rm auctions 2013

9 March 2013amelia island

5

EvEnt InformatIon

location

The Ritz-Carlton4750 amelia Island Parkwayamelia Island, florida 32034

aDMiSSion

$80. Includes an official auction catalogue and admission for two to the auction preview.

Please note: the auction is open to registered bidders, consignors, and qualified media only.

BiDDer regiStration

$200. Includes an official auction catalogue and admission for two to the preview and auction. for those unable to attend the sale, complimentary remote bidding options include telephone, absentee, and online bidding.

Bidder registration requirements• valid photo ID (driver’s license or passport identification)• credit card• bank letter of guarantee (see sample letter on page 266)

Please visit rmauctions.com or speak to one of our client service representatives for information on bidding options.

carS & cocktailS

registered bidders, consignors, and qualified media are invited to attend an exclusive preview on friday, march 9th from 7 p.m. to 9 p.m.

general auction inforMation

tel: +1 519 352 4575 fax: +1 519 351 [email protected] rmauctions.com

Sale produced by RM Auctions, Inc. (Amelia)5536 County road 11aauburn, In, USa 46706auction License #: aB1943auctioneer: Brent Earlywine aU942

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ContaCt InformatIon

car SpecialiStS North America

corporate officeone Classic Car Drive Blenheim, ontario n0P 1a0tel: +1 519 352 4575 fax: +1 519 351 1337

uniteD kingDoM46a Carnaby StreetLondon, UK W1f 9PStel: +44 (0) 20 7851 7070 fax: +44 (0) 20 7851 7079

gerManyDorotheenstr. 65C22301 Hamburg, Germanytel: +49 (0) 40 441 95 737 fax: +49 (0) 40 441 95 838

floriDa 7668 SW Jack James DriveStuart, florida 34997tel: +1 954 566 2209fax: +1 954 566 2212

california9510 West Jefferson Blvd. Culver City (Los angeles) California 90232 tel: +1 310 559 4575fax: +1 310 559 4573

car SpecialiStS Europe

auction aDMiniStration

client SerViceS

Rob Myers+1 519 352 [email protected]

Dan Warrener+1 519 352 4575 [email protected]

Donnie Gould+1 954 566 2209 [email protected]

Ian Kelleher+1 818 456 [email protected]

Alexander Weaver+1 310 559 4575 [email protected]

Mike Fairbairn+1 519 352 [email protected]

Don Rose+1 617 513 [email protected]

Jack Boxstrom+1 818 703 [email protected]

Gord Duff+1 519 352 [email protected]

Shelby Myers+1 310 559 4575 [email protected]

Vinnie Mandzak+1 310 559 [email protected]

Jonathan Sierakowski+1 519 352 [email protected]

Max Girardo+44 (0) 20 7851 7070 [email protected]

Annette Abaci+49 (0) 40 441 95 737 [email protected]

Alex Classick+44 (0) 20 7851 7070 [email protected]

Augustin Sabatié-Garat+44 (0) 20 7851 7070 [email protected]

Peter Wallman+44 (0) 20 7851 7070 [email protected]

Dylan Miles+44 (0) 20 7851 7070 [email protected]

Marc Souvrain+33 (0) 60 709 0907 [email protected]

Rebecca Johnsontel: +1 519 437 3006 fax: +1 519 351 [email protected]

Tanya Pawlaktel: +1 519 437 3029 fax: +1 310 861 [email protected]

Stephanie Jacklintel: +1 519 437 3024 fax: +1 734 661 [email protected]

Lauren Udzbinactel: +1 519 437 3058 fax: +1 734 661 [email protected]

MeDia SerViceS

Amy Christie tel: +1 519 437 3047 fax: +1 519 351 [email protected]

eVent operationS

Greg Sparlingtel: +1 519 437 3000 fax: +1 519 351 [email protected]

tranSportation

Tim Diesbourgtel: +1 519 352 4575 fax: +1 519 351 1337 [email protected]

9

recoMMenDeD HotelS

The Ritz-Carlton4750 amelia Island Parkwayamelia Island, florida 32034

For assistance with booking accommodations, please contact Lauren Udzbinac: 1 800 211 4371 or +1 519 437 [email protected]

recoMMenDeD airportS

Jacksonville International Airport (JaX)Fernandina Beach Municipal Airport (fBma)

DirectionS

If you are traveling from the south (Jacksonville Airport), take I-95 north, take exit 373 and turn right onto A1A east.

If you are traveling from the north (Georgia), take I-95 south, take exit 373 and turn left onto A1A east.

• travel east on a1a 9.6 miles to the thomas J. Shave Bridge.• Cross the Intracoastal Waterway and travel 3/4 of a mile to

the first traffic light.• turn right at the traffic light onto amelia Island Parkway and

travel 2.5 miles to the fork in the road (this road is winding and 35 mph is enforced).

• veer to the left at the fork in the road and travel 1.5 miles to the stop sign/flashing caution light.

• Cross through the intersection traveling 3/10 of a mile. the resort is on the left.

GUESt SErvICES

Specialized Automotive Transportation

SHipping

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

Reliable Carriers, Inc.Call 1 877 744 7889 or visit reliablecarriers.com.

inSurance

our official insurance partner is Hagerty, the global leader in classic car insurance. Hagerty representatives will be available onsite. for more information, please contact

HagertyCall 1 800 922 4050 or visit Hagerty.com.

10

It was during a coffee break when Keith Cornell suddenly remembered the ’32 Ford pedal car his father had brought home some 50 years ago. It didn’t take long before his older brother Duane “built” a hot rod out of it. So upset was his father over Duane’s handiwork, he took it away and stuck it in the attic over the shop. Keith wondered if it was still up there after all these years. Sure enough, there she was, covered in dust and cob webs and tucked away in the back corner. They just blew it off and sent it to the Petersen as it was found. “Hope it don’t embarrass all them shiny ones.”

Special thanks to Larry Hook.

EStImatE:

$8,000 – $12,000 offErED WItHoUt rESErvE

Visit rmauctions.com to view all photos.Photography: Vinnie Mandzak

1932 FoRD CUSToM PeDAL CARBUILt By roLLInG BonES Hot roD SHoP (GrEEnfIELD CEntEr, nEW yorK)Lot 101

1932 FoRD CUSToM PeDAL CARBUILt By faStLanE roD SHoP (DonaHUE, IoWa)

Dave Lane set out to build a real hot rod pedal car, incorporating pieces from several of the award-winning cars he’s built over the years. Starting with a body donated by Phil Becker, he added a gauge panel, duplicating what is in Phil’s 2011 Street Rod of the Year 1932 three-window coupe. He then built an injection setup similar to the one on Floyd Williams’ 2010 Hot Rod of the Year roadster. The exhaust was inspired by the headers used on George Poteet’s award-winning 1932 roadster. The interior of the pedal car duplicated the interior of a magazine featured roadster he built, now owned by Rich Stapf. Finally, the color is the same used on Alan Button’s award-winning 1932 three-window coupe. All of this, along with many other custom pieces, comes together for a really nice ’32 roadster pedal car.

Special thanks to Jon Wright’s Custom Chrome Plating (Grafton, Ohio), Schober’s Custom Hot Rod Interiors (Sandwich, Illinois), DuPont for the Chromopremier paint, Scott Aalto for pinstriping, and Phil Becker for the body.

EStImatE:



Lot 102

1932 FoRD CUSToM PeDAL CARBUILt By mCPHErSon CoLLEGE aUtomotIvE rEStoratIon StUDEntS (mCPHErSon, KanSaS)

The McPherson College pedal car was inspired by the 1932 Paul Harris roadster, which was donated to the college. The car exemplifies the range of skills developed by students actively pursuing a bachelor’s degree in automotive restoration technology, including project management, metal work, paint, woodworking, and machining.

EStImatE:



Lot 103

the year 2012 marked the 80th anniversary of the 1932 ford, a milestone car that combined the engineering innovation of Henry ford’s groundbreaking mass-produced v-8 engine with styling sophistication to match. nicknamed the “Deuce,” the ’32 ford later became the quintessential hot rod symbol of youthful automotive enthusiasm and american ingenuity.

Continuing in 2013, and as part of the Petersen automotive museum’s Deuce Week celebration of the 80th anniversary of the ’32 ford, the hottest hot rod builders in the country were invited to create pedal car versions of their personal style of hot rod. Each builder started with a

1932 ford roadster pedal car, provided by Warehouse 36. they then used their vision, craftsmanship, and passion for hot rods to create one-off, remarkable, customized collectibles.

after being on display at the museum, proceeds from the offering of the following three pedal cars will help fund the robert E. Petersen free School Bus Program at the Petersen automotive museum, which brings children from underserved schools to the museum for field trips. rm auctions is honored to support this wonderful cause. the Petersen automotive museum foundation is a non-profit 501(c)(3) educational institution.

1928 HARLey-DAVIDSon JD

• Recentlycompletedyear-longrestorationbyAmericanPrideinFortWorth,Texas

• Correctcolorsandequipmentfor1928model;rarebuddyseat

Harley-Davidson’s first V-twin was introduced in 1909, but it really hit its stride in 1911 with the addition of a mechanical inlet valve—the so-called overhead “pocket valve”. In 61-cubic inch form, it would remain in production for 20 years. By 1914, the V-twin had gained chain drive and a proper clutch, and a three-speed transmission and kick-start (termed step-starter) followed soon after.

When the 74-cubic inch J model was introduced in 1922, the 22JD featured full electrical equipment, while the FD model was fitted with a magneto. It was capable of 40–60 miles per gallon, and the sidecar model had a plate that was fitted below the cylinder to lower compression.

The year 1924 introduced aluminum pistons and Alemite fittings, which meant a grease gun, which was included, could be used to force lubrication into bushings at 500 psi. The spindly

look from the teens disappeared in 1926 with a major redesign, including a bigger, rounded tank and more comfortable handlebars.

A new frame lowered the rider by three inches, which improved the center of gravity and the handling, while a drop-forged crucible lower down protected the engine and stiffened the chassis. Later improvements included a front brake, stronger Sager forks, and full pressure lubrication, before the model was discontinued in 1929.

The bike on offer dates from 1928. The seller found a sound, running bike from California and treated it to a year-long, $40,000 restoration by American Pride Choppers in Fort Worth, Texas. It is finished in the correct cream color with red striping, and it has never been started since the work was completed, though it is said merely to need gasoline for that to be possible.

This superb Harley-Davidson presents its next owner with the opportunity to enjoy a “new” 1928 motorcycle, both to ride and show if he or she so desires. It’s bound to be a head-turner where ever it goes.

EStImatE:

$30,000 – $40,000offErED WItHoUt rESErvE

EnGInE no. 28JDL14989

SPECIfICatIonS:

74 cu. in. inlet-over-exhaust

v-twin engine with Schebler

carburetor, three-speed hand-shift

transmission, meisinger bucket

saddle and buddy seat, sprung

front forks, hard-tail rear-end,

hand-operated front drum brake,

and foot-operated rear drum

brake. Wheelbase: 59.5 in.

12

Visit rmauctions.com to view all photos.Photography: Glenn Zanotti

Lot 104

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1956 FoRD THUnDeRBIRD• Highlysought-afterfirstgenerationThunderbird

• Only700milessinceextensivebody-offrestoration

• Portholehardtopandsofttop

Introduced in 1955, Ford’s Thunderbird was targeted at people looking for a roadster with more room and power, as well as a distinctly higher level of luxury, than could be offered by the typical imported two-seater. Henry Ford II decided to call it a “personal car,” and a new automotive niche was born.

The Thunderbird met buyer aspirations, offering a standard V-8 engine, power steering and power brakes, and an optional automatic transmission. Refinement was epitomized with a choice of tops, complemented by roll-up windows, and styling that was exciting yet tasteful. For 1956, the spare wheel was mounted on the rear bumper, Continental-style, a feature that would, as it turned out, be exclusive to that year’s Thunderbirds.

The present owner of this immaculate 1956 Thunderbird acquired it several years ago, after

it underwent an extensive body-off restoration. The body was taken to bare metal and re-sprayed in factory-correct Fiesta Red, topped with three clear coats, while the interior was restored in matching red and white with a period-correct radio. The suspension was fully rebuilt, and new, narrow whitewall tires were installed. Equipped with the original, optional 312-cubic inch V-8 and automatic transmission, the car has covered only 700 miles since the completion of the restoration, and it recently underwent further freshening by Peggy Craft Restorers, of Tennessee. Notably, the car is equipped with both its original removable hardtop, featuring the “portholes” made famous by American Graffiti, as well as with a soft top added during restoration.

The first-generation two-seat Thunderbird had an exclusivity all its own, produced for only three years before being replaced with a four-seat model. They are always popular, always desirable, and always valuable. This is an opportunity to acquire a very fine example.

EStImatE:


CHaSSIS no. P6FH171237

SPECIfICatIonS:

225 bhp, 312 cu.in. overhead

valve v-8 engine with four-barrel

carburetor, two-speed ford-o-

matic transmission, independent

coil spring front suspension, live

rear axle with semi-elliptic rear

springs, and power-assisted

hydraulic four-wheel drum brakes.

Wheelbase: 102 in.

Visit rmauctions.com to view all photos.Photography: Jimmy Chiarella

Lot 105

1952 nASH-HeALey RoADSTeRCoaCHWorK By PInIn FARInA

• Oneofonly150builtfor1952

• Unusual,highlyoriginalexampleofaniconic1950ssportscar

• Numbers-matching,includingitsoriginalengine

During a chance meeting crossing the Atlantic on the Queen Elizabeth, Englishman Donald Healey and Nash-Kelvinator Chief George Mason discussed the prospect of collaborating on a sports car. The duo came to an agreement and batches of Nash Ambassador six-cylinder engines and three-speed gearboxes with overdrive were shipped to Warwickshire, England. There they were mated with Healey Silverstone chassis and a Panelcraft body of Healey design. Production began for the 1951 model year in December 1950. Racing versions finished 9th in class in the Mille Miglia and fourth overall at Le Mans, but the steep $4,063 price for Nash’s halo car kept sales to just 104 units that first year.

Mason never cared for the original slab styling of the car, and having contracted with Italy’s Battista “Pinin” Farina to style the senior Nashes for 1952, he asked Farina to update the Nash-Healey, too. Steel bodywork replaced aluminum. The price jumped to $5,858, and a

total of just 150 were produced. A companion Le Mans coupe on a six-inch longer wheelbase was introduced for 1953, yet production remained low, with 162 units built for the model year. Thanks to its high price, and the emergence of the Jaguar XK120, production ended in 1954, after a total of 506 units had been built.

This unusual, highly original Nash-Healey has been in the current owner’s possession since coming to the United States in March 2008. Previously, it was found resting in a warehouse in Holland for the better part of 25 years. It is a numbers-matching car, including the original engine. Though believed to have been repainted many years ago, the remainder of the car is likely all-original, and aside from a missing rearview mirror, it is virtually intact, including its top and side curtains. Period advertising materials are included in the sale. The car is running, though further recommissioning is recommended prior to making the car roadworthy after long-term storage. With today’s interest in original cars and barn find examples, this is an outstanding and uncommon opportunity to purchase an iconic and rare Nash-Healey convertible.

EStImatE:

$30,000–$50,000offErED WItHoUt rESErvE

CHaSSIS no. 2240

EnGInE no. 1153

BoDy no. 11844

SPECIfICatIonS:

125 hp, 234.8 cu. in. inline

six-cylinder engine, three-speed

manual transmission with

overdrive, front suspension

with trailing lower links and coil

springs, rear suspension with

live axle and coil springs, and

four-wheel hydraulic drum brakes.

Wheelbase: 102 in.

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Visit rmauctions.com to view all photos.Photography: Molly Arnstein

Lot 106

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1957 CHeVRoLeT BeL AIR SPoRT CoUPe• America’sbest-lovedcollectibleautomobile

• Rare283-horsepowerfuel-injectedV-8

• SympatheticallyrestoredCaliforniacar

Chevrolet proved that the third time was the charm in 1957, with the third restyling of the trendsetting 1955 model bringing its styling to new heights. The entire car had been lowered using smaller wheels and body modifications, and the nose and tail were updated with Cadillac-inspired cues, resulting in a baby Eldorado of sorts that has never stopped being desirable since 1957. The optional but very popular V-8 was bored out an eighth of an inch, to 283 cubic inches, and it was available in no fewer than six stages of tune. At the top of the chart was 10.5:1 compression and Rochester fuel-injection, as also seen in that year’s Corvettes, developing the magic number of “one-horsepower-per-cubic-inch.” With four-speed transmissions having yet to reach Chevrolet’s passenger car option list, the sole transmission choice for this engine was a heavy-duty two-speed Powerglide automatic.

The hardtop sport coupe offered here, a former Hemmings Classic Car cover car, is a well-kept California example, and it is believed to have been rust-free its entire life. The engine is equipped with a desirable dealer-installed Rochester fuel-injection system, matched to the Powerglide transmission that would not have been available with a “fuelie” engine from the factory. In the course of a light and sympathetic restoration performed in previous ownership, it was refinished in its original Onyx Black. Having been such a well-kept car prior to the restoration, it retains many of the features lost on less-cared-for examples, such as its original hubcaps, trunk mat, and even the chain on the gas cap. Powerful in appearance and performance, it is a handsome example of a car that many consider the most famous American automobile of all time, immortalized in painting, prose, and song: the ’57 Chevy.

EStImatE:


SErIaL no. VC57K143492

SPECIfICatIonS:

283 bhp, 283 cu. in. oHv v-8

engine with rochester fuel

injection, two-speed Powerglide

automatic transmission,

positraction rear axle,

independent front suspension

with a-arms and coil springs,

live axle rear suspension with

leaf springs, and four-wheel

power-assisted drum brakes.

Wheelbase: 115 in.

Visit rmauctions.com to view all photos.Photography: Destry Jaimes

Lot 107

1962 JAGUAR e-TyPe SeRIeS I 3.8-LITeR RoADSTeR• TheclassicJaguarinclassiccolors

• Well-sortedforfundriving

• JDHTCertificate

The E-Type Jaguar burst on an unsuspecting world at the 1961 Geneva Auto Show—the first coupe having been driven there directly from London. After the stodgy, portly XK150, it was a revolution, the obvious successor to the Le Mans-winning D-Type of six years before, with all-new monocoque construction, a nose that tilted up for easy engine and drivetrain maintenance, and fully independent suspension. At only $2,464 for the roadster and $2,520 for the sleek coupe, it was also a screaming deal and, considering the elegance and performance, it remains so to this day.

To many enthusiasts, the first generation E-Type, with its covered headlights and dainty taillights, is the definitive example of the model.

The Series I car offered here is presented in classic British Racing Green with a tan leather interior. Importantly, it is a totally numbers-matching car, with the tag matching the chassis number and also matching the cylinder head and engine block numbers, all verified by the accompanying Jaguar Daimler Heritage Trust Certificate. The car was awarded its First Junior and Senior awards from the AACA in 2007. An RM specialist has enjoyed this E-Type on the road several times and is happy to report that it is properly sorted and has performance to match its good looks, running and driving just as it did when new. It comes complete with a tool kit (framed in a shadow box), a black canvas top with a matching boot, chrome wire wheels, and a period AM radio, and it is ready to enjoy.

EStImatE:

$125,000–$150,000

CHaSSIS no. 876857

EnGInE no. R4437-9

BoDy no. R3285

GEarBoX no. EB4387US

SPECIfICatIonS:

265 hp, 3,781 cc DoHC

six-cylinder engine, three

SU carburetors, four-speed

manual gearbox, independent

front suspension with double

wishbones, torsion bars and sway

bar, independent rear suspension

with coil springs, double

wishbones, and sway bar, and

four-wheel hydraulic disc brakes.

Wheelbase: 96 in.

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

Lot 108

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1958 FIAT 600 JoLLyCoaCHWorK By GHIA

• Extremelyrarefour-cylinder600-basedJolly

• Recentrotisserierestoration,includingfullyoverhauledmatching-numbersengine

• Believedunder22,000actualmiles

• Readyforsummerfuninthesun

When the chairman of Fiat wants a new yacht tender, he needs only to turn to his designers and engineers to achieve it. The result of Gianni Agnelli’s desire, offered to the public in limited numbers beginning in 1957, was the “Jolly de Plage,” or Joker of the Beach. Based upon the standard Fiat 500, the Jolly boasted reinforced open bodywork with a jaunty surrey top, wicker seats that would have been at home on one’s patio, and no doors. It was built by Ghia, the noted Italian coachbuilder with whom Fiat enjoyed a long relationship, and so it boasted excellent build quality and an appropriately high price tag, more than double the cost of a standard 500.

For much of the 1960s, the Jolly was the car in which to be seen at European resorts, favored by members of the space age jet set.

The Jolly offered here is an exceptionally rare model based upon the Fiat 600, boasting a 28.5 horsepower, four-cylinder engine, as “hot” as a Jolly ever got, and in its day, it was considered an upscale, premium model. It is believed that fewer than two-hundred 600 Jollies were produced, less than half of which have survived.

This particular car was originally built for the Italian market. It has had only two Florida owners since 1980, with the current caretaker holding it for 20 years. As part of the recent restoration, it was converted to American sealed beam headlights and a speedometer/odometer reading in miles. The odometer was reset to reflect 21,531 miles, the U.S. equivalent of the 34,651 kilometers that were believed actual at the time of restoration. All components of the car are otherwise original and were carefully restored to factory-fresh condition, including the fully rebuilt, matching-numbers, original engine.

The result is a Jolly that is “Riviera-ready” in all respects, and as a bonus, it boasts the most desirable and powerful 600 drivetrain, which is most desired by collectors.

EStImatE:


SErIaL no. 423064

SPECIfICatIonS:

28.5 bhp, 633 cc overhead-valve

four-cylinder engine, four-speed

manual transmission, independent

front suspension with transverse

leaf spring, radius-arm rear

suspension with coil springs, and


Wheelbase: 78.74 in.


Lot 109

1934 BenTLey 3 ½-LITRe DRoPHeAD CoUPeCoaCHWorK By PARK WARD

• Period-correctParkWardcoachwork

• Matching-numberscarwithoriginaltools,licenseplates,andmanuals

• OriginalRudge-Whitworthwheels

• Photo-documented$400,000restorationcompletedin2009

The 3½-Litre Bentley was introduced to the public at the Ascot Race Course in August 1933. To limit re-tooling costs, it was based on the Rolls-Royce 20/25 horsepower chassis. The new Bentley engine was reconfigured from the 20/25’s 2¾-liter motor by increasing displacement and adding a new cross-flow head, twin SU carburetors, a higher compression ratio, and a re-profiled camshaft. The result was a fast, smooth, long-lasting, responsive, and excellent-handling car that was marketed as “The Silent Sports Car.” Well-received by the press and public alike, 1,191 were sold between 1933 and 1937.

The car on offer, B203AE, was originally sold to G. Fitzherbert Wright by University Motors, of London, on March 26, 1934. Copies of the

original documents accompany the car, which include specific equipment and dynamometer test results. Originally, the car was fitted with a Hooper four-door saloon body, because the owner anticipated using the car for “in town” transportation as well as continental touring.

B203AE later belonged to Captain Percival Kent, of Sherborne St. John in Hampshire. A letter accompanies the car from his neighbor, A.D. Carter, who remembers that the eccentric owner only drove the car two weeks a year, at Christmas. In intervening years, the handsome Bentley made its way to the United States and was discovered by West Coast Bentley enthusiast Gary Wales as a chassis and engine, complete and original, with verified matching numbers.

Mr. Wales had the good fortune to find an original Park Ward drophead coupe body that had been removed from its original chassis, B32EJ. Wales’ subsequent and painstaking full mechanical and cosmetic restoration of B203AE exceeded $400,000. Accompanying the

EStImatE:

$180,000–$250,000

CHaSSIS no. B203AE

EnGInE no. N5BM

SPECIfICatIonS:

115 bhp, 224 cu. in. oHv inline

six-cylinder engine, four-speed

manual transmission, solid

front axle with semi-elliptic

leaf springs, live rear axle with

semi-elliptic leaf springs, and

four-wheel vacuum-assisted

mechanical drum brakes.

Wheelbase: 126 in.

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Visit rmauctions.com to view all photos.Photography: Teddy Pieper

Lot 110

car are 160 detailed photographs of the restoration, which was completed in 2009 with no-expense-spared. The car is tastefully presented in burgundy with maroon fenders, a central spotlight, a rear-mounted spare, and fitted luggage.

The “flying bee” mascot, a rare Lejeune piece, was installed by Wales, as it was known, according to A.D. Carter, that Captain Kent was a beekeeper. The insulated Blackwood Burgundy top features a luxurious Wilton headliner, which would need to be modified to enable the top to be lowered if open-air driving is desired. Although it is not confirmed, the hardware for the operational top is believed to be in place.

B203AE is by no means built up from other Bentley components. Simply put, it is an original 1934 Bentley chassis with an original 1935 Park Ward drophead

coupe body. The car comes complete with the original fitted hand tool tray, road tools, owner’s manual, and its original British registration plates, MG 6666. Even more remarkable, this car retains its original, factory-specified “knock-off” racing wheels. Even the under-seat tool kit is substantially complete.

From 1933 through 1936, 1,177 Bentley 3½-Litre cars were produced in 12 VIN series. About half of those, or 529, were bodied by Park Ward. This car is one of the earliest produced and is part of the first VIN series, “AE.” Such cars are in great demand by Bentley enthusiasts and astute collectors of all marques. Moreover, they afford the new owner a lovely entry for participation in events organized by the Rolls-Royce Owners’ Club, the Bentley Drivers Club, the Rolls-Royce Enthusiasts’ Club, and even the Classic Car Club of America.

1923 LoCoMoBILe MoDeL 48 SeRIeS VIII SPoRTIFCoaCHWorK By BRIDGePoRT BoDy CoMPAny

• ThemostdesirableLocomobilebodystyle, inexquisiteoriginalcondition

• Knownanddocumentedhistorysincenew

•PebbleBeachPrewarPreservationBestinClasswinner

The Locomobile Model 48 changed little between the model’s 1911 introduction and the cessation of production in 1929—one of the few luxury automobiles whose production run spanned the brass, nickel, and chrome eras. In 18 years, it changed little, with few concessions made to modernity. It was a solid, conservative, expensive, and old-fashioned automobile for solid, conservative, wealthy, old-fashioned people.

Albert M. Barnes, a partner in the prominent New York investment firm of Dillon, Read, & Company, fit the bill nicely. He must have had something of a sporty side, however, as

he ordered the car offered here with the most dashing factory Locomobile body, the Sportif, a fleet four-passenger phaeton designed by J. Frank de Causse. Brass trim and grey paint were specified, as well as balloon tires on Buffalo wire wheels. Four-wheel brakes were now available, but rear wheel brakes were apparently still sufficient for Mr. Barnes. No windshield wipers were necessary either, as the car was driven only in fair weather by Mr. Barnes himself.

At a time when a Model T Ford traded for around $600, the Barnes Locomobile rang up a price of $9,900. No one can say that its original owner didn’t get his money’s worth, however, as when he passed on 29 years later, the Locomobile was still occupying space in his carriage house at Spruce Hill Farm in Mendham, New Jersey, and it was still in excellent condition.

EStImatE:

$175,000–$225,000

CHaSSIS no. 18345

EnGInE no. 13612

SPECIfICatIonS:

95 bhp, 525 cu. in. t-head inline


manual transmission, live front

and rear axles with leaf springs,

and rear wheel mechanical

brakes. Wheelbase: 142 in.

20


Lot 111

The car was acquired from the Barnes estate, along with several other notable automobiles, by Morristown, New Jersey, Lincoln-Mercury dealer Tom Wiss. It remained largely in storage as it passed through the hands of its next three East Coast owners, eventually winding up with well-known enthusiast David Schultz in 1989. During his tenure of ownership, Schultz, with only minor mechanical work, was able to put the Model 48 back on the road. It was the first pre-1925 Locomobile to be recognized as a Full Classic by the Classic Car Club of America and was awarded top honors in the Prewar Preservation class at the prestigious Pebble Beach Concours d’Elegance in 2002.

Schultz passed the Locomobile to its present owners in 2004. In their care, it has continued to be recognized with awards, including those for Best Original Unrestored Car at the Hilton Head and Amelia Island Concours d’Elegance and Best in Class at the Keeneland

Concours. Most importantly, in their hands, it has remained original.

The car has under 25,000 actual miles. The only major parts replaced since new are the clutch and the tires. The wheels have been refinished in black, their original color. The Locomobile wears the same paint, black leather upholstery, and tan cloth top with which it first rolled up the driveway at Spruce Hill Farm in 1923, all worn by age, not use, being intact and in altogether incredible condition given that they were applied when Warren Harding was in the White House.

All of this has been fully documented by previous owners, and the large binder of documentation—covering the life of both the Locomobile and its original owner—will pass to the new owners, as they become the ninth caretakers of Mr. Barnes’s big grey Locomobile. Looking at it, it fairly begs to leap forward and start covering its 25,000th mile in 90 years of loving, thoughtful care.

1932 FoRD “CHRoMeZILLA” CUSToM RoADSTeR• Winnerofsixmajorawardsatthe2005Detroit

Autorama

• Painstakinglybuiltwithnearly2,500chromedcomponents

• FeaturedinAmerican Rodder, Street Rodder, andStreet Rod Builder

Steve and Sheri Tracy, of Tennessee’s Advance Plating, commissioned this multiple award-winning ’32 Ford Highboy Show Roadster, which is best known to its many fans as “Chromezilla.” Greening Automotive, of Coleman, Alabama, completed the build to impeccable, show-quality standards, with the project overseen by Jesse Greening. At first glance, this smooth Deuce appears like any other impressively built show rod, combining the best elements of modern and period hot rod cues and construction techniques. That, however, is where the similarities end.

The car’s multitude of remarkable and subtle details begins with the boxed and reinforced Deuce-style frame, which includes custom-fabricated tubular cross-members. The frame and all chassis components were then finished to an incredibly high standard, allowing for the car’s extensive chrome plating. In fact, nearly 2,500 of the car’s components have been chrome plated, appropriately giving rise to the car’s “Chromezilla” moniker. In addition, over 900 bolts and fasteners were hand-fabricated for the car, along with logos and nameplates that extend to the instrument faces, steering wheel, and even the brake calipers, giving the finished product a level of cohesiveness and detailing matched by few, if any, of its show competitors, past or present.

EStImatE:

$125,000–$175,000

CHaSSIS no. B32373867

SPECIfICatIonS:

454 cu. in. Chevrolet v-8, Inglese

induction system with four

Weber twin-choke carburetors,

Gm turbo-Hydramatic 400 three-

speed automatic transmission,

dropped tubular front axle,

coil-over rear suspension, and

Wilwood four-wheel hydraulic

disc brakes.

22


Lot 112

A tubular front axle with a five-inch drop provides the menacing “hot rod” stance, while the rear coil-over suspension is a work of art in itself, based on a Tiger quick-change center section. Wilwood four-wheel disc brakes provide stopping power, while rolling stock consists of beautifully chromed custom wheels and low-profile radial tires. The hot 454-cubic inch Chevy V-8 mounts a unique Inglese induction system with four Weber dual-choke carbs and is mated to a Turbo-Hydramatic 400 automatic. Countless chromed, painted, and polished components round out the engine bay.

The Brookville steel bodywork was painstakingly prepared prior to the application of the black finish by Jeff Greening, with the sculptured green flames first outlined with pinstripes by Josh Hughes and then filled in by Wade Hughes. Greening then applied and buffed the clear coat, with the car’s mirror-like finish a tribute to the fastidious preparation of the underlying bodywork. Paul

Atkins fitted the striking green interior. The overall result is simply stunning.

Once completed, Chromezilla dominated the hot rod and car show circuit, beginning with the 2005 Detroit AutoRama, where it captured major awards, including Best Altered Rod, Best Chassis, Best Detail, Best Engine, Best Engineering, Best Upholstery, and the Yosemite Sam Radoff Sculptural Excellence Award. Chromezilla was also named the Millwinders Award Winner for 2006 by the International Show Car Association (ISCA). In fact, Chromezilla was the subject of detailed features in magazines, including the July 2005 editions of American Rodder and Street Rodder, the September 2005 Street Rod Builder, and the cover for the Winter 2007 edition of ISCA’s Showstopper.

Chromezilla has been preserved in outstanding, show-quality condition, providing an exceptional opportunity for the new owner to resume its show-winning ways.

1941 BUICK RoADMASTeR ConVeRTIBLe CoUPe• No-expense-sparedrestorationbyBuickexpert

DougSeybold

• Oneofjust1,845Series70RoadmasterConvertibleCoupesproducedfor1941

• AACAFirstSeniorandBuickClubofAmericaGoldAwardwinner

“When better automobiles are built, Buick will build them.” That’s what Buick told us in 1941, and this stunning Roadmaster convertible certainly proves the point. Except for Ford, Buick sold more convertibles than any automaker in 1941. No small wonder, as it offered its widest array of body styles to-date, a total of 26 in five separate series: Special Series 40, Super Series 50, Century Series 60, Roadmaster Series 70, and Limited Series 90. Production increased 34 percent, qualifying Buick for fourth place in industry sales.

Style-wise, the 1941 Buicks were quite different from their predecessors. Exposed running boards and door hinges, as well as fender-mounted spare tires, were a thing of the past for 1941. New fender lines provided a much sleeker

look, and headlights were completely enclosed in the fenders for the first time. At a base price of $1,457, just 1,845 Series 70 Roadmaster Convertible Coupes were produced, adding to their rarity today. Riding a 126-inch wheelbase, the luxurious Buick weighed in at 4,258 pounds.

The big news, however, for 1941 was Compound Carburetion, the forerunner to the four-barrel carburetor and also to the multi-carb setups so loved by the manufacturers following World War II. Optional on Specials and standard on all other models, a pair of carburetors extracted more power from Buick’s 320 CID “Fireball” straight eight—good enough for 165 horsepower on Roadmasters. This made Buicks the highest-powered standard production cars in America, with 15 horsepower more than the engine used in that year’s Cadillac!

This stunning Roadmaster Convertible Coupe is painted Sequoia Cream over red leather, the attention-grabbing combination so prominently used in Buick advertising of the

EStImatE:

$125,000–$150,000

CHaSSIS no. 13982970

SPECIfICatIonS:

model 76C. 165 bhp, 320 cu.

in. fireball inline eight-cylinder

engine, three-speed manual

transmission, independent front

suspension with coil springs,

semi-floating rear axle with

coil springs, and four-wheel

hydraulically-actuated drum


24


Lot 113

era. The black canvas convertible top is accented with red welting and is power-operated. Full rear wheel-skirts accent the sleek lines of the rear fenders. Wide whitewall tires are mounted on red rims, further highlighting the dynamic color scheme. Benefiting from a no-expense-spared, ground-up restoration by one of the nation’s top Buick authorities, Doug Seybold, in 2011, no detail has been overlooked in this virtually flawless Buick. The red leather interior is upholstered in hides purchased from Plumber Leather in Cleveland, Ohio, the company that supplied the original upholstery in 1941. The chassis and under-hood are detailed to perfection. Inside one finds a radio, clock, heater, defroster, and turn signals, as well as

the characteristic engine-turned dash used on Buicks of the era. Even the trunk lining has been re-manufactured to duplicate the original.

Attesting to the quality restoration, the car is a multi-award winner, securing its AACA First Junior at Charlotte in 2012, its AACA Senior Award at Hershey in 2012, a Buick Club of America First Place and Gold Award in Charlotte in 2012, and the Most Outstanding Buick Award at the 2012 Glenmoor Gathering of Significant Automobiles in Canton, Ohio, in September. With such an outstanding pedigree, one can understand their slogan: “Wouldn’t you really rather have a Buick?”

1935 CADILLAC SeRIeS 30 FIVe-PASSenGeR ToWn SeDAnCoaCHWorK By FLeeTWooD

• CoachbuiltFleetwoodTownSedanbody

• FormerBostonAutoShowcar

• Roomyandreliable,idealfortouring

Although smart convertible coupes and convertible sedans spiced up the Cadillac’s 1935 eight-cylinder lineup, it was the sedans that comprised the mainstay of the product line. There were two basic types, the Sedan with a sloping rear contour and the Town Sedan with an integrated “bustle” luggage compartment. Town Sedans were offered in the 128-inch wheelbase Series 10 and the Series 20 with a 136-inch wheelbase, both by Fisher, and in a Fleetwood version on the 146-inch wheelbase. Fleetwood customers could also choose between a vee windshield, style 5733-S, and a formal-looking flat windshield version, the type offered here, designated 6033-S. Furthermore, both these types could be purchased on the Series 40 V-12 or Series 60 V-16 chassis. Body style production figures

were not recorded, but this car’s body number, 196, implies that quantities barely reached three figures.

Ordered on November 12, 1934, this car was invoiced to Cadillac Automobile Company, of Boston, the dealership of Alvan T. Fuller. Fuller was a pioneer distributor of both Packard and Cadillac, later a congressman from Massachusetts and eventually governor. Unusually, the build sheet is annotated “ship after 1/2/35” and further noted “SHOW CAR,” very rare in the annals of surviving Cadillac history. After the show, it is believed to have been returned to Cadillac. It was then sold to its first owner in California, where it remained until the 1970s.Then it was sold to San Francisco collector Owen Franklin Hoyt, who also kept it for many years. After a couple of subsequent owners, the Cadillac found its way to New Jersey, where it was purchased by the current owner.

EStImatE:


EnGInE no. 3105172

BoDy no. 196

SPECIfICatIonS:

model 355-D. Body style number

6033-S. 130 bhp, 335 cu. in.

L-head v-8 engine, three-speed

manual transmission, coil spring

independent front suspension,

live rear axle with semi-elliptic

leaf springs, and four-wheel,

power-assisted mechanical


26

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Lot 114

Originally Cathedral Grey with Vincennes Red wheels, but by the time it was acquired by the current owner, it had been painted black. His intent was to make it an excellent and reliable tour car. The black paint responded well to cleaning and deep buffing. The grey whipcord upholstery is believed to be original, as detailed on the build sheet. Recent work has included re-chroming of brightwork, new carpets, and a thorough vetting of the running gear: new tires, clutch, brakes, and exhaust. The engine was given a top-end overhaul,

including the heads and valves, and the ancillaries, like water and fuel pumps, the starter, the generator, and the carburetor, were rebuilt or replaced all within the last two years. The result is a thoroughly trustworthy tour car for CCCA CARavans or other excursions, and it is one that can make a proud entrance on any show field. It is not certain how many Fleetwood Town Sedans were built in all configurations, but the number of surviving Series 30 eight-cylinder examples may only be the one you see here.

1967 CHeVRoLeT CoRVeTTe STInG RAy 427/435 ConVeRTIBLe• Matching-number,435-horsepowerL71,

solid-lifter427

• Highlyoptioned,includingrareJ56“bigbrakes” andfactoryhardtop

• Documentationincludesatanksticker, Protecto-Plate,andowner’smanual

• NCRSTopFlightAward,alongwithphotodocumentationoftherestoration

• BelievedGMexecutive“BrassHat”car

• Ex-RickHendrick

For some, the numbers might not mean anything: 1967, 427/435, M21. But if one knows Corvettes, then they say everything. They indicate a tri-power, four-speed 1967 convertible, the ultimate Sting Ray.

The year 1967 was supposed to have its own all new Corvette, replacing the beloved Sting Ray body. But Chevrolet’s schedule was disrupted, forcing them to hold the new styling until 1968. GM designers were given little time, and less money, to differentiate the ’67 from previous years, a situation that traditionally yields disappointing results. In this case, however, necessity and ingenuity combined in what some consider the most attractive Corvette of all.

Taken as a whole, the shape of the ’67 isn’t all that different from the year before, but the details that make the difference. Or in some cases, the lack thereof. There are fewer emblems on the ’67 than any other Sting Ray. The five-slot fender louvers are functional, and they are particularly appropriate on this car, with the rare J56 big brake package, considered the racing brake setup, which was optioned on only 1.2% of all 1967 Corvettes. Corvette finally had a proper handbrake on the transmission tunnel, which was relocated from an under-dash pull handle.

Knock-off spinner wheels were removed from all cars for 1967, but once again, stylists made the most of a little and came up with the bolt-on aluminum rally wheel, which became one of the most-imitated wheel styles of the sixties. For those who wanted the ultimate open-air, big-block experience, optional side pipes let the world know that going for pinks at a stoplight against this car would be ill-advised.

EStImatE:


CHaSSIS no. 194677S122767

EnGInE no. TO6I3JE7122767

SPECIfICatIonS:

435 bhp, 427 cu. in. oHv v-8

engine, triple Holley two-barrel

carburetors, four-speed manual

transmission with positraction,


with coil springs, independent

rear suspension with transverse

leaf spring and lateral struts,

and four-wheel disc brakes.

Wheelbase: 98 in.

28

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Lot 115

A typical 1967 Corvette interior is black, but optional colors were available, as with the matching red leather interior with factory headrests and shoulder belts. An interior such as this is extremely rare, and it is one of a number of clues that leads one to believe it must have been ordered by someone with extra clout, a so-called Brass Hat car.

The general public learned about Brass Hat cars because of the examples leased to returning astronauts for $1/year, built with option packages that required a supervisor on the assembly line to oversee construction. Big GM dealers and company executives also had the pull to have a car built to their liking. This car is documented with a tank sticker that confirms that it is one of the best-optioned 1967 Sting Ray Convertibles known, and it lends great credence to the idea that it was an executive car. Further confirmation is the inclusion of the first

owner’s name in the lower quadrant of the tank sticker, along with original delivery through Marley Chevrolet in Detroit.

The restoration of this NCRS 2008 Top Flight Award winner is fully documented with almost 200 pictures of the restoration process, including the engine and the transmission, as well as photos of the all-important chassis stampings. It has further benefited from a recent freshening by marque expert Ray Zisa.

In striking Rally Red with a black stinger; matching leather interior with headrests, optional hardtop, side pipes, heavy-duty power brakes, an all-important, numbers-matching, 435 horsepower, 427 V-8 engine; and recent ownership by race team owner and noted car collector Rick Hendrick, a Corvette lover’s search for the perfect Sting Ray could end right here.

1925 PIeRCe-ARRoW SeRIeS 80 RUnABoUT• BeautifulexampleofoneofthesportiestJazz

AgePierce-Arrows

• AACAandCCCASeniorAwardwinner

• Shownatnumerousconcoursevents

“Its colorings are rich and daring,” the advertisement read. “It is as comfortable as an easy chair to ride in. There’s a roomy rumble seat when the party is four—a commodious locker for golf bags and luggage. Its lines suggest fleetness—and it is fleet. Its silky, 70 horsepower, Pierce-Arrow, six-cylinder engine is off like a streak. It is a runabout with that fine degree of mechanical perfection, that ability to glide away smoothly, silently, and speedily, which every other car owner envies.”

Pierce-Arrow was speaking of the Series 80 Runabout. Despite its status as one of the company’s entry-level models, it was still a very large car, and it was constructed with the quality typical of the Buffalo automaker to the presidents. The hand-hammered aluminum body covered white ash framework, and only the finest of finishes and leather were used throughout. Under the hood was the durable, smooth-running Pierce-Arrow straight six.

The Series 80 Runabout was claimed to be the lowest-priced car ever offered by the company, although its $2,895 was still a considerable sum for an open two-passenger automobile, even as the prosperous twenties roared. Still, there were those

who could afford the best, and for those people, Pierce-Arrow’s factory was ready.

The Runabout offered here was previously owned by noted enthusiast Irv Steele, of Titusville, Florida, and it was acquired from him by the present owners 13 years ago. The car had undergone a partial restoration and was displayed at the 100th Anniversary of Pierce-Arrow in 2001, and it garnered its Antique Automobile Club of America Junior First a year later. Steve’s Executive Cars, of Tavares, Florida, finished a photo-documented restoration in 2003, and the car was then judged at 99 points and earned Senior status that year. It won its AACA Senior First in 2004, and it has graced the manicured lawns of many of the country’s noted concours, displayed at the Burn Prevention Foundation, Meadow Brook, Amelia Island, Keeneland, Cranbrook, and the Ocean Reef Club, among others.

