

befindet sich in gutem, fahrbereiten Originalzustand und wird mit einer Höchstgeschwindigkeit von rund 50 km/h ein ernstzunehmender Gegner bei einer kommenden Austragung der „Little Big Mans“ Rennen in Le Mans sein. Das ultimative Spielzeug – auch für grosse Kinder!

Cette 936 Junior est une réplique à échelle 1/2 de la voiture victorieuse au Mans en 1981, pilotée par Jacky Ickx et Derek Bell. Pour célébrer cette troisième victoire d‘une 936, l‘usine Porsche a fait produire entre 50 et 100 de ces voitures. Elles pouvaient être commandées sous la référence WAP 170000 mais ont également été offertes à des très bons clients, concessionnaires et membres de l‘équipe du département course. Les voitures sont construites avec une grande précision et sont basées sur un châssis tubulaire, une suspension entièrement fonctionnelle avec des ressorts et des amortisseurs hydrauliques sur l‘essieu arrière, des freins à disque, un système d‘éclairage de 12 volts, un démarreur électrique et des jantes en aluminium en deux parties avec des pneus Vredestein. Ce bolide de 2,73 mètres de long et d‘un mètre de large est propulsé par un moteur Briggs & Stratton de 206 cc à 4 temps qui transmet la puissance de ses cinq chevaux à l‘essieu arrière via une boîte de vitesses à deux rapports (avec marche arrière). Cette Porsche 936 junior est en bon état de marche et, avec une vitesse maximale d‘environ 50 km/h, elle devrait être un concurrent sérieux lors d‘une future course „Little Big Mans“ au Mans ou effrayer toute personne se trouvant à proximité. Le jouet ultime pour les petits et grands enfants!

50 - 100 cars 1 cylinder 206 cc 5 hp Estimate CHF 30‘000 - 35‘000

Photos Mauro Stifani

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Lot 120 1‘224 cars turbocharged in-line 4 cylinder 1‘996 cc 215 hp at 5‘750/min Estimate CHF 100‘000 - 110‘000 Story rallycars.com Photos Calvin Courjon

1993 Lancia Delta HF Integrale EVO II Chassis # ZLA831AB0*00583281 Lancia is the most successful manufacturer in world rallying ever. The company has more than 74 victories on its account and 11 World Rally Championships (6 won with the Integrale, a unique figure in the WRC for any car). The Delta Integrale, all versions combined, has scored 46 WRC wins, another unique and unmatched figure. Naturally Lancia was the manufacturer best prepared to face the shift from Group B to Group A in 1987. They had a production car, at the time, which was far better suited for rallying than any other on the market. This car was the Delta 4WD. It naturally won all the main events the year Group B cars where banned (1986) and became world champion in 1987.

It evolved, through the years (from 1987 to 1992) to be called Integrale then Integrale 16V and finally Integrale Evoluzione. It won 6 world rally championships far more than any other car. Lancia being the most serious manufacturer to have ever taken part in rallying the best drivers have driven for them: Kankkunen, Biasion, Auriol, Alen, Toivonen, Röhrl and even Carlos Sainz, they have all been behind Lancia steering wheels. Lancia is also the most successful team in the WRC with cars such as the Stratos – 17 WRC wins, 037 (a.k.a. Rally) – 6 WRC wins, the Delta S4 in Group B – 5 WRC wins and the Delta Integrale in Group A – 46 WRC wins.

The original model, launched during May 1986, was very close to a “normal” Delta with the addition of 4WD and a turbocharged engine. That was the Delta 4WD. It looked very close to the basic Delta but was a whole different car to drive. Its 2lt, 8 valve engine had an output of 165bhp (150 in its “green” version).

Then, in November 1987, came the Integrale 8V followed, in May 1989, by the Integrale 16V. These models had wider wheel arches and modified suspension settings and more powerful engines. Some countries, like

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Switzerland and Germany, would only import catalytic engines. Lancia were not able to produce a 16V catalyst equipped engine so they marketed special editions of the 16V and initial Evoluzione models in which they fitted an 8V catalytic engine.

In October 1991 Lancia produced the first Evoluzione model. The car had a much wider body, different front suspension attachment points, longer suspension travel, additional air intakes, wider track, bigger front brakes with 4 pot aluminum calipers and a radiator to cool the power steering fluid among other minor changes. The Delta Evoluzione was fitted with a 16V engine that had an output of 210bhp.

By June 1993 Lancia managed to produce a catalytic converter equipped version of the 16V engine and fitted it in the Evoluzione II . It had an output of 215bhp, new engine management, a more sophisticated knock sensor was fitted to the engine bloc, a double ignition coil with dual outputs on each coil and contact-less ignition and, finally, 16“ wheels. This version was not used as an FIA GroupA homologation special so Lancia took the opportunity to produce a more civilized and progressive car. A smaller turbocharger was fitted, as compared to previous versions, and this resulted in less turbo lag but also less engine responsiveness in high revs.

befindet sich ebenfalls in sehr gutem Zustand und weist lediglich leichte Abnützungsspuren am Fahrersitz auf.

Mit erst 74‘000 gefahrenen Kilometern, lückenloser Geschichte, vollständiger Bordmappe und komplettem Bordwerkzeug, stellt dieser Delta Integrale die seltene Gelegenheit dar einen dieser Kultsportler in ehrlichem und unverbastelten Originalzustand zu erwerben. Das Fahrzeug wird mit kürzlich durchgeführtem Öl- und Filterwechsel sowie der letzten MFK im März 2019 an einen neuen Liebhaber übergeben.

This Lancia Delta EVO II in its probably most elegant combination of “Blu Lord” with a beige Alcantara interior was sold new in Austria and registered for the first time on 4th October 1993. After two owners from Vienna, in 2017 the Integrale received some major mechanical attention, including the fitting of an Eibach sports suspension by the renowned Lancia Delta expert Karlhofer from Bärbach, and in February 2018 the car was acquired and imported into Switzerland by a collector. Custom duties were duly paid and the car received a Swiss MOT. After a Cambelt change in 2017, roughly 2’000 kilometres were covered and the next recommended Cambelt change is at 80‘000 kilometres or at the end of 2023.

In 2019, at 73’650 kilometres, because of a coolant loss, all hoses and the radiator were replaced. At the same time four new Michelin Alpine 5 winter tyres were installed but the car was never used in snowy conditions. The coachwork is in very good condition still wearing 90% of the original paint. The interior also shows very well with only slight traces of use to the driver’s seat. With a mere 74’000 kilometres driven, a complete service history, the original document folder and a full set of tools, this Delta Integrale provides the rare opportunity to become the next owner of an absolute cult car presented in an honest and unspoilt, original condition. The car will be sold with a recently completed oil- and filter change and the last MOT completed in March 2019.

Cette Lancia Delta EVO II dans sa combinaison probablement la plus élégante de „Blu Lord“ avec un intérieur beige Alcantara a été vendue neuve en Autriche et enregistrée pour la première fois le 4 octobre 1993. Après deux propriétaires viennois, l‘Integrale a reçu en 2017 d‘importantes attentions mécaniques, notamment la pose d‘une suspension sportive Eibach par le célèbre expert Lancia Delta Karlhofer de Bärbach, et en février 2018, la voiture a été acquise et importée en Suisse par un collectionneur. Les droits de douane ont été dûment payés et la voiture a reçu une expertise suisse. Après un changement de la courroie de distribution en 2017, environ 2‘000 kilomètres ont été parcourus et le prochain changement de courroie recommandé est à 80‘000 kilomètres ou à la fin de 2023. En 2019, à 73‘650 kilomètres, en raison d‘une perte de liquide de refroidissement, toutes les durites et le radiateur ont été remplacés. En même temps, quatre nouveaux pneus d‘hiver Michelin Alpine 5 ont été installés, mais la voiture n‘a jamais été utilisée dans des conditions neigeuses. La carrosserie est en très bon état et porte encore à 90% la première couche de peinture. L‘intérieur est également en très bon état et ne présente que de légères traces d‘utilisation sur le siège du conducteur. Avec seulement 74‘000 kilomètres parcourus, un historique d‘entretien complet, le dossier de documents d‘origine et un jeu d‘outils complet, cette Delta Integrale offre l‘opportunité rare de devenir le prochain propriétaire d‘une voiture culte absolue présentée dans un état d‘origine honnête et intact. La voiture sera vendue avec un changement d‘huile et de filtre récemment effectué et la dernière expertise passée en mars 2019.

Dieser Lancia Delta EVO II in der wohl elegantesten und sehr seltenen Farbkombination „Blu Lord“ mit beiger Alcantara-Ausstattung, wurde neu in Österreich ausgeliefert und am 4. Oktober 1993 erstmals zugelassen. Nach zwei Vorbesitzern aus Wien wurde der Integrale Ende 2017 durch den renommierten Lancia Delta Experten Karlhofer aus Bärbach vollumfänglich gewartet, mit einem Eibach-Sportfahrwerk ausgerüstet, und im Februar 2018 durch einen Sammler in die Schweiz importiert. Der Wagen wurde verzollt und erfolgreich bei der MFK vorgeführt. Seit dem Wechsel des Zahnriemens (2017) wurden knapp 2‘000 Kilometer zurückgelegt, der nächste empfohlene Wechsel ist bei 80‘000 km oder Ende 2023. 2019, bei 73‘650 km, wurden aufgrund eines Wasserverlustes sämtliche Schläuche, Wasserrohre und Kühler durch neue Originalteile ersetzt. Zu diesem Zeitpunkt wurden auch 4 neue Michelin Alpin 5 Winterreifen montiert, ohne dass der Wagen je im Winter gefahren worden wäre!

Die Karosserie befindet sich in sehr gutem Zustand und trägt zu 90% die erste Lackierung. Die Innenausstattung 47

Lot 121 1‘020 cars (GT 500 Fastback) V8 6‘989 cc 365 SAE-hp at 5‘400/min Estimate CHF 175‘000 - 200‘000 Story hagerty.com Photos by consignor

1968 Shelby GT 500 Fastback Chassis # 8T02S169326-01417 Ford and Carroll Shelby already had a hit on their hands with the track-oriented GT350, and in 1967 they introduced a big-block variant of their potent Mustang collaboration—the GT500.

That same year, production of the specialty Mustangs moved from Shelby American‘s California facility to Ionia, Michigan, where Ford could exercise more control, and where the cars would be built alongside „regular“ Mustangs. Shelby thus had little to do with the development and production of the GT500.

No matter, because despite comfort and convenience amenities Ford deemed necessary, the cars were serious performers. Powering the GT500 was a 428-cid „Police Interceptor“ V-8. The engine appeared in other, larger Fords of the day, but with twin Holley four-barrel carburetors, it produced 360 hp. The fastback coupes were available with either four-speed manual or threespeed automatic transmissions.

Outside, the GT500 featured a fiberglass nose and tail section, functional hood scoops, and four side air scoops. Inside, the GT500 featured trim borrowed 48

from the Mustang GT, and included amenities like air conditioning, power steering, and a functional rear seat. Buyers responded, and the GT500 far outsold its small-block GT350 sibling.

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For 1968, Ford replaced the previous 428 with the Cobra Jet 428, which featured larger valve heads, an intake manifold borrowed from the race-ready 427, and ram air induction, all aimed at pushing horsepower toward 400. It powered the new GT500 KR (King of the Road), which was the fastest, most luxurious Mustang to date. A convertible version joined the ranks, as did a conventional coupe. All cars featured a padded rollbar, as well as interior upgrades such as woodgrain trim and unique gauges.

Ford restyled the Mustang for 1969, and the GT500 along with it. Fastbacks were now dubbed SportsRoof models, and hoods contained a trio of NACA ducts and two rear-racing scoops. This was effectively the end of the GT500, thought several 1969 models went unsold and were carried over and sold as 1970 models, with updated VINs for the model year.

Klimaanlage lag der Neupreis mit USD 4‘462.- rund USD 2‘000.- über dem Preis eines normalen Ford Mustang Fastback. Die Geschichte in den USA ist nicht bekannt, der Wagen wurde aber vor einigen Jahren restauriert bevor er 2020 durch den Einlieferer in die Schweiz importiert und hier zugelassen wurde. Der GT 500 befindet sich in sehr gutem Zustand und wurde für die MFK durch einen Schweizer Spezialisten technisch optimiert. Neben weiteren Unterlagen verfügt der Shelby über einen Marti Report sowie eine FIVA-ID welche die Originalität dieses in nur 1‘020 Exemplaren produzierten1968er Shelby GT 500 Fastback. Ein seltenes und tolles Fahrzeug mit der letzten MFK als Veteranenfahrzeug im Juli 2021 wartet auf einen neuen Liebhaber.

With its seven litre V8 delivering 365 SAE horsepower the Shelby GT500 was a serious contender at any traffic light duel. This example was completed on 21st February 1968 and delivered to Dub Richardson Ford dealership in Oklahoma City. Ordered in “Candy Apple Red” with a black interior and equipped with an automatic gearbox, front disc brakes and air conditioning, the new price of the car stood at 4’462 US-dollars, around 2’000 dollars more than a regular Ford Mustang fastback. The cars history in the USA is not known, but the Shelby was obviously restored a number of years ago before it was imported and registered in Switzerland in 2020. The GT500 is in very good condition and, before passing its MOT, it received some technical upgrades through a Swiss specialist. A number of maintenance documents as well as the all-important Marti report and a FIVA ID are further evidence supporting the originality of this 1968 Shelby GT500 fastback. A very rare and fabulous car with the latest Veteran MOT completed in July 2021.

Avec son V8 de sept litres développant 365 chevaux SAE, la Shelby GT 500 était un concurrent sérieux dans les duels aux feux rouges. Cet exemplaire a été fabriqué le 21 février 1968 et livré au concessionnaire Dub Richardson Ford à Oklahoma City. Commandée en „Candy Apple Red“ avec un intérieur noir et équipée d‘une boîte automatique, de freins à disque avant et de l‘air conditionné, le prix neuf de la voiture était de 4‘462 US-dollars, soit environ 2‘000 dollars de plus qu‘une Ford Mustang Fastback ordinaire. L‘histoire de la voiture aux Etats-Unis n‘est pas connue, mais la Shelby a manifestement été restaurée il y a plusieurs années avant d‘être importée et immatriculée en Suisse en 2020. La GT 500 est en très bon état et, avant de passer son contrôle technique, elle a reçu quelques améliorations techniques par l‘intermédiaire d‘un spécialiste suisse. Un certain nombre de documents d‘entretien ainsi que le très important rapport Marti et une carte d‘identification FIVA sont autant de preuves de l‘originalité de cette Shelby GT 500 Fastback de 1968. Une voiture très rare et fabuleuse dont la dernière expertise vétéran a été effectuée en juillet 2021.

Mit seinem 7-Liter V8 und 365 SAE-PS war der Shelby GT 500 ein ernstzunehmender Gegner bei jedem Ampelduell. Dieser Wagen wurde am 21. Februar 1968 fertiggestellt und an Dub Richardson Ford in Oklahoma City ausgeliefert. Bestellt in „Candyapple Red“ mit schwarzer Innenausstattung und ausgestattet mit automatischem Getriebe, vorderen Scheibenbremsen und 49

Lot 122 1‘112 cars in-line 6 cylinder 2‘195 cc 115 hp at 4‘800/min Estimate CHF 140‘000 - 160‘000 Story conceptcarz.com Photos Daniel Zizka

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1959 Mercedes 220 SE Cabriolet Chassis # 128.030-10-002401 With the Stuttgart factories destroyed during World War II, Mercedes-Benz began its postwar reconstruction with the 170 series sedan constructed in limited quantities. They wore pre-war styling and equipped with a side-valve 1.7-liter four-cylinder engine. The profits were reinvested back into building new facilities, designing new products, and developing new technologies. The result of these efforts was the introduction of a completely new range of luxury six-cylinder sedans and coupes for 1951, known as the 220 and 300, and both were shown at the Frankfurt Show in the spring of that year. Both featured single overhead camshaft engines, with the valves set across the head, rather than in line, and actuated by rockers. The engine powering the 220 was a 2‘195cc unit and in standard form produced 80 bhp at 4‘600 RPM. A separate chassis was retained for these models, which were replaced in 1956 by a new range featuring unitary construction bodyshells employing large, box-section sidemembers - hence the term ‚Ponton‘. Built using unit-body principles, they were lightweight yet strong and utilized a front subframe for mounting the engine. The sub-frame mounting was particularly important in the production of the so-called ‚pontoon‘ models equipped with a range of engines. The all-round coil-sprung independent suspension had long been a traditional setup for the Mercedes-Benz range, and that of the newcomers benefited from the newly developed single-pivot rear swing axle.

Built in 1956, the Mercedes-Benz 220S Sedan debuted at the Frankfurt Auto Show and was first offered as a fourdoor sedan, followed by a convertible shortly thereafter, and a hardtop by 1957. The latter two models became the most sought after and, accordingly, held higher price tags. A shorter wheelbase was adopted for the Cabriolet model that appeared in May 1956 and also for the Coupé introduced the following year.

The six-cylinder engine was in essence the same powering

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the 219, but with added horsepower. It had an aluminum head, overhead camshaft, and Bosch mechanical fuel injection. The 2‘195 cc engine would undergo continuous refinement, increasing compression by 1957 to an 8.7:1 ratio.Stopping power was provided by servo-assisted fourwheel drums which had become standard in September of 1955.

The Mercedes-Benz 220SE was introduced in 1958 and remained in production until 1959 with a total of 1‘974 examples being produced. 1‘112 of those were cabriolets.

The ‚SE‘ was considered an upgraded version of the 220 and offered in coupe, sedan and cabriolet body styles.

The 220SE were built with high attention to detail, almost mimicking the 330SC. They came equipped with polished wooden dashboards and door cappings, leather upholstery, and chrome trim. Under the hood was a 2.2-liter engine that produced 115 horsepower and could carry the 220SE to speeds of 100 mph. The use of Bosch fuelinjection meant the increase in power while a reduction in fuel consumption.

A cabriolet, also known as a ‚Ponton Series‘, cost just under $9‘000 when new. These were among the first of the postwar, modern, Mercedes-Benz designs. Their styling retained the traditional Mercedes-Benz touches while adapting a modern style that appealed to a wider generation.

Only 1’112 of the top-of-the-line 220SE cabriolets were ever built and this beautiful Mercedes was registered for the first time in August 1959. According to the information available, the car was bought by the vendor from its original owner in 1992. At the end of 2007, he decided to have the car restored by a Swiss specialist. In the following two years, the engine was completely overhauled and converted to unleaded fuel, the injection system was restored, injection valves replaced, clutch renewed, the gearbox disassembled, checked and equipped with new bearings, front and rear axle were overhauled and equipped with new dampers, the complete braking system and fuel system were rebuilt and a new exhaust system was fitted. The coachwork was dismantled, restored, repainted and adored with freshly chromed trim bits as well as a new soft top.

The original leather interior was refreshed, a new set of carpets installed, and all wooden decor was re-varnished. Hardly one item of the car remained untouched, resulting in restoration costs exceeding 200’000 Swiss francs. To this day, a good ten years after completion of the work, the Cabriolet is in splendid condition and will certainly provide years of pleasure and admiring glances to the new owner.

The last Veteran MOT was successfully completed in June 2016.

Als eines von nur gerade 1‘112 gebauten 220 SE Cabriolets, wurde dieser wunderschöne Mercedes im August 1959 erstmals zugelassen. Gemäss den vorhandenen Informationen wurde das Fahrzeug 1992 vom Einlieferer aus Erstbesitz erworben. Ende 2007 entschied dieser sich sein Cabriolet durch einen Schweizer Spezialisten restaurieren zu lassen. So wurde in den kommenden zwei Jahren der Motor komplett revidiert und auf bleifreies Benzin umgerüstet, die Einspritzpumpe wurde revidiert, die Einspritzventile wurden ersetzt, die Kupplung wurde ersetzt, das Getriebe wurde zerlegt, kontrolliert und mit neuen Lagern wieder montiert, Vorder- und Hinterachse wurden revidiert und mit neuen Stossdämpfern versehen, die komplette Bremsanlage wie auch die Kraftstoffanlage wurden revidiert und die Auspuffanlage wurde ersetzt. Die Karosserie erhielt eine Restauration, wurde neu lackiert und mit neu verchromten Zierteilen sowie einem neuen Verdeck wieder montiert. Das originale Leder der Innenausstattung wurde aufgefrischt, es wurde ein neuer Teppichsatz verlegt und die Holzelemente wurden neu lackiert. Kaum ein Teil des Fahrzeuges blieb unangetastet, wodurch Restaurationskosten von über CHF 200‘000.- entstanden. Auch heute noch, gut 10 Jahre nach Abschluss der Arbeiten, präsentiert sich das Cabriolet in sehr gutem Zustand und wird einem neuen Besitzer noch viele Jahre Freude und bewundernde Blicke bringen. Die letzte MFK als Veteranenfahrzeug erfolgte im Juni 2016.

Seuls 1‘112 cabriolets 220 SE haut de gamme ont été construits et cette belle Mercedes a été immatriculée pour la première fois en août 1959. Selon les informations disponibles, la voiture a été achetée par le vendeur à son propriétaire d‘origine en 1992. Fin 2007, il a décidé de faire restaurer la voiture par un spécialiste suisse. Au cours des deux années suivantes, le moteur a été entièrement révisé et converti au carburant sans plomb, le système d‘injection a été restauré, les injecteurs remplacés, l‘embrayage renouvelé, la boîte de vitesses démontée, contrôlée et équipée de nouveaux roulements, les essieux avant et arrière ont été révisés et équipés de nouveaux amortisseurs, le système de freinage complet et le système d‘alimentation en carburant ont été reconstruits et un nouveau système d‘échappement a été installé.

La carrosserie a été démontée, restaurée, repeinte et agrémentée d‘éléments décoratifs fraîchement chromés ainsi que d‘une nouvelle capote. L‘intérieur en cuir d‘origine a été rafraîchi, un nouveau jeu de moquettes a été installé, et tous les décors en bois ont été revernis. Presque aucune partie du véhicule n‘a pas été touchée, ce qui a entraîné des coûts de restauration dépassant les 200‘000 francs suisses.

Aujourd‘hui, dix ans après la fin des travaux, le cabriolet est dans un état splendide et offrira certainement des années de plaisir et de regards admiratifs à son nouveau propriétaire. La dernière expertise vétéran a été effectuée avec succès en juin 2016.

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Lot 123 14‘240 cars (1966-68) in-line 4 cylinder 1‘567 cc 109 hp at 6‘000/min Estimate CHF 75‘000 - 85‘000 Story conceptcarz.com Photos Oldtimer Galerie

1966 Alfa Romeo Giulia Sprint 1600 GT Veloce Chassis # AR*242343* The Alfa Romeo Sprint GTV was produced from 1965 to 1968 with 14,240 examples built. The GTV, Gran Turismo Veloce with ‚veloce‘ being Italian for ‚fast‘, were the most sporting cars in the Alfa Romeo range.

The first model available was the Giulia Sprint GT, introduced in 1963 and produced until 1966, later evolved into the Giulia Sprint GT Veloce, the 1760 GTV in 1967 and the 2000 GTV in 1972. Engine capacity increased from 1570cc to 1962cc. The basic body shape of all models was courtesy of Giorgetto Giugiaro for Bertone.

This was one of the first major projects for Bertone, and was heavily influenced from his earlier design for the Alfa Romeo 2000 Sprint and 2600 Sprint.

