Monterey Auction Week – My top 100 – by order of desirability – #61 – #80
Information and photo’s courtesy of auction companies. My comments are in BOLD itallics
#61 – Ferrari 365 GTB/4 Daytona Competizione 1972 #15965 US$1.9 mil. + My pick US$1.7 million – NOT SOLD
The ex-North American Racing Team, Le Mans/Otto Zipper Daytona 24-Hours
1972/75 Ferrari 365 GTB/4 Daytona Competizione Spyder
Coachwork by Michelotti
Chassis no. 15965
Engine no. 15685 (see text)
* 4.4-liter Competition spec. V-12
* Five-speed manual gearbox
* One of four Michelotti Daytona Speciales made
* Prepared by NART for Le Mans in 1975
* Finished in period race livery
* Successfully raced at Le Mans Classic & Tour Auto
* Eligible for a wide range of historic events
Ferrari history is studded with a number of one-off custom-made cars assembled in defining form by or for wealthy and well-connected clients. In each case they had simply developed an individual taste for what they required to make an already special car – a great Ferrari – entirely unique.
It was often the legendary Italian marque’s primary American importer, Luigi Chinetti Sr – Mr Ferrari’s old friend and sparring partner, and the first driver to win the Le Mans 24-Hour race no fewer than three times – who had the contacts and the know-how to bring these bespoke Ferrari ambitions to fruition.
Here we offer this unique, highly individual, and entirely distinctive custom-converted Ferrari 365GTB/4 which was re-bodied from its standard production form – as shared with so many other standard Ferrari 365GTB/4s – by the celebrated Italian coachwork company of Michelotti.
Three Michelotti ‘one-off’ Ferraris were constructed for Mr Chinetti’s North American Racing Team concern – NART – in 1974, 1975 and 1980. The first, in 1974, was a soft-top convertible destined for actor Steve McQueen which was displayed at that year’s Salone dell’Automobili at Turin – the Turin Show. It featured a Targa-type roll-over bar, subtly cut-down doors, a dark-toned front bumper and pop-up headlamps to maintain its long, low hood line. The third Michelotti NART Ferrari Spider design – to which two cars were produced in 1980 – was a more restrained and sober concept, while the unique Ferrari now offered here is the second of this Michelotti-NART design trio, produced in 1975 to the order of Luigi Chinetti’s North American Racing Team and intended essentially to compete in the Le Mans 24-Hours race, ten years after NART had secured Ferrari’s last outright win in the great race, with the Ferrari 275LM co-driven by Masten Gregory and Jochen Rindt in 1965…
NART had been commissioned by American Ferrari enthusiast Dan Ward, who was a wealthy client of Chinetti’s American importership, and Mr Chinetti had taken it straight to his friend Giovanni Michelotti, in Orbassano, Turin, Italy.
The Studio Tecnico Carrozzerie Giovanni Michelotti, had been established there in 1951. Giovanni Michelotti himself had been born in Turin thirty years earlier – in 1921. He had begun work aged only 16 at the coachbuilding company of Stabilimenti Farina. Postwar, in 1949 he began producing styling designs as a freelance working for several of the most prominent Italian carrozzeriere. He worked most especially for Carrozzeria Alfredo Vignale, and consequently the considerable number of now highly-prized early-1950s Vignale-bodied Ferraris actually wear Michelotti-styled bodywork.
He also worked as a consultant stylist for Allemano, Ghia and Bertone, while his most prolific work would be for the British company of Standard-Triumph, for whom he styled the Herald, Spitfire, GT6, TR4, 2000, 1300, Dolomite and the ingenious ‘Targa bar’ Stag 2-plus-2. Giovanni Michelotti was also responsible for the BMW car series which embraced the little 700 followed by the Munich company’s outstanding ‘New Car’ line culminating in their highly successful, and startlingly stylish, BMW 2002 sedan.
Giovanni Michelotti went on to become one of the first of the great Italian stylists to provide designs to the emergent Japanese motor industry. From 1960 his company diversified into design work for a diverse range of alternative products, its talents being exercised upon everything from motor scooters to motor yachts, and even upon what the Italians engagingly describe as “elettrodomestici” – electric domestic machines.
But this startlingly aggressive and potent road-racing Ferrari 365GTB/4 variant with unique bespoke Michelotti body was completed by the Orbassano company in time to be displayed at the 1975 Geneva Salon, after which it was dispatched by Chinetti to preparation specialist Diena in Modena to be prepared to race at Le Mans. Its original production-line V12-cylinder engine was replaced by a 365GTB/C power unit which we understand had been taken from Daytona Competizione chassis ‘15685’.
The completed car was then entered by the North American Racing Team in the GTX Category of the Automobile Club de l’Ouest’s world-famous Le Mans 24-Hours race in France. It was to be driven by Malcher/Langlois and was part of the specialist Ferrari team’s three-car entry that year, alongside a Boxer Berlinetta and a Dino. On the Thursday night preceding the race the French organizers told NART that the Ferrari Dino they were running had qualified for the race. But on the Friday that car was not included in the official list of qualified starters. Mr Chinetti insisted that the car had in fact qualified, as he had been told. The ACO officials differed, and the exchanges between the two parties, organizers and entrant, became increasingly heated…
On the Saturday morning, with the race due to start that afternoon, the matter came to a controversial climax. Mr Chinetti – having supported the Le Mans race since as early as his first win there for Alfa Romeo in 1932 – 45 years previously – considered himself grievously insulted by the latest generation of ACO officials, and since they persisted in refusing his Dino a start he promptly withdrew his entire team. Reserve entries were given the race start instead, as the British magazine ‘Autosport’ reported: “…making Le Mans very expensive and rather unenjoyable for NART, longtime entrants at Le Mans”.
This Michelotti-bodied NART Ferrari 365GTB/4 was then shipped to Chinetti’s premises in New York, USA, from where it was delivered to Mr Ward in Los Angeles. However, since he had specified a car to be raced at Le Mans – and ‘15965’ now offered here had not actually begun the Grand Prix d’Endurance there as he had expected – he understandably did not pay Chinetti’s bill in full.
In 1978, this unique Ferrari 365GTB/4 by Michelotti was entered by American Ferrari exponent Otto Zipper in the 1978 Daytona 24-Hour race, to be driven by Don Devendorf/Jeff Kline, with engine serviced by Bruno Borri in Los Angeles.
The car was subsequently sold to well-known Texan race team patron John Mecom who had it reconditioned for street use. In January, 1987, it was sold at a Scottsdale, Arizona, auction to Pat Ryan, and in August 2001 it was acquired by the French GTC company of Marseilles and returned to Europe, with EU taxes being paid upon it.
The car was then raced mot successfully in the 2003 Shell Historic Ferrari Maserati Challenge race at Spa, Belgium, where it proved as fast as a very special standard-design Daytona Competizione and finished third overall. In doing so it actually finished ahead of a very well known rear-engined 5-liter V12 Ferrari 512M…
In July, 2006, the car was sold to Swiss enthusiast Michel Abellan who subsequently drove, together with Sebastien Boulet, in major Historic and Vintage events at Laguna Seca, the Le Mans Classic, the 2007 Tour Auto and within the Ferrari Challenge series.
The car’s Michelotti coachwork was repainted in 2008 to match its 1975 Le Mans 24-Hour race livery, and in 2009 we are advised that the car was “totally revised mechanically”.
As offered here, this unique special-bodied left-hand drive Ferrari is finished in white with blue leather interior furnishing. It has never been crashed and has always been carefully maintained with its recorded 9,000 miles from new believed to be genuine.
Its V12 engine, gearbox and suspensions were fully rebuilt and restored in November 2002 to Group 4 Daytona 365GTB/C Series 3 Competizione specifications – offering some 470bhp. As offered the car retains Daytona Competizione 4-cam V-12 engine serial ‘15685’, and it had also been returned to its 1978 Daytona 24-Hour race specification with a recorded weight of 1,340Kg – 2,954lbs.
This is not only a unique and totally distinctive Ferrari 365GTB/4 with Le Mans and Daytona 24-Hour history, it is also presented here – we are advised – “on the button” and “ready to run”. The Ferrari factory accepted it in September 2002 as an acceptable Daytona Competizione model, it is eligible for such absolutely world-class Historic and Vintage events as the Le Mans Classic, the Tour de France Automobile (‘Tour Auto’) and the Goodwood Festival of Speed, and has always been in demand as a spectacular Concours example of bespoke bodywork design upon a Ferrari production base. It is one of the last Ferraris upon which which the celebrated Italian stylist Giovanni Michelotti worked his artistry, and as such marks the 1970s postscript to his great work twenty years earlier upon the Vignale-bodied Ferraris from Maranello.
This is, in short, a highly individualized competition-spec Ferrari ideal for an owner who wants to stand out from the crowd of ‘ordinary’ Ferraristi with their standardized factory models.
Add the cachet of four-time Le Mans-winning Luigi Chinetti Sr – three times as a driver, once as entrant – his flag-waving North American Racing Team and of La Ferrari’s Prancing Horse itself, and it is clear that ‘15965’ offered really is worthy of the closest inspection. It is a highly useable and potentially highly competitive racing 365GTB/4 of unique distinction.
Estimate:US$ 1.9 million – 2.4 million
£1.2 million – 1.5 million
€1.5 million – 1.9 million
Pros: Cool Daytona Comp., unique car, Le Mans history, file under interesting.
Cons: original ?, unique, didn’t actually race at Le Mans.
#62 – Ferrari 400SA Aerodynamic Coupe 1963 #3949 US$1.75 mil. + My pick US$1.5 million SOLD US$2.365 mil.
1962 Ferrari 400 Superamerica Coupe Aerodinamico
Coachwork by Pininfarina
CHASSIS NO. 3949 SA
ENGINE NO. 163
Internal No. 56 SA
$1,750,000 – $2,500,000
■Spectacular Ferrari Show Car with One-Off Bespoke Features
■Factory-Equipped with Fitted Luggage, Marchal Lights and SNAP Extractors
■Owned by the Goldschmidt Family for Over 40 Years
■Matching-Numbers Example with Three Owners from New
■Pictured in the Books Automobile Year and Le Ferrari di Pininfarina
■Featured on the Cover of Cavallino
■Displayed at the Palm Beach Cavallino Classic and Amelia Island
■Documented by Ferrari Historian Marcel Massini
3,967 CC SOHC Per-Bank 60o V-12 Engine
Three Weber 40 DCZ 6 Carburetors
320 BHP at 6,600 RPM
4-Speed Manual Gearbox with Overdrive
4-Wheel Vacuum-Assisted Dunlop Disc Brakes
Independent Front Suspension with Coil Springs and Shock Absorbers
Rear Live Axle with Radius Arms, Semi-Elliptical Leaf Springs and Shock AbsorbersThe 400 Superamerica
At the 1960 Brussels Motor Show, Ferrari unveiled the latest evolution of its traditional, top- of-the-line gran truism – the 400 Superamerica.
Although it retained the hallowed “Super- america” moniker of the 410, the new car shared little with its immediate predecessor. To begin with, the 400 SA chassis, based largely on the well-developed 250 series, featured a number of noteworthy mechanical refinements including four-wheel disc brakes, telescopic shock absorbers and a fully synchronized gearbox with overdrive.
The most significant change, however, was the powerplant. While the early “America” models had all used the Lampredi long-block, Ferrari ceased production of the motor in 1959 and instead employed a much larger variation of the Colombo V-12 for the newest Superamerica. Displacing four liters and topped by three substantial Weber carburetors, the V-12 produced as much power as the outgoing 410 Superamerica, and it further benefited from improved low-rpm torque and ease of maintenance. Thanks to the efforts of some enthusiastic drivers, we can safely say that the upscale Ferrari was an athletic performer, capable of a top speed in the 150 mph range.
The debut of Superfast II at the 1960 Torino Motor Show would directly impact the appearance of the 400 Superamericas that followed. From 1961 on, the wheelbase was extended to 2,600 mm and many of the show car’s aesthetic features were incorporated into Pininfarina’s Coupe Aerodinamico. The result was one of the most dramatic series of Ferrari road cars.
While each Coupe Aerodinamico body differed slightly, every one benefited from elegant proportions; a large greenhouse; graceful, fluid lines; and a tapered tail section, reminiscent of Ferrari’s now-legendary Sperimentale. Inside, the lucky occupants found a sumptuous interior, replete with comfortable seats upholstered in Connolly leather, a spacious luggage platform, a fluted headliner and an ample selection of gauges to monitor the status of the magnificent machine. At a customer’s request any number of additional features or materials could be specified – Ferrari was only too happy to oblige.
This was not an unusual instance given the fact that the list of original Superamerica customers included notable individuals, such as Gianni Agnelli, Nelson Rockefeller, George Arents, Michel Paul Cavalier, Count Volpi, Count Somsky and Felice Riva.
In total, just 35 Ferrari 400 Superamericas were built, the series divided almost equally between Series I and Series II chassis. Due to their exclusive status and breathtaking performance, this rare breed remains one of Ferrari’s most memorable creations.
The unique design and remarkable history of this 400 Superamerica is a credit to the vision and passion of its first owner, Erwin Goldschmidt of Stamford, Connecticut.
Born in 1926, Erwin Goldschmidt was the only son of prominent Berlin banker Jakob Goldschmidt. After his family fled Nazi Germany in 1933, they spent several years in London, England, before settling permanently in New York City. Having been exposed to elite culture and fine art from an early age, Erwin Goldschmidt cultivated a discerning eye for beautiful objects and a love of fine motorcars.
In his mid-20s, Erwin Goldschmidt started a successful racing career and was a regular participant in leading US sports car events on the East Coast. Starting with Healeys, Jaguars and Allards, Goldschmidt eventually moved into Ferraris and became a loyal customer of Luigi Chinetti Motors in Greenwich, Connecticut.
After successfully campaigning his 375 MM and 375 Plus in major events, such as Watkins Glen and Nassau, Goldschmidt developed an appreciation for the most powerful, top-of-the-line Ferraris and never settled for anything less. This is certainly the case with his one-of-a-kind 400 Superamerica, chassis 3949 SA.
In March 1962, Goldschmidt ordered a new 400 Superamerica through Dr. Amerigo Manicardi, the director of sales at the Ferrari factory in Maranello, Italy. Not content to simply choose a car from available stock, Goldschmidt tailored the Ferrari to his personal liking and worked in collaboration with Pininfarina throughout the build process.
Goldschmidt specified his 400 Superamerica in Rosso Cina with black upholstery and matching black-faced gauges. The cockpit was outfitted with two pieces of fitted luggage for the parcel shelf and a central vertical bolster between the seats to provide additional seating for his children. Beyond these features, the Pininfarina coachwork incorporated the popular covered-headlight treatment: Marchal driving lights in the front grille and extractor vents in the lower rear fenders. The latter feature immediately distinguishes the Goldschmidt Superamerica and pays homage to the most influential Ferrari competition cars and design studies of the early 1960s.
While the Ferrari was being constructed, Goldschmidt and his wife visited the factory to observe the progress being made. At this time, Mrs. Goldschmidt added her own unique requests to the already impressive list of custom features. In addition to red trim on the seats, door panels and Wilton carpeting, Mrs. Goldschmidt specified an alloy grab handle on the passenger door – perhaps a reflection on her husband’s enthusiastic driving style.
