2010 RM Auctions augustus deel 03

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then, in 1967, the car returned to the factory to be converted to disc brakes and, later the same year, was imported from Italy to the US by lt. Stephen lambroff, an officer in the US navy. Unfortunately, the car suffered minor damage in shipping. on March 8th, 1984, lambroff, having kept the car for a remarkable 17 years, then sold it to Cecil r. delcher, who was President of the Gulf Harbors Sea forrest association in odessa, florida.

three years later, on March 20th, 1987, delcher sold 0979 Gt to Glen Kalil of Palm City, florida. Kalil fitted the car with 250 Gt engine no. 4607 Gt. later, an original engine was located and installed which, by internal number, is the correct engine type for 0979 Gt. on november 23rd, 1988, Kalil sold the car to Mike Sheehan’s european auto Sales, Inc. of Costa Mesa, California.

In 1989, the brakes, engine and transmission were rebuilt. In 1996, it was acquired by xavier beaumartin, who was President of beaumartin Group, leader of the wood impregnation industry in france and a resident of bordeaux, france. While in his hands, 0979 Gt was repainted from red to metallic silver grey. on June 28th, 1998, the car was shown by beaumartin during the Club ferrari france meeting at dijon-Prenois, france.

In 2000, the car was sold to Heiko Seekamp, owner of an advertising and multi-media agency in bremen, Germany. on September 2nd, 2001, 0979 Gt was shown by Seekamp at the Concours d’elegance at Paleis Het loo in apeldoorn, the netherlands.

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In 2006, the ferrari was sold by Seekamp to the current owner, who maintains a prominent Italian collection. 0979 Gt has been used very sparingly ever since and is in the company of some of the best and most desirable and historic ferraris.

rM auctions has had the pleasure of inspecting and test driving 0979 Gt and can report that the vehicle performed well without any problems on the 40-mile test drive in Italy. In addition, a recent inspection at ferrari’s Classiche center has confirmed that the engine’s internal number is correct for the car.

the paintwork is excellent with no apparent imperfections, and all of the brightwork presents

extremely well. the contrasting red leather interior with red carpets is also very good and shows very little signs of use.

0979 Gt is ready to be shown or driven at events or rallies, where it will make a great entrant and alternative to the more expensive California Spider. the Pinin farina Series I Cabriolet is a superb coachbuilt alternative to it, and many are just as pretty.

looking at the roster of owners of the ferrari Pinin farina Series I Cabriolet, it is obvious that this is a car for the most knowledgeable and discerning of ferrari collectors – those who collect the rarest and the very best.

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

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1955 Jaguar d-typE SportS racEr

despite the overwhelming success of the Jaguar C-type at le Mans in 1953 – where C-types finished first, second and fourth – Jaguar designed and developed a new car to maintain its supremacy on the track. the car was purpose-built with a specific goal from the outset: to continue to win le Mans for Jaguar. appropriately called the d-type, it quickly became famous as one of the most successful le Mans racing cars of all time, considered by many to be the ultimate sports racer of the 1950s.

as related by marque expert terry larson in the March 2008 edition of Sports Car Market, while Jaguar designer Malcolm Sayer was directed to maintain a stylistic resemblance to the xK 120 with the C-type, he was allowed to make full use of his background in aerodynamics and aviation on its successor. as a result, the d-type was “often referred to as an ‘aircraft on wheels’ with an all-enveloping body, a hump behind the driver’s head and a tail fin for high-speed stability.”

the d-type’s cutting-edge design was based on a central monocoque-type body structure, with a front sub-frame supporting the engine, front suspension and steering system, while the rear sub-frame mounted the rear axle and suspension. the engine was initially a 3,444 cc six-cylinder variant of the basic doHC xK design with dry-sump oiling, producing 275 bhp. the dry-sump oil system

greatly benefited the d-type’s handling by allowing the engine to be placed low within the front sub-frame, which also allowed for a much-reduced frontal area to enhance high-speed air penetration, in addition to providing more reliable engine lubrication.

the gearbox was a four-speed, fully synchronized design. the front suspension featured independent torsion bars and unequal length wishbones, while a live axle setup, trailing links and a torsion bar brought up the rear. disc brakes were fitted both front and rear. finally, the engine and chassis were covered in a lightweight, aerodynamic body shell.

the resulting d-type was first entered into the 1954 le Mans 24-hour race with a four-car “works” team, including the prototype. despite problems with fuel system contamination, the d-type driven by duncan Hamilton and tony rolt fought back heroically, finishing just one lap down behind the winning ferrari. the d-type returned for 1955, with the “long nose” variant powered by a large-valve engine, which placed first overall with legends Mike Hawthorn and Ivor bueb sharing driving duties. In 1956, just one of the three works entries finished, placing 6th overall. However, the private ecurie ecosse team prevailed to take first place overall, with ron flockhart and ninian Sanderson at the wheel.

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Jaguar may have retired from “works” racing after the close of the 1956 racing season, but the d-type, in the hands of privateers, achieved the d-type’s crowning glory in 1957, taking five of the top six places, including first and second overall achieved by ecurie ecosse. despite this illustrious record, the d-type was rendered obsolete by rule changes limiting engine displacement to 3.0-liters for 1958.

Chassis no. xKd 558

When new, the d-type offered here, chassis xKd 558, was finished in cream and originally supplied to oxford Motors in vancouver, british Columbia and used for occasional sprint demonstrations at abbotsford airport. It spent some time in the Plimley Motors

showroom before being sold in october 1957 to James rattenbury, who actively raced the car in numerous events. He won his first known outing on the 20th of that month at abbottsford. He returned to abbotsford in March the following year, winning the race outright. for the remainder of the year, he competed in seven additional races, winning one and finishing on the podium three more times. at ellensbury airport in September, the car had been modified with a longer 95-inch wheelbase, dedion rear axle, thornton differential and Hillborn fuel injection.

1959 was equally successful for him. He entered eight races, winning twice and finishing on the podium twice as well. In fact, he was also running in first place at deer Park in September before a crown and pinion broke.

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

Chassis No.

xKD 558

ENgiNE No.

E2064-9

spECifiCatioNs:

est. 275 bhp, 3,800 cc dual overhead camshaft in-line six-cylinder racing engine with wide-angle cylinder head, three dual-choke Weber carburetors, independent front suspension with unequal length wishbones, torsion bars, telescopic dampers, anti-roll bar, rear suspension via live axle, trailing links, torsion bars, telescopic dampers, and four-wheel hydraulic disc brakes. Wheelbase: 90.6"

EstimatE:

$2,000,000 – 2,750,000

lot 347

Offered from the collection of Jerry and Kathy Nell

A racing icon and one of the most desirable Jaguars in existence

Complete with original engine and well-documented history

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for 1960, Shelton first appeared with a new roots-type blower, finishing in 2nd place overall on the tenth of april. In fact, he would finish second in all three additional races he entered until May. He didn’t finish at Shelton in June, however, after a spin in the rain on the main straight.

In april 1961, the d-type was sold to Starr Calvert of Seattle, Washington, who drove xKd 558 in 21 events, achieving many wins and podiums in the process. Most notably, he and xKd 558 won the bardahl trophy at Pacific raceway during this period. the car suffered a crash at West delta Park, after which it was rebuilt, reappearing in 1964 with a 7-liter ford v8 engine, a borg-Warner transmission and wide Chevrolet-type racing wheels. In

this configuration, the d-type achieved some additional successes until it was sidelined by an accident in September of 1964 at Westwood, british Columbia.

It should be noted that early newspaper reports from Starr Calvert’s Westwood race crash in 1964 indicated that xKd 558 had been virtually destroyed. Grim reports were published in two books, including Philip Porter’s Jaguar Sports Racing Cars, which was first published in 1995 and revised in 1998. Porter wrote, “September 1964, Westwood british Columbia, crashed, lopping trees 20 ft. above the ground (according to a local newspaper report), seriously damaging car on landing and suffering a carburetor fire; remains said to be spread on hillside many years later.”

xKd 558 was originally supplied to oxford Motors in vancouver and spent some time in the Plimley Motors showroom, used for occasional sprint demonstrations.

xKd 558 is pictured here at Westwood in 1961, after it was first purchased from Jim rattenbury by Starr Calvert, who raced the car in over 20 events, with many first and second place finishes.

However, after additional research, Mr. Porter has corrected the original description: “It seems the phrase (describing the accident)…may be a little exaggerated. When writing ‘Jaguar Sports racing Cars’, I acknowledged the late andrew Whyte as a source of much valuable information, but it seems that this greatly respected Jaguar historian may have used a little license on this occasion.”

In a letter dated July 28th, 1999, former lynx employee Chris Keith-lucas reported: “the condition (of the car) did not square with the rather lurid press reports about it flying through tree tops, and so on. It was consistent with the condition related to Paul Skilleter by the late roger Woodley, who saw the car after the accident,

and said that the body was very battered, with the door torn off, and a lot of general damage.”

In addition, it should be noted that well-used racing cars in the early 1960s often got hit, rolled over or endured collisions. by the middle of the decade, a good and complete driving d-type that was only a few years old would often sit unsold on a used car lot with an asking price of $5,000 to $6,000. Consequently, if these racing cars were damaged in an accident, it was common to refer to them as “destroyed,” “damaged beyond repair” or other doom-and-gloom descriptors, simply because the modest cost of damage repair would have been higher than the actual value of the car at the time.

Starr Calvert racing our d-type at the rose Cup races in oregon on June 11, 1961. Sitting on the front row of the starting grid, xKd 558 was competing against Stan burnett’s Chevrolet Special and Jerry Grant’s ferrari 250 testa rossa (0704 tr).

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Some years later after the 1964 crash, Keith-lucas had worked on the car. He said that although the car was badly damaged indeed during the Westwood mishap, it nonetheless retained its original monocoque, sub-frame, gearbox (the original Moss box could not possibly have been mated to the 7-liter ford v8), suspension, brakes, steering and even much of its original sheet metal. only the lower portion of the monocoque was re-skinned. a new long-nose bonnet was installed; the original short- nose panels were retained at lynx and were later reinstalled on xKd 558.

the engine had become separated from the car, however, and as a result, a correct 3.8-liter engine was rebuilt by terry larson of arizona and fitted during the car’s rebuilding process. as confirmed by the current owner, the original engine of xKd 558 was found, by Mr. Walter Hill, being used in a boat in florida. Hill bought the engine and restored and mounted it on the stand that it sits on to this day. Mr. Hill eventually sold xKd 558’s original engine to the current owner in 2005, complete with carburetors, cylinder head and other components for $75,000.

during the car’s restoration, the car was sold to Philippe renault of france, who kept the car until 1987 before

selling it to rick Cole in California. Cole then sold the car to noted collector and enthusiast Harley Cluxton in 1988. Cluxton sold it one year later to Chris Mann of the UK. Mann returned the car to lynx to have its original short-nose bonnet restored and refitted. In april 1994, Mann sold xKd 558 via terry larson of arizona to eduardo baptista of Mexico, who kept and vintage-raced the car for several years until the late 1990s. next, it passed through rM Classic Cars Inc., which in turn sold xKd 558 to the current owner in 1998.

the ownership chain of xKd 558 is sound and unbroken. Careful corrections to its early racing career and its post-crash state in 1964 have been made possible by the careful research and fastidious recordkeeping of its very knowledgeable and discerning owner, Kathy nell, who has owned the car with her late husband Jerry for the past decade. Serious Jaguar collectors in every respect, the nells are one of a limited few to have owned a C-type, d-type and xK-SS – the holy grail of desirable Jaguar collector cars. xKd 558 is also accompanied by its originally installed racing engine and original chassis plate. this is without exaggeration one of the most enduring, exciting and rare legends in the history of motorsports.

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1938 Jaguar SS coupECoachwork by Graber (Wichtrach, Switzerland)

When SS Cars introduced the 1938 Jaguar models, the company raised its own bar significantly. the new Jaguars sedans maintained the family resemblance, but there was a new stiffer boxed chassis, an all-steel body replaced the wood/steel combination and a new 125 hp, 3.5-liter oHv engine was introduced as an option to the trusty 2.5-liter unit.

the motoring press was suitably impressed, with the staff of The Motor not believing their eyes when they conducted their road tests. both they and the staff of The Autocar achieved a 101.12 mph top speed in the SS 100 otS (open two Seater), right down to the same decimal points. to put that in perspective, the SS 100 was little slower than 1949’s xK120 up to 60 mph and only two seconds slower over the ¼ mile. both magazines also made much of the docile nature of the car, with The Motor noting, “it handles as well as it looks.”

from the first, the Jaguar was a driver’s car, with a classical elegance that resulted in very little visible change until the Mark 1v of 1948. americans in particular liked the big sedans, especially with the 3.5-liter, 6-cylinder engines, wood-panel interior and leather upholstery. the cars were also reliable and easy to maintain, and the spectacular fitted toolkits seem to have been little needed.

during World War II, for example, Greta lyons’ own 1936 2.5-liter sedan – which the factory still owns – was examined in detail with 65,000 miles on it. When tested, the car “returned 20 mpg, used virtually no oil, cornered most satisfactorily, the steering was firm and without appreciable lost movement and the Girling brakes were found to be excellent – light to operate and decisive when wanted to be so.”

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Chassis No.

30182x

ENgiNE No.

M-229 E

spECifiCatioNs:

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

EstimatE:

$500,000 – $700,000

lot 348

One-off coupe built by Swiss coachbuilder Hermann Graber

From the collection of Kathy and Jerry Nell

Underwent $270,000 frame-off restoration in 1994

Awards at Pebble Beach, Meadow Brook and JCNA, with 99.96-100 points


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an even stronger recommendation came from a 21 year-old student in belgium, whose family had bought a Jaguar sedan in 1936 and absolutely thrashed it all over the Continent – 30,000 miles in under two years. Writing an unsolicited letter to The Autocar in 1938, he concluded, “I never expected such quality and resistance to wear at the price. I have no connection to the SS company, but I think it would have been an ingratitude not to recall the pleasure we have had with this car.”

the writer was Paul frere, who would go on to become a Jaguar works driver, le Mans winner and noted journalist. He died in 2009 at age 91.

While there were 1,065 3.5-liter saloons, 241 drop-head coupes, and 118 otS built before World War II, closed coupes are much rarer, and except for one SS 100 built by Jaguar itself, they were coachbuilt to special order. Such is the case with Gerald and Kathy nell’s coupe, which was shipped as a bare saloon chassis to Hermann Graber, at Wichtrach, near berne, Switzerland, in May 1938.

Graber bodied several Jaguars, but Kathy nell, who is Swiss, went by the Graber’s garage with her relatives and learned more of the story of this one. rM has also learned additional information about this car from terry McGrath and his forthcoming book, The A to Z of Coachbuilt Jaguars. according to his research, Graber fitted the SS saloon chassis with a two-door, two-

window, five-seater coupe body for one Monsieur Michel dionisotti of Geneva. It is believed to have been finished in black over grey with a grey leather interior and built-in radio. It has two pull-down occasional seats in the back and also has a door for skis. He paid 2,000 CHf on June 10th and was invoiced the balance of 4,200 CHf on august 22nd, 1938. the car was ultimately dispatched to Grand Garage in Switzerland.

on March 31, 1949, the car was registered in Switzerland as a “limousine Coupe” to enterprise de Grads travaux S.a. of lausanne, as supported by the license plate number “vd13203” where “vd” signifies the canton of vaud, of which lausanne is the capital.

In 1953, the car was registered to “labhart thelma violet” of Geneva but was eventually believed to have been purchased by a Canadian serviceman who returned to Canada with it. by May 1956, it was owned by brian Metcalfe of ontario before eventually being purchased by frederick Corp, who drove it until 1963, when he put it into storage. Some time after 1972, it was sold to Greg baker of Windsor, ontario.

In late 1977, it was purchased by richard van rozeboom of fresno and registered in California. dave Martin of California purchased the car in 1986, then sold it to david Gill of Chicago in 1987, who commissioned its restoration. the car was dismantled, and restoration began but was halted.

Chassis no.30182x as seen in some period shots. Credit: terry McGrath

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Kathy and Gerald nell purchased the car in 1990. When rM auto restoration restored the car in 1994, they asked the nells if they’d like some sloppy welds cleaned up, where Graber had extended the frame at the rear. the nells asked the car be kept original “and we got dinged for that at Pebble,” Kathy nell said with a laugh. In fact, one of rM’s employees cancelled his retirement plans to work on this car after hearing that Kathy was Swiss and that Jerry had once promised her, “If the Swiss ever make a car, I’ll buy it for you.” Henri stayed on to finish the car, and Kathy notes how helpful he was, as he had previously restored other Graber-bodied cars.

the nells bought the car in pieces but were able to amass substantial records, and they were lucky to find

previous owner fred Corp, who confirmed that it had been his car. Corp was instrumental in the correctness of the restoration. the car was returned to as-new condition at a cost of $270,000, with the exception of being painted royal blue instead of the original black and gray.

this coupe was shown at the Meadow brook Concours in 1994 and won the designer’s Choice award. It was JCna national Class winner in 1995 and competed in seven JCna shows from 1995-99, scoring 99.96-100 points. It also won a ribbon at Pebble beach and won at eyes on Classics and Masterpiece of Style and Speed. the Graber Coupe remains a unique masterpiece of understated elegance.

Chassis no.30182x as sketched by Graber. Credit: terry McGrath

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1966 fErrarI 275 gtb/6c aLLoy bErLInEtta

In many ways, the ferrari 275 Gtb is often lauded by enthusiasts and the media as the last of the “classic ferraris.” Conceived and executed under the guidance of enzo ferrari himself, the 275 Gtb was introduced at the 1964 Paris auto Show and marked a natural evolution from its immediate predecessors, the 250 Gt SWb berlinetta and lusso. It was also by far the most advanced

road-going ferrari produced at the time of its introduction, and it served as a production test-bed for several notable engineering advances.

designed by Pininfarina and executed by Scaglietti, the 275 Gtb was an especially organic but aggressive and purposeful design. named number three on Motor Trend’s list of the 10 greatest ferraris of all time, many enthusiasts have been drawn to its instantly recognizable looks alone, before opening its hood or even settling into the driver’s seat.

the 275 was considered by many to have been the finest production ferrari ever built, combining the strong pedigree of its legendary road-racing forebears with sufficient creature comforts and a new fully-independent rear suspension to produce a superlative high-speed, long-range Gt car. the engine was based on the race-proven Colombo-derived v12, now displacing 3,286 cc to produce 280 bhp with the standard triple Weber carburetor setup and 300 bhp with the optional and desirable set of six Weber 40 dnC/3 dual-choke carburetors.

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With its sensuous lines, covered headlights, long hood, short rear deck, neat Kamm tail, abbreviated bumpers, low oval air intake, “egg crate” grille, and limited brightwork highlighting the 275 Gtb’s purposeful design, it literally suffers from no “bad angle.” In particular, its long, slim nose and four side-ventilation louvers per side gave it a shark-like appearance, a theme that could also describe its ample performance.

With their advanced chassis, four-wheel independent suspension and ideal weight distribution, the 275 series, and the 275 Gtb in particular, represented what many enthusiasts believe to be among the last true

dual-purpose Gt cars, equally suitable for both road and competition use.

With the final evolution of ferrari’s relatively small-displacement Colombo v12 under its hood, the 275 Gtb was an extraordinarily rev-happy machine, even by ferrari standards. In a period road test, legendary Hollywood star and automobile enthusiast Steve McQueen described the smooth action of the five-speed manual transaxle as “like sliding a knife through butter.” It helped get the most out of the Colombo’s enlarged 3,286 cc displacement. Weighing merely 1,200 kg, the 275 Gtb easily accelerated from rest to 60 mph in a scant 6.3 seconds.

Visit rmauctions.com to view all photos.Photography: Sam Murtaugh

Chassis No.

08233

ENgiNE No.

08233

spECifiCatioNs:

300 bhp, 3,286 cc tipo 213 overhead camshaft v12 engine, six Weber carburetors, tipo 563/1015 five-speed manual gearbox in rear-mounted transaxle, tipo 563 chassis, four-wheel independent suspension with a-arms, coil springs and telescopic shock absorbers, and four-wheel hydraulic disc brakes. Wheelbase: 94.5"

EstimatE:

$1,100,000 – $1,300,000

lot 349

From the collection of Mr. Reggie Jackson

An original alloy-bodied, long-nose, six-carburetor example

Iconic Pininfarina styling, Scaglietti-crafted body

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today’s collectors divide the 275 Gtbs into the early (short-nose) and late-production (long-nose) cars. as with many things ferrari, the reality is not so simple. While high-volume carmakers produced endless quantities of nearly identical cars, ferraris were still built – to an astonishing degree – by hand. as improvements were devised, they were incorporated into production, often with the very next car in the production sequence. In other cases, features from earlier production would appear on later cars, to the delight of their owners and to the consternation of ferrari historians and marque experts. the changeover to a longer-nose body design, which was introduced at the 1965 Paris Salon with production beginning in early 1966, was the result of the alarming incidence of frontal lift at high speeds caused by the short-nose setup.

While the 275, whether in Gtb or GtS form, featured near-perfect weight distribution by virtue of its innovative rear-mounted five-speed transaxle, another common point of differentiation among 275 Gtb variants is in their driveshaft configuration. the earliest cars were fitted with an open Hotchkiss-style, normal U-joint and driveshaft setup, the perfect alignment of which was crucial to

avoid vibrational tendencies. Unfortunately, this driveline setup could become misaligned over time, and sorting it out required skill and special training. ferrari therefore switched to a driveshaft and constant velocity (Cv) joint setup with a center bearing, referred to as the “interim” setup, which made the driveshaft alignment process much simpler. Ultimately, ferrari switched to an enclosed torque-tube driveline.

chaSSIS no. 08233

this particular 275 Gtb/6C, chassis 08233, has one of the most desirable specifications available – a lightweight aluminum-alloy body, the sleek long-nose configuration and six Weber dual-choke carburetors. the alloy-bodied cars are, aside from the pure competition cars, the most desirable variants of the 275 Gtb series. the body was fully constructed by Scaglietti in lightweight aluminum, like the competition cars, to save weight and thereby improve performance. With its lightweight alloy body and six-carburetor setup, this car easily has the same performance capabilities as the next evolution of the 275 range, the Gtb/4.

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Chassis 08233, the original left-hand drive example offered here, was ordered by official ferrari dealer M.G. Crepaldi S.a.s. of Milan, Italy, with alloy bodywork and six-carburetor induction, on november 23rd, 1965. Its long-nose body was originally finished in argento (silver grey) with nero (black) leather upholstery, and it was equipped with the aforementioned “interim” driveshaft arrangement.

In March 1966, 08233 was delivered in Milan to its first owner, who was named toninelli. during the early 1970s, the car was exported from Italy to the US. a succession of owners followed, including norman M. thomson of Santa barbara, California and don young (also of Santa barbara) in the late 1980s. It showed about 41,000 original miles. In fact, the car remained in sunny, dry California thereafter, owned by dr. Henry Kleinberg of Woodside.

In 1993, following a full restoration, Scott Cote of los Gatos showed the car at the fCa’s Palm beach national Meeting and Concours, where it placed third in class.

rEcEnt yEarS

S/n 08233 was acquired in november 1993 by its current owner, Hall of fame Major league baseball player reggie Jackson, in whose collection it has resided ever since. Mr. Jackson has owned over 500 investment-grade collector cars over the past 40 years, including some of the most rare and desirable ferraris, a nart Spyder, daytona and lusso included. the car has been maintained in this exclusive company for the past 17 years. He speaks very highly of this particular car and its performance, stating “It is one of the best cars I’ve ever owned.” the engine was rebuilt by marque expert Patrick ottis in 2000. the car continues to present very well, and it is believed the outside fuel filler was added in the late 1980s.

the combination of its lightweight alloy body, long-nose design and six-carburetor specification renders this 1966 275 Gtb/6 a perpetually desirable ferrari, the likes of which are very rarely offered at public auction. With the hope that “it goes to a wonderful new home,” the ferrari has been comprehensively and professionally detailed in Mr. Jackson’s ownership and in preparation for sale.

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1934 pacKard “myth” cuStom boattaIL coupEThe Art of Fran Roxas

an incredible blend of the finest elements of the custom-coachbuilding and hot-rodding traditions in one stunning package called “Myth,” the car offered here represents a truly unique “what if” scenario and emphatically answers the question. Some years ago, fran roxas, the legendary restorer and expert coachbuilder, noted that while the lebaron-bodied cars represented the ultimate expression of the “Senior” Packards of the Classic era, particularly the boattail speedsters, phaetons and coupes, a boattail coupe was never offered. Captivated by the seductive vision of a lebaron-style Packard boattail coupe many years later, roxas began quietly planning the epic project that brought “Myth” to its beautifully sculpted reality.

In 1996, roxas engaged Strother MacMinn to create a series of line drawings for the car. MacMinn, a former head of the transportation department at the art Center College of design, was uniquely qualified for this assignment. beginning his automotive career under franklin Hershey at the buick studio of GM’s art & Colour Section in 1936, MacMinn quickly gained fame for his role in GM’s trendsetting opel Kapitan program during 1938, which remains an advanced and unqualified automotive design benchmark today. due to roxas’ workload at his Pebble beach-winning vintage

Motor Group, the drawings, along with renderings by a student of MacMinn, remained on his desk for a while, but his vision would not be denied for long. of course, roxas’ facility already had a number of suitable parts for the project, including a set of 1950s-vintage Kelsey-Hayes wire wheels, as well as a Packard v12 short-block.

California’s Scott Knight, a highly respected fabricator and coachbuilder in his own right whom roxas has often collaborated with since the 1970s, revised MacMinn’s drawings and, with his son dave, began work on the custom chassis and stunning all-steel custom coachwork, completing the job in approximately 18 months. to produce the beautiful bodywork, the Knights utilized groundbreaking computer-based technology, thereby eliminating the need for traditional body bucks. a number of chassis components were fabricated by a shop near roxas’ Chicago facility, and among them, the suspension components were traditional Packard-type items, with the exception of a subtly dropped tubular front axle and a set of modern four-wheel disc brakes.

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Chassis No.

902405

spECifiCatioNs:

500 cu. in. modified Packard v12 engine with three Weber two-barrel carburetors, GM 4l60e four-speed automatic transmission, custom-fabricated chassis, dropped tubular front axle, 9-inch ford rear end with four-link rear suspension, and four-wheel hydraulic disc brakes. Wheelbase: 122"

EstimatE:

$400,000 – $600,000

offered WItHoUt reServe

lot 350

All-steel bodywork in LeBaron-style Boattail Coupe

An epic build under multiple Pebble Beach winner Fran Roxas

Design by noted classic era designer Strother MacMinn

500 cu. in. Packard V12 power, GM four-speed automatic

Subject of August 2010 Collectible Automobile feature

Visit rmauctions.com to view all photos.Photography: shooterz.biz

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for power, the Packard v12 engine, already displacing a mammoth 445 cubic inches from the factory, was punched out to 500 cubic inches in the finest hot-rod tradition. a custom intake manifold was fabricated, mounting three dual-choke Weber carburetors, along with custom-built exhaust headers feeding the spent exhaust gases into four mufflers. In addition, a pair of finned aluminum high-compression cylinder heads was built especially for “Myth” using an original set of Packard v12 high-compression heads as a pattern. the resulting v12 engine sounds remarkably similar to a ferrari v12, with a startling exhaust note. It is considerably more powerful than stock and provides an appropriate nod to enzo ferrari, who is reported to have long admired the Packard v12 and had used it as a design benchmark for his own legendary v12 engines.

the relatively tall Packard v12 engine presented a number of engineering challenges to ensure proper clearance under the low hood. Cleverly, the distributor shaft was shortened to meet this height requirement. Continuing to blend the old with the new, a modern GM 4l60e four-

speed automatic overdrive transmission was skillfully mated to the Packard v12, capably handling its strong power output and broad torque curve with a perfect blend of performance, economy and relaxed cruising potential.

With its long hood, ultra-low sweeping roofline, teardrop-style fenders, rear fender skirts and boattail rear deck, the coachwork of “Myth” remains true to the more recent drawings and renderings by Strother MacMinn and his student. However, its flush modern headlights and tiny taillights, which crown the peaks of the front and rear fenders, as well as the customized bumpers and Packard grille shell, provide a glimpse of what a Senior Packard might have looked like today, had the company survived. the low-cut and split windshield, echoing those used by lebaron in the 1930s, was custom-built for use on “Myth” and features a neat, art deco-inspired spear motif at the center. the stunning exterior finish, comprising 2008 lexus tiger eye Mica and 2005 bentley orange flake Metallic, also provides an appropriate dash of sporting Classic era-inspired flair.

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Inside the snug passenger compartment, “Myth” is built and trimmed in a manner akin to a blend of 1930s-vintage closed bugattis, 1950s Gt cars and modern-day ultra-luxury sports cars, with a few Packard components included for good measure. the actual 1934-vintage Packard dash panel has been slightly modified and contains a jewel-like dash insert with a full complement of Stewart-Warner gauges. a leather-wrapped, 15-inch banjo-style Packard steering wheel and a console-mounted floor shifter greet the driver. leather-covered bucket seats, a vertically mounted aM radio, power windows, a duesenberg-style chronograph and a set of custom-fitted luggage round out the purposeful yet elegant interior.

blessed with drivability and performance capabilities belying its regal proportions and Classic era design origins, “Myth” stands just 49.5 inches high, weighs a svelte 3,500 pounds and has near-perfect weight distribution. It comes complete with a leather-bound book documenting the four-year build process that was recently completed. a thoroughly integrated and triumphant automotive statement, “Myth” has become reality, and indeed, it continues to be a wonderful testament to its inspired creators.