All models were powered by a four-cylinder, all-lightalloy Alfa Romeo Twin Cam engine with two valves per cylinder. All 105 series coupes had twin carburetors, except for the U.S. market 1750 GTV and 2000 GTV cars which had mechanical port fuel injection by SPICA. Competition models had cylinder heads with twin spark plugs. All engines were backed by a fivespeed manual transmission and solid disc brakes were placed at all four wheels. The rear suspension was comprised of a solid axle with coil springs. Air conditioning and a limited slip rear differential were optional on the later models.

The Alfa Romeo Giulia Sprint GT was manufactured from 1963 to 1965, and first shown to the public at the Frankfurt Motor Show in September of 1963. Its Bertone body design was known as scalino (step) or ‚step front‘, due to the leading edge of the engine compartment lid which rested 1cm above the nose of the car. There was a single-piece chrome bumper with no overriders, and a flat, chrome grille with a rectangular mesh with chrome bars. The Alfa Romeo logo was on

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the grille, and a chrome script ‚Giulia Sprint GT‘ could be found on the boot lid. The front wheel arches had rectangular ‚Disegno di Bertone‘ badges. These fourseater cars were manufactured not by Bertone but at Alfa Romeo‘s new factory at Arese.

In 1966, the Alfa Romeo Giulia Sprint GT Veloce replaced the Giulia Sprint GT. Production of the GT Veloce 1600 started in 1965 for left-hand-drive cars and 1966 for right-hand-drive cars. Styling was similar to the Sprint GT, with a revised and slightly more powerful engine, minor changes to the exterior trim, and better interior fittings. Both the 1750 Spider Veloce and the Sprint GT Veloce shared the same Type 00536 engine, identical to the Spider 1600 Duetto‘s, which produced 109 PS DIN or 125 PS SAE at 6‘000 RPM. This was an increase of 3 PS DIN over the previous Type 00502 engine found in the Sprint GT. The early examples of the Sprint GT Veloce received the same Dunlop disc brake system as the Giulia Sprint GT, while later cars had ATE disc brakes with a handbrake system that was entirely separate from the pedal brakes, using drum brakes incorporated in the rear disc castings.

The interior now had imitation wood dashboard fascia instead of the previous anti-glare grey finish, a dished three-aluminum spoke steering wheel, with horn buttons through the spokes and a black rim. The front ‚bucket‘ seats were also mildly revised. Veloce models could be ordered in the Bertone De Luxe body option which, along with other upgrades, added a dark brown or red leather interior.

The Alfa Romeo Giulia GT, introduced in 1963, is certainly one of Giugiaro’s absolute masterpieces.

There is not a wrong angle on this car and its timeless shape is captivating now as when it was shown for the first time. It‘s driving dynamics are simply fantastic, with its combination of ample power, a great chassis and brakes, combined with a weight considerably below a ton. The “Scalino” or “stepnose” is the most sought-after variant and is becoming increasingly hard to find. This beautiful Scalino, the top of the line “Veloce” variant, was registered for the first time in Italy in 1966. According to our information, the GT was stored in a barn until the end of the 90s and all but forgotten after only a few years in use. In 1999 the Alfa was discovered by Vincenzo Greco from Mantua and subsequently restored to original specifications.

The effort was rewarded with the coveted ASI Gold plaque. In 2006 the last owner, having been on the lookout for a Scalino discovered the car in an Italian auto magazine ad. A few days later he drove to Italy to have a look at the car, bought it on the spot, and in September of the same year imported the Alfa into Switzerland. In the last 15 years the Giulia GT was lovingly maintained as documented with maintenance receipts for around 25‘000 Swiss francs. With only one Swiss owner and around 35‘000 kilometres covered since its restoration, the car is in very good and wellmaintained condition. The most recent Veteran MOT was completed in March 2018 and the Giulia will be handed over with its ASI certificate.

Bertone-Coupé und importierte es im September des Jahres in die Schweiz. In den letzten 15 Jahren wurde der Alfa Romeo gehegt und gepflegt, Belege zu Wartungs- und Optimierungsarbeiten für rund CHF 25‘000.- sind vorhanden. Mit nur einem Schweizer Besitzer und rund 35‘000 gefahrenen Kilometern seit der Restauration, befindet sich der Wagen in sehr gutem und gepflegten Zustand. Die letzte MFK als Veteranenfahrzeug erfolgte im März 2018 und die Giulia wird mit ASI-Dokumenten an einen neuen Besitzer übergeben.

L‘Alfa Romeo Giulia GT, présentée en 1963, est certainement l‘un des chefs-d‘œuvre absolus de Giugiaro.

Il n‘y a pas un seul mauvais angle sur cette voiture et sa forme intemporelle est captivante aujourd‘hui comme lorsqu‘elle a été présentée pour la première fois. Sa dynamique de conduite est tout simplement fantastique, grâce à la combinaison d‘une grande puissance, d‘un excellent châssis et de freins, le tout combiné à un poids nettement inférieur à une tonne. Le „Scalino“ ou „stepnose“ est la variante la plus recherchée et devient de plus en plus difficile à trouver. Ce magnifique Scalino, la variante „Veloce“ haut de gamme, a été immatriculé pour la première fois en Italie en 1966. Selon nos informations, la GT a été stockée dans une grange jusqu‘à la fin des années 90 et pratiquement oubliée après seulement quelques années d‘utilisation. En 1999, l‘Alfa a été découverte par Vincenzo Greco de Mantoue et restaurée selon les spécifications d‘origine. Cet effort a été récompensé par la très convoitée plaque d‘or de l‘ASI. En 2006, le dernier propriétaire, qui était à la recherche d‘une Scalino, a découvert la voiture dans une annonce d‘un magazine automobile italien. Quelques jours plus tard, il s‘est rendu en Italie pour voir la voiture, l‘a achetée sur place et a importé l‘Alfa en Suisse en septembre de la même année. Au cours des 15 dernières années, la Giulia GT a été entretenue avec amour, comme en témoignent les reçus d‘entretien, pour un montant d‘environ 25 000 francs suisses. Avec un seul propriétaire suisse et environ 35‘000 kilomètres parcourus depuis sa restauration, la voiture est en très bon état et bien entretenue. La dernière expertise vétéran a été effectuée en mars 2018 et la Giulia sera remise à un nouveau propriétaire avec son certificat ASI.

Diese wunderschöne „Kantenhaube“ wurde 1966 erstmals in Italien zugelassen. Gemäss den vorhandenen Informationen wurde der GT Veloce nach einigen Jahren des Gebrauches in einer Scheune geparkt und dort bis Ende der 90er Jahre vergessen. 1999 wurde der Alfa von Vincenzo Greco aus Mantova entdeckt und anschliessend originalgetreu restauriert. Die Bemühungen wurden mit der goldenen ASI-Plakette belohnt. 2006 entdeckte der letzte Besitzer, welcher bereits seit einigen Jahren auf der Suche nach genau diesem Modell war, den Wagen in einer Anzeige eines italienischen Automagazines. Einige Tage später fuhr er für eine Besichtigung nach Italien, kaufte das schicke 53

Lot 124 1‘437 cars turbo 6 cylinder flat-engine 3‘600 cc 360 hp at 5‘500/min Estimate

1993 Porsche 911 (964) Turbo II 3.6 Chassis # WP0ZZZ96ZPS470212 Type 964 („nine-sixty-four“, or „nine-six-four“) is Porsche‘s internal code name for the 911 Carrera 2 and 911 Carrera 4 models, which were badged simply as „Carrera 2“ and „Carrera 4“. „964“ is used by automotive publications and enthusiasts to distinguish them from other generations of the Carrera.

CHF 400‘000 - 450‘000 Story wikipedia.org Photos Oldtimer Galerie

The 964 was considered to be 85% new as compared to its predecessor, the Carrera 3.2. The first 964s available in 1989 were all wheel drive equipped „Carrera 4“ models; Porsche added the rear wheel drive Carrera 2 variant to the range in 1990. Both variants were available as a coupé, Targa or Cabriolet. The 964 Carrera was the last generation sold with the traditional removable Targa roof until the 2011 991 (993, 996, and 997 versions used instead a complex glass-roof „greenhouse“ system). A new naturally aspirated engine called the M64 was used for 964 models, with a flat-6 displacement of 3.6 litres. Porsche substantially revised the suspension, replacing torsion bars with coil springs and shock absorbers. Power steering and ABS brakes were added to the 911 for the first time; both were standard. The exterior bumpers and fog lamps became flush with the car for better aerodynamics. A 54

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new electric rear spoiler raised at speeds above 50 mph (80 km/h) and lowered down flush with the rear engine lid at lower speeds. A revised interior featured standard dual airbags beginning in late 1989 for all North American production 1990 MY cars. A new automatic climate control system provided improved heating and cooling. Revised instrumentation housed a large set of warning lights that were tied into the car‘s central warning system, alerting the driver to a possible problem or malfunction.

The suspension was redesigned using coil springs instead of torsion bars, the first major engineering changes since the original 911. The front suspension used MacPherson struts, a system that has continued for all subsequent versions, but the rear suspension retained semi-trailing arms.

Porsche introduced the 964 Turbo model in March, 1990 as the successor to the 930. However, they hadn‘t had the necessary time to develop a turbocharged version of the 3.6 litre M64 engine, and chose to re-use the 3.3 litre engine from the 930, with several minor revisions that made the engine smoother, less prone to turbo lag and more powerful,

with a total output of 320 PS at 5‘750 rpm. A total of 3‘660 964 Turbos were built.

In 1992, the 3.3 litre Turbo S was introduced. The standard turbo model was modified to produce 381 PS with bigger injectors and more boost and more aggressive camshafts and with a lightweight interior and limited „creature comforts“ the Turbo S was one of the fastest cars on the road. With lowered suspension, a front strut brace and manual steering, the Turbo S was geared to performance. 86 cars were produced.

Porsche released the 964 Turbo 3.6 in January, 1993, now featuring a KKK K27 turbocharged version of the 3.6 litre M64 engine developing 360 PS at 5‘500 rpm and 520 Nm at 4‘200 rpm of torque, produced only for model year 1993/1994, with fewer than 1‘500 of them produced in total, making it one of the rarest and most sought after Porsches produced since the 959. A black 1994 MY was used in the Bad Boys movie, starring Will Smith.

At the end of 964 production in 1994, the Porsche factory had some 90 Turbo chassis left. These were all transferred to Porsche Exclusiv and built as the very special Turbo 3.6 S, available either with the traditional 964 Turbo 3.6 body or with the exclusive flachbau ‚slant nose‘ option.

Dieser 964er Turbo, eines von nur 1‘437 gebauten Fahrzeugen mit 3.6-Liter Motor und 360 PS, wurde am 27.

April 1993 erstmals in Deutschland zugelassen. 2019, mit damals nur einem eingetragenen Halter, wurde der Porsche durch die Spezialisten von Early 911S einer Komplettrestauration unterzogen und in Neuzustand versetzt. Lackiert in Indischrot mit schwarzer Rafflederausstattung, Sitzheizung vorne links und rechts, elektrischem Schiebedach, entspricht der Turbo den Auslieferungsspezifikationen.

Nach einem zweiten deutschen Halter wurde das Fahrzeug Ende 2019 in die Schweiz importiert und hier zugelassen.

Mit nur einem Schweizer Besitzer, knapp 750 km seit der Restauration und der letzten MFK im September 2021, befindet sich der Porsche in hervorragendem Zustand.

Ein Muss für jede seriöse 911er Sammlung!

Cette 964 turbo, l‘un des 1‘437 exemplaires construits avec le moteur 3.6 litres délivrant 360 cv a été immatriculée pour la première fois en Allemagne le 27 avril 1993.

En 2019, ne présentant qu‘un seul propriétaire précédent, la Porsche a été entièrement restaurée par les spécialistes de „Early 911S“. Peinte en „rouge indien“ avec un intérieur en cuir noir, des sièges chauffants et un toit ouvrant électrique, la Turbo correspond aux mêmes spécifications que celles livrées à l‘origine. Après un deuxième détenteur allemand, la voiture a été importée en Suisse et enregistrée ici en 2019. Avec un seul propriétaire suisse, à peine 750 kilomètres parcourus depuis sa restauration et avec la dernière expertise effectuée en septembre 2021, la Porsche est dans un état absolument exceptionnel et est un must pour toute collection sérieuse de 911.

This 964 turbo, one of only 1437 examples built with the 3.6 litre engine delivering 360 hp was first registered in Germany on 27th April 1993. In 2019, showing only one previous owner, the Porsche was completely restored by specialists at “Early 911S”. Painted in “Indian red” with a black leather interior, heated seats and electric sunroof, the Turbo corresponds to the same specification as originally delivered. After a second German keeper, the car was imported into Switzerland and registered here in 2019. With one Swiss owner and barely 750 kilometres driven since its restoration and with the last MOT completed in September 2021, the Porsche is in absolutely outstanding condition and is a must for any serious 911 collection.

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Lot 125 Production unknown in-line 6 cylinder 4‘233 cc 268 hp at 5‘400/min Estimate CHF 225‘000 - 250‘000 Story conceptcarz.com Photos Calvin Courjon

1974 Jaguar D-Type Recreation by Proteus Chassis # 2N415DN The Jaguar D-Type sports cars were produced from 1954 through 1957. These factory-built race cars were similar to the C-Type, but given more powerful engines, improved chassis, and aerodynamic bodies.

Walter Hassan was tasked with designing a sportscar for Jaguar. The result was the XK-120 which showed promise on the racing circuit. Although the alloy bodied cars were fast, it would not be a serious contender at the 24 Hours of Le Mans race. Further development was needed. In 1951 the XK 120 C, also known as the C-Type, was prepared and ready for testing at Le Mans. The straight-six cylinder engine had been modified to production 210 horsepower and various other mechanical enhancements greatly improve the performance. Three C-Types were entered in the Le Mans race with two failing to finish. The third C-Type finished strong, winning the event while averaging 93.49 miles-per-hour.

Three experimental C-Types were entered in LeMans in 1952. A long tail had been applied to the C-Type in an effort to improve aerodynamics and stability during the long, straight stretches. Unfortunately, all three failed to finish due to overheating problems. For 1953, the use of experimental bodies was scrapped in favor of the tradition bodies. The factory cars were fitted with disc brakes. In the end, this combination proved to be all that was necessary to score top finishes.

To stay ahead of the competition, Jaguar began working on a Le Mans replacement for the C-Type, resulting in six D-Types in 1954.

The D-Type was constructed of a monocoque-type chassis welded to a subframe. Later versions of the car were bolted, rather than welded, to allow easy detachment.

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The same XK engine was used, albeit with minor modifications such as the use of dry-sump lubrication.

The frontal area to house the engine was decreased.

This was to provide for higher top speeds as Le Mans.

A large fin was place behind the driver to provide stability at speeds in excess of 150 mph. Due to the new design, additional modifications to the shape and size of the engine were required to fit it into the engine bay. It was tilted 8-degrees, resulting in an off-center bump in the hood. The 1955 D-Types used asymmetrical heads, known as ‚35/40‘ heads, with intake valves positioned at 35-degress and exhaust valves at 40-degrees.

Four D-Types were entered into the 1954 Le Mans race and were not enough to beat the powerful Ferraris.

1955 modifications propelled the Jaguar marque to its third LeMans victory. A Mercedes-Benz SLR was leading the Jaguar by two laps when it was withdrawn from the race.

Though 1955 meant another victory at LeMans for Jaguar, it was a devastating year for the sport. The Mercedes-Benz SLR‘s were poised to capture the vic-

tory when a tragic accident occurred, involving an SLR, and killing the driver and 80 spectators. MercedesBenz withdrew from the race and from motorsports.

Most of the D-Types were single seaters and built for the race track. During the final year of production, Jaguar offered the Jaguar XKSS, a street version of the race car.

After winning Le Mans in 1951 and 1953 with the legendary C-Type - also called XK120 C, Jaguar entered the futuristic and sensational D-Type for the legendary 24-hour race at the Sarthe in 1954. The aerodynamically very advanced as well as drop-dead beautiful coachwork covered, for the first time in sports car racing, a monocoque centre chassis. The extremely lightweight and powerful roadster, equipped with a 250 hp XK 6-cylinder engine was built with the main purpose of winning at Le Mans, a feat it convincingly fulfilled with wins in 1955, 1956 and 1957 when a DType crossed the line in the first four positions. Until 1957, 71 D-types had been built, 16 of which were completed as XKSS road variants. The limited number of cars built soon led to replicas of varying quality being offered by a multitude of manufacturers. This beautiful D-Type replica, with its aluminium coachwork built by the renowned British company of Proteus, is powered by a XJ6 4.2 litre engine fed by three TwinWeber carbs coupled to a four speed gearbox with Overdrive. In 2001 the car was imported into and registered in Switzerland. After one Swiss owner only the D-Type was acquired by the vendor in 2012. In 2019, a complete engine overhaul was carried out by a specialist company and the carburettors were also overhauled. The roadster is in very good condition and is in possession of a (now extremely desirable) Swiss registration. The last MOT was completed in June 2021.

Dieser schöne D-Type Nachbau mit Aluminiumkarosserie des bekannten britischen Herstellers Proteus ist mit einem Jaguar XJ6 4.2-Liter Motor mit drei Weber Doppelvergasern, sowie einem 4-Gang Getriebe mit Overdrive ausgestattet. 2001 wurde der Wagen in die Schweiz importiert und hier zugelassen. Nach nur einem Schweizer Besitzer wurde der Jaguar 2012 vom aktuellen Halter übernommen. 2019 erfolgte durch einen Fachbetrieb eine komplette Motorenrevision und die Vergaser wurden ebenfalls revidiert. Der Roadster befindet sich in sehr gutem Zustand und verfügt über eine seltene Schweizer Strassenzulassung mit der letzten MFK im Juni 2021.

Après avoir remporté Le Mans en 1951 et 1953 avec la légendaire Type C - également appelée XK120 C, Jaguar a présenté la futuriste et sensationnelle Type D pour la légendaire course de 24 heures de la Sarthe en 1954. La carrosserie très avancée sur le plan aérodynamique et d‘une beauté à couper le souffle recouvrait, pour la première fois dans le domaine des voitures de sport, un châssis central monocoque. Le roadster extrêmement léger et puissant, équipé d‘un moteur XK 6 cylindres de 250 cv, a été construit dans le but principal de gagner au Mans, un exploit qu‘il a accompli de manière convaincante avec des victoires en 1955, 1956 et 1957, lorsqu‘une Type D a franchi la ligne d‘arrivée dans les quatre premières positions.

Jusqu‘en 1957, 71 D-Type ont été construites, puis 16 ont été achevées en tant que variantes routières XKSS. Le nombre limité de voitures construites a rapidement conduit à ce que des répliques de qualité variable soient proposées par une multitude de fabricants. Cette magnifique réplique de la Type D, avec sa carrosserie en aluminium construite par la célèbre société britannique Proteus, est propulsée par un moteur XJ6 de 4,2 litres, alimenté par trois carburateurs Weber double-corps couplés à une boîte de vitesses à quatre rapports avec Overdrive. En 2001, la voiture a été importée et enregistrée en Suisse. Après un seul propriétaire suisse, la D-Type a été acquise par le vendeur en 2012. En 2019, une révision complète du moteur a été effectuée par une entreprise spécialisée et les carburateurs ont également été révisés.

Le roadster est en très bon état et est en possession d‘une immatriculation suisse (désormais extrêmement désirable). La dernière expertise a été effectuée en juin 2021.

Nach den Le Mans Siegen 1951 und 1953 mit dem C-Type – oder auch XK 120 C – trat Jaguar 1954 mit dem, für damalige Verhältnisse, futuristischen D-Type zum legendären 24 Stunden Rennen an der Sarthe an.

Die geschwungene, so bullig wie schnittig wirkende Karosserie war erstmalig selbsttragend ausgeführt. Der folglich extrem aerodynamische und leichte Roadster war mit seinem 250 PS-XK-Sechszylinder auf Rennsiege abonniert: Platz eins in Le Mans 1955 und 1956, 1957 Platz eins bis vier. Bis 1957 entstanden 71 Jaguar D-Type, danach 16 Stück in der Straßenversion XKSS. Diese überschaubaren Produktionszahlen führten dazu, dass einige Hersteller mehr oder weniger gute Nachbauten dieser Rennwagenlegende anboten.

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Lot 126 one of a kind in-line 6 cylinder 2‘996 cc 90 hp at 4‘100/min Estimate CHF 400‘000 - 450‘000

Photos Oldtimer Galerie

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1936 Talbot-Lago T120 Cabriolet by Graber Chassis # 85543 This magnificent Talbot Cabriolet clearly illustrates that some automobiles have more than one life. The car’s history starts in 1937 when a four litre Talbot Lago T150SS with a “Teardrop” Coupé coachwork

by Figoni & Falaschi was delivered to Switzerland.

The fabulous Coupé survived the Second World War but was either badly damaged or the then owner fancied a new and different coachwork for his Talbot. Thus, on 25th June 1946, legendary Swiss coachwork designer and constructor Hermann Graber in Wichtrach was commissioned with a new 2-seater cabriolet body for the car. Until the 1990s the Graber coachwork remained on the T-150 and the car was eventually bought by a well-known Swiss collector. In 2002 he decided to reinstall an original coupe body and he commissioned the French specialists at Auto Classique Touraine with the task. The Graber coachwork was carefully separated from the chassis and put aside. What the owner had in mind was to use the Graber body on another T150 which unfortunately proved rather difficult to find. In 2004 finally a T120 cabriolet from 1936 with a decent chassis but a unsalvageable coachwork was found. Time had not been kind to that car either and all its documents - as well as probably the whole car – had either been lost during the war or it was commandeered by the armed forces. Therefore, only a French carte grise from 1953 was available. From 2004 to 2009, the coachwork was completely restored by the Atelier de Touraine and adapted to the T120 chassis.

Meanwhile all mechanical components were overhauled by the Graber Sportgarage in Toffen, with the engine receiving a period correct tripple Solex carburettor set up. In 2012 the Cabriolet returned to Switzerland and the project was completed by the

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Graber Sportsgarage. This T120 therefore presents the happy marriage of two otherwise lost automobile existences and the coachwork still carries, as a reminder of the original T-150 chassis, the “4 litre” chrome script on its trunk. In 2019 the Talbot was acquired by the vendor and imported into Germany.

He had the car repainted in a period correct and very elegant dark red with the interior recovered in light tan leather. This wonderful example of automotive history is in very good condition and will be sold with EU documents. Swiss customs duties have not been paid as yet!

Dieses prächtige Talbot Cabriolet ist der Beweis dafür, dass manche Fahrzeuge mehr als nur ein Leben haben. Angefangen hat die Fahrzeuggeschichte 1937, als ein 4-Liter Talbot-Lago T150 SS mit „Teardrop“ Coupé Karosserie von Figoni & Falaschi in die Schweiz geliefert wurde. Das Coupé überlebte den Zweiten Weltkrieg zwar, war aber wohl stark beschädigt oder den damaligen Besitzer gelüstete es nach einer neuen Erscheinung seines Talbot. So wurde am 25. Juni 1946 bei Hermann Graber in Wichtrach der Auftrag zur Neueinkleidung des Fahrzeuges

mit einer 2-Sitzigen Cabriolet Karosserie gegeben.