Completed by Pininfarina on October 20, 1962, 3949 SA was unveiled on the Ferrari show stand at the 44th annual Torino Motor Show at Parco Valentino, Italy. Ferrari, whose business was founded on building unique, high-speed motorcars for wealthy individuals, could not have chosen a more fitting creation to display than Goldschmidt’s bespoke Superamerica.
Following its service as a show car, 3949 SA returned to the Ferrari factory, where the engine and gearbox were completed and the car prepared for delivery. Before leaving the factory, the 400 Superamerica was loaned to Pininfarina, who took a number of photographs for promotional purposes. These wonderful images were published in the 1962–1963 edition of Automobile Year – the legendary annual car yearbook – and later in Angelo Tito Anselmi’s Le Ferrari di Pininfarina.
In December 1962, a factory test driver set out from Modena, Italy, behind the wheel of 3949 SA with orders to deliver the new car to its owner, who was then vacationing in Davos, Switzerland. Goldschmidt, who also specified exotic SNAP exhaust extractors, heard his Ferrari approaching in the distance and went outside to witness the gleaming red 400 Superamerica climb the long driveway to his residence. As a token of appreciation for the order, Ferrari included several logs of Goldschmidt’s favorite Italian salami with the delivery.
On March 11, 1963, after covering some 1,300 miles in his new Superamerica, Goldschmidt sent the car to be serviced at the Ferrari Factory Assistenza Clienti in Modena and returned home to the US. Once the service was completed at Ferrari, the 400 Superamerica was shipped to New York and joined its proud new owner.
In addition to serving as a preferred mount for spirited weekend excursions, the Superamerica was shared with fellow Ferrari enthusiasts. In April 1967, Goldschmidt displayed his coachbuilt
Ferrari at the 4th annual FCA Meeting and Concours held at the Showboat Inn in Greenwich.
Following Goldschmidt’s passing in 1970, the various cars in his impressive stable were dispersed; however, his son Anthony decided to retain the Superamerica for his personal use. When Anthony moved from New York to California later that year, he drove 3949 SA all
the way across the country.
In late 1977, Anthony Goldschmidt entrusted the Superamerica to legendary Ferrari specialist Bill Rudd for a complete mechanical and cosmetic restoration. The work, which lasted six months, included an overhaul of the major mechanical components, as well as paint and trimming performed by SM World in Van Nuys, California.
In Fall 1979, 3949 SA graced the cover of Cavallino magazine, issue number 7, and was the subject of a feature article by Ferrari historian ￼￼￼￼Allen Bishop titled “400 Superamerica: The Greatest Beast of Them All.”
Over the years, Mr. Goldschmidt’s 400 SA was carefully maintained and shown at select Los Angeles-area concours, including the 1995 Newport Beach Concours and the FCA Nationals in 2002. Beyond these outings, the Ferrari was displayed at the Petersen Automotive Museum in Los Angeles during the late 1990s.
In 2003, Mr. Goldschmidt felt that it was time to part with his beloved Ferrari. It must have been a difficult decision, as the 400 Superamerica had been a prized possession of the Goldschmidt family for over four decades. The one-off Ferrari was eventually sold to Arizona collector Ron Pratte and soon passed into the hands of the current caretaker.
The consignor, whose collection of exceptional coachbuilt Ferraris is among the finest in the world, was immediately attracted to the fascinating history and remarkable features of 3949 SA. Over the past seven years, the Superamerica has benefitted from regular exercise and necessary maintenance. As a result, this high-performance Ferrari is said to offer excellent dynamic qualities, performing beautifully on a recent test drive.
Although the Ferrari displays a light, consistent patina, it has required little cosmetic attention and has been shown with much success. In 2006, the Goldschmidt Superamerica received an FCA Gold Award at the XV Palm Beach Cavallino Classic and, in 2007, was invited to take part in the prestigious Amelia Island Concours d’Elegance.
A singular expression of power and exclusivity, the Goldschmidt 400 Superamerica exudes the individual character and artistry of a bygone era in custom coachbuilding. Tailored to the exacting standards of one of Ferrari’s most important American customers, 3949 SA is not only a striking singular creation, it also boasts a prestigious show car pedigree and remarkable provenance with just three caretakers from new. Amazingly, after 50 years of continuous enjoyment, this Ferrari retains all of its wonderful bespoke features and appears just as it did when it was originally delivered to Erwin Goldschmidt in December 1962.
Those with an appreciation for the prestige, glamour and sophistication embodied by a one-of-a-kind, Pininfarina-built Superamerica should recognize the appearance of this exceptional 1960s Ferrari as an opportunity not to be missed. .
Pros: Cool 400SA, lots of special features and very original
Cons: A little dull ?
#63 – Ferrari 275 GTB/2 Long Nose Alloy 1966 #8143 My pick US$1.2 million NOT SOLD
Model 275 GTB Alloy
Engine 3.3/280 HP
Lot S95 1966 Ferrari 275 GTB Alloy Berlinetta
S/N 08143, Documented Factory Alloy Long Nose
Monterey, CA The Daytime Auction
August 16-18, 2012
This Lot scheduled to be sold SAT 1:30PM
– S/N 08143, titled as a 1967
– Motor no. 08143, Internal motor no. 958/64
– Factory Alloy Long Nose body
– All matching numbers 3 carburetor motor
– Documented by Marcel Massini Report
– Complete ownership history from new
– Sold new in Rome, Italy with original dealer sticker from MOTOR s.a.s. ROMA still on rear glass
– Motor completely rebuilt by John Hadjuk, MotorKraft, Indianapolis, IN 10/11
– Sorting and chassis detailed by Vintage Connection, Oklahoma City, OK
– All five restored original alloy wheels
– All five new Michelin XWX tires, original tool roll
– Four Borrani wire wheels in original Route Borrani boxes
– Original 275 GTB operating, maintenance and service handbook, Spyder/Berlinetta 275 service manual
– New correct leather seats and padding
– Best in Class winner at Concours d’Elegance of Texas DESCRIPTION
In 1964 Ferrari superseded its highly successful 250 series with two new models: the 275 GTB and 275 GTS. While the GTS’ spyder bodywork was evolved from the 330 GT 2+2, the GTB was a breathtaking new Pininfarina design replacing the earlier Lusso with more rounded contours inspired by both the 250 LM racer and the lovely 250 GTO.
The final incarnation of the famous Colombo-designed engine, the 275’s 3.3 liter twin-cam V-12 was rated at 260 HP in the spyder and 280 HP in the berlinetta. Both cars employed a rear-mounted 5-speed gearbox in unit with the rear axle. The solidly mounted unit allowed fully independent rear suspension, therefore making the 275 the first street Ferrari utilizing that layout, comprising unequal length A-arms, coil springs, tube shock absorbers and 4-wheel disc brakes.
The 275 GTB was designed for both the road and the race track, and could be ordered with either three Weber 2-barrel carburetors or six, which increased the horsepower rating to 300; either way, the 275 GTB was homologated for FIA competition. Customers could also order the Scaglietti-built body in steel and aluminum or all aluminum, the latter instantly identifiable by narrow creases at the top of the A-pillars. Today the alloy-bodied “Longnose” 275 GTB is the most highly valued variation of the model.
The 1966 275 GTB offered here is serial number 08143, a fully-documented factory alloy Longnose version retaining its original matching-numbers three-carburetor V-12 engine and drivetrain. Sold new in Rome, Italy (the original dealer sticker from MOTOR s.a.s. ROMA is still on the rear glass), it was ordered in Argento (Silver) with a Black leather interior and alloy wheels. In 1974 it was offered for sale for the first time refinished in Red, and has remained in that color ever since.
S/N 08143 was reconditioned and detailed in 2011. The original V-12 engine was completely rebuilt by Ferrari expert John Hajduk, whose Motorkraft USA has maintained the car since 2007, and final sorting and chassis detailing were performed by Chris Campbell of Vintage Connection in Oklahoma City. Their combined talents resulted in the car being awarded Best In Class, Sports Cars 1960-1973 at the Concours d’Elegance of Texas.
Documented by a full Marcel Massini Report, this impressive alloy-bodied Longnose 275 GTB is offered with new correct leather seats and padding, all five restored original alloy wheels, new Michelin WXW radial tires and four Borrani wire wheels in the original Route Borrani boxes; the original 275 GTB operating, service and maintenance manuals and tool roll are also included.
Pros: Nice 275 GTB with good spec. Alloy body.
Cons: Common ?
#64 – Duesenberg Model J 1929 Murphy Convertible Sedan #2225/J355 US$550,000+ My pick US$650,000 SOLD US$522,500
1929 Duesenberg Model J Convertible Sedan
Coachwork by Murphy
CHASSIS NO. 2225
ENGINE NO. J-355
$550,000 – $700,000
■A Long-Term European Museum Piece
■Upgraded with Desirable External Exhaust
■Handsome Murphy Coachwork
■Recent Cosmetic Refurbishment
420 CID DOHC Inline 8-Cylinder Engine
Single Stromberg Dual-Throat Downdraft Carburetor
265 BHP at 4,200 RPM
3-Speed Manual Gearbox
4-Wheel Power-Assisted Hydraulic Drum Brakes
Live-Axle Suspension with Semi-Elliptical Leaf Springs and Double-Acting Hydraulic-Lever Shock AbsorbersThe Duesenberg Model J
The Model J, launched by Duesenberg at the 1928 New York Auto Salon, was described as the automotive equivalent of the Taj Mahal or a Rembrandt painting. The ultimate expression of luxury and performance, the Model J was the brainchild of company owner E.L. Cord and chief engineer Fred Duesenberg, fulfilling their mission “to produce the best, forgetful of cost or expediency or any other consideration.”
Extraordinary for its time, the Model J featured a large-displacement, twin-cam, straight-eight engine. Certain luxury innovations included a unique timing box mounted to the engine that triggered lights on the dashboard to alert the driver when it was time to change the oil and service the battery. Other instrument lights indicated the operation of a lubrication system, which was automatically activated by a spring-loaded valve every 75 miles, forcing oil into chassis lubrication points.
Despite its launch on the eve of the great stock market crash of 1929 and the onset of the Great Depression, the Model J became a favorite with Hollywood celebrities and the world’s royalty. In total, fewer than 500 of these incredible cars were built.
Completed in 1929, this particular Model J, chassis 2225, received the handsome convertible sedan coachwork by Murphy mounted upon the 142.5″ wheelbase. The Walter M. Murphy Company of Pasadena, California, employed the era’s greatest designers, such as Frank Hershey and Philip Ogden Wright. As Duesenberg’s preferred coachbuilder, the Murphy company bodied more Model Js than any other firm, dressing approximately 140 cars.
Murphy’s fantastic styling cues are best suited for the impressive scale and presence of the Model J chassis. The iconic raked front screen with narrow chrome posts leads into a convertible sedan, which is uniquely low and long for the time. The Art Deco features further accent the simple, elegant form of the coachwork.
Although little is known of the car’s early history, at some point the original motor for this car, J-204, was replaced by motor J-355. Engine J-204 was then fitted to Model J chassis 2374. For a variety of reasons, these engine changes happened with some regularity amongst Model Js.
This splendid Model J has spent much of its life in one of Europe’s most prestigious automobile museums, where it has been lovingly maintained and cared for. The Murphy Duesenberg proved a significant draw displayed adjacent to a Model J Dual Cowl Phaeton, a fitting insight into America’s decadent side during the Depression. In 2010, the Duesenberg received some necessary attention, including the trimming of a new leather interior in a fantastic natural saddle shade. Furthermore, the coachwork was painted red to contrast the black fenders. In combination with the chrome wheels, this lends the Murphy Model J a strikingly period- correct presentation.
In 2011 the museum decided to part with the Convertible Sedan and the car was sent to the US to be sold. The Duesenberg briefly resided in a Los Angeles collection where it saw minor maintenance, including the fitting of six new tires.
The Model J sports several period options including Pilot-Rays, dual chrome-wrapped side mounts, and a black metal luggage trunk. The automobile has been additionally upgraded with desirable exterior exhaust pipes. Recent cosmetic attention has rendered a high presentation, though a subtle patina of gentle wear and extreme care remains.
The Model J remains the epitome of style and grace matched with the ultimate performance for its day. A splendid representative of the marque, it would be a celebrated addition to any prestigious collection and presents a unique opportunity to own what was generally accepted in 1928 as being “The World’s Finest Motor Car.” .
Pros: A very good, honest Duesy in good condition with a clear history. Cheap for an open Duesenberg
Cons: Some changes from original spec.
#65 – Duesenberg Model J 1929 Murphy Sports Sedan #2132/J151 US$800,000+ My pick US$1 million SOLD US$990,000
1929 Duesenberg Model J Sport Sedan
by The Walter M. Murphy Co.
Chassis No. 2132
Engine No. J-151
Body No. 804
To be auctioned on
Friday, August 17, 2012
265 bhp, 420 cu in DOHC inline eight-cylinder engine with four valves per cylinder and hemispherical combustion chambers, three-speed manual transmission, beam-type front and live rear axles with semi-elliptic leaf springs, and vacuum-assisted four-wheel hydraulic drum brakes. Wheelbase: 142.5″
• Pebble Beach Second in Class award winner; ACD certified
• One of only two in existence; original engine, body, and chassis
• Recent mechanical work and tour ready
• Long-term Norris family ownership
In retrospect, it is difficult to imagine the excitement with which the Model J was received in 1929. Here was a chassis with an engine that, at 265 horsepower, beat its nearest competitor by more than 100 horsepower. Coming from a company whose racing successes were legendary, it was the perfect marketing move. Priced at $8,500 for the chassis alone, the Model J was by far the most expensive car in America. The timing of the introduction could not have been better: with the economic successes of the 1920s, America’s wealthy were ready to indulge themselves with the most powerful, bespoke automobile available.
The Walter M. Murphy Company, of Pasadena, California, is generally recognized as the most successful coachbuilder on the Duesenberg Model J chassis. Initially a distributor for Locomobile and Simplex, and later becoming the sole Lincoln distributor for the entire state of California, Murphy acquired the talent necessary to hand craft bodies that suited the California tastes of the time. They were simple and elegant, with trim lines and an undeniably sporting character. Murphy bodies seemed all the more revolutionary when compared to their contemporaries from the east coast, who built heavier, more ornate designs.
In fact, bold departures from conventional design were a hallmark of Murphy Chief Design Stylist Franklin Q. Hershey, who has to his credit more than 50 automotive designs, including the door-into-the-roof concept, which he pioneered for the Model J Duesenberg and is still widely used in the design of modern automobiles. Using center-mounted piano-style hinges, the doors on this Murphy Sport Sedan open opposite each other and come together almost handle to handle. Inside J-151/2132, grey leather seats are accented by grey upholstery on the door panels and headliner, as well as plush, matching grey carpet. Recessed in the rear quarter, added privacy was afforded by a pull-down blind for the back windows. The Sport Sedan featured specially hinged dark green glass sun visors and a ‘V’ shaped cowl following the contours of the windshield. The Model J was equipped with one large and unmistakable taillight: the word ‘STOP’ illuminated in red when the brake was applied. This is one of the examples that has been optioned with two taillights.