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1954 fErrarI 375 mm bErLInEtta Coachwork by Pinin Farina

one cannot help but assume that enzo ferrari saw ettore bugatti as his role model. despite their difference in age, both were racing contemporaries, with ferrari dominating GP racing until the advent of ferrari’s almost unbeatable and legendary 6C and 8C alfas were lead to victory by enzo under the banner of Scuderia ferrari. both men built companies whose strategies revolved around superb engineering and whose clients were largely gentlemen racers – in bugattis case during the pre-WWII years and, in ferrari’s case, after the war. In both cases, a large part of the profits generated by car sales were used to fund a works racing program. and both men knew that the lessons learned on the track could be used to improve the road cars.

as was the case with bugatti, ferrari’s focus was always on the technologically advanced Grand Prix cars, and like bugatti, he was cognizant of the opportunity to apply the

lessons learned in Grand Prix racing, spreading out the high cost of GP car and engine development to the intense and intimidating sports cars.

It was not solely about technological development. Sports car racing of the day also earned starting and prize money for the factory, and there was a constant queue of sports racer customers, waving dollars, lira, francs, pounds and pesos, standing outside the factory gate. each year, more and more of it.

thE 375 mm

While the demand for ferrari’s sports racers was plentiful, the 375 Mille Miglia was an example of a ferrari that was not for the faint of heart. regardless of money, what was most essential in owning a 375 MM was the innate ability

†

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and skill to drive in spirited competition that made these monstrous sports racers so powerful and simultaneously so challenging.

the 375 Mille Miglia descended directly from the 4.5-liter GP formula and the big engine that aurelio lampredi designed for it. Successful from inception, it was natural to tune the engine down a little, adapt ferrari’s typical two-tube frame and solid rear axle suspension, wrap a two-seat body around it and go collect some more starting and prize money, while selling some cars to keep the Scuderia in operation. typically bodied by Pinin farina, the 375 MM was both the factory’s team car and a favorite of well-heeled customers.

the 375 MM’s lampredi engine was an all-alloy beauty with seven main bearings, single overhead camshafts with roller followers

and hairpin valve springs and dual magneto ignition. It breathed through a trio of beautiful four-choke Weber 40If4/C downdraft carbs, a rare instance at the time of ferrari giving a single carb choke to each cylinder. In 375 MM form it delivered 340 horsepower. the four-speed fully synchronized gearbox was mounted to the engine, driven by a multi-plate clutch. everything was built for strength and reliability.

the 375 MM’s chassis was conventional ferrari, based on two parallel oval tubes in a welded ladder structure. front suspension was independent by parallel unequal-length a-arms with a transverse leaf spring, sway bar and Houdaille hydraulic shock absorbers. the usual ferrari solid rear axle with semi-elliptic springs, Houdaille shocks and parallel trailing arms (for location and taking braking and acceleration loads) was both well proven and reliable.

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Chassis No.

0416 AM

ENgiNE No.

0416 AM

body No.

12558

spECifiCatioNs:

340 hp, 4,522 cc single overhead camshaft v12 engine, four-speed manual transmission, independent front suspension with transverse leaf springs and lever action shocks with rear live axle, twin lever shocks and twin leaf springs and four-wheel drum brakes. Wheelbase: 102.3"

EstimatE:

$5,000,000 – $6,000,000

lot 351

The fifth of only seven examples

Professional restoration, outstanding condition and matching numbers

Never raced, most certainly one of the most original racing Ferraris

Known history, including prominent collectors and movie stardom

Ferrari Classiche certification

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S/n 0416am

the fifth of only seven examples built with the 4.5-liter engine, 0416aM was delivered new to rome and always used as a road car. a matching numbers car, it retains its original coachwork, engine, and major drivetrain components. It is finished in its original color combination of Max Meyer light gray with brown leather interior. Professionally restored, the car remains in outstanding condition.

a number of features distinguish 0416aM from others of the series, including seats that adjust both fore, aft and side to side, the lack of rear intakes for brake cooling in the door sills, front and rear bumperettes, fuel filler in rear fender with smaller engine hood and separate access port for the radiator cap.

roStEr of KEEpErS

Completed by Carrozzeria Pinin farina on July 8th, 1954, s/n 0416aM was delivered new by the factory to Inico bernabei auto, the official dealer in rome, who sold the car to the first owner, Cavaliere tommaso Sebastiani of rome.

In the early 1960s, the car was exported from Italy to the US. In 1965, it was acquired by detroit, Michigan ferrari enthusiast Carl bross, owner of the orange blossom diamond ring Company (and 500 Md s/n 452aM, also offered in this sale). bross kept the car until his death in 1969, when it was sold to Kirk f. White Motors, radnor and villanova, Pennsylvania. In october of that year, it was advertised in the Kirk F. White Newsletter, selling a short while later to dealer John delamater, of Indianapolis, Indiana.

at the end of 1969, 0416aM was sold by delamater to Ken Hutchison of barrington, Illinois. He showed the car april 23rd-25th, 1971 at the 8th annual ferrari Club of america meeting held at the restaurant “Chez Paul” at the Glenwood in Chicago, Illinois. In 1986, s/n 0416aM was sold by Hutchison through Peter G. Sachs and Swiss dealer Charles Gnädinger to engelbert e. Stieger of St. Gallen, Switzerland, for his turning Wheels Collection, where it would reside for the next 16 years alongside some 30 of the most important ferraris in the world, including a ferrari 250Gto, California Spiders and a bb/lM to name just a few. finally, on January 17th, 2002, Stieger sold the car to the current vendor, where again the car joined a very important european-based ferrari collection and once again became one of the collection’s crown jewels.

ShowS and EvEntS

In 1956, while in the hands of the first owner, the car was featured in the classic Italian film La Fortuna di Essere Donna (“the fortune of being a Woman”) starring Sophia loren and Marcello Mastroianni and set in rome.

on august 11th-14th, 1988, the car was displayed by Stieger during the 16th annual avd-oldtimer Grand Prix at the nürburgring in Germany, but it was not raced. on april 7th, 1990, 0416aM was driven by Stieger during the Club ferrari Suisse 20th anniversary meeting at Montreux, Switzerland, race #48. on May 2nd-5th, 1991, the car was driven at the Mille Miglia Storica by Stieger-Stieger, race #186. Steiger displayed the ferrari during the 4th annual automobiles Classiques et louis vuitton Concours d’elegance at Parc de bagatelle, Paris on September 7th-8th, 1991, winner of the Prix du Centre International de l’automobile (Prix de la Passion).

the ferrari was driven by Patrick Stieger during the Grand Prix of erlen, in erlen, Switzerland, on october 12th-13th, 1991, using race #24. the next event was a track event driven by Stieger during the ferrari owners Club Switzerland meeting at Pierre bardinon’s racetrack, Mas du Clos, in france. then, on october 9th-10th, 1993, the car was driven by bernhard berner during the Grand Prix of erlen using race #186.

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on august 26th-27th, 1995, 0416aM was shown by Stieger during the 3rd raduno Internazionale ferrari at ascona, Switzerland. next, the car was shown by Stieger during the 50th anniversary of ferrari at rome and Maranello on May 31st-June 8th, 1997, wearing entry #34. from february 14th-22nd, 1998, the ferrari was displayed by Stieger during the Motor Classic Show “100 years ferrari” at Messe zürich, zürich, Switzerland. on august 22nd, 1998, the car was displayed by Stieger during the ferrari days ostschweiz at altenrhein, Switzerland. finally, on September 26th-27th, 1998, 0416aM was shown by Stieger during the loris Kessel ferrari days ticino at Campione d’Italia.

Summary

as its name suggests, the 375 Mille Miglia was intended for the open roads and high speed circuits of european races. Predictable handling, robust construction and long, long legs were its attributes. the 375 MM showed just how well ferrari had conceived and developed it, winning frequently in 1953. these cars were superbly developed and solidly engineered and are today among the most important and coveted of ferrari’s classic fifties sports racers, combining big power with steady, predictable handling and rock solid reliability.

It is certainly an unusual choice as a road car. the tremendous power output, huge torque curve, and light flywheel gives the car a snarling feel. this instantaneous throttle response, combined with a stiff and quick acting clutch, leaves no doubt about the design purpose of the car. Its natural environment is the track, and it knows exactly what to do when it gets there. In this light, it is remarkable that 0416aM has never raced, and this – combined with its ferrari Classiche certification – makes it almost certainly one of the most original of all racing ferraris.

It is nonetheless an exceptional ferrari that combines the brawny performance of the 375 MM with Pinin farina’s very pretty coachwork. 0416aM will be a welcome participant at the most enjoyable and important events where its eligibility is ensured by both its pedigree and rarity. although it has never turned a wheel in anger, there is no doubt that it certainly could. as a result, it will be an important dual purpose addition to any collection. one of the most outstanding racers of the time, it is also an exhilarating vehicle for enjoying the open road – especially those long stretches where its seemingly inexhaustible ferrari horsepower revs seemingly without limit.


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1931 roLLS-roycE phantom II cLoSE coupLEd coupECoachwork by Park Ward & Co.

rolls-royce made the announcement in September 1929 that the Phantom I chassis would be discontinued. following Sir Henry royce’s staunch belief in evolution not revolution, the company decided it was time to replace the PI with a more refined, updated chassis and an improved engine with cross-flow cylinder head for better breathing. rolls-royce debuted this new chassis, known today as the Phantom II, the following month at the london olympia Motor Show. of particular note were the PII’s rear springs, which were underslung. a considerable reduction in ride height was the result of the new rear spring layout, especially when combined with the PII’s new lower frame; the total reduction was on the order of nine inches, lending itself to more modern and sleek body designs.

While most coachbuilders evolved from the carriage-making trade, Park Ward was formed by W.H. Park and C.W. Ward just after the war with the clear intention of manufacturing coachwork for motor cars. the result was a product more suited to automobile bodies. less than a year later, the new firm received their first commission for a rolls-royce Silver Ghost. Quality alone, however, doesn’t guarantee economic success, and by 1924, the

partners faced financial difficulties which they resolved by taking outside capital and changing the name to Park Ward & Co.

one day by sheer coincidence, frederick Henry royce spotted a motor car with a Park Ward body parked by the side of the street. the perfect work and well-designed details impressed him. He immediately ordered H.I.f. evernden to contact the coachbuilder Park Ward. the timing could not have been better as Park Ward again was nearing bankruptcy. In the same year, Captain Cuthbert W. foster, heir to the bird’s Custard fortune, commissioned Park Ward to build a body for his newly acquired bugatti royale.

rolls-royce’s appreciation led to a number of orders which helped Park Ward bridge their difficult financial situation. the co-operation between the coachbuilder and the motor car manufacturer worked very well. numerous bodies for prototypes, so-called experimental cars, were made. In 1930, rolls-royce motor cars were counting for more than 90% of Park Ward’s production. two years later a contract was signed to build several bodies in series, as a sort of standard body, for rolls-royce. this enabled customers

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to take complete rolls-royce motor cars with coachwork by Park Ward directly from the showroom if they found design and interior to their liking. the arrangement became mutually beneficial but evolved into complete dependence, and in 1939 rolls-royce took over Park Ward.

according to rolls-royce factory records, chassis number 195Gy was delivered to none other than Mr. t.a. roberts, the Chairman of Park Ward Coachbuilders, for his own use as well as demonstration purposes. If it were possible for the master craftsmen of these famous works to lavish any more attention to detail on their charges, this is a car over which they would have taken extra care. the chassis card notes that the long chassis was specified for close coupled coupe coachwork, an unusual yet very attractive combination. It was also noted as having been set up for

continental use and fitted with extra Hartford shocks, with special attention “to be given to performance,” with accessories including a full set of polished wheel discs, including four road wheels, twin rear-mounted spares and a sporting rear-mounted trunk.

the Close Coupled Coupe coachwork (body number 5301) is amongst the most stylish fitted to the Phantom chassis. the view down the long bonnet from the drivers seat in conjunction with the car’s clean profile, the short cabin area, rows of louvers and the twin spares on the trunk all combine to give an impression of speed and lightness to the chassis. the impression the car made driving through the streets of london in the early ’30s, pulling up outside the most exclusive addresses in Mayfair and belgravia, can only be imagined. Indeed, Mr. roberts lived in devonshire House in the heart of Mayfair,

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Chassis No.

195gY

ENgiNE No.

5301

body No.

Qt55

spECifiCatioNs:

158 bhp, 7,668 cc overhead valve inline six-cylinder engine with twin ignition (coil and magneto), four-speed transmission, semi-elliptic leaf spring and solid axle front suspension, semi-elliptic leaf spring and live axle rear suspension, and four-wheel self-equalizing servo assisted brakes. Wheelbase: 144"

EstimatE:

$500,000 – $600,000

lot 352

Delivered new to T.A. Roberts, Chairman of Park Ward

One of the most handsome PIIs built

Long chassis with stunning and very sporting close-coupled coachwork

Excellent provenance and detailed documentation

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and the car no doubt attracted admiration whenever it was parked outside.

Successive keepers included its purchase in 1935 by a Mr. r.f. Cartwright of banbury, who retained the car before selling it in 1946 to Mr. Geoffrey frank of Shropshire. It then went to a Mr. W.d.l. raw in 1954 before making its way to the United States, after having been purchased by Mr. randy Stetson.

In the 1980s, 195Gy was treated to a comprehensive restoration. the work focused mainly on cosmetics as the car was at that time in good mechanical order. two subsequent owners used the car quite extensively, with the result that in 2003 an extensive professional mechanical restoration was commissioned by bryan richmond-dodd with Hofman’s of Henley, a noted rolls-royce restorer. detailed documentation attests to the extensive nature

of the work undertaken, copies of which accompany the sale. the total cost of the work was in excess of €100,000, which was well over $200,000 US at the time.

Having returned to the UK in the late 1990s, this elegant and desirable car has been much admired, and the restored coachwork is resplendent in dark green and black, with polished wheel discs adding further to the impact of its imposing profile.

a very sporty coupe with step-plate running boards, dual-mounted rear spares and polished discs make this one of the most handsome Phantom IIs built. With its continuous and complete roster of keepers and documentation including factory and maintenance records, the car has excellent provenance. equally suited to use on touring events or concours competitions, this Phantom II will still stop traffic and draw admiration wherever it goes, just as it has throughout the last seven decades.

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1949 dELahayE typE 175 S roadStErCoachwork by Saoutchik

thE dELahayE chaSSIS

emile delahaye, a brilliant industrial engineer in france, built his first motor car in 1895 which was subsequently placed on display at the Paris auto Salon. Production was on a small scale, but the cars bearing his name were soon appearing at racing events and proved both reliable and competitive. In 1901 poor health resulted in the sale of the company, which also resulted in a move to a new factory in Paris.

Continually expanding, delahaye established itself as a builder of reliable and robust trucks, fine automobiles, industrial engines and special service vehicles.

following a relatively lackluster period from the late 1920s through the early 1930s, delahaye saw a revival of its fortunes beginning around 1933 and continuing until the outbreak of war.

based on a new series of four- and six-cylinder cars, the new models were headed by a sporting machine designated the 135. It featured independent front suspension and a higher output engine than the normal six-cylinder car. one of these new models was sent to Montlhéry where it set a ream of new records, including seven new world records, and maintained an average speed of 110 mph.

racing successes followed as well, including the alpine Cup and several Grands Prix events. for 1936, a new triple-carbureted engine produced 160 bhp, and it was this car that swept second through fifth places at that year’s french Grand Prix, losing first to a bugatti.

a delahaye won the prestigious Monte Carlo rally in both 1937 and 1939. the 135 was the basis of delahaye racing cars that followed, which culminated with a victory at le Mans in 1938.

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Chassis No.

815023

ENgiNE No.

815023

spECifiCatioNs:

165 bhp, 4,455 cc naturally aspirated overhead valve inline six cylinder engine, four-speed electro-mechanically actuated Cotal Preselector gearbox, dubonnet coil spring front suspension, de dion rear axle with semi-elliptic springs, and four-wheel hydraulic finned alloy drum brakes. Wheelbase: 116"

EstimatE:

$4,000,000 – $6,000,000

lot 353

Believed to have been the 1949 Paris and 1950 New York Show Car

One of only 51 of this chassis originally built

Now re-united with its original engine (see text)

Amelia Island and Pebble Beach award-winner

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at the same time, delahayes were winning top awards at concours d’elegance with striking art deco coachwork from europe’s most renowned craftsmen at figoni et falaschi, Chapron, Saoutchik, franay, de letourner et Marchand and other notable firms.

Prewar development continued with the design and introduction of a new v12 racing engine, followed by the type 165, a street car based on a refined version of the racing car. Unfortunately, the clouds of war were gathering, and development of passenger cars came to a halt.

after the war, delahaye introduced a brand-new design, the 175, a four-and-a-half liter six-cylinder design based on a new block with a seven-bearing crank. output ranged from 140 bhp to 185 bhp for the sport models. It was delahaye’s first left-drive chassis and was planned to compete with the lago record. the chassis was also state-of-the-art, featuring a dubonnet front suspension and a de dion rear axle with drive-shafts passing through the side rails of the frames. the brakes were hydraulic, with twin master cylinders and finned alloy drums. the gearbox was an electromechanically actuated unit by Cotal.

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a longer wheelbase 180 model was offered, and although the more popular of the two delahayes offered, it found few buyers in europe that could afford such extravagance at this time. Production ceased in 1951 after just 150 units – a mere 51 were of the 175 S version.

SaoutchIK

the renowned coachbuilding firm of Saoutchik was formed in 1906 in a Parisian suburb known as neuilly-sur-Seine by Jacques Saoutchik, a Ukrainian-born cabinetmaker. the quality of his work was exceptional, and his coachwork was respected for its workmanship and the quality of its fittings and finishes.

However, it is not for this quality of work that he is remembered today but rather for the art and style of his designs. Where permitted by the client, his lines were daring, embellished with as much trim as possible and creating an outrageous visual effect that emphasized the lines of the coachwork. His unique ideas were the product of his fertile mind. never accused of copying others, it was soon his competition that sought to emulate him.

Just as a lion’s natural habitat is the african Savannah, Saoutchik saw his hunting grounds as the concours d’elegance events of the time. Patronized by the wealthiest of Parisians, these events followed the annual social “season,” from the banks of the Seine in Paris to the south of france, the bordeaux regions and back again.

although the postwar period saw a dramatic decline in the demand for such exuberant coachwork, it was in many ways the high point of his work; for proof of this one need look no further than s/n 815023. Constructed on the magnificent 175 S chassis, the car’s svelte coachwork managed to minimize its bulk, with the result that the car looked slim and elegant while providing grand touring comfort for four.

the astonishing cost of such truly bespoke coachwork finally sounded the death knell for the art form. although Jacques Saoutchik passed the torch to his son Pierre in 1952, the great firm finally closed its doors in 1955.

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of the delahayes constructed after the war, this majestic roadster was probably the most extravagant. built for the re-emerging concours circuit, Saoutchik was responsible for its extreme body which borrowed styling cues from many earlier cars – Saoutchik’s and others.

Using the french curves of the thirties combined with more modern baroque ornamentation, Saoutchik conveys a sense of drama and movement with this design. With four completely enclosed wheels, the car is best seen in profile where its beautiful lines can be clearly seen. on the contrary, the car’s façade is brighter and more elaborate.

provEnancE: S/n 815023

one of the socialites who frequented the french riviera in the early postwar era was an english movie star named diana dors. She was considered one of the blond bombshells of the period (along with the american “three

Ms” – Jayne Mansfield, Mamie van doren and Marilyn Monroe). Her looks were most similar to Marilyn Monroe’s, and she played similar parts.

Her acting skills were well respected, although her looks seemed to relegate her to parts that played upon her other attributes – the quintessential comedic “dumb blonde.” financially, she did extremely well, ordering this lovely delahaye when she was just 17 years old, and at age 20, she became the youngest registered owner of a rolls-royce in the UK.

according to critics, her best work came in 1956 when she played a murderess in Yield to the Night. She was a regular in horror films as well, including The Amazing Mr. Blunden, The Unholy Wife, and The Sorcerer’s Apprentice. Incidentally, a likeness of her appears on the cover of the beatles’ Sgt Pepper’s Lonely Hearts Club Band album.

the opulent delahaye as pictured when new.

Photography: darin Schnabel

according to dors, before she died, she had managed to hide away more than £2 million in various banks. eighteen months before her death, after her diagnosis with ovarian cancer, she gave her son Mark dawson a sheet of paper, which she told him was a code that would reveal the whereabouts of the money. at the same time, she told her son that her widower, alan lake, had the key that would crack the code. Sadly, lake committed suicide only five months after dors died, leaving Mark dawson a code that was now evidently unsolvable.

Many doubted the story, and the code sheet certainly didn’t appear to be anything out of the ordinary. Her son persevered and hired an expert who recognized the encryption as a form of the vigenere cipher, which would require a ten character decryption key. Ultimately, the encryption experts were able to work out the key “dMaryflUCK,” which stood for diana Mary fluck, diana’s real name. they were then able to use the decryption key to decode the entire message. While it was clearly linked to bank statements found in lake’s papers, no money was ever found, and to this day her encrypted fortune remains the object of many amateur cryptographers.

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Presumably during Ms. dors’ ownership, this remarkable delahaye won top honors at the Grand Castle du bois de boulogne in Paris, the Monte Carlo Concours and Coup de l’automobile in San remo.

by the seventies, the roadster had made its way to Colorado where its owner decided that maintenance issues resulting from the race-spec engine and dubonnet suspension had become a problem. as a result, he decided to remove the offending components and fit a front-wheel drive engine and drivetrain from an oldsmobile toronado. for nearly thirty years, the original engine and car would remain separated.

the vendor recognized the significance of the car’s original configuration and decided to commission fran roxas, a leading restorer, to undertake a comprehensive restoration beginning in the early 2000s. While the original suspension had been previously installed, a replacement motor was located and restored and reinstalled to perfection. the painstaking care taken during the restoration and the determination to get all the details exactly correct resulted in a process that consumed many years. Upon completion of the work in 2007, this seminal example of Saoutchik’s work was restored to its original glory. It seems fitting that the car’s first debut was at one of the world’s leading concours d’elegance events, and its return to glory was similarly prestigious – at the 2007 Pebble beach Concours d’elegance. Just a few months later, the car, and its magnificent restoration, were honored again, winning People’s Choice at the prestigious amelia Island Concours d’ elegance.

In spite of the completion of the restoration, the owner never forgot the issue of the non-matching engine. With only 51 cars built, it seemed likely that the original engine would someday turn up – and sure enough, it did. Several months prior to its sale at this auction, the vendor followed a lead and successfully located the original engine and acquired it in order to reunite it with the car. While neither rebuilt nor reinstalled, the engine is fairly complete and does accompany the sale.

Summary

as is the case with most landmark examples of the coachbuilder’s art, much of this delahaye’s beauty is evident in the details, such as chrome accents that highlight the curves, the embedded turn signals or the small strips which flank the sides, adding grace, length and a sense of speed while cleverly hiding the door handles. the graceful façade was inspired by the narvals produced just a year earlier.

the astonishing interior is remarkably contemporary, incorporating a stylized eagle’s head on each door panel and bracketing an expansive dash panel that seems aircraft inspired with its rows of knobs and stunning transparent lucite steering wheel.

With the coachbuilt era long over in the United States, and very little of it remaining in the U.K., france, and Italy, s/n 815023 represents one of the very last examples of its kind – a true coachbuilt car, designed and built to satisfy one woman’s vision. It is a one-of-a-kind example in every respect and can easily lay claim to being the most outstanding, extravagant and beautiful postwar coachbuilt car in existence.

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froM tHe eState of Mr. JoHn M. o’QUInn

1932 roLLS-roycE phantom II hEnLEy roadStErCoachwork by Brewster

the early history of rolls-royce in america is inextricably intertwined with that of the brewster & Co. coachworks, which contributed some of the most elegant, sporting and attractively proportioned bodies fitted to any rolls-royce. at the turn of the 20th century, brewster was the pre-eminent american coachbuilder. Willie brewster began building automobile bodies in 1905 in new york City, and in 1911, he expanded to larger premises in long Island City, new york. by 1914, he became a rolls-royce agent, importing chassis from england and building bodies for his well-established clientele.

then in 1925, rolls-royce bought the company, making brewster its primary supplier of coachwork in america. eventually, well over 400 Springfield-built rolls-royces were brewster-bodied. Phantom I production continued in Springfield after the Phantom II was introduced in england in 1929, but the Springfield Phantom I was phased out in 1931 in favor of the derby-built, left-hand drive Phantom II. the Phantom II offered a more refined, updated chassis and an improved engine with a cross-flow cylinder head for better breathing, with the engine now mounted in unit with the transmission. Chassis improvements included hydraulic shocks and semi-elliptic springs front and rear.

a considerable reduction in ride height resulted, lending itself to more modern and sleek body designs.

In 1930, the rolls-royce of america operation in Springfield knew it was in trouble. the magnitude of the depression was obvious, and the Springfield manufacturing operation was closed, with brewster now becoming an importer-distributor for rolls-royce in the US. the problem was that the new Phantom II, as introduced in britain, was not suitable for the US market, because it did not have many of the advanced features of the final Springfield-built Phantom Is. for example, the Springfield Phantom I was left-hand drive, had thermostatic shutters, a complete “one-shot” chassis lubrication system, easier-maintained chrome-plated brightwork, smaller and more stylish 20-inch wheels, a carburetor air cleaner and a silenced intake system.

Springfield agreed to buy 200 left-drive Phantom IIs if the british factory would make all the improvements necessary for the US market. derby agreed and went through a full experimental program to develop the improved Phantom II for the american market. two experimental chassis were built at derby – 24ex and 25ex. both were tested

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in france, and then ernest Hives, head of the experimental department, took 25ex to the US for evaluation there, arriving in october of 1930.

the result of the development program was a delightful car with an improved top speed, a lower chassis and quieter operation than the sophisticated Springfield-built Phantom I. In fact, the improvements inspired derby to incorporate all of them (except left-hand drive) into all Phantom IIs, commencing with chassis JS1. the first deliveries of the left-drive Phantom II chassis began in the spring of 1931.

the brewster coachworks was ready with its designs for the new Phantom II chassis when it arrived. While some of the designs were warmed-over Phantom I body styles, some were indeed fresh. the first of the new

designs were represented by the newport town Car for traditional chauffeur-driven use and the Henley roadster for the owner-driver. the contract for 200 left-drive cars from derby was never fulfilled, but 116 were sold in north america and six more in europe. While sales were limited, these cars are recognized among the most desirable of all Classic era rolls-royces.

aJS 278 is the seventh of nine Henley roadsters built. It was delivered new to Mrs. e. l. fox of red bank, new Jersey. Sold new on december 10th, 1932, it was reportedly used by her husband until his passing in 1937. Mrs. fox apparently didn’t like to drive, so in 1938, she contracted bohman & Schwartz to build a new limousine body for her rolls-royce chassis. the result, a striking formal sedan, is illustrated on page 147 of de Campi’s book Rolls Royce in America.


Chassis No.

AJS 278

spECifiCatioNs:

120 bhp 7,668 cc inline six-cylinder engine, four-speed manual transmission, solid front axle with leaf-spring suspension, live rear axle with longitudinal leaf springs, and four-wheel servo-assisted drum brakes. Wheelbase: 150"

EstimatE:

$500,000 – $750,000

lot 354

Striking Henley coachwork by Brewster

Fascinating provenance from new

Mechanical sophistication with unmatched sporting elegance

One of the most enduring motoring icons of the 20th century

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In 1948, Mrs. fox’s original Henley roadster was remounted on a right-hand drive Phantom II chassis which had originally carried a Park Ward body. this car became well known in the classic car club from the late 1950s through the 1970s. finally, this car was purchased by dale Powers of florida in 1989. brewster, as did many coachbuilders, stamped the body number in many places, with the result that he was quickly able to identify the car as aJS 278.

Powers then began an exhaustive search for the original chassis, which he was able to locate as part of an estate in Minnesota which was being liquidated. He was able to buy the car, remove the body, and remount the original Henley roadster body, restoring the magnificent rolls-royce to its original configuration.

as it turns out, the original body was in exceptional condition and to this day retains all its structural woodwork. In fact, the only new fabrication required was

to make a set of rear fenders, as the originals had been replaced in order to fit the bohman & Schwartz body to Mrs. fox’s rolls-royce chassis.

after assembling the car, dale Powers traded it to Mark Smith of Philadelphia, Pennsylvania, who later sold the car to fred Weber of St. louis, Missouri. Weber completed the cosmetic restoration, which remains in excellent condition today, finished in triple black. later, the car was purchased by John Groendyke of enid, oklahoma, then acquired from Groendyke by the late Mr. John o’Quinn in 2003. It has remained in his esteemed collection since.

the interior upholstery features smart maroon piping, while the dash remains good and includes all the proper controls and equipment. While some pitting is in evidence on a few minor pieces, the chrome bumpers are good, and the engine bay is clean and proper.

a highly sought-after rolls-royce model with incredibly beautiful lines, this brewster-bodied Phantom II Henley roadster is without doubt one of the most elegant, sporting and desirable automobiles of the Classic era.

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1956 fErrarI 250 gt coupECoachwork by Boano

enzo ferrari’s passion was building racing cars, but by 1950 he had come to the conclusion that exclusive road-going coupes and convertibles would have to be constructed by the company. there was demand from wealthy followers of ferrari on the track, and construction of road cars would help fund the racing effort. early cars were bodied by such coachbuilders as vignale, Ghia of turin and touring of

Milan. ferrari believed that the success of the scuderia on the racing circuits of the world would attract a customer base for high performance luxury cars. He was right.

early ferrari road cars were built in very small numbers, usually to special customer order, and there was no attempt at standardization. a significant change occurred in 1954 when the Pinin farina-designed ferrari 250 europa Gt was launched at the Paris Show. It was ferrari’s first true production model and the foundation for all of ferrari’s future 250 models.

the second series of cars, again designed by Pinin farina, was unveiled at the Geneva Salon in March 1956. Pinin farina only produced the first few prototypes of this car. at this time the turin-based coachbuilder was in the process of building a new, much larger production facility, but until it was completed the company would not have the required space to build cars in the quantities now required.