Die folgenden Jahrzehnte war der T150 mit dieser Schweizer Sonderkarosserie unterwegs und wurde in den 1990er Jahren von einem namhaften Schweizer Sammler erworben. Dieser entschied sich 2002 den Franzosen wieder mit einer originalgetreuen Coupé-Karosserie zu versehen – der Auftrag ging an die französischen Spezialisten von Auto Classique Touraine, welche das Kunstwerk von Graber vorsichtig vom Chassis trennten und zur Seite stellten. Der Sammler und Liebhaber sämtlicher Automobilbaukunst wollte auch der eleganten Graber Karosserie ein weiteres Leben auf den Strassen dieser Welt ermöglichen, jedoch konnte leider kein passendes T150 Chassis gefunden werden. 2004 fand sich schliesslich ein T120 Cabriolet von 1936 mit gutem Chassis und nicht mehr wirklich restaurierbarer Karosserie. Auch hier hatte die Zeit Spuren hinterlassen, die alten Fahrzeugpapiere – und wohl auch das Fahrzeug - waren in den Kriegswirren verschollen oder eingezogen worden und die Französische Carte grise datierte daher von 1953. So wurde von 2004 bis 2009 Chassis und Karosserie durch das Atelier de Touraine komplett restauriert und aufeinander angepasst. Die mechanischen Komponenten wurde zwischenzeitlich durch die Graber Sportgarage in der Schweiz revidiert und der 3-Liter Motor wurde mit einer zeitgemässen Solex-3-Vergaser-Anlage aufgerüstet. 2012 kam das Cabriolet zurück in die Schweiz, wo die Graber Sportgarage die Restauration beendete. Dieser Talbot-Lago T120 stellt also die Hochzeit zweier ansonsten beendeter Autoleben dar, und die Karosserie trägt als Erinnerung an das ursprüngliche T150 Chassis bis heute den „4 Litres“ Schriftzug am Heck. 2019 wurde das Fahrzeug vom Einlieferer erworben und nach Deutschland importiert. Dieser liess eine Neulackierung in zeitgenössischem Dunkelrot durchführen und die Innenausstattung wurde in hellbraunem Leder neu angefertigt. Dieses Stück Automobilgeschichte befindet sich in sehr gutem Zustand, wird mit EU-Fahrzeugpapieren angeboten und ist in der Schweiz nicht verzollt.

juin 1946, le légendaire carrossier et constructeur suisse Hermann Graber à Wichtrach a été chargé de concevoir une nouvelle carrosserie de cabriolet à deux places pour la voiture. Jusqu‘aux années 1990, la carrosserie Graber est restée sur la T150 et la voiture a finalement été achetée par un célèbre collectionneur suisse. En 2002, il a décidé de réinstaller une carrosserie de coupé d‘origine et a chargé les spécialistes français d‘Auto Classique Touraine de cette tâche. La carrosserie Graber a été soigneusement séparée du châssis et mise de côté.

Le collectionneur et amateur d‘art automobile voulait permettre à l‘élégante carrosserie de continuer à vivre sur les routes du monde entier, mais il n‘a malheureusement pas pu trouver un châssis T150 pour ce projet. En 2004, on a finalement trouvé un cabriolet T120 de 1936 avec un châssis décent mais une carrosserie irrécupérable. Le temps n‘avait pas été tendre avec cette voiture non plus et tous ses documents - ainsi que probablement la voiture entière - avaient été perdus pendant la guerre ou réquisitionnés par les forces armées. Par conséquent, seule une carte grise française de 1953 était disponible. De 2004 à 2009, la carrosserie a été entièrement restaurée par l‘Atelier de Touraine et adaptée au châssis de la T120. Pendant ce temps, tous les composants mécaniques ont été révisés par le Graber Sportgarage de Toffen, et le moteur a reçu un carburateur Solex triplé d‘époque.

En 2012, le cabriolet est retourné en Suisse et le projet a été achevé par le Graber Sportgarage.

Cette T120 présente donc l‘heureux mariage de deux existences automobiles autrement perdues et la carrosserie porte toujours, comme un rappel du châssis original T150, le script chromé „4 litres“ sur son coffre. En 2019, la Talbot a été acquise par le vendeur et importée en Allemagne. Il a fait repeindre la voiture dans un rouge foncé d‘époque correct et très élégant, avec l‘intérieur refait en cuir brun clair.

Ce merveilleux exemple d‘histoire automobile est en très bon état et sera vendu avec les documents de l‘EU. Les droits de douane suisses n‘ont pas encore été payés!

Ce magnifique cabriolet Talbot illustre clairement que certaines automobiles ont plus d‘une vie.

L‘histoire de cette voiture commence en 1937 lorsqu‘une Talbot Lago T150SS de quatre litres avec une carrosserie de coupé „Teardrop“ par Figoni & Falaschi a été livrée en Suisse. Le fabuleux Coupé a survécu à la Seconde Guerre mondiale, mais il a été gravement endommagé ou bien le propriétaire de l‘époque avait envie d‘une nouvelle carrosserie différente pour sa Talbot. C‘est ainsi que le 25 59

Lot 127 5 cars (existing RHD) in-line 6 cylinder 3‘485 cc 235 hp at 5‘500/min Estimate CHF 175‘000 - 200‘000

1963 Maserati 3500 GTI Sebring Series 1 Chassis # 101.01559 A 2+2 grand tourer coupe produced by Maserati, the rare and exotic Sebring was introduced in 1962 and produced through 1968. Heavily based on the Maserati 3500, the Sebring was primarily aimed at the profitable American Gran Turismo market and received its name following the 1957 racing victory at the 12 Hour race. Joining the aggressive-looking Sebring was a single two-seat spyder in 1963 that never entered production, also built by Alfredo Vignale.

Story conceptcarz.com Photos Oldtimer Galerie

Between 1962 and 1965 a total of 348 Series 1 Sebring‘s were produced. In 1963 the engine was updated with an additional 15 PS for a total of 235 PS. The following year the 3700 engine was first introduced, though only a select few received this engine.

All Maserati Sebrings were fitted with five-speed ZF gearboxes.

Debuted at Salon International de l‘Auto in 1962 in prototype form, the world received its first glimpse of the Series I (Tipo AM 101/S), and then again at the Salone dell‘automobile di Torino the following year in its definitive form. The hand built Sebring was a roomy steel-bodied vehicle with a trunk and hood composed of aluminum that carried room in the rear for two smaller passengers. The Sebring design was a bit more angular than the 3500 and gave the vehicle a more compact look.

With an impressive top speed of 137 mph, the Sebring featured everything from the Maserati 3500, except for its coachwork, and could achieve 0-60 mph in just 60

8.5 seconds on 185x15 Pirelli Cinturato tires. New for the Italian cars, a Borg-Warner automatic transmission was offered for the first time. The standard Sebring was quite well equipped, but Maserati did offer many optional extras that included air conditioning, automatic transmission, tinted glass, a radio and special paintwork. Series 1 models left the factory with Pirelli Cinturato 205VR15 tires (CN72).

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In 1965 the Maserati Sebring Series II (Tipo AM 101/10) was debuted. The new model featured newly redesigned headlamps, updated more modern bumpers, new turn signals at the front and new side grilles that took the place of the lower extraction vents. The Series II took its design cues from the contemporary Quattroporte. The trunk lid opening was narrowed

slightly, the bumpers were now more squared off, and the taillights were mounted horizontally instead of vertically. 245 Series II models were produced during its four-year production run, riding on larger 205x15 Pirelli Cinturatos. Powering the Series II was the 3500 engine, the 3700 engine with a lengthened stroke that enlarged its engine to 3,694 cc, and the even larger 4000 engine with a 4,012 cc engine that produced 255 PS (188 kW) at 5,200 rpm.

The Series II Sebring continued in production until 1968 when Maserati was forced to drop its older models from production. The last three years of the production run didn‘t have any major updates anyways except for a slight power increase for the 4000, now up to 265 PS. A total of 593 units were produced from 1962 through 1969, with 348 of the Sebring 3.5 and 245 of the 3.7 and 4.0 (combined).

The Sebring made it on Jeremy Clarkson‘s Top 100 Cars list as #77.

This Maserati Sebring is one of only five right hand drive examples surviving. Produced in February 1963, this beautiful Sebring was delivered to its first owner in England. Documentation available shows that the Maserati was exported to the USA in the late 70s or early 80s where it spent many years exhibited in a Midwest automobile museum. In 1990 the car was re-imported into the UK and issued with its original registration. Painted light blue metallic the cars coachwork was returned to its original “Rosso Cordoba” during the ensuing restoration by an Italian Maserati-specialist. At the same time the interior was covered in white “Neutro” leather.

In the ensuing years, the car was maintained by JD Classics in the UK. The Sebring, still equipped with its matching numbers engine, is in very good condition. In 2020 the car found its way into Switzerland but it‘s still on UK documents and Swiss customs duties have not been paid as of today. Recently the fuel pumps have been replaced with modern Bosch units, the original - unrestored - Lucas pumps will be handed in with the vehicle.

Dieser Maserati Sebring ist eines von nur ca. 5 überlebenden Fahrzeugen mit Rechtslenkung. Im Februar 1963 produziert, wurde dieser wunderschöne Sebring nach England ausgeliefert. Gemäss den vorhandenen Unterlagen wurde der Maserati - wohl Ende der siebziger- Anfang der achtziger Jahre - in die USA verschifft, wo er jahrelang Teil eines Automobilmuseums im mittleren Westen war.

1990 wurde der Wagen wieder nach England importiert und dort auf die originalen Kennzeichen zugelassen.

Bei der Rückkehr hellblau metallic lackiert, erhielt der Maserati im Zuge der Restaurierung durch italienische Markenspezialisten wieder seine Originalfarbe „ Rosso Cordoba“ in Kombination mit einer Lederausstattung in „Neutro“ (weiss). In den folgenden Jahren wurde der Wagen durch JD Classics gewartet. Dieser Sebring hat immer noch seinen „Matching-Numbers“ Motor und befindet sich in sehr gutem Zustand. 2020 fand der Maserati den Weg in die Schweiz, besitzt immer noch UK-Papiere und ist in der Schweiz nicht verzollt. Kürzlich wurden die Benzinpumpen durch moderne Bosch-Aggregate ersetzt, die originalen – nicht revidierten - Lucas Pumpen werden mit dem Fahrzeug abgegeben.

Cette Maserati Sebring est l‘un des cinq seuls exemplaires à conduite à droite qui ont survécu. Produite en février 1963, cette belle Sebring a été livrée à son premier propriétaire en Angleterre. Les documents disponibles montrent que la Maserati a été exportée aux Etats-Unis à la fin des années 70 ou au début des années 80, où elle a été exposée pendant de nombreuses années dans un musée automobile du Midwest. En 1990, la voiture a été réimportée au Royaume-Uni et a reçu son immatriculation avec les plaques d‘origine.

Peinte en bleu clair métallisé, la carrosserie de la voiture a retrouvé son „Rosso Cordoba“ d‘origine au cours de la restauration effectuée par un spécialiste italien de la Maserati. En même temps, l‘intérieur a été recouvert de cuir blanc „Neutro“. Dans les années qui ont suivi, la voiture a été entretenue par JD Classics au Royaume-Uni. La Sebring, toujours équipée de son moteur „Matching-Numbers“, est en très bon état. En 2020, la voiture a trouvé son chemin vers la Suisse, mais elle est toujours sur des documents britanniques et n‘est pas dédouanée en Suisse. Récemment, les pompes à carburant ont été remplacées par des unités Bosch modernes. Les pompes Lucas d‘origine - non révisées - seront remises avec le véhicule.

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Lot 128 200 cars Bi-turbo 6 cylinder flat-engine 3‘800 cc 700 hp at 7‘000/min Estimate CHF 530‘000 - 560‘000 Story wikipedia.org Photos Calvin Courjon

2020 Porsche 911 GT2 RS Clubsport Chassis # WP0ZZZ99ZKS197196 The 991 GT2 RS was initially unveiled at the Xbox 2017 E3 briefing along with the announcement of the Forza Motorsport 7 video game where it was revealed as the cover car as well as being included as a playable vehicle.

The car was officially launched by Porsche at the 2017 Goodwood Festival of Speed along with the introduction of the 911 Turbo S Exclusive Series. The 991 GT2 RS is powered by a 3.8 L twin-turbocharged flat-6 engine that has a maximum power output of 515 kW at 7‘000 rpm and 750 N/m of torque, making it the most powerful production 911 variant ever built. Unlike the previous GT2 versions, this car is fitted with a 7-speed PDK transmission to handle the excessive torque produced from the engine. Porsche claims that the car will accelerate from 0-97 km/h (0-60 mph) in 2.7 seconds, and has a top speed of 340 km/h (211 mph). The car has a roof made of magnesium, front lid, front and rear wings and boot lid made of carbon-fibre, front and rear apron made of lightweight polyurethane, rear and side windows made of polycarbonate and an exhaust system made of titanium.

Introduced at the 2018 LA Auto Show, the GT2 RS Clubsport is the track-only variant of the GT2 RS. New aerodynamic elements increase downforce of the car while removal of non essential components decrease weight further. Notable exterior changes include a larger motor sport oriented rear wing made from carbon fibre shared 62

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with the GT3 R, larger front air intakes with integrated LED day time running lights, carbon fibre roof with an integrated escape hatch in case of a crash, carbon fibre engine cover and bonnet along with a racing fuel cell and a new race exhaust system.

The interior is race oriented and notable changes include an FIA-approved roll cage, a single racing bucket seat and a race steering wheel made from carbon fibre with an integrated colour display shared with the GT3 R. The car weighs a total of 1‘390 kg, 80 kg less than the GT2 RS road car.

The engine and transmission remain the same as the GT2 RS while new safety features include a PSM stability management system and an ABS system, both of which are manually controlled by rotary dials present on the centre console. The GT2 RS Clubsport comes with 18-inch centre lock forged alloy wheels wrapped in Michelin racing slicks and are shared with the GT3 R race car. Production of the Clubsport is limited to 200 units.

The SRO Motorsports Group announced that a one make series featuring the GT2 RS Clubsport will be held in July 2019 at the 24 Hours of Spa Weekend. Previously, the Clubsport made its track debut at the Bathurst 12 Hour event held in January.

sche AG) optimiert wurden. Mit dem Fahrzeug werden einige Ersatzteile, ein zusätzlicher Frontspoiler, 1 Satz Felgen mit neuen Slicks, 1 Satz Felgen mit neuen Regenslicks sowie 1 Satz Transportreifen ohne Felgen abgegeben, welche beim Verkäufer abgeholt werden können. Der Clubsport ist ein Rennfahrzeug ohne Strassenzulassung und ist in der Schweiz verzollt. Mit erst 265 gefahrenen Kilometern und ohne Renneinsatz ist dieser Porsche in neuwertigem Zustand und optimal abgestimmt um einem kommenden Besitzer auf den Rennstrecken dieser Welt enormen Spass zu bereiten.

This GT2 RS Clubsport, number 196 of 200 examples built, was bought new by the vendor on 25th May 2020 and imported into Switzerland. This ultimate track tool has been constructed to FIA regulations and, besides a 3.8 litre Biturbo engine delivering 700 horsepower and a 7-speed double clutch gearbox also sports a Recaro race seat with its six point harness, a 115 litre safety fuel tank, an FIA roll cage, fully adjustable racing dampers front and back, a racing braking system as well as a pneumatic rapid car-jacking system. The GT2 RS Clubsport was developed from the start as a turnkey race car, built to the usual high Porsche quality standards. The owner further ordered the following options, costing an additional 17‘000 euros with Manthey-Racing: A racing passenger seat with a six-point harness and a footrest, the Powerbox, a VBOX video logging system and a carlifter set to properly store the car. The 911 was only used for a test and set up drive on the circuit where chassis adjustments were made in close collaboration with Roland Kussmaul, former Porsche design and race engineer, rally driver and project leader with Porsche AG. With the car a number of replacement parts such as an additional front spoiler, one set of rims with slicks, one set of rims with new rain-slicks and one set of transport tyres without rims will be handed to the new owner. All these parts may be collected at the vendor’s home. The Clubsport is a racing car without road registration and customs duties for Switzerland have been paid.

With only 265 kilometres driven and no race use under its belt, this Porsche is in as new condition and perfectly set up to provide some exciting laps on any race circuit the new owner wishes to indulge himself.

Dieser GT2 RS Clubsport, Nummer 196 von 200 Fahrzeugen, wurde vom Einlieferer am 25. Mai 2020 neu gekauft und anschliessend in die Schweiz importiert. Dieses ultimative Track-Tool ist nach FIA-Vorgaben aufgebaut und verfügt neben dem 3.8-Liter Bi-Turbo Motor mit 700 PS und 7-Gang PDK-Doppelkupplungsgetriebe selbstverständlich über einen Recaro-Rennsitz mit 6-Punkt Renngurten, einen 115 Liter fassenden Sicherheitstank, einen FIA konformen Sicherheitskäfig, vielfach einstellbare Rennstossdämpfer an Vorder- und Hinterachse, eine Rennbremsanlage sowie eine 3-Stempel Lufthebeanlage. Der GT2 RS Clubsport wurde als „Schlüsselfertiges“ Rennfahrzeug konzipiert und nach den von Porsche gewohnten Qualitätsvorgaben gebaut. Der Einlieferer orderte beim Porsche-Rennpartner Manthey-Racing zudem für über EUR 17‘000.- Optionen wie ein Beifahrer Paket (Recaro Rennsitz, 6-Punkt Gurte und Fussstütze), die Powerbox, ein VBOX Videologger System und ein Carlifter Set für die Fahrzeuglagerung. Der 911er wurde nur für eine Test-/Set Up Fahrt auf der Rundstrecke genutzt bei welcher die Fahrwerkseinstellungen in enger Zusammenarbeit mit Roland Kussmaul (ehemaliger Porsche Entwicklungs- und Renningenieur, Rallyerennfahrer und Projektleiter der Por-

Cette GT2 RS Clubsport, numéro 196 sur 200 exemplaires construits, a été achetée neuve par le vendeur le 25 mai 2020 et importée en Suisse. Cet outil de piste ultime a été construit conformément aux réglementations de la FIA et, en plus d‘un moteur Biturbo de 3.8 litres développant 700 chevaux et d‘une boîte de vitesses à double embrayage avec 7 rapports, il est également équipé d‘un siège de course Recaro avec son harnais de course à six points, d‘un réservoir de sécurité de 115 litres, d‘une cage de sécurité FIA, d‘amortisseurs de course entièrement réglables à l‘avant et à l‘arrière, d‘un système de freinage de course ainsi que d‘un système levage pneumatique à 3 pistons. La GT2 RS Clubsport a été conçue dès le départ comme une voiture de course clé en main, construite selon les normes de qualité élevées habituelles de Porsche. Le propriétaire a en outre commandé les options suivantes, d‘un coût supplémentaire de 17‘000 euros auprès de MantheyRacing: Un siège passager de course avec un harnais à six points et un repose-pieds, la Powerbox, un système d‘enregistrement vidéo VBOX et un kit carlifter pour stocker correctement la voiture. La 911 n‘a été utilisée que pour un essai et une mise au point sur le circuit, où les réglages du châssis ont été effectués en étroite collaboration avec Roland Kussmaul, ancien ingénieur de conception et de course de Porsche, pilote de rallye et chef de projet chez Porsche AG. Avec la voiture, un certain nombre de pièces telles qu‘un spoiler avant supplémentaire, un jeu de jantes avec slicks, un jeu de jantes avec de nouveaux slicks de pluie et un jeu de pneus de transport sans jantes seront remis au nouveau propriétaire. Toutes ces pièces peuvent être récupérées au domicile du vendeur. La Clubsport est une voiture de course sans immatriculation routière et les droits de douane pour la Suisse ont été payés. Avec seulement 265 kilomètres parcourus et aucune utilisation en course à son actif, cette Porsche est dans un état comme neuf et parfaitement préparée pour fournir quelques tours excitants sur n‘importe quel circuit de course que le nouveau propriétaire souhaite s‘offrir.

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Lot 129 1‘350 cars Twin-turbo V6 3‘496 cc 657 hp at 6‘250/min Estimate CHF 950‘000 - 1‘100‘000 Story wikipedia.org Photos by consignor

2018 Ford GT Chassis # 2FAGP9CW9JH100065 At the 2015 North American International Auto Show and at the unveiling of the 2015 racing video game Forza Motorsport 6, the second-generation Ford GT was shown to the public with plans for production in 2016, after a decade-old hiatus from the first generation. The car marked 50 years since the GT40 won the 1966 24 Hours of Le Mans and competed successfully in the 2016 24 Hours of Le Mans to better celebrate the anniversary, winning the LM GTE-Pro class, taking 1st and 3rd in class.

The development of the second generation GT at Ford was a very secretive operation–according to design director Chris Svensson, „a handful of twelve people, including some key engineers, had access to the design studio“. This secrecy was maintained inside Ford and to the press until its 2015 unveiling at the North American Auto Show.

The design of the new GT began with its aerodynamics package, which was closely related to the ultimate focus of the design team of creating a successful Le Mans race car. Low downforce and aerodynamic efficiency were of primary importance in the development of the exterior of the car, and this drove designers to pursue a ‚teardrop profile‘ as often seen in LMP1 cars. The powertrain of the new GT, therefore, became a secondary criterion to the external design and aerodynamic performance 64

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of the car. Although a V8 and even a V12 engine were both considered, it was ultimately decided to use Ford‘s EcoBoost V6 engine due to the degrees of freedom that the compact engine gave designers.

Like its predecessor, the new Ford GT is only offered as a 2-door coupe with the mid-rear layout, for the purpose of improved stability by keeping the center of gravity near the middle. The new GT‘s weight distribution is 43% front and 57% rear. Unlike the first generation car, the new GT has butterfly doors that no longer include a piece integrated into the roof.

The car is powered by a 3‘496 cc twin-turbocharged Ford EcoBoost V6 engine rated at 657 hp. The engine shares many components with the F-150‘s 3.5 L V6 engine including the cylinder heads, block and dual fuel system.

The engine is paired to a 7-speed dual-clutch transmission.

Underpinning the new GT is a carbon fiber monocoque bolted to aluminum front and rear subframes covered in carbon fiber body panels. The windshield of the vehicle is made of Gorilla Glass. The Gorilla Glass is used to reduce the weight of the vehicle by allowing for a thinner windscreen with the same strength as a normal glass windscreen.

The new GT uses a pushrod suspension system, which move the primary components of the suspension inboard

and provide space for the large aerodynamic elements in the bodywork of the car. The suspension is hydraulically adjustable, and the ride height can drop from 4.7 inches (120 mm) in comfort mode to 2.8 inches (70 mm) in Track or Vmax modes. The most prominent exterior features of the new GT are the open airflow tunnels built into the rear fenders of the car, referred to as the ‚flying buttresses‘. These large aerodynamic elements, enabled by the compact V6 engine and pushrod suspension design, channel air around the teardrop-shaped cockpit over the rear spoiler for increased downforce. The front end of the GT features a GT40-inspired cutaway nose and vents in the hood that pass oncoming air over the top of the car. The rear features a large diffuser and hollow circular tail lights that expel air taken in by vents built into the flying buttresses.

The active rear spoiler of the GT can adjust and adapt to different driving conditions and modes depending on how much downforce is needed. In Track mode, a gurney flap will extend from the trailing edge of the wing to further increase downforce, and the wing will flip vertical to help stop the car under heavy braking.

The new GT has a claimed top speed of 348 km/h and has a power to weight ratio of 0.43 hp per kilogram.