The car continues to show well in white and black with a tan interior and top. Its sleek and sporty lines forecast the Classic Era designs to come, while the high backrest of the rumble seat and the wooden artillery wheels recall the best of the Brass Era, which had come and gone. The fender-mounted headlights are pure, classic Pierce-Arrow. It can be easily said that this desirable roadster is one of the finest Series 80 Pierce-Arrows in existence. Then as now, it is outstanding.

EStImatE:


SErIaL no. 806558

EnGInE no. 806565

SPECIfICatIonS:

70 bhp, 288 cu. in. L-head inline


transmission, solid front and

semi-floating rear axles with


four-wheel mechanical brakes.

Wheelbase: 130 in.

30


Lot 116

31

1957 CHeVRoLeT CoRVeTTe FUeL-InJeCTeD ConVeRTIBLe• Fuel-injected283/283V-8

• Numerousoptions

• Bothhardandsofttops

Having found itself under the guidance of Zora Arkus Duntov in 1956, the Corvette, now a true no-excuses sports car, was rejuvenated slightly for 1957. Styling changes were minimal, but the list of powertrain and comfort options was continually ever-growing and even more tempting to the prospective Corvette owner. There were new colors, power accessories, and creature comforts, and under the hood, the freshly enlarged 283-cubic inch V-8 could be had with two different four-barrel carburetors and two different fuel-injection options. The hottest, and therefore the most desirable, variant produced one-horsepower-per-cubic-inch displacement—283 galloping ponies. That was an earthshaking number for an American automobile, particularly one that was so small and light.

The 1957 Corvette offered today is confirmed by its VIN as having been delivered with the ultimate “283/283” V-8 with Rochester fuel injection and high-lift cam, which still resides under the hood today, and it is also equipped with a T-10 four-speed transmission, a positraction rear axle, a signal-seeking AM radio, and both a soft top and a removable body-color hardtop. A high-quality restoration, performed in previous care, saw the car refinished in Venetian Red over red upholstery; after which, the car was on display in a Corvette museum for some time.

The car is still very much as it was when the restoration was completed, and it offers an unbeatable combination of performance and good looks. To many, this is exactly what the mental picture of a 1957 Corvette describes: red on red, fuel injection, good options, both tops, and ready to go to a new home.

EStImatE:


SErIaL no. E57S102825

SPECIfICatIonS:

283 bhp, 283 cu. in. oHv v-8

engine with rochester fuel

injection, four-speed manual


suspension with semi-elliptic leaf

springs, live axle rear suspension

with semi-elliptic leaf springs,

and four-wheel hydraulic drum



Lot 117

1926 RoLLS-RoyCe SPRInGFIeLD SILVeR GHoST PLAyBoy ConVeRTIBLe CoUPeCoaCHWorK By BReWSTeR

• Extensive,recentmechanicalrebuild

• FormerlyownedbytheatermagnateWalterReade

Rolls-Royce came early to America. In 1906, C.S. Rolls himself brought three cars to race at New York’s Empire City track. An exhibit at the annual auto show followed, where three cars were sold. In 1913, a New York depot was set up with coachbuilders Brewster & Co., who bodied the majority of the imported chassis. In 1919, Rolls acquired a factory in Springfield, Massachusetts, and began to manufacture the Silver Ghost. In addition to Brewster, American Rolls were bodied by many other prestige coachbuilders, a number of them under the hallmark of Rolls-Royce Custom Coach Work. Included in this bevy of eastern craftsmanship were such companies as Biddle & Smart, Willoughby, Merrimac, and Holbrook. In order to have cars ready for customers who wished to buy “off the showroom floor,” a range of

standard designs was prepared, to be built by the aforementioned firms. Included were the Pall Mall tourer, the Oxford seven-passenger tourer, the Piccadilly roadster, and the Mayfair and Riviera town cars.

Initially the same as its British counterpart, the Springfield Silver Ghost chassis evolved over the years to adapt to its adopted country. First were component substitutions: American Bosch ignition in place of the Watford magneto, American wheels replacing Dunlops, and eventually all electrical equipment was of local manufacture. By 1924, six-volt electrics had been adopted, and the following year, the chassis was reconfigured for left-hand drive. At the same time, the four-speed, right-hand-shifted gearbox gave way to an American-style three-speed with center change. Subtle changes were also made to the suspension to soften the ride.

EStImatE:

$300,000–$350,000

CHaSSIS no. S400RK

EnGInE no. 28004

BoDy no. B-5781

SPECIfICatIonS:

40/50 hp, 7,428 cc L-head inline


manual transmission, solid

front axle with semi-elliptic leaf

springs and live rear axle with

cantilever leaf springs, and

four-wheel servo-assisted

mechanical brakes.


32

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Lot 118

Chassis S400RK was delivered March 11, 1926, to a Mr. D. Armstrong, of Greenwich, Connecticut. At that time, it was clothed with a Willoughby-built Mayfair town car body. At some point, it was traded back to Rolls-Royce of America, joining an inventory of “pre-owned” cars that the factory maintained for sale. Many of these were enclosed styles: limousines, town cars, and sedans. When the supplies of these models grew too large, the company would sometimes remove their bodies and substitute sportier coachwork. A good example is the Playboy Convertible Coupe built by Brewster.

Just 28 were built, 15 retro-fitted onto Silver Ghost chassis, S400RK among them, and the remainder to Phantom Is. The Playboy had a jaunty look and a snug cockpit with roll-up side windows. Less lavishly appointed than the well-known Picadilly roadster, however, they lacked some amenities, like a side door to the rumble seat.

Rolls-Royce records show S400RK was sold to Walter Reade, with the Playboy body, by successor company J.S. Inskip on June 9, 1934. At that time, the Mayfair body remained “undisposed of.” Walter Reade Sr. (1884–1952),

the “Showman of the Shore,” was a New Jersey theater owner who built up a chain of movie houses in the greater New York area. After his death, the company was taken over by his son, Walter Reade Jr., who expanded the Walter Reade Organization into distribution of foreign-made films. The Walter Reade Theater at New York’s Lincoln Center is named in his memory. In June 1959, S400RK was purchased by Bob Wilhelm, of Flint, Michigan.

Imported into Belgium several decades ago, it resided in a little-known private collection before being purchased by the immediately preceding owner. Within the last few years, substantial mechanical renewal has been undertaken by British marque specialists Taylor’s, of Chichester, West Sussex. This included an engine rebuild involving new cylinder blocks, valves, high-compression pistons, an exhaust manifold, and a reground crankshaft. Invoices totaling in excess of £75,000 for the period of 2007–2012 are on file.

A fine example of the Playboy Convertible, with celebrity provenance, this Springfield Silver Ghost is ready to be enjoyed by a new owner.

1958 MeRCeDeS-BenZ 300SL RoADSTeR• Well-restoredindesirablecolors

• Rudgewheels,fittedluggage,andfactoryhardtop

• Europeanheadlights

The original Mercedes-Benz 300SL “Gullwing” Coupe made its exit in 1957, succeeded by an open Roadster model that debuted at that year’s Geneva Salon. Converting the famed racing-bred coupe to an open convertible meant dispensing with the famed upward-opening door and redesigning the chassis, which was strengthened significantly to compensate for the loss of the roof structure. Headlamps were changed, the grille was smaller, and a chrome molding was added below the doors. A new camshaft and higher compression boosted the famed, racing-derived, twin-cam six-cylinder engine’s output to 225 brake horsepower, and its revised rear suspension now boasted a compensating spring, which was added to reduce the over-steering tendencies of the Gullwing’s single-jointed swing-axle arrangement.

Enthusiasts who may have worried about the 300SL going “soft” had absolutely nothing to concern themselves about. The Roadster remained among the fastest automobiles on the road, capable of 133 to 155 mph, depending upon the final drive ratio specified. Production continued into early-1963, and with 1,858 built, the Roadster proved even more popular than its Gullwing predecessor, while still remaining exclusive enough to be rarely seen—and it was still incredibly powerful. Like the earlier coupe, it was, in its day, the car in which to see and be seen, and it was favored by celebrities, racing drivers, and just about anyone who appreciated fine machinery and had the bank account to acquire it. As with all great automobiles, it has retained that same persona to this day, and it remains among the world’s most desired cars.

The example offered here is documented by its original Mercedes-Benz data card, a copy of which accompanies it today. It is exactly

EStImatE:

$800,000 – $1,000,000

CHaSSIS no. 198.042-8500286

EnGInE no. 198.980-8500288

SPECIfICatIonS:

225 bhp (DIn), 240 bhp (SaE),

2,996 cc overhead-cam inline

six-cylinder engine, Bosch

mechanical fuel-injection,

four-speed manual gearbox,


with upper and lower a-arms

and coil springs, independent

rear suspension with coil springs

and swing axles, and four-wheel

hydraulic disc brakes.

Wheelbase: 94.5 in.

34


Lot 119

what the knowledgeable buyer seeks in an early Roadster, a quality restoration in desirable colors, with all of the accessories that one could desire. Performed several years ago, the restoration saw the car finished in metallic silver-blue with tan leather upholstery, and with all interior components properly restored in the correct materials and finishes. A new dark blue soft top is fitted.

Importantly, this car is equipped with racing-style Rudge knock-off wheels. Something of an icon of 1950s Mercedes performance, these wheels were popular and desirable on the Gullwing, especially those examples that saw track use, but relatively few Roadsters were fitted with them—making the set on this car rare indeed. The car is also equipped with a full set of fitted luggage, ideal for touring in a Grand Tourer, especially one with, as on the 300SL Roadster, an unusually-shaped luggage

compartment. The crowning touch is a removable hardtop in dark metallic blue, which contrasts nicely with the lighter body panels. The Roadster’s factory removable hardtop was designed “into” the car, so that unlike many removable tops, which appear awkward and out-of-place when installed, it appears right at home and produces a beautiful, snug closed coupe. In fact, it almost recalls the Gullwing.

As an original U.S.-delivery car with bumper guards, in addition to its “triple crown” of options, this car is equipped with a later upgrade to European-style single-lens headlamps. Many feel that this improves the overall appearance of a Roadster, and here, the lenses are fresh and beautiful. The original firewall data tag remains present on the car. The 300SL rides on sports racing tires with a period-correct appearance and shows 21,000 miles.

Today, the 300SL Roadster still carries with it an indelible aura of speed, power, and sophisticated style. Fast enough for the sports car lover, and comfortable enough for those who demand to luxuriate, it has remained one of the most desirable automobiles in the world for nearly 60 years. The car offered here presents with an unusual, desirable selection of options and accessories, which combined with a beautiful restoration in an outstanding choice of colors, makes it one of the most desirable examples still on the road.

1925 BenTLey 3-LITRe ToUReRCoaCHWorK By GURney nUTTInG

• Oneofjust1433-LitresbodiedbyGurneyNutting

• Original,preservedchassis,engine,body,andUKlicenseplate

• Completeownershiptrailfromnew;numerousawardsincluded

The first Bentley sports cars were unequaled in their time. After designing aero-engines for the R.A.F. in WWI, Walter Owen Bentley redirected his attention to motor cars. Launched in 1921, his first model was intended to appeal to sportsmen of the motoring world. Powered by a three-liter, 2,966-cubic centimeter four-cylinder engine, it was an immediate success. In January 24, 1920, The Autocar published their first road test: “A Car which Combines Docility in Traffic with Exceptional Speed Potentiality on the Open Road.” The car was continually improved, as The Autocar of January 16, 1925, read, “Impressions of the Latest Model, which is Suitable Alike for the Speed Lover and the Potterer.”

New Bentley 3-Litre buyers included Prince George, the Duke of Kent, and the actresses

Beatrice Lillie and Gertrude Lawrence. The example offered here was delivered in February 1925 to John McMeekin, of Southampton, England, and it remains today largely as it was when new, a rarity among this marque. Engine and body swaps on vintage Bentley chassis were common, often to resemble the 3-Litre Tourers that won Le Mans in 1924 and 1927. Fortunately, this car’s body, by noted coachbuilder J. Gurney Nutting, has remained with the chassis and is in remarkably well-preserved condition.

McMeekin retained the Bentley until the 1940s; its second British owner, Captain Ivan Finchow, of Lygarth, Dorset, sold it to Tennessee Rolls-Royce dealer Neil McDade, and it has resided stateside ever since. From McDade, the car passed to noted collector Barney Goldflies, of Ohio, then to Richard Fisher, and finally to George Evenson, of Washington state. The car’s ownership history has been archived since new by Bentley Motors and the enthusiasts’ clubs, and as a result, this Bentley is well-known.

EStImatE:

$225,000–$325,000

rEGIStratIon no. CR9914

CHaSSIS no. 930

EnGInE no. 914

SPECIfICatIonS:

80 hp, three-liter oHC four-

cylinder engine with twin SU


transmission, solid front and

rear axles with semi-elliptic



Wheelbase: 112 in.

38


Lot 120

The car has been shown at multiple Rolls-Royce Owners Club events over the years, as well as in AACA and CCCA competition. Its honors include a CCCA National First Prize and class placings at RROC meets in British Columbia and at the National Meet.

Fully sorted and ready for touring and club activities, this is the perfect car for the serious collector who loves to use cars. Powerful and responsive to drive, with honest provenance, it is complete and original, reliable, and mechanically straight-forward. This is one of those rare breeds, an under-valued, honest vintage Bentley with no “stories.”

A Bentley like this “Blue Label” tourer is rare. It has survived for 87 years in constant use, but it was always well-maintained and protected. Its Gurney Nutting four-seater body, era-correct British Racing Green paint finish, alloy bonnet, correct nickel-plated radiator shell and brightwork, dual side-mount spares, tan leather interior, full tonneau cover, Auster rear screen, and walnut fascia, displaying original and functional gauges by Smiths, Cambridge, and AT, could not be re-created in any restoration. Its only modifications are twin SU carburetors and accessory electric cooling fans.

1966 ASTon MARTIn DB6 VAnTAGe• FactoryVantagemodelwithmatchingnumbers

• Nut-and-boltrestorationbyformerchiefmechanicofAstonMartinVintageRacingServices

• Exhiliaratingperformancefrompowerfullyupgradedengine

• Multipleconcoursd’eleganceawards

• Professionalconversiontoleft-handdrive

In 1958, Aston Martin introduced its beloved grand touring sports saloon, the DB4, which came of age in 1963, with the popular DB5. By 1965, the series had reached its ultimate evolution with the DB6, which was produced in Mk 1 form until 1969. In the uprated Vantage state of tune, the Tadek Marek-designed and race-developed inline six-cylinder motor was improved to produce 325 horsepower, while Touring of Milan’s celebrated coachwork design, now with its restyled rear section in folded steel rather than in the traditional superleggera method, was stretched to accommodate a wheelbase 3.75 inches longer than its predecessor. The addition of a Kamm-style tail crowned the DB6’s ravishing presence.

Many enthusiasts reckon this last series of Touring-designed Aston Martins was the best of all, offering the most sublime combination of gentlemanly luxury, refined street manners, and straight-line performance.

According to a copy of the original factory build sheet, this immaculate DB6 was initially purchased by D.G. Lynall, of Warwickshire, England, through Bradbury’s Garage Limited, with a guarantee issued on May 30, 1966. Originally Oystershell and trimmed with red Connolly leather upholstery, 2719/R was factory-specified with a Vantage engine, chrome wire wheels, a heated rear screen, three-ear knock-offs, and a Motorola radio with a power antenna. Aston Martin records indicate a factory maintenance history through March 1968, and by the early-1980s, the car was in the possession of Laurence Kayne, of Berkeley Square Ltd.

On April 3, 1984, Mr. Kayne sold 2719/R to Scott Vincent, who imported the car to the

EStImatE:

$335,000–$395,000

CHaSSIS no. DB6/2719/R

EnGInE no. 400/2712/V

SPECIfICatIonS:

Est. 385+ bhp, DoHC inline six-

cylinder engine with three Weber

DCoE 50 carburetors, five-speed


front suspension with coil springs,

live rear axle suspension with coil

springs and lever-arm dampers,


Wheelbase: 101 in.

40

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

Lot 121

United States. Eventually coming into the care of Arthur Wexler, of Larchmont, New York, the DB6 was purchased in 1990 by Peter Ungen and Marjan Kraljevic, a well-known Aston Martin expert who cut his teeth working on the race cars of famed championship driver Bob Grossman after escaping from communist Yugoslavia. Hired as a mechanic by Aston Martin North America in 1977, Mr. Kraljevic eventually became the chief mechanic of Aston Martin Vintage Racing Services during the 1980s, before founding his own dedicated Aston Martin repair and restoration facility, Vantage Motors, of Stamford, Connecticut, in 1990.

Mr. Kraljevic was obviously an ideal custodian for 2719/R, which he bought outright from his partner in 1991. Initially merely returning the car to a reliable running state, Mr. Kraljevic began a complete nut-and-bolt restoration in late-2004, which was nothing short of a true labor of love. Irrespective of cost, his well-conceived and carefully executed work reproduced the DB6 to its highly desirable current state.

With all the benefits of his decades of experience with vintage Aston Martin race cars, the owner undertook numerous tasteful and subtle upgrades, which principally

42

consisted of increasing the engine’s original displacement, lightened and strengthened internals, along with an enlarged, lightweight stainless steel manifold and exhaust system and fitting larger Weber carburetors. As a result, Mr. Kraljevic estimates that these upgrades lift the engine’s power to almost 400 horsepower. Custom springs were fitted to the suspension, the radiator was re-cored without compromising the original appearance, and a modern electronic ignition system was concealed under the dash.

The DB6 has now been reborn with left-hand drive, utilizing a factory LHD dashboard, refining the powerful DB6 Vantage’s drivability for American roadways. The

original right-hand drive dashboard panel and DCOE 45 Weber carburetors have been retained and are included, at the buyer’s shipping expense, from Connecticut, for the owner who might someday wish to return the car to its original configuration.

In addition to the thoughtful upgrades, more standard restoration measures were conducted, such as a rebuild of the brakes and original shocks and a general refurbishment of virtually every mechanical and cosmetic component, including a stunning refinish in Aston Martin Black Pearl with a new interior in caramel tan. Completed in the summer of 2006 and documented with a comprehensive

account of invoices, this phenomenally restored DB6 Vantage soon received acclaim at numerous events, winning an Award of Excellence at the 2008 Greenwich Concours d’Elegance, Best Aston Martin at the 2009 Americana Manhasset Concours d’Elegance, and Best Coachwork at the 2010 Scarsdale Concours d’Elegance.

Purchased within the last year by the consignor, 2719/R continues to display the amazing benefits of Mr. Kraljevic’s

skilled work and dutiful care. The car retains its original matching-numbers engine and is accompanied by the aforementioned build sheet record, copious restoration invoices, owner’s manuals, and a tool roll and jack. Considering the sheer quality of the restoration, as well as the purposeful, upgraded specification, it will deliver great pleasure in the form of speed and comfort freshly wrapped in a timelessly elegant shape that will be almost as much fun to look at as it is to drive…almost.

1938 LInCoLn MoDeL K ConVeRTIBLe VICToRIACoaCHWorK By BRUnn

•DesirablelateModelKLincolnwithsemi-customcoachwork

•Oneofeightproducedin1938

•GordonBuehrigAwardwinnerat2008AuburnConcoursd’Elegance

Of all the coachbuilders to body Lincoln chassis, none is so closely associated with the name than Brunn & Company, of Buffalo, New York. Lincoln President Edsel Ford was a long-time Brunn customer in good standing, resulting in the supply of “semi-custom” bodies in small lots to Lincoln, to be mated in Detroit to Lincoln chassis and finished to individual customer specification. The firm eventually became Lincoln’s specialist in town cars and convertibles, producing a wide line of soft-top broughams, cabriolets, victorias, and dual cowl phaetons. Among the most versatile of America’s coachbuilders, they were capable of both conservative and flamboyant design, as well as examples of everything in between.

Among Brunn’s contributions in the later half of the 1930s was the convertible victoria, a two-door, five-passenger convertible with blind rear quarters. This design has originally been conceived by Massachusetts coachbuilder Waterhouse, and after that firm’s shuttering in 1932, Brunn acquired the design rights and continued to produce their most famous creation. Over time, they made the convertible victoria their own, integrating retractable rear quarter windows for better vision.

This design appeared for 1938 on the “short” 136-inch wheelbase Lincoln Model K chassis, a catalogued “semi-custom,” of which only eight were produced. With long fenders that accentuated flowing, clean body lines, it was a perfect example of modern, late-1930s design, and it showed how well the original convertible victoria idea had translated through the years.

EStImatE:

$175,000–$225,000

CHaSSIS no. K-9139

BoDy StyLE no. 408

SPECIfICatIonS:

150 bhp, 414 cu. in. L-head v-12


transmission, solid front axle



leaf springs, and four-wheel drum


44


Lot 122

cues. The paint and chrome throughout are excellent, and the engine compartment is nicely detailed, with any blemishes visible only upon closer examination. The car well-earned its Gordon Buehrig Award for the Most Elegant Convertible at the 2008 Auburn Concours d’Elegance.

An imposing and stunning design, this automobile is not only rare, but also a perfect entrant for the wide variety of shows, where its Brunn coachwork is sure to impress.

One of those eight convertible victorias was the car offered here, which was restored some time ago in Ford’s classic Washington Blue, with dark saddle leather upholstery and a tan Haartz canvas top. The original owner must have had unusual ideas, as the car lacks the side-mounted spares still common at the time, instead relying upon a single spare inside the enclosed trunk. To make up for the lost luggage space, an accessory trunk rack and old-fashioned trunk are installed, resulting in an unusual but pleasing combination of carriage trade and Art Deco styling

1959 PoRSCHe 356A ConVeRTIBLe DCoaCHWorK By DRAUZ

• Thesuccessortothe356Speedster

• OwnedbyanotedPorscheauthorityandrestorer

• “Twingrille”decklidandAbarthfour-pipeexhaust

• ColoradoGrandveteran

The original Porsche 356 Speedster has become a legend, but in its day, it was just a bit too bare-bones for some customers. Porsche’s answer was the 356A Convertible D, “D” referring to Drauz, the German coachbuilder that produced the new car’s bodywork. The new car featured a higher windshield and wind-up door windows for enhanced weather protection, as well as fully upholstered seats, and it was built using the same 356A styling, chassis, and drivetrain as the final Speedsters.

Of the three versions of Porsche’s lightweight open cars equipped with removable chrome-framed windshields, the Convertible D is the rarest. Only 1,330 were built, compared to

nearly 4,000 356 and 356A Speedsters and 2,653 356B Roadsters. That makes the Convertible D a prized commodity today.

The car offered here was originally purchased by an American doctor who took delivery at the Porsche dealership in Munich, Germany, as is documented by the factory Kardex card. Interestingly, it is equipped today with a “twin grille” engine deck lid, versus the majority of Convertible Ds, which have the normal 356A “single grille” lid. A Drauz advertisement of the period shows the second Convertible D built, for a member of the Porsche family, and it has the twin grille lid. How long this particular car has had twin grilles is not known, but it is certainly a rare and desirable feature, as is the Abarth four-pipe exhaust with which the Porsche is also equipped.

The car was restored some years ago in its original Ruby Red color, and at some point in time, it’s original 1600 Super engine was replaced

EStImatE:

$140,000 – $180,000

SErIaL no. 86471

EnGInE no. 65439

SPECIfICatIonS:

75 bhp, 1,582 cc air-cooled

flat four-cylinder engine with

dual carburetors, four-speed

manual transmission, parallel

trailing arm front suspension

with laminated torsion bars,

swing axle rear suspension with

transverse torsion bars, and


Wheelbase: 82.7 in.

46


Lot 123

with a replacement engine, built using engine case 65439 and correct 1600 Super components. Importantly, the car is supplied with the front case from the original engine, bearing the number 84390, which shows as the original engine on both the Certification of Authenticity and the Kardex—both of which accompany the car. Recently, to improve drivability, the original Zenith carburetors were replaced with Solex carburetors; the original carburetors, manifolds, and air cleaners also transfer with the car.

The car’s present East Coast owner, a prominent long-time collector and enthusiast well-known in Porsche circles, has driven it in various rallies and events. Since he acquired the Porsche in 2003, it has participated in the 1,000-mile Colorado Grand on three occasions, completing all trips without any difficulties. It has also been driven in the Highlands Classics events in North Carolina.

This is a desirable, honestly presented Porsche of rarity and beauty, and it is ready to drive and rally in style.

1931 PACKARD 840 DeLUxe eIGHT ConVeRTIBLe CoUPe• Well-preservedolderrestoration

• Long-leggedgearsfortouring

• CCCAFullClassic

The Packard Motor Car Company introduced its Eighth Series cars on August 14, 1930. Manifolds and valves from the 1930s Speedster engine had been adopted across the board, resulting in a horsepower boost to 120 on the 384.8-cubic inch “Senior” Deluxe models.

The deepening Depression took its toll; while more than 6,000 Deluxe Eights had been produced in the 1930 model year, only 2,016 were built for 1931, nearly three-quarters of them before the end of the 1930 calendar.

This Deluxe Eight Convertible Coupe was delivered new by the renowned Earle C. Anthony distributorship in Los Angeles, and it is believed to have been on the West Coast for most of its life. Early collector Nathan Derus found the car outside a garage in Venice, California, then-

owned by Herb Wildman, in the late-1960s. It was restored several years later by Hal Orchard, of Santa Ana, California, and later, in the 1980s, it had its engine rebuilt by respected engineer Eric Rosenau. During the restoration, the rear axle was fitted with 3.54:1 gears to facilitate modern traffic and long-distance touring.

Tastefully painted in light and dark grey, the car is accented by red wire wheels, dual side-mounts, and whitewall tires. The black leather interior coordinates nicely with the exterior motif, further set off by handsome burl wood grain on the dashboard and window trim. Directional signals have been discreetly fitted for safety on the road.

Recognized as a Full Classic by the Classic Car Club of America, this Packard is eligible for all club activities and CARavan tours. A nice example of the 1931 Series 840, it will also be in demand for concours d’elegance and events of all kinds.

EStImatE:

$125,000–$150,000

vEHICLE no. 479-68

EnGInE no. 189082

SPECIfICatIonS:

120 bhp, 384.8 cu. in. L-head

eight-cylinder engine, four-speed

manual transmission, solid front

and live rear axle with semi-

elliptic leaf springs, and four-

wheel mechanical drum brakes.


48

Visit rmauctions.com to view all photos.Photography: Glenn Zanotti

Lot 124

An enthusiast and restorer since the early-1960s, Kenneth N. Pearson has fully experienced every car that has passed through his hands in many ways that contemporary collectors could only imagine.

As a historian, Pearson sought cars that were largely original, often pulling them out of barns and photo-documenting his finds in the process. He saved every piece of documentation he acquired and generated volumes more of his own. In the process of researching his cars, Pearson established ownership chains and went to great lengths with his research, including corresponding with the management of Standard Oil with regards to information about one of their executives who was the original owner of his 1927 Lincoln Berline. The huge file on his 1911 Lozier includes correspondence between himself and racing driver Ralph Mumford, who drove for Lozier and won the 1910 Elgin Road Race, the 1911 Vanderbilt Cup, and placed 2nd against Ray Harroun and the Marmon Wasp in the 1911 Indianapolis 500!

Ken Pearson the restorer relates to his experience as a tool & die maker. He transferred the precision dictated by his industry to the field of auto restoration decades before modern concours standards were adopted. His restorations were fully documented and executed to such a high degree that the presentation of each vehicle in his collection belies the true age of the craftsman’s work.

Following the philosophy that cars were meant to be driven, Pearson spent many tens of thousands of miles behind the wheels of his various antiques, and he drew corresponding maps showing the routes followed by each car on various tours. Not only were the cars historically documented, they were fully maintained, and meticulous notes were kept on the various procedures performed on each vehicle. RM advises that any interested buyers visit the on-site auction office to review the historical documentation that accompanies each vehicle. Acquisition of one of these cars is truly an opportunity to continue Ken Pearson’s legacy as a collector and steward of these wonderful classics.

From the Estate of KENPEARSON ( Lot 125–129 )

1912 FoRD MoDeL T RoADSTeR• FromthecollectionofKenPearson

• FittedwithdesirableBuffalowirewheelsandaJonesspeedometer

• Accompaniedbyanumberofbrassaccessoriesandspareparts

This lovely Model T Roadster from the Pearson Collection is believed to have been purchased from Oakley Sumpter in Maryland some years ago. Finished in a lovely off-white with grey pinstriping, it has black leather upholstery and a black vinyl top. It includes a number of rare and desirable features, such as the vintage leather seatbelts with brass buckles, a Boyce MotoMeter, and a set of rare Buffalo wire wheels shod with Firestone tires. The accessory Ruxtel two-speed rear axle was commonly used on the T, and it still retains its original serialized brass tag, which reads “Four Speeds for Fords.”

Also of note is the 60 mph Jones Speedometer and accompanying plaque on the rear spare, which advises: “Police Notice This Car Is Equipped With A Jones Speedometer. Don’t Arrest On Guesswork.” Other items of note include a full set of side curtains and the brass folding windshield. The quantity of spares included with the sale of this roadster include a spare engine and transmission, miscellaneous gaskets, tire flaps, transmission linings, and a host of other small items.

Presented as a high-quality older restoration, the fit and finish of all of the components of the car are very good, including the lovely wooden dash and steering wheel. Among the many brass accessories are the running board-mounted acetylene tank; the oil can mounted on the firewall, which is embossed with the Ford script; the brass bulb horn and bell; and the cowl lamps, headlamps, and taillight, which were produced by Brown Manufacturing, of Columbus, Ohio, and are also embossed with Ford script. For ease of use, the gas headlamps have been converted to electric, and an electric starter has been installed.

Since this car was toured extensively, it comes equipped with a fire extinguisher and also has a complete tool set for roadside repairs, including a jack and other tire changing equipment, a hammer, vice grips, an air pressure gauge, and valve stems, which are stowed under the mother-in-law seat. This T was toured through the UK, Bermuda, New Zealand, and Nova Scotia, and it also participated on at least one Glidden Tour, as well as several Muddy T Tours; it awaits inclusion in a new garage, where it can be easily enjoyed by another generation of enthusiasts.

EStImatE:


CHaSSIS no. 170301

SPECIfICatIonS:

22 bhp, 176.7 cu. in. L-head four-

cylinder engine, planetary two-

speed manual transmission, front

and rear transverse leaf springs,

hand-operated rear mechanical

brakes, and pedal-operated

driveshaft brake.

Wheelbase: 100 in.

50


Lot 125

51

1927 LInCoLn MoDeL L SeVen-PASSenGeR BeRLIne• FromthecollectionofKenPearson

• 35,900originalmiles

• Threeownerssincenew

• Known,comprehensivelydocumentedhistory

A Lincoln limousine befit a stately man of wealth and good bearing, which described Robert H. McElroy, a partner and vice-president in John D. Rockefeller’s immense profitable Standard Oil Company. McElroy’s Model L seven-passenger berline, a factory-bodied example of what he took delivery in 1927, came equipped with all the luxuries of a good life. The rear seat was appointed as nicely as a living room sofa, with all surrounding windows equipped with window shades drawn by silk rope pulls. Commands to the chauffeur were issued through an intercom system, state-of-the-art in the late-1920s.

McElroy used his Lincoln around his Chicago-area residence until his passing in 1938. It was stored on blocks for over 20 years, until passing to Robert Wernle, from whom Ken Pearson acquired it in November 1961. Mr. Pearson then carefully dismantled the 20,000-mile original car and spent over a year restoring it

to factory correct condition. In 1962, it proved its worth on the show field and open road, completing the Glidden Tour and earning its AACA Senior First Prize. It again completed the Glidden Tour in 1964, and after several more treks, it was quietly put away, to be well-maintained but seldom used in coming years, as other projects took away Mr. Pearson’s time. It came out of hiding briefly in 1990, to appear in Beverly Rae Kimes’s The Classic Car.

Typical of Mr. Pearson’s tender loving care, this incredible Lincoln’s now 50-year-old restoration looks only five years old, and the doors still close, as they say, like bank vaults. Recently fully serviced, it is accompanied by an archival collection that can only be described as unprecedented, including thorough documentation of the car’s history and restoration, correspondence with Standard Oil regarding Mr. McElroy, hand-written maps recording journeys taken in the Lincoln, records of the shows it attended, and the trophies with which it returned home. This is an utterly fascinating car, owned since new by fascinating people who loved it.

EStImatE:


CHaSSIS no. 41804

EnGInE no. 41804

SPECIfICatIonS:

90 bhp, 357.8 cu. in. L-head v-8


transmission, solid front axle with

full floating rear and semi-elliptic


mechanical brakes.

Wheelbase: 136 in.


Lot 126

1924 LInCoLn MoDeL L SPoRT PHAeTonCoaCHWorK By AMeRICAn BoDy CoMPAny DESIGn By BRUnn & CoMPAny

• FromthecollectionofKenPearson

• Outstandingpresentationandlow-mileageexample

This highly attractive 1924 Lincoln Model L Brunn Sport Phaeton was purchased as-restored by Ken Pearson sometime in the 1980s. It was previously owned by a banker named Schaefer, and it may have also been a part of the famed Barney Pollard Collection. Similarly finished to his 1923 Model L, chassis 19700 sports a two-tone color scheme of red with black fenders, complemented by a black leather interior and black vinyl top.

It has naturally-finished, varnished wooden artillery wheels, which are complemented by the wooden steering wheel and the rear wooden dash, which includes dual glove boxes with hand-carved wooden ornamentation and a frosted glass courtesy light. Other fantastic details include the simple Art Deco touches gracing the instrumentation, windshield wiper motor, steering column, and cowl lamps.

The odometer shows only 20,662 miles, which are believed original, and for touring purposes, the car has a water temperature gauge mounted under the dash, wind wings, an outside driver’s side rearview mirror, as well as a tool compartment hidden under a flap on the driver’s side door.

Despite having been restored decades ago, the engine bay sparkles and retains all of its correct finishes and equipment, save for a more modern two-barrel carburetor mounted on the intake. Aside from its outstanding presentation, this car has documentation showing lubrication and care, including tightening of all the nuts and bolts, which goes back to the late-1960s. It is a wonderful example of Lincoln’s outstanding engineering and Ken Pearson’s legacy as a collector and caretaker of these wonderful classics.

EStImatE:


CHaSSIS no. 19700

EnGInE no. 19700

SPECIfICatIonS:

90 bhp, 357.8 cu. in. L-head v-8


transmission, solid front axle and

full-floating rear with semi-elliptic

leaf springs, and rear two-wheel

mechanical brakes.

Wheelbase: 136 in.

52


Lot 127

53

1923 LInCoLn MoDeL L SPoRT PHAeTonCoaCHWorK By AMeRICAn BoDy CoMPAny DESIGn By BRUnn & CoMPAny

• FromthecollectionofKenPearson

• Sporty,semi-customdesignwithbeautiful, finedetails

• Outstanding,well-preservedrestorationwith51,000actualmiles

• Veteranof18GliddenTours

• Thoroughlydocumented

It is safe to say that Ken Pearson enjoyed Lincolns. His collection included multiple examples, of which this 1923 Model L Sport Phaeton must have been a treasured favorite. Designed by Brunn & Company, of Buffalo, New York, and bodied by American Body Company, it was catalogued by the factory but looks fully custom, with a low windshield, lightweight doors, and exceptional Art Deco touches throughout. The rear passenger compartment was appointed with courtesy lights and glove boxes, as well as with a bar to hold the lap robe, so necessary for keeping one warm during winter motoring in an open car.

A numbers-matching, original-bodied Illinois car, this Lincoln’s earliest known owner was Florence Paskrich, in whose care it was stored from 1929 to 1956. When the garage housing the car was

razed, Robert Brewer acquired it, passing it as a partially completed restoration to Ken Pearson in November 1962.

Typical of his engineer’s mindset, Mr. Pearson began to study and document the car thoroughly, collecting the correspondence between Mr. Brewer and Ford Motor Company regarding its history and correct features and building a collection of his own. He completed the painstaking restoration several years later, to standards more common to today’s restoration than those of the 1960s, and then began to drive it. During his ownership, this Lincoln completed an astounding 18 Glidden Tours, documented with different colors of ink on a hand-drawn map of the United States, which is included in the large collection of documentation that accompanies the Lincoln today. Mr. Pearson described the Lincoln as “a very fine, trouble-free tour car for us. It is a delight to drive.”

Fully serviced and still in outstanding condition, with 51,000 actual miles, this beloved Model L is typical of Ken Pearson’s cars, with long Illinois ownership, thorough documentation relating to virtually every detail of the car’s life and restoration, and an outstanding restoration, which, half a century on, still looks spectacular, down to the tiniest detail.

EStImatE:


CHaSSIS no. 13652

EnGInE no. 13652

BoDy no. 538

SPECIfICatIonS:

Body style number 123. 90 bhp,

357 cu. in. L-head eight-cylinder

engine, four-speed manual

transmission, front and rear


rear-wheel mechanical drum



Lot 128

1911 LoZIeR MoDeL 51 SeVen-PASSenGeR ToURInG• FromthecollectionofKenPearson

• Ex-HenryFordMuseum

• Outstandingexamplewithalloriginalcomponents

• OneofthemightiestBrassEratouringcars

From its inception in 1905 to its demise in 1918, Lozier never produced more than 600 cars in any given year. Lozier was one of the most expensive cars available in America, with the Model 51 Touring costing a staggering $5,500, against $4,200 for the top-of-the-line four-cylinder Packard Touring. Like many other firms, they were engaged in racing; In 1907, with Ralph Mulford at the helm, the marque set a number of 24-hour records and won a number of races. Lozier continued its success with Mulford, winning the Elgin Road Race in 1910, the Vanderbilt Cup in Savannah in 1911, and taking 2nd in the first Indianapolis

500. Interestingly, many at the time felt that the Lozier actually won at Indy and that the poor timing practices resulted in Ray Harroun and his Marmon Wasp taking top honors.

Billing its products as “legitimately high-priced,” Lozier offered more than mere luxury to its clients. The firm’s products were heartily engineered, resulting in stalwart construction that employed the finest materials and production techniques available, which is embodied in the example offered here. Every single piece on this car was designed or engineered, and it includes unique details, seen on the door straps, lap robe, gauges, and hardware. Inspection of mechanical components, like the crank case, cooling fan, nickel valves, and highly-advanced roller-bearing crankshaft, demonstrates the amount of thought invested in each piece, all the way down to the valve stem caps.

EStImatE:


CHaSSIS no. 3574

EnGInE no. 3539

SPECIfICatIonS:

51 hp, 554 cu. in. t-head six-

cylinder engine with cylinders

cast in pairs, four-speed manual

transmission, solid front axle

and three-quarter platform rear

suspension, and rear two-

wheel mechanical drum brakes.

Wheelbase: 131 in.

54


Lot 129

At a cost of $5,955, which included $75 for nickel plating and $125 for the 100 mph Jones Speedometer, Ken Pearson’s Model 51 Seven-Passenger Touring, chassis 3574, is the crown jewel of his collection. The unrestored, original car resided in the Henry Ford Museum through the 1950s and was acquired by Pearson in 1968. He embarked on a restoration so well executed and documented that it easily rivals those performed by Harrah’s legendary shops. As a tool & die maker, Pearson rebuilt all of his cars to modern tolerances, with the intention of being able to drive them cross-country and trouble-free. In this case, the

result is a motor car that drives like no other from the period, and it rivals anything that came out of Europe at the time.

Finished in Olive Green with Gold pinstriping and matching 37x5 wood wheels, the quality of finish presented is not at all indicative of a four-decade-old restoration. The black leather upholstery is stuffed with horsehair, as it was originally, and it is complemented by a tan canvas top. The running boards and floorboards are covered in brown linoleum, as they were originally, and the car even comes with small accoutrements, such as a set of black leather driving gloves with the Lozier logo embossed on them.

56

Chassis 3574 comes with a full restoration book showing the car in various stages of disassembly and reassembly, with all pieces being refurbished to original specification, including fine details like the gun bluing applied to the smallest parts and every piece of brass being polished in preparation for the show-quality plating. Pearson amassed a massive amount of documentation and correspondence throughout the two-year process. One such letter, dated June 5, 1970, from the plater, states, “Concerning the plating I’ve been doing for you for the last year or so, this nickel, as you know, will not tarnish, and it is highly resistant. It has been used for many years on band instruments. There is no chromium in this nickel; chromium will not hold up.”

Pearson wrote an article that appeared in the November–December 1972 Antique Automobile magazine. Exhaustively detailed, it contains a number of recollections about the process. Regarding the canvas top, “A sample of this material was mailed to Haartz, Inc. c/o Mr. John Haartz, who made the material, liner, and top, which was a perfect match.” He also talks about integrity and the originality of the car, like “the blackened wood where the reinforcing body irons were fitted to the framework while they were still hot enough

to burn the wood…the reinforcing irons, fender brackets, etc. all showed signs of a blacksmith type of fabrication. No two pieces were exactly alike…as they would be if they were made in dies.”

One of the Lozier manuals reportedly reads, “When you reach 70 miles per hour, you may shift into fourth gear.” In keeping with this spirit, the kickboards underneath the front seat have handwritten notes, including one in Pearson’s hand, which reads, “Fourth/1800 RPM/78 MPH.” The storage compartments are lined with cork so that the tools inside would not rattle during tours. For a car of this age, it is also important to note the originality of all the minor pieces in parts, which, while reproducible, will never be the same as the hallmarked originals. The latches on the toe boards are still serialized with their original Yale logos, and the Solar headlamps have serialized tags that read, “Made Exclusively for Lozier”; many other similar details are present throughout the car. The glass covering the face of the Waltham clock is beveled, and the fine detail on the instrumentation needs to be examined to be appreciated. For ease of use, an air starter has been installed, and it has proven to be supremely reliable over the years.

The work list and notes from the restoration is unbelievable, and it is complemented by original documentation from Lozier, including assembly and specification information and correspondence with suppliers. Other items include factory photos of cars, scenes from the Lozier factory itself at various stages of motor car assembly, drawings of the six-cylinder Lozier engine, as well as photos of the Lozier racing team in action. Original sales literature includes a Bosch magneto sales brochure and even a Lozier parts catalogue. The file further includes correspondence between Pearson and racing driver Ralph Mulford!

The result of Pearson’s efforts was recognized with an AACA National First Prize in 1970. Amazingly, the Lozier participated in 77 tours and meets between June 1970 and May 1988! Tens of thousands of miles were added to the odometer, and in spite of this use, the car remains exceptional today. The documentation also contains information pertaining to a 50th Wedding Anniversary Tour in 1991, honoring Louise and Ken Pearson. With exceptional provenance, quality, and documentation, all prospective buyers are strongly encouraged to contact an RM specialist for further information and to request viewing of the complete files that come with this fine Brass Era machine; “the quality car for quality people.”

1953 ALLARD K3 RoADSTeR• SydneyAllard’srareBritish-Americangrand

tourer

• EquippedwithaCadillacV-8andperiodspeedequipment

• Wonderfullyevocative,largelyoriginalcondition

Long before Carroll Shelby had the idea to force-feed oversized American V-8 power into lightweight British roadster bodywork, Sydney Allard was doing it in London. Allard’s lightweight, frighteningly rapid sports and racing models cleaned up at tracks around the world until well into the 1950s.