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the work was given to another studio, Carrozzeria boano, headed by former Stabilimenti farina, Pinin farina and Carrozzeria Ghia designer, Mario felice boano. boano built 67 cars which had slight styling changes to the five cars that Pinin farina had made, the most notable being a lower wing line. boano joined fiat in 1957 as head of design, and ezio ellena, boano’s son-in-law, took over production under the banner of Carrozzeria ellena. again there were minor cosmetic changes, in particular a higher roof which prompted the use of the terms “high roof” for the ellena and “low roof” for the boano. to add to the confusion, the first few ellena-bodied cars were identical to the “low-roof” boanos.

as records show, on July 16th, 1956, the chassis frame for this boano-bodied 250 Gt, s/n 0543 Gt, was sent from the factory to Carrozzeria boano to begin the production of this car. after completion, the car was delivered new in late 1956 to autoval Sa, a dealer in Paris, france.

from there it was exported to the United States where it reappeared in 1958 with Chuck Sweeney of Santa barbara, California and bill Woodward of Hawaii, both of whom also co-owned elliott forbes robinson’s race car. It was subsequently raced by robinson in 1958 at race #78 in Palm Springs, California on april 13th, race #77 at dillingham field in Hawaii on May 11th, in Santa barbara on June 1st, and again in Santa barbara on race #777 on august 31st.

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

Chassis No.

0543 gt

spECifiCatioNs:

240 bhp at 7,000 rpm, 2,953 cc single overhead camshaft v12 engine, three Weber 36 dCf carburetors, four-speed manual gearbox, independent front suspension with a-arms and coil springs, live rear axle with semi-elliptic leaf springs, four-wheel hydraulic drum brakes. Wheelbase: 102.4"

EstimatE:

$550,000 – $650,000

lot 355

One of only 64 examples produced

Known history from new

An attractive “low roof” coachbuilt Boano in stunning colors

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after its short racing career, s/n 0543 Gt was sold to a Mr. bentley in vancouver, Canada. It passed through several more hands, all the while remaining in Canada, until it was sold in 2006 to J.b. durham of dallas, texas. It was shown in august by Mr. durham at the 2006 Meadow brook Concours d’elegance in rochester, Michigan. It was sold the following year to the current owner, a noted collector and enthusiast. In this collection, the car has kept company with some of the most exclusive and desirable collector cars.

originally painted silver grey with a tan interior, the ferrari 250 Gt boano offered here is the 56th example built and sports a beautiful black finish while retaining its correct tan interior. benefiting from a concours-quality restoration that is only a few years old, the paint and brightwork still remain in exceptional condition as the car has only been driven sparingly and has been maintained to the highest standards in climate-controlled storage. offered from a respected southern collection, this boano with a known history from new would be welcome at any show and invites close inspection from any discerning ferrari collector.

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1930 Stutz modEL m SupErchargEd coupECoachwork by Lancefield

Stutz’s racing and sales successes continued through World War I, but by 1919, Harry C. Stutz lost control of his company to a Wall Street syndicate whose financial machinations ultimately led to the de-listing of Stutz from the new york Stock exchange. Harry Schwab of bethlehem Steel, whose mismanagement nearly led to the marque’s demise, then acquired the company.

Salvation came with the arrival of Hungarian-born frederick e. Moskovics, a veteran of daimler, franklin and Marmon. He had, as the saying goes, gasoline in his veins and proved it with the introduction in 1926 of the Stutz vertical eight, an engineering and stylistic tour de force that included a SoHC inline eight-cylinder engine, hydrostatic brakes, safety glass and worm drive for a lower overall profile. It was the progenitor of the Model M, surely the most european of US automotive designs of the era.

this particular Stutz is even more european than most, having been originally sold by the company’s main UK dealer, Warwick Wright ltd. of london, who also supplied the supercharged cars for Stutz’s famed assault on the le Mans 24-hour race in 1929. It is also one of just two supercharged Stutz motor cars known to exist. this car’s one-off, dramatic coachwork is by lancefield of london, with design trademarks including low and streamlined “gun-turret” tops, “helmet” wings, teardrop step-plates instead of running boards and many lovely louvers along the lower-body chassis covers.

a perfect period image of the lancefield Coupe was rendered in the november 22nd, 1929 edition of the renowned UK motoring magazine, The Autocar. the earliest owner(s) of this stunning example is unfortunately not known, however the lancefield Coupe was an

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important part of the astonishing vermont-based Stutz collection of the late a.K. Miller and remained unrestored for decades while in his ownership.

at the estate auction, a well-known West Coast collector became the lancefield Coupe’s new owner. an exceptional restoration ensued, and the Stutz was refinished in the attractive original color scheme of black with red. the owner then entered it in the 1997 beijing-Paris Motor Challenge, a grueling 45-day event. the restoration was literally hours old with no test miles registered on the odometer when the car was shipped to China. nonetheless, the Stutz performed valiantly until a lack of critical spare electrical parts forced a reluctant withdrawal from the event.

next, the lancefield Coupe was invited to the 50th anniversary edition of the Pebble beach Concours d’elegance, where its stunning style and rakish appearance attracted great attention. there, it was so well prepared that the judges awarded it best in Class, along with the briggs Cunningham award for the most exciting car present, as chosen by a special committee of judges.

following that, it was consigned to rM’s auto Salon & auction held in new york City on September 23rd, 2000, where noted collector Skip barber of Connecticut acquired it. as a former racing driver and the operator of the race driving school that bears his name, Mr. barber drives his cars regularly on the challenging secondary roads of northern Connecticut. When he first took delivery of


Chassis No.

31312

spECifiCatioNs:

est. 185 bhp, 325 cu. in. inline eight-cylinder engine with single overhead camshaft and supercharger, four-speed manual gearbox, semi-elliptic leaf springs front and rear, and four-wheel drum brakes. Wheelbase: 134.5"

EstimatE:

$500,000 – $700,000

lot 356

One of just two supercharged Stutz motor cars known to exist

Owned long-term by famed Stutz collector A.K. Miller

Comprehensively sorted by prior owner Skip Barber

Multiple award-winner, including Best in Class at Pebble Beach

the car, it looked and, in fact, was concours-level in its appearance, but barber subjected the car to a thorough mechanical sorting to ensure that its driving dynamics matched its stunning appearance.

the gearbox, clutch, steering, starter motor, electrical system and other items were identified for rectification after many of barber’s test drives. accordingly, the car was sent to Holman engineering in Springfield, Massachusetts during 2003. George Holman, a mechanical engineer, is a well-known Stutz expert and has raced a Stutz black Hawk Speedster in vSCCa events. the supercharger was completely rebuilt with modern internals and fitted with a rebuilt proper carburetor. the remainder of the mechanical work was completed by Holman between 2003 and 2005, with the car now performing strongly, exactly as it should. the lancefield Coupe continued its winning ways in 2006, with the car earning best of Show at the Greenwich Concours.

In the summer of 2006, the Stutz joined the private collection of the late Mr. John o’Quinn. a unique classic and a true thoroughbred indeed, the lancefield Coupe remains virtually flawless and equally welcome at international concours, tours and vintage rallies. Its spectacular body design, powerful supercharged engine, rarity and careful ownership make it perhaps the most significant Stutz motor car in existence, as well as an unparalleled object of pure desire.

as the description in the 1996 a.K. Miller auction catalog correctly predicted, “this striking motor car holds the potential to become one of the premier entrants on the international Concours d’elegance circuit.” now that the restoration is complete, the Pebble beach prizes have been won and the mechanicals have been expertly sorted, those words still ring true today.

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1958 fErrarI 250 “pontoon fEndEr” tESta roSSa

It’s hard to think of any sports racer as passionate and fiery as the 1958 ferrari testa rossa. from its lithe form and pouncing pontoon fenders to an exhaust note that’s been compared to the sound of staccato magnificence, the 250 tr is simply the iconic 1950s ferrari by which all others are to be measured. In the late 1950s and well into the early 1960s, ferrari’s “testa rossas” were raced by a plethora of various drivers who even now, some 50+ years later, still stand out as some of the all-time greatest individuals to ever take to the track.

the names tell it all: luigi Musso, olivier Gendebien, Jean behra, Pedro rodriguez, Wolfgang von trips, lucien bianchi, Joachim bonnier, Paul frere and Willy Mairesse. americans included World Champion Phil Hill, dan Gurney, Carroll Shelby and Masten Gregory, along with britons Mike Hawthorn and Peter Collins.

this was truly a perfect example of “man, moment and machine.” as the 1950s ended and gentlemen racers began to be replaced more and more by dedicated professionals, ferrari provided a common tool by which both, for a short period of time, were judged as equals. today those fortunate few who have had the chance to put one of these amazing machines through its paces will quickly explain that the car is truly a sum far greater than its individual components. Maserati’s 450S was more powerful, and aston Martin’s dbr1 had cleaner aerodynamics. nonetheless, the tr as a whole easily eclipsed and stands far out, above and beyond any of these other contemporary Sports racers. add to the fact that even a driver of limited capability and experience can use with near frequency and abandon the testa rossas capabilities in real-world tours, rallies and races. one can see why the few that are left are so sought out by collectors the world over.

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Chassis No.

0738/tR

ENgiNE No.

0738/tR

spECifiCatioNs:

300 hp, 2,953 cc SoHC v12 engine, six Weber 38 dCn carburetors, four-speed manual transmission, independent front suspension by double wishbone and coil springs, rear live axle and telescopic shocks, four-wheel hydraulic, self-adjusting, finned, drum brakes. Wheelbase: 92.5"

EstimatE:

AVAilABlE upoN REQuESt

lot 357

One of only 21 Ferrari “Pontoon Fender” Testa Rossas built

Sold new to Brazilian Jean-Louis Soares, of the Scuderia Lagartixa

Well known and carefully documented history from new

Colombo-designed three-liter, 300 hp, SOHC V12 matching numbers, original engine

Comes with race-prepared Ferrari Classiche spare 250 TR Engine

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

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testa rossa literally translates to red Head – taken from the red-painted cam covers on the first four-cylinder 500 testa rossas. this was done as a tribute to the ferrari engineers who had achieved nearly 100 bhp per-liter with their new client Sports racer. today, the twelve-cylinder 250 tr is among the most valuable sports cars in the world. even during the midst of one of the worst economic recessions of this era, rM had the pleasure of selling 0714/tr at its leggenda e Passione auction in Maranello, Italy in 2009 for $12.4 million – a world record for a car at auction.

aside from being one of the most beautiful automotive designs of all time, the prices paid for Pontoon fender testa rossas were also earned by their incredible competition

record. the 250 testa rossa and its derivations won four le Mans Championships and four World Constructors Championships. In all, they won 10 of 19 championship races between 1958-61. designer Sergio Scaglietti famously called them “formula 1 cars with fenders.”

there were only a total of 34 different variations of ferrari’s legendary testa rossa, including prototypes and the 330 trI/lM. all had even-numbered chassis numbers, indicating they were built for competition. the most famous and well-known configuration is the pontoon-fendered design of which there are 21. With only 21 built, these are rarer even than the highly-valued 250 Gto, of which there are 36.

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pontoon fEndErS

the engineering, or more appropriately the “reverse-engineering,” of the “Pontoon fenders” came about over a very short period of time beginning in late 1956 when ferrari’s lead drivers voiced their complaints about fading brakes when up against aston Martin and Jaguars fitted with the latest in disc brake designs. enzo ferrari was never one who liked to be told what to do and resisted throwing away the proven designs of their latest Grand-Prix derived, alloy and magnesium competition drum brakes.

He voiced his concerns to his main body builder, Sergio Scaglietti, who realized there was little point in arguing with the “Il Commendatore” despite the flaws in his thinking. enzo reasoned the main fault was the inability for the brakes to stay cool and shed heat. He further reasoned that there was far more frictional surface area in the drum design versus that of the then available disc brake calipers and un-vented rotors being offered by Girling and lockheed. theoretically, with more surface area, drum brakes should be better so long as the heat could be removed from them. Scaglietti set his people to the task, and the results, although a bit backwards from an

engineering stand point, were introduced to international motoring media in november of 1957 at ferrari’s annual press conference. as expected, the critics grumbled about the lack of innovative technology used on the car, but this was all lost in the attention that was received by the dramatic bodywork that Scaglietti’s team created. this was automotive design at it’s finest – it was edgy and aggressive, yet had the sporting elegance and style that only the Italians were capable of.

“rEd hEad” v12

as with any ferrari car, the engine was the source of its life. the testa rossa was no exception, and it was fitted with the three-liter, single-overhead cam, v12 engine designed by Colombo, which had an 8,000 rpm redline. It was heavily modified from its street origins; plugs were moved outside the cylinder banks to make space for separate intake ports and the six gurgling Weber 38dCn carburetors which were mounted on top. the heads now had four bolts per cylinder instead of three. Compression was raised to 9.8:1, and the engine produced a direct 300 hp, powering the 1,759-lb car to 100 mph in only 16 seconds, with a top speed of 167 mph.

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chaSSIS no. 0738/tr

this car, 0738/tr, has had a long and colorful history spanning three continents and nearly a quarter-century of active racing in period and modern-era events. It was raced intensively in brazil from 1958-67 and almost constantly in europe since 1997.

0738/tr was ordered new by the official Central and South american ferrari Concessionaire Carlos Kauffman in Caracas, venezuela, for brazilian Jean-louis Soares, who lived in Sao Paolo. Soares immediately went racing. His three-man team, Scuderia lagartixa, was comprised of himself, Chico landi and luciano della Porta. they would race 0738/tr 14 times in the next two-and-a-half years. the “Scuderia lagartixa” (pronounced largatisha) was a professionally run gentleman’s driving “stable” with its

name being sourced from one of the local lizards often seen in the brush and on the sides of buildings native to the area. they were both quick and nimble but also regarded as a bit slippery, and Soares, landi and della Porta felt it was a fitting description of their combined driving styles.

landi took the starting flag on June 22nd, 1958 at the Cinquentenario da Imigracao Japonesa at Interlagos, brazil carrying #82 and placed 7th. Its next outing was in rio on September 28th at the festival do desporto at barra da tijuca, when Jose Gimenez lopes finished 2nd. lopes drove it again on november 30th at Interlagos and finished 4th.

the ferrari 250tr competing in brazil. the no. 82 car is the 0738 chassis piloted by Jose Gimenez lopes and no. 46 (3rd from left to right) the chassis 0716 of Celso lara barberis in photo dating 30/11/1958 at Interlagos, brazil. Photo Credit: napoleao ribeiro / Paulo Peralta

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only ten days later on december 10th, 0738/tr was back at barra da tijuca, this time driven by Jean louis lacerda, who finished 7th. this was the last time the car would carry #82, as when lacerda took the wheel at the Circuit de Pirajui on april 5th, 1959, it would be as #8. He scored the car’s first win at that event.

on May 31st, lacerda was back at Interlagos, but this time he was a dnf. He must have learned the rio circuit of barra da tijuca on his first appearance, because his next visit on July 27th, 1959 saw him finish 1st.

the third team member, luciano della Porta, got his turn behind the wheel at Interlagos on January 10th, 1960. He wasn’t as successful and finished 9th, carrying #79. but he persevered, and only a week later on January 17th, he scored a 7th place at rio. He continued to improve, finishing 3rd at Piracicaba on March 13th, then 2nd at brasilia on april 23rd. back to Interlagos on June 12th and della Porta was 5th. on September 9th, della Porta and Chico landi teamed up in the 500-km race at Interlagos and finished 2nd. the team’s last race was back at barra da tijuca in rio on november 5th, 1960, again as #79, when della Porta and aquinaldo de Goes filho dnf’d.

When the team sold 0738/tr to Giorgio Moroni in 1961, it was promptly shipped to Modena, Italy, where, with the assistance of Piero drogo, it was re-bodied as a Gto-style coupe by his firm and sent back to rio. In a sport that demanded innovation and new design, Moroni rationed that he could give 0738/tr this perceptibility by commissioning sleeker styled body-work, therefore preserving its ability to stay in competitive racing longer. the reality was, however, that the car was left untouched underneath and that this was purely a visual exercise. della Porta gave 0738/tr its first outing as #79 at Interlagos on october 11th, 1964 and managed a credible 16th overall.

the car took nine months off and then was driven by Camillo Christofaro at barra tijuca on September 19th, 1965. Carrying #18, he won the Gran Premio Iv Centenario. taking advantage of this result, Moroni sold 0738/tr to Claudio Klabin. a year later in 1966, Klabin traded 0738/tr to mining magnate Paulo Cesar newlands for an alfa romeo 2000 berlina!

famous brazilian racing pilot, Chico landi, testing 0738/tr in three various tests at Interlagos, brazil in 1960. Photo Credit: napoleao ribeiro

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newlands may not have had much experience, but he knew what to do with 0738/tr. He went racing. He placed 16th at Jacarepagua on June 4th, 1967. His enthusiasm was rewarded at Petropolis on July 30th, when he claimed 1st place overall among a highly competitive field. Quite an accomplishment for a car that was manufactured almost a decade earlier! returning to Jacarepagua on august 6th, he was back to 16th. newlands sold 0738/tr to an unnamed american in rio in 1969; he kept it until 1975, when it was acquired by Camillo Christofaro, who had won his first race in the car in rio ten years earlier.

0738/tr In rEcEnt yEarS

for more than 10 years, Christofaro carefully stored and preserved this wonderful ferrari. although a bit dusty and faded, the car remained incredibly original barring the replacement berlinetta bodywork.

In 1986, famed collector, dealer and car hunter “extraordinaire” Colin Crabbe struck a deal with Christofaro and brought 0738/tr back to england. It changed hands in 1988 to american bob rubin, but he sold it a year later to ferrari collector Sir Paul vestey in england.

Under the watchful eye of Sir Paul in 1989/1990, 0738/tr was painstakingly and carefully returned to its original configuration by the marque specialists at david Cottingham’s

dK engineering. rS Panels meticulously hand-formed a completely accurate alloy body and then painted it yellow with a green nose band, in honor of its brazilian heritage.

It cannot be overemphasized enough how original and unmolested this ferrari was prior to restoration. an incredible cache of period photographs, documents and correspondence, along with detailed reference photos that were taken at the time the work was performed, document just how correct this testa rossa was under the replacement bodywork.

Sir Paul vestey drove 0738/tr in the 1990 Mille Miglia, making it one of the very few 250trs to ever participate in that famed event. He later drove the car at Goodwood’s festival of Speed in 1994 and in the Italian Classic meeting in Italy in 1995. In october that year, however, vestey found a ferrari 330/P4 he could not live without and traded 0738/tr to Symbolic Motor Car Company of la Jolla, California.

0738/tr went on the road, first to the 1995 london Motor Show, then to the 1996 retromobile event in Paris and finally to techno Classica in essen, Germany. In July 1996, 0738/tr entered its current ownership and immediately that fall was registered to participate in the Colorado Grand. Since then, it has been very busy indeed.

from Silverstone and brands Hatch to Monza, Monte Carlo and the Mille Miglia, 0738/tr has been extremely competitive in its modern racing career around the globe, winning many of the events its participates in. Here it is pictured at Spa-francorchamps, the challenging and historic belgian rac-ing circuit. Photo Credit: tim Scott

during its current ownership, 0738/tr has been actively campaigned in all of the great historic races organized around the globe. throughout these races, it has consistently been one of the most competitive cars on the grid and has outright won many of the events. In May 1997, it raced in Monte Carlo before appearing at the 50th anniversary of ferrari in rome and racing at the Historic races at Silverstone in July. In May 1998, 0738/tr was driven at ferrari days at Spa-francorchamps in belgium, at the Shell Historic ferrari races at dijon-Prenois in france in June, and at the Historic races in Silverstone in July, when it was damaged in a crash.

after being repaired in england, 0738/tr was back racing again at the Goodwood revival event in September 1999, then back to Spa in May 2000 and on to the Shell ferrari challenge at le Mans in June. the Goodwood festival of Speed followed in June, the Goodwood revival again in September and the Shell ferrari races that year in Hockenheim, Germany, where it was 1st in the drum brake class. 0738/tr finished the year in october at the ferrari/Maserati challenge at Mugello, Italy.

the 2001 racing season started at brands Hatch in the ferrari/Maserati race in July but ended shortly thereafter in a race accident in tunis. tony Merrick repaired the car in time for the Spa ferrari days in april 2002, followed by another ferrari/Maserati race at brands Hatch, then one at the nürburgring in Germany in September and the finals in Misano adriatico in Italy in october. the team even found time to compete in the le Mans Classic!

2003 ferrari/Maserati racing began at Spa with a 7th place, then Monza in May where 0738/tr was 6th. donington Park yielded 5th and 3rd place finishes in June, and in Mugello in october, it was 3rd twice. the 2004 season shaped up the same way, with 3rd and 4th in donington Park in September and an appearance at the finals in Monza in october.

In January 2005, 0738/tr raced at Moroso in florida and then at Pau, france in May where it won its class. June’s Spa races saw a 2nd in class.


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Summary

ownership of one of these rare and beautiful testa rossas means so much more than just owning a car made by the prancing horse marque. they are as coveted as Gto ownership and guarantee access into any concours or racing event on the planet. but beyond that, they represent the essence of what car manufacturing is all about; the harmony between sculptural beauty and performance to provide that exhilarating experience that one can only achieve by getting behind the wheel and turning the key.

an rM auctions specialist recently had the opportunity to test drive 0738/tr and reported that it is on the button and ready to race. “the sound note from the four exhausts is unlike anything you will ever hear and the view of the menacing front fenders from the cockpit is leagues beyond that of any automobile which has ever been produced.”

richard Heseltine also drove the car for the upcoming September 2010 issue of Thoroughbred & Classic Cars Magazine and wrote the following:

“this fabulous machine doesn’t like to be driven slowly. Shunting backwards and forwards at pottering speeds isn’t its bag but, once free of the stop-start stuff, the ferrari’s true character emerges. It’s the car’s flexibility that astounds: it just picks up and goes, regardless of gear.

Whatever you’ve read about the Pontoon fender ferrari, whatever the great and the good say about it is true: it really is as toweringly great as legend says.”

In addition, 0738/tr also comes with a ferrari Classiche 250 tr spare engine that has been expertly prepared to racing specifications by Pearson engineering in the UK. Currently equipped with its original matching-numbers engine and with over a half-century of competitive racing to its credit, this is unquestionably one of the most desirable sports racing cars in existence. testa rossas seldom come to market. In the past decade, just three have been made available for purchase. even more important is the fact that despite having replacement coachwork, 0738/tr is arguably one of the most correct and authentic of those that survive. the entire essence of what ferrari stands for is captured within this single car – for the capable ferraristi this opportunity surely cannot be missed!

note: Please see auction office for access to these photos and other related items.

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1913 roLLS-roycE 40/50hp SILvEr ghoSt opEn tourErCoachwork by H.J. Mulliner

“anything appertaining to automobile mechanism which issues from the works at Manchester under the direction of that finished and talented engineer, Mr. ed royce, is certain to attract the immediate attention of the motoring world.” thus read the december 1906 issue of The Autocar in its report of the new 40/50hp six-cylinder rolls-royce engine having just debuted at the london Motor Show. It would come to power a motor car later known as the Silver Ghost for the next eighteen years.

the legendary rolls-royce model first introduced in 1906 was not initially referred to as a Silver Ghost but rather the 40/50, referring to its 40 taxable horsepower and 50 real horsepower. the first 40/50 to bear the name Silver Ghost was actually the thirteenth chassis

to be built. It featured an aluminum body by barker with silver-plated exterior fittings and a sliver-plated brass plate bearing the name “Silver Ghost.” the name stuck and Silver Ghosts became known not only for their incredible reliability but also for their virtually silent operation, smoothness and absence of vibration. Simply stated in a 1911 company catalog: “the rolls-royce Car is bought by people who will have the best and nothing but the best.” the company unabashedly claimed “the best Car in the World” as its mantra. Production would continue in england through 1925 and in america at rolls-royce’s Springfield facility from 1921-1926. at the time, no car was built better; its excellence was achieved by a painstaking dedication to detail unique in the automotive industry.

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Chassis No.

2517

spECifiCatioNs:

48.6 hp, 7,428 cc (429 cid) inline l-head six-cylinder engine, three-speed transmission, live axle front suspension with semi-elliptic springs, live axle rear suspension with cantilever leaf springs. Wheelbase: 143.5"

EstimatE:

$1,000,000 – $1,500,000

lot 358

Rolls-Royce Foundation documentation

Once owned by the Maharaja of Patiala and formerly in the Richard Solove collection

One of the most sought-after Rolls-Royce models


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the thirteenth chassis built became a demonstration car for rolls-royce, having been first put to the test in a 2,000-mile trial under the supervision of the royal automobile Club. during this test, the car recorded a figure of better than 20 mpg on the road between london and Glasgow – quite astounding considering the size of the vehicle with such a large engine (7,036 cc). the car was next entered into the Scottish reliability trials. Unfortunately, the rolls had to make an unscheduled stop at 629 miles caused by a faulty petrol tap shaking shut. the car continued to run flawlessly day and night following the trials, resting only on Sundays, until 15,000 miles had been covered; thus, 14,371 miles had been covered without an involuntary stop, setting a new world record. the car was then dismantled under

the supervision of the r.a.C. with all parts reported “as new.” a Silver Ghost simply didn’t wear out, especially when compared to its contemporaries. rolls-royce boastfully proclaimed, “the quality will remain when the price is forgotten.”

total Silver Ghost production was approximately 5,000 cars, including staff cars and armor-plated combat versions which saw service during WWI. Most memorable are the comments of Colonel t.e. lawrence (a.k.a. lawrence of arabia) who said the value of a rolls in the desert was “above rubies.” When asked in all the world what he desired personally but could not afford, his reply was a rolls-royce “with enough tires and petrol to last me all my life.”

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chaSSIS no. 2517

rolls-royce foundation records indicate that chassis no. 2517 was first delivered on december 18th, 1913 to the Maharaja of Patiala. Maharaja bhupinder Singh ruled over the state of Patiala in northwest India from 1900 to 1938. an extravagant and very wealthy leader, he is best remembered for his involvement in sports, namely polo and cricket. He was captain of the Indian national team. He reportedly had one of the world’s largest collections of medals, built a monorail system in his province and was even the first man in India to own an airplane. a colorful life, to say the least!

the Maharaja bought his first rolls-royce (chassis no. 1697) in 1911 and subsequently was to purchase a further 25 cars from rolls-royce. this car, 2517, was his sixth Silver Ghost, and he took delivery at the age of only 22. Indian Maharajas enjoyed almost limitless wealth and consequently lavished enormous amounts of money not only on their palaces but on their fleets of motor cars. When ordering a rolls-royce, one not only stipulated the type of coachwork but all the accessories and options to go on the car, such as, in this case, £2 for a tool roll (the equivalent of nearly £400 in today’s values) and £7 for extra jump seats. one also stipulated the finish of the brightwork, the choices being brass, nickel (German

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Silver) or silver. In the case of 2517, it was indicated on the build sheet that the wheels were to be nickel-plated and that the car was to have a london-to-edinburgh style dashboard and bonnet.

When found in India in 1970, the car was absolutely complete and original, but it was in poor condition due to the ravages of time and the fact that it had been left on an open porch for twenty years in Calcutta. the car was purchased by Charles Howard, at that time a noted connoisseur antique dealer. He undertook a lengthy and extensive restoration by Jonathan Harley, regaining the car’s former glory. according to fasal’s the edwardian Silver Ghost, it was fitted with new coachwork at the time in the style of the original.

the car is finished in a period-appropriate green with black fenders and undercarriage. the interior is upholstered in complementary tan leather with varnished wood trim. nickel brightwork adorns the exterior as well as five plated wire wheels, which add to the car’s sporting appearance. While the undercarriage is nice and shows little evidence of use, 2517 is an older restoration that has developed a lovely patina. Considered by collectors to be one the most sought-after of all Silver Ghost models, this magnificent example of an edwardian tourer would be a spectacular addition to any collection of early automobiles and the envy of any rolls-royce collector.

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1938 taLbot-Lago t150-c Lago SpEcIaLE tEardrop coupECoachwork by Figoni et Falaschi

after taking control of automobiles talbot in 1935, anthony lago renamed the Suresnes, france-based enterprise talbot-lago. He immediately hired an engineer named Walter brecchia, and together they created the first talbot-lago, based on a talbot-darracq three-liter type K78.

brecchia’s next engine proved brilliant. based on the six-cylinder K78 block, displacement grew to four liters, and a new cylinder head dramatically improved breathing and volumetric efficiency. the hemispherical-head design featured a valvetrain actuated by a low-set camshaft with crossed pushrods, acting through both long and short rocker arms. the engine developed 140 hp, and initially, it breathed through twin Solex carburetors.

a consummate salesman, lago persuaded french racing great rené dreyfus to manage his new talbot-lago race team. dreyfus delivered in June of 1936 at the french Grand Prix at Montlhéry, when lago asked him to “stay ahead of the bugattis for as long as you can.” all three talbot-lagos finished in the top ten, running toe-to-toe with the bugattis before mechanical problems slowed them near the end.

the next year, talbot-lagos placed first, second, third and fifth at the 1937 french Grand Prix. victories continued with a win at tourist trophy races at donnington Park and a first place in the 1938 Monte Carlo rally. While the talbot-lago racing cars were outclassed by the omnipotent German Mercedes-benz and auto-Union GP cars during the late 1930s, the talbot-lagos were uncannily reliable and often finished surprisingly well.

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t150-c

However, anthony lago’s greatest achievement remains without doubt the talbot-lago t150-C chassis, with the “C” standing for competition – a clear reference to the car’s racing success. features such as a large capacity oil pan, punched handbrake lever, a dual braking system, and a higher compression ratio were taken directly from the racing program. two versions were offered. the first, designated SS (taken from the english phrase “Super Sport”) referred to a short-wheelbase (2.65 m) chassis, designed for elegant two- or three-place coachwork.

a second, somewhat longer (2.95 m) chassis was also offered, called the “lago Speciale.” Mechanically identical to the SS, it was intended to accommodate more luxurious coachwork. In fact, the weight difference was just 130 kg, and the performance of the new four-liter engine was great enough that many owners raced their lago Speciales as well. both chassis offered exceptional handling, a result of the car’s independent front suspension with its advanced geometry, along with light weight and excellent brakes.


Chassis No.