Only 1’000 examples of the limited production Ford GT were initially planned. Ford finally gave in to the immense demand and produced 1’350 examples of this hypercar. That number still makes it an exceedingly rare sight on the road of course. Original buyers for this super sports car with its carbon chassis, a 3.5 litre V6 twin turbo engine delivering 657 hp, 7-speed Twin-clutch gearbox and carbon ceramic Brembo breaking system had to go (at least officially) through a rigid selection process by Ford. This example in its “Liquid grey” paint with contrasting orange stripes, an orange and black “launch control interior”, 20-inch carbon wheels mounted with titanium bolts and a “Akrapovic” titanium exhaust system was initially delivered in Switzerland and registered for the first time on 4th May 2018. With only one owner and around 600 kilometres driven, this GT is in as new condition and will make a fabulous addition to any super sports car collection. The last MOT was completed in May 2018, but for a Swiss buyer the car will receive a new MOT as a matter of course.

Obwohl die von Ford ursprünglich auf nur 1‘000 Exemplare Limitierte Produktion aufgrund der immensen Nachfrage auf 1‘350 Fahrzeuge angehoben wurde, ist der „neue“ Ford GT definitiv eine äusserst seltene Erscheinung im Strassenbild. Um einen dieser Supersportlern mit Karbon-Chassis, 657 PS leistendem 3.5 Liter V6 Twinturbo-Motor, 7-Gang Doppelkupplungsgetriebe und Karbon-Keramik Brembo Bremsanlage zu erhalten musste jeder Interessent ein strenges Auswahlprozedere von Ford durchlaufen. Dieses Fahrzeug in „liquid grey“ mit orangen Zierstreifen, orange-schwarzer Launch-Control-Innenausstattung, 20“ Karbon Räder mit Titan Schrauben und Akrapovic Titan-Auspuffanlage stammt aus Schweizer Auslieferung und wurde am 4. Mai 2018 erstmals zugelassen.

Aus Erstbesitz, und mit gerade rund 600 gefahrenen Kilometern befindet sich dieser GT in Neuzustand und wird jede Supersportwagen-Sammlung um ein herausragendes Fahrzeug erweitern. Die letzte MFK erfolgte im Mai 2018, für Schweizer Käufer wird das Fahrzeug selbstverständlich frisch vorgeführt.

Seuls 1‘000 exemplaires de la Ford GT de production limitée étaient initialement prévus. Ford a finalement cédé à l‘immense demande et a produit 1‘350 exemplaires de cette hypercar. Ce nombre en fait une voiture extrêmement rare sur la route. Les premiers acheteurs de cette voiture super sport dotée d‘un châssis en carbone, d‘un moteur V6 3.5 litres biturbo développant 657 cv, d‘une boîte de vitesses à double embrayage avec 7 rapports et d‘un système de freinage Brembo en céramique de carbone ont dû passer par un processus de sélection rigoureux organisé par Ford. Cet exemplaire dans sa peinture „Liquid grey“ avec des bandes orange contrastantes, un intérieur „launch control“ orange et noir, des jantes en carbone de 20 pouces montées avec des boulons en titane et un système d‘échappement en titane „Akrapovic“ a été initialement livré en Suisse et enregistré pour la première fois le 4 mai 2018. Avec un seul propriétaire et environ 600 kilomètres parcourus, cette GT est dans un état neuf et fera un ajout fabuleux à toute collection de voitures super sport. La dernière expertise a été effectuée en mai 2018, mais pour un acheteur suisse, la voiture recevra bien entendu une nouvelle expertise.

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Lot 130 5 cars in-line 4 cylinder 1‘999 cc approx. 280 hp Estimate CHF 195‘000 - 235‘000 Story wikipedia.org Photos Daniel Reinhard

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1976 Sauber C5 Sports Prototype Chassis # 76C 05-002 After opting not to run the family traffic light business, Peter built the Sauber C1 (the C stands for Christiane, the name of Peter Sauber‘s wife) in his parents‘ basement. It was a car of tubular frame, powered by a 1-litre Ford Cosworth engine. He subsequently drove it to the 1970 Swiss hillclimb championship. It also remained in racing for ten years in the hands of other drivers, notably Friedrich Hürzeler, who took the 1974 crown in the car.

In 1971, Sauber handed over the driver‘s seat to Hans Kunis, who drove the new Sauber C2 model in the same series, as Peter himself had done so the year before.

Sauber had started to gain a portfolio of customers and in 1973, Sauber built three C3 spec chassis for different customers. Designed by Guy Boisson, the car was used predominantly in the Swiss Sports Car Championship.

The C4 of 1975 heralded the first aluminium chassis developed by the team, and Boisson was joined by Edy Wiss in designing it. Only one C4 was ever produced.

The most successful of the early Sauber cars, the C5 was used to great effect in conjunction with its 2-litre BMW engine—taking the 1976 Interserie Championship in the hands of Herbert Muller.

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This Sauber C5 was bought new in 1976 by Philippe Burckhardt, owner of the successful Swiss Francy Racing Team. Peter Sauber had all his works cars entered under the Francy banner and this car, chassis no. 002, ran in the Sports Car World Championship for open two litre sports prototypes. In the 1976 season the C5 was mostly driven by Swiss legend Herby Müller and the Francy racing team/PP Sauber racing won the Inter Series European Championship with chassis 002. In the following season the car was driven in the Interseries European Championship, the 24 hours of Le Mans and the Sports Car World Championship for open two litre sports prototypes. It was mostly driven by Eugen Strähl and the Francy racing team achieved a second place in the Interseries European Championship in 1977. In 1978, 76-C 05-002 was sold to Peter Hoffmann in Germany who in turn sold the Sauber in 1980 to Norbert Drombowski, also from Germany. He had a Chevy V8 installed and entered the car in some of the Interseries races. In 1981 he had a Ford Zakspeed turbo engine installed and used the C5 for further Interseries races until 1984. In 1989 the car was bought by German Dieter Riegel, who re-installed an original BMW M12/6 engine. In 2004, chassis 002 was finally bought back by its first owner Philippe Burckhardt and subsequently entered in the Orwell Super Cup, the Arosa hill climb and the 2004 and 2006 edition of the Le Mans classic, driven by Christoph Burckhardt and Edy Schorno. In 2011 the C5 changed ownership again to a Mr. “N.N.” in Germany. He decided to have the racer restored in 2020 and return it to its 1976 livery. In 2021 finally, this important piece of Swiss racing history was returned to Switzerland. The Sauber has not been used in anger since its restoration and presents itself in outstanding condition. A large number of maintenance and revision receipts since 2004 is available. In addition, the car

will be sold with a second front body section (with headlights for Le Mans), some sets of wheels and further replacement parts. The car has an FIA-HTP which is valid until 31.12. 2029 as well as a current ACS car pass.

Herbert Müller, Imola 1976 Dieser Sauber C5 wurde von Philippe Burckhardt (CH), Besitzer des Francy Racing Teams, unter dessen Banner Sauber die Werkswagen einsetzte, 1976 neu gekauft und in der Sportwagen-Weltmeisterschaft für offene 2-LiterSportprototypen eingesetzt. In der 1976er Saison wird der C5 meist von Herbert Müller alias „Stumpen Herbie“ gefahren und das Francy Racing Team/PP Sauber Racing gewinnt die Interserie-Europameisterschaft mit der #002.

In der Folgesaison wurde der Wagen in der InterserienEuropameisterschaft, bei den 24 Stunden von Le Mans, und in der Sportwagen-Weltmeisterschaft für offene 2-Liter-Sportprototypen eingesetzt - dann meist gefahren von Eugen Strähl – und das Francy Racing Team wurde 1977 mit dem Wagen Vize-Meister der Interserien-Europameisterschaft.

1978 wurde 76-C 05-002 dann an Peter Hoffmann (D) verkauft, dieser verkaufte den Sauber 1980 an Norbert Drombowski (D). Dieser montierte einen Chevrolet V8 und bestritt einige Läufe der Interserie. 1981 liess er einen Ford Zakspeed Turbomotor einbauen und nützte den C5 bis 1984 für weitere Einsätze in der Interserie.

1989 wurde der Wagen durch Dieter Riegel (D) erstanden, welcher wieder einen originalgetreuen BMW M12/6 Motor einbaute. 2004 wurde #002 durch den Erstbesitzer Philippe Burckhardt (CH) zurückgekauft und dann im Orwell Supercup, beim Bergrennen Arosa und an den Austragungen 2004 und 2006 der Le Mans Classic durch Christoph Burckhardt und Edy Schorno eingesetzt. 2011 erstand N.N. (D) den Sauber. Dieser entschied sich 2020 den Renner zu restaurieren und in der 1976er Lackierung neu erstrahlen zu lassen.

2021schliesslich, wurde dieses Stück Schweizer Renngeschichte wieder in sein Heimatland zurückgebracht. Der Sauber wurde seit der Restaurierung nicht mehr eingesetzt und befindet sich in hervorragendem Zustand. Eine Vielzahl an Unterhalts- und Revisionsbelegen seit 2004 ist vorhanden. Zudem wir der C5 mit einer zweiten Front (für Le Mans mit Scheinwerfern), einigen Radsätzen und weiteren Ersatzteilen an einen neuen Besitzer übergeben. Das Fahrzeug verfügt über einen FIA-HTP welcher bis 31.12.2029 gültig ist, sowie einen aktuelle ACS-Wagenpass.

Cette Sauber C5 a été achetée neuve en 1976 par Philippe Burckhardt, propriétaire de la célèbre équipe suisse Francy Racing. Peter Sauber avait inscrit toutes ses voitures d‘usine sous la bannière Francy et cette voiture, châssis n° 002, a participé au Championnat du monde des voitures de sport pour les prototypes sportifs ouverts de deux litres. Au cours de la saison 1976, la C5 était principalement pilotée par la légende suisse Herbert Müller et l‘équipe de course Francy/PP Sauber Racing a remporté le championnat d‘Europe Interseries avec le châssis 002. Au cours de la saison suivante, la voiture a participé au championnat d‘Europe Interseries, aux 24 heures du Mans et au championnat du monde des voitures de sport pour les prototypes sportifs ouverts de deux litres. Elle était principalement pilotée par Eugen Strähl et l‘équipe de course Francy a obtenu une deuxième place dans le championnat d‘Europe Interseries en 1977.

En 1978, la 76-C 05-002 a été vendue à Peter Hoffmann en Allemagne qui, à son tour, a vendu la Sauber en 1980 à Norbert Drombowski, également allemand. Il a fait installer un V8 Chevrolet et a engagé la voiture dans certaines courses Interseries. En 1981, il a fait installer un moteur Ford Zakspeed Turbo et a utilisé la C5 pour d‘autres courses Interseries jusqu‘en 1984. En 1989, la voiture a été achetée par l‘Allemand Dieter Riegel, qui a réinstallé un moteur BMW M12/6 d‘origine. En 2004, le châssis 002 a finalement été racheté par son premier propriétaire Philippe Burckhardt et a ensuite participé à l‘Orwell Supercup, à la course de côte d‘Arosa et aux éditions 2004 et 2006 de Le Mans Classic, pilotée par Christoph Burckhardt et Edy Schorno. En 2011, la C5 a de nouveau changé de propriétaire et est passée entre les mains de Monsieur „N.N.“ en Allemagne. Il a décidé de faire restaurer le bolide en 2020 et de lui redonner sa livrée de 1976. En 2021, cette pièce importante de l‘histoire de la course automobile suisse a finalement été rendue à la Suisse. La Sauber n‘a pas été utilisée en course depuis sa restauration et se présente dans un état exceptionnel. Un grand nombre de reçus d‘entretien et de révision depuis 2004 est disponible. En outre, la voiture sera vendue avec une deuxième section de carrosserie avant (avec des phares pour Le Mans), quelques jeux de roues et d‘autres pièces de rechange. La voiture a un passeport FIA-HTP qui est valable jusqu‘au 31.12.

2029 ainsi qu‘un passeport de voiture de course ACS.

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Lot 131 25‘881 cars in-line 4 cylinder 1‘897 cc 105 hp at 5‘700/min Estimate CHF 125‘000 - 145‘000

1956 Mercedes 190 SL Chassis # 121.040 6502391 The first iteration of the ‚SL‘ class of ‚grand tourers‘ was the 300 SL, and at the time of its introduction was the fast production car. Introduced in 1954 as a two-seater coupe with unique gull-wing doors, an open roadster soon followed. The 300 SL was very popular in coupe and roadster form with total production reaching 3‘258 cars.

Story conceptcarz.com Photos Oldtimer Galerie

For those seeking a more attainable version of the 300 SL, Mercedes-Benz offered a more affordable and less exotic version called the 190 SL. It was announced in 1954 and entered production in January of 1955.

It made its debut at the New York International Auto Show in February of 1954, resting alongside its 300 SL Gull Wing Coupe sibling. It was based on a shortened platform of the 180 Saloon and used its all-independently-suspended running gear. It had a unit-body of steel construction with a detachable subframe that supported the engine, steering, front suspension, and four-speed manual gearbox. Aluminum was used extensively throughout including the hood, trunk, dash, doors, and other components.

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The 1,897cc overhead-camshaft four-cylinder M121 engine had twin Solex downdraft carburetors and produced 105 horsepower at 5,700 RPM. It was slightly oversquared, based on the 300 SL‘s straight-six, with an unchanged 85 mm bore and a 4.3mm reduced stroke to 83.6mm. Zero-to-sixty mph was accomplished in 14.5 seconds and top speed was achieved at 107 mph.

The transmission was a four-speed, fully synchronized unit (with a standard axle ratio of 3.90:1) and braking was handled by power-assisted drums. Steering was by a recirculating ball. The front suspension was comprised of double wishbones, coil springs, and stabilizer bars while the rear had a swing axle and coil springs.

Body styles included a soft-top convertible or a removable hardtop. The concept of optional equipment was relatively new, and those offered on the 190 SL made it even more attractive to the public who could now custom tailer their automobile to satisfy their individual taste. Items included ostentatious color schemes, the aforementioned soft and hardtops, sports racing options, accessories, and seats.

Mercedes-Benz did not announce what the abbreviation „SL“ meant when the car was introduced.

It is often assumed that the letters stand for Sport Leicht. One car magazine in 2012 declared that the abbreviation „SL“ - „securitized and personally signed

by Rudolf Uhlenhaut“ meant Super Leicht. This contradicts „Mercedes-Benz 300 SL“, which was produced in close cooperation with Rudolf Uhlenhaut showing that the abbreviation meant Sport Leicht.

Mercedes-Benz used both forms until 2017. It was even called Super Super. On the company website it was called Sport Leicht until 2017 and than changed to Super Leicht.

For a long time it was unclear what intention the company had at the time when assigning the letter combination. It was not until the beginning of 2017 that a chance finding in the corporate archive, from the early part of 1952, clarified that at least in the case of the 300 SL the abbreviation SL stood for Super-Leicht.

This beautiful 190SL was registered in Switzerland in July 1956. Since 1986 the Mercedes has been in the ownership of the vendor. He, himself an automotive mechanic, decided to embark on a full restoration of the elegant cabriolet. The coachwork was changed from the original (white-grey) DB158 to the actual Mercedes colour DB516 (medium red) and equipped with a new Sonnenland fabric soft top in light brown.

To match the top, the interior was recovered in light beige by a German specialist. All mechanicals were overhauled by the owner and the car was driven in recent years on Swiss dealer plates. The 190SL is in very good condition and has Swiss documents. For a swiss buyer, a new MOT will be proceeded after the sale.

Dieser wunderschöne 190 SL wurde im Juli 1956 erstmals in der Schweiz zugelassen. Seit 1986 befindet sich der Mercedes im Besitz des Einlieferers. Dieser, selbst Mechaniker, entschied sich für eine Vollrestauration des schicken Cabriolets. Die Karosserie wurde hierbei vom Originalfarbton DB158 (weissgrau) auf die aktuelle originale Mercedes Farbe DB516 (mittelrot) umlackiert und mit einem neuen Verdeck aus hellbraunem Sonnenland-Stoff versehen. Dazu passend, wurde die Innenausstattung in hellbeige durch einen Fachbetrieb in Deutschland neu angefertigt. Die komplette Mechanik wurde in Eigenregie revidiert, und das Fahrzeug wurde in den vergangenen Jahren gelegentliche für Ausfahrten mit Händlerschildern genutzt. Der 190 SL befindet sich in sehr gutem Zustand und verfügt über Schweizer Fahrzeugpapiere. Für Schweizer Käufer wird das Fahrzeug frisch vorgeführt.

Cette magnifique 190 SL a été immatriculée pour la première fois en Suisse en juillet 1956. Depuis 1986, la Mercedes est la propriété du vendeur. Ce dernier, lui-même mécanicien automobile, a décidé de se lancer dans une restauration complète de cet élégant cabriolet. La carrosserie a été changée de la couleur DB158 (blanc-gris) originale à la couleur Mercedes actuelle DB516 (rouge moyen) et équipée d‘une nouvelle capote en tissu Sonnenland en brun clair. Pour être assorti à la capote, l‘intérieur a été restauré en beige clair par un spécialiste allemand. Toutes les mécaniques ont été révisées par le propriétaire et la voiture a été conduite occasionnellement ces dernières années avec des plaques de concessionnaires suisses. La 190SL est en très bon état et dispose d‘un permis suisse. Pour un acheteur suisse, l‘expertise sera faite après la vente.

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Veuillez trouver le descriptif en français sur www.TheSwissAuctioneers.swiss

1955 Norton Manx ES2 500 Racer Chassis # 10M262511 The history of this Norton is a testament to the passion and enthusiasm of her last owner. In the 1950s, he heard the spine-tingling sound of a Norton Manx for the first time while visiting an event in Boncourt. This impression had a lasting effect on the young man and, when time finally permitted, he started a search in earnest for a suitable Norton in 1986. In 1987 he was able to acquire this Norton from its first owner in London. On 27th May 1987 he imported the bike through Basel and on advice of Swiss racing legend Luigi Taveri started a complete disassembly and restoration. After an extended search for parts in England, the rebuild finally got underway with the help of the single cylinder specialist Paul Schneider from Meisterschwanden, the ex-racing mechanic René Nünlist from Studen and the Norton specialist Hans Meyer from Ins. The period correct racing frame is based on a Manx unit equipped with a “roadholder” telescopic fork, a Manx rear swingarm, and a Manx front wheel with vented drum brake. The 500cc ES2 engine was overhauled and sends around 23hp to the Norton 4 speed gearbox. In 1989 the first test runs in Lignières were completed and in the following years the Norton was shown at a number of events in Europe. Among other venues the owner drove his Norton on the circuits Mizano, Most, the Sachsenring, the Hungaroring and even the legendary Nürburgring. Of course he also competed in Switzerland and drove his Manx in the hillclimbs of St-Cerque and Oron-Villars or as a successful participant at the Berne GP memorial.

After many unforgettable experiences and encounters the gentleman who by now has reached the youthful age of 72 has driven his beloved bike for the very last time at the Rétro Circuit Porrentruy-Courtedoux on the 4th and 5th September 2021. This wonderful racing machine is in very good condition, on the button, and will be sold to the next enthusiast with a number of replacement parts and a Swiss customs document.

Die Geschichte dieser Norton lebt von der Leidenschaft ihres letzten Besitzers. In den 1950er Jahren hörte dieser in Boncourt erstmals den unglaublichen Sound einer Norton Manx. Dieses Erlebnis liess ihn nicht mehr los und er begann, als es ihm die Zeit erlaubte, 1986 mit der Suche nach einer passenden Norton. 1987 wurde er in London fündig und konnte diese Maschine aus Erstbesitz erwerben. Am 27. Mai 1987 verzollte er das Motorrad in Basel, um es auf Anraten des bekannten Rennfahrers Luigi Taveri komplett zu zerlegen und neu aufzubauen. Nach der Teilesuche in England begann der Neuaufbau mit Hilfe des 1-ZylinderSpezialisten Paul Schneider aus Meisterschwanden, dem ehemaligen Rennmechaniker René Nünlist aus Studen und dem Norton Spezialisten Hans Meyer aus Ins. Mit einem Manx-Rahmen, einer Roadholder-Teleskopgabel, einer Manx-Hinterachsschwinge und Manx Vorderrad mit belüfteter Trommelbremse entstand das zeitgemässe Rennchassis. Der 500 cm3 ES2-Motor wurde revidiert und liefert rund 23 PS zum Norton 4-Gang Getriebe. 1989 konnten dann die ersten Testläufe in Lignières durchgeführt werden, und in den folgenden Jahren war die Maschine Gast an verschiedensten Anlässen in Europa. So bewegte der Besitzer seine Norton auf den Rennstrecken von Misano, Most, auf dem Sachsenring, auf dem Hungaroring und sogar auf dem Nürburgring. Selbstverständlich war er auch in der Schweiz unterwegs und bestritt unter anderen die Bergrennen von St-Cergue und Ollon-Villars, oder war erfolgreicher Teilnehmer am GP Bern Memorial. Nach vielen unvergesslichen Erlebnissen und Begegnungen verabschiedete sich der nun beinahe 72 Jahre alte NortonFan anlässlich des Rétro Circuit Porrentruy-Courtedoux vom 4. und 5. September 2021 von seiner geliebten Maschine. Diese wunderschöne Rennmaschine befindet sich in sehr gutem, einsatzbereiten, Zustand und wird mit einigen Ersatzteilen sowie Schweizer Verzollung an einen nächsten Enthusiasten weitergegeben.

Lot 132 one of a kind 1 cylinder 490 cc 23 hp at 5‘300/min Estimate CHF 18‘000 - 22‘000

Photos Mauro Stifani / OG

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Lot 133 118 cars in-line 6 cylinder 2‘443 cc 105 hp at 4‘800/min Estimate CHF 175‘000 - 200‘000 Story wikipedia.org Photos Oldtimer Galerie

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1952 Alfa Romeo 6C 2500 Sport Berlina GT Chassis # 918139 The Alfa Romeo 6C name was used on road, race, and sports cars produced between 1927 and 1954 by Alfa Romeo; the „6C“ name refers to the six cylinders of the car‘s straight-six engine. Bodies for these cars were made by coachbuilders such as James Young, Zagato, Touring Superleggera, Castagna, and Pinin Farina. Beginning in 1933 there was also a 6C version with an Alfa factory body, built in Portello. In the early 1920s Vittorio Jano received a commission to create a lightweight, high performance vehicle to replace the Giuseppe Merosi designed RL and RM models. The car was introduced in April 1925 at the Salone dell‘ Automobile di Milano as the 6C 1500. It was based on Alfa‘s P2 Grand Prix car, using a single overhead cam 1‘487 cc in-line six-cylinder engine, producing 44 horsepower. In 1928 the 1500 Sport was presented, which was the first Alfa Romeo road car with double overhead camshafts.

The more powerful 6C 1750 (1‘752 cc actual) was introduced in 1929 in Rome. The car had a top speed of 95 mph (153 km/h), a chassis designed to flex and undulate over uneven surfaces, as well as sensitive geared-up steering. It was produced in six series between 1929 and 1933. The base model had a single overhead cam. Super Sport and Gran Sport versions had a double overhead cam engine (DOHC). Again, a supercharger was available. Most of the cars were sold as rolling chassis and bodied by coachbuilders such as Zagato, and Touring Superleggera.

The 6C 2300 (2‘309 cc) was designed by Vittorio Jano as a lower-cost alternative to the 8C. In 1934 Alfa Romeo had become a state-owned enterprise. That year, a new 6C model with a newly designed and larger engine was presented. Chassis technology, however, had been taken from the predecessor. One year later a revised model, the 6C 2300 B, was presented. In this version

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the engine was placed in a completely redesigned chassis, with independent front suspension and rear swing axle, as well as hydraulic brakes.