Naturally, what races on Sunday sells on Monday, and the K3 was Allard’s attempt to offer a more civilized variant of the J2 and J2X models seen at the track. It featured a twin-tube steel chassis with semi-independent swing axle

front suspension and a proper de Dion rear axle with inboard-mounted drum brakes, wrapped in full-width alloy bodywork that mimicked the new Austin-Healey 100/4. The single front bench seat could accommodate three adults on its 56-inch width, with clear floor space for the middle passenger provided by a clever off-set gear-change lever located to the left of the driver. Twin fuel tanks fitted into the rear fenders, creating more luggage room, and there was a real cloth-covered folding convertible top.

Some 57 of the 62 Allard K3s built were delivered to the United States, the majority without engines, so that the dealer or first owner could install a V-8 of the purchaser’s choice. Many were fitted with Cadillac power, and still more of those, regardless of Allard’s touring intentions, took to the track.

EStImatE:


SErIaL no. K33198

SPECIfICatIonS:

Est. 250 bhp, 331 cu. in. overhead-

valve Cadillac v-8 engine with

dual four-barrel carburetors,

three-speed manual transmission,

split-axle independent front


de Dion rear suspension, and


Wheelbase: 100 in.

58


Lot 130

According to the Allard Registry, the car offered here was ordered on April 14, 1953, and it was delivered on May 20, 1953, to the Allard Motor Company, of New York City. It was shipped with modifications to allow fitment of a Cadillac V-8, disc wheels, and a 3.78 rear differential. Early owners included Mr. Karley, William Turner, and Jansen Parker Young, and the car was reportedly raced extensively in its early years. The Allard still wears its badges of honor, literally, reflecting display at the Watkins Glen Grand Prix Concours d’Elegance in 1953, 1954, and 1955, as well as communications worker badges from 1955 and 1956, a communications worker badge from Bridgehampton in 1956, and another badge from Brynfan Tyddyn in the same period.

This wonderful K3 remains in largely original condition, aside from an older change of color to red and somewhat newer leather upholstery, and it still packs a vintage Cadillac V-8 with dual four-barrel carburetors and period speed equipment, such as a slightly hotter cam than standard, sure to provide thrilling performance. Copious accessories include period-correct seatbelts, gauges, Talbot mirrors, and Borrani wire wheels with two-bar knock-offs. Formerly displayed at the Larz Anderson Museum in Massachusetts, it remains very much “as it was” and provides an opportunity to return an original Allard to the snarling speeds of which it was once capable. It would be ideal for the Colorado Grand, and prospective tourers are happily invited to test-drive the car at Amelia.

60

1960 CHeVRoLeT CoRVeTTe ConVeRTIBLe

• Oneof280examplesfinishedinSateenSilverandWhite

• Numbersmatching;five-yearNOSrestoration

• Rarepower-operatedconvertibletopandremovablehardtop

The horsepower race hit its stride in 1957 with the launch of the 283-cubic inch, 283 horsepower, fuel-injected Chevrolet Corvette. But the Rochester system was finicky, and many sportsmen preferred dual-carburetors,

which offered 270 horsepower and cost $300 less. By 1960, the Corvette had come a long way from 1953’s wheezy six-banger with a two-speed Powerglide automatic transmission and side-curtains.

Thanks to Zora Arkus-Duntov, the Corvette had a sense of purpose, and the 1960 model had sway bars and an aluminum clutch. Five engines were available, ranging from 230–315 horsepower, two models had dual carburetors with 245–270

EStImatE:



EnGInE no. 3756519

SPECIfICatIonS:

270 hp, 283 cu. in. oHv v-8

engine with dual four-barrel

Carter carburetors, four-speed


front suspension with unequal

length a-arms, coil springs, and

sway bar, live rear axle with

semi-elliptic springs, and four-

wheel hydraulic drum brakes.

Wheelbase: 102 in.

Visit rmauctions.com to view all photos.Photography: Jim Cunningham

Lot 131

horsepower, and two fuel-injected motors offered 250 and 290 horsepower. The fastest fuel-injected cars could do 0–60 mph in 5.7 seconds, 0–100 in 16.7 seconds, and top out at 132 mph, but the 270-horsepower carbureted cars were close behind.

The car on offer is a show-quality, five-year restoration that is presented in its original colors of Sateen Silver with White Coves and has a red interior. It is a 270-horsepower carbureted car with a removable hardtop and a red headliner to match the interior, and it also has a very rare, white power-operated soft top. The transmission is a four-speed T10, surely the best $188 one could spend on an option that year, coupled with a 4:11 positraction rear end.

The restoration was directed by a 25-year owner in Boston. The car carries its original colors and everything was rebuilt, or replaced with NOS parts, and the seller states that paint, chrome, and panel fit are faultless, with the chrome straight and bright, including the last year’s aggressively toothy grille and inset taillights. The engine compartment has the correct ignition shielding. The car is fitted with an original Wonderbar radio, a courtesy interior light, sunshades, and a temperature-controlled fan, and it rides on wide-whitewall, cross-ply tires.

1930 STUTZ SV16 MonTe CARLoCoaCHWorK By WeyMAnn

• ThemostbeautifulStutzsedaneverproduced

• Oneofonlythreebuilt

• FormerlythepropertyofA.K.Miller

• WinnerofaBestinClassatPebbleBeachandtheCCCAWarshawskyAward

If one ventured onto a racing circuit in the late-1920s, especially in Europe, there was not a lot of shiny paint to be seen. Fabric bodies, developed by Frenchman Charles Weymann, were all the rage. Replacing clunky, cranky metal panels with sheets of padded fabric, usually Zapon imitation leather, over cotton-padded wood created an automobile with a unique matte finish that was somewhat soft to the touch. Weymann patent bodywork was durable and quiet. More importantly, it was lightweight, which meant that cars equipped with it were rapid indeed.

Stutzes were popular in Europe, and the American automaker realized the value that European styling flair would add to its products on both sides of the Atlantic. As a result, in the late-1920s, the Weymann American Body Company, a Stutz neighbor in Indianapolis, began to produce the so-called “Chateau line” of closed fabric bodies for Stutz chassis, carrying distinctive model names inspired by the ritziest Riviera locales. Stutz described the Chateau line bodies as “a strictly European offering—contours formerly associated only with Bentley,

EStImatE:

$400,000 – $600,000

CHaSSIS no. M854CD27S

EnGInE no. 32515

SPECIfICatIonS:

113 bhp, 322 cu. in. single

overhead-camshaft inline eight-

cylinder engine, three-speed

manual transmission, solid axle

front and rear suspension with


vacuum-assisted four-wheel

hydraulic brakes.

Wheelbase: 145 in.

62


Lot 132

British Rolls Royce, and Hispano—and interiors that carry no strangeness to the inner circle of continental nobility and society.” Another advertisement memorably described the squeak-proof coachwork as “guiltless of rattle.”

Foremost among them was the Monte Carlo, which was beautiful and popular enough that it remained on offer until the end of Stutz automobile production in 1934. As slinky and sporty as a Stutz sedan ever got, the Monte Carlo boasted an extremely low roofline and windows, an angled windshield overseen by the slight lip of a built-in visor, and a hood extended through the beltline, giving it the appearance of incredible length and lowness. A built-in trunk was considered incredibly innovative for the early-1930s.

The automobile of the middle-aged gent or lady, who two decades earlier had torn his or her way between college and country house behind the wheel of a Bearcat and now wanted a family car that packed exactly the same charisma; that automobile was the Monte Carlo.

Naturally, the Monte Carlo was among the most expensive Stutz styles available, the factory listing it in 1930 at $4,495. It is believed that only three examples were produced that year on the SV16 chassis, with its overhead-camshaft inline eight-cylinder engine and dual ignition. Luckily for the modern enthusiast, all three have been preserved and remain in existence for all of us to enjoy.

upholsterer Ken Nemenic. The result of the painstaking work has been a succession of high honors, including Best in Class at Pebble Beach (2002), Meadow Brook, and Ault Park; the Warshawsky Award for the highest-point car at the Annual Meeting of the Classic Car Club of America in 2003; and Best in Show Domestic at the Glenmoor Gathering of Significant Automobiles in 2004. The most recent award was being dubbed the Most Elegant Closed Car at Amelia Island in 2005.

Beautifully restored and presented in a condition befitting of its prestigious awards, this spectacular Weymann-bodied Stutz remains as poignant a symbol of the high life as Monte Carlo itself.

The example offered here is one of many Stutzes that owe their existence to the unusual form of preservation practiced by the late Alexander K. Miller at his farm in Vermont. The inherently wealthy Miller has long been defined by his reputation as a Stutz-obsessed recluse and eccentric, who by the time of his 1993 passing had amassed dozens of Indianapolis’s finest in ramshackle barns on his property. Importantly, this Monte Carlo was one of very few Stutzes ever pried away from Miller during his lifetime, acquired by Sherwood Kahlenberg in 1974.

The current owner acquired the car in 2000; after which, RM Restoration endeavored to restore the Stutz to as close to its original appearance as possible, with the fabric body paneled and interior restored by noted California-based

1959 PoRSCHe 356A 1600 ‘SPeeDSTeR D’CoaCHWorK By DRAUZ

• RareandsinglemodelyearConvertibleD

• ConvertedtoSpeedsterconfigurationinperiod

• Numerousperformanceupgradesthroughout

• Multipleconcourswinner,threetimesattheBrumosOktoberfest

• IncludesfactoryKardexandPorscheCertificateofAuthenticity

Offered for only the 1959 model year, the Convertible D included wind-up door glass, as opposed to the Speedster’s plastic side curtains, well-padded coupe-style seats in place of the thin-shell Speedster buckets, a taller windshield, and an improved folding top. The rear cowling was reshaped, and the interior door panels now included storage pockets with latching flaps. Only 1,331 were built for that year.

This example, chassis number 86427, was a European-delivery car sent to dealer Hahn, of Stuttgart, Germany, on May 25, 1959. After

delivery, the car was modified and fitted with a new factory Speedster windshield, Plexiglas roll-up windows, a Speedster top, and Speedster D script on the fenders, creating perhaps the world’s first roll-up window Speedster. In the early-1960s, the car was brought to the U.S. by its second owner, a returning U.S. Air Force fighter pilot. The current owner, believed to be the fourth, found the car in a Connecticut barn, where it had been stored for 20 years.

A former Naval Aviator, the owner describes himself as a “total Porsche guy,” having owned 67 Porsches over the last 50 years. After years of looking, he found this uniquely equipped ‘Speedster D’ to be the perfect project. His long, evolving plan was to create the ultimate “period,” open 356 road-race GT car with the best sourced parts available from the most notable experts.

EStImatE:

$150,000–$200,000

CHaSSIS no. 86427

SPECIfICatIonS:

130+ hp, 1,582 cc air-cooled flat

four-cylinder engine,

four-speed manual transmission,

parallel trailing arm front

suspension with torsion bars,

rear swing axle suspension with



Wheelbase: 82.7 in.

66


Lot 133

Starting in 1994, Jason Hiler, of HMR, did the initial restoration of the metal work, as well as finishing the 356 in Astril Silver paint. During this process, they found that the parts package that came with the car included all the original panels, doors, hood, deck lid, bumpers, instruments, transmission, etc. It was also fitted with a rare Banjo steering wheel and cowl-mounted electrical kill-switch. Included with the car are the rare magnesium Campagnolo wheels and magnesium framed 1959 de Havilland Comet pilot seats with built-in inertial reel harnesses and swing away arm rests, recovered in Connolly leather.

Not on the car, but also included, are the original fuel tank, folding canvas top and tonneau, and the original steering wheel, as well as the original deck lid. Klub Sport, of Palm Beach, and Phil Bagley provided the car with a new hood, with the thru-hood fill system, the aluminum fuel-cell, door panels, custom tonneau with head rest, and the Carrera louvered deck lid.

The 1600 engine was sourced from Harry Pellow, while Vic Skirmants, of 356 Enterprises, supplied the high-performance Scat light crank, fly wheel, cam, deep sump,

and rear camber bar. The vented, screened, and drilled brakes, and parts for the Warren Eads GT brake system, are from Gary Emory at Parts Obsolete. Additionally, he supplied the Sebring “Pea Shooter” exhaust. Completing the suspension setup are Koni adjustable shocks. Finally, the original 8,000 rpm tachometer, 200 kilometer speedo, and rare original sweep second-hand clock were sent to Palo Alto Speedometer, of California, for refreshing.

Porsche engine builder Jason Lee, also at HMR, freshened the engine and installed the forged hemi pistons and custom cylinders, as well as the 8,000 rpm capable heads and custom hi-po valve-train. There the engine was balanced, blue printed, CC’d and fitted with Super 90 Solex carburetors. On the dyno, this 356 put out an impressive 130+ horsepower.

For the past 20 years, it has participated in scores of vintage and Porsche events. Notable are its several concours wins at Brumos Octoberfest in 1997, 1999, and 2000. It was also awarded PCA People’s Choice Awards in 1997 and 2001. Finally, it was an outstanding participant in the Rennsport Reunion II at the Daytona Int’l Speedway in 2004, having been placed next to Porsche number 1!

1974 FeRRARI DIno 246 GTS•Singlerepaint,otherwiseunrestored

•FactoryDaytonaseats

•Under13,000originalmiles

The exciting 246 GTS version of the Dino Ferrari features a removable Targa roof that was specifically designed to appeal to the American market. Scaglietti only built 1,180 examples of this final and ultimate open air sports car. In their day, they were a car for those in the know, a perfect mix of styling, and many feel it is the most attractive and delicate ever to appear on a Ferrari. These cars have all the ingredients to make a perfect sports car: a high-revving V-6 five-speed transmission, disc brakes, and most importantly, a stiff and responsive chassis with bodywork closely derived from Pininfarina’s previous Dino 206.

Many factors make this Dino extremely attractive as a usable car. Aside from a single

high-quality repaint in the original Bianca, it is an exceptional, unrestored Dino with approximately 12,300 miles from new. The service records from new accompany the car and give credence to is very low mileage. The interior features a gently broken-in and attractively patinated set of Daytona seats, the single most desirable option in this most collectible of Dinos. Underneath the hood, the engine bay is clean, correct, and also indicative of its exceptionally low mileage.

According to the Dino Register, chassis 07724’s history is known since it was sold new in Coral Gables, Florida. The late chassis numbered Dino features air conditioning, as well as optional power windows and correct light alloy Cromodora wheels.

We hear the term “survivor” often these days, and no better word can describe this

EStImatE:

$300,000–$350,000

CHaSSIS no. 07724

SPECIfICatIonS:

195 bhp, 2,418 cc transverse

DoHC v-6 engine with triple

Weber 40DCnf7 carburetors,

five-speed manual rear transaxle,

four-wheel independent

suspension with double

wishbones, coil springs, and Koni

telescopic shock absorbers, and

four-wheel ventilated disc brakes.

Wheelbase: 92.1 in.

68

Visit rmauctions.com to view all photos.Photography: Dan Savinelli

Lot 134

fine Dino Ferrari. Even the mouse hair dashboard is original, an element that very often gets replaced on the best of cars. Very few Bianco Dinos with Daytona seats were produced, and this will surely be among the most original of those that survive in their original specification—a 246 GTS that allows one to see an example much as it was when it left the factory. As the

Dino continues to grow in popularity, even exceeding the values of many Daytona coupes of its era, the demand for these great cars never seems to waiver. This particular car should be looked at as a rare opportunity to acquire an unaltered version of this highly desirable Ferrari. When looking at an unrestored car like this, one must remember: “they are only original once.”

1956 AUSTIn-HeALey 100M Bn2 ‘DeALeR-PRePAReD’ Le MAnS RoADSTeR• FreshrestorationbyTomandRandeeRockeof

HealeyLane

• Numbers-matching,dealer-preparedLeMansspeccar

• Idealforshowordriving

Based upon the two cars that entered and placed at Second and Third in Class at Le Mans in 1953, the Austin-Healey 100M featured major upgrades, including a high-lift camshaft, larger carburetors, high-compression pistons, a free-flowing intake manifold, a cold air box, and a unique distributor. Engine output increased by 20 horsepower, and the suspension received larger anti-roll bars, while a Le Mans-specification leather strap secured the louvered hood.

Production of the 100M lasted only from September 5, 1955, to July 16, 1956, and only 640 factory-built examples were produced. In addition, roughly 500 “Le Mans” conversion kits were supplied to dealers or car owners, to convert standard models to identical specifications.

The car offered here is a dealer-converted Le Mans-specification car, fresh from an exacting restoration by marque specialists Tom and Randee Rocke of Healey Lane in Riverside, California. The matching-numbers engine, transmission, and overdrive were fully rebuilt, and new brake and fuel lines, a master brake and slave cylinders, jet-coated brake drums, a fuel pump, and a gas tank were installed. The car is now equipped with a jet-coated stainless steel exhaust, a Le Mans-specification cold air box, an alloy Le Mans cooling fan, and a new four-row radiator. All dashboard gauges are fully rebuilt, and the steering wheel, drop-down racing windshield, and Le Mans dash plaque are all new. The freshly chromed 100/4 bumpers and 48-spoke wire wheels sparkle.

This spectacular, fresh Austin-Healey, to the most desirable specification, is equipped with its British Motor Industry Heritage Trust Certificate, full photo documentation of the restoration, and it comes with a one-year, full drivetrain warranty.

EStImatE:

$110,000 – 120,000offErED WItHoUt rESErvE

CHaSSIS no. BN2-L/231533

EnGInE no. 1/231533M

BoDy no. 13086

SPECIfICatIonS:

110 bhp, 162.2 cu. in. oHv

four-cylinder engine, two SU H4


transmission with overdrive,


with coil springs and anti-roll bar,

solid rear axle with semi-elliptic

leaf springs and anti-sway bar,

and four-wheel hydraulic drum


70

Visit rmauctions.com to view all photos.Photography: Hugh Hamilton

Lot 135

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1965 MeRCeDeS-BenZ 220Se CABRIoLeT• Recentmechanicalfreshening

• Singlefamilyownershipfor30years

• FinishedinunusualGreyBeige

• Desirableconvertiblewithfuelinjectionandautomatictransmission

The “fintail” Mercedes Benz 220SE set a new standard for middle-class luxury when it was introduced in 1959, replacing the “ponton” car. The convertible version arrived next year and was a mainstay of the marque for almost 10 years. Both it and its coupe sibling were built without the rear fins of the early-1960s sedans, which were remodeled without fins in the mid-60s.

Production of the pillarless coupe and convertible began in late-1960. The coupe made its debut in Stuttgart in February 1961, with the convertible following later at the Frankfurt show. The convertible was almost identical to the coupe, with the soft-top roof folding into a recess behind the rear seat and being covered by a tightly-fitting bag. Between 1960 and 1965, Mercedes built 16,902 220SE coupes and convertibles.

This car is a final year 220SE. With Bosch mechanical fuel injection, disc brakes, power steering, and an automatic transmission, it is one of the most sophisticated family cars available in its day, and it is also reasonably economical at 21 mpg, with a top speed of 106 mph.

The current owner purchased this 220SE from the Bill Jacobs Collection. Prior to that, the car had been under single family ownership for 30 years, where it was maintained to the highest standards. However, to ensure the Mercedes was up to the current owner’s standards, it was recently treated to a complete mechanical freshening. We understand that this beautiful 220SE is in excellent driving condition and includes the owner’s manual, service books, and records. Painted in the unusual color code of #716 Grey Beige, with a tan leather interior, this is one of the most striking 1960s convertibles on the market.

EStImatE:


CHaSSIS no. 111.023.12.082595

SPECIfICatIonS:

134 hp, 2,195 cc SoHC

six-cylinder engine, Bosch

mechanical fuel injection, three-

speed automatic transmission,


by unequal length a-arms, coil

springs and sway bar, single low-

pivot swing axles with trailing

arms and coil springs, and front

disc and rear drum hydraulic

brakes. Wheelbase: 108.3 in.


Lot 136

1935 DUeSenBeRG MoDeL SJ ConVeRTIBLe CoUPeCoaCHWorK By WALKeR-LAGRAnDe

• ArguablythemostbeautifulconvertiblecoupeontheDuesenbergchassis

• Oneofthreeproduced,andtheonlysuperchargedexample

• Believedequippedwithanoriginalsupercharger

• FormerlythepropertyofRaymondLutgertandGeneralWilliamLyon

• Drivenextensively,includingtheTexasandWyomingDuesenbergTours

As advanced as the Model J Duesenberg was upon its introduction in 1929, most of the technical advancements contained within were confined to the body and chassis. The design of the front end and fenders, as well as that of most coachbuilt bodies, still bowed toward late-1920s convention, albeit stylishly. As a result, by the mid-1930s, the Duesenberg still held mechanical prowess over virtually everything else on the road. From a design standpoint, however, it was looking rather dated.

J. Herbert Newport, who had succeeded Gordon Buehrig as Duesenberg’s body designer, set out to do something about that. Among his creations for the Model J was a new convertible coupe, which incorporated the best of the Duesenberg’s trademark styling cues with the curves of modern streamlining. The traditional upright radiator shell and headlights were now accompanied by deeply skirted and rounded fenders, designed by Alex Tremulis and added at the factory branch, over 17-inch wheels. The beltline began as a slender molding running alongside the hood, and as it reached the windshield, it expanded out along the sides of the body into a polished “sweep,” which then fell back along the long fender like a trailing comet.EStImatE:

$3,500,000–$5,000,000

CHaSSIS no. 2405

EnGInE no. J-530

BELL HoUSInG no. J-515

SPECIfICatIonS:

320 bhp, 420 cu. in. DoHC

inline eight-cylinder engine

with centrifugal supercharger,


beam type front and live rear

axles with semi-elliptic leaf

springs, and vacuum-assisted



72


Lot 137

Early photo of the Walker-LaGrande. Courtesy of the owner.

74

The design’s most innovative feature, however, was its convertible top. Most ragtops of the period were clumsy and challenging, requiring a small gang to operate properly. Newport’s convertible coupe incorporated a “semi-automatic” top, based on one previously created for a Rollston-bodied Duesenberg convertible victoria. The owner would unbuckle the top from the windshield frame, and then slip a hand crank into a chromed socket on the side of the body. With a few turns of the crank, the top would fold to the rear of the car and out of sight under its flush-fitting metal lid, producing an open two-passenger car whose lithe, flowing lines made it the Duesenberg equivalent of the Mercedes Special Roadsters of the era.

Production of this body style was handled by the A.H. Walker Body Company, of Indianapolis, one of several firms that

produced bodies for Duesenberg under the classy pseudonym of “LaGrande.” With Duesenberg’s days waning and the Great Depression still largely at its zenith, Walker built only a mere three examples of the Newport-designed convertible coupe.

Of the three cars, 2563/J-530 was the only example built with a factory-supercharged engine—the powerplant today famously referred to by enthusiasts as “SJ.” The engine bore a centrifugal supercharger, which was constantly engaged, and produced whizz that is music to the ear of the Duesenberg enthusiast, as well as an additional 60 horsepower. That made the final brake horsepower rating of an SJ Duesenberg something near 320 horsepower, allowing it to get ever-closer to a top speed of 140 miles per hour, over 20 miles an hour faster than a naturally-aspirated example.

77

Perhaps it was that added performance that prompted Chicago banker John Nichols to trade in his earlier Duesenberg, Murphy Convertible Coupe, 2475/J-405, for this car. Nichols chose to part with his second Duesenberg only two years later, trading it in at South Shore Buick, of Chicago, in February 1937, with 50,899 miles showing. The car then passed to a Packard dealership in Evanston, Illinois, and for well over a decade, it would remain largely within the Chicago area, including time spent in the care of legendary used Duesenberg purveyor John Troka. In 1940, it was involved in an accident, which resulted in the frame being replaced with the current unit, 2405.

In 1957, the Duesenberg showed up on the opposite coast of the United States, incongruously parked on a used car lot in “Glitter Gulch,” Hollywood, California. Early enthusiast Thomas Magee, of nearby Inglewood, spotted the car and picked it up for $1,500, and he then took it home and began its restoration. As so often happens with restorations, life intervened, and Magee sold the car and another Duesenberg to his good friend and fellow collector, Nathan Derus.

Bill of Sale from tom magee to nate Derus.

Courtesy of Steve Derus.

Early photo of the Walker-LaGrande. Courtesy of Steve Derus.

Derus replaced the car’s original bell-housing, J-530, with J-515, thus renumbering the engine; importantly, the original engine does still remain in the car today. He retained ownership of the Duesenberg until 1970, at which point it was at long last restored to its original beauty by Harold Orchard, at the time one of California’s

premiere restorers, noted for the outstanding quality of his work. Following the restoration, the car was pictured prominently in Volume 10, Number 2, of Automobile Quarterly. Crucially, when Derus sold the car, it was accompanied by an original supercharger, which is believed to be the unit installed on the car today.

the car following its original restoration, 1972. Courtesy of Steve Derus.

81

The car changed hands among enthusiasts for the next decade, including ownership by the noted Raymond Lutgert, Axel Wars, and finally, for many years,

General William Lyon. It was then acquired by the consignor from General Lyon to become part of another one of the United States’ great collections.

Steve Babinsky’s Automotive Restorations, of Lebanon, New Jersey, one of the most respected Duesenberg restoration facilities in the United States, performed a fresh restoration soon thereafter, and the car still presents outstandingly today. Shown at the 1998 Pebble Beach Concours d’Elegance, it was honored with a First in Class, as well as the Gwenn Graham Award for Most Elegant Convertible. No mere pretty face, it has seen enthusiastic road use, including completing the highly regarded Duesenberg Tours in Wyoming and Texas. Carefully maintained within the owner’s private museum, it has remained in top running order, befitting its elite heritage, and according to the owner, it has always been reliable, never requiring any real sorting.

Audacious in both appearance and performance, 2405/J-530 represents the final evolution of the Duesenberg, combining spectacular modern styling with the rip-roaring power of the ultimate supercharged engine.

1947 DeLAHAye 135 MS CoUPeCoaCHWorK By LAnGenTHAL

• ThemostdesirableDelahaye“ModifieSpeciale”chassis

• One-offSwisscustomcoachwork

• Exceptionaloriginalcondition,with14,000miles

Delahaye’s most famous model remains the 135, introduced at the 1935 Paris Auto Show and produced until 1951. It was the foundation of all Delahaye models to follow and was produced in several different iterations, the most desirable and powerful of which was the 135 MS, or “Modifie Speciale,” introduced in 1938. Equipped with three carburetors, its inline six-cylinder engine produced 135 horsepower. That is not an impressive number today, but in the 1930s, the 135 MS’ top speed of 100 mph ranked it among the fastest automobiles in the world, and it could return up to 25 mpg, making it surprisingly fuel efficient for the time. This efficiency led to racing versions of the chassis, winning many victories, including Le Mans.

The car offered here is an early, post-war 135 MS, and it is also one of two Delahayes with coachwork by Swiss coachbuilder Langenthal. While not widely remembered today, in its time, Langenthal was well-known for the high quality and beautiful design of its work, which on this car includes sweeping “teardrop” fenders and two-tone paintwork set off by audacious curves. Reportedly, this car was originally delivered as a cabriolet. The original owner returned it to the coachbuilder, complaining of poor rear visibility and wind noise. Langenthal responded by fabricating a removable hardtop for the car. Once more, the Delahaye was returned, this time with complaints about the size and weight of the top, and as a result, the roof was permanently fixed to the car. Presumably, the customer was now sated, and the Delahaye was finally enjoyed.

EStImatE:

$325,000–$400,000

CHaSSIS no. 800490

EnGInE no. 800490

SPECIfICatIonS:

160 bhp, 3,557 cc oHv inline

six-cylinder engine, 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 in.

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Lot 138

84

The interior is a classic French Grand Touring of the 1940s, showing the inspiration of other French coachbuilders, with wide dashboard gauges, beautiful leather upholstery, and, naturally, a glass ashtray. All of that, and a large trunk, was everything one required to cross the Alps in high style in 1947. The radiator mascot, a frog poised to leap, adds a pleasant whimsical touch, and it suggests the pent-up power lurking beneath the hood.

The car is believed to have remained in France, in the ownership of a single family for many years. It was acquired there by an American enthusiast and was eventually passed into the hands of noted collector Gordon Apker, in whose ownership it became widely known.

Possessed by its present caretakers for over a decade, the Delahaye was voted Most Photogenic at the Concours d’Elegance of America at St. John’s in 2011, and in 2012, it graced the lawns of Pebble Beach, Palos Verdes, and the Louisville Concours d’Elegance. In addition to its show appearances, the car was featured in the October 2002 issue

of Collectible Automobile magazine, as well as in Stuart Leuthner’s book, Wheels: A Passion for Collecting Cars. Importantly, it has made these appearances as it appears today, as one of the most original Delahayes extant. It is believed that the silver paint was redone some time ago, with the blue stripe added to the flanks sometime later. With the exception of that repaint, the car remains in largely unrestored condition, as it was delivered in 1947, and it is still in outstanding form, as it should be with only 14,000 actual miles on the odometer. Mechanical work in the present owner’s care has been limited largely to the replacement of the rear axle and the installation of whitewall tires.

Post-war Delahayes were among the greatest of coachbuilt French automobiles. This car desirably combines low-mileage original condition, unique Swiss bodywork, and a fascinating story that defines the era, when “custom” meant a car tailored, like a suit, to its owner’s whims and fancy.

1965 SHeLBy MUSTAnG GT350• Desirable“yearone”ShelbyMustang

• DocumentedinShelbyRegistry

• Superblypresented,highpointrestoration

It was late-1964 and Ford’s new Mustang was flying out of showrooms at an astonishing rate, with Carroll Shelby’s Cobra cleaning up in Sports Car Club of America competition. It was not long before Lee Iacocca approached Shelby and asked him to prepare a Ford Mustang that could win the SCCA’s national B/Production Championship.

The result was the GT350, a standard Mustang fastback that Shelby loaded up with goodies: a hot-rodded 289-cubic inch V-8, Borg-Warner T-10 four-speed transmission, beefed-up rear axle and suspension, metallic-lined rear drum brakes, Kelsey-Hayes front disc brakes, a scooped fiberglass hood with tie-downs, and cast aluminum wheels. The four-seat Mustang as it left the factory did not qualify as a “sports car” to the SCCA. No problem: Shelby threw

out the rear seats. The body was finished in white with blue racing stripes, which would soon become classic Shelby.

SCCA regulations required that at least 100 street legal versions of the GT350 would have to be sold to private customers in order for it to qualify for B/Production. In the first year of 1965, 562 were made, each capable of 0 to 60 mph in under 7 seconds, and with a top speed of over 120 mph. Today, these “pure” GT350s of the first year of production are the most desired by enthusiasts.

The car offered here was originally delivered to Adamson Ford, of Birmingham, Alabama. It was eventually acquired by Betty Culp, of Texas, and it eventually passed to Lee Larsen, of Louisiana, and then to noted collector Lee Herrington. Following restoration by the Shelby specialists of Fitzgerald Motorsports in Laconia, New Hampshire, the GT350 was featured on the cover of one of Herrington’s well-known apparel catalogues.

EStImatE:

$225,000–$275,000

CHaSSIS no. SFM5S226

SPECIfICatIonS:

306 bhp, 289 cu. in. K Code v-8

with Holley four-barrel carburetor,

Borg-Warner four-speed manual


suspension with unequal length

a-arms, coil springs and stabilizer

bar and live rear axle with semi-

elliptic leaf springs, and hydraulic

front disc and rear drum brakes.

Wheelbase: 108 in.

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Lot 139

The current owner acquired the car in 2000 and had it vetted by Shelby expert Howard Pardee, and then set about correcting all of the small, incorrect items that Pardee identified, with a goal of total correctness so that the car would be able to compete at the Shelby Nationals. More recently, he replaced the GT350 racing model-style front valance, fitted by Herrington, with the original front bumper and valence configuration, returning the car to “stock” specifications in all respects. Just recently, the master cylinder, front brake calipers, rear wheel cylinders,

and brake flex lines have all been replaced, and as a result, the GT350 is now reported to be in top operating condition in all respects. An extensive collection of documentation and receipts from the present ownership, along with the racing model front valance, will accompany the car.

This is a rare chance to acquire an extremely well-maintained example of the ultimate first generation Mustang: Carroll Shelby’s feared, fearless GT350.

2005 PoRSCHe CARReRA GT• TheultimatemodernPorscheroadcar

• As-new,withlessthen800actualmiles

In 1999, Porsche began developing a successor to its 911 GT1 of the 1990s. While FIA rule changes frustrated plans at endurance-racing the new model, Porsche forged ahead with a production version nonetheless, resulting in what was possibly the most highly anticipated Porsche of all time: the Carrera GT.

The Carrera GT’s technical specifications are still stunning nearly a decade later. Italy’s ATR Composites Group produced and assembled a carbon fiber monocoque and sub-frame structure. Both clutch and brake components employ ceramic composite materials, combining strength and lightness, and the massive 19- and 20-inch wheels are made from ultra-lightweight forged magnesium. A large,

mid-mounted, 5.7-liter V-10 produces 605 horsepower, delivered through a traditional six-speed gearbox, and it is sufficient to move the Carrera GT from rest to 60 mph in 3.8 seconds, with the 100 mph mark in under seven seconds, en route to a top speed of 205 mph. Should one elect to take their supercar to the drag strip, it could also deliver monstrous elapsed times of 11.4 seconds on the quarter mile.

Production of the Carrera GT took place at Porsche’s then-new facility at Leipzig, Germany. When the assembly line halted in May 2006, some 1,270 of the cars had been produced, of which only 604 were destined for the performance-hungry American market. The model proved a major success for Porsche, and it was described by smitten MotorWeek host John Davis as “the best motivation to get rich that we’ve ever driven.”

EStImatE:

$350,000–$400,000

SErIaL no. WPOCA29835LOO1258

SPECIfICatIonS:

605 bhp, 5,733 cc mid-mounted

DoHC v-10 engine, six-speed

manual gearbox in rear transaxle,

front and rear independent

pushrod-activated coil-over

suspension, and four-wheel

ceramic composite disc brakes.


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Lot 140

file photo

For those who missed out on buying a Carrera GT new, take heart, for the car offered here is the next best thing. Finished in GT Silver with black upholstery and yellow brake calipers, it has been driven less than 800 actual miles since departing the factory, and as such, it still presents as the virtually “new” car that it still is today. It is offered here with original books, a battery charger, and a car cover, and it is ready to go to a new home, where it will either

be preserved in its “fresh” condition or broken in as the factory intended and enjoyed.

Eight years later, the Carrera GT is still remarkably exciting, and it rules as the most advanced Porsche ever manufactured for the public’s enjoyment. To acquire a nearly unused example such as this is a rare opportunity indeed.

file photo

1963 CHeVRoLeT CoRVeTTe STInG RAy FUeL-InJeCTeD ConVeRTIBLe

• The50thanniversary ofthe1963CorvetteStingRay

• RareSebringSilverwithfactoryfuelinjection,four-speedmanualtransmission, andPosi-Traction

• Documentedmatchingnumbers

• StunningNCRSTopFlightAwardwinner

• Includesbothhardandsofttops

With revolutionary new styling for 1963, the iconic Sting Ray was born, which was, in effect, the production version of the stunning Mako Shark show car. The trademark covered headlamps served a very real aerodynamic purpose and cleaned up airflow over the front end. And while the split-window coupes look good, anyone who’s spent time driving one can attest to the difficulty in seeing out the back. For cool nights, however, the matching code C07 hardtop was available, as was ordered with this car. Sharply styled in its own right, one is included in this sale. The new interior was dominated by what became Corvette’s signature circular gauge cluster.

RPO L84 once again brought the top engine option, a smoking hot, high-compression, fuel-injected 327 good for 360 horsepower at 6,000 rpm and a useful 352 foot-pounds of torque at 4,000 rpm. This car’s long options list includes the M20 four-speed manual transmission. Together, that yields a 5.9-second 0–60 time and 16.5 seconds to 100 mph. Furthermore, very few convertibles were offered in this combination.

As one of the most desirable combinations of body and powertrain combinations installed in any Corvette, documentation is important. In order to obtain NCRS National Top Flight certification, the National Corvette Restorers Society’s highest level of achievement, Corvette 30867S121099’s authenticity has been documented. Along with the new body style, 1963 was the first year for VIN tags that can be decoded to indicate color and trim. Engine block and fuel injection numbers are date-correct and verified, as is the transmission.

EStImatE:

$105,000–$135,000


BoDy no. 10788

SPECIfICatIonS:

360 bhp, 327 cu. in. v-8 engine

with rochester ram-Jet

mechanical fuel injection,



with anti-roll bar, independent

rear end with a Posi-traction

differential, and dual-circuit

hydraulic drum brakes.

Wheelbase: 98 in.

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Visit rmauctions.com to view all photos.Photography: John Haigwood

Lot 141

In judging, it achieved an excellent score of 96, including a perfect result in the mechanical “Operations” section.

With a restoration completed in 2008, it still looks beautiful today with the optional, but correct and stunning, Sebring Silver paint. Comfort and styling options for this car include a very helpful tinted windshield, power windows, a wood grain steering wheel, and an AM/FM radio, which are all correct. Most recently, the car has been meticulously freshened, and many hours have been spent detailing it to a concours finish today. The current owner went so far as

to have a senior GM technician perform the final setup, to assure that this car is one of the finest examples and is ready to drive and show.

If one were to go back in time and order up the hottest, most collectible Corvette you could, this variation would, without a doubt, be a top contender. The Amelia Island Concours is celebrating Corvette this year, as 2013 is also the 50th anniversary of the 1963 Corvette Sting Ray. For purists, a four-speed, fuel-injected convertible is as good as it gets.

1966 SHeLBy 427 CoBRA• Documented,well-known,“nostories”history

• Recentlyandcompletelyrestoredby StewartHall

• 520horsepower,427“side-oiler”V-8withfourWebercarbsandaluminumheads

• Outstandingfitandfinish;beautifully detailedthroughout

The odyssey of the Shelby Cobra is defined by the contributions of many people, marked by many important cars, and by even more important moments. They weave a rich fabric of creativity, determination, and persistence in the face of limited resources and epic challenges.

With Shelby’s leadership, the era’s top drivers, and a “dream team,” including Ken Miles, Phil Remington, Pete Brock, and many other racing luminaries in the background, the Ford-powered, AC Ace-derived Cobra was brutally quick and dead reliable, earning its stripes and winning virtually everywhere it appeared.

The Cobra won the U.S. Manufacturer’s Championship three years running, in 1963, 1964, and 1965, and with sleek Pete Brock-designed Daytona coupe bodywork, Shelby American Inc. won the hotly contested 1965 FIA World Manufacturer’s Championship.

427 CoBRA

Although the 289 Cobra was proven and immensely successful, more power was needed to stay competitive. Since Ford’s 289 V-8 reached its reliability limit at 385 horsepower, Shelby’s stalwart driver and engineer, Ken Miles, surmised that an even bigger engine might work within the trim confines of

EStImatE:

$800,000–$950,000

CHaSSIS no. CSX3259

SPECIfICatIonS:

520 bhp, 427 cu. in. “side-oiler”

v-8 engine with aluminum

cylinder heads, four twin-

choke Weber carburetors, ford

toploader four-speed manual


suspension with unequal-length

upper and lower wishbones, coil

springs, and telescopic dampers,

independent rear suspension

with unequal-length upper and

lower wishbones with additional

lower trailing links, coil springs,

and telescopic dampers, and


Wheelbase: 90 in.

92

Visit rmauctions.com to view all photos.Photography: ned Jackson

Lot 142

the Cobra. If there was any doubt about the need, it evaporated when the Shelby team went to Nassau for the 1963 Speed Week, where Chevrolet’s new Corvette Grand Sports were lapping more than nine seconds quicker than the small-block Cobras!

However, while Shelby was initially promised a new aluminum-block version of Ford’s 390 FE engine, internal resistance from the NASCAR faction within Ford forced a switch to the heavier cast-iron 427. Although powerful, proven, and reliable at 500 brake horsepower and beyond, it was heavier and therefore necessitated a complete redesign of the Cobra’s chassis

to ensure proper handling. The new chassis measured five inches wider, with coil springs all around, and with development help from Ford’s engineering department, the 427 Cobra was born.

The cars were fiercely quick. Driving one continues to be a mind-bending experience. One of the most memorable stories about the 427 Cobra involves a test arranged for Sports Car Graphic magazine by Shelby’s Ken Miles. A few years earlier, Aston Martin claimed that their DB4 was capable of accelerating from zero to 100 mph and back down to zero in less than 30 seconds. Miles had the idea to restage the test using the new 427 Cobra. The result, according to SCG Editor Jerry Titus, was an astounding 13.2 seconds!

94

CSx 3259

The 427 Cobra presented here, chassis CSX 3259, is a stunning, genuine 427-powered street Cobra that enjoys both excellent history and outstanding preparation to the highest standards by Stewart Hall, of Hall Fabrication & Racing, Inc. According to the Shelby American World Registry, 3259 was originally billed by AC Cars to Shelby American on April 12, 1966, before being invoiced by Shelby American to Stark Hickey Ford, of Royal Oak, Michigan, near Detroit, for $6,275, on June 30. It was then sold to original owner Jim Rayl, of Kokomo, Indiana, in August 1966. The car remained in the United States throughout the 1970s, and it was known to have accumulated only 21,700 miles by 1979.

The car appeared at the First Annual Brown County Indiana SAAC meet in 1978, and it was then exported to England for Martin A. Colvill in 1979. Around 1982, Michael Burgel, of Germany, acquired it. Registered “BO-W8” at this time, the Cobra was fitted with S/C features, including a hood scoop, a chrome driver’s roll bar, quick-jacks, side pipes, and a large-capacity fuel tank. In addition, the 427 “side-oiler” was equipped with aluminum cylinder heads, a competition oil pan, Weber carburetors, and four-piston, aluminum-caliper disc brakes. While mostly street-driven, 3259 was also raced occasionally in European Cobra events. Next, Frank Sytner, the 1988 British Touring Car Champion, acquired 3259 before its eventual return to the U.S.

In 2003, the previous owner acquired the car, and the chassis was prepared for entry into the Monterey Historics, where it made contact with a guardrail in competition. Following the incident, the Cobra was completely restored to its present show-quality condition, with no expense spared, including a bare-metal refinish. Since completion, the Cobra has been shown numerous times, and it was a highlight of his collection. Photo-documentation of the accident damage and repair is available for review upon request.

As presented, the Cobra is well documented, with an old California pink slip and numerous state inspection receipts dating back to 1970. The documentation file also contains a copy of the original invoice from AC to Shelby American, photographs of the body stamp in various

locations, including the trunk latch, hood latch, and both door hinges, as well as receipts from the car’s European ownership period in England and Germany during the 1980s and 1990s. The Cobra also comes with nearly $315,000 of invoices from Stewart Hall, outlining the comprehensive restoration work, careful race preparation, and fastidious ongoing maintenance lavished on this Cobra since 2003, with the bulk of the restoration work completed in 2008.

The restoration was completed to spectacular standards, in a no-expense-spared fashion, to not only look great but also to perform well under the rigors of competition driving. The comprehensive work covered the brakes, cooling, driveline, fuel delivery, electrical, and suspension systems, as well as the chrome, paintwork, interior,

97

The engine compartment is detailed with cadmium-plated hardware and latches. The engine is fitted with four dual-choke Weber carburetors, as well as an aluminum radiator with an electric fan. The exhaust headers are highly polished, custom-fabricated items, and even the inner fenders and firewall are polished to a mirror-like finish. The trunk is equally nice and remains fully polished and virtually spotless.

This is an exceptional opportunity to acquire an outstanding 427 Cobra with excellent documented history, invoices dating back nearly 40 years, and a beautiful restoration to the highest standards. The car also comes with an extra set of wheels and tires, as well as dynamometer printouts indicating a max horsepower of 520 brake horsepower. A tremendous performer, it is ready for both historic racing and show exposure alike.

and a comprehensive detailing of the underside, engine compartment, and trunk areas. The Cobra was serviced in October 2009, with the work including an oil change, new spark plugs, and new tires, as well as extensive detailing. In 2011, CSX 3259 was acquired by the current owner, and it has remained under expert care and attention since, with negligible mileage added.