The Model J Sports Sedan presented here is the first of two examples bodied by Murphy and one of the earliest Model Js built. Common to the first 50 Model Js, it was originally fitted with an Auburn gas pedal. In 1932, it was sent back to the factory and fitted with a later radiator shell with the attractive chromed shutters, and the carburetion was changed from the updraft Schebler to the downdraft Stromberg. The original crankshaft was retained with the serial number matching the engine number, as of the early-1990s, and it can be presumed that it retains the original crankshaft to this day. The engine also has a two-piece exhaust manifold that is correct for this car.
J-151/2132 was one of the cars featured by Duesenberg in the San Francisco Salon in 1929, and shortly thereafter, it was purchased from Duesenberg by the Norris family, whose holdings, mainly in Chicago and Colorado Springs, included the famed Broadmoor Hotel, where their Model J was reportedly stored for most of its life, until the end of the Norris family’s ownership in 1985. It was then purchased by noted collector and restorer John Mozart and then to Jerry Moore, of Texas, in 1991. Dr. Joseph Murphy then owned the car until it was acquired by the current owner over a decade ago. Some years ago, J-151 benefitted from a meticulous, professional restoration completed to the highest standards; the quality of work was recognized with a Second in Class at Pebble Beach in 1986, in a special class for Murphy-bodied Duesenbergs. This car was also shown at Pebble Beach in 1994 and has subsequently been well looked after, remaining in excellent condition today. It has also been ACD certified, wearing Category One badge number D-185.
Finished in dark blue with a dyed blue leather top and matching leather trunk, the exterior is complemented by the grey leather interior with matching carpets. It rides on blackwall tires, which make it stand out in a field of grand classics, and benefits from the trademark Murphy Clear Vision pillars, which minimize obstruction from the driver’s seat. Hershey’s sport styling creates a pillarless open passenger compartment when the front and rear windows are lowered.
In the current ownership, it has been toured on the Duesenberg tours organized by well-known collector Mr. Sam Mann in Wyoming, in 2007, California in 2008, and Texas in 2010. For most of the last decade it was serviced by marque expert Brian Joseph, who has performed the following cumulative work: rebuilding of the rear shocks; rebuilding of the front and rear driveshaft u-joints; rebuilding of the radiator, including shutters and thermostat; rebuilding and relining of the clutch; a complete brake job, including relining of the brake shoes; rebuilding of the wheel and master cylinders, and new brake drums; and a complete engine rebuild, including new Arias pistons, new Carrillo connecting rods, new rod bearings, grinding of the crankshaft, rebuild of the fuel pump and Bijur unit, carburetor rebuild, rebuild of the timing chain tensioners, and of course, appropriately repainting or polishing all components.
It cannot be over emphasized that aside from high quality, as well as the striking beauty of the Franklin Hershey-designed body, this Duesenberg has been maintained to run and drive as it did when tested by the factory. It is, without a doubt, tour ready, a claim which can be made by relatively few surviving Duesenbergs and one that makes this example superlative.
Pros: Rare bodywork, good history and very correct.
Cons: Not as exciting as the other Duesy’s available at Moneterey
#66 – Shelby Mustang GT350 1965 #SFM5R106 Racer US$900,000+ My pick US$800,000 SOLD US$990,000
1965 Shelby GT350 R
Chassis No. SFM5R106
To be auctioned on
Friday, August 17, 2012
Est. 325 hp, 289 cu in V-8 engine, four-speed manual transmission, independent front suspension with coil springs, live axle rear suspension with leaf springs, and front disc and rear drum brakes. Wheelbase: 108″
• One of only 34 production R models
• Owned and raced by its first owner, Richard Jordan, for 21 years
• Extraordinarily original, down to the original Plexiglas and racing wheels
• Offered from a prominent private collection
• Documented in the Shelby American World Registry
• Original Shelby American paperwork
• Less than 4,900 original miles on the original engine and transmission
Without exaggeration, Carroll Shelby may be considered a legend of postwar motorsports. In the early days, he seemed like an amiable east Texas “good old boy.” Scratch that surface and one would have discovered qualities of drive, ambition, and a tenacity that one associates with moguls of industry. Creativity and an uncanny sense of timing were also seemingly natural facets of Shelby’s personality. Timing? Well, was it luck that he approached AC Cars about Cobra chassis just as their engine supply had dried up? Was it pure fate that he walked through Ford’s front door just as the company had decided to implement “Total Performance”? One wonders. Carroll Shelby’s racing exploits, which included a Le Mans win in 1959 and his early success with the AC Cobra cars are well known, but his work on Ford’s “ponycar” is equally fascinating.
While Ford’s new Mustang was a huge hit, selling some 22,000 units the first day offered, it would never be mistaken for a “Total Performance” poster boy, especially since this pony was based on the running gear of Ford’s Falcon economy compact. Carroll Shelby, already a Ford-related performance personality since his AC Cobras were in Ford dealerships, was tapped to transform the wimpy Mustang into a potential “B” Production SCCA racer. Thus, the legendary Shelby GT350 R was born.
Putting the Pony Before the Cart
The Shelby American Automobile Club’s Registry offers an interesting description of the 350 and 350 R series, “Unlike most production race cars which are created by modifying the street version, the GT350 road car was in fact a detuned R-Model.”
There were only 34 R-models built, and they are the fire-breathing, Corvette-beating, heart and soul of the Shelby Mustang lineage. All were Wimbledon white with blue stripes, and they were all unbelievably competitive. They were immediately successful in achieving their intended purpose, dominating SCCA B/Production racing in their first season and nearly obliterating other marques and models from the annual SCCA runoffs, then known as the American Road Racing Championship, for the next three years.
The GT350 had one purpose and that was to put the Ford Mustang in the winner’s circle in SCCA road racing. The initiative for the GT350 came from the Ford Motor Company, which wisely recognized that the Mustang’s success with consumers could be enhanced with the performance image that came from racing. Shelby was the logical partner but was already involved in building Cobras and supporting a busy racing effort, including the Ford GT40 MK II and the USRRC/USAC King Cobras. So, Ford made it easy, as well as lucrative, by doing most of the hard work in-house.
The first hurdle was SCCA’s requirement that 100 cars, all of which would be raced, be built before the beginning of the year. Ford agreed to supply Mustangs to Shelby’s specifications, and Shelby picked through the Ford parts catalogue to specify the basic package that would lend itself to road racing with fairly simple upgrades to be made in the Shelby American shop, a project headed by Chuck Cantwell. The production cars and all the R-models were specially built in sequence at Ford’s San Jose, California factory in Wimbledon White with Black interiors and 271 hp K-code engines, aluminum case Borg Warner T-10M four-speed transmissions, nine-inch rear axle with Fairlane station wagon drum brakes, “export” shock tower brace, and sintered metallic brake pads and linings. Left in San Jose were the hoods, rear seats, radios, and exhaust systems. An additional 15 cars were even more special. These arrived at Shelby without side or rear windows, heaters, defrosters, upholstery, headliners, insulation, or sound deadening. They were the first R-models.
At Shelby, all the GT350s essentially received the same suspension modifications. The front suspension upper A-arm chassis pivots were lowered an inch and Koni shocks were installed, along with a one-inch front sway bar and quick ratio steering kits. The K-shaped “export” brace was augmented with another bar joining the tops of the shock towers. The leaf spring suspended rear axles got traction bars and Detroit “no-spin” locking differentials. Other changes included fiberglass hoods with cold air intake scoops, wood-rim steering wheels, and a fiberglass shelf where the rear seats had been. Batteries were trunk mounted for better weight distribution and a Shelby tach and oil pressure gauge was installed in a dash top mounted pod. Three-inch competition style lap belts were installed in all the GT350s and Shelby, ever conscious of ways to conserve money and time, used the inner belt mounting bolts to secure a driveshaft safety hoop.
The GT350 R
Having created the framework that would meet SCCA’s requirements, the Shelby American crew turned its attention to building the few, special competition cars that would campaign in the racing season that would be in full swing in only a few weeks. Using the production GT350 as a base, Shelby concentrated on those things which any conscientious racer building a production-based GT or sports car would do, improving handling, power, and reliability. In this case, by design, the GT350 R’s handling was not an issue.
Engines were blueprinted in Shelby’s engine shop, while Valley Porting Service extensively modified the heads. A Holley four-barrel carburetor on a Cobra high-rise aluminum intake manifold was installed, with Tri-Y headers built by Cyclone handling the exhaust. Output ranged from 325 to 360 horsepower on the Shelby dyno. Front and rear fenders were flared to accept American Racing 15×7 five-spoke wheels. The engine’s increased output dictated an oil cooler for reliability. It was mounted behind the special high capacity radiators and required more air flow, which resulted in the R-models’ most distinctive feature: a new front body apron constructed from fiberglass with a deep air intake flanked by brake cooling air scoops.
Plexiglass side windows with aluminum frames saved 25 pounds over the stock side glass. A special Plexiglass rear window was formed, which fitted the rear light opening with a two-inch gap at the top to exhaust air from the interior and smooth air flow over the rear body and also said to increase the R-models’ top speed by five miles an hour. A four-point roll bar was installed with a massive 34-gallon baffled fuel tank fabricated from the bottoms of two standard Mustang tanks.
When complete, the Shelby Mustang GT350 R was a turn-key race car that was ready to go straight from the Ford dealer, where it was bought directly, to an SCCA race weekend and compete at the highest level.
This particular GT350 R is no exception and may very well be one of the most original, sought after examples in existence.
Following the work it received at Ford, the car was received at Shelby American on December 21, 1964, for its conversion into a Shelby GT350 R, the work for which started in March and ended in June, complete with original engine 52127, and rated at a thunderous 325 hp. Ordered by Jack Loftus in August of 1965, the completed car was shipped from the Los Angeles Airport to O’Hare International Airport, via TWA, for delivery to Jack Loftus Ford, of Hinsdale, Illinois, with an extra 4.11 rear end, at a total price of $6,105, more than twice that of a regular, stock Ford Mustang!
SFM5R106’s fortunate original owner was one Richard Jordan, of Downers Grove, Illinois, a suburb of Chicago. Prior to going racing, however, Dick Jordan participated in the Carroll Shelby School of High Performance Driving (Riverside, California), as evidenced by a graduation plaque in the car’s file. Diploma in one hand and the keys to his R-model in the other, Mr. Jordan tore up the racing circuits, competing in Midwestern SCCA national events until the early-1970s. Among other events, the Shelby American World Registry notes his participation at Elkhart Lake, Wisconsin in 1965, the month after he bought the car. In fact, he raced at Elkhart Lake several more times until the early-1970s, as well as Clermont, Indiana, Lynndale Farms, Wisconsin, Wilmot Raceway, Illinois, and other tracks.
After its racing career, Jordan placed the original, unmolested race car in storage, where it remained until 1986—an extraordinary 21 years after he first bought the car. As such, this GT350 R is one of the few examples to have had only one original racing driver and to have remained in such extraordinary original condition.
Paul Zimmons, of Potomac, Maryland, purchased the car in 1987 and restored the car before it won the Gold Award in the Competition Class at SAAC-18, in Watkins Glen in 1993. The next owner, Paul Andrews, of New Jersey, continued this tradition by winning Second Place Popular Vote at SAAC-25, at Lime Rock Park in 2000. Since that time, the car has always been beautifully and perfectly maintained, first by Anthony Tomasi (Wilmington, Massachusetts), then Dave Christenholz (Paradise Valley, Arizona), and more recently, in 2007, by Colin Comer, the noted Shelby enthusiast, author, and marque expert. By the time Mr. Comer acquired the car, it still only had 4,800 original miles from new, all accumulated on race tracks, and rode on its original magnesium American wheels. In fact, the car still had its original Plexiglas windows! Currently, R106 has only 4,858 miles on its odometer.
Since its acquisition by the current owner, a well-respected collector in his own right, SFM5R106 has remained in this extraordinary state—restored to the exact configuration in which it appeared at its first race at Road America, utilizing only original components installed on the car at Shelby American and NOS service parts as needed. In fact, the car still only has less than 4,900 miles showing on the odometer and retains its original drivetrain, including the transmission.
R106 recently visited Blackhawk Farms Raceway and was right at home. It is still set-up as a competitive car and tuned appropriately. After many laps completed with the current owner behind the wheel, he reported on the tremendous performance of the car and the superb handling, as well as how downright nimble the car was.
Equally as impressive is the amount of documentation, including original paperwork from Jack Loftus Ford and Shelby American, original invoices, titles, racing photos, and more. The original Illinois title and registration, as well as the original invoices to Jack Loftus Ford from Shelby American and to Richard Jordan from both Jack Loftus Ford and Shelby American, are also present. The aforementioned Carroll Shelby School of High Performance Driving plaque awarded to Richard Jordan is also included. It was through this driving school that Dick Jordan was “allowed” to order this GT350 R.
Furthermore, the original paperwork authorizing and confirming Dick Jordan’s delivery of R106 from the TWA O’Hare terminal are in the file, along with original correspondence between Shelby American Headquarters Sales Manager Dante R. Cardone and Jack Loftus Ford’s Sales Representative Bill Stuchl, regarding the parts availability of specific components on R106. In all, a large binder complete with numerous period photos, as well as extensive, original paperwork rarely seen with such a car, especially a race car, accompanies R106. For further information regarding these documents, please contact an RM representative.
The opportunity to acquire such an extraordinary GT350 R may never present itself again. Tremendously original, owned and raced by the same gentleman for two decades, and incredibly well-documented, SFM5R106 appears precisely as it did the first time Mr. Jordan turned the ignition key at Elkhart Lake. Racing cars are all too often modified, damaged, upgraded, and worst yet, discarded. R106, however, has been spared all those indignities to present Shelby enthusiasts with a factory-correct, authentically restored, and supremely original GT350 R with which to take to the track, stun SAAC judges, and crown one’s collection of historically significant race cars.
Pros: A great Comp Mustang, very rare. Excellent history etc.
Cons: Its still a Mustang
#67 – Rolls Royce Phantom II Allweather DHC 1935 #107TA US$500,000+ My pick US$500,000 SOLD US$495,000
1935 Rolls-Royce Phantom ll Drop Head Coupe
Coachwork by Allweather Motor Bodies
CHASSIS NO. 107TA
ENGINE NO. DL85
$700,000 – $900,000
■Elegant, One-Off Drop Head Coupe Phantom II
■Genuine Example, Retaining Original Body, Chassis and Engine
■Pictured in Lawrence Dalton’s 1967 Book Those Elegant Rolls-Royce
■An Exciting Opportunity for Rolls-Royce Enthusiasts
■Recent Winner at Prestigious Concours
■Eligible for RROC and CCCA Tours and Shows
7,668 CC OHV Inline 6-Cylinder Engine
Single Rolls-Royce Carburetor
120 HP at 3,000 RPM (Estimated)
4-Speed Manual Transmission with Synchromesh on Third and Fourth Gears
4-Wheel Servo-Assisted Mechanical Drum Brakes
Front Suspension with Beam Axle and Semi-Elliptical Springs
Live Rear Axle with Semi-Elliptical Leaf SpringsThe Phantom II
At the London Olympia Motor Show in October 1929, Rolls-Royce unveiled its second- generation Phantom, an evolution of the popular motorcar that had been available since 1925. Countering criticisms of the original Phantom’s lack of lateral stability and heavy steering, Rolls- Royce redesigned the chassis for the Phantom II and in doing so, lowered the vehicle’s ride height by nearly nine inches. This was achieved through a new suspension layout consisting of semi-elliptical springs that were underslung in the rear. Further innovations could be found in the unification of the engine, clutch and gearbox into a single unit and the implementation of a synchromesh transmission for the first time in Rolls-Royce history.