Introduced in 1938, the 2500 (2‘443 cc) was the final 6C road car. World War II was coming and car development was stopped, but a few hundred 6C 2500s were built from 1940 to 1945. Postwar, the first new Alfa model was the 1946 6C 2500 Freccia d‘Oro (Golden Arrow), of which 680 were built until late 1951, with bodies

by Alfa. The 2500 had an enlarged engine compared to the predecessor model; this Vittorio Jano designed dual overhead cam engine was available with either one or three Weber carburetors. The triple carburetor version was used in the top-of-the-range SS (Super Sport) version. The 2‘443 cc engine was mounted onto a steel ladder frame chassis, which was offered with three wheelbases: 3‘250 mm (128.0 in) on the Turismo, 3‘000 mm (118.1 in) on the Sport and 2‘700 mm (106.3 in) on the Super Sport. Various coachbuilders built their own bodied versions of the 2500, but most bodywork was built by Touring Superleggera of Milan.

The Tipo 256 was a racing version of 2500 made in eight examples between 1939 and 1940 for the Mille Miglia and the Le Mans 24 Hours. It was made in Spider

(convertible) and Berlinetta (coupe) Touring bodystyles.

With a power of 125 bhp it could achieve a top speed of 200 kilometres per hour (120 mph).

The car was sold to wealthy customers like King Farouk, Alì Khan, Rita Hayworth, Tyrone Power, and Prince Rainier. One was also featured in The Godfather in 1972.

The 2500 was one of the most expensive cars available in its time. The final 6C was built in 1952 and the model was replaced by the 1900.

As one of only 118 Tipo Sport versions with the 105 hp SS engine and Alfa Romeo works body, this gorgeous 6C was delivered to the 52nd Milanese fire fighting corps (extinguishing blazes in style!) in December 1953.

How long the Alfa, probably the Fire Chief’s transport, has been in this honourable service is not known. After having “been lost” for a while the car was restored by a Roman collector in the early Nineties. After two more Italian owners, the Alfa Berlina GT was eventually imported into Switzerland by a Swiss enthusiast in 2015.

In 2018 the seats were reupholstered and covered in original fabric and the carpets were replaced. In the name of improved reliability, the tank was removed, flushed and an electric fuel pump with external filter were installed in 2019. In the same year the drive shaft was re-bushed, the front suspension checked and lubricated, the engine bonnet was repainted and the complete body sanded and polished. This exceedingly rare Alfa 6C is in very good order with the powerful 2.5 litre engine providing ample power. The last Veteran MOT was completed in October 2018.

Als eines von nur 118 Fahrzeugen des Tipo Sport mit 105 PS Super Sport Motor und Alfa Romeo Werkskarosserie, wurde dieser herrliche 6C im Dezember 1953 an das 52. Corps der Feuerwehr Mailand übergeben. Wie lange der Alfa Romeo, wohl als Kommandofahrzeug, im Dienst der Feuerwehr war lässt sich leider nicht feststellen.

Nachdem der Wagen für einigen Zeit „verschollen“ war, wurde er wohl zu Beginn der neunziger Jahre durch einen Liebhaber aus Rom restauriert. Nach zwei weiteren italienischen Besitzern wurde die Berlina GT 2015 durch einen Schweizer Liebhaber importiert. 2018 wurden die Sitze neu aufgepolstert und mit originalem Stoff neu bezogen, zugleich wurden die Teppiche ersetzt. Zu Gunsten der Zuverlässigkeit wurde im April 2019 der Tank demontiert und gespült, sowie eine elektrische Benzinpumpe mit externem Filter installiert. Im Oktober 2019 erhielten die Kardanwellen neue Buchsen, die Vorderachse wurde kontrolliert und geschmiert, die Motorhaube wurde neu lackiert und der gesamte Wagen wurde geschliffen und poliert. Dieser äusserst seltene Alfa Romeo 6C befindet sich in sehr gutem Zustand und der kräftige 2.5-Liter Motor läuft hervorragend. Die letzte MFK als Veteranenfahrzeug erfolgte im Oktober 2018.

Cette magnifique 6C est l‘un des 118 véhicules de la Tipo Sport avec un moteur Super Sport de 105 CV et une carrosserie d‘usine Alfa Romeo. Elle a été remise au 52e corps des pompiers de Milan en décembre 1953. Il est impossible de déterminer combien de temps l‘Alfa Romeo, probablement en tant que véhicule de commandement, a été au service des pompiers.

Après avoir été „perdue“ pendant un certain période, la voiture a probablement été restaurée au début des années 90 par un collectionneur de Rome. Après deux autres propriétaires italiens, la Berlina GT a été importée par un passionné suisse en 2015. En 2018, les sièges ont été rembourrés et recouverts de tissu d‘origine, en même temps que les moquettes étaient remplacées. Pour des raisons de fiabilité, le réservoir de carburant a été démonté et rincé en avril 2019 et une pompe à carburant électrique avec filtre externe a été installée. En octobre 2019, les arbres de transmission ont reçu de nouveaux coussinets, l‘essieu avant a été vérifié et lubrifié, le capot a été repeint et l‘ensemble de la voiture a été poncé et poli. Cette Alfa Romeo 6C, extrêmement rare, est en très bon état et le puissant moteur de 2,5 litres fonctionne parfaitement. La dernière expertise en tant que véhicule vétéran a été effectuée en octobre 2018.

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Lot 134 one of a kind in-line 6 cylinder 6‘597 cc 135 hp at 3‘000/min Estimate CHF 350‘000 - 400‘000 Story conceptcarz.com Photos Daniel Reinhard

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1927 Hispano-Suiza H6 B Tourer by Spohn Chassis # 11715 The Hispano-Suiza Company has created some of the most elegant, respected, and exquisite automobiles of all time. The designs and custom-built bodies were owned by the most elite and exclusive clientele. Among their most memorable creations were the H6 Series and the J-12. Among their accomplishments was the production of aircraft engines. During the First World War, they produced over 50,000 V-12 engines for aircraft.

From 1919 through 1923 Hispano-Suiza produced an eight-cylinder aircraft engine.

The beginning of the company Fabrica La Hispano Suiza de Automovils began in 1904 but their existence and experience in the automotive community began six years prior. Emilio de la Cuadra created the La Cuadra Company in 1898 focusing on the production of the electric automobile. Marc Birkigt, a French engineer, joined the Barcelona, Spain-based company shortly after its inception. In the very early 1900‘s, the La Cuadra Company began production of a gasoline-powered engine that featured a shaft drive instead of a chain, a revolutionary design at the time. Their fortune shortly changed and the company was forced to close. The Fabrica La Hispano-Suiza de Automovils succeeded the Castro Company, continuing production in Spain and employing the ingenious designer, Birkigt. The name was later changed to Fabrica La Hispano Suiza de Automóviles. The very early engines were four-cylinders comprised of a 3.8 and 7.4-liter capacity. Two sixcylinder engines were introduced shortly after the fours.

In 1911 a factory in Paris was opened to satisfy the demands of their French clientele. A larger factory was built three years later in Bois-Colombes. The production of these facilities focused primarily on the H6B, a large, luxurious, and desirable automobile.

The H6 was revolutionary, offering speed, luxury, quality, and an unequaled level of craftsmanship. Rolls Royce,

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Isotta, and Bentley did not offer all of these qualities in their automobiles until the 1920‘s. The H6 models were expensive, often the most expensive vehicle in all of Europe. The production of the H6 began at the close of the 1920‘s and was powered by a six-cylinder, 6.5-liter overhead-camshaft engine capable of producing 135 horsepower. The camshaft was shaft-driven and operated the valves, a configuration that was uncommon at the time. The engine was placed in the front and powered the rear wheels. Top speed was achieved at around 85 miles per hour. Even though a V-12 cylinder was available, Birkigt felt that a single bank of the 12-cylinder engine was appropriate to power their vehicles. The suspension was comprised of a semi-elliptic leaf spring and a live axle. Drum brakes with a power-assisted servo-brake system provided ample stopping power. The H6 Series was built in Paris and later in the Czech Republic.

As was customary at the time, Hispano Suiza delivered the rolling-chassis H6 to custom coachbuilder for assembly. This resulted in unique and custom bodies that complimented the power, ingenuity, and performance of the components of the chassis. Only the finest coachbuilders were commissioned to build the bodies.

According to the information received from the Hispano Suiza Society, this H6B was completed at the Hispano works in Levallois near Paris on the 18th of February 1927 and delivered to the American importer Clark D. Pease. The “Convertible Victoria” was subsequently registered in the name of its first (unknown) owner in 1928. At around 1930, chassis no. 11715 received the current Tourer coachwork by Spohn in Ravensburg (D) which originally was mounted on a Maybach Zeppelin chassis. Since the Maybach has a flatter engine bonnet line than the Hispano, considerable adaptions on the radiator and radiator grille were required. Karl Hecht, former Hispano Suiza mechanic, shortened both elements by around 5 centimetres and also adapted the side panels of the bonnet to fit the H6B chassis.

The result is a success to says the least and provides the Tourer with very harmonious and elegant stance.

The next part of the car’s history is not accurately documented until the car, after certainly two more US owners, was integrated into the collection of Bernard Berman from Allentown PA in around 1990. In 2003 the Spanish-Swiss-German co-production crossed the pond once again and was imported into Germany. After two further owners in Germany the H6B was acquired by a Swiss enthusiast and registered in Switzerland. In 2014, the car was acquired by another enthusiast who commissioned a partial restoration. In 2018 finally, the splendid Tourer arrived with its current owner. From 2012 to 2021 receipts for restoration work and other technical tasks amounting to around 130’000 Swiss Francs are present. The Hispano is in good condition and still carries its matching number original engine.

It will be sold with a FIVA ID, the very valuable original owner’s manual and the most recent Veteran MOT completed in May 2021.

Gemäss den Informationen der Hispano-Suiza Society wurde dieser H6 B am 18. Februar 1927 im Werk in Levallois bei Paris gefertigt, und wurde an den amerikanischen Importeur Clarke D. geliefert. Die Zulassung des „Convertible Victoria“ erfolgte 1928 auf einen unbekannten Erstbesitzer. Ca. 1930 erhielt #11715 die aktuelle, ursprünglich auf einem Maybach Zeppelin montierte, Tourer Karosserie des bekannten deutschen Karosseriebauers Spohn aus Ravensburg. Da der Maybach eine flachere Motorhaube als der Hispano hat, waren Anpassungsarbeiten am Kühler und Kühlergrill nötig. Karl Hecht, damaliger Hispano-Suiza Mechaniker, kürzte die beiden Elemente um je rund 5 cm und passte die Seitenteile der Motorhaube an das H6 B Chassis an. Das Resultat ist mehr als nur ansprechend, und die elegante Linie des grossen Tourers ist absolut stimmig. Die weitere Geschichte des Wagens ist nicht genau dokumentiert, bis das Fahrzeug nach sicherlich zwei weiteren US-Besitzern ca. 1990 in die Sammlung von Bernard Berman aus Allentown/Pennsylvania aufgenommen wurde. 2003 überquerte die SpanischSchweizerisch-Deutsche Co-Produktion den grossen Teich und wurde nach Deutschland importiert. Nach zwei Besitzern in unserem Nachbarland, wurde der Hispano 2012 von einem Schweizer Liebhaber erworben und hier zugelassen. 2014 wechselte der Wagen zu einem weiteren Enthusiasten, welcher eine Teilrestaurierung durchführen liess. 2018 schliesslich, wurde der Tourer vom letzten Besitzer erworben. Von 2012 bis 2021 sind

Belege für Restaurierung und technische Bereitstellung für rund CHF 130‘000.- vorhanden. Der Hispano-Suiza befindet sich in gutem Zustand, verfügt immer noch über den „Matching-Numbers“ Originalmotor, und wird mit FIVA-ID, der äusserst wertvollen originalen Betriebsanleitung sowie der letzten MFK als Veteranenfahrzeug im Mai 2021 an einen neuen Besitzer übergeben.

Selon les informations reçues de la Hispano-Suiza Society, cette H6 B a été achevée à l‘usine Hispano de Levallois près de Paris le 18 février 1927 et livrée à l‘importateur américain Clark D. Pease. Le „Convertible Victoria“ a ensuite été enregistré au nom de son premier propriétaire (inconnu) en 1928. Vers 1930, le châssis no. 11715 a reçu la carrosserie Tourer actuelle de Spohn à Ravensburg (D), montée à l‘origine sur un châssis Maybach Zeppelin. Comme la Maybach a une ligne de capot moteur plus plate que l‘Hispano, des adaptations considérables ont été nécessaires au niveau du radiateur et de la calandre. Karl Hecht, ancien mécanicien d‘Hispano-Suiza, a raccourci les deux élements 5 centimètres et a également adapté les panneaux latéraux de la capote au châssis du H6 B. Le résultat est extrêmement réussi et donne à la Tourer une allure très harmonieuse et élégante. La suite de l‘histoire de la voiture n‘est pas documentée avec précision jusqu‘à ce que la voiture, après certainement deux autres propriétaires américains, soit intégrée à la collection de Bernard Berman d‘Allentown PA aux alentours de 1990. En 2003, la coproduction hispanosuisse-allemande a traversé le grand étang une fois de plus et a été importée en Allemagne. Après deux propriétaires en Allemagne, la H6 B a été acquise par un passionné suisse qui l‘a immatriculée ici. En 2014, la voiture a été acquise par un autre passionné qui a commandé une restauration partielle. En 2018 enfin, le splendide Tourer est arrivé chez son propriétaire actuel. De 2012 à 2021, des reçus pour les travaux de restauration et de mise à disposition technique d‘un montant d‘environ 130‘000 francs suisses sont présents. L‘Hispano est en bon état et porte toujours son moteur d‘origine au numéro correspondant. Elle sera vendue avec une carte d‘identification FIVA, le très précieux manuel d‘utilisation d‘origine et la dernière expertise vétéran effectuée en mai 2021.

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Lot 135 1‘243 cars (all New Phantom) in-line 6 cylinder 7‘671 cc about 100 hp at 2‘250/min Estimate CHF 275‘000 - 325‘000 Story rrab.com Photos Daniel Reinhard

1930 Rolls-Royce Phantom I Ascot Tourer Chassis # S491MR The Phantom I from the US-plant in Springfield made its debut about one year after the New Phantom from Derby.

At first it was intended to market the new model with rear wheel brakes only but bowing to popular demand this idea was rectified. As regards coachwork the Springfield Phantom often had more elegantly proportioned and more practically engineered coachwork than its English counterpart. To some extent this might have been influenced because Rolls-Royce of America had supplied their customers quite often complete motor cars with bodies

by RRCCW (Rolls-Royce Custom Coachwork) and later purchased one of the leading American coachbuilders, Brewster of New York. The technical independence initiated with the American Silver Ghost continued - the American Phantom I was different from the English one from the very beginning.

In the early years, Rolls Royce automobiles destined for the American market were built in a factory in Springfield MA from 1921 to around the early 30s.

One of the most famous models to leave the Springfield factory was the Phantom 1, also called the “New Phantom”. It was very similar in layout to its English cousin with the exception of a 3-speed gearbox (UK 76

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variants had 4) and a slightly shorter wheelbase. All engine ancillaries had to be mirrored in order to fit a left hand drive steering system. The engine, a massive inline 6 with 7.7 litre capacity provided a relatively modest 100 hp but a mountain of torque. 1’243 “New Phantoms” left the Springfield factory between 1926 and 1931. The example on offer was delivered to the first owner, A.C. Ernst in Cleveland OH on 24th June 1930. It sports the most attractive Ascot tourer coachwork by the Brewster company from Long Island, New York. Brewster bodies were so renowned and of such high quality and elegance that they were even immortalised in a Cole Porter song. About 30 years ago the Rolls Royce was imported into Switzerland via France. In January 1993, the owner of a machining firm acquired the car and, after some lengthy deliberations decided to perform a full and comprehensive restoration. The Tourer was disassembled to the last nut and bolt and all components, chassis, engine, gearbox and braking system were either overhauled or replaced.

The coachwork, the interior and the soft top were all restored. On reassembly, all bolts, nuts, cables and the spokes of the wire rims were replaced with stainless steel items. The restoration is fully documented with a photographic record. In 1999, after more than five years and 4’000 hours invested in the restoration, this momentous task was finally completed. This breathtaking and imposing Ascot Tourer is in outstanding condition and wouldn‘t have looked out of place in the hands of Robert Redford playing “The Great Gatsby”.

With the last Veteran MOT completed in June 2017, the Rolls Royce is on the button and ready to provide its next lucky owner with the legendary Rolls Royce reliability for the next 60 years.

Der Rolls-Royce Phantom I, auch „New Phantom“ genannt, wurde sowohl in Derby/England als auch im, 1921 errichteten, Zweigwerk in Springfield (Massachusetts)/USA gebaut. Anders als die in Derby gebauten Fahrzeuge, waren die Wagen aus Springfield mit Linkslenkung ausgestattet. Der US-Phantom unterschied sich durch einen etwas kürzeren Radstand, den gespiegelten Motor (Vergaser, Auspuffkrümmer, Wasserpumpe, Lichtmaschine und Zündung wurden auf der jeweils gegenteiligen Seite verbaut) und das - für die Amerikanischen Weiten ausreichende - 3-Gang Getriebe (die Britischen Modelle verfügten über 4 Gänge).

Grundsätzlich gleich blieben die technischen Daten des Motors: 6 Zylinder in Reihe, 7.7 Liter Hubraum mit einer Leistung von gut 100 PS und einem gewaltigen Drehmoment. 1‘243 „New Phantom“ verliessen zwischen 1926 und 1931 das Werk in Springfield. Dieser Wagen wurde am 24. Juni 1930 an den Erstbesitzer A.C. Ernst in Cleveland/Ohio übergeben, und verfügt über einen wunderschönen Ascot Tourer Aufbau der Firma Brewster & Company aus New York. Vor rund 30 Jahren wurde der Rolls-Royce via Frankreich in die Schweiz importiert. Im Januar 1993 erwarb der Inhaber einer Maschinenbau-Firma den Wagen, um sich nach einigen Überlegungen an eine kompromisslose Vollrestauration zu wagen. So wurde der Tourer bis auf die letzte Schraube zerlegt und sämtliche Komponenten (Chassis, Motor, Getriebe, Bremsanlage) wurden revidiert oder ersetzt. Die Karosserie, die Innenausstattung und das Verdeck wurden restauriert. Bei der Montage wurden alle Schrauben, Bolzen, Muttern, Seile und Speichen durch eigens angefertigte Elemente aus rostfreiem Stahl ersetzt. Die Restaurierung wurde durch eine Fotodokumentation, welche verfügbar ist, begleitet. Nach über fünf Jahren und mehr als 4‘000 Arbeitsstunden war der herrliche Rolls-Royce 1999 schliesslich bereit, die nächsten sechzig oder mehr Jahre, die Strassen dieser Welt zu bereisen. Dieser wunderschöne und imposante Ascot Tourer befindet sich in hervorragendem Zustand und wäre auch „The Great Gatsby“ gut zu Gesicht gestanden. Mit der letzten MFK als Veteranenfahrzeug im Juni 2017 ist der Rolls-Royce bereit für eine genussvolle Ausfahrt im kommenden Frühjahr.

ment légèrement plus court. Toutes les pièces auxiliaires du moteur ont dû être inversées afin d‘adapter un système de direction de conduite à gauche. Le moteur, un énorme 6 en ligne d‘une capacité de 7,7 litres, fournissait une puissance relativement modeste de 100 cv mais une montagne de couple. 1‘243 „New Phantom“ ont quitté l‘usine de Springfield entre 1926 et 1931. L‘exemplaire présenté a été livré à son premier propriétaire, A.C. Ernst, à Cleveland OH, le 24 juin 1930. Il est équipé de la très belle carrosserie Ascot tourer de la société Brewster de Long Island, New York.

Il y a environ 30 ans, la Rolls Royce était importée en Suisse via la France. En janvier 1993, le propriétaire d‘une entreprise de construction mécanique a acquis la voiture et, après quelques réflexions, a décidé d‘effectuer une restauration complète et approfondie.

La Tourer a été démontée jusqu‘au dernier écrou et boulon et tous les composants, le châssis, le moteur, la boîte de vitesses et le système de freinage ont été soit révisés soit remplacés. La carrosserie, l‘intérieur et la capote ont tous été restaurés. Lors du remontage, tous les boulons, écrous, câbles et rayons des jantes ont été remplacés par des éléments en acier inoxydable. La restauration est documentée par un dossier photographique. En 1999, après plus de cinq ans et 4‘000 heures investies dans la restauration, cette tâche capitale a finalement été achevée. Cette époustouflante et imposante Ascot Tourer est dans un état exceptionnel et n‘aurait pas dépareillé dans les mains de Robert Redford jouant „The Great Gatsby“.

Avec la dernière expertise vétéran effectuée en juin 2017, la Rolls Royce est prête à fournir à son prochain propriétaire la légendaire fiabilité Rolls Royce pour les 60 années prochaines.

Les premières années, les automobiles Rolls Royce destinées au marché américain ont été construites dans une usine de Springfield MA de 1921 vers le début des années 30. L‘un des modèles les plus célèbres à sortir de l‘usine de Springfield était la Phantom 1, également appelée „New Phantom“. Sa conception était très similaire à celle de sa cousine anglaise, à l‘exception d‘une boîte de vitesses à 3 rapports (les variantes britanniques en avaient 4) et d‘un empatte77

Lot 136 50 - 100 cars in-line 4 cylinder 1‘394 cc 65 hp at 5‘000/min Estimate CHF 180‘000 - 220‘000

Photos Daniel Reinhard

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1950 Siata Daina Berlinetta Chassis # SL 0121 This Siata Daina with its elegant coachwork by Stabilimenti Farina is a rare matching numbers example and sports a full and well-known history. Delivered to Milano, the pretty Berlinetta spent nearly its whole life in Italy. The first owner was Tristano Torelli from Milano, the editor of the comic series “Piccolo Sceriffo” (“little sheriff”). Piccolo Sceriffo and especially its creator became rather famous thanks to a censored edition of the comic depicting a rather too realistically drawn (and thus not totally suitable for its juvenile clientele) murder scene over several pages. in 1951, Torelli sold the car to Como, where until 1956 it remained in the ownership of three more owners, all known. From 1956 to 1983 SL0121 was owned by the Isidoro Favaro family, resident in Loreggia near Padual Venetia. On 17th April 1983, the car, which by now had progressed to a typical barn find, was found and acquired by an enthusiast from Arezzo whose aim it was, to return the car to its original condition. He restored the Siata with great care and decided to start with the coachwork and the interior. Since he was obsessed with using only original parts, which at times proved rather difficult to find, the restoration of the coachwork and interior alone eventually took six years. The following overhaul of the original engine required another five years. No effort was spared to keep the car as original as possible. Even the repaint in light blue metallic matches the original colour which in the early 50s was rather unusual but very fashionable. A photographic documentation as well as receipts for the work are available. In 2014, SL0121, which by the way stands for “scatola lamiera” meaning tin can, was sold to Germany where it was acquired by the actual owner in 2017 and imported into Switzerland.

Since then, the car has been entered in several rallies and Concours d’Elégance events. Among others, the car was shown in 2014 at the “Jewels of the Parc” at castle Dyck where it won its class, the Raid Suisse-Paris in 2017, class winner at the Salon Privé Concours at Blenheim Palace in

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2020 and second in class at the 2020 edition of the Ascona Classic Car Award. After the Siata had been on the waiting list for the famous Mille Miglia rally in 2018, last year it has been officially entered in the “Registro 1000 Miglia”, and is therefore eligible for participation in this prestigious event.