Today, the Cobra is simply breathtaking. The quality of the workmanship is outstanding, with superlative fit and finish, excellent chrome, and superb detailing throughout, from the polished oil cooler housing to the spectacular paintwork. The brightwork, wheels, glass, and lights are all excellent, as are the gaps and fit of the bodywork. The interior is extremely nice too, with superb fit and quality to the upholstery and carpeting. The instruments are the correct Smiths items and are like new. Other features include competition-type safety belts, a power cutoff switch, and new, spun aluminum side-view mirrors.

1955 MeRCeDeS-BenZ 300SL GULLWInG• “TheWarmoltsGullwing,”withsinglefamily

ownershipsincenew

• FullyrestoredbymarquespecialistDonWitherspoon

• Equippedwithreversiblemoderncomfortupgrades

Mercedes-Benz’s 300SL claimed 2nd in the Mille Miglia; 1-2-3 in the Berne, Switzerland, Sports Car Race; 1st and 2nd at Le Mans; 1-2-3-4 at the Nürburgring; and 1st and 2nd at La Carrera Panamericana. The Mexican Road Race had been an afterthought, with 300SL production slated to end beforehand, the racing car having accomplished what the factory set out to do. The company’s U.S. distributor, Max Hoffman, spoke from his glassy Park Avenue showroom: there was a market in America for a fast, sexy Mercedes-Benz coupe, and a production version of the racing-bred 300SL, complete with the fascinating “gullwing” doors, necessitated by the unusual frame design, would be exactly it.

Appropriately, the production 300SL made its debut in the United States, not in Germany, a Mercedes first. The vast majority of the 1,400 cars produced between 1954 and early-1957 were delivered through Hoffman, to whose showrooms the rich and famous (or their chauffeurs) flocked. The kings of Jordan, Belgium, and Greece became owners in the first year of production, as did Argentinean dictator and former racing driver Juan Peron. Sophia Loren and Zsa Zsa Gabor, for perhaps the only time in their lives, struggled to outclass what they drove.

Other 300SL drivers weren’t as interested as Mercedes in giving up the track. John Fitch and Olivier Gendebien won their class in the 1955 Mille Miglia, then Gendebien won the Liege-Rome-Liege and Alpine rallies. Paul O’Shea won the SCCA’s D Production class. In 1956, Prince Metternich finished 6th in the Mille Miglia, and Stirling Moss placed 2nd in the Tour de France.

EStImatE:

$1,000,000–$1,250,000

CHaSSIS no. 198.040.5500674

EnGInE no. 198.980.5500694

BoDy no. 198.040.5500652

SPECIfICatIonS:

215 hp, 2,992 cc SoHC six-

cylinder engine with Bosch

mechanical fuel injection,


coil spring independent front

suspension, coil spring and

swing-axle rear suspension, and


Wheelbase: 94.5 in.

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Visit rmauctions.com to view all photos.Photography: Kim Warmolts

Lot 143

If the 300SL needed additional romance, it was these men who earned it, and they added to the car’s aura of elite celebrity.

Among this rarified crowd stood Dr. Lambertus Warmolts, of Oregon, Illinois, whose 300SL, the car offered here, was delivered to Hoffman Motors in New York City on August 30, 1955, painted white with a red interior. A successful physician who operated the Warmolts Clinic, Dr. Warmolts took delivery from Precision Motors, of Rockford, Illinois, as recorded by the original Bill of Sale, which accompanies the car and notes a trade-in of an early Ford Thunderbird. The doctor drove the car regularly through the next three decades, during which time it was repainted to suit its owner.

According to his son, Dr. Warmolts was quite frugal and not a sports car enthusiast, making the 300SL something of an unusual purchase; however, he was not afraid to use the car as Stuttgart intended, and reportedly, he was once ticketed at 140 mph while behind the wheel. The 300SL was his everyday car, used for everything from drives to and from the clinic, to long-distance business trips. In particular, it would be regularly driven from Illinois to New Orleans for the doctor’ s vacations, and it would make the return trip with its wheel wells loaded up with hyacinths for his fish pond back in Oregon.

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The car passed to Dr. Warmolts’s son, its second and current owner, in the mid-1980s, when the original owner was in his early 90s. This very short chain of ownership is, importantly, documented in the latest Gullwing Registry, confirming this as a two-owner 300SL. While the car remained in good original condition under its most recent paint, age and decades of use had taken their toll, and the owner elected to have a complete restoration performed by marque expert Don Witherspoon, of Hernando, Florida.

Due to the dedication of both the sentimental Mr. Warmolts and the skilled restorer, the exhaustive and photo documented body-off restoration took four years to complete to original factory standards, with no facet of

the car left untouched. The work is documented through a large collection of receipts and records, which have been carefully assembled and will accompany the car to the next owner. It is important to note that this car has perhaps the lowest original ownership of any 300SL that RM Auctions has had the pleasure of offering.

Time and technology had made possible a few minor improvements to the original 300SL equipment during the restoration—all of which, it should be noted, were designed to be easily reversible, should the new owner of this example prefer a pristinely stock automobile. The heat of Florida inspired the fitment of excellent and fully modern air conditioning, which anyone who has driven a 300SL during a Southern summer will appreciate.

Seatbelts were installed for improved safety, and a hidden AM/FM stereo CD player was tucked away, should the owner need to hear anything other than the sweet sounds emanating from under the hood. The result is a Gullwing that is not just a pretty face, but a car that can be actually driven and used year-round, and one that offers many of the comforts of a modern automobile. As noted, all the original parts needed to return the 300SL to factory original condition accompany the sale.

The change from white to a silver finish was less of a practical decision; Dr. Warmolts’ son simply preferred the car in silver. The result happily recalls the 300SLs of

racing fame, particularly when running at speed, and it makes for a classic combination with the original-style red leather upholstery.

There are numerous 300SLs available for sale, but the opportunity to purchase one from the family that has owned and cared for it since new is scarce indeed. To combine that with an excellent, high-quality restoration is nearly impossible. The Warmolts family’s Gullwing desirably combines “all of the above” with a wonderful, thoroughly documented history and sympathetic modern upgrades, which make it as much of a pleasure to drive in the future as it was to be driven in the past. Hyacinths are optional.

1939 ALFA RoMeo 6C 2500 SPoRT BeRLIneTTA CoaCHWorK By CARRoZZeRIA ToURInG

• Outstanding,concours-qualityrestoration

• PebbleBeachMostElegantClosedCar

• QuailMotorsportsGatheringBestPre-WarAlfaRomeo

• StylishTouringSuperleggeradesign&construction

• Oneofonly13built

In the twenties and thirties, Alfa was equivalent to today’s Ferrari, and more, supplying not only competitive rides for the best drivers, but also a steady stream of beautifully engineered and constructed cars for private entrants.

When the company, which employed thousands of artisans, mechanics, and functionaries to build only a few cars, encountered the inevitable financial difficulties, it was bailed out by the State. Instead of being directed to downsize and build saleable automobiles to generate cash flow and keep those thousands employed, Italy directed Alfa to build great racing machines to demonstrate Italy’s technology and competitiveness on Europe’s race courses. Production shrank, but the few cars that were built were the best in the world.

EStImatE:

$1,500,000–$1,750,000

CHaSSIS no. 915030

EnGInE no. 823113

BoDy no. 2302

SPECIfICatIonS:

95 bhp, 2,443 cc dual overhead

cam inline six-cylinder


transmission, four-wheel

independent suspension, and


Wheelbase: 118 in.

Visit rmauctions.com to view all photos.Photography: neil Fraser

Lot 144

In a time when automobiles were exotic and often idiosyncratic creations, the products of Alfa Romeo were finely crafted works of art, elegant in conception and executed with due regard to combining function with exquisite form. Virtually every important piece was produced in-house in Alfa’s fabrication shop, pattern works, foundry, and machine shop. The product of artisans, each of whom took pride in the performance, reliability, quality, execution, and appearance of his separate creation, these Alfas also reflected the overall responsibility of engineer Vittorio Jano, who continually tested, evaluated, and improved their performance until they met his high, and growing, standards.

Debuting at the 1925 Milan Auto Show, the 6C 1500 set new standards for lightweight, high-performance road cars and was followed in 1929 by the 6C 1750. The next evolution of the 6C came in 1934, and although traditional in its layout, the 6C 2300 had nearly twice the displacement of the car it succeeded. Accordingly, it was a highly competent automobile capable of providing excellent performance with multi-passenger coachwork.

In 1939, the 6C 2300 was replaced by the 6C 2500. Although the basic engine design traced its roots to the great pre-war racing machines, highly regarded automotive author and historian Griffith Borgeson characterized the 2500 as a “bridge to post-World War II production,” due to the fact that production of the model lasted from 1939 through 1953, including the war years, albeit in limited numbers. This change was affected by an increase in the cylinder bore of two millimeters, as well as an improved cylinder head for better aspiration and increased compression, from 6.5:1 to 7.1:1. In the sport configuration, this translated into a respectable 95 horsepower, with performance aided by lightweight aluminum coachwork.

Production of the 2500 chassis began in 1939, the year of the early example offered here. Chassis 915030 is one of 13 similar examples built by Carrozzeria Touring of Milan between 1930 and 1940 and was imported into the United States by Earl Potter, of Chicago, Illinois, in 1962. It was later purchased by Mr. John Jumer, of Elkhorn, Wisconsin and Chicago, in 1965. In 1990, the Alfa was acquired from Mr. Jumer by Charlie Morse & Malcolm Harris, who commissioned a restoration carried out by a number of Seattle-area craftsmen beginning in 1994, and

it was finished just before the 1998 Pebble Beach Concours d’Elegance. Mr. Harris was personally involved with the disassembly and reassembly work, and over 1,500 of his own hours were invested in this masterpiece.

So intensive was the body-off restoration that the chassis was completely disassembled and every piece was refurbished to concours quality. The 6C 2300 block installed in the car is externally similar to the 2500 block, and it was bored-out to the correct 2,443 cubic centimeters and thoroughly fitted with all correct 2500 components, including the cylinder head, carburetor, manifolding, and other ancillary parts, such as the starter and generator, so that it performs and presents as it should.

The attractive tobacco-colored leather interior was restored to original Touring specification as well, and it is virtually unworn, save some wear to the driver’s seat. Interestingly, the interior also displays a lumbar support adjustment hidden under a flap, which was patented by Touring and is likely the earliest of its kind. The original gauges, which remain flawless, were beautifully restored using the photo-transfer and etching processes to be brought back to their original appearance.

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Finished in a lovely dark blue-green, with matching wire wheels shod in the correct size 550x18 tires, in dim light the exterior paint appears blue, but it takes on a greenish hue in the sunlight. The exterior panels remain excellent, as does the finish of the engine, ancillary components, and glassy walls of the engine bay.

The results of the restoration were recognized by a Second in Class Award, as well as the Most Elegant Closed Car Award at the 1998 Pebble Beach Concours d’Elegance. At the 2004 Ironstone Concours and the 2004 Kirkland

Concours, it was again awarded the Most Elegant Closed Car. Finally, at the 2012 Quail Motorsports Gathering, it garnered Best Pre-War Alfa Romeo, a testament to the elegant Touring lines, as well as to the quality of craftsmanship employed in the restoration. As acquired by the current owner, it was thoroughly sorted out and shaken down, including a servicing of the hydraulic dampeners, wheel bearings, brakes, and fuel system. Today, 915030 is still stunning in presentation and is arguably worthy of display on the world’s most prestigious concours lawns.

1929 ISoTTA FRASCHInI 8A ConVeRTIBLe SeDAnCoaCHWorK By FLoyD-DeRHAM

• Displayedatthe1928NewYorkAutoSalon

• TheonlyFloyd-DerhambodyonanIsotta Fraschinichassis

• Recentbody-offrestoration;neverconcoursdisplayed

THe eIGHT-CyLInDeR ISoTTA FRASCHInI

Società Milanese Automobili Isotta, Fraschini & C. was founded on January 27, 1900. The firm was focused on the assembly of Renaults before advancing to production of its own namesake automobile. Early production focused on high horsepower cars, veritable fire-breathers that achieved celebrity in the crucible of racing. Of early note is Isotta’s victory in the 1908 Targa Florio. In 1919, the firm established itself as a luxury manufacturer with the introduction of the Tipo 8, which became the first production car to feature a straight-eight engine. The successor to the 5.9-liter Tipo 8 was the 8A, which had a 7.3-liter straight-eight that produced a respectful 110 horsepower.

EStImatE:

$550,000–$650,000

CHaSSIS no. 1571

EnGInE no. 1591

SPECIfICatIonS:

110 bhp, 7,370 cc L-head eight,


solid front axle with semi-floating

rear axle and semi-elliptic leaf

springs in the front and rear, and

four-wheel Dewandre vacuum

servo-assisted mechanical drum


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Lot 145

THe FLoyD-DeRHAM CoMPAny

With the passing of Derham’s founder, Joseph J. Derham, in 1928, a rift between his three sons was exposed, which would change the makeup of the company. Son Philip wanted the firm to modernize and expand, while siblings James and Enos remained in favor of running the firm just as it had been with their father at the helm. Philip left the Derham Body Company in 1928 and utilized the backing of William Floyd, a European car importer based in Bryn Mawr, Pennsylvania. Philip Derham was responsible for the design and drafting work, and the actual body production was carried out by the well-known Alexander Wolfington, Son & Company.

Just prior to the stock market crash of 1929, the Floyds imported car business began to falter, and they withdrew their support of the nascent coachbuilding firm, despite the fact that there were orders to fill. These were ultimately completed by Wolfington, with the help of the Derham Body Co. Although short-lived, the firm did manage to produce two vehicles for display. One of those was a Minerva Town Cabriolet, displayed at the Chicago Salon in the fall of 1928, which is now part of the Nethercutt Collection. The second car is this Isotta Fraschini Convertible Sedan, chassis 1571, which was displayed at the New York Auto Salon in December.

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CHASSIS 1571: THe FLoyD-DeRHAM ConVeRTIBLe SeDAn

This example was clothed as a convertible sedan by Floyd-Derham for presentation at the December 1928 New York Auto Salon. It is pictured on page 42 of Hugo Pfau’s The Custom Body Era, using a photo taken from the firm’s advertisement in the salon catalogue.

After the show, the car went into private ownership and next appeared in the collection of early enthusiast Paul F. Cofrancesco, of New Britain, Connecticut, who was actively purchasing these magnificent, used, pre-war masterpieces in the 1940s and ’50s. A graduate of the Yale School of Fine Art, Paul was an accomplished artist and musician, and he was also a friend of Rudolph Valentino. Perhaps it was Valentino’s association with the Isotta Fraschini marque that fueled Cofrancesco’s interest, because he ultimately had four of them in his collection.

Cofrancesco came to the attention of fellow pioneer collector Anthony Pascucci, of Meriden, Connecticut, who tried many times over the years to acquire the cars. Ultimately, well known collector and operatic tenor Sergio Franchi got involved in the chase, and the two ultimately convinced Mr. Cofrancesco to part with his cars around 1975.

As unearthed from the garage in New Britain, this example was still finished in its original color scheme of Butterscotch with yellow fenders and belt line. Mechanically recommissioned, it remained largely original through the subsequent ownership of Bill Lassiter, Sonny Abagnale, and the Imperial Palace. After being acquired by the current owner, it was entrusted to Reinhold’s Restorations, of Reinhold, Pennsylvania, for a thorough body-off restoration.

The work, which was performed between 2006 and 2008, saw the body stripped down to the bare chassis and all of the components rebuilt and refinished. The engine, transmission, and rear end were fully disassembled and rebuilt with all-new gaskets and seals. In addition, new high-compression aluminum pistons and rings were fitted. In the process of restoration, every piece of chrome was replated, and the wheels were fully rebuilt and balanced by the Dayton Wire Wheel Company.

Now finished in Green with Forest Green fenders and belt molding, it has a tan cloth top and a brown leather interior with ostrich seat inserts. The chromed wire wheels are shod with whitewall tires, and the radiator stone guard, which is nearly unique on every Isotta Fraschini, depicts a

point-down triangle divided down the middle. Some interesting features of this example are the tubular bar-type bumpers, the wood ribs on the front splash apron, and the upward curve of the door, which reaches up almost imperceptibly to match the height of the cowl. The long belt molding traverses the length of the hood and then splits at the cowl and continues down the side of the body, where it rejoins and dips down sharply to allow room for the convertible top to fold down. The rear contains additional room for a stationary trunk rack and trunk. Fastidiously restored, this is the sole example of Floyd-Derham coachwork on an Isotta Fraschini chassis; it has yet to be publicly shown and promises the potential of praise on the show field.

1938 BenTLey 4¼-LITRe ALL-WeATHeR ToUReRCoaCHWorK By tHrUPP & maBErLy

• Originalengine,body,andLondonregistration,FXP472

• Oneof100“LE”Series4-1/4-Literchassisbuilt

• StylishDerbyBentleyidealforspiritedtouring

Rolls-Royce acquired Bentley Motors from W.O. Bentley in 1931, with the promise to continue building Bentley automobiles. It was easier said than done, as the company struggled for two years to build a sporting car that would attract new buyers. The personal notes of the works manager, E.W. Hives, at the factory in Crewe (Derbyshire), record the tall order: “Answer to the moods of the driver…be driven fast with safety, or will tour without fuss and noise…maximum speed should not be obtained at the expense of acceleration…controls, steering, and brakes shall be light to operate, and the braking shall be adequate for a fast car…maximum speed of the car on the road should be 90 mph, 75 mph in third gear…”

The original “Derby Bentley” was the 3-1/2-Liter, which was based upon the Rolls-Royce 20/25 chassis but with a high-performance engine with crossflow head, twin SU carburetors, higher compression ratio, and a re-profiled camshaft. In 1936, this engine was increased to 4-1/4 liters by using the new 25/30 Rolls-Royce engine, and as a result, the silky smooth “silent sports car” finally found its niche, even in the waning days of the Great Depression.

In recent years, these “Derby Bentleys” have come into favor with collectors, as few pre-war cars offer more graceful coachwork or more fun while behind the wheel. Bentley enthusiasts recognize that the quality of a Derby Bentley is on par with Rolls-Royce, and the 4-1/4-Liter provides brisk acceleration, responsive handling, and a top speed above 90 mph, making it an ideal tour car. Especially appealing are open cars, such as the all-weather tourer offered here, chassis B137LE.

EStImatE:

$200,000–$250,000

CHaSSIS no. B137LE

EnGInE no. C8BL

SPECIfICatIonS:

126 hp, 4,257 cc oHv six-cylinder

engine with twin SU carburetors,

four-speed manual gearbox,

front and rear semi-elliptic leaf

spring suspension with live rear

axle, and four-wheel mechanical

drum brakes with power assist.

Wheelbase: 126 in.

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Visit rmauctions.com to view all photos.Photography: Fitter owen

Lot 146

B137LE is an “LE”-specification chassis, one of only 100 produced. While top speed is not as high as the later “LX” Series cars, which were equipped with overdrive, many enthusiasts prefer the LE, as the gears are spaced more tightly together, making the car considerably more comfortable to drive at speeds below 50 mph.

Original owner J.T. Johnson had the chassis delivered to Thrupp & Maberly for the bodywork, a four-door, four-passenger convertible tourer with a fabric top that lies neatly when folded for a clean and sporting appearance and the beautiful interior fitments for which this coachbuilder was noted. Johnson accepted delivery in June 1939, as the skies over Europe darkened.

Today, B137LE retains its original bodywork, chassis, and engine, and it is a truly documented “numbers-matching”

car, complete with a side-mounted Continental touring spare and finished in period-correct deep blue over black, with blue leather upholstery and walnut trim. Adding additional flair are the imposing headlamps, driving lamp, and accessory horn, as well as a nearly complete tool kit, providing all the necessities for spirited silent motoring. The car is pictured in all its glory on page 113 of the definitive Bentley volume, All The Pre-War Bentleys – As New, by Stanley Sedgwick, and on page 201 of Bentley: Fifty Years of the Marque, by Johnnie Green. The older, correct restoration was recently cosmetically and mechanically freshened by the noted firm of David L. George Coachworks.

Handsome, powerful, comfortable, and eminently usable, this lovely Derby Bentley’s new owner will be welcomed at club events, concours d’elegance, and wherever else beautiful automobiles venture worldwide.

1952 FeRRARI 255 SPoRT BeRLIneTTA 'TUBoSCoCCA'CoaCHWorK By CarrozzErIa vIGnaLE

• Oneofsix225Scompetitionberlinettas

• SecondinClass,8thplaceoverallatthe195312HoursofSebring

• Overallwinneratthe1955CubanSportsCarGrandPrix

• Understoodtobeoneoftwoberlinettasconstructedonthefamed'Tuboscocca'chassis

• Offeredfrom38continuousyearsofrecentownership

• Freshmechanicalandcosmeticrefurbishment

• Superbentryfortophistoricracesandrallyevents

The lifeblood of Ferrari, particularly in the early years, was competition. It is a widely held belief that the creation of road-going versions of the competition sports cars existed almost solely to support Il Commendatore’s racing effort. In many instances, engineering advances developed for battle can be traced directly to the road cars, such as the pioneering, weight-balancing use of the transaxle from the 275 series GTs.

Ferrari’s competition teeth were cut, along with their continuous progress of the small-displacement V-12 engineered by Gioachino Colombo, the first of which was deployed in 1947 as the 125S. At 1500 cubic centimeters, the power produced was considered extraordinary for its day and size, and it quickly cemented Ferrari’s reputation for technical sophistication. A progression of yet larger engines was developed based on this original design, with many types attaining impressive racing victories, notably the 166MM and the 212 Export.

A larger-displacement, more powerful version of the venerable 212 Export competition model was introduced in 1952, christened the 225 ‘Sport,’ following the long-time Ferrari practice of naming their models consistent with the displacement of a single cylinder. In the case of the 225S with its 12 cylinders, that translated to 2.7 liters overall. Inspired by the concurrently-produced, Lampredi-designed “big block” Ferrari engines, use was made of the roller-type cam followers introduced by Lampredi. The 225S is regarded as something of an interim link between the “early years” of Ferrari and the introduction of the long-lived and legendary 250 series of cars, and the many iterations thereof. The 225S performed with distinction during its prime, with podium and notable finishes in numerous events, such as the Mille Miglia, the Targa Florio, and outright firsts in the Coppa d’Oro delle Dolomiti, the Portuguese Grand Prix, and Buenos Aires, as well as a notorious 1-2-3 achievement at the 1952 Monaco Grand Prix. The 225S drivers, such as Taruffi, Marzotto, Villoresi, Castelotti, and the illustrious “Pagnibon,” serve as a veritable who’s who of sports and GP racers of the early ’50s.

EStImatE:

$1,000,000 – $1,400,000

CHaSSIS no. 0168ED

SPECIfICatIonS:

210 bhp, 2,715 cc SoHC v-12

engine with triple Weber 36

DCf downdraft carburetors,

five-speed manual gearbox,

independent double wishbones

with a transverse leaf spring

front suspension, rigid axle with

semi-elliptic leaf spring rear

suspension, and hydraulic drum


Please note that RM Auctions has

located an original 2255 engine

that is available for purchase to

the successful bidder of 0168ED.

Further details are available

upon request.

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Lot 147

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The most advanced iterations of the 225S are those constructed on the innovative tuboscocca frame, a special chassis with double outer-tubes joined together with a truss-like arrangement. Not only did this serve to strengthen the platform, the chassis helped form a skeleton of the body shape on which body panels could be mounted. This saved weight with no compromise to structural rigidity and contributed greatly to the now-legendary racing success of the model.

Nearly all Ferraris of the early era were coachbuilt by various Italian design houses (carrozzeria), and none were more distinctive and delicately executed than those styled by Carrozzeria Vignale. Virtually no two Vignale-bodied Ferraris are precisely alike, and the six 225S Berlinettas were no exception.

Enzo Ferrari and Alfredo Vignale shared a consuming passion for their work, each insisting upon final approval of even the most seemingly insignificant details. Among the individual designers working at Carrozzeria Vignale was the rising young “star” stylist Giovanni Michelotti. Michelotti was to enjoy a brilliant career and is regarded today as the father of the trademark ovoid egg crate-type Ferrari grille that has signified “Ferrari DNA” for years to come, including up to the present day for a number of models.

RM Auctions is proud to present this iconic 225S, chassis 0168ED. As one of the six competition berlinettas built (indicated as such by the even numbered chassis, reserved by Ferrari for the racing variants), it features the aforementioned and unmistakable ovoid egg crate grille (in the unusual yet attractive “convex” formation) and the desirable triple oval, chrome-ringed “portholes” on the front fenders, as well as other eye-catching signature Vignale touches.

Chassis 0168ED is an extraordinary example of this rare breed, with a short yet impressive competition history and documented ownership chain, culminating until recently with its resurrection by a noted California enthusiast, a pillar of the Ferrari community who had owned the car for nearly 38 years.

After a very brief stint in the hands of its first Roman owner from July 25, 1952, it was re-attained by the factory in November of that year (likely as a trade-in) and promptly dispatched to Luigi Chinetti Motors in New York, U.S.A.

Chinetti sold the car to brothers Peter S. and Robert Yung, of New York, who intended to race, and race they did. Chassis 0168ED, in the capable hands of its privateer owners, debuted the Ferrari on American circuits at the 2nd Annual 12 Hours of Sebring in March of 1953,

remarkably finishing in 8th position overall, while taking a 2nd in their class. Impressively, this was against American racing royalty, such as the overall winner John Fitch in Briggs Cunningham’s C4R, and it was only beaten in class by a factory entered Aston Martin DB3S sports racer. Another significant result came in May of that year, where the car placed 4th overall at Bridgehampton.

After their spectacular first season, the Yung brothers sold 0168ED to Santiago Gonzales, of Cuba. Also an enthusiastic driver, Gonzales (who later went on to race a 500TRC) made his Cuban debut in 1955 at the Sagua-to-Havana Rally. Gonzales and his co-driver, Gilberto Hemandes, piloted the 225S to victory in the Sports

class, and took a 2nd place finish overall. In October, the pair joined forces again for the Cuban Sports Car Grand Prix, and this time, it took home an outright win. Thanks to this impressive display at an emerging venue, 0168 ED was featured in the Ferrari Yearbook of 1955, and it appeared on the cover of the book Gano Fangio el I Gran Premio de Cuba. Notably, the original brass plaque remains on the dashboard, commemorating the Sagua-Havana Rally.

From Cuba, the car was sold back to America in 1957, and it was owned by Robert Andinolfi, of Los Angeles, and later Jerry Curion, whereupon it was domiciled in California until 2011.

Left/Right: Sebring 1953. Photo courtesy of Marcel Massini

Below:first american owner/driver Peter S. yung at Sebring 1953, where he and his co-pilot, brother robert yung, achieved 8th place overall.

Photo courtesy of Ozzie Lyons

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This brings us to its longest term owner, Donald R. Wasserman, of San Francisco, who acquired the car in 1971 from a referral by noted Ferrariste and author Richard F. Merritt. Wasserman was known to many as a “larger than life” character who was constantly ahead of the curve as an enthusiast of vintage racing machinery, as well as in business; for example, he was early to see the potential of real estate investments in the Haight-Ashbury area of San Francisco. As an avid historic racer, motorcyclist, and even winery operator (Great Bison from the California Central Coast), he was a founding board member of the CSRG, one of the oldest vintage motorsport clubs in the country.

By this time, 0168ED, like so many old racing Ferraris, had been fitted with a Chevrolet small block V-8 and was in need of a comprehensive restoration. With characteristic verve, Wasserman embarked on an ambitious restoration in 1974, which took all of five years to complete. During this process, an early Ferrari 250GT engine was acquired and supplemented with genuine 225S components. This 250GT unit includes recognizable early features, such as Tipo 112 “Siamese” inside-plug heads, a sump, a timing chest, carburetors and air cleaners, manifolds, fuel pumps, and even the early trademark front-mounted twin distributors. Therefore, in this configuration, the engine is

very similar in appearance and performance to the original 225S engine, making it an entirely appropriate substitute. A letter from Wasserman to noted Ferrari historian Marcel Massini, dated 1983, confirms that his objective was to remain period-correct. The Ferrari gearbox and differential are original type and specification, with the gearbox confirmed by Ferrari as an authentic 225S unit. A highly-respected Ferrari restorer was impressed upon recent inspection when he found virtually no evidence

of structural modifications that remained to accommodate the Chevrolet engine. The whereabouts of the original 0168ED engine are known, currently installed in the 166MM Spider Scaglietti 0050M.

Persistent attention to detail during the restoration was rewarded upon completion when the 225S achieved a First in Class Award (Ferrari and GT Cars through 1958) at the Pebble Beach Concours d’Elegance in 1979. Afterwards, Wasserman campaigned 0168ED in vintage racing events on several occasions

in the 1980s, including the Monterey Historics in 1980 and 1984, and the Mexican road race ‘La Carrera Classic’ (Ensenada – San Felipe) in 1986. The car was featured on concours lawns subsequent to its Pebble debut, notably at the Emilia-Romagna Concorso d’Eleganza in Fort Mason, San Francisco, in 1987.

Sadly, Mr. Wasserman passed away in December of 2008, leaving behind the legacy of a true enthusiast and his long-term love affair with this particular car. Donald Wasserman owned other early and important Ferraris, including a 212 and a mighty 1967 312 F1, but it is telling about this car that 0168ED remained with him to the very end of a life well-lived.

Since its sale by the Wasserman estate, 0168ED was invited to and shown at the 2010 Amelia Island Concours d’Elegance, honoring cars of the Cuban Grand Prix. Several phases of recommissioning have been undertaken more recently, including an engine rebuild featuring new pistons, new main bearings, and new rod bearings. In addition, a full-syncromesh five-speed gearbox has been custom fitted for ease of road use, while the period unit remains with the car. A special Tilton racing clutch has been fabricated and installed with a new hydraulic clutch master cylinder. The entire braking system has been reconditioned with new hoses, stainless steel sleeves, and a rebuilt brake master cylinder. The original-type Houdaille shock absorbers have been professionally rebuilt.

The lovely Borrani wheels have been comprehensively rebuilt with new spokes and are trued, balanced, refinished, and polished. A wide-ranging cosmetic freshening with fine detailing was recently undertaken to complement the mechanical improvements, including

expert attention to the original metalwork and repaint, with the application of its “Sebring livery” to punctuate the significant refurbishment.

This rare and charismatic competition berlinetta is offered with an impressive file, which includes a complete history report by Marcel Massini, archival images, copies of the original Ferrari build sheets, correspondence, articles, and invoices. Other charming historical artifacts are also included, such as the original Pebble Beach Concours d’Elegance exhibitor pass and ribbon. Amazingly, the original tool roll survives.

Any Ferrari competition berlinetta is special. The 225S models, particularly the tuboscocca variants, are among the most athletic and satisfying of the competition berlinettas. As one of only six of the alluringly bodied Vignale cars built, this wonderful and rare Ferrari could be considered the ultimate example of an event car, with its “on the button” mechanical preparation and recent cosmetic freshening. The minimal weight of the 225S and its terrific balance, prodigious power, and impressive structural rigidity, position this Ferrari is an ideal entrant in all manner of vintage races and rallies, and it is fully capable of attaining further victories in events such as the Le Mans Classic, Goodwood, Tour Auto, and the Mille Miglia, as well as the more relaxed tours, such as the Colorado Grand and the California Mille.

1970 PoRSCHe 908/3

• Numberfourof13examplesproduced

• Justfourprivateownersover37years

• Factorytest-chassisoftheTargaFlorio-winningmodelthatcontributedtoPorsche’s1970and1971MakesChampionship

• Two-and-a-half-yearrestorationcompletedin2005

• RecognizedasauthenticbythePorschefactory

• Exhibitedwith,andvintageracedagainst,someofPorsche’sgreatestdrivers

• Lightweightaluminumchassiswithprecisehandlingandpowerfulperformance

• Idealforvintageracingeventsandconcoursd’elegance

The 1970 season proved to be a milestone for Porsche racing in a number of respects. After winning the International Championship for Makes in 1969 with the 908/2, and concurrently introducing the soon-to-be-dominant 917, Porsche officially bowed out of factory team racing, thereafter supplying cars and development expertise to John Wyer Racing, with alternative support to the

Porsche Salzburg team (soon to morph into the Martini Racing team). John Wyer was particularly notable for his contributions to several winning programs over the years, including Aston Martin’s DBR, Ford’s initial GT40, and his own highly successful Le Mans-winning GT40s that famously wore the blue and orange Gulf Oil livery.

While the powerful 12-cylinder 917 was slated for a majority of the 1970 and 1971 seasons’ endurance events, two events in particular represented trouble spots for the heavy car. Both the Targa Florio and the Nürburgring 1000, with their winding courses, were unsuitable to the 917’s strength and raw power through the straightaways. Reasoning that a lighter, quicker car would nicely address the needs of these two circuits, Porsche engineered a final iteration of the 908, the recent 908/2 spyder-version that had proven so instrumental to the 1969 championship.

EStImatE:

$1,400,000–$1,700,000

CHaSSIS no. 004

SPECIfICatIonS:

350 bhp, 2,997 cc DoHC air-

cooled flat eight-cylinder engine

with Bosch mechanical fuel

injection, five-speed manual

transaxle, four-wheel independent

suspension with coil springs and

shock absorbers, and four-wheel

disc brakes. Wheelbase: 91.5 in.

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Lot 148

Please note, this car is offered on a Bill of Sale only.

To address the challenges of the Targa and the Nürburgring, Porsche retained only the 908’s engine, the three-liter flat-eight that had been developed in response to 1968’s new displacement regulations. The 908/2’s spyder body and underlying chassis were abandoned in favor of an entirely new car, one strongly based on the successful 909 hill climb spyder of 1968, which seated the driver’s legs over the front axle. A wide, lightweight polymer body contributed to athletic handling and downforce with minimal lateral inertia through turns, proving to be ideally suited to the twists of the two targeted courses.

Initially dubbed the 908/69 project, two prototypes of the 908/3 were developed, which were soon followed by seven competition chassis. The new race car performed its mission flawlessly, with Jo Siffert and Brian Redman taking 1st place at the 1970 Targa Florio for Wyer’s Gulf team, and two other 908/3s placing 2nd and 5th. At the Nürburgring 1000, the spyder continued to fulfill its role, finishing 1st and 2nd, after which the cars were removed from competition and stored by the Porsche factory, with the 917s then being used for the remainder of the season.

In 1971, the mothballed cars were resuscitated and prepared for the same two races, highlighted by a 1-2 finish at the Nürburgring 1000. Following its key role in Porsche’s victory in the Manufacturers Championships of 1970 and 1971, the 908/3 soon became a favorite of at least four private teams during the 1970s, undergoing minor body modifications and eventually being equipped with a 2.14-liter version of the six-cylinder turbo engine developed for the RSR race cars. The 908/3’s overwhelming record of racing success, stretching as late as the early-1980s, remains an undeniable testament to the longevity of the car’s engineering and design.

Renowned for their quick, precise handling and rewarding power-to-weight ratio, only thirteen 908/3 examples were made in total, of which only six actively campaigned in period. The purposeful spyder has become increasingly prized by collectors for its rarity, sensational driving characteristics (especially apparent in vintage events), and its identity as the ultimate development of the celebrated flat-eight 908.

128

According to the research of Dale Miller, a Porsche race car expert and former PCA historian, chassis number 004 was originally designated as a spare chassis to be used for flex testing at the Weissach racing development facility. As a test chassis, 004 was never fitted with a body or raced, and following development, it was stored by Porsche until 1976, when the car was sold to Kremer Racing with a package of spare parts (mostly consisting of suspension pieces). Kremer retained the car as a backup to chassis number 006, which they were then actively campaigning.

Never used by Kremer, chassis number 004 and its accompanying spare parts were sold to Bill Bradley Racing, who in turn sold them to Mr. Miller in 1996. In addition to his vast knowledge as a Porsche historian, Mr. Miller is notable

as the owner of Miller Historic Motorcars and is a respected trader of rare Porsche prototype race cars. Recognizing this spyder’s unique provenance, Mr. Miller set about a restoration that would finally take chassis number 004 to the status of a complete, fully-bodied, and proper 908/3.

Jerry Woods, of Campbell, California, a well-known expert in Porsche engine tuning and rebuilds, was retained to conduct a full mechanical restoration. An engine specialist who was once a chief mechanic on the Kremer team, Mr. Woods frequently collaborates with a nearby restoration shop, Morspeed, for chassis and bodywork, as he did with this car. The reputation of Mr. Woods’ and Morspeed’s restorations is particularly distinguished among Porsche collectors.

For bodywork, proper fiberglass cloth was sourced from Germany and laid into authentic body molds to produce the spyder’s four exterior pieces (the nose and tail sections and the two doors), as well as the correct fiberglass interior panels. A proper three-liter 908 engine was sourced and rebuilt to original specifications by Mr. Woods. Addressing every possible concern, including an authentic paint livery in the John Wyer/Gulf team color scheme, the fabulous restoration was completed in 2005, and 004 was then delivered to a buyer-in-waiting, the consignor. Mr. Miller estimates that he invested approximately $300,000 in the meticulous two-and-a-half-year refurbishment.

Since taking possession of chassis number 004, the consignor has only raced the car about a dozen times,

always consistently thrilled by its rewarding performance. The 908/3’s raw power and superior handling were immediately evident from the owner’s first competitive outing, qualifying for the 2005 Road Atlanta Vintage Event, where he earned a pole position in just his first serious attempt behind the wheel. Campaigning at locations such as Lime Rock and Elkhart Lake, chassis number 004 also took 4th place at Mont-Tremblant, and in 2009, it placed 9th at the Monterey Historic Races in a field including Brian Redman and fellow Porsche driver Derek Bell (in a pair of 917s). This car also participated in a stage presentation at the 2007 Amelia Island Concours d’Elegance, where Brian Redman spoke about his Porsche racing experiences and Derek Bell and Vic Elford were among the judges.

130

Dutifully maintained during recent ownership, this outstanding 908/3 lacks for nothing, and it would be ideal for historic racing. The short, nimble chassis, smooth flat-eight power, and open-air spyder characteristics make the car a constant thrill to enjoy at speed. Chassis number 004 is also eminently eligible for notable concours and vintage events, where its rarity and stunning preparation will surely draw transfixed crowds and the admiration of true Porsche enthusiasts.

As one of only thirteen 908/3 examples constructed, chassis number 004 must be judged among the remaining examples for an accurate notion of its relative provenance. Only eight cars were actively campaigned in period, suggesting that as many as five examples were relatively

unused ones such as this. For its lack of period racing, the car can claim a minimally used chassis that remains ideally fresh for future use.

In terms of originality, only one 908/3 retains its original bodywork (chassis number 009, currently displayed at the Porsche Museum). A vast majority of the 908/3 cars, therefore, wear some form of refurbished or newly molded bodywork, implying that this car is nearly as desirable in terms of originality as most of the other remaining 12. Considering the quality of the materials and molds used to expertly fabricate this body, and the dearth of original, unmarred factory bodies, 004’s coachwork can be considered as authentic as many (with the exception of chassis number 009).

As a piece of racing history, the 908/3 remains a truly fascinating speed machine, an inextricable part of Porsche’s 1970 and 1971 Makes Championships, and a brilliant partner to the legendary 917. Overwhelmingly rare and sensationally restored, chassis number 004 is officially recognized by the Porsche factory and Porsche

historian Jüergen Barth as one of the original 13 cars, and it would make a crowning addition to even the most decorated marque collections. It is a delectable racing jewel that epitomizes the genius of Weissach’s early-1970s dominance.

1941 BMW 327 SPoRT CABRIoLeT • Four-seatsportcabriolet

• Matchingnumbers

• FreshrestorationbyBlackHorseGarage

The Bayerische Motoren Werke was fully a decade old before its first automobile was built. Originally an aero engine manufacturer, the company purchased the Dixi Werke of Eisenach in 1928 and continued to manufacture the smallest Dixi product, a license-built version of the Austin Seven. The BMW badge was adopted for these cars in January 1929.

Growth was rapid. By 1934, BMW was building the Type 315, a 1,490-cubic centimeter car available in 40 brake horsepower, triple-carburetor tune. The 1936 Berlin Auto Show heralded an important BMW development, the 326. As the company’s first four-door sedan, it had a 1,971-cubic centimeter, 50 brake horsepower engine, and it was capable of 72 mph. More streamlined than earlier BMWs, its styling would define the marque until World War II. The 326 begat several variations that overshadowed the parent model: the 320, a

cheaper four-cylinder car, and the 327, a short-chassis, two-seat coupe or convertible.

Launched in 1937 as a sport cabriolet, the 327 featured the M-78 six-cylinder engine with twin Solex carburetors. Higher compression gave it five more horsepower than the 326, and a shorter wheelbase translated in to less weight and a top speed of 78 mph. A smart coupe joined the line for 1938. In recent years, the short chassis 328 had taken the limelight, as it lent its engine to a series of 327s designated “327/28.” But in its day, it was the 327 that remained more popular, with 1,304 built between 1937 and 1941, most of them as sport cabriolet models.

The popularity didn’t end there. At the end of World War II, BMW’s Munich factory was in ruins, and its Eisenach plant was in the Eastern Zone of partitioned Germany. Production resumed there, but the name was changed to Eisenach Motoren Werke, and the cars were badged “EMW.” Production of the 327 resumed in 1948 and continued into 1956,

EStImatE:

$250,000–$325,000

CHaSSIS no. 87279

SPECIfICatIonS:

55 bhp, 1,971 cc oHv six-cylinder



suspension with transverse

leaf spring, live rear axle with




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Lot 149

but while in Britain, the 1,971-cubic centimeter engine was produced by Bristol and used in the new 400 Series.

This car, chassis 87279, has just been freshly restored by Black Horse Garage, located in Bridgeport, Connecticut. Finished in stunning black paint, the exterior contrasts nicely with the all new, red leather interior. The seats are piped in black, while the interior is complemented with matching red carpeting. The new, black canvas top with a grey wool headliner against the all black body produces

an air of sophistication that sets this BMW apart from those that typically wear a multicolored paint scheme. The newly chromed brightwork and a thin red pinstripe finish off the elegant BMW 327. In January 2013, this car was invited by the organizers of the famed Cavallino Classic to their Classic Sports Sunday Concours at Mar-a-Lago in Palm Beach, Florida, where it made its debut. It ultimately took home an Excellence in Class Award, attesting to the quality of its restoration and uniqueness of this beautiful sport cabriolet.

1971 FeRRARI DIno 246 GT• Loworiginal-milesexample

• Almost40yearsinSouthernCalifornia

• Recentlyrestoredinhandsomecolorsforshowordrivingenjoyment

First capturing the hearts of sports car enthusiasts with its concept debut at the 1965 Paris Motor Show, the celebrated Dino was consistently developed over the years, in typical Ferrari fashion. Following the introduction of the 206 GT production car in 1967, the Dino received a larger displacement engine in 1969, resulting in the 246 GT. These coupes were then made in three series over the course of the model’s life, with the second of these, the M Series, running from late-1970 through 1971.

Accounting for approximately just 506 examples, the M Series featured a rear track widened by 30 millimeters and the addition of seat-mounted headrests, an internal trunk-lid release, five-bolt wheel mountings, and

numerous minor modifications to the chassis, engine, and gearbox. In total, these upgrades endowed the M Series cars with better overall performance, particularly in the handling.

According to the records of the Dino Register, this minimally used and finely restored M Series 246 GT completed assembly in May 1971, equipped as a European left-hand drive example with instruments in kilometers. Finished in white paint over a black and white interior, the car was invoiced on May 17, 1971, and it was delivered to an owner living in Milan through the city’s official Ferrari dealer, Gastone Crepaldi S.A.S. Imported to the United States sometime during the mid-1970s, this Dino was acquired by an owner based in Whittier, California, by 1978. In 1981, the car was purchased by a Mr. Gleiforts, of Newport Beach, California, who sold it two years later to Robert Anderson, of nearby Rancho Santa Fe.