90034

spECifiCatioNs:

170 bhp (rated 140 bhp), 3,996 cc six-cylinder engine with hemispherical combustion chambers and triple Stromberg carburetors, Wilson four-speed pre-selector transmission, independent front suspension with transverse leaf spring, leaf spring and live axle rear suspension, and four-wheel drum brakes. Wheelbase: 116.14"

EstimatE:

$3,500,000 – $4,500,000

lot 359

1948 24 Hours of Spa class winner

The only long-wheelbase Lago Speciale Teardrop Coupe in existence

Stunning Figoni et Falaschi coachwork, the pinnacle of French streamlined design

Unbroken provenance from new

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fIgonI Et faLaSchI

racing success certainly enhanced the appeal; it was this demand, combined with lago’s collaboration with Joseph figoni and ovidio falaschi and their figoni et falaschi coachbuilding firm, that would lead to the creation of what many believe are the most beautiful cars ever built. there is little doubt that the era of exuberant french coachwork precipitated a tidal change in automotive design. Gone were the largely functional forms of the twenties and early thirties, replaced by the fanciful curves and sensuous lines that ushered in the era of the automobile as art. although others were versed in the style to one degree or another, it was the Parisian firm of figoni et falaschi that is widely regarded as the innovator of the new look.

Prominent among the figoni et falaschi-bodied talbot-lagos was a series of coupes, the first one commissioned at the request of a french businessman, M. Jeancart, resulting in what many believe was figoni’s most important and successful design: the so-called teardrop or “goutte d’eau” coupes.

It is believed that just sixteen were built, with two slightly different body styles. the first car, in what is now known as the ‘Jeancart’ design after the name of its first owner, was a beautiful aerodynamic coupe with a long streamlined rear. five were built, either on the short C-SS chassis or on the lago Speciale, with one car built on a t23 chassis.

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freddy damman speeds into the famous eau rouge turn and goes on to a class win at the grueling 24 Hours of Spa in 1948

above and below freddy damman’s talbot is seen at speed and in the pits at the 1948 24 Hours of Spa

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chaSSIS 90034

Most notable in this series are chassis 90101, the car that finished third at le Mans in 1938 as part of the Chinetti team (90106), and the example offered here, chassis 90034, which finished first in class in the 1948 24 Hours of Spa. both shared external front lights for racing in the night, a split windscreen and the absence of rear spats in an effort to increase ventilation to the rear axle and brakes. both were clearly constructed and intended to race.

the others were built in the ‘new york’ style, named after the car shown at the new york auto Salon in 1937. except for one car on a t23 chassis, these were all t150-C short-chassis cars. Whether in the ‘Jeancart’

or ‘new york’ style, all these hand-built cars show minor differences, based on the original owner’s requirements. two cars in the ‘new york’ series had fully skirted front fenders, and headlamp treatment varied. Some with recessed headlamps were transformed to the bullet design early in their life.

Perfectly proportioned, these teardrop Coupes represent the pinnacle of the french streamlined design movement, combining race-bred technical competence with a brand-new design inspired by aerodynamic efficiency directly linked with advances in aviation. Most teardrops were designed to accommodate two people, but a few cars, including 90034, could accommodate three.

While all teardrops were quite unique, chassis 90034 may well be the most unique of all. It is the only example built on the longer lago Speciale chassis – some 30 cm, or 11.8 inches, greater than the SS. one can safely assume that the intent was to create a superb grand touring car; the result, embodied by this example, superbly meets the criteria.

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In the world of important french cars, provenance is second only to design, and 90034 stands as one of the best of the teardrops, having a continuous history from new, a commendable and unique competition record, and no history of fire, accident or deterioration. furthermore, all the car’s major components remain intact and together.

ordered new by antoine Schumann, 90034 was commissioned as the wealthy Parisian banker’s replacement for his figoni-bodied bugatti type 50. Schumann’s bugatti was a team car that he had purchased directly from the factory. Schumann, known to have been a close friend of none other than Pierre-louis dreyfus, naturally chose a talbot-lago. another interesting friend of Schumann was legendary race driver and automotive entrepreneur luigi Chinetti.

Chinetti was always a fan of the t150-C. So much so, that during an interview in automobile Classique, Chinetti rated the talbot-lago t150-C on par with the 2.9 alfa romeos he had known so intimately. Chinetti was the only official sales agent for the talbot-lago figoni teardrop Coupes throughout europe. at an astounding price of 165,000 francs, the lago Speciale ordered by antoine Schumann represented one of the most expensive automobiles in 1938.

It is important to consider that with Schumann being a race driver, and given his close relationship to both dreyfus and Chinetti, 90034 was undoubtedly a highly specialized order. one look at the teardrop’s exquisitely detailed dashboard shows an array of gauges, most of which are indicative of a race-bred motor car with a competitive purpose. the Schumann talbot-lago was fitted with an extraordinary number of accessories and one-off features, from the radiator to the exterior lighting and full-size sliding sunroof.

the Schumann talbot was given figoni production number 738, a number that can be found on the car in numerous places even today, as all of its stamped components remain intact and original. It was delivered to Schumann finished in a handsome shade of dark blue, as confirmed by both figoni records and previous visual inspection.

While it is clear that the lago Speciale has been repainted as many as five times, it is remarkable that the original dark blue could still be found in the panel fittings of the fenders and other areas, including behind the dashboard and inside the glove box prior to its restoration. It is so rare to see this aspect of a car’s originality, and to find it on something as significant as this teardrop Coupe speaks volumes to the talbot-lago’s integrity and provenance. obviously, as the car was fully restored these areas are no longer present.

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Sadly, antoine Schumann was killed while serving in the french army. the talbot had likely been hidden away during the war and was largely forgotten in light of the circumstances. the next owner was freddy damman, a young racing enthusiast who purchased the talbot in 1947. damman repainted it in light grey and prepared the lago Speciale for its racing debut at the 1948 24 Hours of Spa. driven by damman and co-driver and mechanic Constant debelder, 90034 took first in class.

freddy damman, in all his years as an automotive enthusiast, retained only one significant motor car for any length of time: the 1938 talbot-lago t150-C lago Speciale. His daughter related that it was this specific talbot that he loved the most, and while various ferraris and other talbots came and went, 90034 remained the centerpiece of his collection for approximately 30 years.

the talbot remained with freddy damman and the damman family for decades before being sold privately in 1979. It then passed through the ownership of renowned film producer and industrialist Michel Seydoux before being sold at auction in 1981. the purchaser was an avid motoring enthusiast and private collector who retained the

lago Speciale for 23 years. research reveals that by this point, the talbot had been repainted in a two-tone black and burgundy. later the car went to all black, nevertheless remaining entirely complete and having still not been fully restored. While in his ownership, it is understood that the talbot was featured in a film, requiring transportation to Mexico. While there, the owner drove the talbot daily.

the next owner fell in love with the car at first sight. an avid motoring enthusiast and collector of important cars, he intended to restore it for Pebble beach or to display as a piece of fine art. following acquisition, the engine received a light mechanical restoration, including a set of freshly rebuilt valves.

on a previous road test in 2005, the talbot proved to be an absolute delight to drive. fitted with the correct Wilson four-speed pre-selector gearbox, 90034 was noted to be a tremendously exciting car to drive. the driving experience, especially given its pure unrestored form, was likened to stepping back in time. that year, 90034 joined the collection of the late Mr. John o’Quinn, who embarked on a comprehensive restoration following his successful purchase.

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the talbot was restored to perfection by rM auto restoration, and now finished in a lustrous black with a beautifully matched textured tobacco leather interior, its appearance is even more impressive. Mechanically, the car was treated with equal attention to detail, leaving nothing untouched. a new radiator and core was fitted, everything synced to mechanical perfection and, as a testament to its excellent original condition prior to the restoration, even the original wood trim was retained and refinished. the results are simply outstanding, and the car is fully eligible for showing at the world’s most prestigious concours, including Pebble beach, amelia Island and Meadow brook, having never been publically seen in its current fully restored condition.

there is no question that the 1938 talbot-lago t150-C lago Speciale is a masterwork of art deco design. Its proportions and sweeping stance are a wonderful representation of the pinnacle of prewar french creativity and imagination. Crafted at the very height of art deco design in 1938, it is, like all significant works of art, virtually unmatched in its beauty, without peer or parallel.

Its appearance and availability marks only the second time this talbot has been offered publicly since 1981. Its history is continuous and uncontested since 1938, and its provenance is impeccable, while its mechanical and cosmetic condition are as excellent as one could possibly hope for in a car of such substance. Without argument, it truly remains one of the most stunning cars in the world today.

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1959 fErrarI 250 gt Lwb caLIfornIa SpydEr

thE 250 gt pInIn farIna SpydEr

towards the end of 1957, when the ferrari 250 Gt Pinin farina Cabriolet went into production, a prototype for another open-top car appeared, aimed squarely at the U.S. market. It was called the ferrari 250 Gt California Spyder and was thought by many aficionados to be one of the most beautiful cars ever to come out of Maranello – a view still held by many to this day.

the California Spyder’s development was spurred on by the recognition that Stateside buyers wanted a fast, sparsely equipped convertible ferrari sports car, the convertible counterpart of the tour de france berlinettas. Whether it was luigi Chinetti or John von neumann who first pointed this out to ferrari is immaterial. What is important, however, is that ferrari responded with the California Spyder.

these open cars were quite different in concept and execution to their Pf Cabriolet counterparts. the Pinin farina Cabriolet was based on the Pininfarina Coupe, a luxurious gran turismo. the California Spyder was a much sportier car, based on the dual-purpose berlinettas also designed by Pinin farina, though built in small numbers in Modena by Carrozzeria Scaglietti, which was partly owned by ferrari. the procedure was described by ferrari in their official history and catalogue as a simple one: “Pinin farina prepared the prototype, which was then sent to Maranello to be inspected by enzo ferrari. although the final decision was naturally his, the dealers also had an important say in the matter and were often called in to give their opinions.” Scaglietti would then take over: “His job was to produce the set number of ‘reproductions’ of the model and to equip himself for the task on the basis of the systems in use at Maranello, which was far more ‘artisan’ in approach than those used by Pinin farina.”

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Chassis No.

1489 gt

ENgiNE No.

1489 gt

spECifiCatioNs:

240 bhp, 2,953 cc, overhead-camshaft alloy block and head v12 engine, with four-speed gearbox, independent front suspension via a-arms, coil springs and telescopic shocks, and rear suspension via live axle, semi-elliptic springs and hydraulic shocks, and four-wheel hydraulic disc brakes. Wheelbase: 102.4"

EstimatE:

$2,500,000 – $3,250,000

lot 360

One of only 50 built

Delivered new to Prince Vittorio Emanuele di Savoia

Matching numbers

Multiple awards, including Platinum Award and Pebble Beach class win


California Spyder production began in 1958, and some 11 examples had been built by the time it was announced as a separate model in december 1958. all told, 14 California Spyders were built during 1958, with the remaining 36 cars built between 1959 and 1960, including at least three fitted with alloy bodies; they were constructed to full competition specifications.

Certainly in the case of the 250 Gt California Spyder, ferrari’s two US distributors did have serious input in the design of the new car. luigi Chinetti, who set up the first, and for a while the only, ferrari dealership in the US, later had all the territory east of the Mississippi

river, which amounted to about half the country. luigi Chinetti was also the founder of nart – the north american racing team, the racing arm of Chinetti’s distributorship. the other influential distributor was the austrian-born John von neumann, whose racing and dealership interests were based out of California.

both Chinetti and von neumann recognized a gap in the market for a higher performance open-top car in america that was not filled by the luxurious 250 Gt Cabriolet. It seemed obvious to base this car on the 250 Gt berlinetta (tour de france), which lacked a convertible version.

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the tour de france was originally known as the 250 Gt berlinetta. the tour de france nickname was added after the car’s domination of the legendary and grueling ten-day french event, in which the car’s performance, reliability and durability made it a success.

In the end, 14 California Spyders were built during 1958, with the remaining 36 cars built between 1959 and 1960, including at least seven fitted with alloy bodies, constructed to full competition specification. When the 250 Gt SWb (short wheelbase) berlinetta was launched, it was followed shortly thereafter by the corresponding SWb California Spyder, which was introduced at Geneva in March 1960. by the time production came to a close, a total of just 106 California Spyders had been built, 50 of them on the lWb chassis.

one California Spyder was entered by nart at Sebring early in 1959 and driven by richie Ginther and Howard Hively. It finished ninth overall (behind four testarossas and four Porsche rSKs) and won the Gt class. le Mans in 1959 conclusively demonstrated the performance of the California Spyder as the nart-entered, alloy-bodied car driven by bob Grossman and fernand tavano finished fifth overall.

chaSSIS no. 1489 gt

the original left-hand drive lWb California Spyder offered here, s/n 1489 Gt, was completed by the factory on September 19th, 1959 as the 32nd of 50 examples that would ultimately be built and was delivered new to its first owner Prince vittorio emanuele di Savoia of Italy, resident in Geneva, Switzerland. born in 1937, vittorio emanuele has led quite a colorful life and is the only son of the last King of Italy, Umberto II. He has lived most of his life outside Italy, primarily in Switzerland, following the referendum of 1946, whereby the Italian people voted in favor of a republic. He has worked in a variety of professions, from banker to aircraft salesman and was famously married to Swiss heiress and water skier Marina ricolfi-doria.

by 1962, 1489 Gt was offered for sale by German racing driver and car dealer Wolfgang Seidel in dusseldorf. the car was owned by dr. Hans Hardt of Waldernbach, Germany in the mid-1960s before it was exported to the United States in 1968.

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Mrs. ellis little of Greenfield, new Hampshire owned the car in 1970, and it has remained stateside ever since. It is known to have been in Philadelphia in 1980 at Mark Smith’s old Philadelphia Motorcar Corp. before being restored two years later at bob Smith Coachworks in Gainesville, texas. at that time, it was converted to covered headlight specification and repainted black with a red stripe and red leather interior.

In 1992 Smith showed the car during the 27th annual ferrari Club of america national Meeting in the Washington, dC area, where it placed first in Class three. Collector anthony W. Wang then showed the car at the exclusive

Pebble beach Concours d’elegance later in the year, where it again placed first in its class (Class M – ferrari Custom Coachwork through 1964). the car continued to participate in a number of events, including the blackhawk Collection invitational at danville, California and the third annual Colorado Grand in 1991.

anthony Wang sold the car to rM Classic Cars Inc. in May 1998. While in rM’s possession, the car attended the 1998 fCa national Meet in toronto, ontario, where it was involved in both the track day and the concours, at which it won a gold award.

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In September of 1998, richard Sirota, another noted collector from new york, acquired the car and brought it to the Cavallino Classic in Palm beach the following year, where it won the coveted Platinum award. In fact, Sirota also participated in the Colorado Grand in 1999. one year later it was sold to a very prominent collection in Japan and later shown in 2004 at the Quail – a Motorsports Gathering in Carmel valley. noted enthusiast enrique landa purchased the car in 2006, brought it back to the Quail the same year and, once again, participated in the Colorado Grand.

the current owner has enjoyed the car since the summer of 2008. It has fulfilled its objective in providing sunny afternoon drives, trips to concours and shows and is certain to fulfill those same for its new owner. few cars are as perpetually desirable, timelessly gorgeous and rarely available as a ferrari California Spyder. this is one of the finest examples we’ve ever offered.

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1971 LamborghInI mIura Sv

When the 1971 Geneva auto Show opened, the vaunted lamborghini Miura was five years old, and the Sv, the final and best version, bowed. the chassis was stiffened, and in the coming months a split sump oil system would be introduced to separate the engine and gearbox fluids, to the benefit of both.

Most visibly, headlight “eyebrows” disappeared, the rear track was widened and the fenders flared. the rear suspension wishbones were extended 1.5 inches and moved to the top of the frame instead of beneath it. In addition, the rear tires grew from seven inches to nine inches wide, and the wider fenders covered them.

With horsepower bumped to 385, the suspension changes also made the Miura more stable, and at 179.8 mph, it could claim to be the fastest production car in the world. Unfortunately, perhaps, the revolutionary Countach was also introduced at the Geneva show, so the Miura’s achievements were somewhat overshadowed.

nevertheless, anybody who bought a Miura Sv then can rejoice in the decision today. It is not only very rare but also extremely valuable. there was – and still is – something of a glow over the Miura. It was such an emotional project, a vehicle of passion, so to speak. the three designers who brought it to life in 1966, Giampaolo dallara, Paolo Stanzini and bob Wallace, were all in

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their 20s. dallara and Stanzini were recent engineering graduates, while Wallace was an expert Maserati mechanic. they were also fans of Colin Chapman and his lightweight unitized bodies and fascinated by eric broadley’s lola, which had evolved into the enormously successful ford Gt 40.

What they brought to the mid-engined Gt concept was an Italian sensibility and the ability to take something already small and make it even smaller and more sophisticated. for example, turning Giotto bizzarini’s engine sideways in the frame created a complex problem: how to position the clutch and transmission behind the block in such tight quarters?

the answer was to create a single casting directly anchored to the engine and an integral part of it. the chassis was aircraft-quality construction, with two side-rail boxes connected to a broad central tunnel and boxed trapezoid arms stretching out to the suspension. look at a diagram – it’s still mighty impressive.

the last part of the puzzle was the body, and after dismissing Pininfarina because of its ties to ferrari, lamborghini hired bertone and 25-year-old Marcello Gandini got the job. His sinuous design was both menacing and exciting, and both front and rear “clamshells” opened to illustrate just how brilliantly compact the whole design was. by the way,

Visit rmauctions.com to view all photos.Photography: Stephen goodal

Chassis No.

4942

ENgiNE No.

30668

produCtioN No.

661

spECifiCatioNs:

385 hp, 3,929 cc doHC transverse v12 engine, 4 Weber three-barrel carburetors, five-speed manual transaxle, independent front and rear suspension by coil springs and unequal length wishbones, four-wheel hydraulic disc brakes. Wheelbase 98.4"

EstimatE:

$800,000 – $900,000

lot 361

One of 150 Miura SVs (Spinto Veloce) built between 1971-73

Yellow, black leather interior, designed by Marcello Gandini

385 hp, 3,929 cc DOHC transverse V12 engine

Superb photo documented restoration

The world’s first “supercar”

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the Miura name came from a savage race of fighting bulls raised in Spain for the bullring by don eduardo Miura – the equivalent of rodeo stock contractors the Christensen brothers in the US.

the lamborghini Miura was immediately tHe supercar to have, and 465 P400s were sold between 1966 and ’69, many to the rich and famous. the first car was sent to the 1966 Monaco Grand Prix and planted in front of Monte Carlo’s Hotel de Paris the night before the race. late at night, ferruccio lamborghini had to push through a crowd to start the orange car to show a friend, at which point the crowd multiplied ten-fold. When bob Wallace drove GP legend louis Chiron around the track before the race, the triumph was complete.

a further 138 “S” models followed in 1969-71, with better brakes, stiffer frames and more efficient cooling (for the passengers). there were 148 “Svs” built between 1971 and ’73, although one was reportedly constructed for Canadian multi-millionaire Walter Wolf as late as 1975. not bad for a car that was seen as a publicity project that might sell 50 units…

Road & Track magazine road-tested a Miura “S” in april 1970, recording 168 mph and .85 g on the skid-pad, their highest number yet. they also couldn’t resist a chortle: “we were cruising along at a sedate 120, enjoying the scenery, when all of a sudden there was a Porsche 911S behind us, flashing its headlights and telling us to get out of the way. normally, polite souls that we are, we’d

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do just that. but not in the Miura S; instead we shifted down two gears and left the 140 mph Porsche a speck in the rear view mirror.” that brief example told the readers a lot about the Miura, and R&T also included the usual technical and performance statistics.

our subject car, #4942, was built on october 6th, 1971 and delivered new to German importer H. Hahn in yellow with a black leather interior. It is believed to have gone directly to Japan, where it was featured in the Japanese magazine Supercars’ tracking testing in 2004. While the number of owners in Japan is unknown, it’s clear #4942 was always a running car and not left to mummify in an air-conditioned mausoleum.

Sometime after the magazine article (in which, by the way, #4942 appears to be an incorrect pale yellow), the Miura was sold to a new owner who wanted it restored. the engine and gearbox were removed, and the yellow paint was stripped. the car was painted orange but covered with plastic before it had cured properly, and the finish was ruined. the restoration was halted at that point, and the car was sold to a rancho Santa fe collector “as is” in 2007.

the car was found to be extremely sound, with a mostly original interior, black leather seats with blue inserts and a black vinyl dash. the paint was what might be described in england as a “curate’s egg” – very good in parts. When the body was stripped, the original color was found in the

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door jambs, and it is in that correct deep yellow that the car has been repainted. the trim was all there, though some had been removed and was in boxes, along with the engine and transmission.

on the basis that nobody wants a partially restored 180 mph supercar, the Miura was stripped to its constituent parts and completely rebuilt. More than 400 photos documented the restoration, which took more than a year. the chassis was restored and found to be rust-free. the engine numbers are correct and original to the car, and the engine was rebuilt from the ground up, as was the zf five-speed transmission and limited-slip differential, Girling ventilated disc brakes, and suspension.

the electric system was replaced with new components. the interior was restored and has been upgraded to be full

leather – not just the seats – which was an option when the car was new. the car sits on its original Campagnolo magnesium wheels, shod in avon tires.

the restoration of this car was performed to better-than-new standards and without regard to cost. the head restorer aimed for a 100-point car, but concedes it is a couple of original hardware pieces away from that, which would be worth tracking down. nevertheless, the car won best in Class at the 2009 the Quail: a Motorsports Gathering, a very competitive class and thus a superb result that speaks for itself.

Since its restoration, this lamborghini P400 Sv Miura has been driven only 788 trouble-free kilometers. Many thousands lie ahead of it.

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1938 dELahayE 135mS SportS cabrIoLEtCoachwork by deVillars

dELahayE

delahayes have always been remarkable automobiles, but delahaye’s history began well before the dawn of the automobile with the establishment of M. brethon’s machine shop in tours in 1845. In the 1880s or ’90s, emile delahaye acquired brethon’s operation and began experimenting with gasoline engines. He built his first automobile in 1895, and in 1896, he drove one of his automobiles to sixth place in the Paris-Marseilles-Paris race. they were interesting, quick, responsive and often astonishing to look at.

adventuresome in their engineering, these early delahayes drew many comparisons to the better-known benz automobiles. emile had great reserves of ingenuity, however, not finances. this resulted in his selling of the company to the desmarais family, who recognized emile’s vision and continued to expand on it throughout the rest

of the company’s history. In 1898, delahaye took in two partners, leon desmarais and Georges Morane, and moved to a factory in Paris.

to organize and manage the new operation, they hired Charles Weiffenbach. “Monsieur Charles” would remain at the helm of delahaye through two World Wars and the next fifty-five years, guiding delahaye after emile delahaye sold his interest in 1901.

the post-World War I recession hit delahaye hard, exacerbated by a glut of war surplus US trucks which decimated delahaye’s truck market. It survived, aided by a marriage of convenience with Chenard et Walcker and f.a.r. tractor, but as the depression took hold a few years later, a change in its business plan was needed. Monsieur Charles – some say at the urging of ettore bugatti – initiated a drastic change in delahaye’s product strategy to create a performance image.

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Chassis No.

60123

ENgiNE No.

60123

spECifiCatioNs:

160 hp, 3,557 cc inline overhead valve six-cylinder engine, Cotal electro-mechanical four-speed gearbox, independent front suspension with transverse leaf spring, live rear axle with quarter elliptic springs, and four-wheel assisted mechanically actuated bendix drum brakes. Wheelbase: 114"

EstimatE:

$1,000,000 – $1,250,000

lot 362

The deVillars show car for 1938 Salon

Gorgeous light deVillars coachwork with 160 hp chassis and outstanding performance

Multiple awards including Best in Class at Pebble Beach


thE modEL 135

launched at the 1935 Paris Salon, the type 135 would prove to be delahaye’s mainstay for the rest of its lifetime. Historian david burgess-Wise describes it as “the keystone of the survival plan which delahaye, one of france’s oldest car manufacturers, had drawn up to cope with the crisis-hit thirties.” In fact, it survived into the forties and fifties.

the 135 featured a new chassis, designed by engineer Jean-françois, with welded box-section side members and pressed cross members welded to a ribbed floor. the engine

was a 3,557 cc oHv six, as used in the earlier type 138, from which the transverse leaf spring independent front suspension was also carried over.

the type 135 was a delight with its spirited and lively chassis, independent front suspension, light steering, and normally fitted with a buttery-smooth Cotal electromagnetic gearbox. In racing form, the 135 series was a fierce competitor, taking the first six places at the 1936 Marseilles race, a second at le Mans in 1937 (the 1936 race was cancelled), and first, second and fourth place at le Mans in 1938.

In 1938, a new, top-of-the-line model of the type 135 was introduced at the 1938 Paris Salon, the MS (Modifiee Speciale). Its power plant was a thoroughly updated version of the existing 3.5-liter six-cylinder engine. a larger cylinder head and bigger valves improved breathing, and horsepower was increased to 130 hp. With proper gearing and slippery coachwork, it could reach an incredible top speed of 110 mph. fitted with triple carburetion, output rose again to an astonishing 160 bhp.

Competent as the 135 may be, it is the coachwork that defines a delahaye. the greatest artists of the time created some of their best work on delahaye chassis; figoni et falaschi, Henri Chapron, letourner et Marchand, Saoutchik, Guillore, franay, and Graber were just a few whose art graced delahayes. However, if one coachbuilding firm deserved special distinction, it would have to be devillars – not by volume but rather by beauty.

dEvILLarS

frank Jay Gould, an american expatriate and scion of the legendary Wall Street financier Jay Gould, had taken up residence in nice, where he owned and operated the Palais de la Méditerranée, a grand hotel conceived and executed to cater to the financial and social elite of the time.

at the same time, Gould recognized a need among his wealthy friends for repair and service of their automobiles, and a business that would evolve into devillars as a coachbuilder was added to the firm’s repertoire. the company was named after a good friend dorothy, ex-wife of roland de Graffenreid devillars and established in 1932 at 53-55 boulevard de la Mission-Marchand in Courbevoie. built to have a capacity of 25 bodies per year, devillars’ output never came close to that figure.

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nonetheless, the firm’s clientele reflected Gould’s social connections, including Mme. louis arpels, louis breguet, ali Khan, and Prince Gourielli, husband of Helena rubenstein. the caliber of the firm’s work was also reflected in the chassis chosen to receive devillars’ coachwork, including rolls-royce, Cadillac v16, Mercedes 500K, bentley, Hispano-Suiza, and delage, along with, of course, delahaye. the firm’s work was highly regarded, with elegant lines, flowing curves and subtle shapes.

Waiting at devillars was a design originally penned for duesenberg and later adapted for the Mercedes 500K. It was not until it was redrafted for the delahaye that the beauty of this coachwork became apparent. Without the bulk of the duesenberg or the Mercedes-benz, the car, which had seemed imposing, was now svelte, the grace of its curves perfectly suited to the lower lines of the delahaye.

S/n 60123

a singularly beautiful design, s/n 60123 incorporated a flowing body envelope that was enhanced by a delightful body-side sweep. Its lack of running boards, accompanied by bright trim on the rocker panels and fender edges, gives the car its modern look. the raked “vee” windscreen and close-coupled two-passenger cabin results in a stunning and highly sporting appearance. It is important to note that while it is not difficult for a convertible to be made to look good with its top up, the reverse is much more difficult to accomplish. In the case of s/n 60123, this was accomplished with the disappearing top that neatly avoids the bulky top stack so often seen at the time.

the inspiration for the design is said to have been the alfa romeo flying Star, a landmark design executed by the house of touring in Milano. the result exceeded expectations, and s/n 60123 took pride of place on the devillars stand at the 1938 Salon, where it received international attention.

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another important advantage to the slim and elegant lines of s/n 60123 is that the result is one of the lightest bodies of its kind. Combined with the new 160 bhp chassis, the end product is a level of performance seldom, if ever, found outside the race track.

long thought lost, s/n 60123 was discovered by a french enthusiast in the 1970s, who elected to undertake a thorough restoration to the french standards of the day. the work was carried out by andre leCoq, one of france’s leading shops, and the restoration was recognized by a best in Show award at bagatelle.

the vendor acquired the lovely delahaye in 2000 and immediately commissioned a comprehensive restoration by highly respected Chicago area restorer fran roxas. the body was completely stripped and removed from the chassis which was then fully disassembled to the last nut and bolt.

although the body proved remarkably solid, several minor repairs were made to both the structural woodwork and the sheet metal. door fits were exceptional for the period,

a further testimonial to the quality of devillars’ workmanship. the chassis was blasted and painted, and each component – springs, axles, shocks and steering mechanism – was repaired as needed and refinished. the drivetrain was fully rebuilt, including the engine and accessories. a specialist was engaged to rebuild the Cotal gearbox, with the result that it shifts beautifully. few realize how strong these transmissions were – they were the choice of most french racing drivers at the time.

the restoration was completed in 2003, and the results were magnificent, with invitations received from virtually every major concours d’elegance, including both Pebble beach, where it won its class, and amelia Island.

Provenance, performance and appeal. above all else, one thing about this 1938 delahaye 135MS to which both the learned collector and the neophyte will agree – it is absolutely gorgeous.

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1967 fErrarI 275 gtb/4 bErLInEtta

Perhaps the most handsome street-going ferrari ever built, the ferrari 275 Gtb coupe maintained an iconic family silhouette through its four-year production. but enzo rang in changes thick and fast throughout the cycle, and the final 275 Gtb/4 – for four cams – is the one to find.