Needless to say, that the little Italian has always enjoyed loving care and maintenance. This included an overhaul of the original 5-speed (!) gearbox in 2019 and in 2021 the coachwork including all chromed bits were brought back to concours standards. This is a unique opportunity to acquire an exceedingly rare (only between 50 and 100 Siata Daina were ever built) , and Mille Miglia eligible car with a complete history in outstanding condition. The beautiful coupe will be sold with a FIVA ID, a ASI and ACI car pass, owner’s manual and its complete documented history. The latest Veteran MOT was completed in July 2017

Diese Siata Daina mit einer eleganten Karosserie von Stabilimenti Farina hat „Matching-Number“ und eine lückenlos bekannte Geschichte. Ausgeliefert nach Mailand, Verbrachte die hübsche Berlinetta fast ihr ganzes Leben in Italien. Der erste Besitzer war Tristano Torelli aus Mailand, der Herausgeber der Comicserie „Piccolo Sceriffo“ („kleiner Sheriff“). „Piccolo Sceriffo“ und insbesondere sein Herausgeber Tristano Torelli wurden berühmt wegen

der Zensur einer nicht jugendfreien Ausgabe mit einer Mordszene über mehrere Seiten. Im Jahr 1951 verkaufte Torelli das Auto nach Como, wo es bis 1956 3 weitere Besitzer (alle bekannt) hatte. Von 1956 bis 1983 befand sich SL 0121 im Besitz der Familie Isidoro Favaro mit Sitz in Loreggia bei Padua (Venetien). Am 17. April 1983 wurde der Wagen als Scheunenfund an einen Liebhaber aus Arezzo verkauft, dessen Ziel es war, den Wagen wieder in seinen ursprünglichen Zustand zu versetzen. Er restaurierte den Wagen mit grosser Sorgfalt und entschied sich mit der Karosserie und der Innenausstattung zu beginnen. Da er sehr auf alle Originalteile bedacht war und es manchmal sehr schwierig war diese zu finden, dauerte die Restauration der Karosserie 6 Jahre. Der anschliessende Wiederaufbau des Originalmotors nahm weitere 5 Jahre in Anspruch. Bei der Restauration wurden keine Mühen gescheut, den Wagen möglichst original zu erhalten. Selbst die Lackierung in hellblau metallic entspricht dem originalen Farbton, was Anfang der 50er Jahre absolut ungewöhnlich und modern war. Die Restaurierung ist mit Fotos und Rechnungen dokumentiert.

2014 wurde SL 0121 (SL steht übrigens für „scatola lamiera“ und bedeutet „Blechdose“) nach Deutschland verkauft und 2017 vom aktuellen Besitzer übernommen und in die Schweiz importiert. Seither wurde die Daina erfolgreich bei verschiedenen Rallyes und Concours d‘Elégance genutzt. So war der Wagen 2014 Teilnehmer am Concours d’Elégance „Jewels of the Parc“ auf Schloss Dyck, Klassensieger am Concours d’Elégance, Raid Suisse-Paris 2017, Klassensieger des Concours d’Elégance am Salon Privé in Blenheim Palace 2020 und Klassenzweiter am Ascona Classic Car Award 2020. Nachdem der Siata 2018 noch auf der Warteliste für die Mille Miglia war, ist der Wagen seit 2020 offiziell im Registro 1000 Miglia aufgenommen und somit für die Teilnahme an dieser legendären Veranstaltung zugelassen. Selbstverständlich wurde die kleine Italienerin immer gut gewartet und gepflegt, so wurde 2019 das originale 5-Gang(!) Getriebe komplett revidiert und 2021 wurde die Karosserie inklusive Chromteile auf Coucours Standard gebracht. Dies ist die Gelegenheit ein äusserst seltenes (nur 50 bis 100 Siata Daina wurden gebaut) und Mille Miglia taugliches Fahrzeug mit lückenloser Geschichte und in hervorragendem Zustand zu erwerben. Das wunderschöne Coupé wird mit FIVA-ID, ASI Wagenpass, ACI Wagenpass, Betriebsanleitung und komplett dokumentierter Geschichte an einen neuen Besitzer übergeben. Die letzte MFK als Veteranenfahrzeug erfolgte im Juli 2017.

censurée de la bande dessinée représentant sur plusieurs pages une scène de meurtre dessinée de façon un peu trop.

En 1951, Torelli a vendu la voiture à Côme, où jusqu‘en 1956 elle est restée en possession de trois autres propriétaires, tous connus. De 1956 à 1983, SL 0121 a appartenu à la famille Isidoro Favaro, résidant à Loreggia près de Padoue (Vénétie). Le 17 avril 1983, la voiture, qui n‘était plus qu‘une trouvaille de grange typique, a été trouvée et achetée par un passionné d‘Arezzo dont l‘objectif était de remettre la voiture dans son état d‘origine. Il a restauré la Siata avec grand soin et a décidé de commencer par la carrosserie et l‘intérieur. Comme il était obsédé par l‘utilisation de pièces d‘origine, parfois difficiles à trouver, la restauration de la carrosserie et de l‘intérieur a duré six ans. La révision du moteur d‘origine qui a suivi a nécessité cinq autres années. Aucun effort n‘a été épargné pour garder la voiture aussi originale que possible. Même la peinture en bleu clair métallisé correspond à la couleur d‘origine qui, au début des années 50, était plutôt inhabituelle mais très à la mode. Une documentation photographique ainsi que les reçus des travaux sont disponibles. En 2014, SL 0121, qui d‘ailleurs signifie „scatola lamiera“, c‘est-à-dire boîte de conserve, a été vendue en Allemagne où elle a été acquise par le propriétaire actuel en 2017 et importée en Suisse. Depuis lors, la voiture a été engagée dans plusieurs rallyes et concours d‘élégance. Entre autres, la voiture a été présentée en 2014 aux „Bijoux du Parc“ au château Dyck où elle a remporté sa classe, au Raid Suisse-Paris en 2017, vainqueur de classe au Salon Privé Concours à Blenheim Palace en 2020 et deuxième de classe à l‘édition 2020 du Ascona Classic Car Award. Après que la Siata a eu été sur la liste d‘attente pour le célèbre rallye Mille Miglia en 2018, elle a été officiellement inscrite l‘année dernière au „Registro 1000 Miglia“, et est donc éligible pour participer à ce prestigieux événement. Inutile de dire que la petite italienne a toujours bénéficié de soins et d‘un entretien affectueux. Cela comprenait une révision de la boîte de vitesses à 5 rapports (!) originale en 2019 et en 2021, la carrosserie, y compris toutes les pièces chromées, a été remise aux normes de concours. Il s‘agit d‘une occasion unique d‘acquérir une voiture extrêmement rare (seulement 50 à 100 Siata Daina ont été construites) et éligible aux Mille Miglia avec un historique complet dans un état exceptionnel. Ce magnifique coupé sera vendu avec une carte d‘identité FIVA, un passeport ASI et ACI, le manuel du propriétaire et son historique complet documenté. La dernière expertise vétéran a été complétée en juillet 2017.

Cette Siata Daina, dont l‘élégante carrosserie a été réalisée par Stabilimenti Farina, est un rare exemplaire à „Matching-Numbers“ et possède une histoire complète et bien connue. Livrée à Milan, cette jolie Berlinetta a passé presque toute sa vie en Italie. Le premier propriétaire était Tristano Torelli de Milan, l‘éditeur de la série comique „Piccolo Sceriffo“ („petit shérif“). Piccolo Sceriffo et surtout son créateur sont devenus assez célèbres grâce à une édition 79

Lot 137 1‘252 cars (911 T, US) 6 cylinder flat-engine 2‘341 cc 140 hp at 5‘600/min Estimate CHF 145‘000 - 155‘000 Story wikipedia.org Photos Oldtimer Galerie

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1973 Porsche 911 T 2.4 Chassis # 9113100668 The 911 traces its roots to sketches drawn by Ferdinand „Butzi“ Porsche in 1959. The Porsche 911 was developed as a more powerful, larger and a more comfortable replacement for the 356, the company‘s first model.

The new car made its public debut at the 1963 Frankfurt Motor Show. The car was developed with the proofof-concept twin-fan Type 745 flat-six engine, but the car presented at the auto show had a non-operational mockup of the single-fan 901 engine, receiving a working unit in February 1964.

It originally was designated as the „Porsche 901“ (901 being its internal project number). A total of 82 cars were built as which were badged as 901s. However, French automobile manufacturer Peugeot protested on the grounds that in France it had exclusive rights to car names formed by three numbers with a zero in the middle.

Instead of selling the new model with a different name in France, Porsche changed the name to 911. Internally, the cars‘ part numbers carried on the prefix 901 for years.

Production began in September 1964, with the first 911s exported to the US in February 1965.

The first models of the 911 had a rear-mounted 130 hp Type 901/01 flat-6 engine, in the „boxer“ configuration like the 356, the engine is air-cooled and displaces 1‘991 cc as compared to the 356‘s four-cylinder, 1‘582 cc unit.

The car had four seats although the rear seats were small, thus it is usually called a 2+2 rather than a four-seater. A four or five-speed „Type 901“ manual transmission was available. The styling was largely penned by Ferdinand „Butzi“ Porsche, son of Ferdinand „Ferry“ Porsche. Butzi Porsche initially came up with a notchback design with proper space for seating two rear passengers but Ferry Porsche insisted that the 356‘s successor was to use its fastback styling. 7 prototypes were built based on Butzi Porsche‘s original design and were internally called the Porsche 754 T7. Erwin Komenda, the leader of the

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Porsche car body construction department who initially objected, was also involved later in the design.

Production of the 356 ended in 1965, but there was still a market for a 4-cylinder car, particularly in the US. The 912, introduced in the same year, served as a direct replacement, offering the de-tuned version of 356 SC‘s 4-cylinder, 1‘582 cc, 90 hp boxer four Type 616/36 engine inside the 911 bodywork with Type 901 four-speed manual transmission (a 5-speed manual transmission was optional).

In 1966, Porsche introduced the more powerful 911S with Type 901/02 engine having a power output of 160 PS. Forged aluminum alloy wheels from Fuchs, with a 5-spoke design, were offered for the first time.

In August 1967, the A series went into production with dual brake circuits and widened wheels. The Targa version was introduced. The Targa had a stainless steel-clad roll bar, as automakers believed that proposed rollover safety requirements by the US National Highway Traffic Safety Administration (NHTSA) would make it difficult for fully open convertibles to meet regulations for sale in the US, an important market for the 911. The name „Targa“ came from the Targa Florio sports car road race

in Sicily, Italy in which Porsche had several victories until 1973. The last win in the subsequently discontinued event was scored with a 911 Carrera RS against prototypes entered by Ferrari and Alfa Romeo. The road-going Targa was equipped with a removable roof panel and a removable plastic rear window (although a fixed glass version was offered from 1968).

The 110 PS 911T was also launched in 1967. The 130 PS model was renamed the 911L with ventilated front disc brakes. The brakes had been introduced on the previous 911S. The B series went into production in August 1968, replacing the 911L model with 911E with fuel injection.

It remained in production until July 1969.

The C series was introduced in August 1969 with an enlarged 2.2-litre engine. The wheelbase for all 911 and 912 models was increased from 2‘211–2‘268 mm, to help as a remedy to the car‘s 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. The D series was produced from Aug. 1970 to July 1971. The 2.2-litre 911E (C and D series) had lower power output (155 PS) compared to the 911S (180 PS), but 911E was quicker in acceleration up to 160 kilometres per hour.

The E series for 1972–1973 model years (August 1971 to July 1972 production) consisted of the same models, but with a new, larger 2‘341 cc engine. This is known as the „2.4 L“ engine, despite its displacement being closer to 2.3 litres. The 911E and 911S used Bosch mechanical fuel injection (MFI) in all markets. For 1972 the 911T was carbureted, except in the US and some Asian markets where the 911T also came with (MFI) mechanical fuel injection with power increase over European models (130 hp) to 140 hp commonly known as a 911T/E. With power and torque increase, the 2.4-litre cars also got a newer, stronger transmission, identified by its Porsche type number 915. Derived from the transmission in the 908 race car, the 915 did away with the 901 transmission‘s „dog-leg“ style first gear arrangement, opting for a traditional H pattern with first gear up to the left, second gear underneath first, etc.

In January 1973, US 911Ts were switched to the new KJetronic CIS system from Bosch on Type 911/91 engine.

engine and gearbox also received a complete overhaul.

Since the completion of the restoration, the car has only been driven around 400 kilometres. In 2020, the 911 was acquired by its current owner, imported into Switzerland and, in January 2021, received its Veteran MOT. A very popular an easy to maintain classic Porsche in a very rare colour combination and in outstand condition, ready to provide its new owner with many memorable journeys.

Dieser wunderschöne 911 T mit Benzineinspritzung wurde neu in die USA geliefert. Das Coupé in seiner Originalfarbe „Sepiabraun“ ist mit dem aufpreispflichtigen 5-Gang Getriebe, 15“ Fuchs-Felgen sowie Komfortsitzen ausgestattet. Der Porsche wurde vor einigen Jahren nach Deutschland importiert und dort durch die Spezialisten von Early 911S komplett restauriert.

Selbstverständlich wurden hierbei auch der Motor und das Getriebe vollständig revidiert. Seit der Fertigstellung wurde das Fahrzeug erst rund 400 Kilometer gefahren!

2020 wurde der 911er durch den aktuellen Besitzer in die Schweiz importiert und im Januar 2021 als Veteranenfahrzeug vorgeführt. Ein beliebter und problemloser klassischer Porsche in seltener Farbkombination und in hervorragendem Zustand welcher einem neuen Besitzer sicherlich viele Jahre Freude bereiten wird.

Cette magnifique 911T à moteur injection a été livrée neuve aux Etats-Unis. Le Coupé, dans sa couleur d‘origine „brun sépia“, a été équipé d‘options coûteuses telles qu‘une boîte de vitesses à 5 rapports.

Jantes en aluminium Fuchs de 15 pouces et sièges confort. La Porsche a été importée en Allemagne il y a quelques années et entièrement restaurée par les spécialistes de „Early 911S“. Bien entendu, le moteur et la boîte de vitesses ont également été entièrement révisés. Depuis la fin des travaux, la voiture n‘a parcouru qu‘environ 400 kilomètres. En 2020, la 911 a été acquise par son propriétaire actuel, importée en Suisse et, en janvier 2021, elle a reçu son expertise vétéran. Une Porsche classique très populaire et facile à entretenir dans une combinaison de couleurs très rare et dans un état exceptionnel, prête à offrir à son nouveau propriétaire de nombreux voyages mémorables.

This beautiful fuel injected 911T was delivered new in the USA. The Coupé in its original colour of “Sepia Brown” was specified with costly extras such as a 5-speed gearbox, 15-inch Fuchs forged aluminium rims and comfort seats. The Porsche was imported into Germany a number of years ago and completely restored by specialists at ”Early 911S”. Naturally, the 81

Lot 138 170 cars in-line 4 cylinder 1‘290 cc 100 hp at 6‘500/min Estimate CHF 430‘000 - 460‘000 Story conceptcarz.com Photos Oldtimer Galerie

1959 Alfa Romeo Giulietta Sprint Zagato Chassis # AR*10126*00089* The 1954 Alfa Romeo Giulietta was an important vehicle for the Company, because it was the first offering since World War II that truly resembled the racing-inspired vehicles Alfa was capable of producing. The vehicles were mass-produced, a first for the company. The Giulietta came in various body styles including the Spider, Sprint, TI, and Veloce.

The vehicles were built with the engine in the front and powered the rear wheels. Most used a four-speed manual gearbox with front and rear drum brakes. The steering was worm-and-roller with the front suspension comprised of wishbones with telescopic dampers and coil springs with anti-roll bar while the rear was a rigid live axle with telescopic dampers and coil springs.

The first of the Giulietta‘s to be offered was the 2+2 coupe which featured a four-cylinder engine and bodywork by Bertone. The 1290 cc engine producing 65 horsepower, a respectable figure at the time. A year later the Berlina version appeared, commonly referred to as a salon. This version brought a level of practicality, with its four doors and longer wheelbase. It featured the same mechanical components as the Sprint but the engine was not as powerful, producing a little over 50 horsepower.

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The famous coachbuilder, Pininfarina, was tasked with designing a new prototype for 1955. What was created was the Giulietta Spider Prototype, first introduced to the public at the 1956 Turing Motor Show in production form. It sat atop a slightly shorter wheelbase than the Sprint but used the same mechanical components.

In 1956, the Veloce was introduced. This version was sporty, with its dual-cam 1300 cc alloy engine. Using dual Weber DC03 carburetors the vehicle was capable of producing 90 horsepower. The gas tank was enlarged to better prepare it for endurance racing while the larger front brakes provided excellent stopping power. By using Plexiglas rear and side windows and aluminum alloy doors, hood, and trunk lid the vehicle was able to shed weight, ultimately improving performance. The Veloce version was available on the Spider and the Sprint.

In 1957, the Giulietta Ti was introduced, outfitted with a salon body and powered by a Sprint engine. With the four doors and a 65 horsepower engine, this became the most popular Giulietta ever produced.

In the late 1950s Alfa Romeo wanted a GT race car for privateer race teams, and it turned to the coachbuilder Zagato as an obvious partner. Alfa Romeo had already

launched the Sprint Speciale, the SS high performance version of the Giulietta, in 1957. Zagato fitted an alloy body on the SS chassis that was considerably lighter, and Alfa named it the SZ. Mechanically the Giulietta SZ was very similar to the SS and shared its high compression 100-bhp 1‘300cc engine. In 1961 a Kamm tail Coda Tronka version was introduced and called the SZ2. It was lower, slimmer, lighter and featured disc brakes on the front wheels.

Only around 170 examples of the roundtail SZ, known as « Coda Tonda » were built, and the example we have on offer was completed in 1959 followed by its first Italian registration in 1961. Many years ago, the little coupé was bought and imported into Switzerland by a Swiss enthusiast. In 1990/91 he commissioned a restauration with a specialist for Italian Sportscars.

A photographic documentation as well as sundry receipts extensively document the work undertaken.

Afterwards the Alfa was occasionally used at historic events. Further documentation for maintenance and overhauls completed between 1992 and 2018 are proof for the diligent maintenance and care the Alfa has enjoyed over the years. With its striking body, handmade in aluminium, the little Alfa will be a welcome and much admired entrant to any historic meeting the owner wishes to enter. 100 hp from its 1‘290 ccm DOHC engine in connection with barely 900 kg empty weight guarantee rapid progress and a lot of entertainment on any road or circuit. The SZ is in very good condition and, with the last Veteran MOT completed in July 2017, will doubtless provide many happy miles to the next owner.

Als eines von nur ca. 170 gebauten Fahrzeugen mit „Coda Tonda“ genanntem Rundheck, wurde diese Giulietta Sprint Zagato 1959 gebaut und 1961 in Italien erstmals zugelassen. Vor vielen Jahren wurde das kleine Coupé von einem Schweizer Liebhaber importiert und zugelassen. 1990/91 liess dieser den Wagen bei einem italienischen Spezialisten restaurieren. Eine Fotodokumentation sowie Belege der Restauration sind vorhanden. In der Folge setzte er den Wagen gelegentlich bei historischen Veranstaltungen ein. Belege für Unterhalt und Revisionen der Jahre 1992 bis 2018 zeugen von der gewissenhaften und liebevollen Pflege, welche der kleine Flitzer geniessen durfte. Die zeitlos schöne Aluminiumkarosserie sorgt auch heute noch für bewundernde Blicke und wird bei jedem Alfa Romeo Treffen gerne gesehen. Mit dem 100 PS leistenden 1‘290 cm3 Vierzylinder Motor, 5-Gang Getriebe und knapp 900 kg Leergewicht, lässt sich zudem eine Menge Fahrspass erleben! Der SZ befindet sich in sehr gutem Zustand und wird, mit der letzten MFK als Veteranenfahrzeug im Juli 2017, einem künftigen Besitzer sicherlich viel Freude bereiten.

Seuls environ 170 exemplaires de la SZ à queue ronde, connue sous le nom de „ Coda Tonda „ ont été construits, et l‘exemple que nous proposons a été construit en 1959, suivi de sa première immatriculation italienne en 1961. Il y a de nombreuses années, le petit coupé a été acheté et importé en Suisse par un passionné. En 1990/91, il a commandé une restauration auprès d‘un spécialiste des voitures de sport italiennes. Une documentation photographique ainsi que divers reçus documentent les travaux entrepris.

Par la suite, l‘Alfa a été utilisée occasionnellement lors de manifestations historiques. D‘autres documents relatifs à l‘entretien et aux révisions effectuées entre 1992 et 2018 témoignent de l‘entretien et des soins dont l‘Alfa a bénéficié. Avec sa carrosserie d‘une beauté intemporelle, fabriquée à la main en aluminium, la petite Alfa sera une participante bienvenue et très admirée à tout rassemblement historique auquel le propriétaire souhaite participer. Avec son moteur quatre cylindres de 1‘290 cm3 développant 100 cv, sa boîte de vitesses à 5 rapports et son poids à vide d‘à peine 900 kg, elle offre en outre un grand plaisir de conduite! La SZ est en très bon état et, avec la dernière expertise vétéran effectuée en juillet 2017, elle fournira sans aucun doute de nombreux kilomètres heureux à son prochain propriétaire.

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Lot 139 Production unknown supercharged in-line 8 cylinder 2‘262 cc about 140 hp at 5‘000/min Estimate CHF 175‘000 - 200‘000 Story conceptcarz.com Photos Oldtimer Galerie

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1928/2012 Bugatti Type 35B Recreation by Pur Sang Chassis # 431B0 Though it is personal preference the Bugatti Type 35 is regarded by many as one of the most beautiful pre-war racers from the legendary Bugatti Company.

Its beauty is matched by its accomplishments, is one of the most successful pre-war racer winning over 1000 races and capturing the 1926 Grand Prix World Championship with 351 races. During that two year period, it also claimed 47 records. From 1925 through 1929 the Bugatti Type 35 dominated the Targa Florio.

The first Bugatti Type 35 was introduced on August 3rd, 1924. It was powered by a modified engine used in the Type 29. The 3-valve 2-liter overhead cam straight-eight engine had five main bearings and producing around 90 horsepower. The suspension was comprised of leaf springs attached to solid axles.

Stopping power was provided by drum brakes in the rear operated by cables which could be seen on the exterior of the vehicle. In total, there were 96 examples produced.

There were multiple versions of the Type 35 which were specifically designed to accommodate many types of racers. The Type 35A, nicknamed ‚Tecla‘ was an inexpensive version of the Type 35 and made its first appeared in May of 1925. Its nickname was given by the public after a maker of imitation jewelry. The engine was a reliable unit borrowed from the Type 30.

It used three bearings, had smaller valves, coil ignition, and produced less horsepower than its Type 35 sibling.

In total 139 examples of the Type 35A were created.

Though Ettore Bugatti favored naturally aspirated engines, the Type 35C was given a Roots-Type supercharger which boosted power to an impressive 128 horsepower. There were only fifty examples created with many providing historic victories for the company.

The Type 35C won the 1928 and 1930 French Grand Prix, undoubtedly their greatest accomplishments.