EStImatE:

$250,000–$300,000

CHaSSIS no. 01968

SPECIfICatIonS:

195 hp, 2,418 cc DoHC v-6 engine

with three Weber 40 DCn f/7

carburetors, five-speed manual

transaxle (rear), unequal length

a-arm front and rear suspension

with coil springs and anti-roll

bars, and front and rear disc


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Lot 150

In 1985, s/n 01968 found more lasting ownership when it was acquired by Terrance Peterson, of San Diego, California. The following year, Mr. Peterson commissioned a thorough restoration, including a comprehensive mechanical refurbishment and a cosmetic refinish in the handsome color scheme of Nero (black) paint over a Nero leather interior with Bordeaux carpets. The Dino was only sparingly used over the following 26 years of Mr. Peterson’s ownership, and currently, it still displays less than 33,450 kilometers (20,772 miles).

This 246 GT has clearly been the subject of some additional restorative work within the last couple years, including a fresh repaint and re-chroming of some of the brightwork. The interior has been masterfully reupholstered in the Nero/Nero/Bordeaux livery, while the brakes and suspension have been rebuilt, the latter also having been re-plated. The engine bay has been carefully detailed, and the carburetor appears to have been recently disassembled and cleaned.

Currently equipped with covered headlamps, proper Cromodora wheels with a matching spare, power windows, and a Becker Mexico AM/FM pushbutton radio with cassette player and power antenna, this beautiful 246 GT still possesses its original headliner and sealed-seam sun visors, and all glass appears to be original as well. In preparation for this sale, the dash panel has been reupholstered with correct mouse hair fabric, and the car has undergone a complete servicing by Blackhorse Motors in Los Angeles, ensuring fresh operating condition.

Accompanied by a set of tools and jack, s/n 01968 displays an outstanding condition, a benefit of almost 40 years spent in Southern California’s forgiving climate. Claiming such minimal use and beautiful presentation, the car promises a warm welcome at regional concours and FCA events, while also offering many miles of fabulously sporty driving.

1939 TALBoT-LAGo T23 THRee-PoSITIon CABRIoLeT• Desirablefour-literexample

• Oneofabout12known

By 1933, despite Talbot-Lago’s racing successes at Le Mans, Indianapolis, and the French Grand Prix, the sales branch in Suresnes was in danger of bankruptcy. In fact, it seemed that Sunbeam-Talbot-Darracq was on its last legs when a young Italian engineer named Anthony Lago was appointed general manager in 1934. After having worked with Sunbeam and Wilson, Lago ultimately found his way to Sunbeam-Talbot-Darracq, which sent him to France in a last-ditch effort to save Automobiles Talbot.

Lago hired an engineer named Walter Brecchia, with whom he created the first Talbot-Lago based on a Talbot-Darracq three-liter Type K78. Although these first cars were nicely designed, they were hardly exciting driving machines, ill-suited for racing and poor platforms for elegant custom coachwork.

Brecchia’s next engine proved to be a brilliant design, however. Based on the seven main

bearing six-cylinder K78 block, displacement was increased to four liters and a new cylinder head was fitted, which dramatically improved both breathing and volumetric efficiency. It was a hemispherical head design with a valve gear actuated by a low set camshaft and crossed pushrods acting through both long and short rocker arms. Sporting twin Solex carburetors, the new six produced 140 horsepower at 4,200 rpm.

The engine was also remarkably race-worthy, as all three Talbot Lagos in the 1936 French Grand Prix finished in the top 10, battling with the Bugattis before mechanical problems slowed them down. The following year, Talbot Lagos came 1st, 2nd, 3rd, and 5th at the same race. Lago’s dream of producing one of the world’s greatest sports cars was now a reality.

The owner of chassis 93463, a collector for four decades, desired a car with a level of class, refinement, and performance that could also be driven on a regular basis. Fatefully, he became aware of a rare four-liter Talbot-Lago Cabriolet

EStImatE:


CHaSSIS no. 93463

SPECIfICatIonS:

115 bhp, 4,082 cc inline six-

cylinder engine with twin Solex

carburetors, four-speed Bv

Wilson manual transmission,

independent front suspension,

semi-elliptic leaf springs and live

rear axle, and four-wheel drum


136

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Lot 151

that might be available from a French collector living in London. After four trips, the seller was able to convince the London collector to part with his gorgeous T23 factory-bodied three-position drophead cabriolet.

Prior to his acquisition of chassis 93463 in the mid-2000s, the Talbot-Lago had been completely restored by the well-respected White Post Restorations in Virginia, where it was finished in this gorgeous two-tone blue with a burgundy leather interior. For the last nine years, the gentleman owner of this example has enjoyed it thoroughly, keeping it on the road, as a proper motorcar deserves to be, and storing it in a heated garage. The only modification made during his ownership was a switch from whitewall tires

to more sporting Michelin X blackwall tires. In 2007, a recommissioning was performed on the carburetor, brakes, electrics, and ignition.

Today, the Talbot presents with a lovely patina from its thoughtful use over the years, but it still remains roadworthy. The T23 is highly respected for the rigidity of its chassis and the ruggedness of its four-liter engine, as well as the balance and beauty of the coachwork afforded by its chassis. According to the vendor, the Talbot Owners Club reports fewer than a dozen examples in existence, and 93463 is ready to stun its passengers with its performance and onlookers with its timeless beauty.

1931 CoRD L-29 CABRIoLeT• OfferedfromthecollectionofJimFasnacht

• BestL-29atthe2006AuburnCordDuesenbergClubNationalReunion

• Restoredwithexhaustiveattentiontoauthenticityanddetail

• ACDClubCertifiedCategoryOnecarwithlong-termCaliforniahistory

• ArguablythefinestL-29Cabrioletintheworld

Great automobiles are like great people. Some become great loudly, with a great deal of self-congratulation. Others make change happen quietly and gradually, leading the way and patiently waiting for the rest to follow.

The Cord L-29 was one of those gentle leaders. The first major American car to offer front-wheel drive to the public, it came at a time of conservatism in automotive engineering, further deadened by the crushing weight of the

Great Depression. Nonetheless, its engineering proved a starting point for those who followed, and who, inspired by it, worked until front-wheel drive was the mass success that it is today. If success is measured not in years of production or volume produced, but, like leadership, in the amount of influence it had on those who followed, the L-29 was the first successful American front-drive production car.

The Cord Front Drive (as the factory always called it) was the namesake of E.L. Cord, who was scarcely 35 when the first examples began rolling out of his Auburn Automobile Company in Auburn, Indiana. Its development was credited to the talented engineer Cornelius Van Ranst, working using some of Indianapolis legend Harry Miller’s front-drive patents, and Auburn Chief Engineer Herbert Snow.

EStImatE:

$450,000–$650,000

CHaSSIS no. 2929758

EnGInE no. FF4653

BoDy no. F-1017

SPECIfICatIonS:

125 bhp, 298 cu. in. side-valve

inline eight-cylinder engine,

front-wheel drive, three-speed

transmission, quarter-elliptic front

leaf springs at the front with rear




138


Lot 152

Essentially and simplistically, the idea was to take a rear-wheel drive car and turn everything around. It began with the chassis, which featured an innovative central X-brace to provide extra rigidity and rode on newly designed suspension, designed by Van Ranst and based on de Dion ideas. Brakes were moved inboard, as on the Miller Indy cars. On this rather sophisticated chassis rode a Lycoming straight eight, another fine Cord Corporation product, and it displaced 298

cubic inches and produced 125 horsepower. The engine was reversed so that the crankshaft exited the block at the front of the car and met a three-speed transmission that sat between the front wheels. The relocation of the transmission to the front of the car required an ingeniously long shift lever that extended from the L-29’s dashboard down the length of the engine compartment and ended at the gearbox.

140

All this was wrapped in Alan Leamy’s beautiful coachwork, which was outstanding for its refreshingly simple beauty. The Cord’s innovative chassis engineering allowed it to stand only five feet tall. Leamy emphasized the lowness with clean, classic lines; long, flowing fenders; a simple radiator shell, painted to blend into the body; and wide beltline moldings that encouraged the use of factory-suggested two-tone color schemes. The interior boasted wide, comfortable seats, facing a fully instrumented dashboard with the distinctive dogleg shifter handle.

The Cord was mechanically genius and stylistically gorgeous. In the Great Depression, genius and beauty oft went unnoticed in favor of more practical matters. Production of the L-29 began in Auburn in late-1929 and wound up in late-1931 with a token run of 1932 models. Only about 5,000 had been made.

This cabriolet is one of the survivors. Certified and authenticated by the Auburn Cord Duesenberg Club as being an original L-29 Cabriolet, its history includes long-term California ownership by enthusiasts Ernie Mendicki, Bob Morehouse, and William “Chip” Connor. Connor, a

noted collector whose cars have won Best of Show at the Pebble Beach Concours d’Elegance, acquired this car in 1983, and following its restoration, it was an award-winner in the special L-29 class at Pebble Beach in 1987.

The car was still beautiful when Jim Fasnacht acquired it in 2002, but, in his words, “age had started to take the bloom off the rose.” As a result, L-29 expert Ken Clark performed chassis, engine, and preliminary bodywork, with paint, top, interior, and finishes performed by LaVine Restorations, of Nappanee, Indiana. The work done was painstaking and exhaustive, with absolutely no detail unresearched, as is proven by the thick stack of documentation, invoices, orders, and e-mails that accompanies the car today.

The car was finished in rich Limousine Maroon with accents of stunning Dark Grey. Against the outstanding mile-deep paint, the L-29’s many chrome accessories, including Woodlite headlamps, chrome wire wheels, and dual side mirrors, present as jewelry. The interior’s light grey upholstery and tan canvas top present as well as when they were installed, and in addition, the entire car is thoroughly detailed to show standards.

Attesting to that excellence, the Cord was returned to Pebble Beach for the second time in 2006, and once again, it was a class award winner. Weeks later, it journeyed to the prairie of Indiana for the Auburn Cord Duesenberg Club National Reunion. There, a cadre of the most knowledgeable and finicky L-29 experts examined its every nut and bolt thoroughly, from top to bottom, inside and out. At the end of the weekend, the car was bestowed the E.L. Cord Award for Best L-29, firmly marking it as among the finest of its model in existence.

Jim Fasnacht’s Cabriolet is an example of the most desired factory body style, treasured for decades by enthusiasts and restored by some of the most knowing hands in L-29s, with close attention not only to fit and finish, but also to the absolute authenticity of all components. The result is that it has achieved among restored examples what period advertising claimed that the Cord Front Drive had accomplished among automobiles in general: it has created “a place for itself that no other car has ever occupied.” This quiet leader resides comfortably in the realm of perfection.

1930 CoRD L-29 SPoRT CABRIoLeTCoaCHWorK By VoLL & RUHRBeCK

• OfferedfromthecollectionofJimFasnacht

• The1931BerlinMotorShowcarwithone-off,customGermancoachwork

• ACDClubcertifiedandfullydocumented

• BestofShowatthe2005AuburnCordDuesenbergClubNationalReunion

• Invitedtothe2013Concoursd’EleganceofAmericaatSt.John’s

The story of this L-29 Cord, number 2927898, is an adventure. It begins, like a lot of adventures, innocently enough: a production line in a small Indiana farm town, ironically turning out one of the most advanced automobiles the world had yet known. It continues across the Atlantic, with craftsmen’s hammers busy at work in a shop deep within a darkening Berlin. It leads to dusty storage in Argentina, and then to rediscovery, repatriation, restoration, and, finally, to the happiest and most triumphant of all possible endings.

The introduction of the Cord Front Drive in 1929 had fascinated the motoring world, intriguing

Europeans and Americans alike. To help spur the fascination onward, Auburn Automobile Company sent four new examples of the L-29 to Europe to tour the motor shows. This display captured the hearts of many, in particular, one who felt a high-caliber European custom body would best suit this advanced platform.

Enter Voll and Ruhrbeck, of Berlin, a world-class builder of fine custom coachwork. The firm’s work graced the finest of chassis, including Mercedes, Horch, Bugatti, Daimler, Maybach, and Rolls-Royce. It would be there that a unique custom body would be commissioned to be placed on a Cord chassis. Today, it is not entirely known how this came about, but it appeared that expense was no object. It is rumored that to expedite the process, the chassis was absconded from the original show car sedan, although this has never been completely verified.

Nonetheless, only 10 months after the chassis had departed Indiana, it appeared in its new

EStImatE:

avaILaBLE UPon rEqUESt

CHaSSIS no. 2927898

EnGInE no. FD3029

BoDy no. 1686

SPECIfICatIonS:



front-wheel drive, three-speed






142


Lot 153

formal dress, as it is seen today, at the February 1931 Berlin Motor Show. It was among a selection of the finest Auburn and Cord offerings presented by Fahrkraft G.m.b.H., the Auburn-Cord distributors in Berlin. It was something of a sensation, not only in Germany but also back in the United States. The March issue of Auburn’s dealer newsletter, The Accelerator, flaunted the sport cabriolet, picturing it with a doubtlessly proud Mr. Schmidt, of Hamburg distributor Franck & Schmidt, and a very pleased Ruth Ingrid Richard, Miss Germany.

The body they created was a classic pre-war German convertible. Everything about it is large, with massive doors that yield to reveal a five-passenger interior swathed in thick leather and capped with great slabs of polished mahogany. Front bucket seats, virtually unknown in America in 1931, added a hint of sportiness to what was otherwise a “sport” cabriolet, or otherwise a very formal convertible. Once inside, passengers would heave the doors closed with a tug of assist handles crafted of woven leather.

Detail and craftsmanship was visible in even the tiniest details, such as the beltline molding that flows through the doors and then sinks under the edges of the convertible top and flows down around the rear fenders. Carrying a line of contrasting color through the doors, the beltline recalls that of the factory L-29 cabriolets. The low, raked windshield with a subtle glass visor gives it an elegant yet somewhat sinister appearance. The top bears landau irons that are unusually slender, even delicate, and wraps around an unusual spring-loading mechanism, which assists in raising and lowering the bows and fabric. In addition, the windows roll down through custom tracks, which then fold away to disappear when the windows and top are lowered. Unlike many open cars, this Cord has a complete interior headliner, giving it the feel of being an enclosed car. The leather-covered trunk at the rear of the car was finished, as well as any piece of bespoke luggage, and it was commodious enough to accommodate attire for a Grand Tour.

146

The car apparently remained in Germany until around 1940, when it departed the country for reasons as yet unknown. Its final destination was Argentina, which was fast becoming a favorite gathering place of European Classics in exile. In all likelihood, the car’s long-term vacation on the pampas was its saving grace, sparing it the fate of many great cars that became bomb fodder as war set over the European continent.

The story picks up in the early-1970s, when an unusual Cord was offered to well-known American Cord enthusiast Ken O’Connor, of California. Selling the automobile was Argentinean broker Hector Mendizabal, known for his skill in unearthing previously unknown treasures. O’Connor knew the custom-bodied Cords well, and his face lit up when Mendizabal described a German bodied Cord bearing the coach number 1686. O’Connor immediately arranged to purchase the car and retrieved it from Argentina, taking delivery on the pier in San Francisco.

While not pristine, on arrival the car was quite complete, and, importantly, it retained not only its original serial number plate, but also the irreplaceable body and sill plates from Voll & Ruhrbeck and all of the numerous custom trim pieces that they had fabricated for the car, stamped with their shop order number 1686. It was, at the time, the only known extant European-bodied L-29, and it was an ideal basis to begin a restoration.

O’Connor always planned to complete that restoration himself, but despite much work being done as years passed, the car was never completed. In 2002, he sold the project to Jim Fasnacht, and, as is typical of a Fasnacht car, the plan was immediately afoot to finally return the L-29 to exquisite condition, with rigorous attention to historical accuracy and authenticity.

The work would be handled by the specialists of LaVine Restorations in Nappanee, Indiana, a highly regarded shop with numerous show and class wins at all of the country’s major judged concours to their credit. It would be a total ground-up restoration, with no part left disassembled or untouched, and all of the components restored under O’Connor’s ownership were redone due to age or the necessity to upgrade them to modern show standards. Numerous L-29 experts were contacted and interviewed, gathering their knowledge of the car and its history. The goal was “cost-no-object” perfection in every nut and bolt.

Restoration began in Nappanee in March 2004, and it was completed just in time for display at the Pebble Beach Concours d’Elegance in August 2005, marking the first time that the Voll & Ruhrbeck Sport Cabriolet had been displayed to the world since 1931. Amongst fierce competition, the car scored Second in Class, behind the Most Elegant Open Car winner, the 1931 DuPont Model H Sport Phaeton by Merrimac.

A month later, the car was returned to Auburn, Indiana, for the first time since its chassis departed for Europe seven decades prior, to be shown at the Auburn Cord Duesenberg Club’s National Reunion. Mr. Fasnacht delights in telling of the joy the L-29 enthusiasts present took in seeing the car not only at last restored, but to such a beautiful and authentic standard.

The judges appreciated the car as well, and at the end of the weekend, it was awarded not only the E.L. Cord Award, marking it as the Best L-29 of the show, but also the Harold Ames Trophy for Best of Show from over 300 judged ACD cars. The car that had once turned heads in Berlin “still had it,” as much a showstopper in the 21st century as it had been

in the 20th. It remains so today, as fresh, sparkling, and perfectly maintained as it was in Auburn, and it comes complete with an invitation to its next show appearance at the 2013 Concours d’Elegance of America at St. John’s.

This Voll & Ruhrbeck Sport Cabriolet is more than just a custom-bodied Cord L-29. It is more than the only known surviving L-29 fitted with open European coachwork. It is more than an exquisite restoration that has been deeply bowed towards by the most knowledgeable enthusiasts and judges of the marque. It is, quite simply, all of the above and more. It stands ready for a new owner to take the wheel and write the next chapter in its grand adventure.

the voll & ruhrbeck Sport Cabriolet with mr. Schmidt, of Hamburg auburn-Cord distributors franck & Schmidt, and ruth Ingrid richard, miss Germany, as pictured in the march 1931 issue of The Accelerator, auburn automobile Company’s dealer newsletter.

1929 CoRD L-29 ToWn CARCoaCHWorK By D’IeTeRen FReReS

• OfferedfromthecollectionofJimFasnacht

• One-offCordL-29withBelgiancustomcoachwork

• Incredibleoriginalconditionwithfourownerssincenew

• CertifiedCategoryOnebytheAuburnCordDuesenbergClub

• Invitedtothe2013Concoursd’EleganceofAmericaatSt.John’s

Wealthy automobile enthusiast Henry McVickar fell in love with the Cord Front Drive upon its introduction in 1929. A new, bare L-29, chassis number 2926758, was dispatched to McVickar from the factory in Auburn, Indiana. The town car body from the McVickar family’s 1927 Minerva, built by d’Ieteren Freres, of Belgium, was relocated to the Cord by a highly skilled coachbuilder, reportedly a member of the Brunn family. The completed Cord was registered to McVickar for the first time on December 21, 1929, as is testified to by the

original registration document that remains with the car today.

The car remained with the family in Tuxedo Park until June 5, 1940, when it was sold to Patrick Boyle, of Ridgewood, New Jersey. Mr. Boyle never drove the car—it is unlikely it was ever out of his garage—and while numerous L-29 enthusiasts knew of the car while it was in his possession, none were able to acquire it.

After Mr. Boyle passed in 1976, the Cord finally found its third owner, noted sportsman Edwin C. “Ted” Jameson. At Jameson’s passing in 2002, tucked away among the project Duesenbergs and one-owner Owen-Magnetics in his wide-ranging collection was a certain one-off Cord, off the road and forgotten by most since 1940.

Jim Fasnacht purchased the Cord from the Jameson estate, and with his typical tenacity,

EStImatE:

$150,000–$200,000

CHaSSIS no. 2926758

EnGInE no. FD1395

BoDy no. 3537

SPECIfICatIonS:


inline eight-cylinder engine, front-

wheel drive, three-speed manual






148


Lot 154

he began to delve deeply into its history. By contacting every living L-29 authority and historian, he was able to document the short chain of ownership. Writing to the McVickar family revealed a surviving son, who remembered his father as a friend of E.L. Cord, which explained the choice of the L-29. Correspondence with the surviving firm of d’Ieteren allowed the body’s build number to be compared to their original records, verifying that this body was the one built for Mr. McVickar’s Minerva in 1927.

While in Mr. Fasnacht’s care, the one-off L-29’s cowl section was touched up by LaVine Restorations, and then it was carefully “aged” in order to blend it into the remainder of the paint. The roof, which had deteriorated due to age, was reworked by noted experts at Sharp’s Upholstery. Otherwise, the entire car remains absolutely original, as delivered in 1929, having “avoided” every service update recommended by Cord; it retains its original factory four blade cooling fan, the smaller diameter early spoked wire wheels, unvented drum brake covers, and the under hood battery location.

Having taken the slings and arrows of age with pride, the car is a “time warp” example that is far too nice to restore and has all the original factory parts and finishes throughout. In particular, the wool-swathed rear passenger compartment is remarkable. The car has required little mechanical condition to run and drive beautifully, as it should, with its spectacular original condition indicating that its 25,000 miles are actual, and it comes complete with its original owner’s and service manuals. They will accompany the car to its new owner, along with a vast file of documentation that go back to “day one,” and an invitation to be shown at the 2013 Concours d’Elegance of America at St. Johns.

Jim Fasnacht’s cars are set apart by unrivaled accuracy, authenticity, and thorough documentation that are second to none. This one-off, custom-bodied L-29 has all of those qualities in spades, and it earned them not through restoration, but by careful preservation by dedicated collectors. It may not shine, but its history radiates from its every nut and bolt.

1948 TUCKeR 48• AnAmericanlegend

• Oneof51built

• ThethirdTuckerpilot-productioncar

• Ex-PaulStern,BillPettit,andfilmlegendGeorgeLucas

• Extensivelyandauthenticallyrestored,withnotableattentiontodrivability

Road & Track magazine founder John R. Bond once said, “A little knowledge about cars can be dangerous.” Preston Thomas Tucker was an industry veteran with a lot of knowledge about cars, and he used that knowledge to dream bigger than just about anyone else in the U.S. automobile industry after World War II. The reasons why he did not succeed remain controversial, but success is not only measured in dollars and production numbers. It is measured in lasting memories, and for many, the Tucker 48 remains a rolling symbol of the American dream, as well as one of the most advanced early post-war automobiles.

Tucker’s concept for his car was revolutionary. He intended to use a Ben Parsons-designed rear-mounted engine with all-independent Torsilastic rubber-sprung suspension and a disc brake at every wheel. Drive was to be by twin torque converters, one at each rear wheel. The body design was penned by former Auburn Automobile Company designer Alex Tremulis, and it incorporated numerous safety features that Tucker promoted, including a windshield that would pop out in an accident, a wide space under the dash-pad into where front seat passengers could duck before a collision, and a center-mounted third headlight that would turn with the front wheels.

Early in the production cycle, the Tucker saw some of those dreams evaporate. The safety features survived, but the Parsons 589 engine and direct torque converter drive proved impractical.

EStImatE:

$1,500,000–$1,900,000

SErIaL no. 1003

SPECIfICatIonS:

166 bhp, 335 cu. in. oHv

horizontally-opposed six-cylinder

engine, four-speed pre-selector

transmission, four-wheel



Wheelbase: 130 in.

150


Lot 155

Tucker purchased Air Cooled Motors, a New York manufacturer of small aircraft engines, and reworked their product for water-cooling. He installed it in his car, along with a four-speed transaxle borrowed from the Cord 810 and 812.

Eventually, 51 examples of the Tucker 48 were assembled, and of those were the original “Tin Goose” prototype and 50 pilot-production cars. Public acclaim and desire for the new design was at a fever pitch. Unfortunately, it was all for naught. The Tucker Corporation came under the scrutiny of the U.S. Securities and Exchange Commission. The wheels of government ground slowly, and by the

time Tucker and his executives were eventually declared “not guilty” in early-1950, the public had lost faith and Tucker had lost his factory. The car once nicknamed the “Torpedo” had been, effectively, torpedoed.

Since so few Tuckers were produced, the cars often varied, with running design and engineering changes implemented along the way. Serial number 1003, the car offered today, was the third car built, and it was the first to have the valance panel between the body and front bumper. Of the six factory colors available, this car is one of 12 originally painted Maroon (paint code 600).

Right: tucker number 1003 as displayed at Pettit’s museum of motoring memories

at natural Bridge, virginia, in the 1960s.

Below:tucker number 1003 attracts much attention in downtown

Cincinnati, ohio, in august 1948.

153

The car was originally displayed at Numrich Auto Sales in Cincinnati, Ohio. It eventually passed to Paul Stern, of Manheim, Pennsylvania, a Chrysler dealer and noted automobile collector. Around 1966, 1003 passed to the Pettit family, owners of a successful Chrysler-Plymouth dealership in Louisa, Virginia. The Pettits built one of the finest and earliest collections of antique autos, including numerous rare, one-off, and highly original examples. The Tucker was a visitor favorite at their Museum of Motoring Memories, open for several years in the 1960s near the tourist mecca of Natural Bridge. Bill Pettit cared for his family’s cars for decades, and even after the museum closed, he sentimentally maintained the collection. In the late-1980s, his retirement resulted in the sale of many of the cars, including the Tucker, which was purchased by none other than George Lucas.

To the moviegoer, Lucas’ name requires no introduction. His is the visionary imagination behind Star Wars, the 1977 blockbuster that revolutionized moviemaking, as well as for other box office smash successes, such as the Indiana Jones series. His Lucasfilm Ltd. and its groundbreaking special effects division, Industrial Light & Magic, became an entertainment industry heavyweight, making him among the most successful and prominent figures of the Hollywood film community. One of Lucas’s contributions was as executive producer of Francis Ford Coppola’s 1988 film Tucker: The Man and His Dream, a fictionalized version of Preston Tucker’s story, starring Jeff Bridges. The film revived modern interest in the Tucker and has become something of a cult classic among automobile enthusiasts.

156

Both Coppola and Lucas acquired genuine Tuckers, of which, Lucas’s 1003 sat proudly in his private collection at his Skywalker Ranch. After several years, the filmmaker decided to sell one of the pair he owned and to pass this car on. It was eventually acquired by the present owners in California, who elected to have the Tucker fully and properly restored. Several years of exhaustive work followed, including the straightening and refitting of all body panels, installing all new wiring throughout, restoring all instruments and unique switches, crafting correct upholstery and interior fittings with many NOS parts, carefully refurbishing and refitting all chrome, with special attention given to the rear grille, which required

extensive restoration, crafting new, correct wheel-covers, and matching the as-delivered Maroon paint to an original sample in the collection of Tucker guru David Cammack. The majority of the exterior work was carried out by Bata Mataja’s B.A.D. Company in Sun Valley, California, with a myriad of finishing touches and a sorting of the mechanical restoration undertaken by Martyn Donaldson, a Tucker Club historian in Los Angeles. Mr. Donaldson is acknowledged as a leading specialist on Tucker authenticity, with first-hand familiarity with 40 of the 51 examples produced. Photographic documentation of the restoration is available for review. Importantly, unlike many Tuckers today, great attention

was given to sorting this car mechanically so that it would be a reliable road car. Accordingly, it was driven on the freeway to a show at the Art Center College of Design, and it remains not only a beautiful automobile, but one that is fully and robustly functional. As can be imagined, it is a particular thrill, enjoyed by a remarkably fortunate few, to see one of these dramatic and historic cars on the road under full power.

Tucker number 1003 spectacularly represents the fulfillment of Preston Tucker’s dream. A little knowledge about cars can be dangerous, but it can also result in something so full of passion and fascination that it can survive bureaucracy and time to become an icon of its age and the ultimate validation of its creator. It is the American dream on four wheels.

1931 DUeSenBeRG MoDeL J ToURSTeRCoaCHWorK By DeRHAM

• OfferedfromtheEstateofJohnO’Quinn

• “TheJoeE.BrownTourster,”laterownedbyHughesAircraft

• Thebest-knownoftheeightoriginalDerhamToursters

• Ex-OtisChandlerandJohnMcMullen

• Multipleconcoursaward-winner

The Tourster was Gordon Buehrig’s favorite Duesenberg. There is a lot to say about this handsome automobile, but the fact that of all the creations the master designer drew up for the mighty Model J, he preferred the Tourster, speaks loudest of all.

The design was for a five-passenger touring car on the long 153-1/2-inch wheelbase Model J chassis, which in his 1972 autobiography, Rolling Sculpture, Buehrig described as being “severely plain in ornamentation and [having] the unusual virtue of being equally handsome

with the top in the raised position or when it is lowered.” The length of the chassis was exaggerated by the car’s lowered proportions, created by moving the rear seat ahead of the rear axle and the footwells within the frame rails, which increased room for passengers while allowing the top and sides of the body to be lower than on a standard phaeton.

With the Tourster, Buehrig also sought to solve a common problem of dual cowl phaetons of the time. They were often equipped with second windshields to give weather protection to rear seat passengers, but these windshields were mounted on hinged metal tonneaus that had to be clumsily swung up out of the way each time a passenger entered or exited the automobile. The Tourster’s solution was a rear windshield that slid up and down out of the back of the front seat with the turn of a crank, providing

EStImatE:

$900,000–$1,200,000

CHaSSIS no. 2456

EnGInE no. J-444

BoDy no. 2322

SPECIfICatIonS:

265 bhp, 420 cu. in. four valves per

cylinder DoHC inline eight-cylinder


transmission, front beam axle

and live rear with semi-elliptic

leaf springs, and vacuum-assisted



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Lot 156

a windbreak that also looked appropriately dashing, and stayed out of the way.

Toursters were built exclusively by the Derham Body Company in Rosemont, Pennsylvania, which had, since the 1880s, catered to the carriages, motorized and otherwise, of Philadelphia high society. Eight were originally produced, of which the car offered here, 2456/J-444, is the third.

The original owner of 2456/J-444 was noted comedian and actor Joe E. Brown. Brown’s career had begun on Broadway in the 1920s, but by the end of the decade, he found himself working for Warner Brothers. His big break came in 1929 with the release of the first color talking movie, On With the Show. A series of other films followed,

all major studio productions, including Song of the West in 1930. He was 29 years old and at the top of his career when he took delivery of this car, after it was delivered to him as a surprise gift at the Los Angeles Union Station on October 13, 1931.

Brown kept 2456/J-444 for seven years, during which time he was regularly seen driving it to the studio. After Brown’s ownership, the Tourster passed through a Cadillac dealer, who turned it over to Clement Hirsch. When World War II began several months later, Hirsch traded the car to his brother-in-law, Mark Jelmeland, who traded it into yet another dealership, Kal Kam Ford. The Ford dealer sold the car to William Hunter, from whom it was purchased by Hughes Aircraft.

162

The company of legendary aviator Howard Hughes elected to remove the rear body section, in order to use the Model J to tow gliders aloft. The car’s exceptional torque made it ideal for launching even the largest aircraft, and it continued to serve as a test vehicle for Briegleb Aircraft after it was sold to them in 1945.

In 1948, Briegleb sold 2456/J-444 to Robert Straede, of Santa Monica. It then passed to Lassiter Hoyle, an early and long-time member of the California classic car scene. In a letter to later owner Otis Chandler, Hoyle noted that “the rear portion of the body was missing. I’d go so far as to say it was in good condition, and otherwise complete.”

Hoyle sold the car in June 1949 to Fred Buess Jr., who kept it 11 years before selling it to Nate Derus in January 1960. Now missing the remaining body panels, 2456/J-444 eventually passed to Phil Renick and then to Lewis Iandoli, who arranged for restorer Harry Andrews to reconstruct the original body.

The restoration was completed in the mid-1970s by new owner Frank McGowan, returning the Joe E. Brown Tourster exactly as it appeared when new. McGowan sold the finished car to the late Otis Chandler, a legendary collector and classic car enthusiast. Chandler kept the Duesenberg 10 years, during which time it was shown occasionally and displayed for the rest of the time in his beautiful private museum in Oxnard, California. During Chandler’s tenure as owner, the car was awarded a CCCA

National First Prize, followed by its Senior Award in October 1989. He conducted extensive research into the car’s history, copies of which are included in the sale.

In March 1996, Chandler elected to sell the car; the buyer was yet another noted collector, John McMullen, of Michigan. For the next two decades McMullen and his Tourster were regularly seen at the country’s most prestigious concours events. It garnered Best in Show at the Gilmore Car Museum’s Grand Experience in 2001 and numerous Best in Class and class awards, including, notably, Best in Class at the 1995 Meadow Brook Concours d’Elegance and the Gordon Buehrig Memorial Award for Best ACD Car at the same event the following year.

The car was acquired by the late John O’Quinn from the McMullen Collection in 2007, and it has remained in the O’Quinn Collection ever since. Its black paint holds a deep gloss and is picked out by a beautiful, bright aluminum molding. The tan leather interior and top are elegantly complemented by yacht-like varnished floorboards.

The Duesenberg has, to our knowledge, not been shown during Mr. O’Quinn’s ownership; therefore, its opportunity for sale here presents a chance for the new owner to freshen the car and return it to the show field. It will always be admired for its long history of enthusiast ownership and for its legendary owners, not least the smiling figure of Joe E. Brown and the enigmatic but exciting Howard Hughes.

1932 FoRD “GoLDen RoD” CUSToM RoADSTeR• FromthecollectionofMr.SkipBarber

• JackLentz’s“GoldenRod”

• Original,unrestored1950sEastCoaststreetrod

• Featuredatthe1999PebbleBeachConcoursd’Elegance

• Wonderful,original,andunrestoredcondition

Jack Lentz, the creator, has lived to tell the tale, and he tells it best.

“When I got back from Korea in 1953, I built a new auto body shop in Bedford, New Jersey. I liked the Deuce Fords. There was a guy in the next town with one, but he didn’t want to sell, because he had brought his children home from the hospital in the car. I finally made a deal with him for $75. I went to a hot rod show and got all enthused. I thought about colors, and since gold was my trade color, the idea of ‘Golden Rod’ just hit me.”

The car that Lentz built with his own two hands is a classic East Coast rod, with its original 1932 Ford body shaved, decked, channeled, and lowered over a modified original chassis. “I wanted a typical East Coast hot rod, but smooth,” he recalls. “That’s why the door hinges and antenna are all frenched. The windshield is a rear window from a car, cut and upside down. We had a little junkyard here and I got what I wanted out of it. The fenders are the side-mount covers from a Reo Royale hearse! I got two of them and cut the four fenders out of the two of them.”

Lentz kept and displayed “Golden Rod” for 15 years before selling it for $2,500. Today, it still wears its original 20 coats of appropriately tinted metallic lacquer, picked out by subtle pinstriping, and wrapping around a classic gold and white interior. Under the hood is still the

EStImatE:


CHaSSIS no. SWO8036PA

SPECIfICatIonS:

255.4 cu. in., 1949 mercury

flathead v-8 engine with Weiand

heads and twin Stromberg

carburetors on a fenton manifold,

three-speed ford manual


live rear axle with transverse



Wheelbase: 106 in.

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Lot 157

original milled 1949 Mercury flathead V-8, fully modified and adorned with authentic, period street equipment from the corner hardware store, including Weiand cylinder heads and dual Stromberg carburetors, riding a Fenton manifold. Incredibly, the entire car remains totally original, as it was built in the 1950s, down to the original set of carpets, and it is still in wonderful condition. If there is ever a preservation class out there for hot rods, here is a contender for the blue ribbon.

Displayed at the Pebble Beach Concours d’Elegance in 1999, and offered here from the esteemed collection of racing legend Skip Barber, “Golden Rod” is one of the finest surviving period examples of East Coast hot-rodding. The buyer will receive three copies of a 2002 reprint of the brochure made up for the car in 1955, courtesy of its builder, Jack Lentz, who graciously signed one of the copies.

Below: “Golden rod” as it appeared at the trenton armory in trenton, new Jersey, in 1956. Photo by James mcCormack, courtesy of michael Lehmann.

1932 AUBURn 8-100A CUSToM eIGHT SPeeDSTeRCoaCHWorK By UnIon CITy BoDy CoMPAny

• ACDClubCategoryOneCertified

• ACDClubNationalBestofShow,CCCASeniorPremier,andAACASeniorGrandNationalwinner

• Amongtheveryfinestrestoredexamplesto befound

The enthusiast of 1930s-era classic cars needs no introduction to a 1932 Auburn 8-100A Speedster. They know that this was the Auburn Automobile Company’s most spectacular eight-cylinder offering, an ideal Depression-era road machine for those who could afford it. They know that it offered outstanding performance for a dashing raccoon-coated couple, with the flexibility of a two-speed rear axle providing a low ratio for city use and a high ratio for open roads in all three gears. They know that today, few Auburn products are more desirable.

The example offered here has been certified as Category One by the Auburn Cord Duesenberg Club, as it has an original 8-100A chassis, engine, transmission, axles, body, and all other major components. It is crucial

to note the originality of the body, which was built for Auburn by Union City Body Company, rather than being one of the many reproduction bodies found on original chassis today.

The present owner acquired the speedster body in 1989 and, with the goal of creating a perfect show car, spent five years restoring it on an original 8-100A chassis that was born with sedan coachwork. At the same time, the serial number, which was originally 9288 A, denoting a sedan, was changed to 9288 E, denoting the authentic speedster coachwork that the chassis now wears.

With the exception of urethane paint, chosen for its durability, the Auburn was completely returned to original factory specifications in every respect. Extensive research was performed on all components to ensure that they would be absolutely authentic to the last detail and hold up to the inspection of the most scrupulous Auburn expert.

EStImatE:

$250,000–$350,000

SErIaL no. 9288E

framE no. 8288

EnGInE no. GU73382

SPECIfICatIonS:

100 bhp, 268.6 cu. in. L-head


three-speed transmission with

Columbia two-speed “Dual

ratio” rear axle, solid front and

live rear axles with semi-elliptic


Steeldraulic drum brakes.

Wheelbase: 127 in.

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Lot 158

The car shines in red and black with a red leather interior, black top, and chrome wire wheels. Minor modifications to the tail and body were very carefully and authentically repaired, and new fenders were shaped from original Auburn sedan fenders. Most importantly, the body retains the vast majority of its original woodwork installed in Indiana in 1932. This work was carefully documented in the September–October 1995 issue of Antique Automobile magazine, showing the Auburn before, during, and after the restoration had been completed.

The Auburn was shown at the ACD Club’s 1995 reunion in Auburn, Indiana, where it was judged Best Auburn and Best in Show; it went on to again capture Best Auburn in

1996 and 2002, confirming the superiority and authenticity of its restoration and presentation.

It has subsequently been judged a Senior Grand National winner by the Antique Automobile Club of America, and it has reached Senior Premier status in the Classic Car Club of America. The owner has taken the car to concours from coast to coast, including Meadow Brook, Pebble Beach, and Lehigh, and it has never returned home without an award. The most recent award was earned at the Concours d’Elegance of America at St. John’s in 2012—18 years after the completion of the restoration! This is, quite simply, one of the finest, most authentically finished 1932 Auburn Speedsters in existence.

1909 AUSTIn MoDeL 60 ToURInG• Theonlysurvivingexampleofoneofthe

mostpowerfulAmericancarsofitsera

• The1909ChicagoAutoShowcar

• Ex-BarneyPollard,withonlythreeownerssincenew

• Fullydocumentedhistory

There is no replacement for displacement. Muscle car owners may have said it in the 1960s, but it was true 60 years earlier, when roads were growing ever better, cars grew ever larger and ever faster. With engine technology limited by the times, the power demanded by aristocratic automobilists was achieved through increasing engine size, until the finest luxury cars often boasted powerplants in excess of 600 cubic inches, churning chain or shaft drives that spun wide wooden wheels through the dirt roads leading to and from their owner’s country spreads.

The automobilist seeking such a car in 1909 would certainly have considered the Austin Model 60, the flagship of the Austin Automobile Company, of Grand Rapids, Michigan, the “manufacturers of strictly high grade pleasure cars.” What had begun in 1903 as a vanity project to keep lumberman James Austin’s gearhead son Walter busy, eventually became the builders of over-engineered cars that were as grand as they were expensive. By the time of its folding in 1920, a victim of the post-World War I recession, Austin had pioneered such innovations as two-speed rear axles and V-12 power.

The Model 60 was the ultimate Austin. Its massive 141-inch wheelbase chassis supported an F-head inline six of immense proportions, displacing nearly 800 cubic inches and churning out 90 throbbing horsepower at

EStImatE:

$500,000–$750,000

CHaSSIS no. 62

EnGInE no. 62

SPECIfICatIonS:

90 bhp, 784 cu. in. f-head inline


transmission, rear-wheel drive,

and rear-wheel mechanical drum


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Lot 159

a time when other fine American cars such as Packard and Peerless produced only half that. This engine was equipped with fully pressurized lubrication, and the engine turned smoothly on seven massive bearings.

In its day, the Model 60’s exclusivity was ensured by price. Today, it is ensured by solitude: the car offered here is the only Model 60 Austin in existence today. It is a showstopper, which is appropriate, as this car sat on the floor of the 1909 Chicago Auto Show.

Among those who saw the car at the show was Charles Herbst, a gentleman of means from Lima, Ohio, a prosperous manufacturing town in Allen County, near the Lincoln Highway. The gentleman had traveled to Chicago to collect his new car and had paid Walter Austin $5,000 (the catalogue price) for the Model 60. The new Austin was driven out of Chicago and onward to its new home in Lima, where its owner and his family maintained it in excellent, fully operational condition for the next 38 years.

When the family parted with the car in 1946, the buyer was Barney Pollard. An enthusiast of Brass Era cars

needs no introduction to Pollard, the Detroit trucking baron who was among the United States’ earliest true car collectors. Pollard hungered for big, old cars at a time when they were considered outdated scrapyard fodder, and his passionate collecting saved literally hundreds of today’s finest brass beauties from extinction.

While many of his cars were quite literally stacked in warehouses, where they remained for decades, Pollard maintained the Austin very much as he bought it, as an excellent, complete, original car that was in fine running condition. He took advantage of its speed and power, and he exercised it on the 1947 and 1953 Glidden Tours. Later, after industrialist Frederick Crawford opened his automotive museum in Cleveland, Ohio, the Austin became an exhibit, on loan from Pollard, and it was enjoyed there by the public for 30 years.

The Pollard family finally elected to part with their beloved Austin in 1983. After many negotiations, it was turned over to its present owner, only its third caretaker since new, who retrieved the Austin from the Crawford Auto-Aviation Museum and has cared for and treasured it ever since.

170

While the owner elected to restore the car about a decade ago, it is important to note that prior to the restoration, it had never really been apart, and unlike many other brass cars that have been extensively rebuilt from remnants dragged out of muddy junkyards, this one has always been cared for in over a century of ownership. It retains not only its original engine, frame, and body, but essentially every original part, large and small, with which it was delivered in 1909. That includes all of the original wood (with the exception of the dashboard), the original wheels, and even the original pistons. Body and interior work was done by Amish craftsmen to their legendary standards.

The Austin is today exactly the same car it was in 1909, just taken apart, brought back to “new,” and put back together again. The owner has even kept up the tradition of keeping the car running and driving in excellent order, just as Mr. Herbst and Barney Pollard did.

The sole surviving Model 60 has continued to be the most prominent example of the Austin marque, appearing in George Ferris’s definitive history, “Austin: ‘The Highway King,’” published in the March–April 1978 issue of Antique Automobile, as well as in a cover feature of the January–March 1984 issue of The Bulb Horn, a magazine in which it had earlier appeared, in October

1947, showing it being “manually reversed” during the Glidden Tour. Importantly, all of these features were published prior to the restoration, and the photos and text within prove that this car has always remained complete and intact.