Chassis 107TA was delivered new to Allweather Motor Bodies, Ltd in London on March 11, 1935, as a bare, long-wheelbase chassis. Allweather, a little-known coachbuilder, was a subsidiary of T.H. Gill & Sons formed in 1931. It actually outlived Gill proper, which closed down in 1935. Allweather continued doing specialized coachwork through 1939, though repairs and renovations were its main business.
Instructions were sent with the order to build a drop head coupe body as seen on the car today. It was to be equipped with six Dunlop Fort Silent Tread tires on later-specification 19″ Dunlop wire wheels in contrast to the 21″ wheels on earlier models.
Records show that the completed car was delivered to the first purchaser, A. Simpson, Esquire, of Hampstead, England, in May 1935.
The car owes its svelte appearance in part to the original order’s request for the top-center bonnet hinge to be 9″ longer than standard. This resulted in an especially attractive long, low bonnet line that in combination with the long 150″ wheelbase, extended hood with side louvers and low windscreen, is both elegant and sporting. In the August 2010 issue of Classic Lines (a publication of the South Florida region of the CCCA), the car was thusly described, “From any angle this is a beautiful masterpiece in metal. The use of the outer landau bars was passé but appropriate for this body design and the dual spare wheel and tire carrier give the impression of additional length.”
It is unknown how long 107TA remained with its first owner; but at some point, the car made its way to the US where, according to RROC records, it was owned by Louis V. Divore of Altadena, California, in 1949.
While in the possession of collector Robert Pass in 2009 the car was refitted with 19″ wheel discs, returning the Phantom II to its as-built configuration. The transmission, clutch and brake servo were also overhauled during his possession, and receipts are available for inspection. The car has been honored with awards at both the Meadow Brook Concours d’Elegance and the Pebble Beach Concours d’Elegance in 2010, assuring the new owner of the quality of the restoration. While in its current ownership, the classy Rolls-Royce has traveled the East Coast concours circuit, racking up impressive awards at the most pres- tigious events. In 2012 alone, 107TA was awarded Most Elegant European at the Mar-a- Lago Concours, Most Elegant Pre-war Open at the Boca Raton Concours and Most Elegant Open at the Greenwich Concours. Finished in a stunning black with black cabriolet roof, the car is elegantly appointed with red leather and copious amounts of wood trim throughout the sumptuous interior. In the trunk, one finds a well stocked tool tray, as only Rolls-Royce would have made.
Chassis 107TA is featured in Lawrence Dalton’s Those Elegant Rolls-Royce (published in 1967) wearing the proper wheel covers and blackwall tires as it was delivered.
Even at rest, the car appears to be in motion. The elegant styling and one-off coachwork in combination with an engine considered by collectors to be the most reliable of any in a pre-war car, makes this a wise choice for the discriminating enthusiast. Whether driven or shown at invited events and concours, the Rolls-Royce will no doubt continue to collect accolades and awards wherever it should appear. .
Pros: A very nice, pretty rolls.
Cons: Been on the market A LOT over the last year or two. A real frequent flyer, why ?
#68 – Rolls Royce Phantom II Brewster Henley Roadster 1931 #255AJS US$650,000+ My pick US$750,000 SOLD US$687,500
1931 Rolls-Royce Springfield Phantom II Henley Roadster
by Brewster & Co.
Chassis No. 255AJS
Engine No. E95B
To be auctioned on
Saturday, August 18, 2012
120 bhp, 7,668 cc OHV six-cylinder engine, single updraft carburetor, four-speed manual gearbox with overdrive, front and rear semi-elliptic leaf springs, with live rear axle, and mechanical drum brakes with power assist. Wheelbase: 150″
• Numbers-matching original car with complete documented history
• Acclaimed as the most handsome Springfield Rolls-Royce design
• Specifically featured in significant Rolls-Royce reference books
• Single family ownership for the last 40 years
• Superbly rebuilt by Frank Cooke, of Brookline, Massachusetts
On October 18, 1919, Rolls-Royce of America was launched in Springfield, Massachusetts and produced 2,944 Silver Ghost and New Phantom cars between 1921 and 1931. When production of the Phantom II ended in England, Springfield was left with a sparse inventory of Phantom I’s and a few imported Phantom II’s, so the Derby factory completed a series of “Americanized” Phantom II chassis and sent them to Springfield.
The chassis numbers on these cars ended with either “AJS” or “AMS.” The “A” represented a car modified for the American market. The most obvious change was the conversion from right-hand to left-hand drive. An American-type central gearshift replaced the British-style side lever. The radiator shutters were thermostatically controlled to open or shut depending upon engine temperature, and manual control of extra cylinder lubrication was fitted for cold starts. Assuming Americans drove faster and more aggressively than the British, front and rear bumper supports, wider brake shoes, heavier rear brake drums, and higher gear ratios for high-speed touring were installed. These cars were manufactured and tested at Rolls-Royce Works in Derby, England, then shipped to U.S. Customs at the Port of New York. Rolls-Royce of America requested the Phantom II “A” chassis to be shipped without a tool kit, tires, horn, chassis lubrication fittings, spring gaiters, spark plugs, and hood locks, trimming Atlantic-crossing shipping costs. American-sourced parts were fitted after the chassis arrived.
Unlike its parent company, Rolls-Royce of America always advertised coachwork and could supply complete cars to its clients. Rolls-Royce Custom Coachwork, as it was known, is easily identified by a small plaque fitted to each car. All body builders for Rolls-Royce cars, whether in the U.S., England, or the Continent, supplied their designs to Rolls-Royce for approval. Once the body was fitted to the chassis, the coachbuilder returned the car to Rolls-Royce to be tested before final inspection and delivery. The Phantom II chassis presented an ideal canvas for designers—no longer were they challenged by the awkward, high cantilever spring rear suspension fitted to the Silver Ghost and the Phantom I. The Phantom II was instantly identifiable by its sweeping hood that measured half the length of the car. The Rolls-Royce “Spirit of Ecstasy” mascot graced the iconic radiator shell, set well back over the front axle.
The best-known body supplier for the American Rolls-Royce was Brewster & Company, located on Long Island, New York and founded in 1810. This American coachbuilder had facilities in England and won a Gold Medal at the 1878 Paris Exposition for a horse-drawn carriage. It built its first motor body in 1905 and in 1908, mounted a landaulette on a Silver Ghost chassis.
In 1925, Brewster was purchased by Rolls-Royce of America. In 1931, the firm began designing and fitting bodies to the left-hand drive Phantom II’s imported from England. For the last five years of Springfield production, nearly all Springfield Rolls’ were Brewster-bodied. These attractive cars were well-received from new, particularly the Henley roadster. The first owner of chassis 255AJS was a Mr. Walton, who was one of only nine clients to order the Henley roadster body. This example still retains its original engine and number, E95B, which makes it one of the few surviving original examples.
This particular car has a remarkable history and has been owned by the same family for the past 40 years. Anthony Preston, of Riverdale and North White Plains, New York, acquired the car in October of 1971. Presented in wonderful operating condition, it has been well-looked after and preserved since its complete mechanical restoration in 1978, by the legendary Frank Cooke, of Brookline, Massachusetts. To grasp the importance of this car’s restoration, it is important to have an understanding of Frank Cooke. A world-renowned expert in optical engineering and technology, he was part of the team that developed space optics for NASA on the Galileo probe and the Hubble telescope. To Rolls-Royce and Bentley enthusiasts, Frank Cooke was the man who could fix anything. For many years, he was technical director of the Rolls-Royce Owners’ Club and held numerous seminars, becoming famous for the cutaway engines and component parts he crafted for classroom exhibits.
Cooke turned his avocation into a vocation when he opened the Vintage Garage in Brookline. Any Rolls-Royce or Bentley owner from North America knew that even the most difficult problems could be solved by Cooke. He is particularly noted for fixing the Achilles heel of the Phantom II: the cam follower problem. When Mr. Preston took his Henley roadster to the Vintage Garage, his only instructions were to perform a thorough mechanical restoration. Frank Cooke and his team disassembled the engine, replacing the solid lifters with roller tappets, which was Mr. Cooke’s genius resolution of the infamous issue. He also installed an overdrive to facilitate driving at highway speeds. The sometimes-troublesome, original aluminum head was replaced with a perfectly machined cast-iron head, ensuring greater reliability. The original head has been retained and will be included in the sale. When 255AJS left the Vintage Garage, the odometer read 54,000 miles, yet it was in better-than-new condition. Since then, the car has been maintained properly and remains in good mechanical order, providing the Phantom II’s trademark smooth performance.
Mr. Preston passed away in 1985, and the car remained in the family’s possession, stored in a heated garage on jacks and kept dry until 2008, when his family had it mechanically re-commissioned. Since the Cooke refurbishment, only 800 miles have been added to the car, with the odometer reading 54,800. This Henley Roadster remains as handsome as it is reliable and is fitted with a split windshield and another 1930s icon: the rumble seat. Its period-correct paint scheme, in shades of brown and tan, was flawlessly executed in glossy lacquer by Gus Reuter, of the Bronx, New York, and has acquired the handsome, natural patina that only comes with an older restoration.
Some of the archival references to this car include the definitive work on Springfield-produced cars, Rolls-Royce in America, by John Webb deCampi, where it is pictured on page 129, plate number 265. Another respected publication, Those Elegant Rolls-Royce, by Lawrence Dalton, features this Henley on page 63, when it was displayed at the Pebble Beach Concours d’Elegance. It is again pictured on page 204 of The American Rolls-Royce, an important historical publication written by Arthur W. Soutter. The author was employed by Rolls-Royce of America as a tool designer shortly after the company was founded in 1919. He rose through the ranks and retired as general maintenance manager in 1934, when the company went into liquidation. His first-hand knowledge of the company and its cars, during its entire existence, defines this book as a valued reference. The fact that he featured this Henley is significant.
The provenance of 255AJS is verified by well-documented sources, which adds greatly to its value and collectability, and this history will be presented to the new owner. Also included in the sale is the original owner’s manual, the original “Spirit of Ecstasy” mascot plus a replica, tools, a driver-side spotlight, original wheel cover discs, front parking lights and a pair of side-mount tire covers, correct rearview mirrors, and a collection of magazines containing articles about this remarkable car. As an additional bit of fun, a 1931 Henley Roadster Radio Shack radio, cast from this car, is included in the sale. Due to the performing and styling characteristics afforded by its “Americanized” chassis, the Springfield Phantom II was an early favorite among Rolls-Royce collectors. These cars have always enjoyed a much stronger following than the British versions; they are sought by serious enthusiasts, and their steadily increasing values reflect their timeless appeal.
Pros: Good looking rolls, well worth the asking price. Very original and very rare
#69 – Rolls-Royce Phantom I Derby Speedster 1928 #S185FR US$500,000+ My pick US$600,000 SOLD US$687,500
1928 Rolls-Royce Phantom I Derby Speedster
Coachwork by Brewster & Co.
CHASSIS NO. S185FR
ENGINE NO. 21858
*Please note that this car is titled by its engine number.
$500,000 – $650,000
■One of the Most Beautiful Classic Rolls-Royce
■Exceptionally Sporting Brewster Coachwork
■One of Only Five Derby Speedsters Built
■Part of the Pettit Collection for 60 Years
■Original Chassis, Body and Engine
■Ideal Candidate for a Concours-Quality Restoration
■A Rare Opportunity for the Discerning Collector
7,668 CC OHV Inline 6-Cylinder Engine
Single Updraft Carburetor
95 BHP at 2,750 RPM
3-Speed Manual Gearbox
4-Wheel Servo-Assisted Drum Brakes
Solid Front Axle with Semi-Elliptical Leaf Springs
Live Rear Axle with Cantilever-Spring SuspensionThe Derby Speedster
Of the 20 body styles offered by Rolls-Royce of America, a select number of open styles stand out as being particularly attractive. One of the most appealing is the Derby Speedster, a beautifully tailored tourer immediately distinguished by its dashing, upswept rear fenders that recall the dramatic wings of pre-WWI race cars. Designed by John S. Inskip, the Derby Speedster successfully combines the most desirable elements of Brewster’s contemporary offerings, such as the striking polished-aluminum belt molding, folding windscreen and scalloped doors. In the words of noted Rolls-Royce authority John Webb de Campi, the Derby Speedsters were “perhaps the handsomest bodies ever put on a Rolls-Royce chassis.”
An undisputed trendsetter in the early days of car collecting, Mr. Pettit was among the first to recognize the timeless beauty and sporting elegance of the Derby Speedster. While others might have been satisfied with a standard Derby or even an Ascot, Mr. Pettit’s discerning tastes ensured that he settled for nothing less than the very best.
The Rolls-Royce Springfield Phantom presented here, S185FR, is one of the five original Derby Speedsters built by Brewster & Co., of which just four are known to still exist.
Chassis S185FR was completed at the Springfield, Massachusetts, Rolls-Royce works sometime between late 1928 and early 1929. It was fitted with engine number 21858, and then sent off to Brewster & Co. to be fitted with their desirable Derby Speedster coachwork. Most likely due to its staggering price, S185FR is believed to have remained unsold until 1932 when, according to records supplied by the Rolls-Royce Owners’ Club, the car was sold to Robert D. Lay of Chicago, Illinois.
Between 1949 and 1950, the Pettit family discovered the rare Rolls-Royce in Lake Wales, Florida. The owner, an Englishman with a hyphenated name – recorded as “Smith-Something” – was looking to sell the dashing Derby Speedster and Mr. Pettit immediately jumped at the opportunity to acquire it. After negotiating the purchase, Mr. Pettit, who was in the middle of a term at college, helped drive the Rolls-Royce on the 800-mile return journey to Virginia with his father.
Soon after its arrival in Virginia, the Derby Speedster was treated to a light restoration. As Mr. Pettit did not care for the car’s drab olive color, he refinished the bodywork in a darker shade of green and reupholstered the interior in tan vinyl.
Following restoration, the Derby Speedster made its concours debut at the 1961 RROC Meet in Luray. When Pettit’s Motoring Memories Museum hosted the 1966 RROC National Meet, the rare Springfield Phantom was one of the field’s standout entrants. Admired for its striking design and rarity, the Derby Speedster was one of few cars in the Pettit Collection depicted in a series of postcards distributed by the museum.
A credit to Mr. Pettit’s responsible stewardship over the past 60 years, this Derby Speedster remains a very correct and genuine example, complete with its original chassis, body and engine. Although the overall condition is in keeping with its aging 1950s restoration, this Rolls-Royce possesses a wonderful patina and character that are impossible to duplicate.