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The Bugatti Type 35T, commonly known as the Targa Florio, was specially prepared for the Targa Florio race. There were only thirteen examples produced. It was powered by a 2.3-liter engine. When Grand Prix rules changed stating that engine displacement sizes of up to 2 liters were required, the Type 35T became obsolete and production ceased.

The Bugatti Type 35B was introduced in 1927 and was the final iteration of the Type 35 series. The name Type 35TC was pondered since it shared the same 2.3-liter engine as the Type 35T and a supercharger just like the Type 35C. The engine produced an astonishing 138 horsepower, by far the most of the Type 35 series. In total there were only 45 examples produced with one of their greatest accomplishments being the victory at the 1929 French Grand Prix.

The Bugatti type 35 is not only one of the most beautiful race cars ever, but, with over 1’000 (!) race wins to its credit, it‘s also one of the most successful. It‘s not surprising, that such a legendary car, of which original examples now trade in high 7-digit prices, are frequently copied, albeit with sometimes rather mixed results. To call an 35B manufactured by Pur Sang in

Argentina a replica borders on insult! These cars are by all means a 1:1 hommage to the Bugatti race cars built in Molsheim nearly a hundred years ago. The 2.3 litre 8-cylinder inline engine with its overhead camshaft and compressor is recreated with absolute accuracy.

The casings for the engine, gearbox and rear axle are precision cast or forged to the original specifications and with the same materials as used originally. The large drum brakes are also manufactured in house and a large number of parts from Pur Sang are used in restoring and racing original cars. Such is the level of authentic accuracy. The chassis is in fact an exact copy of an original and the coachwork is formed by hand in aluminium of course. The cars are even recognised by the British Bugatti Owners Club and given BC Chassis numbers. Even the dashboard with its engine turned finish and the centrally mounted Magneto and all levers and buttons is an exact copy of a 1928 original. Since these cars are very difficult to distinguish from a genuine example, and to protect the irreplaceable piece of automotive art, owners of original T35’s frequently use Pure Sang 35’s as identical twins in historic racing. The car we have on offer was built in 2012 and in February 2013 imported by a Swiss collector. It has never been registered but driven occasionally on dealer plates. Most of the time it was just sitting in the owner’s garage. Correspondingly the 35B is in very good condition and for a moderate price would make a wonderful addition to an enthusiast‘s collection. The car is sold with Swiss customs documents but without a Swiss registration.

Der Bugatti Type 35 ist einer der erfolgreichsten Rennwagen der Automobilgeschichte. Dem legendären Status und der damit einhergehenden Fahrzeugpreise entsprechend, wurden – viele nicht sonderlich gut getroffene - Replicas dieses Roadsters gebaut. Einen Type 35B des argentinischen Herstellers Pur Sang als Replica zu bezeichnen dürfte einer Beleidigung gleichkommen – diese Fahrzeuge sind vielmehr eine 1:1 Hommage an die Boliden aus Molsheim. Der 2.3-Liter 8-Zylinder Reihenmotor mit obenliegender Nockenwelle und Kompressor wird absolut originalgetreu neu gebaut – hierzu werden eigens neue Gehäuse gegossen und in Handarbeit aufgebaut. Die grossen Trommelbremsen werden ebenfalls selbst angefertigt und dienen heute so manchem originalen Type 35 als Ersatzteil.

Das Chassis ist eine exakte Kopie des Originales und die Karosserie wird in Handarbeit aus Aluminium angefertigt. Selbst das Armaturenbrett entspricht mit Zapfenschliff, dem mittig montierten Zündmagneten und sämtlichen Hebeln und Knöpfen dem Original von 1928. Da kaum vom Original zu unterscheiden, werden solche Fahrzeuge nicht selten von Besitzern originaler 35B als „Zwillingswagen“ im historischen Rennsport eingesetzt. Dieser Pur Sang wurde 2012 gebaut und als Neufahrzeug im Februar 2013 von einem Sammler in die Schweiz importiert. Nie zugelassen, wurde der Bugatti nur gelegentlich mit Händlerschildern bewegt und verbrachte die meiste Zeit in der Garage des Besitzers. Entsprechend befindet sich der 35B in sehr gutem Zustand und könnte für einen moderaten Preis die Sammlung eines Liebhabers ergänzen. Das Fahrzeug wird mit Schweizer Verzollung jedoch ohne Schweizer Strassenzulassung verkauft.

La Bugatti type 35 n‘est pas seulement l‘une des plus belles voitures de course de tous les temps, mais, avec plus de 1‘000 (!) victoires en course à son actif, elle est aussi l‘une des plus performantes. Il n‘est pas surprenant qu‘une voiture aussi légendaire, dont les exemplaires originaux se négocient aujourd‘hui à des prix élevés à sept chiffres, soit fréquemment copiée, bien qu‘avec des résultats parfois assez mitigés.

Qualifier de réplique une 35B fabriquée par Pur Sang en Argentine frise l‘insulte! Ces voitures sont en effet un hommage à l‘échelle 1/1 aux voitures de course Bugatti construites à Molsheim il y a près de cent ans. Le moteur 8 cylindres en ligne de 2.3 litres avec son arbre à cames en tête et son compresseur est recréé avec une précision absolue. Les carters du moteur, de la boîte de vitesses et de l‘essieu arrière sont moulés ou forgés avec précision selon les spécifications d‘origine et avec les mêmes matériaux que ceux utilisés à l‘origine. Les gros freins à tambour sont également fabriqués en interne et un grand nombre de pièces de Pur Sang sont utilisées pour la restauration et la course de voitures originales. Le niveau d‘exactitude de l‘authenticité est tel. Le châssis est en fait une copie exacte d‘un original et la carrosserie est formée à la main en aluminium bien sûr. Les voitures sont même reconnues par le British Bugatti Owners Club et reçoivent des numéros de châssis BC. Même le tableau de bord avec son décor bouchonné, la magnéto d‘allumage centrale et tous les leviers et boutons sont une copie exacte d‘un original de 1928.

Comme il est très difficile de distinguer ces voitures d‘un exemplaire authentique, et pour protéger cette pièce d‘art automobile irremplaçable, les propriétaires d‘une T35 d‘origine utilisent souvent des Pure Sang 35 comme jumeaux identiques dans les courses historiques. La voiture que nous proposons a été construite en 2012 et importée en février 2013 par un collectionneur suisse. Elle n‘a jamais été immatriculée mais conduite occasionnellement sur des plaques de concessionnaire. La plupart du temps, elle est restée dans le garage du propriétaire. En conséquence, la 35B est en très bon état et pour un prix modéré, elle ferait un merveilleux ajout à la collection d‘un passionné. La voiture est vendue avec les documents douaniers suisses mais sans immatriculation suisse.

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Lot 140 497 cars (EU-Specification) V12 4‘390 cc 340 hp at 6‘800/min Estimate CHF 185‘000 - 200‘000 Story wikipedia.org Photos Calvin Courjon

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1971 Ferrari 365 GTC/4 Chassis # F101AC10014637 The Ferrari 365 GTC/4 (Type F101) is a 2+2 grand tourer produced by Ferrari from 1971 to 1972. It was based on the chassis of the Ferrari 365 GTB/4 „Daytona“. Its chassis and drivetrain were carried over mostly unaltered (apart from a wheelbase stretch to provide more satisfying rear seat room) on its successor, the 1972 365 GT4 2+2.

The GTC/4‘s coupé bodywork by Pininfarina enclosed two front and two rear seats. The rear seats were small and the slanting rear window limited rear headroom.

So it can be seen to replace the two-seat 365 GTC that had been discontinued in 1970.

With its wedge shape, fastback silhouette, sharp creases and hidden headlamps the GTC/4‘s styling clearly reflects the 365 GTB/4 „Daytona“ it was based on. Power steering, electric windows and air conditioning were standard. The cabin was upholstered in mixed leather and tartan fabric, unique to this model and unusual for a Ferrari, with full leather upholstery an option.

Ferrari offered 48 different factory paint colors in the years that the 365 GTC/4 was produced. These colors were available on all Ferrari models at that time: the 365 GTC/4, 365 GTB/4, and Dino 246. It is unknown how many of these colors were actually used on 365 GTC/4 models. In addition, Ferrari would allow any special order paint color a well-heeled buyer desired.

Regardless of exterior paint color, all 365 GTC/4s received a matte-black tail light panel treatment.

The 365 GTC/4 shared the chassis and engine block as the 365 GTB/4 Daytona, riding on the same wheelbase and suspension. Many changes were made to make it a more comfortable grand tourer than its twoseat predecessor and sibling. These included softer spring rate and a hydraulic power steering.

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The chassis was a tubular spaceframe, mated to a steel body with aluminium doors and bonnets; as was customary in this period, the bodies were made and finished by Pininfarina in Turin, then sent to Ferrari in Modena for the assembly. The suspension system used transverse A-arms, coil springs coaxial with the shock absorbers (double at the rear), and anti-roll bars on all four corners. Wheels were cast magnesium on Rudge knock-off hubs, while Borrani wire wheels were optional; the braking system used vented discs front and rear.

The engine was a Tipo F 101 AC 000 Colombo V12, displacing 4‘390 cc. Engine block and cylinder heads were aluminium alloy, with cast iron pressed-in sleeves; chain-driven two overhead camshafts per bank (four in total, as noter by the „4“ in the model designation) commanded two valves per cylinder.

The V12 was detuned to 340 PS from the Daytona, to provide a more tractable response suited to a GToriented Ferrari. In place of the Daytona‘s downdraft setup, six twin-choke side-draft Weber carburetors were used, whose lower profile made possible the car‘s lower and sloping hood line.

The 5-speed all-synchronised manual transmission was bolted to the engine, another difference from the Daytona which used a transaxle. However the set back placement of the engine and transmission still allowed the car to achieve a near perfect 51:49 weight distribution. The gearbox was rigidly connected to the alloy housing of the rear differential through a torque tube.

Models for export to the United States were fitted with three-point seat belts, side markers and a number of engine modifications to comply with Federal emission standards, including air injection, carbon canister for evaporative emission control and a different exhaust system. On US-specification cars power was down to 320 PS.

Bei diesem 365 GTC/4 handelt es sich um eines von nur 497 Fahrzeugen, welche mit Europa-Spezifikationen gebaut wurden. Beim angebotenen Ferrari handelt es sich um eine Schweizer Auslieferung. Erstbesitzer war H.J. Marschall (Gründungsmitglied Ferrari Club Schweiz) welcher den Wagen über 30 Jahre regelmässig nutzte.

Ab 2005 befand sich der 365er im Zweitbesitz eines Markenliebhabers. 2013 wechselte der Wagen zum dritten und letzten Besitzer und wurde seither gelegentlich für Veranstaltungen genutzt. Die Servicehistorie bei bekannten Ferrari Spezialisten seit 2005 ist vorhanden.

Mit knapp 85‘000 km, Matching-Numbers und Ferrari Classiche Zertifikat, befindet sich der Ferrari in sehr originalem Zustand - sogar das originale Bordwerkzeug ist vorhanden. Sehr guter und schneller 365 GTC/4 mit ehrlicher Patina. Die letzte MFK als Veteranenfahrzeug erfolgte im März 2015.

Seuls 497 exemplaires de la 365 GTC/4 aux spécifications européennes ont été construits. L‘exemplaire proposé est une livraison suisse. Son premier propriétaire enregistré était H.J. Marshall, membre fondateur du „Ferrari Club Switzerland“. Il a conduit la voiture régulièrement pendant plus de 30 ans. A partir de 2005, la 365 était avec son deuxième propriétaire, un amateur de la marque. En 2013, la voiture a changé de propriétaire pour la dernière fois et a depuis été utilisée lors de certains événements de voitures classiques. L‘historique des services chez des spécialistes Ferrari connus depuis 2005 est disponible.

Avec maintenant environ 85‘000 kilomètres indiqués, les numéros correspondants et son certificat Ferrari Classiche, la GT est dans un état très original. Même les outils d‘origine dans leur pochette sont présents.

Très bonne et rapide 365 GTC/4 avec une patine honnête. Le dernier contrôle technique vétéran a été effectué en mars 2015.

Only 497 examples of the Euro specification 365 GTC/4 were built. The example offered is a Swiss delivery. Its first registered owner was H.J. Marshall, founding member of the “Ferrari Club Switzerland”. He drove the car regularly for more than 30 years. From 2005 the 365 was with its second owner. In 2013 the car changed ownership for the last time and has since then been used at selected classic car events. A service history with a renowned Ferrari specialist is available. With now roughly 85‘000 kilometres indicated, matching numbers and it‘s desirable Ferrari Classiche certificate, the GT is in very original condition. Even the original tools in their pouch are present. Very good and quick 365 GTC/4 with an honest patina. The most recent Veteran MOT was completed in March 2015.

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Lot 141 1‘053 cars V8 4‘942 cc 253 SAE-hp at 4‘800/min Estimate CHF 140‘000 - 160‘000 Story conceptcarz.com Photos by consignor

1968 Shelby GT 350 Fastback Chassis # 8T02J188431-02795 The Ford Mustang created a new class of car almost overnight when it was introduced partway through the 1964 model year, catching the U.S. auto industry off guard. It was the brainchild of Lee Iacocca and would become one of the most remarkable automotive success stories of all time. It was as much a lifestyle statement as it was a means of transport, aimed at the affluent young, its sales were in excess of a quartermillion by the end of 1964. This remarkable debut was followed by a staggering 524‘791 sales in 1965.

Carroll Shelby of Texas was a man of many talents; he was an accomplished racing driver who teamed up with Ford to campaign the Mustang ‚pony car‘ in North America, winning the SCCA‘s B-Production title three years running in the mid-1960s. Capitalizing on this success, Mr. Shelby modified Mustangs and sold them as officially sanctioned products through selected Ford dealerships. The first Shelby Mustang was the GT350, arriving in 1965 and powered by a modified version of Ford‘s 289 cubic-inch small-block V8 delivering 306 horsepower, with options of a 340-360bhp unit in competition trim or 400bhp supercharged.

A four-speed Borg-Warner manual gearbox was the stock transmission on early Shelby Mustangs, though a heavy-duty, three-speed automatic soon became available as an option.

To cope with the increase in performance, the GT350 received up-rated running gear. Its outward appearance was similar to the standard product with little distinguishable features apart from a pair of broad ‚racing‘ stripes down the body centerline.

In 1967, the factory introduced a 390 cubic-inch ‚bigblock‘ V8 option on the Mustang. Mr. Shelby pushed

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the envelope further by installing Ford‘s 428 cubicinch (7.0-liter) Cobra Jet V8 to create the GT500. The Shelby Mustang continued to be based on the stock version, receiving the latter‘s styling changes and mechanical improvements while retaining its own distinctive special features until production ended in 1970.

In 1968, a convertible option was added to the Shelby line-up, available with either a 302- or 428-cubic-inch eight-cylinder engine. The High Performance 289 cubic-inch V8 was no longer offered on the Ford or Shelby Mustang. The 302 was standard on the GT350, equipped with an aluminum intake manifold and Holley 600 CFM carburetor capable of producing 250 horsepower. 1968 also marked the year that Ford took over production of the Shelby vehicles with operations moving to Livonia, Michigan.

The styling modifications for 1968 were minor. The front of the vehicle was restyled resulting in an aggressive appearance. The headlights switched back to the single seven-inch unit configuration with Lucas fog

lamps positioned inside the grill. The hood was once again a fiberglass unit with repositioned scoops and air-extraction louvers.

The 428 engine increased in horsepower by 5 over the prior year. This was the result of a single fourbarrel aluminum intake manifold in place of the prior dual-carburetor setup. To honor this achievement, the GT500 equipped with the 428CJ now became known as the GT500, or King of the Road. These were the fastest Shelby production vehicles to date and offered superb handling, braking, and most of all, acceleration.

Being one of only 1’053 1968 GT 350 fastbacks, this fabulous Shelby was invoiced to Stephens Ford in St. Louis MO on first April 1968. As shown in the original owners manual, the car was delivered to its first registered owner on 29th October 1968, a Richard Dalton in Chesterfield MO. According to the information available, there were probably five more US owners before the coupe was imported and registered in Switzerland by the vendor. The Shelby is equipped, among other things, with the highly desirable 4 speed manual gearbox, front disc brakes, power steering, and a shoulder harness. The 4.9 litre V8 delivering 253hp is most probably an exchange unit, albeit with the correct casting number for a 68 Shelby GT350. The coachwork is in very good condition and was restored a number of years ago including a repaint in its original colour.

The interior is in very good original condition, and all Shelby specific elements are present and correct.

Engine, gearbox, brakes and suspension are also in very good nick and the GT350 drives impeccably. The originality of the car is testified by the venerable Marti report which accompanies the car. The most recent Veteran MOT was completed in December 2020 and this fabulous epitome of Mustang ownership is on the button and ready for its lucky new owner.

korrekt für einen 1968er Shelby GT 350. Die Karosserie befindet sich in sehr gutem Zustand und wurde vor einigen Jahren restauriert und in Originalfarbe neu lackiert. Die Innenausstattung befindet sich in sehr gutem Originalzustand und alle Shelby-spezifischen Elemente sind noch vorhanden. Motor, Getriebe, Bremsen und Aufhängung befinden sich ebenfalls in sehr gutem Zustand und der GT 350 fährt sich hervorragend. Die Originalität des Fahrzeuges wird durch den vorhanden Marti Report bestätigt. Die letzte MFK als Veteranenfahrzeug erfolgte im Dezember 2020, womit dieser seltene Shelby bereit ist einem neuen Besitzer unvergessliche Fahrerlebnisse zu bescheren. Étant l‘une des 1‘053 GT 350 Fastback de 1968, cette fabuleuse Shelby a été facturée à Stephens Ford à St. Louis MO le 1er avril 1968. Comme le montre le manuel d‘origine, la voiture a été livrée à son premier propriétaire enregistré le 29 octobre 1968, un certain Richard Dalton à Chesterfield MO. Selon les informations disponibles, il y a probablement eu cinq autres propriétaires américains avant que le coupé ne soit importé et enregistré en Suisse par le vendeur. La Shelby est équipée, entre autres, de la très désirable boîte de vitesses manuelle à 4 rapports, de freins à disques avant, d‘une direction assistée et de ceintures de sécurité. Le V8 de 4.9 litres développant 253 cv est très probablement une unité d‘échange, bien que portant le numéro de coulée correct pour une Shelby GT350 de 68. La carrosserie est en très bon état et a été restaurée il y a quelques années, notamment en la repeignant dans sa couleur d‘origine. L‘intérieur est en très bon état d‘origine, et tous les éléments spécifiques à la Shelby sont présents et corrects. Le moteur, la boîte de vitesse, les freins et la suspension sont également en très bon état et la GT350 se conduit impeccablement. L‘originalité de la voiture est attestée par le rapport Marti qui accompagne la voiture. La dernière expertise vétéran a été effectuée en décembre 2020 et cette fabuleuse Shelby est prête pour son heureux nouveau propriétaire.

Als einer von nur 1‘053 1968er GT 350 Fastback, wurde dieser Shelby am 1. April 1968 an Stevens Ford in Saint Louis, Missouri fakturiert. Wie das originale Owners Manual zeigt, wurde der Wagen am 29. Oktober 1968 an den ersten amerikanischen Besitzer, Richard Dalton in Chesterfield/Missouri, übergeben. Gemäss den vorhandenen Informationen gab es wohl 5 weitere US-Besitzer bevor das Coupé 2020 vom Einliefere in die Schweiz importiert und hier zugelassen wurde.

Der Shelby ist unter anderem ausgestattet mit begehrenswertem 4-Gang Schaltgetriebe, Scheibenbremsen vorne, Servolenkung und Schultergurten. Beim 253 PS leistenden 4.9-Liter V8 handelt es sich wohl um einen Austauschmotor – die Gussnummer ist jedoch absolut 89

Lot 142 about 400 cars V12 5‘704 cc 492 hp at 7‘000/min Estimate CHF 160‘000 - 180‘000

1995 Lamborghini Diablo VT Chassis # ZA9DE07A0PLA12869 The Lamborghini Diablo is a high-performance midengine sports car built by Italian automotive manufacturer Lamborghini between 1990 and 2001. It is the first production Lamborghini capable of attaining a top speed in excess of 320 kilometres per hour (200 mph). After the end of its production run in 2001, the Diablo was replaced by the Lamborghini Murciélago.

The name Diablo means „devil“ in Spanish.

Story wikipedia.org Photos Calvin Courjon

At a time when the company was financed by the Swiss-based brothers Jean Claude and Patrick Mimran, Lamborghini began development of what was codenamed Project 132 in June 1985 as a replacement for the Countach, Lamborghini‘s then flagship sports car.

The brief stated that the top speed of the new car had to be at least 315 km/h (196 mph).

The design of the car was contracted to Marcello Gandini, who had designed its two predecessors.

When Chrysler Corporation bought the company in 1987, funding the company to complete the car‘s development, its management was uncomfortable with Gandini‘s designs and commissioned its design team in Detroit to execute a third extensive redesign, smoothing out the infamous sharp edges and corners 90

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of Gandini‘s original design, and leaving him famously unimpressed. In fact, Gandini was so disappointed with the „softened“ shape that he would later realise his original design in the Cizeta-Moroder V16T. The new car was named Diablo, carr ying on Lamborghini‘s tradition of naming its cars after breeds of fighting bulls. The Diablo was named after a ferocious bull raised by the Duke of Veragua in the 19th century, famous for fighting an epic battle with ‚El Chicorro‘ in Madrid on 11 July 1869.

The development is believed to have cost a total of 6 billion Italian lira.

The Diablo was presented to the public for sale on 21 January 1990. Its power came from a 5.7 L (348 cu in) dual overhead cam, 4 valves per cylinder version of the existing V12 engine and computer-controlled multi-point fuel injection, producing a maximum output of 492 and 580 Nm (428 lbf/ft) of torque. The vehicle could reach 0-100 km/h (62 mph) in about 4.5 seconds, with a top speed of 325 km/h (202 mph).

The Diablo was rear-wheel drive and the engine was mid-mounted to aid its weight balance.

The Diablo came better equipped than the Countach; standard features included fully adjustable seats and steering wheel, electric windows, an Alpine stereo system, and power steering from 1993 onwards.

Anti-lock brakes were not initially available, although they would eventually be used. A few options were available, including a custom-molded driver‘s seat, remote CD changer and subwoofer, rear spoiler, factory fitted luggage set (priced at $2‘600) and an exclusive Breguet clock for the dash (priced at $10‘500).

The Diablo VT was introduced in 1993. Although the VT differed from the standard Diablo in a number of ways, by far the most notable change was the addition of all wheel drive, which made use of a viscous center differential (a modified version of LM002‘s 4WD system).

This provided the new nomenclature for the car (VT stands for viscous traction). The new drivetrain could direct up to 25% of the torque to the front wheels to aid traction during rear wheel slip, thus significantly improving the handling characteristics of the car.

Other improvements debuting on the VT included front air intakes below the driving lamps to improve brake cooling, larger intakes in the rear arches, a more ergonomic interior with revised electronically adjustable dampers, four-piston brake calipers, power steering and minor engine refinements. Many of these improvements, save the four-wheel drive system, soon transferred to the base Diablo, making the cars visually nearly identical.

ceipts since 2007. The car sports a 5.7 litre V12 engine delivering a healthy 492 hp and a 5-speed gearbox with its legendary open shift gate. It is equipped with leather covered, rather firm and low sport seats providing the typical super-sportscar feeling of the 1990s. The Lamborghini has been driven around 45‘000 kilometres and is in very good overall condition. The last MOT was completed in March 2021.