However, copies of these magazines are only the tip of the iceberg in the documentation that accompanies this car, including a veritable Austin archive of detailed photographs taken before, during, and after restoration, as well as truly incredible old sales paperwork and a title dating to Pollard’s purchase from Herbst, a priceless photo of this very car at the 1909 Chicago show, and, best of all, the original brochure for the model, with Mr. Herbst’s name and address handwritten on the cover. In all likelihood, it is the copy he held in his hands as Walter Austin sold him a car in 1909.

The 1909 Austin Model 60 Touring is one of the finest surviving American automobiles of the Brass Era. It carries with it not only the documents and stories of an automotive life well lived, but also the spirit of the three men who loved and preserved it. Staring into those wide brass headlights, one can almost capture the last of a reflection of a crowded hall in Chicago in 1909, and among the bustle, a certain well-dressed gentleman from Lima, Ohio, paused, with “automobiling” on his mind.

1955 MeRCeDeS-BenZ 190SL RoADSTeR• Rareearlyproductionexample

• “Hisandhers”doublesetoffittedluggage

• Restoredtooriginalcolorsandtothehigheststandards

• BestofShowwinneratthe2004International190SLConvention

If Mercedes-Benz ever built a competitor to the Chevrolet Corvette or Jaguar XK120, it was the lively little 190SL. Steel monocoque construction with aluminum hood, doors, and rear decklid gave it a unique feeling of quality, the trademark Mercedes “hewn from granite” sensation. Its rivals, even German ones such as a Porsche 356, were lacking in that regard. That aided in driver confidence and driving pleasure, further abetted by wonderful steering and gear changes. It may not have been as swift as its big brother 300SL, but anyone who has driven both knows which is actually more fun on a daily basis. It will happily cruise at the speed limit on the fastest highways in North America.

A brand-new, cast-iron 1,897-cubic centimeter overhead valve engine with alloy heads appeared in the 190SL at its 1954 New York Auto Show debut. While this is not a high-powered automobile, it is surprisingly able to cope with modern traffic, and the engine is both frugal and highly robust. A nearly flat torque curve from 2,400 rpm to redline is seen on dynamometer results for 190SLs. This pulling power makes the car far more flexible and enjoyable than specifications at first indicate. Still, it is not an engine meant to lug, but it is one where peak horsepower comes at 5,700 rpm, just before the 6,000 rpm redline. Mercedes-Benz 190SLs are generally bought for their looks, but once an owner experiences the feel of driving and the surprising ripping snarl of the engine as it winds out on a back road, they seldom let them go.

EStImatE:


CHaSSIS no. 121.042.5500458

EnGInE no. 121.921.5500513

BoDy no. 121.042.5500452

SPECIfICatIonS:

120 bhp, 1,897 cc overhead-valve

inline four-cylinder engine with

alloy head, dual Solex carburetors,

all-synchro four-speed manual


suspension with coil springs and

wishbones, low-pivot swing axle

rear suspension, and four-wheel

servo-assisted drum brakes.

Wheelbase: 94.5 in.

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Lot 160

Mercedes sold over 25,000 190SLs in the United States over their 1955–1963 run, but only 1,727 examples in their first year of production. This car was delivered on August 25, 1955, in Graphite Grey (DB 190), with a Light Grey (DB708) convertible top, and a Red Leather (DB 1079) interior. A previous owner purchased this car in 1961 with 39,360 miles. In 2003, it was acquired by the former owner with only 39,602 miles on it. In January of 2004, this 190SL was subject to a complete body-off restoration by Sports Leicht Restorations. It has been completely returned to its original specifications. Additionally, it is equipped with “his and hers” luggage fitted both to the trunk and the cabin parcel shelf. In

June 2004, the extensive restoration paid off with a Best of Show win at the International 190SL Convention in Sonoma, California; an impressive award for an equally impressive example.

What was once a second choice is now sought-after in its own right, and those who would have purchased a restored car 10 years ago will only find a project car today. As with all restorations of Mercedes-Benzes from this era, the work is seldom simple and never cheap. A properly restored example such as this, in stunning original colors with two sets of matching fitted luggage, is unlikely to become available again in the near future.

1932 CHRySLeR CL IMPeRIAL ConVeRTIBLe CoUPeCoaCHWorK By LeBARon

• “TheDenverCar”;oneof28built

• Show-winningrestoration

• Oneofthemostbeautifultwo-doorChryslersoftheClassicEra

As Chrysler rolled into the 1931 calendar year, it mounted a serious assault on the fine-car market by offering a more affordable luxury car that still offered bountiful styling and performance. With its long-wheelbase chassis, flowing fenders, and smart LeBaron-designed coachwork, the Imperial was among the most beautiful classics of its era. While its chassis and drivetrain was certainly conventional, the car was quick, with its 385-cubic inch, nine-main-bearing straight eight producing 125 horsepower.

For 1932, the original CG Imperial was refined into the CL, with enhanced front end design, an extended hood with ventilation doors rather than louvered, and new bodies. Many of the bodies were “semi-custom” designs by LeBaron Carrossiers, the prestigious coachbuilding

firm established in 1924 by Thomas Hibbard and Raymond Dietrich. By the time of the CL Imperial, the company was an imprint of Briggs, the large Detroit body firm, and was led by Ralph Roberts, an equally talented designer.

Unfortunately, by the time the Roberts-styled CL Imperial appeared in 1932, the fine-car market had all but disappeared. As a result, today these are among the most rare and desirable Chryslers of the era—just as they were when new.

The car offered here was one of only about 220 Chrysler CL Imperials built in 1932, and it is one of just 28 fitted with the sporty convertible coupe bodywork. Delivered new in Portland, Oregon, it eventually wandered south to North Hollywood, California, specifically to the Atlantic Wrecker Company, the fabled junkyard of Mike McManus, from which numerous classics were rescued during the 1950s.

EStImatE:

$550,000–$650,000

CHaSSIS no. 7803368

EnGInE no. CL1067

BoDy no. 171-24

SPECIfICatIonS:

135 bhp, 385 cu. in. high

compression red Head inline

eight-cylinder engine, three-

speed manual transmission, solid

axle front suspension with leaf

springs, live axle rear suspension

with leaf springs, and four-

wheel hydraulic drum brakes.

Wheelbase: 146 in.

174


Lot 161

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In the case of this Chrysler, the rescuer who eventually came for the car was a young man from Denver, Colorado. The car returned to Colorado with him, and it was, in short order, reportedly engaged in a wild and hectic police chase—so wild, in fact, that the new owner missed a turn and rolled the car into a ditch by the side of the road. The reason for the chase has never been confirmed, but it has always been rumored to have been a bank robbery—perhaps he had trouble paying for the car.

The car was damaged but not severely, and it was put away in a garage for several years. It eventually made its way through Nebraska ownership and eventually found its way into the noted collections of Don Sears and Knox Kershaw, and then was acquired in 2002 by Joe Martin. After examining all of the serial numbers and body tags, Martin satisfied himself as to the car’s authenticity and endeavored to continue the restoration that Kershaw had begun and to return the car to its original beauty.

The car’s nut-and-bolt, body-off restoration was completed by Richard Fass’s Stone Barn Restorations, of New Jersey, whose cars have won many awards at concours events nationwide, including multiple Best of Show awards

at Pebble Beach. It should be noted that Fass executed a total rebuild of the engine and that the spectacular interior was done by Sharp Automotive Upholsterers, of Ohio. The large binder of documentation that accompanies the car thoroughly documents its restoration and the lengths that Kershaw and Martin went to in order to ensure the authenticity and excellence of all components.

Since completion, the stunning Chrysler has also been very successful on the show field, winning several Best of Show awards itself. Finished in a simply spectacular two-tone green, “The Denver Car,” as it is known among CL enthusiasts, remains an outstanding, show-quality automobile with its original engine, and it has been properly cared for by its collector caretakers. Like many other early Imperials, it sports a desirable three-speed gearbox that has replaced the troublesome four-speeds with which these cars were originally equipped; it also has a trunk rack, wire wheels, and wide whitewall tires, as well as dual side-mounted spares with hard covers. Above all, it has the thrilling kind of stories that make wonderful conversation in one’s garage or in the driver’s seat of one of America’s grand pre-war autos.

1967 FeRRARI 330 GTC• Matching-numbersengineandchassis

• Mechanicownedandproperlymaintained

• Loworiginalmileage

For many years, if there was a sixties Ferrari that only Ferrari people knew about, the 330 GTC was it. Maybe it was the 330 name—association with the 2+2 330 GT might make one think this was one of Ferrari’s softer-edged, long-range GTs. Or, perhaps, it was the looks of a 330 GTC that confused people. They bear a resemblance to the 330 GT then in production, but the GTC is on a 10-inch shorter wheelbase and has the brakes, steering, rear transaxle, and fully independent suspension of a 275. Once one knows the models, it becomes obvious how Pininfarina’s design differentiates the GTC from the 2+2 GT. In fact, despite the familiar name, it would be more appropriate to consider it a descendant of the 275 GTB, rather than the other 330.

The tidy tail clearly has something in common with the 275 GTS, which immediately preceded it in the lineup, while the front end shares a grille and treatment with the 400 and 500 Superfast. As a 1967 model, the GTC also benefits from the single headlamp styling of the Series II 330 line. An interior new for the GTC is sumptuous in the way that Ferrari seems to have mastered—one touches only leather, metal, or the Nardi wood wheel. There is no back seat, occasional or otherwise. Instead, 330 GTC owners have luggage space not for a weekend, but for a week. The seats are comfortably padded and adjustable, and further improvements from the 1966 restyling are evident in the interior as well, such as rocker switches in an extended console, a much more livable touch.

EStImatE:

$390,000–$450,000

CHaSSIS no. 10007

EnGInE no. 10007

SPECIfICatIonS:

300 bhp, 3,967 cc SoHC

light alloy v-12 engine with

triple Weber DfI twin choke

carburetors, five-speed rear


a-arm suspension, and four-wheel

disc brakes with servo assist.

Wheelbase: 94.4 in.

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From the beginning, discerning drivers recognized that Ferrari had successfully cherry-picked the best elements of several road cars. If the 275 had a weakness, it was the open driveshaft, so the GTC has a torque tube design that addresses that potential area of trouble. The 330 GT’s four-liter, Columbo-designed, 300 horsepower Type 209/66 V-12 is the same as used in the GTC. If one considers that 0–60 times in the mid six-second range are still sporting today, then the pure speed of this model almost 50 years later abruptly comes into focus. Top speed is an honest 150 mph, which will have the needle horizontal on the 300 km/h Veglia speedometer. Thee 300 peak horsepower comes at the indicated redline of 6,600, when the engine is singing its Maranello song.

There is a mystique associated with the short wheelbase Ferraris for a reason. These street cars are edgier, closer to their racing cousins than the pure GT models. With

a completely different rear suspension, there is little comparison between a 330 GTC and 330 GT in driving. In this car, one sits almost over the rear axle, making it natural to steer with the rear end. There is less discernible body lean, and the car’s center of gravity is lower as well. It can be a thoroughly sporting experience in the Ferrari tradition, but when driven at a slower pace, it is perfectly suitable for extended journeys in comfort. A very stiff tubular chassis pays dividends in that regard: where an English car might be hard sprung to accommodate chassis flex, the GTC can have more compliant suspension and thus superior ride quality. Steering is by worm and roller steering and can be heavy and slow in parking. At speed when it counts, though, it becomes immaculately accurate and perfectly light. Like all the great V-12 Ferraris, a 330 GTC seems to come ever more alive the harder its driven, communicating everything a driver needs to know, and nothing one does not.

180

Borrani wire wheels, as optionally equipped here, are perhaps the ultimate accessory for a 330 GTC. A new, tan leather interior, a dashing change from a typical brown or black, is perfectly complemented by an elegant ribbed headliner in a contrasting light shade. Its recent burgundy paint shines deep and sets this car apart. More than a decade in the care of an owner/mechanic means the vital, regular maintenance upon which a V-12 Ferrari depends has not been neglected. Complete paperwork extends almost 20 years and records only three owners during that time, including a well-known collector. Receipts for work performed by one of America’s most highly-regarded sixties Ferrari shops are included, and the four-liter engine is original to this low-mileage car.

Recent sales have set new high-water marks for 330 GTCs, which, given the inherent strengths of the car, only seems fair. From the time it was introduced, the world’s most discerning drivers, names like Phil Hill and Paul Frère, recognized that this was not just a good Ferrari but a great one, striking a better balance between comfort, usability, and performance than any car they had built before. The passage of time has only strengthened those opinions: whether one owns many Ferraris or just one, the 330 GTC is likely to be the car that actually gets taken out and used. It may have taken some years, but the world is finally catching on to what many call the most driver-friendly Ferrari of its era.

* Please note that since being photographed for the catalogue, the exterior color has been refinished from red to burgundy, and the black interior has been replaced with tan leather.

1932 MARMon HCM V-12 TWo-DooR SeDAn PRoToTyPe

• OfferedfromtheEstateofJohnO’Quinn

• Ahistoric,highly-advancedprototype;theonlyMarmonV-12built

• Well-knownprovenanceandownershiphistory

• Multipleconcoursaward-winner,including2001PebbleBeachBestinClass

The winter of 1930–1931 was a bittersweet time for Howard Marmon. His pièce de résistance, the landmark Marmon Sixteen, debuted to great acclaim at the Chicago Auto Salon in November, and the following month, he received a medal for outstanding achievement from the Society of Automotive Engineers. Although a second shift was added to the assembly line when full production began in April, Marmon turned to deficits as the Depression deepened, and two rounds of pay cuts were followed by layoffs for most of the engineering staff. Into this milieu, Mr. Marmon took drastic action, and a revolutionary new model was conceived.

The new car originated as a sketch created by Howard Marmon after meetings with Fred Moscovics, Marmon’s former vice president and general manager who had moved on to Stutz, and Chief Engineer George Freers. The name HCM, derived from Howard Marmon’s initials, was applied late in the car’s development.

It was to have a tubular backbone and four-wheel independent suspension, using transverse leaf springs in the front and rear. Two parallel front springs connected to sliding pillars, a concept initiated by Lancia in 1921, were anchored to outriggers from the narrow center chassis. At the rear, four springs, two forward and two aft, mounted to the differential housing, which formed the center of the chassis. The outer ends of the springs supported the wheel hubs. Drive was by swing axles. The result was very low, unsprung weight, but ride quality suffered, so

EStImatE:

$400,000 – $600,000

CHaSSIS no. DD609

SPECIfICatIonS:

151 bhp, 368 cu. in. overhead-

valve aluminum v-12 engine,


sliding-pillar independent

coil-spring front suspension,

transverse leaf-spring

independent rear suspension,

and four-wheel mechanical drum


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Lot 163

the front springs were changed to coils mounted on the pillars above the steering knuckle, as in Lancia’s design.

The transmission was a three-speed unit mounted rigidly to the tubular backbone, through which the driveshaft ran. Behind the transmission was an epicyclic overdrive, in turn rigidly bolted to the differential housing. Problems with lubrication and the shift linkage caused this arrangement to be abandoned and replaced by a standard Marmon Sixteen transmission mounted directly behind the engine.

Howard Marmon decided on a V-12 engine, more powerful than an eight but much more economical than his flagship V-16. Engineering was expeditious and based on the V-16, retaining the V-16’s bore, stroke, 45-degree cylinder bank angle and wet-liner aluminum construction. It developed 151 brake horsepower at 3,700 rpm, three-quarters of the V-16’s output from an engine three-quarters its size. Initial tests at the Indianapolis Motor Speedway in July of

1932 confirmed acceleration from 10 to 50 mph in a then-remarkable 12.77 seconds, with a 113 mph maximum speed clocked with racing driver Wilbur Shaw at the wheel.

The HCM’s body was similarly radical. It had as its genesis a wooden model made by a college student. In creating the Marmon Sixteen, Howard Marmon had contracted its body design to Walter Dorwin Teague Associates in New York. The firm, which took its name from its founder and principal designer, was responsible for such icons as Kodak’s Brownie camera, Steuben glassware, Texaco gas stations, and interiors for several generations of Boeing airliners. Mr. Teague, however, did not like automobiles and did not even drive, so he assigned the Marmon project to his car-crazy son, Walter Dorwin Jr., then an M.I.T. student. The Marmon Sixteen design came together when Teague Jr., known as Dorwin, came home from Boston to work weekends.

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After his experience with the Sixteen, Dorwin Teague built a model of what he described as “what a car really should look like.” His influences were an evocative Renault ad in a French magazine and the enclosed fenders on Frank Lockhart’s 1928 Stutz Blackhawk speed record car. The 1/10-scale model, with its long hood, aft-mounted cabin, and truncated luggage compartment, was in the Teague design office when Howard Marmon came to discuss the project. Marmon was captivated, and once back at Indianapolis, he sent Teague a set of chassis drawings to get things started.

The HCM’s form followed Dorwin’s model, but with several refinements. The cabin moved slightly forward, and the trunk became more of a bustle. In place of the model’s freestanding headlamps, he integrated a pair of the stylish narrow Woodlites into the edge of the grille shell. Like the model, a four-passenger coupe, its doors were reversed to become front opening. Dorwin visited Indianapolis and found a mockup of the car to his liking. After returning to New York, however, he received a new set of drawings, in which the car had gained a hood ornament, which he had purposely omitted. The lights were now fender-mounted, à la Pierce-Arrow.

An early version of the design was seen in the October 1934 issue of Art and Decorating magazine.

Built in a special shop in a corner of Marmon’s plant, the HCM was personally financed by Howard Marmon at an estimated cost of $160,000, and upon completion in the fall of 1933, the company was in receivership. Howard Marmon and George Freers took it on a tour of the nation’s auto manufacturers to see if someone else could produce it. However, none of the Big Three, nor any of the independents, were interested. In the end, Marmon took the car home to his North Carolina estate and wrapped it in cellophane, and there it remained until his death in 1943.

Prominent car collector and operatic tenor James Melton tried to buy it, but Marmon’s widow would not sell. Instead, she gave the car to Fred Moscovics, then working for A.O. Smith, a manufacturer of automobile frames and other industrial products in New York. Moscovics in turn traded it to Allan Floyd, of Milwaukee, son of an A.O. Smith vice president, for a Stutz. Floyd enjoyed working on the HCM, by then in need of some TLC, until he departed for college, after which the car saw little use. Designer Brooks Stevens, a friend of Floyd’s father, was starting the collection that eventually became a museum in

suburban Milwaukee. Floyd stored the car there for a time, eventually giving it to Stevens for the museum collection. Stevens painted it dark blue, but otherwise, he left it largely untouched and unused.

The next owner purchased the car from the Stevens Museum in 1999, after Mr. Stevens’ death. Initially interested in some other cars from the Stevens Collection, he decided to purchase the HCM after researching its history—becoming, in his words, “the only one of five owners to pay for the car.” All previous transfers had been gifts or trades. His first priority was to return it to the original color; the impetus for a complete restoration came from Dorwin Teague, who, despite his deep involvement, had never actually seen the car. It was entrusted to George Kovanda, of Chicago Restorations, who completely disassembled and rebuilt it, finishing it with the correct shade of light tan. Completed in 2001, it was reunited

with its designer in an emotional moment at that year’s Pebble Beach Concours d’Elegance, compounded by the car achieving a perfect score and winning Best in Class.

Since then, the HCM has earned a special award at Amelia Island in 2002 and took Best in Class at Cranbrook in 2004. It was also judged a 100-point car in national CCCA Grand Classic competition and has achieved Senior status. Dorwin Teague died in 2004 at age 94, and it can be said that the reunion with the HCM must have ranked among the high points of his prolific design career. The Marmon HCM is one of the most significant, yet relatively unknown, prototype cars ever built. Acquired by the vendor in July 2007, it has been extensively chronicled by the late Beverly Rae Kimes in Automotive Quarterly, and it represents a singular opportunity to acquire a car of exceptional historical importance.

1965 FeRRARI 275 GTBDESIGn By PInInFARInA CoaCHWorK By SCAGLIeTTI

• Low-mileage,numbers-matchingexample

• Singleownershipforthelast37years;time-capsuleoriginality

• Uniquecompetition-styledriveshaftfeatures

• Oneofveryfewshort-nosecarsconstructedwithan“interim”driveline

• Oneofonlyapproximately250short-noseexamplesproduced

• FCANationalConcourswinner

• FerrariClassichecertified

One of Ferrari’s most esteemed 1960s GT models, the 275 GTB debuted at the 1964 Paris Salon, slated as the successor to the long-running and highly successful 250 GT. Utilizing an enlarged 3.3-liter version of the classic Colombo V-12, the 275 was the first Maranello road car to offer independent rear suspension and a rear-mounted, five-speed

transaxle, which contributed to the model’s ideal weight distribution.

About a year later, Ferrari introduced a longer, redesigned nose for the 275, intended to assist aerodynamic downforce at high speed. While helpful to racers, this modification did little to improve upon Pininfarina’s original compact proportions, and the since-designated “short-nose” examples, limited to approximately just 250 cars, are now prized by collectors for their aesthetic purity, often regarded as the most beautiful of the 275 GTB variations.

This fantastic late short-nose 275 GTB offers a number of superlatives, combining rare features, a desirable production sequence, stunningly original condition, and the benefits

EStImatE:

$1,000,000 – $1,300,000

CHaSSIS no. 07751

EnGInE no. 07751

IntErnaL EnGInE no. 586/64

SPECIfICatIonS:

280 bhp, 3,286 cc overhead cam

v-12 engine, triple 40DCz/6

Weber carburetors, rear-mounted

five-speed manual transaxle,

four-wheel upper and lower

wishbone coil spring independent

suspension, and four-wheel disc


188


Lot 164

titled as a 1966.

of just one owner for the past 37 years. As a sparingly used and undamaged example that retains all of its original bodywork, interior, and drivetrain components, s/n 07751 is as honest and authentic as a 275 can be found, setting a standard by which other short-nose models can be judged. It is additionally notable as one of just a handful of late short-nose cars to feature an “interim” driveline that was subsequently utilized on the 275’s later competition variant, the 275 GTB/C.

According to the research of noted Ferrari historian Marcel Massini, chassis number 07751 was sent to coachbuilder Scaglietti in July 1965 to be clothed in Pininfarina’s exquisite body design. Completed in September, the car was finished in Oro Chiaro (light gold) paint, as confirmed by factory records, with an interior trimmed in Nero (black) Connolly leather.

It should be noted that 07751 occupies a relatively unique position within the sequence of overall 275 production, falling quite late amongst the short-nose cars but shortly after the official debut of the long-nose prototype. Like a small handful of cars produced during this brief changeover period, 07751 combines various elements of both designs. It offers the purity of Pininfarina’s original early short-nose design, which is aesthetically preferable to

many collectors and certainly more faithful to the model’s original conception, as well as some of the time-developed improvements of the later cars, such as hanging pedals, a wood grain dashboard, and an enlarged footwell.

The most important of these changeover features, however, lies with the driveline. There were three different driveline configurations utilized during the life of the 275 GTB, the earliest cars being fitted with an open Hotchkiss-style normal u-joint setup. The use of a rear-mounted transaxle required this driveshaft to rotate at a much higher speed than a conventional one, making proper alignment critical for the elimination of any vibration.

Unfortunately, over time, these drivelines often became misaligned, requiring both skill and special training to correct, usually at significant expense. As a result, Ferrari switched to a constant velocity (CV) joint setup with a center bearing (referred to as the “interim” driveline setup), which made the alignment process much simpler, and it is this configuration that is fitted to 07751. Generally associated with the initial run of the subsequent two-cam long-nose examples, the “interim” driveline configuration is known to exist on only a few of the late short-nose cars, making 07751 one of perhaps just 10 such cars that were so equipped.

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Ultimately, Ferrari switched to a torque tube setup that effectively bolted the clutch housing to the transaxle at the rear, fixing them together as a unit. As noted, however, in the later 275 GTB/C competition cars, Ferrari reverted to the “interim” driveline setup, presumably because of its light weight and ease of adjustment. S/n 07751 therefore combines the best of both worlds, providing the short-nose model’s handsome looks with the vibration-free, high-speed performance associated with both the long-nose road cars and the later 275 GTB/C competition derivatives.

Equipped as an American-export example with instruments in miles, this 275 GTB was delivered new for retail to Luigi Chinetti Motors in New York in September 1965, and it was soon sold to a Mr. Freedman, of New York City. Ten years later, the car had accrued less than 23,000 miles and had been repainted in red. Otherwise showing very little use, the car still retained its original drivetrain and interior (with the manufacturer’s original dealer-issued protective plastic lamination still affixed to the carpet bulkhead) when offered for sale by a Pennsylvania-based owner in September 1975.

Two months later, the car was purchased by its current owner, a long-time automotive professional who owns a dealership in Florida specializing in quality automobiles. Originally acquiring the car in Pennsylvania, the consignor quickly retained the well-known Elvidio Grande, of the Auto Palace in Pittsburgh, to conduct a comprehensive rebuild of the original V-12 engine. The motor’s original rings, rods, and bearings were all replaced with OEM components, and it was then stored with the car to optimally enrich originality and provenance. Performance was supplemented with the installation of Daytona-style valve guides made of Teflon and brass.

Sometime after relocating 07751 to Florida, the consignor opted to conduct a premium repaint in red, for which he commissioned Daya’s Custom Autos, of Orlando, Florida. Totaling approximately $20,000, this work featured a full, bare-metal media-blast, including the removal of the doors, hood, trunk, wheels, and all glass.

192

Following this beautifully executed refinish, 07751 was presented at numerous exhibits and events over the years, consistently earning acclaim and winning awards. These shows included the Festivals of Speed, the Celebration Exotic Car Show, the Winter Park Concours d’Elegance, and the 1987 FCA National Concours, at which the car was a 1st place winner. Most recently, 07751 was certified by Ferrari Classiche, further endorsing this prancing horse’s pedigree.

Currently still displaying approximately 50,000 original miles, this fabulously maintained short-nose 275 GTB offers remarkable preservation, featuring its original starburst-style Campagnolo alloy wheels, wood-rimmed

steering wheel and shift knob, carpets, deck straps, and seats (which still display handwritten, matching chassis numbers on their undersides). All bodywork and glass remains original, displaying the correct Securit watermarks, while the driveshaft tunnel and exhaust system are also matching-numbers components.

S/n 07751 also benefits from a few more-recent mechanical measures, such as the installation of a new clutch package within the last 200 miles of use, and new, correct Michelin XWX tires within the last 150 miles. The suspension has furthermore been freshened with authentic Koni Classic factory shock absorbers.

Accompanied by an original owner’s manual and parts book, a complete toolkit, and its Ferrari Classiche Red Book, this outstanding short-nose 275 GTB has been ideally maintained by just one faithful custodian for the last 35 years. The car features time-capsule originality, continuing to wear original, factory-issued, protective, interior lamination more than 47 years after it left Maranello. Also particularly notable as one of the last short-nose examples produced, this 275 features the unique “interim” driveshaft configuration, promising smooth operation at higher speeds.

The current availability of 07751 provides a fantastic opportunity for 275 GTB enthusiasts to acquire a particularly unique example, one that would easily compete on the FCA show circuit and at finer concours d’elegance. It is a highly authentic and unusually equipped grand touring berlinetta that would be the highlight of most collections.

1933 STUTZ DV32 ConVeRTIBLe VICToRIACoaCHWorK By RoLLSTon

• AgenuineDV32withoriginalengine,chassis,andcustomcoachwork

• Ownedbynotedcollectorssincethe1950s

• SpectacularMeadowBrookandAmeliaIslandclass-winningrestoration

• Ex-Harrah’sCollection

“It was the best of times; it was the worst of times.” Charles Dickens wrote it about 18th century France, but it applied just as well to the mood within 1060 North Capitol Avenue, Indianapolis, in 1930. Stutz was in trouble. The successes of competition in the Brass Era had not translated into successes in production in the 1920s, and the company was further weakened by financial shenanigans of top management and the onslaught of the Great Depression. In the end, it would not survive. Nonetheless, in early-1931, amidst all the gloom and doom, Stutz launched the DV32, as fine an epitaph as any automaker would ever write for itself.

The DV32 began with the original Stutz Vertical Eight that had debuted in 1926. Not having the funds on hand to design a completely new engine, the company had made do with this mill for five years, continuously fine-tuning and upgrading it. As the last iteration, the DV32 began with the 322-cubic inch former BB engine, redesigned by Charles “Pop” Greuter, dean of the Stutz engineering department, with double overhead camshafts and angled valves above hemispherical combustion chambers. It was this arrangement that gave the engine its lasting title—it boasted four valves per cylinder, 32 in total, or “Dual Valve-32.”

EStImatE:

$600,000 – $800,000

CHaSSIS no. DV-PC-1558

EnGInE no. DV-33268

BoDy StyLE no. 192

BoDy no. 530

SPECIfICatIonS:

156 bhp, 322.1 cu. in. dual

overhead camshaft inline

eight-cylinder engine, four-speed


and live rear axles with semi-


wheel vacuum-assisted hydraulic

drum brakes. Wheelbase: 145 in.

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Lot 165

The upgraded engine produced some 125 horsepower, about the same horsepower-per-cubic-inch ratio of the Duesenberg Model J, taken to the rear axle through a Warner four-speed transmission. Even with heavy bodywork on the long chassis, a DV32 was swift and flexible, capable of 80 mph, and of outrunning just about everything but the inevitable.

Only about 200 examples of the DV32 were delivered during Stutz’s waning days, which finally came to an end in 1935 after a valiant attempt at survival through light truck production. The survivors have long been held among the most valuable and desirable of Stutzes, and they are among the most pleasurable automobiles of their era to drive. Particularly desirable are those sacred few chassis that received custom coachwork.

While its early history is not known, it is likely that this particular DV32 began its life in New York City. There it was delivered to the premises of the Rollston Company,

the Big Apple’s most prestigious coachbuilder for three decades. While other American body makers were noted for their flamboyance or their conservatism, Rollston was perhaps the most versatile, capable of creations that spanned the spectrum of good taste. They produced fabulous town cars, roadsters, phaetons, and limousines alike, their designs united only by peerless build quality and bank account-exhausting cost.

The DV32 offered here was treated to a variation of Rollston’s Convertible Victoria, a five-passenger design utilized on several different chassis during the Classic Era. This design was ordinarily quite formal, with a high beltline, long doors, and rather squared-off proportions, befitting a two-door automobile that would on occasion be driven by a chauffeur. This particular car, body number 530, was given a more aggressively slanted windshield, which resulted in a car of an entirely different personality. Even in the subdued original colors of Sierra Sandstone and Antique Veridian Green over beige leather upholstery, the Stutz appears vaguely menacing, the angled glass serving to lower the roof and lengthen the proportions of the car.

The car’s history has been traced back to 1952, when it was acquired by Carl Pennrich, of Greenwood Lake, New York, further indicating that its original owner was likely one of Rollston’s many local customers. In 1960, Pennrich sold the Stutz to William Harrah, in whose vast Reno warehouses it would remain for over a quarter century. As a long-term exhibit at Harrah’s Automobile Collection, the Stutz became a very well-known example to enthusiasts and remained a large, complete, correct, and original car that was properly kept. A two-page color spread of the car, painted its then-current maroon, appeared in Volume Two, Number One, of Automobile Quarterly, illustrating an article on Stutz by D. Cameron Peck.

After the Harrah Collection was dispersed, the Stutz found its way into the hands of noted collector Richard Scott, who got it running and driving again and reports that it was a “bulletproof car.” After several years spent in Scott’s collection, it passed through the hands of noted

collectors Joseph Cassini and David Kane, before coming into the ownership of the current enthusiast owner, a longtime aficionado of the Stutz and other fine Classic Era marques. Immensely knowledgeable of what he owns, he endeavored to have the car exquisitely restored, after which it achieved Second in Class at the Pebble Beach Concours d’Elegance in 2006, Best in Show at the Glenmoor Gathering and Best in Class at Amelia Island in 2007, and Best in Class at the Meadow Brook Concours in 2009. The car remains in exquisite overall condition and is ready to continue its illustrious concours career with pride under new ownership.

The original Stutz may have been “the car that made good in a day,” but as memories of the Bearcat faded into the board track dust, it was the DV32 that made certain that the company would be remembered. The Rollston Convertible Victoria offered here is as fine an example of the ultimate Stutz as it exists today, demonstrating the meaning of high-speed American luxury as few cars have, before or since.

1932 PACKARD DeLUxe eIGHT PHAeTon

• AnoriginalDeluxeEightPhaetonwithnumbers-matchingengine,chassis,andbody

• Ex-GeorgeJepson• Recentrestoration• Oneofonlyaboutseveninexistence

It was with both great surprise and great fanfare that Packard introduced its Ninth Series in June 1931, nearly eight months ahead of the typical new model introduction. The Standard Eight Series 901 and 902, the Deluxe Eight Series 903 and 904, and the Individual Custom Eight, also under the Series 904, received significant updates over the short model run of the preceding Eighth Series. Packard further astounded the automotive world with the January introduction of the new Light Eight, its first medium-priced automobile, along with the return of the Twin Six V-12 at the upper-end of the company’s price strata.

Packard’s big straight eight was given a new compression ratio, increasing power on the Deluxe Eight models to 135 horsepower at 3,200 rpm. Engine noise was reduced by a massive new air cleaner, in an effort to do away with the aspirating noises of the carburetor. New rubber engine mounts were adopted as well. The chassis was lengthened to 142.5 inches, and its running components were redesigned; most notably, a new double-drop frame was adopted to provide a lower and sleeker look. Mid-season, Packard’s four-speed synchromesh transmission was replaced with a three-speed synchromesh unit with an optional vacuum-operated clutch. Bijur chassis lubrication remained, now with 40 points on the redesigned chassis.

Most noteworthy were the addition of ride stabilizers mounted at the ends of the front bumpers. These were the idea of Packard’s

EStImatE:

$225,000–$250,000

CHaSSIS no. 194335

EnGInE no. 194328

BoDy no. T60967

vEHICLE no. 511-37

SPECIfICatIonS:

Series 903. 135 hp, 384.8 cu

in. L-head inline eight-cylinder







200

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Lot 166

Chief Experimental Engineer Clyde Paton, who arrived from Studebaker the previous year. The stabilizers consisted of heavy metal spools mounted between springs and enclosed in chrome cylinders. These served as counterweights to eliminate front wheel wobbling with the emphasis on improved ride and handling.

The Deluxe Eight Phaeton offered here was the 27th of about 30 built in 1932, and it is reportedly one of seven known to survive today. A numbers-matching car with its original bodywork, it was delivered in Newark, New Jersey, on November 12, 1932. Some 21 years later, it was discovered in a Garden State backyard by long-time CCCA member and noted Packard enthusiast George Jepson, who paid $35 to take it home. The car was then sold to Bennett Fishler, who restored it to original condition and drove it on a CARavan in 1955. “Before and after” shots appear in the Winter 1956 issue of The Classic Car.

Several years later, the Packard was passed to Burton Dickerman, and then, in the 1970s, it passed from Dickerman’s widow to Bill Neubig, their neighbor in Connecticut, from whom the present owner acquired the car in 2007.

The car has since undergone a three-year-long restoration to original condition, resulting in the stunning phaeton seen today, painted a sumptuous black with a black top and contrasting burgundy interior, belt line, and fender welting. Fitted with dual side-mount spares, an accessory trunk rack, period wide-whitewall tires on chrome wire wheels, as well as the new-for-Ninth Series cormorant signature hood ornament, this car will no doubt be a star wherever it appears. It is ready to be shown or reintroduced to the CARavan circuit after a half century of absence.

1928 HISPAno-SUIZA H6C TRAnSFoRMABLe ToRPeDoCoaCHWorK By HIBBARD & DARRIn

• AnH6C,theultimatesix-cylinderHispano-Suiza

• DeliverednewintheU.S.

• OriginalcoachworkdesignedbyHibbard&Darrin

• FormerlythepropertyofArturoKeller

As the name implies, Hispano-Suiza was born in Spain of the genius of Swiss engineer Marc Birkigt. The most legendary “Hissos” were, however, produced in the factory in France, which opened in 1911. Most significant of the French Hispano-Suizas was the H6 of 1919, which was described by British historian T.R. Nicholson as “the last word in advanced transport for the rich.” Developed from the company’s proven aero engines of World War I, the 6.6-liter, overhead-cam straight six was cast in aluminum, with a fixed head, steel liners, two valves per cylinder,

and a seven-main-bearing crankshaft with full lubrication. Mated to a light, rigid chassis, it resulted in outstanding performance, and the servo-assisted brakes with finned aluminum drums assured quick stops.

The H6 was succeeded in 1921 by the H6B, joined in 1924 by the H6C. The latter was the ultimate six-cylinder Hispano-Suiza, intended for high-speed sporting use. With its larger 7.9-liter engine, based upon that of the “Boulogne” racing cars, it was capable of speeds approaching 110 mph, while also carrying the latest luxurious custom coachwork of the day. An ideal aristocrat’s express, it represented the zenith of the line and ranks among the most delightfully excessive automobiles to emerge from France during the 1920s.

EStImatE:

$400,000–$500,000

CHaSSIS no. 12036

EnGInE no. 320104

SPECIfICatIonS:

160 bhp, 7,983 cc SoHC inline



axle and live rear axle with semi-


wheel servo-assisted mechanical


202


Lot 167

Please note, this vehicle is titled as a 1926.

The H6C offered here features coachwork by Hibbard & Darrin, the noted Paris coachworks established in 1924 by American expatriate designers Howard “Dutch” Darrin and Thomas Hibbard. Hibbard & Darrin’s most famous product was a four-door convertible dubbed the Transformable Torpedo, the hallmarks of which were a snug-fitting convertible top, which dropped in a “tent flap” to fill the space between the trapezoidal side windows, and a wide beltline molding also seen in other Hibbard & Darrin creations. This body design was utilized on numerous chassis, including the Rolls-Royce of actress Marlene Dietrich, and this particular Hispano-Suiza.

According to the original Hispano-Suiza factory records, this car was delivered new on January 26, 1928, to Clarke D. Pease, the United States distributor, making it surely one of the few H6Cs to have been originally sent stateside. Its first owner was one of the Chopitea brothers, the free-wheeling playboy heirs to a Peruvian sugar fortune, who enjoyed homes throughout the world—one of which, reportedly, served only to hold their suits—and a bevy of fine automobiles, including a succession of Duesenbergs and 12-cylinder Packards. The car later passed to a Mr. Marais, then to a prominent Armenian diamond trader and art collector, Mirant Eknayan. At some point

204

during its early life, the body was updated to its present appearance, including the addition of sweeping, full pontoon fenders and an extension to the rear body, which incorporates a built-in trunk, bringing the body in line with the streamlined look in vogue in the late-1930s.

The car was eventually acquired by noted collector Arturo Keller, of California, and it has since resided in several other prestigious collections. The current owner has installed a new clutch; has fully tuned the engine; has sorted the brakes, steering, and suspension; and has professionally freshened the belt molding and fender edges. It continues to present quite well; all brightwork is in good condition, and the newly installed dark

brown canvas convertible top is in excellent shape. The cream-colored leather upholstery and chocolate brown carpets, nicely accented with cream piping, present well, as does the interior wood trim, which provides a stunning contrast to the aluminum instrument panel. Under the hood, all is correct and well-detailed, with the polished aluminum firewall serving as a mirror to the impressive engine.

One of very few H6Cs remaining, and undoubtedly one of the few original U.S.-delivery examples, this spectacular Hispano-Suiza represents a worldwide effort: Swiss engineering, French artistic flair, and American ingenuity combined in a gorgeous Art Deco package.

1949 FoRD “THe FooSe FoRD” CUSToM CoUPe

• FromthecollectionofMr.SkipBarber

• DesignedbyHarryBentleyBradley

• BuiltbyDonnLoweandSamFoose

• FormerRod & Customcovercar

The original design for this “shoebox” Ford was published by noted custom car and Hot Wheels designer Harry Bentley Bradley, creator of the infamous Deora, in a 1983 edition of Street Rodder magazine. They caught the eye of Donn Lowe, who began in 1996 to build the car that Bradley had dreamed. The project was eventually sold to Jack Barnard and completed by the legendary Sam Foose, giving rise to the name of “The Foose Ford,” by which the car has been known ever since.

The Foose Ford’s smooth, understated, yet arresting appearance is created using a wedge-sectioned 1949 Ford body with a 2 1/2-inch

chopped top and a windshield laid back six inches. Other accents included a customized 1949 Ford grille ornament, frenched 1952 headlight rims, and custom-fabricated steel body trim, as well as carefully modified bumpers with custom rear exhaust outlets. Bathed in a deep PPG Phantom Green finish, the Ford is set off by gleaming brightwork and painted steel wheels with beauty rings, original-style Ford script hubcaps, and wide whitewall tires, giving it an appearance that recalls later Ford designs while also remaining true to its classic “shoebox” roots.

The interior, created under the supervision of Chip Foose, features Glide Engineering front seats and a custom rear seat, with rich grey leather and mohair upholstery by Gabe Lopez. The smoothed original dashboard houses restored original instruments, a Vintage Air

EStImatE:


SErIaL no. CA750456

SPECIfICatIonS:

Est. 350 hp, 302 cu. in. ford

overhead-valve v-8 engine,

ford aoD four-speed automatic


suspension with unequal-length

upper and lower control arms

and coil springs, live rear axle,

and four-wheel hydraulic front

disc and rear drum brakes.

Wheelbase: 104 in.

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Lot 168

air conditioning system, and a two-spoke billet steering wheel mounted on a 1973 Cadillac tilt column. The car is complete with remote entry, a Kenwood stereo system with an Alpine CD player, and a powerful sound system, all the necessities for a modern high-end custom.

Under the hood is a 302-cubic inch GT40 crate engine from Ford Motorsports with a 1950s Cadillac-style air cleaner and Edelbrock intake, as well as Ford Racing headers. The frame incorporates a 1972 Nova front clip with Fat Man control arms and a stout Ford nine-inch rear

assembly with 3.00:1 gears. The result is a car with modern engineering under classic design, which has been featured on the cover of the February 1999 issue of Rod & Custom magazine, and in 2002, it was selected to take part in the Ford Motor Company display at the world-renowned Woodward Dream Cruise.

Beautifully designed and constructed, with clean lines that are both sophisticated and extreme, “The Foose Ford” is likely the most spectacular custom take on the trendsetting “shoebox.”

2000 PoRSCHe 911 GT3 R

• Inthenumber15liveryasdrivenbythelatePaulNewman

• Campaignedby2000ALMS-winningDickBarbourRacing

• Originalrace-preparedGT3Rwithcompetitioninterior

Porsche’s 911 series is the definitive sports car family and a legend in endurance racing. Many consider the GT3 as its crowning achievement. In the tradition of the Carrera RS 2.8, the 996-based GT3, introduced in 2000, was a street-legal homologation model—a raw, track-ready car with a highly modified 3.6-liter, liquid-cooled, flat-six engine. Whereas the Turbo and the GT2 achieved their incredible performance with turbocharging, the GT3 was a visceral, naturally aspirated monster.

With 400+ brake horsepower on tap, an 8,600 rpm redline, a close-ratio six-speed gearbox, and wider rear bodywork, the race-bred GT3 was the driver’s first choice. Competition variants, logically designated GT3 R, were

homologated for FIA GT and IMSA American Le Mans Series (ALMS) competition. Featuring purposefully stripped interiors with full roll cages, racing seats, fire-suppression systems, and other competition enhancements, these lightweight race cars furthered Porsche’s long-running dominance of international GT-class endurance racing.

With an all-star lineup of drivers, including Bob Wollek, Dirk Müller, Lucas Luhr, Sascha Maassen, Mark Neuhaus, Grady Willingham, Michael Brockman, Randy Wars, and the late Paul Newman, Dick Barbour Racing thoroughly dominated the ALMS in 2000, winning nine of 12 events that year, and ultimately, the GT Championship. This competition-spec GT3 R is particularly famous as the number 15 entry piloted by Brockman, Wars, and Newman at the 2000 Petit Le Mans held at Road Atlanta. Subsequently, the inside of the passenger door panel was signed by Randy Wars and Dick Barbour.