An ideal candidate for a high-quality restoration, S185FR possesses all the qualities that collectors seek in a classic Rolls-Royce: rarity, beauty, authenticity and desirable provenance. Furthermore, S185FR is prominently featured in a full-page introduction to the chapter entitled “Springfield New Phantom” in Bird and Hallows’ 1964 book The Rolls-Royce Motor Car. With its graceful lines, scalloped doors and signature upswept rear fenders, this splendid Springfield Phantom would be a spectacular addition to the finest concours and, if properly presented, ought to be a serious contender for major honors.
One of only four examples known to survive, the Derby Speedster carries tremendous cachet among connoisseurs and, for many, is the highly sought-after missing piece in an otherwise comprehensive collection of outstanding pre-war Rolls-Royce.
A star of the Pettit Collection, this Derby Speedster represents a once-in-a-lifetime opportunity for collectors who maintain a deep appreciation for the finest classic automobiles.
Pros: Very rare classic Rolls, excellent provenance
#70 – Porsche 962 1987 #962-DR1 US$1.2 mil. + My pick US$1.2 million NOT SOLD
1987 Porsche 962 IMSA Camel GT Racing Car
Chassis No. 962DR1 (RLR 202)
To be auctioned on
Saturday, August 18, 2012
Est. 700 bhp, single turbo, air-cooled 3.2-liter engine, five-speed manual gearbox, independent front suspension with wishbones and front and rear coil springs, four-wheel ventilated disc brakes, and rear-wheel drive with aluminum monocoque.
Please note that this vehicle will be sold on a Bill of Sale only.
• 1988 IMSA Camel GT Manufacturer’s Championship winner
• 1988 Porsche Cup North America winning car
• In excellent, fully and properly restored, regularly maintained condition
The Porsche 962
The saga of the Porsche 962 started out innocently enough, as Porsche wanted to adapt its 956 sports-racing prototype to racing in North America. Porsche’s new monocoque chassis layout and ground effect design had already conclusively demonstrated their effectiveness on the all-conquering 956 sports-racing prototypes, but the 962 took the model’s dominance to an entirely new level. When the 956 was developed in late-1981, Porsche’s intention was to campaign the car in both the World Sportscar Championship and the North American IMSA GTP Championship. However, IMSA GTP regulations differed from FISA’s Group C rules package, and as such, the 956 was banned from the American series primarily on the grounds of safety.
To make the 956 eligible under the IMSA regulations, Porsche extended the car’s wheelbase 2.4-inches at the front to make room for a pedal box, which would place the driver’s feet behind the theoretical front axle line. Additionally, a steel roll cage was integrated into the revised aluminum chassis. The new car was fitted with an air-cooled, 2.8-liter flat six-cylinder, which used a single KKK K36 turbocharger, as opposed to the twin K27s of the Group C 956.
The 962 made its IMSA debut at the 1984 Daytona 24 Hour and was immediately quick, qualifying on the pole. The following year, Porsche began to campaign the 962 in the World Sportscar Championship. Designating the Group C model the 962C, the factory and customer cars used four-valve, twin-turbo engines, in contrast to their IMSA GTP counterparts.
Almost immediately, customer teams took it upon themselves to further develop the 962. One of the more pronounced shortcomings of the standard 962 was the lack of stiffness in its aluminum chassis, which led some teams to design new chassis and simply purchase components from Porsche to complete their cars.
Among the most popular privately-built 962s were those from Kremer Racing, John Thompson for Brun Motorsport and Obermaier Racing, Nigel Stroud for Richard Lloyd Racing’s GTi Engineering, Vern Schuppan, Jim Chapman, FABCAR, and Holbert Racing.
The 962 engine packages were similarly developed over the years. Single-turbo, twin-turbo, air-cooled, water-cooled, air/air intercooled, air/water intercooled, two-valve, four-valve, 2.6-liter, 2.8-liter, 3.0-liter, and 3.2-liter engines, in various combinations, all appeared in the 962.
However, it was the results that spoke most loudly when it came to the 962 in motorsports, both on the continent and abroad. In North America, the 962 won the IMSA Camel GT Championship every year from 1985 to 1988. In Europe and Asia, the 962C won the World Sportscar Championship in both 1985 and 1986, the Interserie Championship from 1987 to 1992, all four years of the Supercup Series (1986 to 1989), and the All Japan Sports Prototype Championship from 1985 until 1989. In addition, the 962C won the 24 Hours of Le Mans in 1986, 1987, and 1994. With a competitive career lasting nearly a decade, the Porsche 962 has justifiably left its mark on endurance racing and remains one of the most successful sports racing prototypes in history.
Chassis no. 962 DR1(RLR 202)
For three years, from 1985 through 1987, the Porsche 962 dominated sports car racing in North America, winning three GTP Manufacturer’s Championships in a row. In 1988, however, rule changes quickly loosened Porsche’s stranglehold on the IMSA Camel GT Championship. New restrictor-plate rules greatly reduced the effectiveness of the 962’s turbocharged motor, as the limitations of its mechanically-controlled waste gates became painfully pronounced. Consequently, the 1988 season was quickly dominated by another turbocharged car, the
Electramotive Nissan ZX-T, which featured an electronically-controlled waste gate. With no development support from the Porsche factory, it was left to the ingenuity of the customer teams to defend the Manufacturer’s Championship.
Rob Dyson knew if he wanted to win a fourth consecutive North American Porsche Cup for Dyson Racing, he would need something completely new for the 1988 season. Dyson turned to Silverstone-based Richard Lloyd Racing/GTi Engineering for a solution. RLR’s re-engineered, Nigel Stroud-designed GTi 962 chassis were renowned throughout Europe for their superior aluminum composite honeycomb construction and state-of-the-art suspension and brake design. Dyson purchased RLR 202, the fifth of six GTi 962 chassis constructed, and commissioned FABCAR to further develop the car for IMSA sprint events. Upon completion, RLR 202 was renamed DR1 and subsequently sent out hunting.
When DR1 appeared at West Palm Beach for the fifth round of the Championship, it was the quickest of the 962s, finishing Third Overall. Throughout the remainder of the 1988 season, DR1 would take two more podiums, including Porsche’s final win of the season at San Antonio, where it broke Nissan’s eight race winning streak. As the points-leading 962 of the 1988 season, DR1 is largely credited with clinching Porsche’s final IMSA Manufacturer’s Championship, beating Nissan by one point. In addition, DR1 secured Dyson Racing’s fourth North American Porsche Cup and carried Price Cobb and James Weaver to Third and Fourth in the Driver’s Championship, behind Nissan’s Geoff Brabham and Jaguar’s John Nielsen. At the end of the 1988 season, Dyson retired DR1. The car was later campaigned in selected IMSA events during the 1990 and 1991 seasons. Some time later, DR1 was acquired by noted collector George Stauffer, who subsequently sold it to enthusiast and vintage racer Larry Wilson.
While owned by Mr. Wilson, DR1 was entered in several exhibition events, including Rennsport Reunion 11 (2004) and the Concours de Graylyn Car Festival (2006). The car was then sold to Rolex Sports Car Series driver Steve Goldin, who entered the car at Rennsport Reunion III (2007). DR1 has since been purchased by its current owner, who has continued to keep up its maintenance and care.
Since being retired from professional racing in 1991, DR1 has had no traumatic experiences on or off the track. More importantly, during its thirteen race career in the hands of, among others, Price Cobb, Rob Dyson, John Paul Jr., James Weaver, and Bill Adam, it never suffered any significant or irreparable damage. DR1 still retains its original RLR/GTi chassis.
Restored some years ago by Porsche specialist Paul Willison, DR1 has since been maintained by both Mr. Willison and specialists at SpeedWerks, in North Carolina. DR1 has recently undergone a thorough race preparation, at which time its single-turbo, air-cooled, 3.2-liter motor had its bearing seals, rings, and waste gates renewed, as well as having all four corners overhauled and a new fuel bag installed. As the car was constructed in 1988, it is eligible for all foreign and domestic IMSA GTP/Group C vintage events without restriction.
While the provenance of DR1 is exceptional, perhaps what is most significant about the car is that it is the last IMSA Championship winning Porsche 962. As such, it is truly a noteworthy example of the marque and worthy of placement in any important collection of Porsches or sports racing cars and would remain today a fearsome competitor in historic sports prototype racing.
962 DR1 Competition History
1988 IMSA Camel GT Championship
West Palm Beach – Price Cobb / James Weaver – 3rd
Lime Rock – Price Cobb / James Weaver – 6th
Mid-Ohio – Price Cobb / James Weaver – 4th
Watkins Glen – Price Cobb / James Weaver – DNF (Suspension)
Road America – Price Cobb / James Weaver – 3rd
Portland – Price Cobb / James Weaver – 5th
Sears Point – Price Cobb / James Weaver – 4th
San Antonio – Price Cobb / James Weaver – 1st
Columbus – Rob Dyson / Scott Pruett – 18th
Del Mar – Rob Dyson – DNF (Retired)
1990 IMSA Camel GT Championship
Daytona 24 Hour – Bill Adam / Richard Laporte – DNF (Engine)
Miami – Bill Adam / David Seabroke – 7th
Sebring 12 Hour – Bill Adam / Scott Harrington – DNF (Accident)
1991 IMSA Camel GT Championship
Sebring 12 Hour – James Weaver / John Paul Jr. – DNF (Suspension)
Pros: Good, highly successful Porsche 962, would make an excellent HSR racer
Cons: Very VERY powerful
#71 – Porsche 935 1977 #770911 My pick US$800,000 NOT SOLD @ US$700,000
Lot S115 1977 Porsche 935
Factory Built Customer Car
Select Porsches from the Steve Goldin Collection ( More Lots »)
Monterey, CA The Daytime Auction
August 16-18, 2012
This Lot scheduled to be sold SAT 2:15PM
– 1 of 13 factory built cars in 1977 for Porsche racing customers
– Bob Akin Racing/Chares Mendez Racing Coca-Cola sponsored 935
– The original owner was Georg Loos, team owner of the famed GELO Racing “white door” Porsches
– Unique 935 factory built car carrying both factory chassis no. and Kremer chassis no. 009 0005
– Converted for the 1980 season by the Kremer Brothers to full K3 specs including famed K3 bodywork, twin turbo motor and upside down gearbox
– Many podium finishes with Shenken in 1977
– Winner of DRM Nuburgring Supersprints with driver Rolf Stommelen
– Campaigned in 1980 with the new K3 bodywork by Bob Akin
– Sponsored by Coca-Cola for the Daytona 24 Hour with drivers Roy Woods and Bobby Rahal
– 5th overall at Sebring
– 2nd overall at 1981 12 hours of Sebring
– Significant FIA, European and IMSA history
– Has been raced in vintage and HSR Thundersport events over the years
– Currently finished in Akin Coca-Cola livery
– 3.2L Porsche race motor with upside down gearbox DESCRIPTION
This Porsche 935, Chassis 930 770 0911, was one of thirteen factory built cars in 1977 for Porsche racing customers. The original owner was Georg Loos, team owner of the famed Gelo Racing “white door” Porsches.
A unique 935 that carries both its factory chassis number and a Kremer chassis number, 009 0005, it was converted for the 1980 season by the Kremer Brothers to full K3 specs including the famed K3 bodywork, a twin turbo engine and upside-down gear box.
Industrialist Georg Loos was the fiercest of the Porsche customer team owners in Europe. He had an ongoing rivalry with the other main customer team headed by the Kremer Brothers. One of three Loos team 935s competing in 1977 and a later addition to the team, it started its long and successful career in May 1977 at a DRM race (Deutsche Rennsport Meisterschaft or German Racing Championship) at the Nurburgring, finishing 4th with highly respected Tim Schenken driving. The car also ran at the 24 Hours of Le Mans, unfortunately retiring after 269 laps. Had the car been running at the finish that lap count would have been good enough for second place podium in the Group 5 class. The car had many podiums in 1977 with Schenken at the wheel, also winning the DRM Nurburgring Supersprints piloted by German ace Rolf Stommelen.
In 1978 the car was first raced by Mario Casoni, who drove it in two 6-hour races at Mugello and Dijon. It was then turned over to Mario Facetti after an accident in June at Misano left his 935 damaged. Facetti changed the engine to twin turbo configuration and the car raced under the famed Jolly Club banner for the rest of 1978, with wins in the Companato d’Italiano Silhouettes Group 5 and a 5th place finish at the Vallelunga 6 Hours.
In 1979 Chassis 930 770 0911 hit North America for the first time and announced its presence with authority with a scorching qualifying effort by Facetti that landed the Jolly Club Sportwagen-sponsored car on the pole for the Daytona 24 Hours. In the hands of drivers Carlo Facetti, Martino Finotto and the late Gianpiero Moretti, the Jolly Club entrant led the 24-hour event for a 164 laps when a mechanical failure unfortunately sidelined the car.
Facetti and Finotto returned to Europe to finish on the podium at the 6 hour race at Mugello before returning to North America. Now owned by Charles Mendez, the car would once again announce its presence with authority by winning the Paul Revere 250 on Independence Day at Daytona with Mendez and the great Hurley Haywood sharing driving duties. Mendez had two more podium finishes, at Road America and in the finale at Daytona with Brian Redman sharing the driver’s seat.
The car got the full Kremer Brothers treatment for the 1980 season with the new K3 bodywork and upside down gear box. Sponsored by Coca-Cola and Style Auto and driven by the popular and highly regarded Bob Akin, the newly configured 935 debuted at the Daytona 24 Hours with co-drivers Akin, Roy Woods and Bobby Rahal, scoring a DNF through mechanical failure. Sebring proved to be a more fortuitous outing with the newly badged 009 0005 finishing 5th overall. The car returned once again to Europe for the 24 Hours of Le Mans, now as Kremer 0005. Akin would share driving duties with Paul Miller and Ralph Kent-Cooke, but unfortunately an axle issue sidelined the car after 237 laps.
Roy Woods and Ralph Kent-Cooke campaigned the car in 1981 as one half of a two-car team, wearing number 90, its Style Auto livery of Blue with bright gold and chrome stripes replacing the popular Coca-Cola Red and White scheme. The car started the season strong with a 2nd overall at the 12 Hours of Sebring and a podium finish for driver Rahal at Road Atlanta. The 1981 season finished up strong at Riverside with Bob Garretson joining the team for a 4th overall.
In 1982 Cooke-Woods Racing took two K3 935s to the 24 Hours of Le Mans. Chassis 009 0005, now painted black, had an all-French drivers lineup of Dany Snobeck, Francois Servanin and Rene Metge. The trio performed brilliantly, finishing 5th overall and 2nd in the IMSA class. The only other race for 1982 was the Fuji 6 Hours Japan World Endurance Championship event, where Ralph Kent-Cooke and Jim Adams finished 7th.
This historically important 935 has since become a popular entrant in Vintage and HSR Thundersport events over the years. A restoration by at Renngruppe Motorsports returned the car to its Coca-Cola Red and White colors, after which it was awarded Best in Show at the Amelia Island Concours d’Elegance.
Pros: Good Porsche 935 with excellent Factory and Kremer spec.’s
Cons: All there and ready for some use
#72 – Porsche 917/10 #917/10 – 002 1971 US$2.9 mil. + My pick US$2.5 million NOT SOLD US$2.75 mil.