Dieser Diablo mit Allradantrieb stammt aus Schweizer Auslieferung und wurde am 28. September 1995 an den Erstbesitzer abgeliefert, jedoch erst im Mai 1998 erstmals zugelassen. Nach vermutlich drei weiteren Besitzern wurde der Lamborghini 2013 vom letzten Halter übernommen. Die gewissenhafte Wartung des Wagens wird durch das Serviceheft sowie einigen Belegen seit 2007 dokumentiert. Mit dem 5.7-Liter V12, 492 PS, 5-Gang Getriebe mit der legendären offenen Schaltkulisse und der Lederausstattung mit tiefer Sitzposition in den straffen Schalensitzen ist das Super-Sportwagenfeeling der 1990er Jahre garantiert.

Der Lamborghini hat rund 45‘000 km gefahren, und befindet sich in sehr gutem Allgemeinzustand. Die letzte MFK erfolgte im März 2021.

Cette Diablo à transmission intégrale provient d‘une livraison suisse et a été remise au premier propriétaire le 28 septembre 1995, mais n‘a été immatriculée pour la première fois qu‘en mai 1998. Après vraisemblablement trois autres propriétaires, la Lamborghini a été reprise par le dernier propriétaire en 2013. L‘entretien consciencieux de la voiture est documenté par le carnet d‘entretien ainsi que par quelques factures depuis 2007. Avec le V12 de 5.7 litres, 492 cv, la boîte de vitesses à 5 rapports avec la légendaire porte ouverte du levier de vitesses et l‘intérieur en cuir avec une position assise basse dans les sièges baquets serrés, la sensation de super voiture de sport des années 1990 est garantie. La Lamborghini a parcouru un peu moins de 45‘000 km et est en très bon état. La dernière expertise a été effectuée en mars 2021.

This Diablo, with a four wheel drive system, is a Swiss delivery and was taken over by the first owner on 28 September 1995 but only registered three years later in May 1998. After probably three more owners the Lamborghini was acquired by its current keeper in 2013.

The car is meticulously maintained and documented with a service booklet and a various maintenance re91

Lot 143 1‘175 cars (RHD) in-line 6 cylinder 3‘442 cc 162 hp at 5‘000/min Estimate CHF 85‘000 - 95‘000 at no reserve

1952 Jaguar XK 120 Open Two Seater Chassis # 661002 It has been said that for many on hand for the 1948 London Motorshow were simply flabbergasted by the new Jaguar XK 120 that combined jaw-dropping beauty and promised astonishing performance in equal parts. Although the swooping and curvaceous styling—strongly influenced by Jaguar boss William Lyons—showed influences of the prewar BMW 328, it was still fresh and exciting.

Story hagerty.com Photos Oldtimer Galerie

The alloy bodywork clothed a sturdy chassis, which mated torsion bar independent front suspension to a live rear axle on leaf springs. It wasn’t revolutionary, but it was up to date, complete with large hydraulic drum brakes at all four corners. What was revolutionary, was the inline double-overhead-camshaft six cylinder engine displacing 3.4 liters and rated at 160 bhp. All that power was channeled aft via a four-speed manual gearbox. Said to be capable of 120mph, the XK 120 moniker was logical. For the day, the new Jaguar was extremely quick, capable of sprinting from 0 to 60 mph in less than 10 seconds.

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Priced at $3,940 in the United States, performance was on a par with much more exotic machines costing twice as much. In addition to that undeniably gorgeous coachwork, the Jaguar was opulently trimmed with fine leather and carpet. Weather equipment wasn’t so fine, including a folding convertible top that kept out some of the elements when mated to removable side curtains that stowed when not in use. Standard equipment included steel-wheels with chrome and body color hubcaps and full rear wheel spats that only enhanced the XK 120 Jag’s stunning good looks. Wire wheels were one of the relatively few options.

Originally intended as a limited-production model to raise interest in a new series of sedans powered by the same XK six-cylinder engine, orders for the Jaguar XK 120 immediately exceeded production capacity.

The decision was quickly made to replace the alloy over ash body with an all-steel body sharing the same seductive shape, a change that was implemented after the first 240 cars left Jaguar’s Browns Lane factory.

From the very beginning, the new Jaguar was taken racing and rallying with great success. Developments were gradual and subtle, including new integrated

parking lights in 1951—the same year a lovely fixedhead coupe joined the family—and footwell air vents in 1952. The following year saw yet another model, in the form of a drophead coupe complete with roll-up windows and a more comprehensive top. Performance wasn’t ignored either, with the introduction of the Special Equipment or “M” model. This performance version used an uprated 180 horsepower engine exhausting through dual pipes and invariably riding on wire wheels.

Fast, beautiful and successful on the race track, to many the Jaguar XK 120 was the ultimate production sports car of the 1950s.

Dieser XK 120 mit Rechtslenkung wurde am 11. August 1952 gebaut und am 18. August des Jahres an die Saint Helier Garage in Jersey/England geliefert. Die Geschichte in England ist nicht bekannt, das Fahrzeug wurde im Verlaufe der Jahre aber restauriert und von „Suede Green“ mit gleichfarbiger Innenausstattung auf das aktuelle „Old English White“ mit dunkelrot/beiger Lederausstattung geändert. Der schöne Roadster ist mit originalen Stahlfelgen, Radkappen und Spats ausgestattet. Dokumentiert mit Jaguar Heritage Trust Certificate und FIVA-ID, verfügt der Jaguar über Matching-Numbers und befindet sich in gutem Zustand mit altersgerechter Patina. Zudem ist der XK mit einem massgefertigten Hardtop ausgerüstet welches selbstverständlich mitgeliefert wird. 2020 wurden sämtliche Radbremszylinder revidiert sowie neue Bremsbeläge montiert. Die letzte MFK als Veteranenfahrzeug erfolgte im Oktober 2020.

Cette belle XK 120 RHD, une icône britannique absolue, a été achevée le 11 août 1952 et livrée au garage de Saint Helier à Jersey/Angleterre le 18 août de la même année. L‘histoire de la voiture pendant qu‘elle était en Angleterre n‘est pas connue, mais au fil des ans, la voiture a été restaurée et repeinte du „suede green“ d‘origine avec le cuir assorti au „Old English White“ actuel avec son intérieur en cuir rouge foncé/beige. Le magnifique roadster, avec ses jantes en acier, ses enjoliveurs et ses cales d‘origine, est documenté par un certificat Heritage Trust et une carte d‘identité FIVA. Avec ses numéros correspondants, il est en bon état et présente une patine d‘âge correcte. En outre, la XK sera livrée avec un toit rigide sur mesure. En 2020, tous les cylindres de frein des roues ont été révisés et de nouvelles garnitures de frein ont été montées. La dernière expertise vétéran a été effectuée en octobre 2020.

This lovely RHD XK 120, an absolute British icon, was completed on 11th August 1952 and delivered to the Saint Helier garage in Jersey/England on the 18th of August of the same year. The history of the car whilst in England is not known, but over the years the car was restored and repainted from the original “suede green” with matching leather to the current old English white with its dark red/beige leather interior.

The beautiful roadster, with its original steel rims, hub caps and spats is documented with a Heritage Trust certificate and a FIVA ID and, with its matching numbers, is in good condition with an age correct patina.

Additionally, the XK will be delivered with a made to measure hard top. In 2020, all wheel brake cylinders were overhauled and the brakes were relined. The last Veteran MOT was completed in October 2020.

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Lot 144 17‘762 cars (1966) V8 5‘351 cc 304 SAE-hp at 5‘000/min Estimate CHF 80‘000 - 85‘000 Story www.wikipedia.org Photos Oldtimer Galerie

1966 Chevrolet Corvette C2 Sting Ray 327 Convertible Chassis # 194676S106885 Making its debut at the 1953 GM Motorama Show as a concept car, no one imagined the little Corvette, named after a class of Navy battleships, would enter production or be successful. The Corvette, however, caused such a stir that GM decided to put it into production. Introduced as an American sports car, the first Corvette rolled off the assembly line with only minor changes from its show car design. Given that it was the first mass-produced car with a fiberglass body, getting production up and running was no small task. There were 300 units sold in its inaugural year, and despite its ups and downs over the years, it has survived and is now recognized around the world as the standard of excellence in the world of performance cars.

Compared to the original C1 Corvette generation, the C2 Corvette received a much stiffer chassis with independent rear suspension that offered vast handling improvements over its solid axle predecessor. The engineering of this platform validated itself by the fact that it continued, almost untouched, until the 1983 Corvette model year.

The Corvette of the 1960s had adroit handling, was easy to drive fast, and manageable for everyday use. The list of available V8s grew even larger and the options list grew even hotter, with the Corvette taking on an element of a muscle car.

The second generation of the Corvette, known as the Stingray (C2), was produced from 1963 to 1967.

The design was courtesy of Larry Shinoda under the guidance of the legendary Bill Mitchell. Design inspiration is said to include the Jaguar E-Type, a Mako shark, the ‚Q Corvette‘ concept car of 1957 and the ‚Mitchell Sting Ray‘. By the autumn of 1959 elements of the two unique Corvettes had been built into XP-720, the design program that led to the production of the Sting Ray. 94

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To test, perfect, and showcase the new Corvette, many enterprising road racers like Dick Guldstrand, Bob Bondurant, Allen Grant, and Davy MacDonald had them on the track before they even appeared in the show rooms of the nation. Doug Hooper, in the new Corvette‘s maiden voyage, won at the Riverside Times Grand Prix. One of the more colorful drivers was Dave MacDonald, whose spectacular sideways driving style in his X06 Corvette compensated for the car‘s racing inadequate drum brakes – not upgraded by GM until

the 1965 model year. By the mid-‘60‘s Corvettes, powered by the immortal 327 Chevrolet V8, were regular national winners in the Sports Car Club of America‘s B Production Class.

The 1966 Corvette was powered by an overhead valve V8 engine displacing 327 cubic-inches and offering 300 horsepower and 360 ft-lbs of torque. An optional 327 with an 11.00:1 compression ratio, high-lift camshaft, and a Holley four-barrel carburetor added an additional 50 horsepower. A 427 CID V8 was also available, with 390 - 425 horsepower depending on the configuration.

A three-speed manual all-synchromesh transmission was standard. An automatic or four-speed manual was optional.

Changes to the 1966 Corvette were minimal over the prior year. In the front, the grille was slightly updated with a plated, cast-metal grille. There were chromeplated exhaust bezels, spoke-style wheel covers, ribbed rocker panel moldings, and the removal of roof vents. Corvettes fitted with the 427 CID engine had a power-bulge hood.

Dieses wunderschöne Sting Ray Cabriolet in „Nassau Blue“ mit blauer Innenausstattung und weissem Verdeck ist mit dem 300 PS leistenden 5.3-Liter V8 und begehrenswerter 4-Gang Handschaltung ausgestattet.

Vor einigen Jahren restauriert, befindet sich die Corvette in sehr gutem Zustand. 2019 wurde der Wagen in die Schweiz importiert, mechanisch überprüft und wo nötig revidiert. Mit der letzten MFK als Veteranenfahrzeug im Dezember 2019 ist das Cabriolet bereit dem nächsten Besitzer einen wunderschönen Sommer zu bereiten.

Ce magnifique cabriolet Sting Ray peint en „bleu Nassau“ combiné avec l‘intérieur bleu et une capote blanche est propulsé par un V8 5,3 litres de 300 cv couplé à la désirable boîte manuelle à 4 vitesses. Restaurée il y a quelques années, la Corvette est en très bon état. En 2019, la voiture a été importée en Suisse et a reçu un contrôle mécanique et des révisions de systèmes selon les besoins. Avec la dernière expertise vétéran effectuée en décembre 2019, le cabriolet est prêt à fournir à son prochain propriétaire le parfait moyen de transport pour l‘été prochain.

This beautiful Stingray cabriolet painted in “Nassau Blue” combined with the blue interior and a white soft top is powered by a 300 hp 5.3 litre V8 coupled to the desirable 4 speed manual gearbox. Restored some years ago, the Corvette is in very good condition. In 2019 the car was imported into Switzerland and received a mechanical check-over and system overhauls as required. With the last Swiss Veteran MOT completed in December 2019, the cabriolet is ready to provide its next owner with the perfect means of transport for the next summer.

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Communication Technology from a single source Kilchenmann AG stands for many years of expertise in the field of media and communication technology coupled with a proactive approach focussing on partnership. Benefit from customised solutions from a single source for all your communication challenges. www.kilchenmann.ch Kilchenmann International AG is your partner for Global Solutions in Media and Communication Technology. We are an international provider for Pro Audio, Visual and Collaboration Technology; we complement your IT and offer services from a single source with the highest and most consistent quality – worldwide.

We manage the deployment and the operation of your systems with Swiss Quality and Swiss Precision. www.kilchenmann.ch/international Bern | Zurich | Basel

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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 respecti ve form provided on the auction catalog’s last page! · Online bidding is possible on www.invaluable.com and www.swissauctioncompany.com, please register in time on the relevant site!

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Until then, the bid remains binding for the bidder! · In the event of any differences between two or more bidders, the same object may be re-offered. · Complaints submited after acceptance of a bid will be rejected.

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5. PAYMENT OF AUCTION ITEMS · Any payment of purchased items has to be done within five days as from auction day, in Swiss francs or by banker’s draft.

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However, the auctioneer shall also be entitled to withdraw from the sales contract by canceling allocation and hammer price, and to subsequently 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, in particular for possibly reduced proceeds. Any advance payment made shall be credited to respective damage and loss. · The auction as well as any and all disputes arising therefrom or in relation thereto shall be subject to Swiss law and the judgment of Bernese jurisdiction. The aforesaid shall apply under the provision of forwarding respective cases to the Swiss Federal Court in Lausanne and independent of the legal domicile of the parties involved. · With respect to the judgment of disputes, the German language version of the present Terms & Conditions of Sale or Auction Terms and Conditions shall prevail.

Bern in Switzerland shall be place of jurisdiction.

8. GENERAL · The Terms and Conditions for Auction and Sale shall be disclosed to all interested parties and are published prior to the auction on www.oldtimergalerie.ch as well as they are displayed in the auction room during exhibition and auction. · Bidding for and purchasing items requires registration (name, address, signature). The registration serves as bidding authorization. · It shall be within the purchaser’s responsibility to effect insurance coverage in due time in order to protect itself against risks such as loss, theft, damage, and/or destruction of items.

Toffen/Gstaad December 29th 2021

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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 überboten oder von der Auktionsleitung abgelehnt wird. · Gebote Unbekannter können von der Auktionsleitung zurückgewiesen werden. · Nicht anwesende Personen können der Auktionsleitung Steigerungsgebote 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. · Online mitbieten ist auf www.invaluable.com und www.swissauctioncompany.com möglich, bitte registrieren Sie sich rechtzeitig auf der entsprechenden Plattform!

2. VERSTEIGERUNGSOBJEKTE · DIE OBJEKTE WERDEN IM NAMEN UND AUF RECHNUNG DER EINLIEFERER 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. · Für Nachverkäufe kommen ebenfalls die Auktionsbedingungen zur Anwendung. · Sämtliche Objekte sind, soweit nicht ausdrücklich anders angegeben, an der vorausgehenden Ausstellung in Toffen zu besichtigen und werden frühzeitig auf unserer Website www.oldtimergalerie.ch publiziert. 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.

3. ZUSCHLAG / EIGENTUM · Das Objekt wird dem Meistbietenden zugeschlagen. In jedem Fall wird das Objekt erst nach vollständiger Bezahlung an den Käufer übergeben. · Der Zuschlag kann unter Vorbehalt erfolgen: d.h. die OG kann Rücksprache mit dem Einlieferer nehmen und den Bieter bis spätestens innerhalb von 10 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 Zuschlagspreis 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. Nicht anwesenden Käufern werden die Formalitäten (Rechnung+Instruktionen zur Abholung), nach Möglichkeit, am Folgetag vorab per E-Mail sowie auf dem Postweg zugestellt.

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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 Freitag 31. Dezember 2021 mittags 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 2020). · 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 bezüglich der Katalog-Beschreibung der Objekte, vor und während der Ausstellung 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 numerischen 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 bezahlen. Wird dies versäumt, kann der Versteigerer wahlweise die Erfüllung des Kaufvertrages unter Verrechnung eines Verzugszinses von 1% monatlich auf den Zuschlags preis 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 Erstei gerer haftet in diesem Fall für alle aus der Nichtzahlung oder Zahlungsverspä tung 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 Bernische Gerichtsbarkeit, unter Vorbehalt des Weiterzuges an das Schweizerische Bundesgericht in Lausanne. Dies gilt ungeachtet des Rechtsdomizils der beteiligten Parteien. · Für die Beurteilung von Streitigkeiten ist die deutsche Fassung vorliegender Verkaufsbedingungen, resp. Auktionsbedingungen massgebend.

Der Gerichtsstand ist Bern.

8. ALLGEMEINES · Die Versteigerungs- und Verkaufsbedingungen werden jeder interessierten Person bekannt gemacht und sind sowohl vor der Auktion auf www.oldtimergalerie.ch publiziert, sowie 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 Abschluss einer Versicherung rechtzeitig zu schützen.

Toffen/Gstaad, 29. Dezember 2021

CONDITIONS DES VENTES AUX ENCHÈRES La participation à la vente aux enchères implique l’acceptation inconditionnelle des présentes conditions de vente.

pour l‘enlèvement) lui seront envoyées, si possible, le jour suivant à l‘avance par e-mail et par courrier.

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 commu niquer 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. · Enchérir en ligne est possible sur www.invaluable.com et www.swissauctioncompany.com, veuillez vous inscrire à temps sur la site correspondante!

6. LIVRAISON DES OBJETS ADJUGÉS · La remise des objets vendus aux enchères est faite seulement après les enchères et après le règlement complet de la facture. · Les véhicules prêts à être remis lors des enchères, respectivement lors de l´adjudication, doivent être enlevés sur le lieu des enchères jusqu´au vendredi 31 décembre 2021 à midi. · 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 2022). · 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.

2. LES OBJETS DE LA VENTE · TOUS LES OBJETS SONT OFFERTS ET VENDUS AUX RISQUES ET PÉRILS DU FOURNISSEUR OU DU STOCK! · Oldtimer Galerie International GmbH (ci-après OG) et les propriétaires des objets soumis aux enchères déclinent toute garantie concernant l’âge, la provenance, l’état et la qualité des véhicules et objets offerts en vente.

Ceux-ci sont vendus dans l’état où ils se trouvent au moment de l’adjudication. Les indications fournies parles tachymètres ne sont pas garanties, sauf convention contraire exprèsse. · Les conditions des ventes aux enchères s‘appliquent également aux ventes ultérieures. · Sauf indication contraire expresse, tous les objets peuvent être vus lors de l‘exposition précédente et seront publiés en temps utile sur notre site internet www.oldtimergalerie.ch. Les intéresses auront la possibilité d’examiner tous les objets mis en vente ainsi que de se renseigner sur leur état et leur valeur actuelle. · La description des objets est fournie de bonne foi en tenant compte des dernières connaissances actuelles.

La OG n’assume aucune responsabilité aussi bien pour les défauts visibles que pour les défauts cachés. · Les véhicules qui sont offerts expertisés mais ne l’ont pas encore été au moment de l’adjudication le seront par le service cantonal des au tomobiles aux frais du vendeur. OG offre gratuitement à l’acheteur d’un véhicule qui doit être expertisé une place dans sa galerie jusqu’à l’expertise.

7. QUESTIONS DE DROIT / RESPONSABILITÉ · La OG se réserve le droit d’apporter des modifications et des indications complémentaires concernant la description de l’objet qui figure dans le catalogue, cela avant et pendant l’exposition précédant les enchères ou jusqu’à l’adjudication. Plus aucun avis des défauts ne pourra être accepté une fois l’adjudication intervenue. · OG agit en qualité de commissionaire chargée de la vente conformément aux articles 425 ss CO pour le compte du vendeur. Elle décline toute responsabilité pour les défauts conformément au chiffre 2 ci-dessus.

D’éventuels avis des défauts et prétentions en résiliation ou en diminution du prix doivent être adressées directement au vendeur. Aucun représen tant ou employé de la OG n’est autorisé à délivrer une garantie en dérogation à ce qui précède. · La direction des enchères a le pouvoir discrétionnaire d’offrir des lots sans suivre la numérotation de ces derniers, ainsi que de joindre, séparer ou retirer des lots figurant dans le catalogue. · Chaque personne participant aux enchères le fait à ses risques et périls.

La personne endommageant des objets exposés sera responsable du dommage causé. · Tout adjudicataire qui fait expédier le lot acquis, même par l’entremise d’un tiers, le fait à ses frais et à ses propres risques. · 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 l’exécution du contrat de vente en calculant un intérêt d’un pour cent par mois sur le prix d’adjudication et la surtaxe ainsi que les frais d’encaissement.

Elle peut également sans fixation de délai ou autre communication à l’adjudicataire annuler l’adjudication, se départir du contrat de vente et vendre l’objet de gré à gré. Dans ce cas, l’enchérisseur répond de tous dommages résultant du non paiement ou du retard dans le paiement, en particulier d’une différence du prix de vente. Un éventuel acompte versé sera imputé au montant du dommage. · Les enchères et tous litiges en résultant sont soumis au droit suisse et à la juridication bernoise, sous réserve de recours au Tribunal fédéral, à Lausanne, cela quel que soit le domicile des parties intéressées. · En cas de litige, le texte allemand des présentes conditions de vente fait foi.

Le for est à Berne.

3. ADJUDICATION / PROPRIÉTÉ · L’adjudication est faite au plus offrant. L’objet adjugé ne sera transféré à l’adjudicataire qu’après complet paiement du prix. · L’adjudication peut avoir lieu sous réserve: cela signifie que OG peut reprendre contact avec le propriétaire de l‘objet mis en vente et aviser l‘adjudicataire au plus tard dans les 10 jours de la position adoptée par le propriétaire concernant le montant offert par l’adjudicataire.

L´offrant est lié par son offre jusqu‘à l‘expiration de ce délai! · En cas de litige entre deux ou plusieurs enchérisseurs, l’objet contesté sera immédiatement remis aux enchères. · Il ne sera admis aucune réclamation une fois l’adjudication prononcée.

4. LE PRIX D’ADJUDICATION / LES FRAIS · Il est perçu de l’adjudicataire une surtaxe de 12 % en sus du prix d’adjudication de chaque lot.

5. LE PAIEMENT DES LOTS VENDUS · Le paiement des véhicules vendus, expertisés ou non, doit intervenir dans les 5 jours dès la date des enchères. · Il doit s’effectuer au comptant ou par chèque bancaire.

Avant de quitter la salle de vente, chaque acheteur est prié de passer au bureau pour régler les formalités administratives.

Si l‘acheteur n‘est pas présent, les formalités (facture + instructions

8. GÉNÉRALITÉS · Les conditions d’enchères et de vente seront communiquées à toute personne intéressée et ils sont publiées sur la site internet www.oldtimergalerie.ch avant la vente. Ils sont aussi affichées dans la salle des ventes pendant l‘exposition et la vente aux enchères. · Les personnes intéressées donneront à OG leur nom et adresse. Leur enregistrement leur donnera le droit de participer aux enchères. · Il appartient à l’acheteur de se prémunir contre les risques de perte, vol et dommages des objets concernés en contractant à temps une assurance.

Toffen/Gstaad, 29 décembre 2021

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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 2021 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 2021 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 2021, 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 2021 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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