With 0-60 in 5.9 seconds, a 14.5-second quarter mile at 100 mph and top speed of 165 mph, performance is mind-boggling even by today’s standards. designed by Pininfarina and built by Scaglietti, it was clear that fresh thinking was evident at the 275 Gtb’s october 1964 introduction. low and menacing, the new coupe was accompanied by a rather bland GtS Spyder, as if mother had forced it to take its sister to the dance.

but both cars had independent suspension all round, with a de dion rear axle, for the first time. the five-speed transmission had been shifted to the rear axle as well, resulting in 50-50 weight distribution. although designed as a street car, the 275 Gtb evoked the 250 Gto racing

coupes, a point which was noted by a Car & Driver writer sitting in his host’s car late one evening after dinner: “you sit very low, wrapped in a round, firm bucket seat that reclines very sharply – arms and legs out straight, head cocked. the shift lever is close by, but on top of the driveline tunnel and unusually high. all of the controls are extremely light and positive, while the instruments are large, legible and well-placed. there is a very definite WWII fighter feeling...” and all this before he drove it.

the writer’s enthusiasm wasn’t dampened on the road, and he found even when the car was driven hard, “winding it tight in all five gears, throwing it hard into corners, trying to disturb its composure,” the 275 always did as it was bidden and did it so well “that the driver’s gaffes were kept secret.”

other writers were equally complimentary, and 440 buyers plunked down $13,900 for a 275 Gtb, when a Corvette Stingray cost $4,233.

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formula one driver Jean-Pierre beltoise took a 275 Gtb/4 on a de-restricted french autoroute in 1967, an experience recounted in the french magazine l’Auto-Journal. beltoise covered 46 miles in 23 minutes – including stopping to pay tolls. He commented that the journey was “in complete safety and the greatest comfort, without once having to use the brakes hard and carrying on a normal conversation with my passenger.”

beltoise was even more complimentary in summation. “It is first and foremost a serious and comfortable gran turismo, but it retains the lineage of a race car, in the response of the engine and the quality of the handling. the 275 Gtb/4 is one of the greatest automobiles created in our times,” he said.

the 275 Gtb might have been meant for the street, but lots of owners went racing. the

factory offered aluminum bodies and then built 12 lightweight cars meant for the track. these had six Weber carburetors instead of three, dry sump engines, big fuel tanks and altered frames.

racing lessons transferred to the next variation of the 275 Gtb when the nose was lengthened and the air intake diminished to reduce front-end lift at high speed. a single 25-gallon gas tank was replaced by two 12-gallon tanks and the rear window enlarged. valve seals were installed to reduce the exhaust smoke that had been a hallmark of ferrari v12s up to that point.

the second series cars of 1966 united the engine and the rear-mounted transaxle through a rigid torque tube, which eliminated the vibrations that had plagued earlier cars. a handful of racing Gtb/Cs were also built,


Chassis No.

10387

spECifiCatioNs:

300 hp, 3,286 cc doHC v12 engine, six Weber carburetors, five-speed manual transaxle, independent front and rear suspension by coil springs and wishbones, four-wheel hydraulic disc brakes. Wheelbase: 94.5"

EstimatE:

$1,000,000 – $1,200,000

lot 363

Superb, low mileage example with known history

First four-cam, dry-sump V12 engine fitted to a Ferrari street car

Designed by Pininfarina, built by Scaglietti

0-60 in 5.9 seconds; ¼ mile in 14.5 seconds at 100 mph; top speed 165 mph

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with thinner aluminum panels and plastic windows. one of them won its class at le Mans in 1966 and was 8th overall.

that fall, the 1966 Paris auto Show saw all the improvements in place in the Gtb/4, which also replaced the old SoHC heads with doHC heads, such as had been part of f1 racing ferraris since the early 1950s. the new Gtb/4 had six Weber carburetors and a dry sump engine with a 17-quart capacity and a raised center section in the hood to accommodate the new motor. the Gtb/4 would only be in production for 18 months with about 300 cars built, but as they say, the last examples of any model are always the best sorted.

the cancellation of the 275 Gtb/4 has been hotly debated in the years since, and there’s no doubt the model hit a sweet spot in terms of size and performance. but in 1967, ferrari was facing two threats to his market position, and they both came from america. the first issue was the upcoming 1968 emissions regulations, which were going to strangle his engines. and the second was ford, still smarting from its failure to buy ferrari and building the Gt40. Clearly, enzo needed a bigger weapon. the result

was the 365 Gtb/4 daytona, and while it was powerful and purposeful, it lacks the grace of the earlier car and the instant frontal recognition.

the car offered here is 275 Gtb/4 chassis no. 10387. It was built in September 1967 and delivered to its first owner, a Mr. bertuzzi, in Italy in october of the same year. It made its way to the U.S. in the early 1970s and next appeared advertised in the New York Times on July 13th, 1975, described as red with a black leather interior, new paint, new engine and other extras.

the car disappeared from the market place for 14 years, apparently in the happy ownership of Michael Greenblat of Muttontown, new york, who finally advertised it in the Ferrari Market Letter, volume 14, number 4 in february 1989. It was described as a recent restoration, including engine, brakes, paint and chrome, showing 49,000 miles.

In december 1989, #10387 was advertised again in the Ferrari Market Letter, volume 14, number 26 by berlinetta Motorcars of Huntington Station, new york. the engine was described as rebuilt 7,000 miles ago by f&f Motorcars and the car as repainted two years ago

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and showing 50,500 miles. the reader may conclude this was on consignment, as the ad reappeared in January 1990. by March 1990, Michael Greenblat was again his own agent, advertising #10387 in volume 15, number 5 of the FML, as a 90-point plus show car, with recent lacquer paint, that was absolutely perfect mechanically.

In december 1990, Carroll f. Cook, of Kea Classic Cars in nanuet, new york, advertised #10387 in FML volume 15, number 26, noting recent paint and describing it as mechanically excellent. ryuzo Kyoki next offered #10387 in the FML in february 1991 and again in March, also competing in the 27th annual ferrari Club of america national Meet and Concours at tyson’s Corner/Summit Point, West virginia and Washington, d.C.

In May 1994, #10387 was shown at the reading, Pennsylvania ferrari Concours by Wayne Carini. the next

record of it is in Japan, where the car won first in Class three on april 8th, 1995. by May 2006, #10387 was back in the US. Since 2006, its current owner has cared for and driven it sparingly. More recently, the current owner fitted new borranis and tires all round. new carpets were also fitted to the interior, and he invested great effort to make sure that the perfect alignment of all panels was reached.

over 43 years, #10387 seems to have received consistent care and has been enjoyed by a couple of long-term owners. It has clearly been well maintained and is a relatively low-mileage example of a late 275 Gtb/4, with the most desirable improvements. If you’ve read any of the late 1960s road tests and want to see what all the fuss was about, this could be your opportunity.

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1911 mErcEdES 38/70 hp SEvEn-paSSEngEr tourIng

Samuel Pomeroy Colt, nephew of the famous arms manufacturer, was born in Paterson, new Jersey in 1852. Called “Pom” by family and friends, he became aide-de-camp to Governor Henry lippitt of rhode Island and was given the honorary rank of “Colonel.” He founded the Industrial trust Company, a commercial bank later part of

new england’s fleet bank that eventually merged into the bank of america. a lawyer, he was appointed receiver of the national rubber Company, reorganizing it and merging it with other companies he had acquired to form the United States rubber Company, ancestor of today’s Uniroyal.

Col. Colt also dabbled in politics, representing his home city of bristol in the rhode Island legislature. He was elected rhode Island’s attorney General in 1882 and ran unsuccessfully for Governor as a republican in 1903. a progressive politician, he advocated for child labor laws and advanced the cause of property rights for women.

While planning a european tour in 1911, Col. Colt ordered a new 38/70 hp Mercedes through the new york agency. a well-equipped chassis, it was fitted with a hill-holder, exhaust cutout, tools and instruments. It was then consigned to Parisian coachbuilder vanvooren for installation of a seven-passenger touring body.

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Carrosserie vanvooren was founded in 1910 by achille vanvooren. Its fame would come years later, under the proprietorship of M-J dasté and his partner Guillemet, at which time it was renamed dasté & vanvooren. the firm became a licensee for Weymann fabric bodies, and dasté later patented his own flexible technique for body construction. after dasté left to head Hispano-Suiza, vanvooren became the de facto supplier of “house” bodies for that marque. bodies were also supplied to bugatti, rolls-royce and bentley, notable among them the Corniche prototype designed by Georges Paulin in 1939. bombing raids during World War II damaged the factory, and postwar revival was brief, comprising mainly delahaye bodies from 1947 to 1950.

the Colt family arrived in Paris in June 1912, accompanied by their chauffeur, J.

floyd Heustis. they took delivery of the car and completed the planned Grand tour. the Mercedes was left behind in france when the family returned home, to be used on future visits. In 1914, Col. Colt returned to europe, but his trip was cut short by the outbreak of war. the car was requisitioned by the french army for staff use. after the war, it was returned to vanvooren for refurbishment, then shipped to america for use at the Colt family residence in rhode Island.

Col. Samuel Colt died in 1921, but the Mercedes remained with his family until 1937. Chauffeur Heustis drove it frequently in bristol’s renowned fourth of July parade, the oldest continuous independence celebration in the nation. that year, ralph Kinder, a local florist, managed to buy it from the Colt family’s former secretary for $100. Kinder in turn sold it


Chassis No.

13496

ENgiNE No.

95319

spECifiCatioNs:

38/70 hp, 9,852 cc inline t-head four-cylinder engine, four-speed manual transmission with double chain drive, solid front axle and live rear axle with semi-elliptic leaf springs, and two-wheel mechanical brakes on transmission jackshaft and rear axle. Wheelbase: 138.7"

EstimatE:

$500,000 – $600,000

lot 364

Impeccable provenance with continuous history

Ordered new by Col. Samuel Pomeroy Colt

Massive Franco-Teutonic touring car

Pebble Beach trophy winner with excellent documentation

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to ralph Pewsey, a fellow car collector and early aaa racer. after Pewsey’s death, it was acquired by Webster Knight II. after Knight’s passing in 1967, it was purchased by ohio collector b. Scott Isquick, and while in his possession, the car suffered the misfortune of a fire in the early 1970s, but twinsburg, ohio restorer dale adams ministered to it for some 12,000 hours to bring it back to original condition.

the engine block had cracked but was repaired and baked with ivory vitreous enamel. In the process, it was bored out slightly, adding nearly an additional liter to its original 8,950 cc displacement. a retrofitted electric starter was removed at that time. a brass-bound varnished wood tool box from the left running board was reunited with the car after a four decade absence.

the Mercedes then became part of the otis Chandler collection in California, before being acquired by the late Mr. John o’Quinn at the Chandler auction in 2006.

Without question one of the most outstanding aspects of this Mercedes is the simple fact that it remains one of the most powerful, mechanically impressive of all chain drive brass era touring cars. the t-Head engine delivers over 70 horsepower, making it one of the largest motors of its time, not to mention rare, and in 1911 few cars could compare with the combination of power, speed and sophistication that this Mercedes would have offered.

Col. Colt’s Mercedes remains outstanding in all aspects. the paint, wood and brass are all in excellent condition, and the buttoned black leather upholstery is nearly perfect. the wheels and whitewall tires are superb. the recipient of aaCa Senior national first honors, the aaCa Cup for an outstanding restoration of a pre-1921 vehicle, the Mayor’s trophy at the louis vuitton Concours in new york City and the coveted ansel adams trophy at the Pebble beach Concours d’elegance, this mighty Mercedes remains the perfect contestant for the world’s most prestigious shows.

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2007 fErrarI fxx EvoLuzIonE

although he had many sports car building philosophies, enzo ferrari’s ultimate legacy is perhaps his simplest: for a machine to best reward its driver by providing tactile feedback and blistering performance on the open road, it must have a direct link to its racing heritage.

of course, enzo ferrari was hardly the first to suggest this notion of utilizing competition experience to develop road cars. He was quickly indoctrinated into the theory of consumer sports car production early on in his days racing alfa romeos through winding street courses linking tiny villages scattered throughout Italy and europe. yet it is arguable that enzo’s car company remains the only automaker to produce in volume a genuine sports car that is so clearly inspired by competition on a closed course. ferrari prides itself on applying what it learns on a race course to its products.

thE Enzo

It was fitting, then, that the engineers at ferrari chose enzo himself as the namesake for their most ambitious and advanced project ever: a high-performance, 12-cylinder, mid-engined berlinetta so closely linked to the automaker’s success in formula one racing that it could be called a competition car for the street.

Wrapped in angular Pininfarina-penned bodywork aimed more at aerodynamics than impressing show-goers – although it manages to do that, too – the ferrari enzo boasts technology lifted directly from the company’s formula one efforts. building on four consecutive years of formula one World Championships, ferrari transitioned away from the approach it had taken with the Gto, f40 and f50 that came before it.

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Chassis No.

ZffHx62x000142163

spECifiCatioNs:

860 bhp, 6,262 cc twin overhead cam v12 engine, four valves per cylinder, bosch Motronic Me 7 integrated digital electronic fuel injection, f1-type coiled sump lubrication, six-speed paddle-shift f1-style transmission, four-wheel independent front and rear suspension with wishbones, coil springs, anti-roll bar and telescopic dampers, carbon ceramic brakes with anti-lock. Wheelbase: 104.3"

EstimatE:

$1,800,000 – $2,400,000

lot 365

Ferrari’s most exclusive, highest performance production car

One of only 30 ever built

In the care of the Risi Competizione racing team from new

Evoluzione upgrades to 860 bhp

Visit rmauctions.com to view all photos.Photography: Khiem Pham

Pininfarina was commissioned to create an angular, aerodynamic shape that would inspire future high performance ferraris. the enzo clearly departs from the flamboyance of the f50, the aero-inspired wedge profile of the f40 and the voluptuous curves of the Gto. It stands on its own, yet it is uniquely ferrari and clearly linked to the latest formula one race cars.

ferrari’s engineers sought to create a driving experience and interface inextricably connected to the formula one cars then driven by Michael Schumacher. With a top speed of 350 km/h (217 mph), it was essential that the enzo’s aerodynamics keep it properly planted to the road. ferrari Gestione Sportiva, the automaker’s competition arm, sought a high degree of down-force that would still offer

flexibility for the numerous driving conditions which production enzos would encounter.

Unlike a dedicated formula one racecar, the enzo would not come with a dedicated pit crew to help optimize the car for differing road conditions. thus, the engineers created a series of active, mechanical spoilers that would automatically engage at certain speeds and work directly with the enzo’s three-mode stability control system for maximum grip at all speeds.

the enzo’s 12-cylinder engine heralded a new generation of flagship powertrains for ferraris. ostensibly based on the architecture of the award-winning and highly-vaunted v8 that powers the Maserati Quattroporte, the v12 nonetheless proved its merit on its own.

the cylinder head, with its pentroof-like combustion chamber and four valves per cylinder, is clearly derived from the company’s formula one technologies. Meanwhile, the enzo’s v12 uses a wraparound lubrication sump that incorporates the main bearings and a specific oil recovery circuit to increase lubrication efficiency. bosch Motronic Me7 engine management helps produce an impressive 110 horsepower per liter from the 6.0-liter v12.

for drivers, however, one of the most obvious formula one connections is the car’s gearbox. the semi-automatic f1 transmission tells its drivers when to select gears thanks to led lamps mounted on the steering wheel. although some owners complained of “abrupt” shifting during “normal” driving, the transmission’s 150 millisecond gear changes earned it a solid reputation on the track.

the blistering enzo would prove the gateway into a much more advanced series of engineering projects. fully living

up to enzo’s mantra, the sports car named after him has spawned a handful of variations aimed at enhancing the automaker’s performance development credentials.

thE fxx proJEct

Using the enzo as its base, the fxx took the concept to another level. Just 30 were built, each kept under ferrari’s close supervision and sold only to owners who would use them at select race tracks carefully selected by the automaker.

Powered by an up-rated 6.3-liter variant of the v12 that powered the standard enzo, the fxx was rated at 790 horsepower, and its upgraded aerodynamics package increased the top speed to 227 mph. to best take control of the power, the fxx utilized an even faster-shifting formula one transmission aimed solely at closed course use.

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from ferrari’s standpoint, the fxx’s most important technological innovation was its integrated data monitoring telemetry. While a “big brother” system of collecting performance information would hardly be acceptable for a street vehicle, the 30 fxx “test subjects” – including Michael Schumacher himself – were undoubtedly delighted to be included in ferrari’s product development process. nearly 40,000 kilometers of closed course use were logged during the fxx research period.

EvoLuzIonE

yet the fxx only proved a stepping stone to the most aggressive production ferrari ever delivered to consumers: the fxx evoluzione. ferrari integrated everything it learned during the fxx project into the fxx evoluzione. never before was ferrari’s street car development so integrated with its competition department.

the second generation evoluzione version is ferrari’s most advanced Gt car ever, built with an 860 horsepower v12, a sequential gearbox that can perform shifts in just 60 milliseconds and a curb weight of just over 2,500 pounds. the fxx evoluzione goes from zero to 60 in 2.8 seconds – an extraordinary, virtually unbeatable time.

virtually no part of the fxx has been left untouched by the evoluzione kit. Changes start in the engine bay, where the 6.3-liter v12 engine now develops a staggering 860 horsepower at 9500 rpm – 1000 rpm higher than before. Shifts are even faster at 60 milliseconds, versus 80 milliseconds for the old gearbox, and new gear ratios have been optimized for the new state of engine tune.

a new traction-control system also has been developed, which offers the driver on-the-fly adjustment through nine different settings, all controlled via a switch on the center console. the system was designed to be more responsive to individual driving style, allowing the car to adapt to the driver rather than vice versa. ferrari says another advantage to the redesigned traction control, when paired with new front suspension geometry, is decreased tire wear. the brembo brakes and Composite Ceramic Material discs have also been redesigned to double pad life.

the last big-ticket change is to the bodywork of the fxx. the evoluzione kit adds a new rear diffuser and rear flaps, which increases aerodynamic efficiency by 25 percent as well as rear down-force – both good ideas on a car able to exceed 200 mph.

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thE fxx EvoLuzIonE on offEr

the evoluzione we have the pleasure of offering here has participated in only three ferrari sanctioned and organized track events. It has had just one owner from new. at the last of these events at Mugello, the car suffered a minor off; the owner had already decided to upgrade the car to evoluzione specifications at ferrari’s Corse Clienti division after the event, and the car was sent to the factory for the upgrade. the evoluzione kit effectively transformed the car into a stage 2 fxx with upgraded specs, including a major boost in horsepower.

the car has been in the care of risi Competizione, the famous Houston, texas Gt racing team, for its entire life and has been stored at the race team’s workshop.

Included with the fxx are the technical documentation manual, two sets of wheels and the official fxx Programme container, which contains the fueling rig, data acquisition instrumentation, tools, electronic cables and other equipment necessary to run this very sophisticated racing car.

the opportunity to acquire a ferrari fxx is truly an opportunity unlikely to be repeated. the original 30 owners were all hand-picked by ferrari and were each dedicated ferrari clients and enthusiasts. thus, changes in ownership are rare, much less at auction. this car offers the best of fxx ownership – evoluzione upgrades, limited use and maintenance by the high-end, race-winning outfit of risi Competizione. this is the ultimate mount for the weekend racer!

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1953 fErrarI 212 IntEr coupECoachwork by Carrozzeria Vignale

by 1951, ferrari was sufficiently established to concentrate part of his production directly towards customers who would pay handsomely for an exclusive road-going car. He realized that with the prestige his Colombo v12-engined racing cars had achieved, he could sell very elite road cars, the sales of which would hopefully help underwrite Scuderia ferrari’s racing activities.

the 212 Inter was the newest road model in the continual evolution of the marque at the time. Contemporary performance tests gave 0-60 mph times of nine seconds, en route to 100 mph in 22.5 seconds. Several 212 Inter and export models proved successful in international competition, particularly in 1953 when ferrari won the tour of Sicily, the Coppa Inter europa at Monza, the tourist trophy, the tour de france and the Carrera Panamericana in Mexico.

by this time, ferrari’s most prolific body supplier was Carrozzeria vignale. In 1953, a stunning new design on the 212 Inter chassis was debuted by the brilliant turinese coachbuilder, later known as the “Geneva coupe.” this shape was both superbly proportioned and startling in its originality, including such jet-age styling elements as a low, rakish roofline and elegant tailfins.

In 1947, the year in which enzo ferrari built the first car to bear his name, Carrozzeria vignale won the second prize in a design competition held in conjunction with the turin auto Show and was soon receiving direct commissions from both fiat and lancia.

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enzo ferrari and alfredo vignale shared a consuming passion for their work, each insisting upon final approval of even the most seemingly insignificant details. although touring of Milan bodied most early ferrari road cars, by 1953 vignale had essentially replaced them as the carrozzeria of choice. the precise reasons remain unproven today, but many observers believe that touring designs had become safe and predictable, no longer able to win prizes at the high-profile international auto shows of the era. enter vignale and its star young designer Giovanni Michelotti. a master stylist, Michelotti later came to be regarded as the father of the trademark ovoid “egg crate”-type ferrari grille.

alfredo vignale turned out to be just the man to transform Michelotti’s inspired concepts into concrete designs. together they gave

ferrari a more aggressive and distinctive look than either touring or Ghia had.

alfredo vignale liked to describe himself as an artist in metal. for him, each new ferrari chassis was analogous to the sculptor’s block of marble, a new challenge to his ability to give concrete form to his flights of fancy, which he brought to life with a subtle blend of metal, glass and chrome. as such, there were no two vignale ferraris styled exactly alike, and the six Geneva coupes were no exception.

one of the most attractive of the Geneva coupes, this is the last ferrari 212 Inter bodied by Carrozzeria vignale. It is one of very few with all-alloy construction and left-hand drive. It also has the factory three-carburetor setup, with horsepower equaling the sports racers of the era.


Chassis No.

0289 Eu

ENgiNE No.

0289 Eu

spECifiCatioNs:

165 bhp, 2,562 cc v12 engine, triple Weber dual-choke carburetors, independent front suspension with unequal-length wishbones with an anti-roll bar and transverse springs, rigid rear axle with parallel trailing arms and semi-elliptic leaf springs, and four-wheel hydraulic drum brakes. Wheelbase: 102.4"

EstimatE:

$650,000 – $750,000

lot 366

The last of six “Geneva Coupes” by Vignale

Multiple Mille Miglia Storica entries

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Sold new to alfred Momo in new york, it remained in the U.S. until 2002 when it was sold to an enthusiast in Japan. a small roster of american owners includes well known ferrari collectors and authorities such as richard Merritt and Steve barney (who ran it in the Mille Miglia Storica in 1986 with co-pilot Gerald roush). In 1991, the car was invited for display on the lawn at Pebble beach with a group of historic racing cars and was often seen at the Monterey Historic races in subsequent years. the 212 became very well known on the West Coast, also participating in touring events such as the Colorado Grand and the Wine Country Classic.

after treating the ferrari to a comprehensive restoration, the previous Japanese owner ran the car in the Mille Miglia four times, each successfully with no mechanical problems whatsoever. a new grille was fabricated to accommodate a pair of flush-mounted, auxiliary driving

lights. In addition, the front seats were replaced during the restoration, and the originals are available. In its current ownership, the car joined a sizable collection of some of the most desirable collector cars and was always properly maintained by professionals.

today this 212 remains in excellent overall condition, finished in classic rosso rubino with tan hides. vignale may be considered the most glamorous of the early ferrari coachbuilders, and the Geneva coupes are among the most handsome of the vignale designs. this lovely example was built to the rarest, most desirable specifications, has proven event history and will certainly be welcome at virtually any classic motoring event in the world.

Vignale history courtesy of Marcel Massini, taken from his book ferrari by vignale, published by Giorgio Nada Editore S.r.l.

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1965 StraLE daytona 6000gt prototypE (ISo daytona)Giotto bizzarrini, often referred to as “the father of the ferrari Gto,” was one of the engineers who left ferrari during the infamous “Palace revolt” of 1961. He first joined the atS concern, later joining renzo rivolta’s Iso company, where he played a key role in the development of the Iso rivolta Gt production car. Iso also put in a strong showing in competition, not least of all at le Mans, where the number one car finished fourteenth in 1964 and ninth in 1965. these le Mans cars shared a similar mechanical specification to the road-going vehicles, particularly their basic chassis design and strong, powerful, american-built powertrains.

the car offered here began its life as an Iso rivolta Gt “stradale.” after suffering an apparent crash early on, it was acquired by exotic car dealer Carlo bernasconi of Milan, who commissioned a prototype for an Iso-based,

dual purpose competition Gt with the body shape to his own design, from master engineers and coachbuilders neri & bonacini of Modena (nembo). Its mechanical specification is similar to the le Mans Isos developed by bizzarrini, but the lightweight alloy body takes its cues from the ferrari Gtos and the landmark 250lM, with the addition of some delicate Iso-inspired detailing. the result was undeniably dramatic, beautiful yet purposeful.

originally known as the “nembo II” (the first nembo was a ford-powered competition Gt, with looks tied more closely to a bizzarrini), it was conceived as a prototype for a series of production cars to be marketed as the “Strale daytona 6000Gt.” the new car made its public debut at the Italian Grand Prix at Monza, where it was greeted with great excitement by the national audience, and featured in the

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Chassis No.

iR 330039

spECifiCatioNs:

490 hp, 327 cu. in. Chevrolet Corvette v8 engine, four Weber 48 dCo 2SP dual-choke carburetors, borg-Warner t10 four-speed manual transmission, independent front suspension with unequal-length double wishbones and coil-over shock absorbers, de dion rear axle with four-bar radius arms and Watts linkage, and dunlop four-wheel hydraulic disc brakes. Wheelbase: 96"

EstimatE:

$550,000 – $750,000

lot 367

An Iso Rivolta-based period prototype

A/k/a “Iso Daytona” or “Nembo II”

Lightweight alloy construction by Neri & Bonacini of Modena (Nembo)

Track-ready, fully sorted with numerous upgrades by Canepa Design

FIA and FIVA documents included

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

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august, 1966 issue of Road & Track. the article mentions that bernasconi was taking orders to be filled in three months at a cost of $9,500 US per copy, with advertised Chrysler 383 power for the production versions.

alas, it is believed that only two daytonas were built, of which chassis 039 was the first.

the daytona remained in the personal collection of bernasconi until 1991, when it suffered flood damage in florence. rescued by William binnie from its long term storage, it required a full restoration, which was entrusted to renowned Italian racecar specialist Paul lanzante in the UK from whom the car carries a photographic record detailing the enormity of the task. Ultimately rechristened the “Iso daytona,” (the name by which it is known and titled today), the rebuilt car demonstrated its performance capabilities winning the 1997 Italian national Hill Climb Championship in the Gt Prototype Class, followed by a seventh-place finish at the 6 Hours of Spa in 2000.

the daytona was sold in 2000 to its current owner, a west coast american collector and racer, who eventually had

a second full restoration commissioned. Some attractive exterior detail modifications were made at this time, such as the addition of a functional hood scoop for cooling purposes and an outside fuel filler cap for safety and convenience on the track.

Canepa design was commissioned for extensive chassis work that included many suspension upgrades to perfect the handling (a Canepa specialty), which features re-engineered geometry and corner-weighting. new 9-inch wide Campagnolo rear wheels were installed, running Good year blue Streak 600x15 tires. the suspension was lowered via newly fabricated and adjustable spring perches to provide a period-correct ride height. new rear trailing arms with relocated shock mounts, to accommodate the new wider rear wheels, were fabricated along with new roller-spline axles. Custom double-adjustable Koni shocks were designed to work with the new spring rates and lower ride height, while the rear suspension links and Watts link pick-up points were optimized for the new ride height. on the front suspension, the proper pre-load was set for all pivot points and keyed in.

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the Chevrolet Corvette v8 engine was completely rebuilt by ron Shaver, and a crossover Weber manifold with four 48 dCo 2SP Weber carburetors was added, pushing output to 490 hp. a new borg-Warner t10 gearbox was installed, and the rear differential was rebuilt. Inside, the roll bar was redesigned and hidden, while new tan and black quilted leather upholstery was installed, along with additional gauges in an attractive binnacle, and the side windows were changed from sliding to a pull-up system, more typical of the period. the daytona made its next debut at the Monterey Historic races at laguna Seca in 2004, where a notable fan of the car’s design, none other than Phil Hill, autographed a door panel.

the engine has since been dyno-tuned, the Weber carburetors re-jetted and a full pre-race service performed and maintained to the present day. as a result, the Corvette v8 produces genuine 490 hp and 434 ft-lbs of torque. the car

has been track-tested on numerous events and is presented in race-ready condition, capable of besting competition-specification Corvettes and 289 Cobras. In addition, the car comes with a complete second set of wheels and tires (fob Washington state). a comprehensive document book containing period articles and restoration details and photos will be available for review at the auction site, as will its fIa paperwork and fIva card, authenticating the identity of this strikingly interesting car.

With its Iso, bizzarrini and nembo dna (“nembo” means “up in the sky” in Italian, a common reference to “Superman”) this historic and unique dual-purpose Gt, resplendent in bizzarrini rosso livery, is ready to continue its successful historic competition career or perhaps make an immensely satisfying and thrilling return to the road for any of the popular rally/tour events such as the Colorado Grand.

Photo Credit: bob dunsmore

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froM tHe ColleCtIon of Mr. JoHn M. o’QUInn

1928 hISpano-SuIza h6c convErtIbLE SEdanCoachwork by Hibbard & Darrin

as the name implies, Hispano-Suiza was a cosmopolitan marque, with Swiss and Spanish origins and a parallel manufacturing base in france. the Swiss engineer Marc birkigt had designed the barcelona-built Castro, which became the basis for the first Hispano-Suiza of 1904. birkigt then embarked on a range of well-built t-head fours,

of which Spain’s King alfonso xIII became enamored. by 1913, overhead cam engines were introduced, but with the outbreak of World War I, Hispano-Suiza turned to aircraft engines, under the direction of birkigt with the hands-on engineering by louis Massuger, who was also of Swiss descent.

rather than machining cylinders out of steel, as was the contemporary practice, Massuger and birkigt developed a cast aluminum design with thin steel liners, which made the engine stiffer, lighter and easier to build. the initial design was a water-cooled v8 with shaft-driven overhead camshafts. this a8 engine was eventually built in france, britain, Italy, the United States and Spain.

after the war, however, Spanish automobile developments were overshadowed by those of a new factory in france, which had opened in 1911. Most significant of these was the H6 of 1919. described by

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british historian t.r. nicholson as “the last word in advanced transport for the rich,” it was powered by an overhead cam six of 6.6 liters. following from the proven aircraft practice, it was cast in aluminum with steel liners. a fixed-head design with two valves per cylinder, it featured a seven-main-bearing crankshaft with full-pressure lubrication. a light, rigid chassis resulted in excellent performance, and servo-assisted brakes with finned aluminum drums assured quick stops. It was succeeded by the H6b in 1921.

the H6C, a more sporting model, arrived in 1924 and was built alongside the H6b. With a larger, 7.9-liter engine, it was capable of 110 mph. the prestige of Hispano-Suiza was not derived from performance alone. Much of its renown came from the bodies which graced its chassis, created by the likes of franay, d’Ieteren, Proulx, Pourtout, Henry binder and labourdette. Characterized by individuality and elegance, they attracted celebrities, nobility and royalty, not to mention the wealthy bourgeoisie. notable among these bespoke bodies were the creations of Hibbard & darrin.