1971 Porsche 917/10 Spyder Can-Am Racing Car
Chassis No. 917/10-002
To be auctioned on
Saturday, August 18, 2012
5.0-liter flat 12-cylinder, air-cooled, four-speed transaxle, and multi-tubular space frame chassis with fiberglass reinforced plastic bodywork, and four-wheel disc brakes.
Please note that this vehicle will be sold on a Bill of Sale only.
• The ex-Jo Siffert privately raced 917 spyder
• Continuous known history with only five owners from new
• Former long-term ownership by Willi Kauhsen, including a highly successful Interserie racing career
• Fully restored to original Can-Am specifications
• One of the greatest sports racing cars ever built
• Extensive history file available for review
Collectors consider the 917 to be the most desirable Porsche race car ever built, commanding the very top prices in all market conditions for the past 20 years. The reason is readily apparent, as the 917 was the last step in a progression of the new era of Porsche racing cars that began with the 906 in 1966. The three-liter engined 908 won the World Championship in 1969, but Porsche feared it would never have enough horsepower to win overall honors at Le Mans. This feat was as important for Porsche as winning the World Championship against the Ford GT40s, Lola T70s, and the anticipated McLaren Group 4 Coupe.
When the FIA dropped the production requirement for Group 4 five-liter sports cars from 50 to 25, the Porsche factory saw its opportunity, and the 917 was born. Using the 908 chassis as a starting point, the 4.5-liter, 12-cylinder, aluminum-tube framed 917 was unveiled at the Geneva Auto Show in March 1969. By May 1, with 25 examples built, the FIA homologated the 917 as a Group 4 sports car.
Despite its awesome power output, the 917 was not an immediate success. The handling of this extraordinary racing car was enough to frighten most of the factory drivers, who much preferred to drive the less powerful 908. At Le Mans, in practice for 1969, the factory’s drivers reported that the car wandered across the track at its over 200 mph top speed, in spite of which, it nearly won the race on its first appearance there, so mighty was its performance and velocity.
Despite this, a short-tail coupe achieved the 917’s first victory at Zeltweg, Austria, in August, 1969. Over the winter, John Wyer’s JW racing team took over the running of the 917 from the factory and swiftly changed the rear bodywork to resemble that of the Lola T70 coupe, eliminating the bad handling at a stroke. In Wyer’s Gulf Oil-sponsored team’s hands, the 917 won the World Championship both in 1970 and 1971, before being outlawed in favor of three-liter cars once more. A 917K entered by the Porsche-Salzburg team produced Porsche’s first overall Le Mans victory. Over the two years, 917s won 15 of the 24 World Championship races they entered, 11 of them by the Gulf-Wyer cars.
When one examines the 917’s impressive string of victories, it becomes apparent that this dynamic competitor must be considered among the five most important sports racing cars in the world. The 917 won more races in the Manufacturers World Championship, Can-Am, and Interserie than any other two-seater race car ever built. Its victories can be counted at the Le Mans 24 Hours, Sebring 24 Hours, Daytona 12 Hours, 1000 Kilometres at Monza, Spa, and the Nürburgring. Simply name the track, the 917 was there and conquered it.
As is so often the case, the main purpose of investing millions in the development of the 917 was to win the 24 Hours of Le Mans. Additionally, Porsche would not be Porsche if they did not also focus on the prestigious American Can-Am race series. At the time, about half of the Porsche car production was sold in the United States, with more on the horizon. By 1969, Porsche had designed and tested the first open 917 cars for the Can-Am series, where the massively powerful race cars would need a driver with the endurance, grit, and talent to match—enter the very able Swiss driver Jo Siffert.
Sifffert was the most important race driver on the Porsche race team at that time. He had not only proven many times to be the fastest driver on the track, but also a very loyal driver to Porsche. Born in Fribourg, Switzerland, his racing career had begun with early success in motorcycling, before he eventually graduated to Formula One as a privateer in 1962 and later with the Swiss team Scuderia Filipinetti. By 1964, he was racing for Rob Walker, winning races and becoming an internationally known sensation, with his calculated driving style and trademark Swiss-cross helmet. In 1969, he raced as a semi-official Porsche entrant in the Can-Am series with the 917 PA (Porsche Audi). The following year marked his historic participation in the legendary Steve McQueen film Le Mans. The 1970 running of the Le Mans 24-Hour race simultaneously served as the setting for the filming of the movie, in which the Gulf-liveried Porsche 917 of main character Michael Delaney is actually piloted by Jo Siffert and Brian Redman. In fact, McQueen, a close friend of Siffert’s, modeled much of Delaney’s character on Siffert, supposedly right down to the driving suit and wristwatch.
The following year, 1971, Jo Siffert took his Can-Am race participation a step further when he bought a specially built alloy chassis 917/10 Spyder. That specific car, chassis number 917/10-002, was completed in July of 1971 and is the highly desirable example offered here. Following its completion, it was tested for only 24 laps at the Can-Am course in Weissach and fitted with the 4.5-liter engine, with a weight recorded at 733 kg. By the next day, the car was on its way to Watkins Glen in the United States. There, the 917 would be freshly branded and born under the clever imagination of Siffert, who was not only a very competitive racer but also an astute businessman. The day before practice at Watkins Glen, he wrapped up a deal with STP as his main sponsor. The car was painted overnight from the standard delivery white to a special florescent red, with the large STP logo all over it. Rounding out the team and crew were two talented, young Swiss race mechanics, Edy Wyss and Hugo Schibler. Both of them had been involved with the construction of the car, which was completed in less than four weeks at Werk 1 in Zuffenhausen.
The race weekend at Watkins Glen took place from July 23–25, 1971 and offered a very interesting match-up between the 917K and the 917/10. Notably, an FIA World Manufacturers
Championship race that lasted for six hours was held at Watkins Glen on at the same weekend, with Siffert driving in both races, with both Porsche race cars. His best time in the 917K was 1.08.510, compared to 1.08.640 in the 917/10. This outright demonstrated that the barely sorted-out, brand new /10 was just as fast as the well-sorted factory-supported 917K. Perhaps most impressive, however, is the fact that Siffert finished Second in the FIA race, and a very respectable Third in the first Can-Am race for chassis 10-002.
After the race, the car and the crew remained stateside for the next several races, including the following events: Mid-Ohio (Second Place), Elkhart Lake (Second Place), Donnybrook (Fifth Place; ran out of fuel), Edmonton (Fourth Place), and Lacuna Secca (Fifth Place.) The final Can-Am overall classification for Siffert with the 917/10 was Fourth Overall, an exceptional accomplishment when one considers that he only competed in six out of the ten possible races with chassis 10-002. Sadly, in October of the same year, Jo Siffert died while racing in Formula One.
The 917/10 was then sold to Willi Kauhsen from Aachen, Germany. He knew Siffert very well and was an independent key test driver for the Porsche factory race team. He is most likely the world record holder for the most miles driven in any Porsche 917. Chassis 002 went back to the factory race department to be rebuilt and adopted for the European Interserie races. The Interserie was a European version of the Can-Am races and a replacement for the changed Manufacturers World Championship. Consequently, many 917 race cars ended up participating in the Interserie.
Willi Kauhsen was very successful with 002, dicing with Leo Kinnunen in a factory supported 917 and many ex-Can-Am cars, including McLarens, BRMs, and Lolas, all racing for the first time in Europe. After three races, Kauhsen had the car updated with a turbocharged engine to keep up with the competition. He entered nine races and took seven podium places and finished the 1972 series in Second Place Overall with 002. This was a very impressive achievement, indeed, and a fitting continuation of the car’s succesful pedigree.
Unfortunately, in September 1972, at Nürburgring, the car was damaged as the result of a blown tire. Mercifully, Kauhsen escaped the crash but suffered heavy burns. Nevertheless, he opted to keep the damaged race car, and it was stored for the next 25 years with Kauhsen’s brother.
In 1998, the 917/10 underwent a complete rebirth and was completely rebuilt by the very same individuals who were in charge of its original development at Porsche in the early-1970s. The completed project was observed and blessed by Porsche, as evidenced by a letter on file from Mr. Klaus Bishof, a longtime Porsche professional and current head of the Porsche Rolling Museum, who, in period, looked after chassis 002 for Mr. Kauhsen and concludes his correspondence with, “The vehicle is a definitive restoration of the 917/10 002 Can-Am Spyder. I was involved during the entire restoration and witnessed a profesional finish which is true to the original.” Please speak with an RM representative to review this letter.
Original drawings and chassis jigs that were onsite at Porsche AG were used for the reconstruction. The engine and gearbox, which are correct, original-type, period 917 units, were fully rebuilt by the famous 917 engine expert Gustav Nietsche. The body was built up to the Can-Am specifications of 1971 and painted in the unmistakable STP red livery.
Following its completion, Willi Kauhsen drove the fully restored and reconstructed race car in various demonstration events, such as Goodwood and the Oldtimer GP Nürburgring. Since its return to Germany in 2006, the car has resided with only its fifth owner since it was built.
The present owner has had the car maintained by marque specialists and occasionally participated with it in historic demonstration events. 10-002 is acompanied with numerous period photographs and documents, as it is well-documented in Porsche 917 Werksverzeichnis by Porsche engineer Walter Näher. Marco Marinello, a well-known 917 authority, had the recent opportunity to test drive the car on the track and can confirm that it drives without fault and, as expected, with a beautifully balanced, five-liter, normally aspirated engine and four-speed gearbox, which are set up perfectly for this car.
Today, the Porsche 917 remains one of the most desirable and important race cars in the collector car industry, with an enviable and downright awe-inspiring racing pedigree to its credit. Chassis number 10-002, with its unique period history, known ownership, short list of owners, and complete, professional rebuild, epitomizes the marque, the model, and the legendary driving feats of its first racing driver, Jo Siffert.
Pros: It is a very powerful 917 variant with good Siffert racing history
Cons: Is it actually original ?, it says conforms to the original spec. Neither a Turbo nor a Coupe.. Hmmm
#73 – Plymouth XNR 1960 #99999997 My pick US$1 million SOLD US $935,000
1960 Plymouth XNR
Chassis No. 9999997
Available Upon Request
To be auctioned on
Saturday, August 18, 2012
250 bhp, 170 cu in (2,787 cc) OHV slant six-cylinder engine, four-barrel carburetor, three-speed manual gearbox, independent front suspension with torsion bars and tubular hydraulic shock absorbers, live rear axle with semi-elliptic rear springs and tubular hydraulic shock absorbers, and four-wheel hydraulic drum brakes. Wheelbase: 106.5″
• Stunning, asymmetrical, Virgil Exner design
• Motor Trend and Road & Track cover car; hand-built in steel at Carrozzeria Ghia
• An original, running and driving, perfectly roadworthy, dream car
• Formerly owned by the Shah of Iran, with fascinating history
• Recently completed, painstakingly accurate restoration
• 2011 Gran Turismo Award recipient at Pebble Beach
• Class Award at both Amelia Island and Pebble Beach
• One of five significant automobiles nominated for the 2011 International Historic Motoring Awards for “Restoration of the Year”
America’s unbridled postwar exuberance was inspired by jet aircraft and rockets, while “Dream Cars” sprouted tailfins and even vestigial wings. Chrysler Corporation emphasized engineering prowess over styling. Practical, staid, and slow, its Plymouth division competed head-to-head with Ford and Chevrolet.
“Every farmer in America heard of Plymouth binder twine,” Chairman Walter P. Chrysler reminded company President K.T. Keller when Plymouth was born. Conservative and eminently sensible, “Mister Keller” preferred tall, square-ish shapes. In marked contrast, GM’s lavish traveling Motorama shows and futuristic concept cars teased a postwar buying public that was impatient for more style.
When Chrysler’s sales stalled, Keller astutely hired a styling genius, Virgil Exner, and gave him a relatively free hand. Features from Exner’s stunning show cars morphed into Chrysler production cars. A sneak preview of the new 1957 Mopars literally sent Bill Mitchell’s stylists scurrying back to their drawing boards. Plymouth’s advertising crowed, “Suddenly It’s 1960!” With dramatic fins and powerful Fury engine options, the ex-wallflower was primed to pass Ford and Chevy. Could the next step be a sports car? The answer wasn’t long in coming.
A sports roadster required a short chassis. The unit-body Valiant compact, shared by Plymouth Valiant and Dodge Lancer, was the obvious platform. Its high-revving 170 CID I-6, canted over at a 30 degree angle, could be tuned for 250 bhp. Buoyed by accolades for his earlier “idea cars,” Exner and his team devised a radical roadster. Road & Track felt the XNR significant enough to feature it as the May cover car as well.
The XNR, named for the design chief himself, was built on a modified 106.5-inch Valiant chassis, with a dramatic, asymmetrical shape that polarized onlookers. A large, offset hood scoop led to an extended sculptured rise, which faired into the cowl and embraced a low, driver’s side curved windscreen, then flowed smoothly into a single offset tailfin. On the passenger side, a folding, Brooklands-style, flat windshield was accented by a snug-fitting, steel tonneau cover.
Virgil Exner Jr., later a successful designer himself, confirmed that his father had always wanted Chrysler to build a sporting two-seater. “He was a sports car enthusiast, and he yearned for an up-to-date personal roadster.” Inspired by a 1930s-era Studebaker two-man Indy car that he’d purchased when he worked in South Bend, “he wanted to do a modern version,” says Exner Jr.
Virgil Sr. was also inspired by then-contemporary Indy cars like the ‘lay-down’ Watson Offy. The newly developed, slant six was the perfect engine for that application. Exner Jr. said his father “…loved the Jaguar D-Type,” so he incorporated a similar vertical fin. Initial sketches were done from 1958–1959, followed by a 3/8ths-scale clay model. After its upper portion was removed, a modified Valiant chassis was shipped overseas to Turin, where Carrozzeria Ghia’s craftsmen followed Chrysler design drawings, built an armature, and then hand-formed the XNR body entirely of steel. It is an important fact that the body is formed completely of steel, not fiberglass, as this was a dramatic departure of typical concept car fabrication and confirmed that this car was built to drive.
The visually stunning 1960 XNR left the aging Corvette for dead. A bold, extended nose, framed with a thin chrome surround, outlined a solid aluminum grille with holes drilled for cooling, and incorporated a set of then-popular quad headlights. In back, a vertical strip emerged from the tall fin, flowed under the lower deck, and tee-ed into another thin blade, forming a bold cross that served as a bumper. The XNR’s radical rear dramatically emphasized its asymmetrical theme. An eight-page Plymouth XNR promotional brochure read, “Functional, beautiful, unprecedented: the entire design is concentrated around the driver.”
A slender reveal on each side was fronted by a small running light in an aircraft-inspired nacelle. Below the curved outline of a side fin, later adapted for the production Valiant’s rear quarters, was a fully radius-ed rear wheel opening. Fashionably thin whitewalls on 14-inch steel wheels were adorned with unique and very complex slotted hubcaps. Specifically cast headers direct exhaust to double external pipes on the left side, matching the powerful six cylinder with a distinctly raw sound.