EStImatE:

$140,000 – $180,000

CHaSSIS no. WPOZZZ99ZYS692096

SPECIfICatIonS:

type 996. 400+ bhp, race-

prepared 3.6-liter liquid-cooled,

rear-mounted, horizontally-

opposed six-cylinder engine

with fuel injection, six-speed

manual gearbox in rear transaxle,

four-wheel independent racing

suspension, and four-wheel

ventilated hydraulic disc brakes.

Wheelbase: 92.5 in.

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Lot 169

Please note, this car is offered on a Bill of Sale only.

In September 2005, the 911 was purchased by a noted collector, where it remained on display until 2010. The previous owner sold the car in 2010 to the current driver, who continued to vintage race the Porsche at several events. Still wearing the names of Newman, Brockman, and Wars, this GT3 R was thoroughly prepared for racing after it was acquired by the owner later in 2010. Track time includes vintage racing at the Mitty in Atlanta in April 2011, the Kohler International Challenge at Road America in July, and at the Porsche Rennsport Reunion at Laguna Seca in November of the same year. It also won a reserve award at the Road & Track Concours d’Elegance held in conjunction with the Kohler International Challenge.

During this time, the GT3 R was properly maintained and prepared by Bob Russo through Napleton Porsche Motorsports in Illinois. The transmission has recently been properly rebuilt, and the car is described as very reliable.

Precious few racing-spec GT3 Rs were produced to meet FIA and IMSA homologation requirements. This car remains extremely fast and is an excellent choice for current Porsche Club of America races, Porsche Owners Club races, and a variety of other vintage racing events. This example is, therefore, not only very rare as a GT3 R model, but it is also very desirable with its Dick Barbour and Paul Newman history.

Paul newman takes his star turn behind the wheel of the #15 Dick Barbour

racing Gt3 r at the 2000 Petit Le mans at road atlanta.

Photo courtesy of Scot Sanborn

1972 FeRRARI 365 GTB/4 DAyTonA

• Euro-specDaytona

• Oneof1,273DaytonaBerlinettasbuiltbyScagliettifrom1968–1973

• Wonderfullydrivablewithafascinatingtransatlantichistory

• Fullservicehistorysince1992andtheEPA/DOTreleasesfromtheoriginalimporter

• Numbers-matchingwithrecentcosmeticandmechanicalattention

The Ferrari 365 GTB/4 acquired its unofficial Daytona name after the model swept the top three places at the 1967 race of the same name. Ferrari was reportedly quite put-out when the Daytona name leaked out during testing, and it was never officially applied to the model. In any case, the Daytona proved its namesake point 12 years later when a 1973 model finished 2nd at

Daytona in 1979, driven by John Morton and Tony Adamowitz, capping an extraordinary competition career.

Introduced at the 1968 Paris Salon, the Daytona had a tube steel frame, and the body featured a horizontal body side crease below the level of the wheel wells. Early models had full-width plastic headlight covers, but U.S. regulations rejected covered lights, and the solution was the elegant pop-up lights, which were fitted to all the cars from 1970 onwards. The Kamm tail contained two taillights on each side, and aluminum was used for the doors, hood, and trunk lid. The Cromodora five-spoke wheels were standard and similar to wheels used on Formula One cars at the time.

EStImatE:

$375,000–$475,000

CHaSSIS no. 15105

BoDy no. 72X

SPECIfICatIonS:

352 hp, 4,390 cc DoHC v-12

engine, six Weber 40 DCn 17

carburetors, five-speed manual

transaxle, independent front

and rear suspension by coil

springs and wishbones, and


Wheelbase: 94.5 in.

210

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

Lot 170

The price of the 365 GTB/4 rose from $19,500 to $23,940 through the model’s five-year production run, while one of the 121 spyders would set you back about $2,000 more. But the Daytona’s mechanical specifications delivered on its claim to be the fastest production sports car in the world, with a top speed of 174 mph. The four-cam Colombo V-12 engine displaced 4.3-liters and generated 352 horsepower.

One of the first endorsements came from Le Mans winner for Ferrari and lifetime auto journalist Paul Frere. He reported 176 mph in Autostrada traffic in 1969 and observed that the radio was useless above 120

mph. Still, as he said, “If you go faster, it’s the engine that makes the music, the finest music of all to the ears of the enthusiast, and the music he can enjoy in a well-sprung car, fitted with such amenities as electric window lifters, air conditioning…and a really capacious luggage locker—a Grand Touring car par excellence.”

Competition Daytonas won the Tour de France in 1972, their class at Le Mans in 1973 and 1974, and their class at Daytona in 1973 and 1975. The 1973 Le Mans class-winning Charles Pozzi entry, driven by Vic Elford and Claude Ballot-Lena, was driven back to Paris following the race—proving the Daytona’s remarkable reliability.

212

The car offered here is an original European-specification Daytona, originally finished in Argento Metallizzato, and it was reportedly purchased new by Peter McKenzie-Sanders, of Willowdale, Ontario, Canada, from Motor S.p.A. in Bologna, Italy. McKenzie-Sanders displayed the car at the 16th and 19th annual meets of the Ferrari Club of America and retained ownership for 13 years before passing the Ferrari to James Villa, of Rochester, New York. Several years later, it was sold to Connecticut banker J. Arthur Urciuoli, who adapted the car for vintage

racing in 1992 and had a complete mechanical rebuild commissioned by World Wide Cars, totaling over $87,000. Urciuoli obviously had tremendous fun with it, exercising the car at the Mid-Ohio Vintage Races in 1993, as pictured in issue number 77 of Cavallino magazine.

The Daytona has since resided on the East Coast, along the way being refinished in classic Rosso Corsa over tan leather upholstery. In March of 2012, the cabin’s upholstery was completely freshened and fitted with

a new, correct mouse hair dashboard by Coachtrim of Danbury. Michelin XWX tires were mounted on proper 15x7.5 inch Borrani wire wheels, and a recent full service and underside detailing was performed by a well-known East Coast marque specialist.

The driving experience of this particular 365 GTB/4 is truly top-notch, with beautiful carburetion responsive to throttle input and cool operating temps under load. The brake and clutch operation is fluid, and the transaxle

has wonderful synchros, both warm and cold. The experienced Ferrari driver will be hard pressed to contain his/her enjoyment behind the wheel, as this car has a wonderfully concise, coherent feeling on the road and is presently offered out of the sunny Southwest. Daytonas are becoming scarce, as owners are reluctant to part with their cars. Here is a great opportunity to acquire a correct and desirable example.

1963 PoRSCHe 356B 1600 SUPeR 90 CABRIoLeTCoaCHWorK By ReUTTeR

• Rare“Super90”engine

• Threeownerssincenew

• Recentlyrestoredtoitsoriginalappearance

• AccompaniedbyaPorscheCertificate ofAuthenticity

One of the new features introduced for the 356B Porsche in 1960 was an uprated engine with higher compression, producing some 90 horsepower. The most powerful street engine yet for a Porsche, it made the Super model even more so, and, accordingly, it has always been known as the Super 90. It is especially desirable when installed in the cabriolet model, with its fully insulated top and roll-up windows, providing a fun automobile for fast travel, year-round.

The cabriolet offered here was delivered new in Denver, Colorado. It was sold by its original

EStImatE:

$110,000–$150,000

SErIaL no. 158625

EnGInE no. 0800969

SPECIfICatIonS:

90 bhp, 1582 cc air-cooled

flat four-cylinder engine with

dual carburetors, four-speed

manual transmission, parallel

trailing arm front suspension

with laminated torsion bars,

swing axle rear suspension with



Wheelbase: 82.7 in.

214


Lot 171

owner in 1966, and it remained in the care of the second owner’s family until being sold to the present caretaker in autumn 2001, when it had recorded 110,021 actual miles, an average of 2,245 miles annually. Despite its use in the high mountains, it had never experienced any type of inclement weather, having been meticulously stored through the fall and

winter for all those years. It was also regularly serviced and maintained.

After acquiring the car, the owner turned it over to Kundensport, of Camarillo, California, for complete refurbishment to original factory specifications. The entire interior, carpeting, and top were correctly replaced, and they are as fresh and new as depicted in the Porsche Certificate of Authenticity, which

accompanies it, along with documentation of past ownership. Finished in Ivory with green leatherette and corduroy seats, and optioned with antenna, driver’s headrest, tinted windshield, and vented chrome wheels, this is a wonderful little treasure to enjoy as a driver, show car, and investment. Sitting behind the wheel, one understands why Ken Purdy wrote in the pages of Playboy that the 356B “may be the most fun to drive of anything built in the world.”

1971 MeRCeDeS-BenZ 280Se 3.5 CABRIoLeT• FullyrestoredbyHatch&Sons

• Desirableconsoleshiftwithfactoryairconditioning

Mercedes-Benz’s second V-8, after their mighty 6.3, was a hot rod engine. Just as with a small block American V-8, the compact, fuel-injected, 3.5-liter unit would fit under the hood, where a straight six would have previously been the top offering. The new 280 SE Cabriolet looked like the six-cylinder 280, but it had big, reliable power from the new engine to power it into the 1970s and to 60 in under 10 seconds, with a 130 mph top speed. This wasn’t muscle car territory, but it was highly respectable for a full-on luxury cabriolet weighing over 3,600 pounds. The high-revving, very over-square engine displaced only 213.5 cubic inches, and so, it blew through the one-horsepower-per-cubic-inch barrier.

No American car of the era could match the new Mercedes’ mix of technology and quality. Fully-independent coil-spring suspension and four-wheel disc brakes meant that ride and

handling with the long-wheelbase chassis were thoroughly modern; but unlike a car of the 21st century, the look was completely distinctive and completely Mercedes-Benz, or “fabulously handsome,” as Road & Track called it. While the rear seats are larger than those of previous models, they were of the occasional variety. Front passengers, however, were treated to the level of the understated elegance that one would expect in a car of this caliber, and price.

The car offered here was owned by Bob Hatch in the 1980s, and it was subsequently restored by Hatch & Sons in the ’90s. They are known as perhaps the most respected restorers of the W108 series Mercedes in North America. Bob Hatch’s restorations were generally acknowledged to be comparable to the original factory build, and prior to his recent retirement, his work was featured in several international magazines. Since restoration, the car has been fortunate to fall under the care of another renowned New England shop, Kent Bain’s

EStImatE:

$175,000–$225,000

CHaSSIS no. 111.027.12.003753

SPECIfICatIonS:

230 bhp, 3,499 cc overhead cam

fuel-injected v-8, four-speed

automatic transmission, four-

wheel independent suspension,



216


Lot 172

Automotive Restorations. They have ensured that the car remains not only in 100% mechanical condition, but that it also retains its show-quality finish.

The 280 SE is equipped with a pair of classic leather Mercedes semi-bucket seats in light grey, comfortable for any driving in any conditions, and they face a leather-wrapped, wood-faced two-dial dashboard. The large register vents of this car indicate that it is equipped with Behr air conditioning, making it even more attractive, as it is a car that can be driven year-round. Capping it all is a beautiful navy blue convertible top that, when erected,

renders the pillarless two-door as silent as any sedan. For that, one can credit the six-layer handcrafted top, which is nearly 1½-inches thick.

Combining mechanical sophistication with hand-finished build quality, there are few automobiles of the seventies from Germany that can stand alongside the 280 SE 3.5. This car has benefited from restoration by the most talented of craftsmen and is mechanically well-sorted, and as a result, it is truly a car that one could expect to drive straight home, or anywhere else, without drama.

1936 CoRD 810 WeSTCHeSTeR

• FromthecollectionofSkipBarber

• ThepurestformofGordonBuehrig’slegendarydesign

• Themostmoderndrivingcarofthe1930s;well-sortedfortouring

The 810 was E.L. Cord’s second attempt at a front-wheel drive automobile. Its engine was a V-8, also by Lycoming, but a four-speed, electrically-shifted, pre-selector transmission was used. The body, designed by Gordon Buehrig, was a thing of beauty. Its blunt, louvered hood gave rise to the nickname “coffin nose,” always a term of endearment, and such features as a “step-down” floor, unitary construction, hidden door hinges, and a total lack of running boards were all previously unheard-of.

The car’s reception at the November 1935 New York Auto Show was enthusiastic, with onlookers reportedly standing on the roofs of other cars just to catch a glimpse, and the orders poured in. Alas, production start-up for the advanced and complex design

was slow, and by the time supply caught up with demand, some customers had changed their minds. Cord production wound down in 1937.

The car offered here is an example of what was Gordon Buehrig’s favorite version of his design, the original 810 Westchester sedan, without the side exhaust or bustle-back trunk added to later models, and with a refreshingly clean and simple interior in correct cloth upholstery. Skip Barber acquired the car several years ago following a full restoration, and he then invested some $10,000 in having Jack Roush rebuild the correct engine to top running order. The original Startix, designed to restart the engine in a stall, was replaced with a Ford solenoid for more reliable starting; the Startix is included with the car, should the new owner prefer a stock system. The transmission has been sorted, and as a result, the Cord today runs strongly and functions exactly as it did when new, perhaps even better.

It is ready to set out and drive, as one would expect of a car owned by the legendary driver, Skip Barber.

EStImatE:


CHaSSIS no. 8101376A

EnGInE no. FB2609

BoDy no. C90474

SPECIfICatIonS:

125 bhp, 288 cu. in. L-head v-8,

four-speed pre-selector manual


suspension, rear semi-elliptic

suspension with leaf springs,

and four-wheel hydraulic brakes.

Wheelbase: 125 in.

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Lot 173

1951 RILey RMD 2½-LITeR DRoPHeAD CoUPe• RareBritishclassic,beautifullyrestored

• Approximately50survivingexamples

• Only50,000originalmiles

In 1938, Riley became part of the Morris-MG-Wolseley Nuffield Organization. However, the RM, announced in 1945, preserved Riley character with a technically-advanced chassis and with coachbuilt body choices of definite sporting flair. Carried over was Riley’s own engine, featuring hemispherical combustion chambers and twin camshafts operating inclined valves through short pushrods. Riley RM-series cars, often called “the last of the real Riley’s,” were among the first new British designs after WWII.

We understand that this 1951 Riley was originally delivered in New York to an expatriate from a British fox-hunting family. He added a running fox hood ornament and a traditional “owner’s box” with an engraved silver plaque. Still found with the car today are the original owner’s manual and the original workshop manual. This car also retains its original seven-inch Lucas driving lights, officially referred to as “King of the Road” lamps.

With a beautiful exterior in British Racing Green, the car has new cognac leather upholstery, closely matching the original hide. The mahogany trim has been restored by Madera, and the instruments were rebuilt by Nisonger. The new Haartz fabric top has a full inner liner and a matching boot. Aiding in the comfort of the passengers are floor level fresh-air ventilators found on either side of the coachwork.

This 2½-liter RMD has undergone an extensive body-off restoration in the last two years. The suspension has been rebuilt, as have the four-wheel disc brakes, which were an earlier conversion. The body’s ash-framing was found to be sound, allowing attention to be concentrated on achieving first class fit and finish. The chrome trim has been re-plated and remains in excellent condition. Additionally, it has a new wiring harness and loom.

Of the 28,306 RM-series cars produced, only 503 were drophead coupes. One recent estimate puts the number surviving at 50. This Riley, with left-hand drive and 50,000 original miles, presents an opportunity to acquire a rare and immaculate British classic. It certainly characterizes the Riley slogan: “Magnificent Motoring.”

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Lot 174

EStImatE:


CHaSSIS no. 60D7482

SPECIfICatIonS:

100 bhp, 2,443 cc oHv twin-

camshaft four-cylinder engine

with twin SU carburetors,



with torsion bars, live rear

axle with semi-elliptic springs,

rack-and-pinion steering, and

four-wheel disc brake conversion.

Wheelbase: 119 in.

Visit rmauctions.com to view all photos.

1966 SHeLBy MUSTAnG GT350

• Desirableearly-1966model

• ExcellenttouringortrackShelby

• Restoredwith“R”-modelupgrades

While Ford’s 1964 Mustang was a huge hit, it would never be mistaken for a “Total Performance” poster boy. Carroll Shelby, already a Ford-related performance commodity with his AC Cobras, was tapped to transform the mild mannered Mustang into a potential “B” Production SCCA champion.

Unveiled by Shelby on January 27, 1965, his Shelby GT350 had a few subtle exterior changes: a fiberglass hood with a functional hood scoop, a clean looking grille, and a tricolored running horse located on the driver’s side of the grill. All Shelbys in 1965 were Wimbledon White with a blue GT350 side stripe located below the door. A special aluminum intake, carburetor, and exhaust headers increased the solid lifter Hi-Po 289’s horsepower from 271 to 306. Exhaust

from the Tri-Y headers exited in front of the rear wheels. Borg Warner T-10 four-speed, nine-inch Detroit “no-spin” differentials and extensive suspension work were just some of the 50 improvements incorporated into the GT350, which listed for a most reasonable price of $4,547.

The street GT350s sold briskly, but since they were essentially thinly disguised race cars, early buyers complained about harshness, noise, and rattles. As a result, the 1966 GT350 became more user-friendly due to a host of mechanical revisions that softened the edges and made the cars more tractable. Exterior changes included Plexiglas quarter windows and the scoops and ducting necessary to help cool the rear brakes. Mechanically, the engine remained the same, a Shelby-prepared 306 brake horsepower, solid lifter 289-cubic inch Ford V-8 with a Holley four-barrel carburetor and a considerably quieter exhaust system. The Borg-Warner T10

EStImatE:

$120,000 – $160,000

CHaSSIS no. SFM6S316

SPECIfICatIonS:

306 bhp, 289 cu. in. v-8 engine,

four-barrel carburetor, four-speed

“top loader” transmission,


with coil springs, live rear axle


and front disc and rear hydraulic


220


Lot 175

four-speed manual transmission remained standard, but an automatic was optional. The suspension was much closer to stock, greatly improving the ride and comfort. All told, 1,365 cars were built in addition to the 1,000 GT350H Hertz “Rent A Racers” and 13 specials and prototypes.

The 1966 model offered here, serial number SFM6S316, is a very desirable early car, equipped with lowered front A-arms and over-rider rear traction bars. Originally delivered to C.M. Freeman by Arles Ford, of San Rafael, California, on March 19, 1966, it was restored by third owner Mark Hereford, who rebuilt the car comprehensively to the specifications of the desirable racing, or “R,” model. Finished as-new in Wimbledon White with Guardsman Blue stripes, it is now equipped

with fiberglass bumpers and a rear deck lid, a racing gas tank with a quick-fill fuel cap, a trunk-mounted battery, R-style bucket seats, a roll cage, shoulder harnesses with three-inch lap belts, Plexiglas backlight and side windows, Cobra-style side mirrors, a 1965-style wooden steering wheel, and American racing wheels shod with Goodyear Sports Car Special tires. Underneath is a 289-cubic inch “High-Po” V-8, fitted out with original-style Cobra valve covers, a Holley carburetor, a Cobra aluminum intake, and a racing oil pan.

Recently fully-serviced, this is a turn-key GT350 with competition upgrades, well-suited to either tracking or touring with the ferociousness that Carroll Shelby appreciated on such events as the Copperstate 1000.

223

1954 PeGASo Z-102 SeRIeS II CABRIoLeTCoaCHWorK By SAoUTCHIK

• ThesoleSeriesIISaoutchikCabriolet

• ArareexampleofSpain’smodernsupercar

While Pegaso was well-established and noted for its production of industrial trucks and coaches, the firm launched what would ultimately be a seven-year foray into the production of a coachbuilt, V-8-powered supercar, the likes of which Spain or the rest of the world would ever see. The chief technical manager for Pegaso was Wifredo Ricart, an experienced designer and engineer whose previous associations included the Alfa Romeo 512, and who was also a rival of Enzo Ferrari, who of course was also an alumnus of Alfa Romeo.

The Z-102 employed racing-car technology in its chassis and alloy body. All of its components were produced in-house at the Pegaso factory in Barcelona. In the tradition of the grand pre-war classics, the factory produced only rolling chassis that would then be clothed with bespoke coachwork by Touring, Serra, Saoutchik, or Enasa, which was an in-house coachbuilding arm responsible for bodying a number of the chassis in various forms. Power was produced from a four-cam, all-alloy V-8 with dry sump lubrication, which was mated to a five-speed transaxle unit.

EStImatE:

$1,250,000–$1,750,000

CHaSSIS no. 0102-153-0136

EnGInE no. 0102-017-0136

SPECIfICatIonS:

165 bhp, 2,814 cc quad

overhead camshaft v-8 engine

with a two-barrel Weber

carburetor, five-speed manual

transaxle, independent front

suspension with de Dion-type

rear, and four-wheel drum



Lot 176

224

A pair of Z-102 prototypes were built in 1951, one a coupe and one a cabriolet. These examples, which were among those bodied in-house, had steel bodies that lacked the flair sought by Pegaso and inhibited performance due to their weight. Carrozzeria Touring then stepped in and gave the cars a facelift, which involved lowering the bodies, repositioning the fog lights, replacing the grille with a two-piece cross, and revising fine details to produce an overall cleaner profile that was similar to that of the cars it intended to compete with.

The Z-102 entered production with a 2.5-liter engine, as used in the prototypes, though variants included 2.8- and 3.2-liter engines with multiple aspiration options, including a supercharged 3.2 that produced a whopping

360 horsepower. The fastest examples could reach 160 miles per hour—enough to beat even a production Ferrari at the time—and even the base model had a top speed of 120 mph.

Like many other luxury and performance machines that had come and gone before the Pegaso, production of these cars spared no expense, which in turn placed a great deal of financial strain on the firm. The later Z-103 was introduced as a simplified, less-expensive version with three different engine offerings, but it did little to improve the company’s balance sheet. Production of the Z-102 was discontinued after 1958, with approximately 84 units produced in various combinations of engine, body style, and coachbuilder.

227

Chassis 3-0136 is part of what is known as the Second Series by Saoutchik. The Second Series Saoutchik berlinettas and cabriolets were distinguished from each other only by the type of bumpers used. Compared to the earlier First Series, however, they displayed more balanced lines, with less emphatic curvature of the fins, and more space in the wheel arches, and the nose was also revised with a treatment that incorporated the headlights and fog lights inside a teardrop-shaped surround.

According to the marque reference authored by Carlos Mosquera and Enrique Coma-Cros, there were a total of 18 Saoutchik-bodied Pegasos built; of these, eight were Series II examples, with 3-0136 being the sole cabriolet among them. There were three other Saoutchik cabriolets built; the first, 0-0116, is considered a prototype, and two subsequent examples, 0-0132 and 3-0134, are Series Is. Of particular beauty, and also unique to this car, is the gently curved windshield, which lacks a top frame, leaving only the stylized line of the glass, producing a low, sleek appearance.

Chassis 3-0136, as displayed at the

San remo Concours.

In April of 1954, this car, the last of the Z-102 Saoutchik convertibles, was displayed at the San Remo Concours d’Elegance in a striking blue, driven by Jacques Saoutchik’s son, Pierre, who had by then taken over the family business. The car was then sold into private hands, and by February 1958, its owner decided to have it converted into a berlinetta.

The car spent the majority of its subsequent life in Spain, and in the early-1990s, its owner opted to restore it to its original 1954 open configuration due to its uniqueness and special place in the history of Pegaso. The current owner,

who has pined for a Pegaso since seeing one as a child in 1954, acquired this example in 2004. It has been on display at the Petersen Museum and at several concours events, but never judged. The beautiful metallic blue paint shines, as do the aluminum walls of the engine bay, which is very presentable, as are the comfortably worn blue leather seats. The owner reports that he uses the Pegaso regularly on Sunday mornings, and he also reports that it drives well, with its four-cam engine always sounding strong and ready to continue on as part of the lasting legacy of Spain’s supercar.

229

1936 PACKARD TWeLVe CoUPe RoADSTeR• ThemostdesirableopenPackardof1936

• CCCASeniorcarwithmultipleBestinShowandclasswins

• Equippedwithnumerousaccessories

Like other luxury manufacturers, Packard responded to Cadillac’s 12- and 16-cylinder volleys with more cylinders of its own, in this case, a 445.5-cubic inch, 160 horsepower V-12. Upon its introduction in 1932, it was called the Twin Six, but given the refinements and advancements, such as double the horsepower of the original Twin Six, it was renamed the Twelve from 1933 until its discontinuation in 1939.

Initially designed by C.W. van Ranst with Tommy Milton and refined by Charles Vincent, brother of engineering head Col. Jesse Vincent,

the Twelve boasted 322 foot-pounds of torque, which could propel coachbuilt sedans and limousines to 60 mph in 20 seconds. The nearly horizontal valve stems operated by a camshaft deep in the engine block through roller rockers on hydraulically-adjusted eccentrics, which produced a nearly silent result. In 1935, aluminum heads and a longer stroke boosted the engine displacement to 473-cubic inches and the horsepower to 175, putting 100 mph in reach.

The spectacular coupe roadster offered here represents the sportiest and, to many collectors, most desirable V-12 Packard offering of 1936. The present owner had a four-year long, nut-and-bolt restoration performed on the car by Automotive Restorations, of Connecticut, after which it was displayed at numerous

EStImatE:

$250,000–$300,000

EnGInE no. 904479

vEHICLE no. 939-207

SPECIfICatIonS:

Series 1407. 175 bhp, 473 cu.

in. side-valve v-12 engine,

three-speed synchromesh manual

transmission, front beam axle




vacuum-assisted mechanical


230


Lot 177

major shows. Among its honors are Best of Show at the Greenwich Concours, as well as two firsts and a Best of Class at the Meadow Brook Concours; it scored 100 points in CCCA competition and holds Senior honors with that club, as well as the AACA. Today, it still presents in wonderful, “show ready” condition and is loaded with such accessories as dual spotlights, senior Trippe lights, a Packard radio, a heater, and high

compression heads, the latter acquired as “new-old stock,” all of which work as-new. The older restoration remains at concours levels, and the silent-running engine is, indeed, still silent-running.

This is a lovely example of the car every Packard owner lusted for in 1936.

1967 LAnCIA FLAMInIA SUPeR SPoRTCoaCHWorK By CARRoZZeRIA ZAGATo

• Mostdesirable,ultimatespecification

• Oneofonly187built

• Superblyrestored,bothcosmeticallyandmechanically

• Equallyathomeontheconcourslawnoronralliesandtours

The successor of the Lancia’s lauded Aurelia came to the market in 1957 with the Flaminia, its chassis designed by the brilliant Antonio Fessia. It continued with the earlier car’s basic architecture, a 90 degree V-6 engine mated to a rear transaxle. While the final Aurelia and the first Flaminia engines were both 2.5-liters, they were not the same, as they had completely different cylinder bore and stroke specifications.

In addition to the Pinin Farina-designed, factory-built sedan, or Berlina, Lancia also offered a range of coachbuilt variants. Pinin Farina built a four-seat coupe, Carrozzeria Touring a two-seat convertible, as well as a two-seat and 2+2 coupe called the GT and GTL, and Zagato built the Sport, another two-seat coupe. Shown in 1958, with deliveries beginning in 1959, the Sport was created on a shortened wheelbase and combined

a light weight body with the most powerful engines available in the Flaminia range, which gave it the most brilliant performance of any of the Flaminia models.

Over the course of a production life of nine years, there were four series, with five versions built. Initially, the Sport had a 2.5-liter single-carburetor engine, smooth, rounded front and rear ends, and covered headlights. After a year, the front end was revised with standing, exposed headlights. In three years, 205 examples were sold. The year 1962 saw the introduction of a three-carburetor version, which boosted power from 119–140 horsepower. Aptly named the “3C,” 174 were built before the engine was enlarged in 1963 to 2.8-liters, bringing approximately another 6-10 horsepower. Only 33 of the Sport 3C 2.8 were made before the final, and arguably the most desirable, variant appeared in 1964. The grandly named Flaminia Super Sport 3C 2.8 brought larger Weber 40 DCN 12 carburetors, an output of 152 horsepower, and a restyled body with recessed headlights and a more sharply defined, yet still smooth, Kamm tail.

EStImatE:

$220,000 – $280,000

CHaSSIS no. 826.232.002121

SPECIfICatIonS:

152 hp, 2,775 cc v-6 engine, three

Weber 40 DCn 12 carburetors,

four-speed manual transaxle,

independent front coil spring

suspension, rigid rear axle

with longitudinal leaf spring



232


Lot 178

The Super Sport was produced in 187 examples from 1964 to 1967, and the combination of the revised styling and most powerful engine make this the model of choice for many. Carrozzeria Zagato has been known practically since its founding for designing cars that are either stunningly beautiful, such as the pre-war Alfa Romeo 1750 roadsters, or quirky and challenging to love, such as the early post-war Panoramica cars. Clearly, this Lancia is one of the loveliest faces to come from the renowned Milanese coachworks.

The Super Sport on offer here is finished in its correct color of Newmarket Grey with a red leather interior, a classic color combination. Said to have spent some time in its early life in California, it remained there until the 1970s, when it came into the hands of an experienced collector who cherished the Flaminia for almost 31 years. Kept in a fully climate-controlled environment, it was driven regularly and scrupulously maintained mechanically and cosmetically by his staff, who also cared for the collection’s Alfa Romeos, Ferraris, and Talbot-Lagos.

In 2008, this well-cared-for original car was treated to a complete restoration, with both body and mechanicals redone in his shop. When finished in 2009, it made a rare public appearance at the 30th Anniversary Meadow Brook Concours d’Elegance, where it was much admired. Looking down the smooth flanks of the alloy body, the light reflects evenly from panel to panel, evidence of the quality of the body and the evenness of the shut lines. The bright trim and both the chromed and polished aluminum appears even and well fitted. The interior shows hardly any traces of use, with well fitted seat and door upholstery, dashboard instruments, and carpeting. Under the hood, the quality and correctness of the restoration continue, with proper finishes, clamp hoses, and clips clearly visible.

These very beautiful and capable automobiles have recently been discovered in a major way by knowledgeable and sophisticated collectors, with values rising commensurately. The combination of sure, fast, agile performance, a small quantity artisan build, and timeless beauty have made the Lancia Flaminia Super Sport one of the most sought-after Lancias of all time. This fine example deserves a very close look by anyone interested in experiencing the unique pleasures of Lancia ownership.

1937 CoRD 812 PHAeTon• Iconicfront-wheeldriveAmericanclassic

• Classiccolors

• Well-maintainedrestoration

The 810 was E.L. Cord’s second attempt at a front-wheel drive automobile. Its engine was a V-8, also by Lycoming, but a four-speed electrically-shifted pre-selector transmission was used. The body, designed by Gordon Buehrig, was a thing of beauty. Its blunt, louvered hood gave rise to the nickname “coffin nose,” always as a term of endearment, and such features as a “step-down” floor, unitary construction, hidden door hinges, and a total lack of running boards were all previously unheard-of.

The car’s reception at the November 1935 New York Auto Show was enthusiastic, with onlookers reportedly standing on the roofs of other cars just to catch a glimpse, and the orders poured in. Alas, production start-up for the

advanced and complex design was slow, and by the time supply caught up with demand, some customers had changed their minds.

Four body styles were offered, two sedans and two open cars. The phaeton offered a back seat for two and was one of the first four-passenger convertibles to feature a fully disappearing top and rear quarter windows. The result was a car that had a very sleek, clean appearance when opened to the wind and sun.

Cords for 1937 were designated 812, although there were few changes, aside from an optional supercharger. The 812 was the final car to remain in production in the E.L. Cord empire. Cord sold his interests that August, and new management immediately halted the lines. The tooling for Buehrig’s beautiful bodies was later used by Hupp and Graham, as an ultimately futile attempt to continue in the car business.

EStImatE:

$175,000–$200,000

CHaSSIS no. 8121933H

EnGInE no. FB2578

BoDy no. C91549

SPECIfICatIonS:

125 bhp, 288 cu. in. L-head v-8,

four-speed pre-selector manual


suspension, rear semi-elliptic

suspension with leaf springs,

and four-wheel hydraulic brakes.

Wheelbase: 125 in.

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Lot 179

The 810/812 has remained a legend, in part thanks to display at many of the world’s leading museums as an object of automotive art.

The phaeton shown here retains its original engine and has been converted to the appearance of a supercharged model with the addition of side exhaust, giving it an additional sporty flair. Formerly owned for many years

by the late Orville Kottmann, of Florissant, Missouri, it wears an older restoration in the correct colors of Rich Maroon with a tan interior and top, and it remains in well-maintained, excellent overall condition. It has continued to be well-cared-for by its knowledgeable present East Coast owner, as the most recent of the five Cords that have passed through his ownership over the years. This is a Cord that can be shown or driven with equal pride.

1971 MASeRATI GHIBLI 4.9 SS CoUPe• Oneownersince1976;lessthan48,000

originalmiles

• Fullydocumentedrestorationcompletedninemonthsago

• FinishedinMaseratiRedwithtanConnollyleatherinterior

The Ghibli debuted at the 1966 Turin Motor Show, where Maserati showed it was back with a vengeance after some slow years. It outsold its two biggest rivals, the Ferrari Daytona and the Lamborghini Miura, which was no mean feat. The Ghibli coupe was designed by Giorgetto Giugiaro, who was working at Ghia, and some say it’s his finest work of the decade. At 15 feet long and 6 feet wide, the coupe was also remarkably low, with a tubular steel chassis.

The Ghibli coupe’s body swept back from a low full-width grille with pop-headlights to a steeply angled windshield and fastback roof with a Kamm tail. A five-speed ZF manual gearbox was also fitted. The equipment level was worthy of such a thoroughbred GT, with an

adjustable steering column, leather upholstery, electric windows, reclining seats with head rests, a heated rear windscreen, and even air conditioning as standard equipment. The twin 13-gallon fuel tanks gave a 300-mile range, if one wasn’t in a hurry.

From 1969 to 1973, Maserati offered an updated model known as the SS. The engine included a new dry sump design, which had been devised in order to accommodate the low hood line of Giugiaro’s sleek coupe. This wasn’t just one of the most beautiful sports cars of the 1960s, it was also one of the fastest. Powered by a 335 horsepower, 4.9-liter V-8, the Ghibli could reach almost 170 mph. Excellent braking performance was delivered by two twin-servo assisted ventilated disc brakes with three pistons per caliper.

Chassis 2152 has been owned by the seller for 38 years. He acquired it through a broker in Orlando, Florida, in 1976. At that time, it indicated 35,000 miles, and he continued to drive it regularly

EStImatE:

$130,000 – $160,000

CHaSSIS no. AM115/492152

SPECIfICatIonS:

335 hp, 4,930 cc DoHC v-8

engine, four Weber 48 DCnL

carburetors, zf five-speed manual

gearbox, independent front


double wishbones and anti-roll

bar, rigid rear axle with radius

arms, semi-elliptic leaf springs,

and four-wheel hydraulic disc


236

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Lot 180

for about 12,000 miles until 1979. After that, this Ghibli was stored away prior to the owner undertaking a lengthy restoration. The car was completely rebuilt mechanically, with the engine and transmission overhauled by an Italian automobile specialist in Maitland, Florida, in the late ’80s. The suspension, brakes, and steering were rebuilt, a new exhaust was fitted, and the Campagnolo alloy wheels were polished around that time as well.

The car was later treated to a superior glass-out repaint by a noted restorer in Orlando, Florida, and the color changed from silver blue to Maserati Red. The white leather interior was reupholstered in a saddle tan color, with Connolly hides shipped from London. While the car was apart, it was fully rewired, and the original Blaupunkt radio was rebuilt.

The Ghibli comes complete with all its books and rides on correct Michelin XWX tires. The restoration was completed about nine months ago, after being sidelined by numerous other projects. Since completion, it has only been driven about 600 miles. While the seller stresses it was not restored to be a show car, he describes it as an excellent driver.

While capable of supercar performance levels, the Ghibli is renowned for its drivability at low or high speeds alike. Its handling characteristics are well-balanced, forgiving, and predictable, thanks to its near perfect weight distribution and low center of gravity.

1968 FeRRARI 365 GT 2+2 • Numbers-matchingexample;

beautifullypreserved

• Luxuriousfour-passengerFerrari withV-12power

• Completewithnearly30years ofservicerecords

Introduced at the Paris Salon in 1967, the 365 GT 2+2 was the largest and most luxurious Ferrari model to date, carrying forward the growing demand for high-speed transport with accommodations for up to four passengers. Designed and constructed by Pininfarina, it had a low-slung fastback design and was the first Ferrari to be equipped with standard power steering and power brakes. The 365 GT 2+2 was also the company’s first 2+2 with a self-leveling independent rear suspension.

The 4.4-liter single overhead camshaft V-12 engine was fitted with three Weber carburetors and produced 320 horsepower. Such performance was combined with a luxurious

interior to make a most impressive grand tourer. Plush leather, luxurious veneered trim panels, the last wood-rimmed steering wheel in a production Ferrari, air conditioning, a stereo, and standard power windows completed the interior appointments. By the time production ended in 1971, Ferrari had built approximately 800 365 GT 2+2s, accounting for half of Ferrari production in its three-year run.

This particular 365 GT 2+2, chassis 13795, is a European market car that was imported to the U.S.A. by Thomas Crohman in the late-1970s. Located in Southern California by the mid-1980s, the car received an engine and transmission overhaul by Modena Sport Cars Inc. in West Hollywood, California, in 1985, at which time the odometer showed 91,000 kilometers. In 1992, still under the same ownership, the front suspension was also rebuilt. In 2000, the carburetors were rebuilt, as was the starter.

EStImatE:


CHaSSIS no. 13795

EnGInE no. 13795

SPECIfICatIonS:

320 bhp, 4,390 cc oHC v-12

engine, five-speed manual

transmission, independent

front and rear suspension

with coil springs, and four-

wheel hydraulically-actuated

power-assisted drum brakes.


238


Lot 181

The previous owner acquired chassis 13795 in 2003, at which point additional maintenance was performed on the car, including rebuilding the alternator, tuning and balancing the carburetor, a distributor service and tune, the replacement of the spark plug wires and voltage regulator, the replacement of select front and rear suspension bushings and the rear shocks (a conversion to coil over units), servicing of the CV joints, the replacement of window motors and fuel pumps, a re-coring of the radiator, and the replacement of the ignition switch, as well as the starter. Accordingly, the car starts readily and operates well, including the air conditioning.

Cosmetically, the car is a very “nice driver” example. The paint, believed to be the original color, is in good condition throughout. Likewise, the brightwork is in good condition, as is the window glass. The car sits on correct Cromodora

wheels, with a matching spare. Original leather upholstery remains in the interior, which shows a lovely patina, but it is nicely preserved. The dash wood is nice and presents beautifully, as does the headliner. The engine bay is largely original and correct, including the battery hold down and air cleaner housing. The trunk is attractive in its original condition.

Nicely presented and a true delight to drive, this 365 GT 2+2 represents one of the most readily accessible ways of owning and enjoying Ferrari’s classic front-engined grand touring cars from the 1960s. As 12-cylinder Ferraris continue to escalate in value, these still affordable 365 GTs should get a closer look. All indications say that these still affordable Ferraris will soon be out of reach for many buyers, as the cost of entry to these great cars keep going up and up.

1966 FeRRARI 330 GT 2+2 SeRIeS II BeRLIneTTACoaCHWorK By PInInFARInA

• Extensiverecentservice

• FerrariClassichecertified

• Highlycorrectwithoutstandingpresentation

Nothing more clearly shows the evolution of Ferrari into the premiere constructor of grand touring automobiles than the 1966 Geneva Auto Show debut of the 330 GTC. It offered a four-liter engine in a chassis closely patterned after the 275 GTB with coachwork by Pininfarina, combining a gorgeous nose reminiscent of the 400 Superamerica with a prominent beltline from the doors back, culminating in a tail that paid homage to the 275 GTS. The thin-pillared, airy greenhouse owes little to any prior Ferrari, but it crisply reflects Pininfarina’s mastery of form and unifies this potentially disparate collection of design elements into a clean and refreshing form of its own.

In keeping with its intended mission as a grand touring car, the 330 GTC’s interior accommodations are both commodious and luxurious, with ample luggage room both in the

trunk and behind the seats. Some six-hundred 330 GTCs were built in the years before it was succeeded by the 365 GTC.

Records indicate that chassis 8627GT was sold new by Luigi Chinetti Motors in New York to its first owner Don Horn, of Memphis, Tennessee, on August 23, 1966, originally finished in Rosso Rubino Metallic with a Beige Scuro interior. This is a Series II U.S.A. model and comes equipped with power windows and the late-model “hanging pedal” brakes. On December 31, 1988, it was purchased by Dr. Robert Bodin, of Minneapolis, Minnesota, followed by Myron Cottrell, of Minneapolis, in 1994 and then Stacy Schulman, of Santa Monica, California, in early-1999. Between 1999 and 2000, Gran Touring Classics, of Long Beach, California, performed over $18,000 in labor, which saw the brakes, suspension, cooling, and carburetion fully sorted. In addition, the exhaust system and various seals were replaced, the wheel bearings were serviced, and the drive shaft and yolk were rebuilt.

EStImatE:

$200,000–$250,000

CHaSSIS no. 8627GT

EnGInE no. 8627GT

SPECIfICatIonS:

300 bhp, 3,967 cc v-12 engine

with triple Weber carburetors,

rear-mounted five-speed manual




240


Lot 182

In subsequent years, the paint and chrome were fully restored, a cosmetic freshening was performed on the engine bay, and in 2004, the interior upholstery was extensively freshened. Chassis 8627GT has been restored to the highest level, with constant improvements and updates, which saw further maintenance and refinishing and plating of various parts to Platinum level. The result of this work was a Gold at Concorso Italiano in 2005. After ongoing attention to detail, it then scored Platinum at Concorso Italiano in 2006, 2007, and 2008 and Platinum at Bella Italiano in 2007 and 2008.

The most recent, extensive service was performed between 2010 and 2011 by Ferrari/Maserati of Central New Jersey. The invoices indicate tune-up work, front end and brake work, and inspection and photography for Classiche

certification, totaling over $25,000. Currently finished in Rosso Scuro over a mirror-straight body and fitted with a very elegant Crema leather interior with dark red carpets, this example is simply stunning. The full leather interior and headliner are outstanding, as are the refinished wood dash, center console, and carpets.

The attention to detail is fantastic, with items most never consider, such as working door lights, a glove box light, and the flashing red light built into the brake lever handle, warning that the emergency brake is on. The car sits on beautifully restored mag wheels wearing Michelin XWX tires. As a multiple Platinum level car, 8627 GT comes with a full set of books, including the coveted Classiche binder, the very rare original warranty card, the original metric yellow wiping rag, and an original tool set.

1960 LLoyD LS600 KoMBI VAn “PAn AMeRICAn WoRLD AIRWAyS TRAnSPoRTeR”

• FeaturedintheABCtelevisionseriesPan Am

• CarmelFoundationAwardwinner

• Includesahostofcollectiblesandliterature

Founded in 1908 and owned by Norddeutsche Lloyd Shipping Lines, Lloyd became the brand name of Norddeutsche Automobile und Motoren GmbH, of Bremen, Germany. By 1950, after decades of successful and prolific production, the Lloyd Motoren Werke began mass-production of several notable models. Competing head-on with Volkswagen and Opel, a Lloyd was a viable, inexpensive, small car. Unfortunately, Lloyd never gained a foothold in the market, and by 1963, the company was bankrupt.

Equipped with a 596-cubic inch, four-stroke, two-cylinder engine with front-wheel drive, the later Lloyd LS600 models could exceed speeds in excess of 53 mph. Given their affordability and utility, they were popular passenger and freight carriers at airports, as well as in other liveried professions. At the airports they would carry first class passengers from one terminal to the next for connecting flights, hence the Pan American World Airlines livery. Notably, this specific car was also used on the ABC hit TV series Pan Am.