Chassis No.

M1120900

ENgiNE No.

320104

body No.

4150 1R

spECifiCatioNs:

160 bhp, 7,983 cc SoHC inline six-cylinder engine, three-speed manual transmission, solid front axle and live rear axle with semi-elliptic leaf springs, and four-wheel servo-assisted mechanical drum brakes. Wheelbase: 133.3"

EstimatE:

$350,000 – $450,000

lot 368

Iconic cosmopolitan marque

Distinctive body design by Howard Darrin

Formerly of the Arturo Keller Collection

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Hibbard & darrin resulted from the collaboration of two american designers, thomas Hibbard, a founder of lebaron, and Howard “dutch” darrin, an ingenious entrepreneur from new Jersey. Introduced by a friend, they immediately hit it off and ended up in Paris in 1923 selling Minervas. Sensing a market for luxury bodies on upscale chassis, their company, Hibbard & darrin, arranged with van den Plas in brussels to build them. Subsequently, the construction was shifted to d’Ieteren frères, but when business improved significantly, Hibbard & darrin established their own shops on the periphery of Paris, while designing and selling cars from a prestigious location on the Champs-elysées. by this time, the chassis included Mercedes-benz, Packard, Stutz and Hispano-Suiza as well as Minerva.

this Hispano-Suiza H6C carries a distinctive body style designed by darrin himself. Sometimes rendered as a dual-cowl phaeton, its hallmark is a snug-fitting convertible top with an inverted triangle between the front and rear doors. this took the form of a flap of canvas from the top itself, rather than the metal post used by most convertible sedans, and had the virtue of being easily snapped upwards when an “open-side” configuration was desired, with side windows fully lowered.

Purchased privately by the late Mr. John o’Quinn, the car had been in the esteemed collection of former Pebble beach winners arturo and deborah Keller. though an older restoration, this car has aged quite well. the paint retains a good shine, with only minor cracks at the front fenders

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and shroud panel beneath the grille. all brightwork is in good condition, and the dark brown canvas convertible top is in excellent shape. the seats are upholstered in cream-colored leather. all interior wood trim is in excellent condition, and its contrast with the aluminum instrument panel is stunning. the chocolate brown carpets are nicely accented with cream piping.

dual whitewall side-mount spares on chrome wire rims highlight the exterior, while the engine compartment is correctly and artistically detailed. the polished aluminum firewall acts as a virtual mirror to the impressive engine. this car represents the best in Continental motoring with a dash of new World inspiration in its coachwork.

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1937 StudEbaKEr “ExtrEmELInEr” woodIE cuStom by poSIES

Ken “PoSIeS” fenical’s “extremeliner” is an art deco, wedge-shaped woodie influenced by the mid-1930s Cord 810/812 and lincoln zephyr. Sporting a unique look and delicious proportions, it took the custom world by storm, winning countless awards and redefining the custom car movement’s direction. every design element challenges the viewer, representing nothing short of a milestone custom.

fenical began with the headlights, grille and front fenders from a 1937 Studebaker, but after carving up those components and then adding countless freshly fabricated details, the result leaves virtually none of the long-gone South bend, Indiana marque’s heritage. Instead, this remarkable effort takes customizing into a realm previously reserved only for concept cars.

development of the “extremeliner” began in 1994. the process took five years to complete. PoSIeS says he was influenced by andre dubonnet’s streamlined “xenia” coupe of 1937, which was built in france on a Hispano-Suiza chassis. However, there are many art deco influences at play here as well, from cars as diverse as the Cord 810/812 and the lincoln-zephyr, as well as the figoni et falaschi-bodied delages and delahayes of the late 1930s. that said, this car is completely unique, exemplifying PoSIeS’ inimitable style.

thom taylor, hot rodding’s premier artist, produced a series of detailed sketches that helped PoSIeS and his talented crew execute a creation that broke every mold and helped underscore just how sophisticated contemporary customs have become.

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a one-off tubular steel frame became the extremeliner’s foundation. that curvaceous unibody, with its steel framework and 20-gauge steel panels, was entirely handmade at PoSIeS, along with the aluminum hood and fender skirts. the exterior panels were initially hand-fashioned of wood to make molds, which were then cast in fiberglass and painstakingly wood grained to simulate the real thing.

all the exterior panels were blind-mounted from inside, and then the fasteners were covered with jute and bamboo interior materials. the carpeting is sisal, while the upholstery is tan leather with an ostrich graining. It is exotic, to be sure, but this car is fully usable and strikingly beautiful. Glaspro, of Santa fe, California, fabricated the window glass. Incredibly, there is not a flat piece of glass, or for that matter a straight line, on the entire car. the editor of Street

Rodder magazine, brian brennan, called the resulting car “a study in radiused curves.”

Inside, there’s a three-bar steering wheel, a custom, multi-slotted and layered center console, vdo instruments, teas design seats, vintage air, a full-on alpine/Kicker stereo system, and accoutrements that complement the deco feel. other deco influences include the grille bars, decorative tri-bar wings on the steering wheel, hubcaps and fender skirts, the long, gracefully tapered skirts themselves and the winged bumpers. Hella lamps in front and custom taillights on winged stands help light the way. famed Parisian coachbuilders Joseph figoni and ovidio falaschi would recognize the intent of this custom, and we think they would approve.

the running gear is totally state-of-the-art; the power plant is a ’94 Corvette 350-cu. in.


Chassis No.

Sw108116pA

spECifiCatioNs:

400 bhp, 350 cu. in. Chevrolet lt-1 v8 engine, modified GM 700-r4 automatic transmission, custom tubular chassis, independent front suspension and live rear axle, four-wheel coil-over shocks, and hydraulic front disc, rear drum brakes. Wheelbase: 116"

EstimatE:

$175,000 – $250,000

lot 369

Built by Ken “POSIES” Fenical

A world-famous Art Deco-inspired custom creation

1994 Chevrolet Corvette LT-1 power, GM automatic

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lt-1 v8 with edelbrock valve covers and an edelbrock/bbK 58-mm throttle body and Corvette catalytic converters, fitted with a deltrans 700-r4 automatic transmission. the independent front suspension features coil-over shocks and 11-inch disc brakes, while a Currie-modified ford nine-inch rear end mounts drum brakes. a Mustang II rack and pinion steering unit provides control, while custom 17-inch front and 16-inch rear wheels mount bf Goodrich Comp t/a radial tires. the slanted radiator is a custom Walker unit. a fiberglass, designer engine cover is visible when the multi-layered hood is raised.

the dramatic PPG paint finish, called “luminescence Gold razzleberry,” was a first when it was applied to the extremeliner. the unusual shade complements this car’s marriage of light and dark wood graining, and its light-induced changeability lends a sense of movement to this car, even when it is at rest. the extremeliner’s exaggerated yet perfectly defined shape epitomizes the essence and timelessness of art deco design.

although it started with a familiar silhouette, that of a long-roofed two-door station wagon, the visual presence of the finished extremeliner has been stretched and curved into an artistic exaggeration of the wood-bodied genre. the extreme windshield rake, the sweep of the flowing fenders and door panels, the tapered lights and the repetitive horizontal wing theme work to intrigue the onlooker, then please the eye repeatedly as the viewer discovers more exquisite details.

extensively featured in virtually every rodding magazine and lauded and celebrated at the top custom car shows, the extremeliner truly represents the high-water mark of the custom car scene during the 1990s. Its provenance and collectability today are unquestioned. Without doubt, Ken “PoSIeS” fenical is one of the acknowledged masters of contemporary custom-car design and execution. the fortunate buyer of the extremeliner will own a one-of-a-kind, award-winning car and one of PoSIeS’ finest creations.

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1966 ShELby 427 cobra

ShELby’S bIg bLocK cobraS

although the 289 Cobra was well proven in competition, by the mid-sixties it was becoming clear that something was lacking. every year, more power was needed to stay competitive, and ford’s 289 had reached its reliability limit at around 380 or 390 hp.

one of the Spark Plugs of the mighty 427 Cobra was racing driver Ken Miles, who had designed, built and raced many lightweight “specials” – one-off cars, usually with powerful engines. Miles thought the idea of a Cobra with an even bigger engine might work. If there was any doubt about the need, it was eliminated when the Shelby team arrived in nassau for Speed Week in 1963 and were confronted with Chevrolet’s new Corvette Grand Sports, which were more than nine seconds a lap faster than the Cobras!

although Carroll Shelby had been promised a new aluminum block version of ford’s 390 engine, internal resistance developed from the naSCar faction inside ford, and he was forced to make do with the cast iron 427. although reliable at 500 hp, the engine was so much heavier that a complete redesign of the chassis was required to ensure that the car would handle properly. the result was a new chassis with bigger main frame tubes, five inches wider and with coil springs all around. With

the help of ford’s engineering department, the necessary work was done, and the 427 Cobra was introduced.

big block Cobras were eligible for Production Competition in SCCa (Sports Car Club of america) regional and national racing. by 1964 the SCCa had evolved a method of selecting their national champions. the winner in each geographic division was pitted against all of the other winners for a final shoot-out at the end of each season. this was called arrC or american road race of Champions. “427” powered Cobras raced in SCCa’s top class called “aP” (a-Production), and Shelby’s powerful snakes totally vanquished the opposition, mostly big block Corvettes, for several years beginning in 1964. Usually taking all three podium spots, drivers like ed lowther, Sam feinstein and Hal Keck always figured prominently in the standings, but it was a young and quick fresno, California driver named dick Smith who impressed the media by winning three back-to-back a-Production arrC’s (1965, 1966 and 1967) in his #7 427 Cobra.

Shelby’s big block cars were never mass-produced – at least by detroit standards as just over 300 were built, including 260 street cars, 23 full comp cars and 27 SC (semi-comp) Cobras.

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Chassis No.

cSx 3265

spECifiCatioNs:

550+ bhp, Holman Moody prepared 427 cu. in. side oiler high riser v8 engine with dry sump lubrication, four-speed ford “top-loader” transmission, four-wheel independent suspension and Girling disc brakes. Wheelbase: 90"

EstimatE:

$675,000 – $800,000

lot 370

Two owners from new

“No stories” history with multiple awards

Original Holman Moody 427 side-oiler producing well over 550 bhp

Less than 11,000 miles from new


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EarLy hIStory of cSx 3265

the Cobra offered here was billed by Shelby to downey auto Center in downey, California on october 19, 1966 with a cost of $6,145. In august 1967, Harold everett bought #3265 through a texas dealership and had it delivered to Wells, nevada. Initially everett raced the Cobra with minor modifications, including a roll bar, in local SCCa regionals along with a formula ford. (the performance contrast of his two racing machines boggles the mind!)

In the 1970s, everett dismantled the car in preparation for a conversion to full blown a-Production racing specification. He had over the years acquired a Holman Moody side oiler, dry sump 427 engine, fully adjustable front and rear suspension systems, a 22 gallon atl fuel cell and many other period oe Shelby racing parts. Sadly, Harold everett succumbed to injuries suffered in a motorcycle accident before his Cobra project was completed.

In July of 1983, everett’s widow offered the car for sale: “1966 Cobra 427, original owner, 10,000 miles, disassembled, too much new to list.”

the present and second owner managed to purchase CSx 3265 in 1985 and, following a lengthy restoration, has now enjoyed the car on road and track events and for Shelby american automobile Club (SaaC) shows for the past quarter century.

cSx 3265 – rEcEnt hIStory (1985-2010)

the current owner’s story of how he acquired this Cobra makes for interesting reading:

“all my life I’ve wanted a Cobra – well at least after I saw one in 1963 at age 10. by the time I was licensed to drive, Cobras had evolved into serious big block beasts, but my wallet had not achieved as much muscle as the car, so an acquisition continued to elude me.

My hopes were however revived when I heard rumors of a 427 now owned by the widow of a man who had bought it new in 1967. My friend dean Gayton, an SCCa Chattanooga region official, knew the widow, and a visit to see the car was arranged.

following directions, I found the property where Harold had brought CSx 3265 home to “roost” – in a chicken coop! after my eyes adjusted, I helped to pull back the old tarp, revealing her magnificent curves, now in bare aluminum. the seats and original interior were still in place and in good condition, but the driver’s seat held an odd-shaped rather heavy container. Seems that Harold’s widow had honored his first love by placing an urn containing his ashes in the driver’s seat! Hmmmmmmm.

I had found my Cobra and one I could afford to restore in a manner that would respect Harold everett’s original vision.”

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a nEw LIfE for cSx 3265

the meticulous restoration process, which the second and present owner undertook, consumed some eighteen years and was finally completed in 2003 when he displayed our Cobra at the 28th nashville, tennessee SaaC Show. the best testimonial to the quality of the restoration and attendant upgrades is likely the unusual official results of that weekend – not only was CSx 3265 awarded 1st in the 427 Comp Cobra Class, but it also won best Cobra overall of the entire show!

In order to create a true “dual purpose” Cobra – equally home on the road or proficient on open track days – many normal upgrades were incorporated. these include a total change to Grade 8 fasteners throughout as well as improvements to the suspension, brakes and fuel systems. (Please ask an rM Car Specialist to review the car’s files for a detailed list of the work.)

the blue-printed, balanced and carefully assembled original Holman Moody 427 engine, now developing in excess of 550 bhp, deserves a mention. It is a dry sump

side-oiler with high riser of standard bore with le Mans rods, Hank the Crank shaft, forged pistons, Comp Cams solid lifter cam and Harland-Sharp roller rockers. oiling is by an oe 14 quart dry sump system with an oil cooler remote dual filter and is pre-oiled by an accusump, hidden under the dash. the original high-rise heads (C4ae-6090f) are filled by a custom 850 CfM double pumper Holley carburetor. the original 4-speed top-loader is hooked to a lakewood bell housing, Hayes comp clutch assembly and aluminum fly-wheel.

as a low mileage example still showing less than 11,000 miles from new, CSx 3265 still retains its factory original body panels, most of the interior, all chrome, head and tail lamps, wiring harness, Serck radiator and cooling fans, transmission shifter and linkage, 3:31 rear end gear and even the soft top frame, top, wind wings, side curtains, tonneau cover and jack.

Painted in the correct 1965 427 Cobra color of lincoln Silver Mink, a purchase of CSx 3265 offers a lucky new caretaker an exciting entry to a diverse variety of collector car venues.

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1936 mErcEdES-bEnz 540K SpEcIaL cabrIoLEt

the spiritual descendent of the legendary Mercedes-benz SS/SSK, the 540K was introduced in october of 1936 as the successor to the remarkable 500K. With more than 180 hp available, they were advertised as the fastest regular production automobiles in the world. Highly advanced for the time, they also benefited from some of the most striking coachwork of the prewar era.

no other automobile company has so consistently lead the field, literally from the very beginning of the industry. Credited with the first production automobile, no company has been in production longer. Steady improvements meant that by the first decade of the 20th century, Mercedes’ racecars were dominant worldwide. on the street, the massive cars had no equal for sheer elegance, power and speed.

by 1922, a supercharged six-liter engine was married to a shortened wheelbase. the result was considered the fastest touring car of its day, producing an outstanding 160 horsepower with the supercharger engaged. the S-Series followed, soon developed into the SS and SSK models. More than any other, it was this series of supercharged six-cylinder cars that established Mercedes-benz’s international reputation.

In its fully developed form, the supercharged 7.1-liter engine of the SSK could reach a staggering 300 hp, powering its lightweight streamlined coachwork to an unheard-of 147 mph. the overwhelming performance of the SSK resulted in many victories for Mercedes-benz, and perhaps the most important of these were rudolf Caracciola’s wins at the 1931 Mille Miglia and German Grand Prix.

by the late 1920s, the S, SS, and ultimately the SSK chassis were proving to be the engineering masterpieces of the time. few today remember that it was the legendary dr. ferdinand Porsche who developed the dominant characteristic of the engines – their superchargers. responsible for all engineering for daimler from 1924 until 1929, he laid the foundation upon which the eight-cylinder cars would be built.

following the merger between daimler and benz in 1926, a brilliant young engineer named Hans nibel joined the company. He was named joint Chief engineer, along with dr. Porsche, before being named technical director of daimler-benz aG in 1929 after dr. Porsche’s resignation.

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Chassis No.

130913

spECifiCatioNs:

180 bhp, 5,401 cc overhead-valve, inline eight-cylinder engine with driver-activated and gear-driven supercharger, twin updraft pressurized carburetors, four-speed manual transmission, independent wishbone and coil-spring front suspension, independent swing-arm rear suspension, and four-wheel hydraulic drum brakes. Wheelbase: 128"

EstimatE:

$1,100,000 – $1,300,000

lot 371

Complete with known history from new

One of only 419 540K chassis built and a very rare Special Cabriolet example

Supremely desirable and beautifully styled supercharged Mercedes-Benz


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It was under nibel’s direction that the eight-cylinder cars were designed. although it is difficult today to guess at the motivation at the time, it seems fair to suggest that the SS had been successful not only on the track but in the coachbuilder’s galleries. the factory coachworks at Sindelfingen had already earned a reputation for top-quality workmanship – perhaps the best in europe. luxurious, well trimmed, and smartly designed, they were well suited to a top caliber chassis.

Clearly, there was more money to be made in catering to the carriage trade, and that probably triggered the desire for a more refined chassis, albeit one that would preserve Mercedes-benz’s reputation for engineering excellence.

the first result, introduced in 1933, was the 380, a supercharged overhead-valve inline eight-cylinder engine. Power output was modest at 90 bhp naturally aspirated or 120 bhp with blower engaged, but its refinement and smoothness revealed its potential. With its attractive Sindelfingen-built coachwork, 157 chassis were built. Performance was acceptable, if not outstanding, particularly with the heavier and more-luxurious coachbuilding that customers demanded.

advEnt of thE 500K and 540K

recognizing the need for more power, in 1934 Mercedes-benz introduced the 500K (“K” for Kompressor, which is German for supercharger). With power increased to 100 bhp or 160 bhp with the supercharger engaged, the cars were finally among the fastest grand touring cars of the time. even though the 380 had been supercharged, the K designation and new external exhaust left no doubt about the car’s very special chassis.

a total of 342 cars were built before the introduction of the 5.4-liter 540K in 1936. although similar in many respects to the 500K, the new 540K offered even more power: 115 bhp naturally aspirated or an impressive 180 bhp with the blower engaged. a 12-inch increase in wheelbase to 128 inches improved ride quality and gave the master coachbuilders at Sindelfingen the freedom to create even longer and more elegant bodylines.

according to Jan Melin in Supercharged Mercedes-Benz 8, just 419 540K chassis were built before production ended in 1940. eleven cataloged body styles were created for the 540K and carried out by Sindelfingen, with each one a masterpiece of the coachbuilder’s art. the new longer wheelbase allowed the hood to be extended, and this, combined with the raked v-shaped radiator and external exhaust pipes, gave the car its undeniable visual presence. long sweeping fenders, gently skirted, added to the visual impression of length, while chrome accents highlighted the lines and add a sparkling elegance.

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Chassis 130913 as pictured when new in Jan Melin’s authoritative book.

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although Sindelfingen built a variety of Cabriolet bodies, designated “a” through “d,” a handful of special bodies were also built. the example offered here is one of the most striking of these.

chaSSIS 130913

the original owner of s/n 130913, William a. burden, took delivery in Paris, although Mercedes-benz factory records indicate the car was shipped to new york. there are several possible explanations, but the most likely of these is that the car was ordered through the new york agency but then diverted to Paris at burden’s request. Mr. burden was the patriarch of an established and very wealthy east Coast family with the grandest homes in new york City and relationships to other established families, the vanderbilts included.

In a letter written in 1969 by burden to the car’s second owner, Herbert Jaffe of Woodbury, new york, burden relates that he “drove it abroad for several summers, then brought it to the United States.” He goes on to describe the other Mercedes-benz models he had owned before buying the 540K, including a Model K, Model S, SS, SSK, and 770!

even more interesting is burden’s explanation of the car’s striking styling. His intention was to “produce something

that would give an effect similar to the racing Mercedes

of that period,” but as one can see from the car, the results were somewhat different. nonetheless, the Mercedes-benz is truly remarkable. With its skirted rear fenders and fully disappearing top, it is very sleek looking, while the car’s unique and graceful radiator shell and twin rear spares give the body a french-influenced european flair.

the prior owner acquired the car from roy Jaffe in 2005 before it joined a large private collection in 2007. today, it continues to benefit from the comprehensive professional restoration that was commissioned by Mr. Jaffe and completed by lavine restorations of nappanee, Indiana. Mechanically, the restoration included a comprehensive rebuild of the original roots-type supercharger, and in addition, the chassis, suspension, steering and braking systems were restored with all parts either reconditioned or replaced.

Particularly notable is the high quality of the paint, chrome and trim, and during restoration, the original coachwork was found to remain in remarkable condition. all bright trim was properly repaired, straightened as needed and triple plated. the interior trim and the convertible top were expertly tailored, using the original upholstery pieces as patterns.

the result is an exquisite example of one of the most important of all Mercedes-benz automobiles, the legendary 540K. More importantly, it stands as a singular example of the influence an important client could have on the design of a special car.

286


1933 pIErcE-arrow twELvE convErtIbLE SEdan

this stately 1933 Pierce-arrow twelve was reportedly sold new in Hollywood and purchased by famed screen star Carole lombard, who tragically died in a 1942 tWa plane crash. In 1944, it was acquired by Mr. richard riggs, who moved to Portland, orland, putting the car into long-term storage during which time it passed to his nephew, Mr. Samuel Merrell.

noted enthusiast and Pierce-arrow marque historian Mr. Pat Craig acquired the car from Mr. Merrell in 1998 and embarked upon a comprehensive professional restoration to the highest possible standards. as a noted Pierce-arrow authority, he determined that this lebaron-bodied Convertible Sedan is the sole remaining example of its kind today.

the prior owner acquired the Pierce in January 2004 and immediately furthered its overall mechanical fitness and driving experience. Cosmetic improvements included repairs to the finish in high-stress areas, correct mirrors were installed on the dual metal side-mount covers, and the rear-mounted trunk was freshened. the cowl, which had developed slight cracking, was also fully repaired, as were the hood panels, ensuring their overall proper fitment. other cosmetic work included attention to the running boards and sill plates, which were returned to concours condition.

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Mechanical work began with a thorough inspection followed by a major engine overhaul; the water jackets were removed, cleaned, polished and refitted with new gaskets, following a thorough rebuild of some of the engine’s interior components. new cylinder heads were installed, while most of the hoses, screws, brackets and rubber lines were replaced with correct replacement parts. the radiator was completely removed and refreshed, the wiper motors were fully rebuilt, and the carburetors were disassembled and fully rebuilt as well. the exhaust system was removed and repaired to like-new condition, as was the thermostat and all vacuum lines.

though previously restored, the Pierce was elevated to even higher standards. displayed at the 2005 Greenwich Concours d’elegance, it won best american open Car, followed by similar results at radnor Hunt and the burn Prevention Concours. In early 2006, it joined the o’Quinn Collection, and without question, it remains one of the most impressive Pierce-arrows in existence. Its striking interior is unmatched, and with its wonderful provenance, recent meticulous ownership, four registered owners from new and incredible rarity, it is simply one of the most important Pierce-arrows in existence.


Chassis No.

355091

spECifiCatioNs:

175 bhp, 462 cu. in. l-head v12 engine with three-speed manual transmission, four-wheel leaf spring suspension, solid front axle, live rear axle and four-wheel drum brakes. Wheelbase: 139"

EstimatE:

$300,000 – $400,000

lot 372

Originally owned by Hollywood actress Carole Lombard

Formerly owned by noted Pierce-Arrow specialist Pat Craig

The only known surviving example of its kind

288

1938 Jaguar SS100 3.5 roadStEr

the Jaguar SS100 was one of the first cars to carry the Jaguar name, although at the time it was just a nameplate; it wouldn’t become the corporation’s umbrella brand name until after World War II. but more important, it was the car that elevated the parent company from relative obscurity – just one of many small volume british carmakers struggling in near anonymity – to a purveyor of some of the most stirring sports cars of the pre-WWII era.

the SS100’s combination of rakish good looks and sports car responses made for instant popularity, and orders began piling up in the Coventry works. there was just one asterisk. although the car’s performance credentials were impressive, there were those – Jaguar leaders William lyons and bill Heynes prominent among them – who thought a little more power would make the SS100’s pace measure up to its looks.

as was true of Jaguar’s great post-WWII sports cars – the xK 120, 140, and 150 – the numerical portion of the alphanumeric name was supposed to indicate the car’s top speed potential. thus, the SS100 should have been capable of 100 mph or more. but it wasn’t. 95 mph was tops, and its 0-to-60 mph times were merely adequate at about 12 to 14 seconds.

accordingly, lyons, Heynes, and engineer Harry Weslake went back to work on the engine. When the redesign was complete, very little remained of the old Standard Six. the new cylinder bore was increased from 73 mm to 82 mm, and stroke was stretched from 106 mm to 110 mm, expanding displacement from 2,664 cc to 3,486. valve diameters expanded, connecting rods were made from high-strength steel alloy, and the crankshaft turned in sturdier main bearings. although the compression ratio was reduced from 7.6:1 to 7.2:1, and the engine’s peak output rpm diminished slightly, the gain in output was dramatic – 125 horsepower versus the 102 of the earlier engine (referred to as a 2.5-liter, although its displacement was actually higher). and of course, more power meant more speed. allied with a new transmission, driveshaft, and differential, the 3.5-liter six was capable of propelling the 2,660 pound SS100 to 60 mph in just over 10 seconds – a contemporary road test by Autocar Magazine reported 10.4 seconds, very brisk for the day, and the car was finally capable of topping 100 mph.

the new engine was also offered in SS sedans, but it was the sports car that was the company’s star. Unveiled at the 1937 london auto Show, the 3.5-liter SS100 quickly demonstrated its upgraded performance in a variety of

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competitive venues, including brooklands, the alpine trials, and the Welsh, raC, and Monte Carlo rallies.

In all, 190 2.5 SS100s left the Coventry factory; 3.5-liter production reached 118 cars before the Coventry works was changed over to military work making aircraft components. there was also a handsome SS100 Coupe, created for the 1938 london Motor Show at earls Court. It was one of the show’s stars but never went beyond prototype status.

the SS100 offered here, chassis number 39058, was delivered new to J. Martin and was then imported to the United States in 1958, where it was sold in 1962 to frank logreco of Malibu, California. a restoration of the car was started in 1965; the car was stripped to bare metal but never completed, and the car sat in storage… and sat, and sat some more, until it was found and sold two years ago by the logreco family to the current owner.

a true “barn find” example, this SS100 Jaguar has been completely untouched since 1965 and was virtually unseen until the current owner took it to a british car show at Woodley Park in California a few months ago. Known to the SS100 registry since its inception in 1971, this car also comes complete with a Jaguar Heritage Certificate that indicates that it has a matching-numbers chassis and body with a correct 3.5-liter engine. amazingly, a set of new left-side fenders were procured during the 1960s (believed to be factory noS), as well as a set of side curtains, and both accompany the sale (fob, California).

Sporting a truly magnificent patina, it is a very nearly complete car and offers a rare and remarkable opportunity to purchase and undertake the first restoration of a true “time warp” original example. recently featured in Thoroughbred and Classic Cars Magazine as a true barn find, this Jaguar warrants further inspection from not only Jaguar collectors but any collector car enthusiast, as it is quite possibly unique as the only non-restored SS100 Jaguar known.

Visit rmauctions.com to view all photos.Photography: trevor Pearson

Chassis No.

39058

body No.

4946

spECifiCatioNs:

125 bhp, 3,486 cc overhead valve inline six-cylinder engine, twin SU carburetors, four-speed manual gearbox, independent front suspension with semi-elliptic leaf springs and friction shocks absorbers, live axle rear suspension with semi-elliptic leaf springs and friction shock absorbers, four-wheel mechanical drum brakes. Wheelbase: 104"

EstimatE:

$200,000 – $250,000

lot 373

One of only 118 examples produced

Untouched since 1965 – a true “barn find” example

In the SS100 Registry since its inception in 1971

Complete with a Jaguar Heritage Certificate

Matching numbers chassis and body

290

1961 mErcEdES-bEnz 300 SL roadStEr

after a successful four-year production run, the Mercedes-benz 300 Sl Gullwing Coupe was retired in 1957. With a peerless racing pedigree to match its innovative design and top speeds approaching 150 mph at a time when most saloons struggled to break 100, it remains one of motoring’s undisputed icons and the stuff of legends.

for 1957, however, Mercedes introduced the 300 Sl roadster at Geneva, stating, “the 300 Sl roadster is our response to the demand in many countries for a particularly fast, comfortable, open sports car. this automobile offers a wide range of technical achievements for even greater driving safety and motoring comfort as well as a high standard of practical everyday value for touring in real style.” Perhaps Mercedes had understated the true sporting nature of the car, as it was based in no small part on the Gullwing that preceded it, bearing the same engine and mechanicals as its older brother.

there were certain differences of course. Stylistic changes from the Gullwing included larger front fenders, revised headlamps, a smaller grille and a chrome strip running down each side of the car. Since the 300 Sl roadster lacked the strength and rigidity offered by the Gullwing’s roof, Mercedes engineers redesigned the car’s chassis to maintain its structural integrity, rendering it slightly heavier.