Barely 43-inches high, the low-slung two-seater was 195.2-inches long and 71-inches wide. Exner believed its prominent fin, besides being a visual treat, helped high-speed stability. He wanted the XNR to be capable of exceeding 150 mph. Initial tests at Chrysler’s high-speed proving ground in Romeo, Michigan resulted in a 146 mph clocking. Aided by a streamlined fiberglass nose cone, designed by Dick Burke, eventually helped the XNR top 152 mph. Exner, who had hit 143 mph earlier, while testing his namesake roadster, was reportedly pleased.
A period newsreel, shown nationwide, filmed the XNR roadster circling Chrysler’s test track on a wintry day. The announcer hinted that the “idea car” might see production. The lone XNR was fully functional, with a black leather interior, twin bucket seats, deep door cavities with zipper pockets, and a stowage area for luggage. Its passenger seat was positioned four-inches lower than the driver’s, and there was a padded headrest for the driver. Full instrumentation included an 8,000 rpm tachometer, which incorporated a vacuum gauge. Mr. Exner had an affinity for photography and incorporated his personal hobby into the instruments. The dials have individual, inverted lenses that mimic camera optics, and as shown in the advertising brochure, the glove box doubled as a removable camera case. A floor-mounted shifter in MT’s words, “…completed the picture of a fast, functional, fun car.”
The one and only prototype XNR began its extraordinary odyssey. After the roadster made the rounds of the show-car circuit, it was sent back to Carrozzeria Ghia in Italy. “My dad wanted to buy it,” Exner Jr. says, “but if it had stayed in the U.S., it would have to have been destroyed.” Ghia sold it to a Swiss man, identified in many sources as either a businessman or a butcher, who in turn sold it to Mohammad Reza Pahlevi, a noted Persian car collector who just happened to be the Shah of Iran.
Some time later, the XNR was again sold, this time to a Kuwaiti gentleman named Anwar al Mulla, and a photograph of the car with al Mulla appeared in May 1969, in a National Geographic article describing the new affluence in Kuwait. Changing hands once again, the XNR made its way to Lebanon in the early-1970s, just prior to the Lebanese Civil War (1975–1991), and it was hidden away in an underground garage.
Enter Karim Edde, another Lebanese man who began collecting cars in 1977, when he was 15. Starting a car collection in the midst of a conflict was a brave endeavor. Karim, who inherited his automotive passion from his father, “was always searching for classic sports cars, which were difficult to spot as people didn’t drive them during the war.”
In the 1980s, Edde was paying Beiruti teenagers to “…go on their scooters to search the underground garages in the upscale areas—I was looking for Ferraris—and one day, they were all excited about a ‘weird’ car they’d found in a garage just 200 meters from my home. I recognized the XNR from a Swiss book I owned called Dream Cars.” He immediately bought it.
Despite the war in progress, the resourceful Mr. Edde was undaunted. “I hid the XNR in an underground warehouse,” he recalls, “that seemed safe at the time, but when the conflict became more global, I had to move it to a different location. In fact, the last two years of the war were so bad, I had to move the car many times to save it from destruction. We had no flat bed trucks, so we used long arm tow trucks to lift the car and put it on a truck and move it around. It was a delicate operation, but we had no choice, we had to move the car to safer locations. After the war ended, the car waited patiently for me to find a restorer that could bring back its past glory.”
Karim Edde spoke with many restorers. After visiting the RM Restoration facilities in Canada, he was convinced they were the right people for the job. “I sent them the XNR in 2008, they started working on it in March 2009, and finished it in March 2011, in time to be displayed at the Amelia Island Concours d’Elegance.”
Mario Van Raay, general manager of RM Restoration says, “When we received the XNR in 2008, the body shell was intact and, considering its history, in surprisingly good condition. Many original parts accompanied the XNR, but our greatest challenge was the re-creation of the missing components. Considering that this was a concept car, there was incredible attention to detail, right down to the fine leather interior, beautiful instrument cluster, and custom built hubcaps. Each hubcap was comprised of 35 individual metal pieces. We had to completely scratch-build those hubcaps. Because of the extensive information and many high quality photos available, we could not take any liberties when re-manufacturing all these components. They had to be exact.”
The power plant, a fittingly asymmetrical design, is a 170 CID, slant six engine equipped with the famous Hyperpak tuned ram intake, four-barrel carburetion, ported cylinder head, special cam, pistons, and twin-tuned exhausts. The same design built for the newly formed 1960 Daytona NASCAR compact class race program. This slant six went on to dominate the top seven places, subsequently cancelling the class due to lack of competition!
Van Raay and Karim Edde credit Virgil Exner Jr., who graciously provided them his father’s archive of the car. At the 2011 Pebble Beach Concours d’Elegance, Kazunori Yamauchi awarded the sleek XNR the coveted Gran Turismo Trophy. The XNR’s shape will be digitized and integrated in Sony Playstation’s Gran Turismo GT6. Later, Tonight Show host Jay Leno featured the XNR on Jay Leno’s Garage.
The XNR will be a welcome entrant to many concours events, evidenced by the numerous invitations Mr. Edde has received since bringing the XNR back to life.
An amazing story: although thought lost for good, after 50 years, the XNR returns to North America with a full account of its whereabouts and history. Lovingly restored to its past glory, the XNR once again reflects the epitome of styling freedom in an age where fierce competition dictated bold changes in design to attract the attention of the motoring public.
See the 1960 Plymouth XNR on Jay Leno’s Garage: http://bit.ly/NeDUBd.
Pros: Amazing 1 off, love it or hate it. Museum spec. car
Cons: What would you actually do with it
#74 – Maserati A6G/2000 Berlinetta Frua 1955 #2114 US$1.5 mil. + My pick US$2 million SOLD US$1.65 mil.
1955 Maserati A6G/2000 Berlinetta
Coachwork by Frua
CHASSIS NO. 2114
ENGINE NO. 2114/2 (see text)
*Please note that in addition to the final bid price and Buyer’s premium, the Buyer of this lot will be responsible for paying an additional 2.5% of the final bid price to cover duties paid on the import of the vehicle into the US.
$1,500,000 – $2,000,000
■An Exceptionally Rare Frua-Bodied A6G/2000 Berlinetta
■Glamorous Paris Show Car Pedigree
■Beautifully Executed Bill McGrath Restoration
■Presented in Outstanding Original Color Scheme
■Best in Class and Grand Prix at Salon Privé
■Successful Mille Miglia Storica Participant
■Part of the Jay Kay Collection Since 2003
■One of the Most Fascinating Italian Sports Cars of the 1950s
1,986 CC DOHC Twin-Plug Inline 6-Cylinder Engine
Three Weber 36 DO4 Carburetors
150 BHP at 6,000 RPM
4-Speed Manual Gearbox
4-Wheel Hydraulic Drum Brakes
Independent Front Suspension with Wishbones, Coil Springs and Hydraulic Shock Absorbers
Live Rear Axle with Quarter-Elliptical Leaf Springs and Hydraulic Shock AbsorbersFrua’s A6G/2000
Given their immense popularity and profound success in motor racing, it’s hard to believe that only 60 Maserati A6G/2000s were produced between 1954 and 1957. Built in accordance with the firm’s well-established traditions, Maserati’s limited run of sports car chassis received coachwork from the finest Italian carrozzerie, including Allemano, Frua, Pinin Farina and Zagato. While each coachbuilder produced their own distinct and highly individual interpretation of the A6G/2000’s character, the Frua-bodied examples are perhaps the most daring, both in overall style and in fine detail.
In total, Carrozzeria Frua completed fewer than 20 bodies for Maserati’s A6G/2000 chassis, with production of spiders far outweighing that of berlinettas. Although the Frua spiders may garner greater recognition, the beautifully styled berlinettas were featured in Maserati’s official catalogue and offered a unique blend of sporting and grand touring characteristics. These exceptional sports cars were aimed at a clientele that demanded a closed car more dramatic than the Allemano Coupe and better appointed than the full-race Zagato Berlinetta.
A striking 1950s design and one of Pietro Frua’s most successful works, the A6G/2000 Berlinetta is notable for its stunning rear-quarter window treatment, graceful proportions and splendid handcrafted details. With its refined, high-quality chassis and elegant coachwork, the A6G/2000 Frua Berlinetta was an absolutely unique offering in its era.
Today, these rare Maseratis appear fresh, modern and utterly distinctive when compared to other two-liter Italian sports cars of the period. In 1955, they must have been a truly splendid sight.
Chassis 2114 was completed by Gilco – the company assembling bare chassis frames for Maserati and Ferrari – in mid-1955 and subsequently delivered to the Maserati works in Modena, Italy, where it was mated with the A6G/54’s beautiful twin-plug, dual overhead camshaft engine. According to facsimiles of the original factory build sheets, 2114 was equipped with the finest Italian high-performance accessories, including Marelli coils, Weber carburetors, outside-lace Ruote Borrani wire wheels, Abarth exhaust and the latest Pirelli Stelvio tires.
Maserati then delivered the completed chassis of 2114 to Carrozzeria Frua in Torino. Frua, who had produced outstanding coachwork for Maserati chassis since 1950, reached his zenith as a coachbuilder with his exquisite, well-balanced designs for the A6G/2000. Unlike Zagato and Allemano, who only built closed bodies for the A6G/2000 chassis, Frua fashioned both spiders and berlinettas. In total, it is believed that just four Frua berlinettas in this style were completed; yet because of subtle variations in detail and trim, each body was essentially a one-off design.
Once the aluminum coachwork was hammered into form, the exterior was finished in black and the interior upholstered in rich nocciola (hazel) leather. A lovely example of mid-century Italian style, the Frua bodywork incorporated the most fashionable continental accessories of the day, from a Smiths heater to Jaeger instruments and Cibie headlights.
On November 6, 1955, 2114 made its public debut at the 42nd Annual Paris Auto Salon, held at the magnificent Grand Palais des Champs- Elysées. On Maserati’s Paris show stand, the black Frua Berlinetta was displayed alongside two other A6G/2000s, 2113 (Zagato Berlinetta) and 2111 (Allemano Coupe), both of which were painted gray.
Having completed its show-car duties, the A6G/2000 returned to Maserati, where it was prepared for delivery to its first owner. On December 9, 1955, the Frua Berlinetta was invoiced to official Maserati importer Simone & Thepenier at Garage Mirabeau in Paris. By year’s end, Garage Mirabeau sold the exclusive Maserati to its first owner, Grueder Setbon. The glamorous two-place sports car was certainly cherished by M. Setbon and it remained with the family for approximately 25 years, transferring into the ownership of his son André in 1975.
In 1980, Italian car dealer Richard Crump was able to purchase the Maserati from the Setbon family. Four years later, the Frua Berlinetta was sold to Anthony MacLean, a Swiss collector with a passion for Italian sports cars, particularly coachbuilt Maseratis and Lancias. Shortly after acquiring the Maserati, Mr. MacLean commissioned Italian specialist Bossato to perform a comprehensive mechanical rebuild. During the course of this work, Rudy Pas of Classic Car Associates presented Mr. MacLean with the opportunity to acquire an A6GCS Maserati. As a result, 2114 was traded to Mr. Pas as a partial exchange against the sports racer and the proposed restoration work remained at a standstill.
For more than a decade, 2114 remained in static storage awaiting an appreciative new owner. In 1999, UK collector Andrew Green was made aware of the Frua-bodied Maserati and sent an agent to Ghent, Belgium, to perform a thorough inspection. While in need of attention, the A6G/2000 was found to be fundamentally sound and recommended as an excellent candidate for a ground-up restoration.
Between 2000 and 2002, the Frua Berlinetta underwent a painstaking restoration overseen by Andy Heywood of Bill McGrath Maserati in Hertfordshire, England. Throughout the process, a concerted effort was made to restore the car in a responsible fashion, remaining faithful to the original techniques of construction.
When the Maserati entered McGrath’s workshop, it displayed just 23,000 km. Over the years, the coachwork had been repainted red, the interior re-trimmed and the grille modified. When the red paint was stripped away, a single layer of black was revealed, indicating that the Frua coachwork had been refinished only once in its 45 years.
Once completely disassembled, the Maserati was entrusted to Jim Henshaw in Hereford, England, for panel repair and paintwork. Though the aluminum panels were fundamentally sound, electrolytic corrosion and minor damage necessitated some repairs. While this work was being completed, the distinctive eggcrate grille, which had been removed many years earlier, was meticulously reconstructed using the remaining original slats. From the existing pattern, Henshaw carefully fabricated the original shapes and remade the entire assembly in brass. This process alone consumed five weeks of diligent effort. Once prepared for paint, the chassis was refinished with the correct brush-painted black underseal and the coachwork painted in black cellulose for a deep glass-like finish.
With cosmetic work well underway, attention was turned to a mechanical rebuild. As the owner
intended to participate in tours and rallies, the rebuild incorporated a number of subtle improvements to ensure reliable performance and increased flexibility. With this use in mind, McGrath Maserati installed a new crankshaft and connecting rods along with custom-made valve guides and re-profiled camshafts. Weber specialist Norman Seaney was enlisted to rebuild the original 36 DO4 carburetors, cast new choke levers and machine new jets for smooth, consistent operation. As the engine block – presumed to be an original factory replacement unit – did not display a serial number, the owner requested that it be stamped 2114/2.
The exacting two-year restoration effort culminated with the Frua-bodied A6G/2000 winning a well-deserved First Prize at the Maserati Club Annual Concours d’Elegance at Stanford Hall on May 26, 2002. In 2003, the A6G/2000 was displayed at Goodwood and at the Maserati Club UK’s exhibition at the Classic Car Show at Birmingham’s NEC, where it was awarded the Special Prize.
Later that year, the award-winning Maserati was sold to famed Jamiroquai frontman and passionate car enthusiast Jason “Jay” Kay. Attracted to the A6G/2000’s exotic engineering and sublime mid-century styling, Mr. Kay was thrilled to have the rare Maserati join his stable of fine Italian sports cars. Unlike many collectors who rarely use or display their prized automobiles, Mr. Kay is a firm believer in driving all the cars in his collection and participating in the classic car hobby.
A testament to his tremendous enthusiasm for this wonderful Maserati, Mr. Kay has shown the A6G/2000 at the Louis Vuitton Classic Concours at Waddesdon Manor and the Salon Privé Concours d’Elegance at the Hurlingham Club in London, one of the UK’s most prestigious classic car gatherings. Impressively, the Maserati’s display at Salon Privé resulted in Best in Class and Grand Prix honors. Beyond its successful showings, the stunning black Maserati has been featured in Octane magazine and, most recently, competed in the 2010 Mille Miglia Storica.
Not only has this splendid Maserati received a number of prestigious concours awards and participated in the most exclusive classic car rallies, it is accompanied by a documentation file that supports its fascinating history and noteworthy pedigree. Offered with copies of the original Maserati build sheet, a comprehensive restoration file, registration records, a driver’s handbook and a FIVA carte d’identité, this A6G/2000 is impressively documented and primed for new adventures.
The Maserati A6G/2000 – one of the marque’s greatest achievements – is among the most enjoyable Italian sports cars of the 1950s and an ideal entrant for the finest driving events and concours. Due to their exceptional style, terrific dynamic qualities and mechanical sophistication, these fashionable Maseratis have long been the preferred choice of sports car connoisseurs and represent tremendous value when compared to similarly exclusive offerings from Ferrari, Mercedes-Benz and Porsche.