This outstanding example received a complete and thorough restoration while in the possession of its current Southern California owner and collector. We are told, and understand that, the Lloyd is in excellent operational condition and operates and drives as one would anticipate. Within the last year, the Lloyd has been successfully shown at events such as The Concours on the Avenue in Carmel, California, where it garnered the prestigious Carmel Foundation Award, and at the Glenmoor Gathering in Canton, Ohio, where it was also received with great pleasure.

Interestingly, it was at the Carmel Concours where several former Pan Am employees approached the current owners and told stories of these Lloyds at New York City’s Idlewild International Airport—today, of course, known as John F. Kennedy International Airport. Included with the transporter is a host of collectibles, as well as a thorough collection of original Lloyd literature. The delightful Lloyd also garnered an invitation to be displayed at the Louis A. Turpen Aviation Museum in San Francisco, California, which has the largest collection of Pan American memorabilia in the world on display.

EStImatE:


CHaSSIS no. 6121907

SPECIfICatIonS:

596 cc. in. four-stroke, two-

cylinder engine, four-speed

manual column shift, front and

rear transverse mounted leaf

springs with shock absorbers,

and four-wheel drum brakes.

Wheelbase: 92.5 in.

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Lot 183

243

1954 PACKARD CARIBBeAn ConVeRTIBLe• OfferedfromthecollectionofEugeneBeardslee

• Packard’slimitededition1950scustomcruiser

• Well-restoredinbeautifulcolorsandfullyoptioned

After surviving the Great Depression and World War II, the Packard Motor Car Company required an automobile that would reestablish its once-prestigious perch atop the American luxury car market. For 1953, Mitchell-Bentley, of Ionia, Michigan, was sent 750 standard Packard convertibles, which they customized into a new, limited edition ragtop, to be dubbed the Caribbean. With its highly distinguished design and luxurious appointments—standard power everything, full rich leather interior, three-way radio with power antenna, and five Kelsey-Hayes chrome wire wheels—the Caribbean came to represent the penultimate expression of Packard quality, luxury, and style.

The model continued into 1954 with newly restyled headlamp rims, chrome trim added to the hood scoop, and lowered rear wheel housings, as well as two-tone paintwork, “Caribbean” script added to the rear fenders, and side moldings that swept

off the beltline and slipped below the crest of the rear fenders into a distinctive taillight treatment. This was the final year for the original Caribbean design, and for the second time around, only 400 were made. As a result, the 1954 models are the hardest to find of the first generation Caribbeans.

The car offered here is fresh from the long-term collection of the late Eugene Beardslee. It was the subject of a frame-off restoration by the late Packard expert Robert Turnquist’s Hibernia Restorations to “like-new” condition, some documentation of which, including itemized bills and a step-by-step description of the work, will be included in the sale. Finished in Gulf Green and Sahara Sand, the Caribbean is equipped with both available options, power windows and seats, and it is further reported by the owner that not only does it run and drive well, but all equipment is properly functioning “as it should.” The car has been driven fewer than 50 miles since restoration; thus, it presents a beautiful chance for a new owner to enjoy a Hibernia-restored Caribbean that is still much as it was when it left the shop.

EStImatE:


SErIaL no. 5478-2145

SPECIfICatIonS:

212 bhp, 359 cu. in. inline

eight-cylinder engine, two-speed

Ultramatic Drive automatic



semi-floating rear axle with



Wheelbase: 122 in.


Lot 184

1960 AUSTIn-HeALey 3000 MARK II BT7 RoADSTeR• FreshrestorationbymarqueexpertsTomand

RandeeRockeofHealeyLane

• Numbers-matching,left-handdrivemodel

• Offeredwithabumper-to-bumperone-yearwarranty

The Healey Hundred was created in 1952, and it skillfully combined Donald Healey’s sound chassis design with a sleek “envelope” body designed by Gerry Coker and the overhead-valve Austin A90 four-cylinder engine. Displayed at the Earls Court Motor Show, Austin’s Leonard Lord saw the car, and a deal was quickly struck for its production by Austin. The car, which became known as the Austin-Healey 100, was succeeded by the six-cylinder 100/6 in 1956, and for 1959, the engine was enlarged and front disc brakes were added. The resulting, highly developed Austin-Healey 3000 was an immediate success, both on and off the track.

The numbers-matching, left-hand drive car presented here has benefited from a total nut-and-bolt, frame-off restoration by Tom and Randee Rocke of Healey Lane in Riverside,

California. Beautifully finished in Gun Metal Gray over Colorado Red, it has a completely new interior, with red seats with red piping, matching wool carpets and panels, a new trunk kit, new side curtains, a black soft top, and a black tonneau cover. The engine, transmission, overdrive, and all ancillary systems were fully rebuilt using all-new parts, as were virtually all other mechanical components of the car. The 185x15 road speed tires turn on Dunlop 60-spoke chrome wire wheels.

Driven only a few test miles to verify that the work and performance are of the highest quality, this Healey is fresh and ready for its next owner to enjoy on the open road or concours circuit. No expense was spared in its restoration, which is fully photo-documented, and the car is accompanied by its British Motor Industry Heritage Trust Certificate. The Rockes stand behind their cars, and accordingly, this fine Healey is offered with a bumper-to-bumper, one-year warranty. For further details, consult an RM specialist.

EStImatE:


CHaSSIS no. H-BT7-L/2348

EnGInE no. 29D-RU-H/2709

BoDy no. 2293

SPECIfICatIonS:

124 bhp, 177.7 cu. in. oHv inline

six-cylinder engine, two SU


transmission, independent coil-

spring wishbone front suspension,

solid-axle rear suspension with


front disc and rear drum hydraulic


244

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Lot 185

245

1965 AUSTIn-HeALey 3000 MARK III BJ8 ConVeRTIBLe

• Recentandmeticulousbody-offrestoration

• IncludesBritishMotorIndustryHeritageTrustCertificate

• GloveboxlidandaccompanyingframedartworksignedbyGerryCoker,formerHealeyMotorCompanydesigner

Produced from 1963 to 1967, the Mk III was the last of the Austin-Healey 3000 line. While still every inch a sports car, it offered a higher level of sophistication and performance than its predecessors, including significantly more interior appointments, with new seats, new instruments, and standard 2+2 seating with a fold-down rear seatback. Capability improvements included increased rear ground clearance, almost 20 additional brake horsepower, and an increase of 13 foot-pounds of torque. In many ways, the Mark III was, and is, the “ultimate Healey.”

The car shown here was described in August 2012 as “better than new from the factory” by Gerry Coker, the legendary former Healey Motor Company designer who styled the original Austin-Healey 100 and the subsequent Big Healeys. Coker signed the inside of the glove box lid, commenting, “Super Job.”

The praise was earned by a 12-month, body-off restoration by Peggy Craft Restorers, of Tennessee. During the restoration, the body was taken to bare metal and then refinished in three coats of epoxy primer, four color coats, and six clear coats, with the Healey Blue and Ivory White colors matched to original color chips. The chassis boxing was strengthened, and the engine, gearbox, and suspension were all rebuilt. Restoration of the interior included rebuilding the seats in parchment leather with dark blue piping, a refurbishment of the instruments, and new carpets. African rosewood was used for new wood facings and the Mike Lampert steering wheel. The cloth top, boot, and tonneau cover are all new.

Included with the car is framed artwork signed by Gerry Coker. With his endorsement, a British Motor Industry Heritage Trust Certificate accompanies the car, and with only 46,054 miles on the odometer, this immaculate 3000 Mk III is unquestionably one of the most desirable examples of a much sought-after marque.

EStImatE:


CHaSSIS no. H-BJ8-L/30530

EnGInE no. 29KRUH5327

SPECIfICatIonS:

150 bhp, 2,912 cc overhead

valve inline six-cylinder engine

with twin HD8 SU carburettors,

four-speed plus overdrive manual




rear springs, and servo-assisted

front disc and rear drum brakes.

Wheelbase: 92 in.

Visit rmauctions.com to view all photos.Photography: Jimmy Chiarella

Lot 186

1911 STAnLey MoDeL 63 Toy TonneAU

• CompleterestorationbyDarrylKendall,witharecentBourdonboiler

• AACAJunior,Senior,andGrandNationalwinner

• FromtheEstateofAlfredHerrala

The iconic Stanley Steamers from the coffin-nose era are without doubt the 20 horsepower Model H Gentleman’s Speedy Roadster and the 30 horsepower Model K Semi-Racer. During the period, however, the Stanley Motor Carriage Company’s bread-and-butter line was comprised mostly of 10 horsepower cars, including the long-running Model E variations from 1905–1909 and the 60 series built from 1910 to 1914. While neither were as fast as the 20 and 30 horsepower cars, let alone the streamlined Rocket that set the world land speed record in January 1906, they encompass the same technology and are every bit as roadworthy and enjoyable.

Mr. Herrala acquired this Stanley from the estate of Carl S. Amsley in 1998. The late Mr. Amsley, of St. Thomas, Pennsylvania, was renowned

in the steam hobby as restorer, re-constructor, and fabricator of automobiles. He is credited with putting and keeping more Stanleys on the road than any other person, sometimes creating whole cars from an accumulation of metal parts, cars that anyone would be proud to drive. Other cars he bought in original condition, or as previously restored, and sold them on to other enthusiasts more or less as he had found them. That appears to have been the case with this car.

It is understood to have been re-bodied before Amsley bought it. which is not unusual for non-condensing Stanleys. All models, until 1915, were built in the manner of carriages, with the body and chassis a single unit made of wood, although later models were skinned in aluminum. The axles, suspension, and engine were mounted to this wood assembly, and the suspension was steadied with longitudinal “perch poles.” This put considerable strain on the wood, even when untrammeled by weather. A high quality restoration of a coffin-nose Stanley most often involves a new body.

EStImatE:


CHaSSIS no. 5950

SPECIfICatIonS:

10 hp, double-acting, two-cylinder

steam engine, solid front axle

and live rear axle with full-elliptic

leaf springs, and two-wheel


Wheelbase: 104 in.

246

Visit rmauctions.com to view all photos.Photography: Steve Chesler

Lot 187

Carolina. It was fully prepared for the AACA Grand National at Shelbyville, Tennessee, in June 2012, when events intervened.

Presented in correct Brewster Green with gold pinstriping and yellow running gear, this Stanley is upholstered in buttoned black leather. It has a full top in black canvas. Brass lamps, horn, and windshield accent the appearance, and a multi-tone steam whistle proudly announces its arrival. Having recently emerged from winter storage, the car is fully prepared for show or for the road. Alfred Herrala loved his cars, both as works of art and as driving pleasures on the road. It was his wish that a new owner of this Stanley might enjoy it in the same way.

Although complete and running when purchased, Mr. Herrala was intent on making it both reliable for touring and competitive on the show field. He consigned it to renowned steam car specialist Darryl Kendall, of Chambersburg, Pennsylvania, for a complete restoration. In the process, the car was given a new boiler from Bourdon Boiler Works in Vermont. It debuted to much acclaim at the January 2006 Stanley Speed Record Centennial celebration at Ormond Beach, Florida.

Subsequently, the car achieved a litany of AACA awards, including First Junior at Binghamton, New York, in 2007 and First Senior at Hershey later that year. In 2010, it received a Grand National First at New Bern, North

1930 HACKeR-CRAFT 30' TRIPLe CoCKPIT RUnABoUT• Oneofthemostcovetedboatsinthe1930s

• BoughtnewbyactorEdwardEverettHorton,ownerfor40years

• “Hacker-Craft:America’sFastestSpeedBoats,”asadvertised

John Ludwig Hacker was one of the preeminent naval architects of the American 20th century. A prolific designer, beginning his career in the early-1900s, he was among the first designers to espouse the “planing” hull, realizing that in order to go faster, the hull of the boat would have to ride on top of the water, not plow through it. In 1918, he designed six standard runabouts for the Belle Isle Boat and Engine Company, boats that became famous as “Belle Isle Bear Cats,” and launched Hacker to prominence. He established the Hacker Boat Company, and the Dolphin models, both 22 feet and 26 feet, were among his first.

As the 1920s came to an end, America’s obsession with speed extended to all motorized vehicles: airplanes, automobiles, motorcycles, and speed boats. Records were set and broken, and faster

hulls and bigger engines were the order of the day. Hacker-Craft boats were among the most coveted, and the 1930 models were introduced to great fanfare.

Hacker’s ads weren’t short of hyperbole: “Hacker-Crafts are hand-built. ‘Skimping’ in materials and workmanship is never practiced in the Hacker shops to achieve lower prices. Price-cutting sins against quality—and quality is a paramount consideration in selecting a boat. You’ll discover that Hacker-Craft are not volume production boats. They are carefully and skillfully built from the finest materials known to the boat builders’ art. From their chromium plated cutwaters to their solid oak strut members, every inch of a Hacker-Craft presents a sturdy picture of integrity and wholesome design. From their copper riveted (not screw fastened) double planked bottoms to their luxuriously comfortable genuine leather upholstering, the Hacker-Craft guarantee, enduring quality and greater owner satisfaction, always applies. A Hacker-Craft is never expensive by comparison.”

EStImatE:

$225,000–$300,000

SPECIfICatIonS:

250 hp, Sterling Petrel,

six-cylinder engine. Length: 30 ft.

248

Visit rmauctions.com to view all photos.Photography: Freedom Boat Service

Lot 188

This 30 foot triple cockpit was purchased new by actor Edward Everett Horton, who used her on Lake George in New York. Horton appeared in “just about every” comedy movie in the 1930s, including three Fred Astaire and Ginger Rogers musicals. His career surged again in the 1960s, with appearances on F Troop, Batman, and as the narrator of the “Fractured Fairytales” segment of the Rocky and Bullwinkle Show. In describing his career, Horton said, “I have my own little kingdom. I do the scavenger parts no one else wants, and I get well paid for it.” In addition to his compound in Encino, California, he enjoyed his cottage on Lake George, and Edward II, until his death in 1970.

The boat then passed into the hands of one Dr. Thorp, who owned it until he died in the early-1980s. It was retrieved from the boathouse where it was stored, and it has since been owned by several prominent boat collectors. It was restored by Morin Boats in Michigan. The hull sides and decks are

mostly original, with only a couple planks replaced in the sides where dock impact had occurred over the years and one in the deck. The bottom was replaced with a two-layer WEST system epoxy technique. The leather upholstery was carefully matched to the original Hacker pattern and color. Unfortunately, the original engine has been lost to history, but the boat is now powered by an original 250-horsepower Sterling Petrel six cylinder, which was optional from the factory at a $400 premium. The engine was restored by noted marine engine expert Danny Acierno.

Edward Everett Horton said of his long, successful career, “It’s not that I really need the money, it’s simply that I like money—lots of it. I must admit, I’m sometimes over-frugal.” It’s a testament to the beauty and longevity of this Hacker-Craft to know a man who described himself as “over-frugal” enjoyed owning it for 40 years.

Please note that this boat comes complete with the trailer pictured.

1949 FoRD V-8 CUSToM STATIon WAGon• HandsomecombinationofMidlandMaroon

Metallicovertan

• FlatheadV-8performancewithexcellentpartsavailability

• Olderrestorationthatpresentsnicelyanddriveswell

• Perfectentréeintotheworldofwoodies

In the quest to see who among the Big Three would be first to get their all-new post-war car to market, Ford Motor Company won the race in 1949. The company had its 1949 models in production and ready for the public by June 1948, beating Chevrolet by six months and Plymouth by nine months. Ford was rewarded with the claim of America’s number one auto manufacturer, with a production increase of over 300 percent from 1948 and an extended 16-month selling period.

So visually striking were the new slab-sided bodies with flush-mounted fenders, the 1949 models were fondly nicknamed “shoebox” Fords. Despite the nomenclature, the new cars were easily the most modern looking of the Big Three low-priced cars for 1949, and the public responded accordingly, with 31,412 deliveries of the new wagon.

With its new wagon, Ford set about simplifying the ownership of a traditional wood wagon. The new car featured an all-steel structure that

virtually stopped the typical squeaking and much of the wind noise associated with a wood-bodied car. The design was much less complicated, with bolt-on, replaceable wood panels.

Until this time, all Ford wagons used solid maple framing, but the 1949’s framing was steel-covered, with paneling that was created by using the latest in electronic technology. Remarkably, the parts were created by using a microwave bonding process that squeezed a mixture of phenolic resin-coated wood pieces together to form a frame blank. Similarly, the panels were crafted by a layer of maple over an inner layer of ash. The roof, too, was now made from steel, and Ford offered the wagon in its higher-priced Custom series, but only as a two-door from 1949 to 1951.

Painted Midland Maroon Metallic over a dark tan interior, this workmanlike woodie was restored in Oklahoma approximately 15 years ago and has been in its current owner’s collection for the last six years. He describes it as a nicely presented car that drives nicely and has proper underhood detailing commensurate with its age. Offering sprightly V-8 performance, readily available mechanical parts, and classic “shoebox” styling, this is the perfect entrée into the wonderful world of woodies!

EStImatE:


CHaSSIS no. 98BA-694803

SPECIfICatIonS:

100 hp, 226 cu. in. oHv L-head

“flathead” v-8 engine, three-

speed manual transmission,


with coil springs, wishbone-type

longitudinally-mounted rear

spring suspension, and four-wheel


250

Visit rmauctions.com to view all photos.Photography: Molly Arnstein

Lot 189

251

1967 FIAT DIno SPIDeRCoaCHWorK By PInInFARInA

• Ferrari-bredsportscar

• Funinthesun

Debuted at the 1965 Paris Salon, the Dino 206S Speciale Coupe was Enzo Ferrari’s tribute to his late son, Dino. More practically, it was a way of making the new, all-alloy, Ferrari-built V-6 eligible for Formula Two competition by building 500 production cars equipped with it. Given Ferrari’s limited production, the design of the engine was used by Fiat in a new, sporty model that also carried the Dino name, and it would be built in larger numbers.

Although labeled as a Fiat, even the sound of the triple Weber-carbureted V-6 engine was pure Ferrari, but the larger Italian automaker made several improvements to the Ferrari engine design for series production, ensuring durability and “normal” performance during day-to-day use. Performance was exceptional for a two-liter car, with the open spider capable of 0–60 mph in only 7 seconds and a top speed of 130 mph. The coachwork was designed and built by Pininfarina.

Production of the open Fiat Dino Spider continued until 1969, the year that Fiat took over a large share of the Ferrari Company. Over 2,000 had been produced, very few of which were brought to the United States. Accordingly, they are considerably rare on these shores today.

The example offered here was fully restored prior to the present owner’s acquisition several years ago, and it has simply been well-maintained with gentle mechanical work; it has been driven and enjoyed since. Appropriately finished in a shade of red that will make enthusiasts of the more famous Dino feel right at home, it features a supple tan interior and has achieved an Award of Recognition when displayed at the Milwaukee Masterpiece Concours d’Elegance. It will be a thrill to drive and enjoy, with that familiar exhaust note ringing in one’s ears, and it is certainly a worthy pony in the corral of stallions.

EStImatE:


CHaSSIS no. 0000488

SPECIfICatIonS:

160 bhp, 1987 cc dual overhead

camshaft v-6 engine, five-

speed manual transmission,

independent front and semi-

elliptic twin-leaf spring rear




Lot 190

2003 ASTon MARTIn DB AR1CoaCHWorK By ZAGATo

• Carnumber73of99produced

• TheonlyDBAR1builtinMercedesDesignoSilver

• Only3,600actualmiles,withalloriginalaccessoriesandmanuals

Aston Martin enjoyed significant growth as the new millennium approached, the direct result of the very successful DB7, which was produced from 1994 through 2003. To commemorate the end of DB7 production, Aston partnered with Zagato, of Italy, on a new project, recalling the famed DB4 GT of the 1960s, as well as the stunning Vantage and Volante Zagato of the late-1980s.

The DB AR1 Zagato Roadster was first shown at the Los Angeles Auto Show in 2003, where it was an immediate sensation. The limited run of just 99 cars

that followed was approved for production, with all units destined for sale in the United States only, resulting in the AR1, or “American Roadster,” designation. Hugely popular to this day, the car has become something of the Aston Martin equivalent of the Ferrari California Spyder, a fast two-passenger car intended for the market that loves them.

The overall appearance of the AR1 is quite breathtaking, with the all-aluminum coachwork highlighted by its sweeping lines and a pair of speedster-style fairings on the rear deck. Additional unique features include a large radiator grille reminiscent of the DB4 GT Zagato, as well as the specially offset, multi-spoke 19-inch alloy wheels and aggressive low-profile Yokohama performance tires, which necessitated a pair of enlarged rear wheel arches.

EStImatE:

$130,000 – $160,000

CHaSSIS no. SCFAE62313K800073

SPECIfICatIonS:

435 bhp, 6.0-liter v-12 engine

with four overhead camshafts and

four valves per cylinder, six-speed

manual transmission with twin-

plate racing clutch, four-wheel


four-wheel Brembo disc brakes.

Wheelbase: 102 in.

252


Lot 191

This DB AR1 Zagato is a true roadster, in that it carries only two passengers and has no top. The stunning Zagato-designed body is just part of the story, and this car, the 73rd of the 99 built, is the only one painted this unique color, Mercedes Designo Silver. The balance of the car is all Aston Martin, with a four-cam, 48-valve, 6.0-liter V-12 engine putting out 435 horsepower. An AP twin-plate racing clutch, a six-speed manual transmission, and four-wheel Brembo disc brakes round out the performance package.

The sumptuous interior features hand-stitched, electronically-controlled seats trimmed in Forest Green Bridge of Weir leather and all of the expected comforts and refinements expected in a luxurious grand tourer. The DB

AR1 is still equipped with all of the accessories with which it was delivered: manuals, a pair of umbrellas, tonneau covers, both sets of keys, and a factory cover in its original bag, which is numbered to match the car! Also accompanying the car are its build sheet, window sticker, and a Carfax report, which records its routine maintenance.

With 3,600 miles from new, this DB AR1 is a striking, high-performance, limited-edition automobile in the finest Aston Martin tradition, with the bonus of being in “nearly new” condition. As striking today as it was when new, it would remain a very desirable and very fast, acquisition—a must-have to fill out one’s collection of Aston Martins, or just to blast around town or down the coast in on sunny days.

1905 TRIBeLHoRn eLeCTRIC BRoUGHAM

• UnusualelectriccarbuiltinSwitzerland

• FormerlyintheJamesCousensCedarCrossingCollection

• Woodenbodywithvis-à-visseatingarrangement

Despite having played home to such outstanding manufacturers as Monteverdi and Hispano-Suiza, as well as to coachbuilders Graber and Worblaufen, Switzerland has never achieved a place of great prominence in the automobile industry. As the 20th century turned, however, A. Tribelhorn & Company AG, of Feldbach, made an effort, launching an electric passenger car as companion to their commercial electric vehicles in 1902.

Tribelhorn’s production soon expanded beyond the original open front-wheel drive, two-seat “light doctor’s car” to heavier double-phaetons, landaulets, and limousines bodied by Geissberger of Zurich. The cars were quite

expensive, but they managed a small and loyal following, similar to the electric cars that were finding favor in the United States at about the same time. Also similarly to the American electrics, the Tribelhorn’s popularity soon faded, and the company was sold in 1918.

The Tribelhorn electric car offered here, in all likelihood the only one in the United States, was formerly in the noted Cedar Crossing Collection of James Cousens, widely recognized as one of the finest collections of electric vehicles ever assembled. It features a wooden “vis-à-vis” body, with the driver and passengers seated face-to-face, with wooden fenders and brass trim, and it has benefited from an older restoration in red with yellow accents. The driver maneuvers with a long tiller handle while monitoring an ammeter and voltage gauge—the only dashboard instruments one needs.

The appeal of this little Swiss car is truly electric.

EStImatE:


CHaSSIS no. 1560

SPECIfICatIonS:

2 hp, 40 volt DC electric motor,

solid axles with semi-elliptic

leaf springs, and two-wheel


Wheelbase: 79 in.

this vehicle is sold on a Bill of

Sale only.

254


Lot 192

SPeCIAL THAnKS ToAACA Library & Research Center

The Allard RegisterGordon Apker

Linda Bailey; Cincinatti Museum CenterPeter BruncatiCCCA LibraryCharles CrailSteve Derus

Martyn DonaldsonRandy EmaJ. Heumann

Mike HuffmanDavid KaneEric LaVineJack Lentz

Michael LehmannJosh B. Malks

Marcel MassiniRobert McGowan

Joe MorganErnie MorreauJohn PascucciRobert Pass

Rolls-Royce FoundationAl San Clemente

A.J. San ClementeJames Steerman

Al SterlingErnest Toth

Kelly Williams; The Stanley RegisterJansen Parker Young

PHoToGRAPHyDarin SchnabelMolly Arnstein

Bernard CanonneSteve Chesler

Jimmy ChiarellaTheo Civitello

Jim CunninghamOwen FitterNeil Fraser

Freedom Boat ServiceErik Fuller

Michael GoldbergStephen GoodalJohn HaigwoodHugh Hamilton

Ned JacksonDestry Jaimes

Pawel LitwinskiVinnie Mandzak

Scott NeidermaierKhiem PhamTeddy PieperNeil Rashba

Dan SavinelliCorey SilviaJeff Yardis

Glen Zanotti

PHoToGRAPHy CooRDInATIonNico Leenders

Petroula TsirimbisGreg Anderson

eDIToRIAL & ReSeARCHEugene Robertson

Jonathan SierakowskiChris Summers

Lianna BruhlmanKit FosterDon Rose

Bill RothermelPaul Duchene

Diane BrandonDonald OsbornePeter Badenoch

Peter Linsky

CReATIVe DePARTMenT MAnAGeRCraig Plowman

CReATIVe TeAMMartin Steele

Anthony PoupardJoe Martin

Aaron SummerfieldAdriaan Geluk

Patrick Olds

PRInTeRGeneral PrintersOshawa, Ontario

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the elegance at hershey

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1. ALL BIDS ARE FINAL AT AUCTION. At auction there is no “cooling off period”. If you are awarded the final bid, ownership changes hands at the drop of the gavel. You own the merchandise and are responsible for payment in full. No bidder may retract a bid made during the sale for any reason.

2. Payment is due in full on our before 5:00pm of the next business day following the auction. All payments must be in the form of cash or certified funds unless other arrangements have been approved in advance by RMA Finance Department. Cash payments will be reported according to U.S. Federal government requirements. Should a bidder default on payment in any manner whatsoever, without limiting any recourse RMA may have, bidder agrees to pay RMA all lost auction fees (which is the maximum published rates for (1) the seller’s commission, (2) the buyer’s premium, and (3) the entry), this amount is due and payable without relief. Bidder will also be liable to seller for its damages. Bidder hereby authorizes RMA to deduct these lost auction fees from bidder’s cash deposit, or to charge this amount to bidder’s credit card provided. Bidder agrees not to dispute this charge with the credit card company at any time. Bidder agrees to also pay RMA’s costs of collection, including attorneys’ fees and costs.

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 RMA, Inc. Statements printed in catalogues, brochures, signs, window cards, and verbal statements made by auctioneers or auction staff are representations made by the Consignor and RMA has no obligation to verify or authenticate any such claims or representations. Any announcements made at time of sale supersede any earlier printed information. Except as herein provided, all vehicles are sold as is, where is, with no representations or warranties, expressed or implied. CONSIGNOR AND RMA, INC. DISCLAIM ALL WARRANTIES, EXPRESSED OR IMPLIED AS TO CONDITION, ORIGINALITY, OR AUTHENTICITY, ORIGIN OR PROVENANCE, PREVIOUS USE OR OWNERSHIP, MANUFACTURING OR RESTORATION PROCESSES, YEAR OR AGE, SERIAL NUMBER, MAKE, MODEL, OPTIONS, TOOLS, OR MILEAGE OF ANY VEHICLE OR COMPONENT OF ANY VEHICLE, AND SPECIFICALLY DISCLAIM ANY WARRANTIES OF MERCHANTABILITY OR FITNESS FOR ANY PARTICULAR PURPOSE.

4. Bidder 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, RMA, 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 percent (10%) commission will be added to the final bid of each motor car lot purchased. A fifteen percent (15%) commission will be added to the final bid of any other lot purchased.

7. Vehicles not marked as “no reserve” (or similar) are subject to a reserve bid set by the Consignor. When a vehicle is sold subject to such a reserve bid the auctioneer may bid on the Consignor’s behalf in an amount not to exceed the amount of the reserve bid.

8. In the event either party brings action against the other arising from or relating to this bid card or any auction held in connection with, the prevailing party, as determined by the court, shall be entitled to recover its reasonable attorneys’ fees and costs. The law of the state in which the auction is held shall govern the provisions of this bid card. Jurisdiction for any action brought shall lie exclusively in a court of competent jurisdiction in the judicial district in which the auction is located.

9. Absentee and telephone bidding are services provided by RM Auctions for your benefit and RMA cannot be held responsible for errors or omissions with respect to the bidding process, including failure to execute any bid. 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. By participating in telephone bidding, you acknowledge RMA has the right to record all telephone calls.

10. Any and all terms of sale posted on the auction premises, printed in sale brochures or forms, described in this catalogue, publicly announced, or otherwise published are incorporated herein by reference. It is the bidder’s responsibility to familiarize themselves with these terms.

11. You are responsible for all bids made with your assigned bidder number, whether or not made by you and whether or not authorized by you. If your bidder card is lost or stolen, immediately report to RMA as all bids made with your bidder number will be your responsibility.

12. RMA may, at RMA’s sole discretion and without any obligation to do so, rescind a bid on or sale of a vehicle if RMA believes the bid or sale could subject RMA to liability. RMA is not responsible for any damages or losses that are claimed to have resulted from the rescission of the bid or sale.

ConDItIonS of BUSInESS

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

264

The 18th Annual

Amelia Island Concours d’EleganceThe Ritz-Carlton, Amelia Island The Golf Club of Amelia Island at Summer Beach

March 8-10, 2013

Honoring: Sam Posey Celebrating the 50th Anniversary of the Porsche 911,

Ford GT40 and the cars of Harry Miller

Benefitting Community Hospice of Northeast FloridaFor Advance Tickets & Event Information, visit: www.ameliaconcours.org

Photos by Dave Wendt & Peter Harholdt

S A M P L E(BANK LETTERHEAD)

(Today’s Date)__________________

RM Auctions, Inc.One Classic Car DrBlenheim, ON N0P 1A0Phone: +1 519 352 4575Fax: +1 519 351 1337

Re: (Bidders Name)

Dear Sirs:

This letter will serve as your notification that (Bank Name) will irrevocably honor and guarantee payment of any check(s) written by our customer (Customer’s Name) up to the amount of (Amount Guaranteed) and drawn on account number (Customer’s Account Number).

No stop payments will be issued.

This Letter of Guarantee will apply only to checks made payable to RM Auctions, Inc. for purchases made at the (City, Country) auction held (Auction Dates – Month, Day(s), Year).

If further information is required, please feel free to contact this office.

Sincerely,

SAMPLE_________________________Bank Officer’s Signature

SAMPLE_________________________Bank Officer’s Home Telephone Number if Available

_________________________SAMPLE

Customer’s Signature

266

6958-01_CORP13_AM13 Catalgoue.indd 1 13-01-18 10:28 AM

AUTO RESTORATION

AUTO RESTORATION

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UPHOLSTERY FABRICATION MECHANICAL TESTING PARTSWOODWORKING PAINT TRIM DETAILING TRANSPORT

Masterful Restorers

Whether it’s a complete body-off restoration, a partial restoration, or a cosmetic upgrade,

our dedicated team of restoration perfectionists provides an unwavering commitment

to deliver flawless work no matter what the project is at hand.

2013 UPComInG aUCtIonS

vILLa ErBa, Como, ItaLy

fort WortH, tEXaS

villa d’este 25 may 2013

don davis 27 aPrIL 2013

PLymoUtH, mICHIGan

auction License #D00783

st. john’s 27 JULy 2013

montErEy, CaLIfornIaauction License #34509

MonteRey 16-17 aUGUSt 2013

LonDon, UnItED KInGDom

london 8-9 SEPtEmBEr 2013

HErSHEy, PEnnSyLvanIa

auction License #ay002018 / Licensed auctioneer #aU005096 Brent a. Earlywine

heRshey 10-11 oCtoBEr 2013

CORPORATE+1 519 352 4575 1 800 211 4371 | LOSANGELES+1 310 559 4575 | LONDON+44 (0) 20 7851 7070 | rmauctions.com

F O R T W O R T H , T E X A S • 2 7 A P R I L 2 0 1 3

O F F E R E D W I T H O U T R E S E R V E

C O L L E C T I O N



C O L L E C T I O N



C O L L E C T I O N



C O L L E C T I O N



C O L L E C T I O N

CORPORATE+1 519 352 4575 1 800 211 4371 | LOSANGELES+1 310 559 4575 | LONDON+44 (0) 20 7851 7070 | rmauctions.com

1973 FeRRARI 365 GTB/4 DAyTonA SPIDeR1961 MeRCeDeS-BenZ 300SL RoADSTeR1965 SHeLBy 289 CoBRA1967 FeRRARI 330 GTS

6 0 o f t h e b e s t c o l l e c t o r ca r s f r o m t h e ’ 5 0 s t o t o day

o f f e r e d W I t h o U t r e s e rV e

EARLY HIGHLIGHT 1955 FERRARI 340/375 MM BERLINETTA COMPETIZIONE Chassis no. 0320AM

N O W I N V I T I N G C O N S I G N M E N T S

CORPORATE +1 519 352 4575 1 800 211 4371 | PARIS +33 1 7675 3293 | LONDON +44 (0) 20 7851 7070 | rmauctions.com

VILLA ERBA, COMO, ITALY25 MAY 2013 VILLA D’ESTE

6958-04_VE13_AM13 Catalogue.indd 1 13-02-05 9:50 AM

EARLY HIGHLIGHTS

TOP: 1955 FERRARI 340/375 MM BERLINETTA 'COMPETIZIONE' Chassis no. 0320AM

LEFT: 1962 MERCEDES-BENZ 300SL ROADSTER Chassis no. 198.042.10.003044

MIDDLE: 1930 BUGATTI TYPE 46 SUPERPROFILE COUPE Chassis no. 46208

RIGHT: 1965 FERRARI 275 GTB Chassis no. 07743

A N I N V I T A T I O N T O C O N S I G N

CORPORATE +1 519 352 4575 1 800 211 4371 | LOS ANGELES +1 310 559 4575 | LONDON +44 (0) 20 7851 7070 | rmauctions.com

VILLA ERBA, COMO, ITALY25 MAY 2013 VILLA D’ESTE


PLYMOUTH, MICHIGAN27 JULY 2013 ST. JOHN’S

1930 DUESENBERG MODEL SJ CONVERTIBLE VICTORIA By Rollston SOLD AT 2012 ST. JOHN’S AUCTION FOR $957,000


Auction License # D00783

1968 FORD GT40 GULF/MIRAGE LIGHTWEIGHT RACING CAR SOLD FOR A WORLD RECORD OF $11 MILLION AT MONTEREY IN 2012


PORTOLA HOTEL & SPA AND MONTEREY CONFERENCE CENTER16-17 AUGUST 2013 MONTEREY

Auction License # 34509


YEAR/MAKE/MODEL LOT YEAR/MAKE/MODEL LOT

PeDAL CARS

1932 ford Custom Pedal Car by Rolling Bones Hot Rod Shop . . . . . . . . 1011932 ford Custom Pedal Car by FastLane Rod Shop . . . . . . . . . . . . . . 1021932 ford Custom Pedal Carby McPherson College Automotive Restoration Students . . . . . . . . . . . . . 103

MoToR CARS

1939 alfa romeo 6C 2500 Sport Berlinetta by Carrozzeria Touring . . . 1441953 allard K3 roadster . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1301966 aston martin DB6 vantage . . . . . . . . . . . . . . . . . . . . . . . . . . . 1212003 aston martin DB ar1 by Zagato . . . . . . . . . . . . . . . . . . . . . . . . 1911932 auburn 8-100a Custom Eight Speedsterby Union City Body Company . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1581909 austin model 60 touring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1591956 austin-Healey 100m Bn2 ‘Dealer-Prepared’Le mans roadster . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1351960 austin-Healey 3000 mark II Bt7 roadster . . . . . . . . . . . . . . . 1851965 austin-Healey 3000 mark III BJ8 Convertible . . . . . . . . . . . . . 1861925 Bentley 3-Litre tourer by Gurney Nutting . . . . . . . . . . . . . . . . . . 1201934 Bentley 3½-Litre Drophead Coupe by Park Ward . . . . . . . . . . . 1101938 Bentley 4¼-Litre all-Weather tourer by Thrupp & Maberly . . . . 1461941 BmW 327 Sport Cabriolet . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1491941 Buick roadmaster Convertible Coupe . . . . . . . . . . . . . . . . . . . 1131935 Cadillac Series 30 five-Passenger town Sedan by Fleetwood . 1141957 Chevrolet Bel air Sport Coupe . . . . . . . . . . . . . . . . . . . . . . . . . 1071957 Chevrolet Corvette fuel-Injected Convertible . . . . . . . . . . . . . 1171960 Chevrolet Corvette Convertible . . . . . . . . . . . . . . . . . . . . . . . . 1311963 Chevrolet Corvette Sting ray fuel-Injected Convertible . . . . . 1411967 Chevrolet Corvette Sting ray 427/435 Convertible . . . . . . . . . 1151932 Chrysler CL Imperial Convertible Coupe by LeBaron . . . . . . . . . 1611929 Cord L-29 town Car by d’Ieteren freres . . . . . . . . . . . . . . . . . . 1541930 Cord L-29 Sport Cabriolet by Voll & Ruhrbeck . . . . . . . . . . . . . . 1531931 Cord L-29 Cabriolet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1521936 Cord 810 Westchester . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 173

1937 Cord 812 Phaeton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1791947 Delahaye 135 mS Coupe by Langenthal . . . . . . . . . . . . . . . . . . 1381931 Duesenberg model J tourster by Derham . . . . . . . . . . . . . . . . . 1561935 Duesenberg model SJ Convertible Coupe by Walker-LaGrande 1371952 ferrari 225 Sport Berlinetta ‘tuboscocca’ by Vignale . . . . . . . . 1471965 ferrari 275 GtB by Scaglietti . . . . . . . . . . . . . . . . . . . . . . . . . . . 1641966 ferrari 330 Gt 2+2 Series II Berlinetta by Pininfarina . . . . . . . . 1821967 ferrari 330 GtC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1621968 ferrari 365 Gt 2+2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1811971 ferrari Dino 246 Gt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1501972 ferrari 365 GtB/4 Daytona . . . . . . . . . . . . . . . . . . . . . . . . . . . 1701974 ferrari Dino 246 GtS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1341958 fiat 600 Jolly by Ghia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1091967 fiat Dino Spider by Pininfarina . . . . . . . . . . . . . . . . . . . . . . . . . . 1901912 ford model t roadster. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1251932 ford “Golden rod” Custom roadster. . . . . . . . . . . . . . . . . . . . 1571932 ford “Chromezilla” Custom roadster . . . . . . . . . . . . . . . . . . . 1121949 ford “the foose ford” Custom Coupe . . . . . . . . . . . . . . . . . . . 1681949 ford v-8 Custom Station Wagon . . . . . . . . . . . . . . . . . . . . . . . 1891956 ford thunderbird . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1051930 Hacker-Craft 30’ triple Cockpit runabout . . . . . . . . . . . . . . . . 1881928 Harley-Davidson JD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1041928 Hispano-Suiza H6C transformable torpedo by Hibbard & Darrin .1671929 Isotta fraschini 8a Convertible Sedan by Floyd-Derham . . . . . . 1451962 Jaguar E-type Series I 3.8-Liter roadster . . . . . . . . . . . . . . . . 1081967 Lancia flaminia Super Sport by Carrozzeria Zagato . . . . . . . . . . 178

InDEX

YEAR/MAKE/MODEL LOT YEAR/MAKE/MODEL LOT

1923 Lincoln model L Sport Phaeton by American Body Company. . . . 1281924 Lincoln model L Sport Phaeton by American Body Company. . . . 1271927 Lincoln model L Seven-Passenger Berline . . . . . . . . . . . . . . . 1261938 Lincoln model K Convertible victoria by Brunn . . . . . . . . . . . . . 1221960 Lloyd LS600 Kombi van“Pan american World airways transporter” . . . . . . . . . . . . . . . . . . 1831923 Locomobile model 48 Series vIII Sportifby Bridgeport Body Company . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1111911 Lozier model 51 Seven-Passenger touring . . . . . . . . . . . . . . . 1291932 marmon HCm v-12 two-Door Sedan Prototype . . . . . . . . . . . 1631971 maserati Ghibli 4.9 SS Coupe . . . . . . . . . . . . . . . . . . . . . . . . . 1801955 mercedes-Benz 190SL roadster . . . . . . . . . . . . . . . . . . . . . . . 1601955 mercedes-Benz 300SL Gullwing . . . . . . . . . . . . . . . . . . . . . . . 1431958 mercedes-Benz 300SL roadster . . . . . . . . . . . . . . . . . . . . . . . 1191965 mercedes-Benz 220SE Cabriolet . . . . . . . . . . . . . . . . . . . . . . . 1361971 mercedes-Benz 280SE 3.5 Cabriolet . . . . . . . . . . . . . . . . . . . . 1721952 nash-Healey roadster by Pinin Farina . . . . . . . . . . . . . . . . . . . . 1061931 Packard 840 Deluxe Eight Convertible Coupe . . . . . . . . . . . . . 1241932 Packard Deluxe Eight Phaeton . . . . . . . . . . . . . . . . . . . . . . . . . 1661936 Packard twelve Coupe roadster . . . . . . . . . . . . . . . . . . . . . . . 177

1954 Packard Caribbean Convertible . . . . . . . . . . . . . . . . . . . . . . . . 1841954 Pegaso z-102 Series II Cabriolet by Saoutchik . . . . . . . . . . . . . 1761925 Pierce-arrow Series 80 runabout . . . . . . . . . . . . . . . . . . . . . . 1161959 Porsche 356a 1600 ‘Speedster D’ by Drauz . . . . . . . . . . . . . . . 1331959 Porsche 356a Convertible D by Drauz . . . . . . . . . . . . . . . . . . . . 1231963 Porsche 356B 1600 Super 90 Cabriolet by Reutter . . . . . . . . . . 1711970 Porsche 908/3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1482000 Porsche 911 Gt3 r . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1692005 Porsche Carrera Gt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1401951 riley rmD 2½-Liter Drophead Coupe . . . . . . . . . . . . . . . . . . . 1741926 rolls-royce Springfield Silver GhostPlayboy Convertible Coupe by Brewster . . . . . . . . . . . . . . . . . . . . . . . 1181965 Shelby mustang Gt350 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1391966 Shelby 427 Cobra . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1421966 Shelby mustang Gt350 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1751911 Stanley model 63 toy tonneau . . . . . . . . . . . . . . . . . . . . . . . . 1871930 Stutz Sv16 monte Carlo by Weymann . . . . . . . . . . . . . . . . . . . . 1321933 Stutz Dv32 Convertible victoria by Rollston . . . . . . . . . . . . . . . 1651939 talbot-Lago t23 three-Position Cabriolet . . . . . . . . . . . . . . . . 1511905 tribelhorn Electric Brougham . . . . . . . . . . . . . . . . . . . . . . . . . . 1921948 tucker 48 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155

InDEX

corporate +1 519 352 4575 1 800 211 4371 | los angeles +1 310 559 4575 | london +44 (0) 20 7851 7070 rmauctions.com

O f f e r i n g t h e W O r l d ’ s f i n e s t

rm auctions 2013

Documents

kohler international

threespeed

transverse

elliptic leaf

front beam

resale tax

semielliptic

luigi chinetti