291

additional power was gained by including a higher-performance camshaft and increasing the compression ratio, offsetting the weight penalty of the roadster. While the aerodynamics of the roadster were not as favorable as those of the Gullwing, it could still nudge 155 mph with the right gearing, and for many years, it remained one of the world’s fastest road cars. the roadster additionally benefited from a redesigned rear suspension, utilizing an improved single-joint swing axle rear suspension with two coil springs and a third ‘compensation’ coil spring to reduce swinging movements. this redesign greatly improved the 300 Sl’s handling, which formerly included a tendency to over-steer on high-speed corners.

this wonderful example from 1961 was purchased new in newport, California and spent most of the intervening years in Coronado, California. approximately 10 years ago, the current enthusiast-owner acquired it from Paul russell in boston, Massachusetts. Since it was already a beautifully running and driving car, the 300 Sl was purchased with the intention to be driven and enjoyed first and then restored later. accordingly, it was shipped to the new owner’s home in florida, and soon after, it was serviced, had the belts and hoses changed, and was entered into the new england 1200 classic rally, as well as driven from florida to new england and back – a total of 3,800 miles. It performed flawlessly. next, the 300 Sl was driven in the


Chassis No.

9804210002869

spECifiCatioNs:

250 bhp (Sae), 225 bhp (dIn), 2,996 cc SoHC inline six-cylinder engine with bosch direct fuel-injection, four-speed manual gearbox, independent front suspension with upper and lower a-arms and coil springs, independent rear suspension with swing axles and coil springs, and four-wheel hydraulic disc brakes. Wheelbase: 94.5"

EstimatE:

$500,000 – $575,000

lot 374

A beautifully maintained and well-sorted example

Stunning, timeless design

Benefiting from many upgrades and extensive documentation

florida 1000 classic rally, running through northern florida and Southern Georgia, again performing as it should and accumulating another 1,750 miles.

ageless automotive of deerfield beach, florida then performed a full cosmetic restoration. there, the body of the Sl was completely stripped and refinished in factory-original silver, while ageless Upholstery reupholstered the interior in original colors with new blue upholstery and a new blue convertible top. the Sl was sent to Hjeltness restorations in escondido, California, where Jerry Hjeltness, a noted 300 Sl expert, installed one of his expertly engineered air-conditioning systems, with the beautiful installation including factory-appearing machined under-dash outlets and a condenser discreetly hidden beneath the driver’s side doorsill. best of all, this neat installation can easily be reversed, should the new owner desire to return the car to its stock configuration.

While the car was with Hjeltness, all the mechanical systems of the Sl were completely gone through as well. In addition, a number of other thoughtful upgrades were made to improve the driving experience, including the

careful installation of insulation to shield the cockpit from engine and transmission heat, a new removable console to house a modern radio and a new wiring harness for enhanced electrical-system reliability.

fastidiously prepared, properly cared for and even used for enjoyable local driving in florida in addition to its many long-distance tours, this great 300 Sl roadster was recently described by the current owner as a “lovely, lovely car.” In addition to its timeless style and peerless driving dynamics, it is also complete with an extensive file of paperwork, as well as maintenance, restoration and 300 Sl registry documents. an extra set of floor mats and interior carpeting as well as the original radio are included with the sale of the car as well.

every collection should have a 300 Sl. Particularly in the roadster variant, they were – and remain today – brilliant sports cars, at once quick, agile and, above all, stunningly beautiful. Clearly the vendor’s proper care and thoughtful upgrades have resulted in a car that combines strong mechanical condition with lovely cosmetics and wonderful drivability.

293

294

1953 Jaguar xK120m fIxEd hEad coupE

Created originally as a public relations effort to showcase Jaguar’s design efforts and all-new xK engine in a difficult postwar market, the xK120 was designed to be a handcrafted exotic limited to just 200 units. However, demand was so great after its 1948 release as a roadster that it was put into regular production. a dramatic fixed head coupe arrived in 1951 to complement the roadster; 2,680 were produced, all powered by Jaguar’s then-new high-performance six-cylinder twin cam motor. numerous track and road victories attest to the xK120’s well-deserved reputation.

Painted in a striking gloss black over Magnolia hides, the 1954 Jaguar xK120 fixed Head Coupe offered here is a multiple award-winning example of one of Jaguar’s most impressive vehicles. It has been recognized by Jaguar’s north american office and was displayed at the company’s headquarters in Irvine, California for two months in 2005.

featured in the program for the 2004 Cranbrook Concours d’elegance in bloomfield Hills, Michigan, the Jaguar also won the coveted Judge’s Choice award at a 2003 marque gathering in Phoenix. It has also been used as an advertising car in vehicle detailing firm zymol’s 2005 campaigns. In addition, the xK120 was the first american-owned car to ever be featured on the cover of Jaguar Heritage Magazine.

brought to its current condition under the supervision of noted Jaguar expert bill richert, this xK120 was treated to a stunning in-depth restoration consisting of expertly laid acrylic paint and beautifully completed Connolly

295

leather. Underhood, the Jaguar’s engine bay has been finished to an especially high level, and it includes meticulously polished aluminum detailing.

lightly and tastefully modified by a highly knowledgeable and respected Jaguar enthusiast, this xK120 coupe represents its current owner’s vision of what would have been an early pre-production concept car had the coupe been unveiled alongside the roadster in 1948. as such, it features special one-off wheel covers, sculpted headlamps

from a C-type and license plate lamps from a d-type, among other Jaguar-correct features. the result is a unique but incredibly subtle creation that could either dazzle Jaguar faithful or be returned to factory correct at the next owner’s demand.

at once instantly recognizable yet painstakingly and uniquely detailed throughout, this xK120 fixed Head Coupe is truly a one-of-a-kind masterpiece awaiting center stage in any collection. Visit rmauctions.com to view all photos.

Chassis No.

680795

ENgiNE No.

fi00icu

spECifiCatioNs:

180 hp, 3,442 cc twin overhead cam inline six-cylinder engine with four-speed manual transmission, front independent torsion bar suspension and semi-elliptic leaf springs in the rear, four-wheel drum brakes. Wheelbase: 102"

EstimatE:

$100,000 – $120,000


lot 375

Breathtakingly restored

Multiple awards

Artistically and elegantly modified to reflect Jaguar’s heritage

296

1937 cord 812 “SportSman” convErtIbLE coupE

In 1929, e.l. Cord, who once controlled the Checker and yellow cab companies, duesenberg, lycoming, Stinson aircraft and american airways among a portfolio of 156 companies, took auburn to the next step with the introduction of the Cord front drive, now commonly known as the l29. With its distinctive, sporting appearance and great performance for its price, it provided the basis for a new medium-priced front-wheel drive car from Cord – the 810.

designed by Gordon buehrig, this clean and unadorned coffin-nosed, retractable headlight design would create a standard by which cars are still judged today. Powered by a lycoming-built v8 engine, it was a sensation at its november 1935 introduction at the new york auto Show, so much so that Cord could not meet demand.

the 1937 Cords, designated 812, were little changed cosmetically from the 1936 810 models, and only about 200 of these very attractive Convertible Coupes were built during the two year lifespan. often referred to as the “Sportsman” even though that designation was never used by Cord, its aptness is apparent from the stylish and sporting look of the car, aided by its folding top that completely disappears under the rear deck panel.

benefiting from a concours-quality restoration that was completed in 2003, the 1937 Cord 812 Sportsman offered here received its Category 1 aCd certification on

august 29th, 2003. a CCCa national first Prize (Primary division) awarded in 2005 is a testament to the quality of the restoration, which is documented with pictures and receipts in a dossier that accompanies the car.

remaining in exceptional show-quality condition and with only 76,881 actual miles, this Cord is resplendent in its color combination of tan (with a hint of green), dark green leather interior and a lovely dashboard, steering wheel and carpets. Sporting a tan canvas top with dark green piping, this example also features an aM radio, fog lights, a clock, heater, stainless steel exhaust, and the proper bf Goodrich wide whitewall tires. Complete with the original serial number plate and a correct Cord replacement block, this car is reportedly in excellent running and driving condition.

designated as full Classics by the CCCa, the 810/812 Cords are remarkably advanced cars to drive and fully capable of modern highway cruising at relaxed engine speeds. the example offered here combines the benefits of open air motoring and a concours-quality award-winning restoration.

297

Chassis No.

1231f

spECifiCatioNs:

125 hp, 288.6 cu. in. lycoming l-head v8 engine, Stromberg dual-downdraft carburetor, four-speed manual transmission, front-wheel drive, independent front suspension with dual trailing box-section swing arms and transverse leaf spring, tubular steel rear axle with semi-elliptic leaf springs, and four-wheel hydraulic drum brakes. Wheelbase: 125"

EstimatE:

$200,000 – $250,000

lot 376

Less than 77,000 actual miles

CCCA National First Prize Winner – Primary Division – 2005

One of approximately 200 “Sportsman” Convertible Coupes built

Concours quality restoration completed in 2003

Finished in attractive colors and complete with the original serial number plate


298

1969 mErcEdES bEnz 280SL roadStEr

the Paul bracq-designed Mercedes benz 113 series succeeded both the 190Sl and the 300Sl and made its public debut at the 1963 Geneva auto Show. the first model, the 230Sl, was a comfortable, well-equipped and compact two-seat sports touring machine that provided better performance than the 190Sl. Instantly recognizable by virtue of their unique and strong detachable hardtop design, the cars were colloquially known as “pagodas.”

a very successful design, the 113 series remained in production for nine years with nearly 49,000 examples built, and it remains a favorite among today’s collectors. Without a doubt, the most desirable and drivable model of the series is the 280Sl, with its robust 180-horsepower single overhead camshaft six-cylinder engine.

Purchased at Mercedes benz of Hollywood on Sunset blvd. in november 1968, this 280Sl roadster has remained in California its entire life and carries with it records all the way back to the original owner.

finished in Signal red with a tan leather interior and a matching tan canvas convertible top, this example also comes equipped with its matching red Pagoda hard top. featuring an automatic transmission, bosch fuel injection, and power steering and brakes, it has a period correct becker radio and the original Mercedes gas cap, keys and tool kit.

Purchased by the current owners in San Jose in 1990, it was used as a family car and enjoyed for a few years on the occasional weekend drive. It was put into dry storage a few years later and stayed there until 2009 when it was taken out and received several mechanical updates, including rebuilding of the fuel injection pump, fuel injectors, and fuel supply pump by bosch of San francisco. additionally, the starter and the injection pump thermostat were rebuilt, and a new transmission filter kit was installed. all fluids, gaskets, seals and spark plugs were replaced along with the rear suspension trailing arm bushings. It also received a complete chassis lubrication, and the car was fitted with period Phoenix 14-inch tires with a ¾-inch whitewall.

Showing 129,000 original miles, this pristine classic has an immaculate undercarriage and a fully detailed engine compartment and, given its age, remains an excellent overall example that would be ideal for a nice leisurely drive down the PCH.

lot 377

EstimatE:

$45,000 – $55,000


A California car with known ownership from new

Recent and thorough mechanical service

Equipped with both the hard and soft top


Chassis No.

11304412011319

spECifiCatioNs:

180 bhp, 2,778 cc single overhead camshaft inline six-cylinder engine, bosch fuel injection, four-speed automatic transmission, independent front suspension with coil springs and anti-roll bar, rear suspension by single low-pivot swing axles with trailing arms and coil springs, four-wheel vacuum-assisted hydraulic disc brakes. Wheelbase: 94.5"

299

1957 chEvroLEt corvEttE fuEL-InJEctEd roadStEralthough the Corvette remained virtually identical in appearance to the prior model, the big news for 1957 came in the form of the enlarged 283-cubic inch small block v8 engine, destined to become a performance icon. the highest specification benefited from a rochester mechanical fuel injection unit, a compression increase and a high-lift mechanical camshaft, good for 283 horsepower. as a result, the 1957 Corvette famously became the first american production car to develop one horsepower per cubic inch of displacement.

Just 1,040 Corvettes were equipped with the “fuelie” option for 1957, and they were capable of acceleration from zero to 60 mph in just under six seconds, en route to top speeds exceeding 130 mph.

this 1957 Chevrolet Corvette fuel-Injected roadster is finished in white with silver coves and a red interior and features the extremely rare and desirable high-performance 283 bhp v8 engine that is equipped with rochester fuel-injection. It currently comes equipped with a four-speed manual transmission for driving pleasure, however, the original three-speed used for

nCrS judging still accompanies the car, as do all the restoration records and receipts from its body-off restoration in the early 1990s. In the same ownership for the past seven years, the current owner reports that he has replaced the top, interior, radiator, windshield rubber, tires, and trunk mats and that the car remains in excellent running and driving condition.

receiving a top score of 99.2, this example is the recipient of multiple nCrS “top flight” awards including one at the nCrS nationals meet last year as well as multiple “best in Class” and “first Place awards” at other concours and car shows. the paint and brightwork remain in exceptional condition. all in all, this is a very well presented example with the added benefit of rarity and the desirability of fuel injection.

lot 378

EstimatE:

$90,000 – $120,000


One of just 1,040 fuel-injected examples built

One of only 713 with the high-performance 283 bhp/283 cu. in. V8

Recipient of multiple NCRS “Top Flight” awards


Chassis No.

E57S102794

spECifiCatioNs:

283 bhp, 283 cu. in. v8 engine with rochester mechanical fuel injection, four-speed manual transmission, independent front suspension with unequal-length a-arms and coil springs, live rear axle with semi-elliptic leaf springs, and four-wheel hydraulic drum brakes. Wheelbase: 102"

300

1958 mErcEdES-bEnz 190 SL roadStEr

the Mercedes-benz 190 Sl was introduced at the 1954 new york auto Show and generated rave reviews. Just 25,881 cars were built from 1955 through 1963. In 1955, Road & Track described the 190 Sl as a classic sports touring machine that appeared to be going 60 mph while still sitting in your driveway.

this 1958 190 Sl roadster was carefully restored as originally delivered in a four-year process that was completed in May 2010. bodywork included the removal and repair of all rusted body panels, followed by replacement of the original Glasurit daimler Silver Grey paint with an identically matched PPG two-phase Metallic Silver finish. the car’s underside was refinished in an original 169 Grey. atlanta’s r. rabon furnished the red leather interior upholstery, as well as the new carpeting and convertible top,

while Superior Chrome of Houston, texas restored the grille, bumpers and brightwork. north Hollywood Speedometer restored all instruments, including the clock.

Mechanically, the 190 Sl’s original engine is cradled within a tidy engine bay. It is well sorted with excellent compression noted in all cylinders during testing. the Solex carburetors were rebuilt by Will Samples of S & S Imports in dallas, texas. Helmut Holder of Houston, texas installed new brakes and a rebuilt brake booster, as well as performing a rebuild of the rear end assembly. other details include the application of original-specification yellow zinc coating to the fuel lines and associated fittings, while the 190 Sl’s sub-frame, bug screen and bumper rails have been powder-coated in semi-gloss black. the hard top, which is painted but not restored, will also be made available to the purchaser for the cost of packing and shipment.

beautifully restored and presented with only about 100 miles since restoration, this 190 Sl example is outstanding in every respect with classic Mercedes-benz styling and a thorough restoration by marque specialists.

lot 379

EstimatE:

$60,000 – $70,000


Four-year restoration by marque specialists to original specifications

Sale includes optional and desirable hardtop

Approximately 100 miles since restoration


Chassis No.

121 040 85 01571

spECifiCatioNs:

120 bhp, 1,897 cc inline four-cylinder engine with single overhead camshaft, dual Solex carburetors, four-speed manual transmission, independent front suspension with coil springs, swing axle rear suspension with coil springs, and four-wheel hydraulic drum brakes. Wheelbase: 94.5"

301

1963 Jaguar E-typE SErIES I roadStEr

launched in March 1961, the Jaguar e-type caused every bit the commotion as its predecessor, the xK120, in the late-1940s. the reason was simple. a sexy, sumptuous body backed by a proven xK engine and mechanicals – all for just $5,500. the new e-type shared many styling and technical details with the le Mans-winning mid-1950s d-type racer while offering long-distance comfort for two, a lively and tractable engine, modern creature comforts and reasonable, if limited, luggage space.

both coupe and roadster body styles were available with styling courtesy of aerodynamicist Malcolm Sayer under the watchful guise of Sir William lyons. a fully-independent front and rear suspension (via double wishbones with front torsion bars and rear coil springs) and chassis-mounted differential were also firsts for a production Jaguar. Considered the most desirable among collectors, this Series I Jaguar offers a four-speed manual Moss gearbox, the requisite toggle switches on the dash and distinctive covered headlights. In addition, this car has been updated with late-Series I comfortable bucket seats, center console and armrest.

Marque specialist Classic Showcase completed a restoration of this beautiful example several years ago, including bodywork, proper fit, and paint color-sanding and buffing. the engine, transmission, suspension and many systems were re-built or restored as needed. brightwork, upholstery, rubber seals and a new convertible top were installed. the car features its original engine, and the body is painted a spectacular combination of opalescent Silver Gray with black top and interior. five chrome wire wheels are included. Updates and services have been recently performed so that its new owner is certain to enjoy campaigning and touring this highly collectible Series I e-type.

lot 380

EstimatE:

$115,000 – $130,000

Desirable Series I E-Type with covered headlights

Original matching numbers engine

Originally restored and recently serviced by marque specialist Classic Showcase


Chassis No.

877784

ENgiNE No.

R6785-9

gEarbox No.

EB6050JS

spECifiCatioNs:

265 hp, 3,781 cc (230.6 cid) inline doHC six-cylinder engine, four-speed manual transmission, four-wheel independent suspension, dunlop four-wheel disc brakes. Wheelbase: 96"

302

1938 buIcK cEntury EStatE wagon

In 1938, buick offered a diverse model line including the Series 40 Special, Series 60 Century, Series 80 roadmaster and the Series 90 limited. examples like the handsome buick estate Wagon offered here, while certainly very attractive and functional, were never made in large quantities. Consequently, a wonderfully restored original example such as this is one of only a handful in existence today.

Showing only 48,000 miles on the odometer, which are believed to be original, its distinctive body was custom-built by the Joseph Wildanger Company of red bank, new Jersey using a steel fisher body, combined with the very elegant and refined wooden coachwork seen here, to produce one of the most attractive limited production buicks of the 1930s.

noted collectors fred and david Weber were responsible for the buick’s complete and beautiful restoration before it formed part of the highly respected Carail Collection of richard and linda Kughn until 2003. Since then, the car has been given a mechanical service and was always carefully stored and used sparingly. very attractive brightwork, wide whitewall tires and brown leather bench seats complement the rich maroon exterior finish and beautifully finished wooden bodywork. the car continues to present very well and remains in excellent condition. one particularly interesting feature on this car are the roll-up windows at the rear – a feature rarely seen on woodies of the era.

this 1938 buick Century estate Wagon is a very handsome example that is perfect for enthusiasts who appreciate the distinctive wood-bodied motor cars of the prewar era. It combines the stylish good looks and robust mechanicals of a buick Century with beautiful period construction by a skilled and highly professional wooden coachwork specialist.

lot 381

EstimatE:

$120,000 – $160,000

Believed to be a 48,000 original mile example

Limited production, custom-built by the Joseph Wildanger Company

Formerly part of the Richard and Linda Kughn Collection


Chassis No.

13335600

spECifiCatioNs:

141 bhp, 320 cu. in. inline eight-cylinder engine, three-speed sliding gear manual transmission, independent front suspension with unequal-length a-arms and coil springs, semi-floating rear axle with coil springs, and four-wheel hydraulic drum brakes. Wheelbase: 126"

◊

303

1959 morrIS mInor travELLEr StatIon wagonthe nuffield organisation, which built Morris cars, was one of britain’s leading car manufacturers following the end of the Second World War. While production of the prewar eight and ten continued, the all-new Minor and oxford were introduced in late 1948. a low-priced car offering many features of higher-priced automobiles, the Minor was the english counterpart to the vW beetle, with over 1.5 million examples built by the time production ceased in 1971.

the Minor was designed by british automotive legend alec Issigonis, who went on to enduring fame for his innovative Mini. With rack-and-pinion steering and an independent front suspension with torsion bars, the Minor quickly gained acclaim for its precise handling and excellent driving dynamics, which belied its “economy” market position.

the Minor was refined and improved over its lengthy production cycle and continued to impress the motoring press, with Auto Sport Review describing it as “one of the easiest-handling, best-cornering, most convenient small cars on the market.” In 1956, Motor Trend described the Minor’s engine as a “happy sounding little buzz bomb” and the

overall package as “one of the best buys in the growing small car field…as easy and delightful to drive as it is economical to operate and maintain.”

the traveller estate Wagon model, with its unique varnished ash external framing and practical side-hinged rear doors, joined the Minor range in 1954. this left-hand drive example from 1959 is offered from a prominent California-based private collection and benefits from proper care and storage, as well as the occasional drive. the red exterior finish and wooden rear-body framing are perfectly complemented by the interior’s tan upholstery and carpeting, while the dash has been fitted with a modern stereo unit. Chic and cheeky, this traveller is indeed a great example of the immensely successful Minor.

lot 382

EstimatE:

$30,000 – $40,000


Landmark Alec Issigonis design heritage

Offered from a prominent California-based collection

Cheeky and chic, with enduring appeal

Sophisticated design, simple to maintain and operate


Chassis No.

MAw3l723140

spECifiCatioNs:

37 bhp, 948 cc bMC a-Series four-cylinder engine with overhead valves, four-speed manual gearbox, independent front suspension with wishbones and torsion bars, live rear axle with long semi-elliptic leaf springs, and lockheed four-wheel hydraulic drum brakes. Wheelbase: 86"

304

1962 mga marK II 1600 roadStEr

the MGa Mark II was the last of the MGa series. assembly started april of 1961 and ceased June of 1962 with a total production of 8,719 units in both roadster and fixed head coupe configuration. visually, the Mk II was distinguishable from previous MGa models by various body detail changes. the vertical bars in the front grille assembly were recessed at the bottom, adding much depth to the grille, and a new taillight cluster, borrowed from the Mini, was fitted to comply with new lighting regulations. However, the most noteworthy change was the installation of bMC’s 1,622 cc inline four-cylinder engine. this cast in block engine offered an increase in horsepower of 13 percent over previous MGa models, as well as a 12 percent gain in torque. all this was achieved by a displacement increase of only 34 cubic centimeters.

the beautiful Iris blue Mk II roadster presented here, with a blue interior and white piping, was the recipient of a three-year frame-off, fully documented restoration performed by a marque specialist to exacting standards. the frame and all suspension components were powder-coated and reassembled with grade-eight noS hardware. the engine and transmission were professionally rebuilt to superb standards while virtually every mechanical system on the car was replaced. the MGa’s restoration was completed a short time before its sale to the current owner in 2006. at that time, the car had only logged break-in miles. following the acquisition of the car, the owner has maintained the car’s exceptional condition and has only driven it about 700 to 800 miles in the best of weather. It even placed second overall in an all-MGa show.

this car represents one of the most desired and sought after MGa models, as it was one of the last cars made in 1962. It is ready for street use, collection display and all around fun and enjoyment.

lot 383

EstimatE:

$35,000 – $45,000


Fully restored

Maintained in excellent condition

Low mileage since restoration


Chassis No.

gHNl2101755

spECifiCatioNs:

93 bhp, 1,622 cc overhead valve inline four-cylinder engine, four-speed manual transmission, front-wheel disc brakes and rear-wheel drum brakes. Wheelbase: 85"

305

1970 Subaru 360 poLIcE car

the first serious attempt at automobile production by Japan’s fuji Heavy Industries, the Subaru 360 was aimed at entry-level buyers. designed to conform to the “kei car” formula, which grants concessions and exemptions to very small vehicles, the 360 was, at its introduction, among the smallest cars in the world. While ideal for the Japanese market, the concept proved unpopular elsewhere in the world, where larger cars are the norm.

entrepreneur Malcolm bricklin, later renowned for his ill-fated gull-wing automobile, acquired the United States franchise and ordered about 10,000 cars. despite an exemption from many regulations because of the car’s light weight, the venture proved unsuccessful with the cars being virtually unsalable and thus very rare in today’s market. a rapid course correction with larger cars and a different importer helped Subaru capture the generous share of the import market it enjoys today.

restored in 1979, 1989 and 1995 by its second owner, and in 1999 by the third, this Subaru 360 is outfitted as a new zealand police car. Painted in the archetypal black-and-white pattern, it has a multi-color police light bar on the roof, siren, front bumper push

bar and new zealand police decals on the doors. It is fitted with a two-way radio and comes complete with a lock-up rack for a rifle on the dashboard and two “bobby” police hats. a folder of pertinent records is included in the sale. equipped with a new battery in april 2010, it runs and drives well with an odometer reading of slightly less than 7,500.

almost certainly the only new zealand police Subaru in the United States, this car is guaranteed to turn heads wherever it goes.

lot 384

EstimatE:

$15,000 – $20,000


Subaru’s first U.S. import

New Zealand police equipment

Head-turning automobile


Chassis No.

K111l11361

spECifiCatioNs:

25 bhp, 356 cc two-stroke inline twin-cylinder engine, four-speed manual transmission, torsion bar independent front and rear suspension, and four-wheel hydraulic drum brakes. Wheelbase: 70.9"

vP of MarKetInGKathy vandermey

ConSIGnMent ManaGerStephen Goodal

GraPHICS ProdUCtIon ManaGerdoug Pitblado

ProdUCtIon CoordInatorMatt Catton

art dIreCtorPatrick olds

deSIGnerSaaron Summerfield

Joe Martin Matt Catton

adriaan Geluk

edItorIal

darin SchnabelSimon Clay

ronkimballstock.comStephen Goodal

Michel zumbrunnScott Williamson

shooterz.biztom Wood

James Mann

Sam Murtaughtim Scott/fluid Images

Khiem Phambruno ratenspergertom Maule Studios

Chris Sheltonerick PetchpromHugh HamiltonaCMe Studios

PrInterGeneral Printersoshawa, ontario

PHotoGraPHy

alain Squindodavid neyensKaren dunlopKeith Koscak

Mike fairbairndon rose

Jack boxstrom

bill rothermelPaul duchene

Kit fosterGreg Schneiderandrew Ganz

rick Careybill noon

Special thanks to Marcel Massini

i

bIddEr rEgIStratIonClients interested in purchasing a particular lot at auction are

required to register to bid in order to participate. rM auctions offers a variety of different bidding methods for maximum client convenience and discretion.

We strongly encourage clients considering bidding on a particular lot to contact one of our knowledgeable auction specialists in advance of the sale. our specialists can answer any outstanding questions and provide a detailed condition report, arming clients with the necessary information to bid knowledgeably and confidently.

advancE bIddEr rEgIStratIonrM auctions provides advance bidder registration for clients who plan to

attend and wish to avoid onsite lines. to take advantage of advance bidder registration for this sale, download the advance bidder registration form on our website (www.rmauctions.com) and fax it to +1-310-861-0874.

$200US – Includes an official auction catalog and admission for two to the previews, auction and reception. requirements include a valid photo Id (driver’s license or passport identification) and a credit card or $2,000US cash deposit. a bank letter of guarantee is required should you choose to pay for any purchases with a personal or company check.

tELEphonE bIddEr rEgIStratIonProspective telephone bidders can register to bid by completing the

telephone bidder form (located on the following page) and faxing it to +1-310-861-0874. Please call 24 hours in advance of the sale to confirm receipt of your telephone bid. rM auctions is not responsible for errors, omissions or late-arriving bids.

Please provide the telephone number(s) at which you can be reached during the sale. an rM auctions representative will contact you during the auction three to five lots before the lot(s) you wish to bid on and will execute the bidding on your behalf in the auction room.

telephone bids are not accepted on any lots with a low estimate below $2000US.

Please note, there is no fee to register to bid as a telephone bidder.

abSEntEE bIddEr rEgIStratIonClients who are unable to attend the sale may submit advance bids by

completing the absentee bidder form (located on the following page) and faxing it to +1-310-861-0874. Please call at least 24 hours in advance of the sale to confirm receipt of your absentee bid.

an rM auctions representative will bid on your behalf until your bid is sufficient to purchase the lot or your maximum bid is reached. bids submitted in foreign currency will be converted to US dollars using the rate available on the day of the sale. Should two absentee bidders place identical maximum bids, the bidder whose bid form was received first shall take precedence.

Please note, there is no fee to register to bid as an absentee bidder.

bUyer InforMatIon

Please note, it is up to the auctioneer’s discretion to accept bids outside of what is being asked for during the live auction.

due to the fast pace of live auctions, occasionally multiple bids are submitted simultaneously. In this instance, it is the auctioneer’s sole discretion as to which bid he chooses to accept.

auctIon EStImatESauction estimates are prepared by our staff in advance of the sale, giving

consideration to the history, condition and rarity of the vehicle and taking into account recent sales of comparable vehicles. estimates do not include buyer’s premium or applicable taxes.

cataLog dELEtIonSarrival of consigned vehicles is not controlled by rM auctions and it is

possible that one or more lots may not be present for the sale. bidders are advised to check shortly before sale time for updated information.

accuracyalthough every effort is made to ensure the accuracy of the information

contained in this catalog, such information is provided by the seller and may not be verified by rM auctions prior to the sale time. any additional information or corrections known at sale time will be announced by the auctioneer. buyers are advised to rely upon their own inspections as all sales are made on an “as is, where is” basis. rM auctions accepts no responsibility for the condition of any items offered.

estimate (Up to) Minimum Increment $1,000.00.....$50.00 $5,000.00.....$100.00 $10,000.00.....$250.00 $25,000.00.....$500.00 $100,000.00.....$1,000.00 $250,000.00.....$5,000.00 above.....$10,000.00

onLInE bIddEr rEgIStratIonClients who are unable to attend the sale but would still like to participate

on the day of the auction via a remote location may log on to our website www.rmauctions.com, click the BID LIVe button found on the homepage and follow the instructions. It is advised that you register as an internet bidder at least 48 hours in advance of the sale to ensure enough time for your registration to be approved and to receive your login credentials. Please note, a credit card authorization of $5,000US will be applied.

bIddIng IncrEmEntSUnder normal circumstances, the auction estimate of the lot being

auctioned will determine the minimum increment the auctioneer will accept according to the following schedule:

Thousands of Exotic, Luxury,and Collectible Cars for Sale.

On sale at newsstands everywhere.www.duPontREGISTRY.com

ii

Please indicate whether you are bidding by telephone or absentee (written) bid:

o telephone o absentee (please note, telephone bids are not accepted on any lot(s) with a low estimate below $2000 US)

are you registering as an individual o or dealer o?

Note: All dealers must supply a copy of their dealer license and resale tax certificate at the time of bidder registration.

Please enter the name as you would like it to appear on the bill of sale and title (where applicable):

_______________________________________________________________________________________

agent name (if you are registering as a dealer): ___________________________________________

address ________________________________________________________________

City/State ______________________________ zip/Postal Code _____________________

Country ________________________________________________________________

Home Phone ______________________________ office Phone ________________________

Mobile Phone ______________________________ fax ______________________________

email address ________________________________________________________________

o o

Please enter the following for identification purposes:

date of birth (M) ___________ (d) _____________(y) ___________

driver’s license __________________________________ Issued In ______________________

Passport Id# __________________________________ Issued In ______________________

type of Credit Card o visa o MasterCard o amex o discover

Card no. __ __ __ __ __ __ __ __ __ __ __ __ __ __ __ __ expiration date _____ / _____

name on Card _________________________________________________________

lot no. lot description Maximum bid

$$$$$$$$$$$

for telephone bids, please indicate the best numbers to reach you at on the sale date(s):

1) _____________________________ 2) ____________________________

in an effort to serve you better...

Please indicate your interests:

oCars

ovintage Motorcycles

oautomobilia

If desired, please indicate your preferred classics (ie. by marque, era or genre) below. rM’s client service department will ensure you receive notification re-garding these automobiles in upcoming auctions.

_________________________________

_________________________________

_________________________________

_________________________________

_________________________________

_________________________________

absentee and telephone bidding are services provided by rM auctions for your benefit and rM auctions cannot be held responsible for errors or omissions with respect to the bidding process. by submitting these bids, you have entered into a binding contract to purchase each lot if your bid is successful. If your bid is successful, you are to pay the purchase price, including the buyer’s premium and sales tax, if not otherwise exempt. It is your responsibility to provide proof of exemption from sales tax at the time of registering to bid.

I aCKnoWledGe tHat I Have read and UnderStood and aGreed to tHe terMS and CondItIonS oUtlIned above and on PaGe tWo of tHIS doCUMent and tHat by PartICIPatInG In telePHone bIddInG, rM aUCtIonS HaS tHe rIGHt to reCord all telePHone CallS.

Signature ______________________

date _________________________

please note, to verify receipt of your bidder form please call +1-818-456-6470 in advance of the sale to ensure your bid has been received. rm auctions will confirm all registered telephone and absentee bids received prior to 24 hours in advance of the sale.

Please return this form to the attention of

Julie MillsonOne Classic Car Drive, Blenheim, On

Canada n0P 1A0

Fax: +1-310-861-0874 email: [email protected]

abSentee/telePHone bIdder reGIStratIon forM Mo10

SPORTS & CLASSICS OF MONTEREY • AUGUST 12tH-14tH, 2010poRtolA HotEl & SpA AND MoNtEREY coNfERENcE cENtER, MoNtEREY, cAlifoRNiA

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INVESTMENT TIP?May we suggest precious metals.

COLLECTION MANAGEMENT • GLOBAL COVERAGE • AUTOMOBILIA COLLECTIONS • CORPORATE ENTITIES • MUSEUMS • DEALER COLLECTORS

PROTECTING THE WORLD’S FINEST COLLECTIONS

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75%

100%

0%

25%

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INVESTMENT COMPARISON 2006-2010

-50%

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Hagerty’s Cars That Matter Blue Chip IndexPrice of Gold Per Ounce

Dow-Jones Ind. Avg.Median US Home Price

2006 2007 2008 2009 2010

Hagerty_Investment_tip_Meadowbrook_8.25x10.5.pdf 1 4/30/10 3:05 PM

iii

bUyer InforMatIon continued

buyEr’S prEmIumautomobiles – 10% commission will be added to the final bid of each

automotive lot purchased.all other lots – 15% commission will be added to the final bid of each

lot purchased.Please note, the above buyer’s premiums apply to onsite, telephone,

absentee and online bidding.

paymEnt InformatIonas a successful bidder, arrangements must be made to deposit funds in

the amount of ten percent (10%) of your maximum bid(s). these funds will become a non-refundable deposit until full payment is received. Payment by credit card is not an available option for automotive lots, except as a security hold until full payment is received. Payment by credit card may be used for non-automotive lots with a final invoice not exceeding $2,000US.

Payment must be received by the first business day following the sale by way of certified funds. Payment options include:

• Certified check/Money order• Wire transfer• Personal or company check (accompanied by a bank letter of guarantee)

• Cash (reported as per US government requirements)

no lot will be released from the auction premises without payment in full, in good, cleared funds by rM auctions.

BANK LETTERHEAD

RM Auctions, Inc.5 West Forest AvenueYpsilanti, MI 48197

Re: ______________________________________ (Bidder’s Name)

Dear Sirs:

This letter will serve as your notification that _________________________________ will irrevocably (Bank Name)

honor and guarantee payment of any check(s) written by our customer _______________________ (Customer’s Name)

up to the amount of ________________ and drawn on account number _______________________ (Amount Guaranteed) (Customer’s Account Number)

No stop payments will be issued.

This Letter of Guarantee is for the purpose of the purchase of automobiles or other property by

our customer in connection with the Sports & Classics of Monterey auction held August 12th -

14th, 2010. If further information is required, please feel free to contact our office.

Sincerely,_____________________ (Bank Officer’s Signature and Title)

___________________________(Bank Officer’s Home Telephone Number if Available)

___________________________(Customer’s Signature)

SAMplE

wIrIng InStructIonS

Please wire funds in US dollars to:Comerica Bank500 Woodward avedetroit, MI 48226

Please credit the account of:RM Auctions, Inc.account no. 1851856292routing no. 072 000 096Swift Code no. MnbdUS33

SaLES taxrM auctions is responsible for the collection, payment and reporting of

sales. all buyers who qualify for sales tax exemption must provide copies of their dealer license and resale tax identification.

coLLEctIon and rEmovaLall purchased lots must be removed from the auction location on the first

business day following the sale. for assistance with transportation, please see the recommended Services section on page iv.

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Fo r y o u r t r a n s p o r t a t i o n n e e d s p l e a s e c a l l : 8 7 7 - 7 4 4 - 7 8 8 9

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T H E O f f i c i a l c a r r i E r f O r r M a U c T i O N S

it began with a single tractor trailer and a

lasting commitment over 50 years ago: transport

any vehicle to any location with an unparalleled level

of care and untouchable degree of professionalism. Today,

reliable carriers is the country’s largest enclosed auto transport company,

serving the 48 contiguous United States and canada. Whether it’s

for a concours event, relocation, corporate event, or shipping the car

of your dreams from one location to another, reliable carriers, inc.

provides fully enclosed and air-ride equipped transport, with $5 million

worth of insurance on every load, and GPS tracking. This is reliable.

Vehicles taken seriously.

TM

w w w . r e l i a b l e c a r r i e r s . c o m

iv

1. all sales are final. no bidder may retract a bid made during the sale for any reason.

2. Payment of ten percent (10%) of the purchase price (minimum $1,000US) is due immediately upon the auctioneer’s declaration of sale. the balance is due in full on or before 5:00 pm of the next business day following the auction sale. all payments must be in the form of cash or certified funds unless other arrangements have been approved in advance. Cash payments will be reported according to U.S. federal government requirements.

3. all sales are “as is” and “where is”. bidder is responsible for inspections and verification of condition, authenticity, and completeness of any vehicle purchased. no warranties or representations of any type whatsoever are made by rM auctions, Inc. Statements printed in catalogs, brochures, signs, window cards and verbal statements made by auctioneers or auction staff are representations made by the seller and rM auctions, Inc. has no obligation to verify or authenticate any such claims or representations. any announcements made at the time of sale supercede any earlier printed information.

4. buyer is responsible for all risk of loss or damage immediately upon purchase of the vehicle or item. all vehicles or items purchased must be removed from the auction site at the buyer’s expense immediately following the sale. If not removed by the end of the day following the sale, rM auctions, Inc. will remove the vehicle or item with all costs of moving and storage to be paid by the buyer.

5. final bid price does not include buyer’s premium or applicable taxes on each lot purchased. buyer is responsible to pay all city, state or other taxes due for which the buyer does not qualify as exempt. Proof of exemption is buyer’s responsibility.

6. buyer’s premiums are as follows: a ten per cent (10%) commission will be added to the final bid of each vehicle purchased. a fifteen per cent (15%) commission will be added to the final bid of each lot of memorabilia purchased.

7. all terms of sale posted on the auction premises, printed in sale brochures or forms, publicly announced or otherwise published are incorporated herein by reference.

terMS and CondItIonS of PUrCHaSe

Please ensure that you have read and understood these terms and conditions prior to bidding at this or any RM Auctions, Inc. sale.

InSurancE

Insurance needs can be met with our official classic car insurance sponsor, Hagerty Insurance. representatives will be present onsite. for further information, please contact:

reCoMMended ServICeS

ShIppIng

Automotive Lotsrepresentatives from Reliable Carriers and Passport transport will be onsite to assist clients wishing to transport an automobile purchased at auction. for further information, please contact:

Hagerty InsuranceHagerty Insurance is the premier source for information about the collector car hobby. for more information on enhancing your collector car ownership experience, call 800-922-4050 or visit www.hagerty.com.

Reliable Carriers, Inc.Call 877-744-7889 or visit www.reliablecarriers.com

Passport transportCall 800-325-4267 or visit www.passporttransport.com

non-Automotive LotsIt is the buyer’s responsibility to either collect purchases onsite or to arrange shipment of goods. rM will assist with arrangements on behalf of the buyer, at the buyer’s request and expense. It is the buyer’s responsibility to obtain estimates for any large items or lots of high value that require professional packing and insurance.

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For free personal car care advice, go to Meguiars.com or call 800 347-5700 Mon-Sat, 8:00 am to 6:00pm Pacifi c Time.

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Explore the collection at luxurycollection.com or contact your travel professional.

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Completing the

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Whether your prized possession is your daily driver, a vintage classic, a 60’s muscle car or a modern exotic you can depend on Passport Transport to give you the premium service it deserves. Passport Transport has been delivering vehicles for over 40 years, has an experienced fleet of drivers and the best equipment in the industry.

Our Transporters Feature:

Fully enclosed trailers to protect against road hazards and the weather• Lift gates for horizontal loading• Soft tie wheel straps that allow natural movement during transit• Air-ride suspension•

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319

Custom House Plaza,Monterey State Historic Park

Did you know that Monterey is one of the mostimportant historical areas in Western North America?

Set your next special occasion in Memory Garden, Cooper-Molera Garden or Custom House Plaza. Shop for unique books and great gift items at Cooper-Molera Museum Store. Become a State Park Volunteer and help share this fabulous history.

To book a special guided tour contact Michael Greenat (831) 649-7136 or [email protected]

RM AUCtIOnS & tHe ROtARy CLUB OF MOnteRey

Two Driving Forces For our communiTy

WWW.MOnteReyROtARy.ORg

Thank you RM Auctions for your continued generosity and partnership

with the Rotary Club of Monterey to help improve the quality of life

here on the Monterey Peninsula, and around the world.

for over a decade, the members of the rotary Club of Monterey have provided thousands of hours of assistance to the operations of rM auctions’ annual Sports & Classics of Monterey auction. In return, rM has generously donated over $300,000 to the club; assisting many non-profit groups and charitable organizations.

local programs such as the Monterey Peninsula rotacare Clinic, which provides free medical treatment to the neediest and most vulnerable in our community, and the rotary International’s Polio Plus program, which is working to eradicate polio worldwide.

November 13, 2010 • GaiNesville, GeorGia

offErEd without rEsErvE

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

+1-519-352-4575 +44 (0) 20 7851 7070 www.rmauctions.com

the robson Collection: over 25 years of dedicated collecting has resulted in this remarkable collection of muscle cars,

rounded out with icons of the fifties and a superb selection of Henry ford’s original flathead v8s. Single-digit examples

dominate the muscle car selection, where a combination of ultra high specification and very low production result in

many rare examples. In many cases they are also, quite simply, the best of the best. one thing’s for sure: many of us will

never again have a chance to buy cars like these.

Auburn FAll ClAssiC CAr AuCtionSeptember 2-5 , 2010AuCtions AmeriCA by rm, a new subsidiary of rm created to operate the recently-acquired 235-acre auction facility located in Auburn, Indiana will stage its first-ever auction on labor day weekend, september 2-5 in conjunction with the annual Auburn, Cord, Duesenberg Museum Extravaganza.

We’re proud to embark on this new journey and continue the age-old tradition that is Auburn!

RM RESTORES

AUBURN AUCTIONA LABOR DAY TRADITION

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1850 (c.) “boothill express” Custom Show rod............................................ fri ...... 2621963 1/2 ford Galaxie Holman & Moody naSCar race Car ....................thurs ... 1361953 allard J2x vintage racing Car ............................................................. fri ...... 2302003 aston Martin db ar1 zagato roadster ............................................... fri ...... 2101952 aston Martin db2 vantage drophead Coupe ...................................... fri ...... 2561963 aston Martin db4 Series 5 vantage Gt Coupe .................................. Sat ..... 3401968 aston Martin db6 Coupe Superleggera ............................................. Sat ..... 3101966 aston Martin db6 vantage Coupe ....................................................... fri ...... 2651984 aston Martin lagonda Saloon ............................................................ Sat ..... 3181955 astra Coupe.......................................................................................... fri ...... 2701933 auburn twelve Custom Phaeton Sedan .............................................. Sat ..... 3361956 austin-Healey 100M “le Mans” roadster .......................................... fri ...... 2741964 austin-Healey 3000 bJ8 MK III........................................................... Sat ..... 3221930 bentley 4.5-liter “birkin blower” le Mans replica............................ Sat ..... 3211951 bentley Mark vI drophead Coupe........................................................ fri ...... 2641953 bentley r-type drophead Coupe ......................................................... fri ...... 2541886 benz Patent Motor-Wagen replica...................................................... fri ...... 2151964 biscuter 100 runabout ........................................................................ Sat ..... 3011974 bMW 2002tii ........................................................................................ fri ...... 2821939 bMW 328 roadster.............................................................................. fri ...... 2421960 bMW 600 ............................................................................................ Sat ..... 3071961 bMW Isetta 300 export Cabriolet ....................................................... Sat ..... 3041931 bugatti type 51 Works Grand Prix racing Car .................................... Sat ..... 3432003 bugnotti by deco rides ........................................................................ fri ...... 2711938 buick Century estate Wagon .............................................................. Sat ..... 3811954 buick Skylark Convertible..................................................................... fri ...... 2781928 Cadillac “al Capone” town Sedan ...................................................... fri ...... 2251949 Cadillac 60 Special fleetwood Sedan ................................................. fri ...... 2721959 Cadillac Series 62 Convertible ............................................................. fri ...... 2121949 Cadillac Series 62 Convertible Coupe.................................................. fri ...... 2691960 Chevrolet Corvette ............................................................................... fri ...... 2681963 Chevrolet Corvette “Pilot line” Sting ray roadster ............................ fri ...... 2481963 Chevrolet Corvette fuel-Injected “Split Window” Coupe ................... fri ...... 2791962 Chevrolet Corvette fuel-Injected roadster .......................................... fri ...... 2221957 Chevrolet Corvette fuel-Injected roadster ......................................... Sat ..... 3781957 Chevrolet Corvette roadster ................................................................ fri ...... 2071953 Chevrolet Corvette roadster ................................................................ fri ...... 2391958 Chrysler 300d Coupe............................................................................ fri ...... 2091933 Chrysler Cl Imperial dual Windshield Sport Phaeton ........................ Sat ..... 3311960 Chrysler Imperial Crown Convertible ................................................... fri ...... 2671949 Chrysler town & Country Convertible .................................................. fri ...... 2731964 Cooper ford “King Cobra” ..................................................................thurs ... 1371937 Cord 812 “Sportsman” Convertible Coupe ......................................... Sat ..... 3761984 daimler double Six long-Wheelbase Saloon...................................... fri ...... 2371935 delage d8-105 Sports Coupe.............................................................. Sat ..... 3341938 delahaye 135MS Sports Cabriolet ..................................................... Sat ..... 3621949 delahaye type 175 S roadster ........................................................... Sat ..... 3531970 detomaso Mangusta ........................................................................... fri ...... 2581934 dodge deluxe dr Coupe ...................................................................... fri ...... 2061958 dual-Ghia Convertible .......................................................................... fri ...... 2511931 duesenberg Model J Convertible Sedan ............................................. fri ...... 2491933 duesenberg SJ riviera Phaeton ......................................................... Sat ..... 3411964 ed “big daddy” roth road agent ........................................................ fri ...... 2631949 ferrari 166 Inter Coupe ........................................................................ fri ...... 2571953 ferrari 212 Inter Coupe by vignale ..................................................... Sat ..... 3661958 ferrari 250 “Pontoon fender” testa rossa ......................................... Sat ..... 357

1956 ferrari 250 Gt Coupe .......................................................................... Sat ..... 3551959 ferrari 250 Gt lWb California Spyder ................................................ Sat ..... 3601958 ferrari 250 Gt Series I Cabriolet......................................................... Sat ..... 3461960 ferrari 250 Gt Series II Cabriolet........................................................ Sat ..... 3271964 ferrari 250 Gt/ l berlinetta ................................................................. fri ...... 2401967 ferrari 275 Gtb/4 berlinetta ............................................................... Sat ..... 3631966 ferrari 275 Gtb/6C alloy berlinetta ................................................... Sat ..... 3491965 ferrari 275 GtS ................................................................................... Sat ..... 3251989 ferrari 328 GtS .................................................................................... fri ...... 2811969 ferrari 365 Gt 2+2............................................................................... Sat ..... 3241971 ferrari 365 Gtb/4 daytona .................................................................. fri ...... 2311971 ferrari 365 Gtb/4 daytona Spyder ..................................................... Sat ..... 3441954 ferrari 375 MM berlinetta .................................................................. Sat ..... 3511959 ferrari 410 Superamerica Series III Coupe ......................................... Sat ..... 3351954 ferrari 500 Mondial berlinetta............................................................ Sat ..... 3421966 ferrari 500 Superfast .......................................................................... Sat ..... 3391979 ferrari 512 bb/lM Competition berlinetta .......................................... fri ...... 2601993 ferrari 512 tr ....................................................................................... fri ...... 2281972 ferrari dino 246 Gt .............................................................................. fri ...... 2351973 ferrari dino 246 GtS ............................................................................ fri ...... 2342003 ferrari enzo........................................................................................... fri ...... 2382007 ferrari fxx evoluzione......................................................................... Sat ..... 3651989 ferrari testarossa ................................................................................. fri ...... 2751960 fiat 600 “Multipla” taxi ...................................................................... Sat ..... 3081929 ford “Hi-boy” Hot rod .......................................................................thurs ... 1151932 ford “Hi-boy” roadster ......................................................................thurs ... 1101940 ford deluxe Convertible Coupe..........................................................thurs ... 1531937 ford deluxe roadster .........................................................................thurs ... 1441932 ford deluxe three Window Coupe Hot rod ........................................ fri ...... 2212001 ford ex Concept .................................................................................thurs ... 1282001 ford explorer Sportsman Concept......................................................thurs ... 1192001 ford f150 lightning rod Concept ......................................................thurs ... 1181957 ford fairlane 500 Skyliner retractable Hardtop ................................thurs ... 1081955 ford fairlane Crown victoria ..............................................................thurs ... 1032000 ford focus Kona edition Concept.......................................................thurs ... 1172001 ford forty nine Concept.....................................................................thurs ... 1302006 ford Gt ...............................................................................................thurs ... 1021931 ford Hot rod “ol’ Jiggles” .................................................................thurs ... 1061950 ford Italmeccanica It160 Coupe ........................................................thurs ... 1111932 ford Model 18 deluxe roadster ........................................................thurs ... 1141932 ford Model 18 Phaeton ......................................................................thurs ... 1491931 ford Model a deluxe roadster ..........................................................thurs ... 1561903 ford Model a rear entry tonneau .....................................................thurs ... 1161935 ford Model Cx Saloon .......................................................................thurs ... 1011907 ford Model K five-Passenger touring ...............................................thurs ... 1391906 ford Model n runabout .....................................................................thurs ... 1051927 ford Model t “the black Widow” .....................................................thurs ... 1501909 ford Model t aluminum-bodied touring Car .....................................thurs ... 1121911 ford Model t tourabout .....................................................................thurs ... 1041966 ford Mustang fIa racing Car ............................................................thurs ... 1072004 ford Mustang Gt-r Concept ..............................................................thurs ... 1342000 ford Prodigy Concept .........................................................................thurs ... 1231932 ford Sedan delivery ...........................................................................thurs ... 1461958 ford Skyliner retractable Hardtop .....................................................thurs ... 1522005 ford Sport trac adrenalin Concept ....................................................thurs ... 1201948 ford Super deluxe Station Wagon ....................................................thurs ... 155

year, make & model day lot

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1969 Mercedes-benz 280Sl roadster ......................................................... Sat ..... 3771952 Mercedes-benz 300 Cabriolet d ......................................................... Sat ..... 3131961 Mercedes-benz 300 Sl roadster ........................................................ Sat ..... 3741955 Mercedes-benz 300Sl Coupe ............................................................. Sat ..... 3201957 Mercedes-benz 300Sl roadster ......................................................... Sat ..... 3191936 Mercedes-benz 540K Special Cabriolet ............................................. Sat ..... 3712003 Mercury Messenger Concept.............................................................thurs ... 1311950 Mercury Station Wagon .....................................................................thurs ... 1571963 Messerschmitt Kr-200 Kabinenroller ................................................. Sat ..... 3051938 MG Sa tickford drophead Coupe ........................................................ fri ...... 2471949 MG tC roadster .................................................................................. Sat ..... 3121953 MG td roadster................................................................................... fri ...... 2831962 MGa Mark II 1600 roadster ............................................................... Sat ..... 3831951 Mochet CM-125 luxe.......................................................................... Sat ..... 3032003 Morgan Plus 8 roadster....................................................................... fri ...... 2801963 Morris Minor traveller Station Wagon ................................................ fri ...... 2021959 Morris Minor traveller Station Wagon ............................................... Sat ..... 3821953 nash-Healey le Mans Coupe .............................................................. fri ...... 2661960 nSU Prinz III Coupe ............................................................................. Sat ..... 3021957 oldsmobile Custom “Golden Star” by John d’agostino ...................... fri ...... 2161961 oldsmobile Custom Convertible “aladdin” by John d’agostino ......... fri ...... 2201934 Packard “Myth” Custom boattail Coupe............................................. Sat ..... 3501938 Packard eight Convertible victoria ....................................................... fri ...... 2231933 Packard twelve Coupe ........................................................................ Sat ..... 3451938 Peugeot 402 Special roadster ............................................................ Sat ..... 3371917 Pierce-arrow Model 66 a-4 Seven-Passenger touring ....................... fri ...... 2501933 Pierce-arrow twelve Convertible Sedan ............................................ Sat ..... 3721970 Pontiac Gto Convertible ...................................................................... fri ...... 2451957 Porsche 356a Speedster ..................................................................... Sat ..... 3261963 Porsche 356b Super 90 Coupe ............................................................. fri ...... 2771965 Porsche 356C Cabriolet ....................................................................... Sat ..... 3111973 Porsche 911 Carrera rS (factory remanufactured Special) ............... Sat ..... 3302008 Porsche 911 Carrera S Coupe .............................................................. fri ...... 2262000 Porsche 911 Gt3r ................................................................................ fri ...... 2521967 Porsche 911 targa ................................................................................ fri ...... 2051988 Porsche 959 .......................................................................................... fri ...... 2431913 rolls-royce 40/50 HP Silver Ghost open tourer ................................ Sat ..... 3581931 rolls-royce Phantom II Close Coupled Coupe .................................... Sat ..... 3521932 rolls-royce Phantom II Henley roadster............................................ Sat ..... 3541937 rolls-royce Phantom III Sedanca deville ........................................... Sat ..... 3331967 Shelby 427 Cobra ................................................................................. fri ...... 2411967 Shelby 427 Cobra ................................................................................ Sat ..... 3701967 Shelby american Can-am Cobra Group 7 ..........................................thurs ... 1411964 Shelby Cobra USrrC roadster ............................................................ fri ...... 2551965 Shelby Gt350 fastback ......................................................................thurs ... 1131968 Shelby Gt500 Kr Convertible ............................................................thurs ... 1472006 Spyker C8 Spyder ................................................................................. fri ...... 2271965 Strale daytona 6000 Gt Prototype (Iso daytona) ............................... Sat ..... 3671937 Studebaker “extremeliner” Woodie Custom by PoSIeS .................... Sat ..... 3691953 Studebaker Custom “the Kart Hauler” ................................................ fri ...... 2131930 Stutz Model M Supercharged Coupe.................................................. Sat ..... 3561970 Subaru 360 Police Car ......................................................................... Sat ..... 3841938 talbot-lago t150-C lago Speciale teardrop Coupe ........................... Sat ..... 3591951 triumph Mayflower Saloon .................................................................. fri ...... 2031948 tucker 48 Sedan .................................................................................. fri ...... 2461958 Watson Sprint Car ................................................................................ fri ...... 218

1942 ford Super deluxe v8 Station Wagon ...............................................thurs ... 1422003 ford Supercharged thunderbird Concept ..........................................thurs ... 1321932 ford three-Window Hot rod Coupe ..................................................thurs ... 1481957 ford thunderbird #98 factory racing Car “the battlebird” ..............thurs ... 1351932 ford tudor Custom Sedan ..................................................................thurs ... 1512001 ford Urban explorer Concept .............................................................thurs ... 1221935 ford v8 1/2-ton Pickup truck .............................................................thurs ... 1451963 Goggomobil tl-400 transporter van................................................... Sat ..... 3061928 Hispano-Suiza H6C Convertible Sedan by Hibbard & darrin.............. Sat ..... 3681972 Honda 600 taxi ..................................................................................... fri ...... 2011972 Intermeccanica Italia Spyder ............................................................... fri ...... 2191955 Jaguar d-type ..................................................................................... Sat ..... 3471962 Jaguar e-type Series I roadster .......................................................... fri ...... 2321963 Jaguar e-type Series I roadster ......................................................... Sat ..... 3801967 Jaguar e-type Series II roadster ........................................................ Sat ..... 3141972 Jaguar e-type Series III Convertible .................................................... fri ...... 2081973 Jaguar e-type Series III Convertible ................................................... Sat ..... 3171972 Jaguar e-type Series III Coupe ........................................................... Sat ..... 3161948 Jaguar Mk Iv drophead Coupe ........................................................... Sat ..... 3231937 Jaguar SS 100 roadster ..................................................................... Sat ..... 3381938 Jaguar SS Coupe................................................................................. Sat ..... 3481938 Jaguar SS100 3.5 roadster ................................................................ Sat ..... 3731953 Jaguar xK120 fixed Head Coupe........................................................ Sat ..... 3281953 Jaguar xK120M fixed Head Coupe .................................................... Sat ..... 3751957 Jaguar xK140 drophead Coupe .......................................................... Sat ..... 3151957 Jaguar xK140 roadster ....................................................................... fri ...... 2761955 Jaguar xK140 royale fixed Head Coupe............................................. fri ...... 2171959 Jaguar xK150 S 3.4 roadster ............................................................. Sat ..... 3291954 Kaiser-darrin ........................................................................................ fri ...... 2292004 Kirkham Motorsports Shelby Cobra 427 S/C replica ........................thurs ... 1091938 lagonda lG6 drophead Coupe............................................................. fri ...... 2531989 lamborghini Countach 25th anniversary edition................................. fri ...... 233 lamborghini diablo Styling Prototype ................................................. fri ...... 2041989 lamborghini lM002 ............................................................................. fri ...... 2141971 lamborghini Miura S............................................................................ fri ...... 2611971 lamborghini Miura Sv ........................................................................ Sat ..... 3611978 lamborghini Silhouette ........................................................................ fri ...... 2592004 lincoln aviator Concept .....................................................................thurs ... 1251962 lincoln Continental “bubbletop” Kennedy limousine .......................thurs ... 1402002 lincoln Continental Concept ..............................................................thurs ... 1272002 lincoln Continental Concept Shell .....................................................thurs ... 1261946 lincoln Continental Indy 500 Pace Car ..............................................thurs ... 1431956 lincoln Continental MK II...................................................................thurs ... 1541933 lincoln Kb Custom dietrich Convertible Sedan .................................thurs ... 1382004 lincoln Mark x Concept .....................................................................thurs ... 1332001 lincoln MK9 Concept .........................................................................thurs ... 1292005 lincoln MKS Concept .........................................................................thurs ... 1242003 lincoln navicross Concept .................................................................thurs ... 1211968 lola t-70 Mk III Gt Coupe ................................................................... Sat ..... 3321962 Maserati 3500Gt vignale Spider ........................................................ Sat ..... 3091967 Maserati 4.7 Ghibli Coupe ................................................................... fri ...... 2361968 Maserati Ghibli Coupe ......................................................................... fri ...... 2111911 Mercedes 38/70 HP Seven-Passenger touring .................................. Sat ..... 3641958 Mercedes-benz 190 Sl roadster ........................................................ Sat ..... 3791958 Mercedes-benz 190Sl roadster .......................................................... fri ...... 2441960 Mercedes-benz 220Se Cabriolet ......................................................... fri ...... 224


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2010 RM Auctions augustus deel 03

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