With its incredibly rare Frua coachwork, Paris show car pedigree, award-winning restoration and connection to one of the great contemporary car collectors, 2114 stands as a significant example of the marvelous A6G/2000.
Pros: Good car, superb looking.
Cons: provenance, already been shown
#75 – Lamborghini Miura SV 1972 #5048 US$1.2 mil. + My pick US$1.5 million SOLD US$1.375 mil.
1972 Lamborghini Miura P400 SV
Coachwork by Bertone
CHASSIS NO. 5048
ENGINE NO. 30735
Body No. 835
$1,200,000 – $1,500,000
■An Exceptional Example of Lamborghini’s Groundbreaking Supercar
■One of Only 150 Factory-Built SVs
■Ultra-Desirable European-Spec Miura with Split Sump and Air-Conditioning
■Matching-Numbers Engine and Body Panels
■Fantastic Original Color Scheme with Rare Cloth Seat Inserts
■Well-Documented History and Ownership Chain
■Extensive £130,000 Restoration and Service Recently Completed by JD Classics
■Offered with Books, Tool Kit and Restoration Records
■An Exciting Opportunity for Discerning Collectors
3,929 CC DOHC 60 ̊ Alloy V-12 Engine
Four Weber 40 IDL 3C Triple-Choke Carburetors
385 BHP at 7,850 RPM
5-Speed Manual Transaxle
4-Wheel Vented Girling Disc Brakes
4-Wheel Independent Wishbone Suspension with Coil Springs, Tubular Shock Absorbers and Anti-Roll BarsThis Car
At the Geneva Auto Salon in March 1971, Lamborghini unveiled the Miura P400 SV, the ultimate evolution of its awe-inspiring, technically advanced supercar. Outwardly distinguished by flared rear fenders, wider wheels and the absence of headlight “eyelashes,” the SV’s most important features were to be found beneath the chic Bertone bodywork.
Not only did the SV benefit from a reinforced chassis and redesigned rear suspension, subtle engine revisions increased peak power to 385 bhp at 7,850 rpm. As a result of this development, the latest Miura was a significantly faster and more composed machine than its predecessors and its aggressive styling and exclusivity immediately set it apart from every other car on the road.
In late 1971, Lamborghini introduced further improvements to the sophisticated SV, most notably the separation of engine and gearbox oils through the advent of a split-sump system. Of the 150 SVs built, it is thought that only 96 examples left the factory with this significant upgrade.
According to factory records, this P400 SV, chassis 5048, was completed on June 10,1972, making it one of the last 30 Miuras built and one of only 76 examples completed during the final year of production. This remarkable distinction is further supported by an analysis of production and engine numbers (735 and 30735 respectively), which are both found at the very end of their respective sequences.
As documented by Bertone records, chassis 5048 was assigned body number 835 and finished in Giallo Flay (Fly Yellow, Bertone paint ref. 2-469.100) with black upholstery and beige cloth seat inserts. As such, 5048 was one of only 19 SVs finished in Fly Yellow and one of only a limited number – perhaps as few as five – specified with the distinctive contrasting seat inserts, which lend the interior a charming, period-appropriate character. In addition to its desirable color scheme and split- sump configuration, this late-production SV was generously optioned with air-conditioning and a Voxson stereo radio with eight-track player.
Upon completion, 5048 was invoiced to Fischer Schulze, making it one of only 20 SVs originally delivered to Germany. In its earliest years, the SV remained in Continental Europe before relocating to the UK between the late 1970s and early 1980s.
In 1983, New York collector Stan Zagorski acquired the SV, seeing the late-production split-sump car as an ideal replacement for his standard P400. In a recent conversation with the current owner, Mr. Zagorski recalled his excitement when the Miura first arrived at JFK International Airport. As the car retained its British registration plates, Mr. Zagorski felt comfortable driving the newly acquired SV to his home some 200 miles away. Apparently, the Fly Yellow SV attracted so much attention and admiration that a police escort was required so that Mr. Zagorski could safely navigate through New York City traffic.
After a brief period in Mr. Zagorski’s collection, Len Renwick of Fullerton, California, acquired the SV for his growing stable of classic cars. As was the case with the previous owner, Mr. Renwick was looking to upgrade from his P400 and experience the ultimate development of Lamborghini’s Miura. Once the SV arrived in California, Mr. Renwick performed a refurbishment that included rebuilding the original engine and refinishing the coachwork in red with gold rocker panels and matching wheels.
The Miura remained in Mr. Renwick’s care until 1990, when it was sold to Tomohiro Utski of Kanagawa, Japan. For the next 17 years, 5048 remained in Japan and was driven sparingly. In 2007, SPS Automotive of Hong Kong purchased the Miura and eventually sold it to the current caretaker, an English collector living in Western Australia. Before finalizing the purchase, the current owner had a knowledgeable Miura specialist perform a detailed inspection of 5048 and was pleased to discover that the original Bertone body number, 835, was hand stamped on each of the panels.
In the care of the current owner, the Miura has benefitted from a great deal of recent work, including a comprehensive cosmetic restoration and a thorough mechanical service undertaken by leading UK specialist JD Classics. This process, performed to the highest standards and with great attention to detail, has returned 5048 to its sensational, as-delivered appearance and has ensured that this important Lamborghini is ready to be used and enjoyed, as an SV should.
The extensive restoration effort included a full bare-metal repaint in the original Giallo Flay, trimming the seats with the correct beige cloth inserts, servicing the engine and gearbox, rebuilding the quartet of Weber carburetors, refinishing the rocker panels and wheels in the original silver color, charging the air-conditioning system and checking over and refurbishing all the various mechanical components from stem to stern. A final but important detail, JD Classics managed to source and fit one of the very first sets of the recently re-released Pirelli CN12 tires, giving the Miura an ideal, period-correct stance.
Accompanying the car’s history file are detailed photos and invoices that outline the full extent of the work undertaken and confirm that approximately £130,000 has been lavished on the SV within the past year.
Although the high-quality restoration work has certainly enhanced the overall presentation of 5048, it has not disturbed this car’s tremendous integrity and original character. Impressively, much of the interior is original and displays few signs of use. The dashboard, carpeting, floor mats, shift knob, steering wheel and door panels are all as they left the factory and remain in outstanding condition. A delightful period touch, the original factory-fitted Voxson eight-track is still in place, as is the original and highly desirable air-conditioning system. Even subtle external and chassis fittings, from the rare Carello headlight and indicator lenses to the original Fiaam air horns, are present and correct. As these wonderful details are so often lost in a restored car, it is most impressive not only that they have survived, but that they remain in such excellent condition.
Not only is this Lamborghini exceptionally original and meticulously prepared, it is also offered with rare accompanying accessories and important documentation. Most notably, the sale of 5048 includes a complete original SV tool kit in its original pouch, full set of original handbooks, a super-rare 1972 sales brochure, a set of rare individual 1972 model lineup cards and the emergency window winder still wrapped in plastic. Extremely rare and difficult to source, these various items complete the outstanding presentation of this SV and serve to further separate it from lesser examples.
Beyond the important inclusion of books, literature and tools, 5048 is accompanied by an impressive history file that contains numerous period articles and road tests, a Miura specification brochure, two Miura books (Coltrin and Sackey), various correspondence and transportation documents, as well as complete invoices, photos and records from JD Classics.
Of the 96 split-sump Miura SVs, 5048 stands as one of the most desirable examples due to its European-spec, left-hand-drive configuration, factory-delivered air-conditioning, outstanding original livery, full complement of accessories and unusually genuine character. Thanks to the recent restoration work, this Miura is in absolutely splendid condition throughout and the attention to detail is of the highest caliber, consistent with the quality and reputation of JD Classics’ outstanding work.
One of the most beautiful and influential sports cars ever built, Lamborghini’s trendsetting Miura has developed a revered stature and a well-established community of admirers. More so than ever before, these groundbreaking supercars are being sought after for the world’s finest automobile collections and are desired entrants at the most prestigious concours and driving events. Furthermore, with 2012 representing the 100th anniversary of Carrozzeria Bertone, there could be no better way to celebrate this momentous occasion than to acquire a superb example of what is widely regarded as their finest achievement, consistently voted the most beautiful car in the world.
For those who demand only the very best, this ultimate specification Miura SV represents an exceptionally rare and exciting opportunity. .
Pros: Great looking, very correct Miura in desirable SV Spec.
Cons: The chance it will self – immoliate LOL
#76 – Ferrari 275 GTB/4 1967 #9513 US$1.2 mil. + US$1.5 million SOLD US$1.485 mil.
1967 Ferrari 275 GTB/4 Berlinetta
Chassis No. 09523
Engine No. 09523
To be auctioned on
Saturday, August 18, 2012
300 bhp 3,286 cc dual overhead cam V-12 engine, six Weber carburetors, five-speed manual rear-mounted transaxle, four-wheel upper and lower wishbone coil spring independent suspension, four-wheel disc brakes, and tubular steel frame. Wheelbase: 94.5″
• Fully sorted and freshened in 2012
• Pending Ferrari Classiche certification
• Ferrari’s first dual overhead cam road car
• Maranello’s most revered late-1960s V-12 berlinetta
In late-1966, Ferrari used the Paris Motor Show to debut the latest development of its 275 GTB, the V-12 berlinetta that had been introduced to replace the long-running 250 series just two years earlier. With the addition of a second overhead camshaft to each cylinder bank, Ferrari squeezed one final iteration out of the venerable 60 degree Colombo short-block motor that had powered the 250 and early 275 models, in the process creating the first dual overhead-cam engine ever used in a Ferrari road car. Equipped standard with six Weber carburetors, previously just an option on the single-cam motor, the new engine configuration distinguished itself by developing 20 horsepower more than the unit on which it was based.
The newly christened 275 GTB/4, aptly named for its four-cam valve actuation, did not visually compromise any aspects of the prior 275 GTB’s beautiful Pininfarina body design, adding only a sporty raised hood bulge to accommodate the revised engine’s additional hardware. Increasingly deemed by many Ferrari collectors to be the best looking and performing variant of the late-1960s V-12 berlinetta, the 275 GTB/4 was produced in a sparing quantity of approximately just 330 examples. The model’s rarity, ever rewarding performance characteristics, and classic good looks have made it one of the most celebrated grand touring Ferraris of all time.
This stunning early European-specification 275 GTB/4 features its original matching-numbers mechanical components, as well as overwhelming authenticity, care of a recent freshening. With a certificate of origin issued on March 21, 1967, the car was sold through Motor SpA, the official Ferrari dealer in Rome, on April 11, 1967. Purchased by an Italian construction company called SACEA S.r.l., the Societa Asfalti Costruzioni Edili e Affini, 09523 was domiciled at a Rome address and serviced twice over the next nine months by the factory’s Assistenza Clienti in Modena.
On June 5, 1971, 09523 was sold by SACEA S.r.L. to its second owner of record, Maurizio Luciani, also of Rome. It is safe to assume that this 275 GTB/4 continued to present beautifully and maintain its considerable cachet, as six months later, Mr. Luciani sold the car for one million Italian lire to Gian Paolo Sghedoni, a resident of Modena. In 1972, 09523 was exported to the United States, and three years later, it came into the care of Anthony Thompson, of Pacific Palisades, California. Reported to still exhibit “concours condition” through the mid-1970s, this car was, by 1977, bought by Tony Seiniger, of Los Angeles, who registered his acquisition with the Ferrari Owner’s Club of America. Not long after this, the Ferrari berlinetta was sold to Jake Weaver Jr., of Jackson, Mississippi.
Several years later, 09523 emerged in Bel Air, Maryland, with noted Ferrari collector Ron Spangler at his Prancing Horse Farm. As a senior judge for the FCA who has owned over 100 collectable Ferraris during decades of dedication to the hobby, Mr. Spangler has established a strong reputation among marque enthusiasts, and his attention to the car suggests that it has benefited from the highest level of care.
In 1995, this beautiful grand touring Ferrari was purchased by its current owner, an Alabama-based collector who was struck by the car’s ideally preserved condition and desirable history of mild use. The consignor did, however, judge the aging restoration to require some degree of cosmetic attention. Long an admirer of the 275 GTB examples painted in the Ferrari color of Blue Sera, the consignor had 09523 expertly re-painted in a deep finish of the lovely Maranello hue. Since this beautiful cosmetic work was completed, the consignor has fastidiously stored the car in a climate-controlled garage without once exposing it to rain; thus, optimally preserving the ravishing finish. Also maintained in-house, as needed, over the last 15 years by Rick Parent, formerly of Specialized Fab and John Collins Restorations, 09523 has incurred only a few hundred miles of use during its current ownership.
In preparation for its offering, this car has recently been comprehensively evaluated and sorted by European sports car specialist Ned Gallaher, of Gallaher Restorations in Landrum, South Carolina. Well-known in the southeastern United States, Mr. Gallaher has been restoring collector cars since 1983, and his work has not only earned class awards at the Amelia Island Concours d’Elegance, but he is the official mechanic of the annual Cobra tours organized by renowned automotive author Tom Cotter. Primarily, Mr. Gallaher tested the motor to confirm that it still developed proper compression, assuring that the original V-12 continues to pull strongly with characteristic torque. Attesting that this 275 GTB is one of the very nicest he has seen, Mr. Gallaher further assures that the original gearbox continues to shift properly, with crisp and clean gear changes. Addressing the car’s very few minor needs, Mr. Gallaher replaced the brake lines and master cylinder to guarantee faultless stopping power and installed a brand new, correct Ansa exhaust system.
09523 is perfectly positioned for a run at awards on the FCA show circuit, including the prestigious Cavallino Classic. With applications for Ferrari Classiche factory certification currently pending, 09523’s next owner can likely look forward to Maranello’s endorsement of authenticity for the carefully freshened and stunningly presented 275 berlinetta. Please note that the correct wheel spinners and owner’s manual with leather pouch will be included at the time of sale.
This 275 GTB/4 beacons its next caretaker to bask in the glory of prodigious V-12 acceleration and its melodious engine note, as well as the wonderful handling for which the underlying chassis type 596 has long been noted. 90523 is a remarkably fresh, authentic, low mileage example of one of Maranello’s most revered models, which will surely capture the attention of the Cavallino faithful.
Pros: Good 1960’s supercar in excellent condition
Cons: Not rare, are 275 GTB’s over priced ?
#77 – Ferrari 275 GTB 1965 #6681 Est. US$800,000+ My pick US$1 million SOLD US$1.182 mil.
1965 Ferrari 275 GTB
by Carrozzeria Scaglietti
Chassis No. 06681
Engine No. 06881
To be auctioned on
Saturday, August 18, 2012
280 bhp 3,286 cc overhead cam V-12 engine, triple 40DCZ/6 Weber carburetors, five-speed manual rear-mounted transaxle, four-wheel upper and lower wishbone coil spring independent suspension, and four-wheel disc brakes. Wheelbase: 94.5″
• One of only about 250 short-nose examples produced
• Ferrari Classiche certification; matching-numbers
• Platinum Award winner at Cavallino Classic
• Comprehensive restoration and well-maintained since
By 1963, it had become increasingly apparent to Ferrari’s engineering team that the long-running and highly successful 250 GT series of road cars had reached the end of its development potential. Despite the fact that Ferrari was slowly drifting towards a more luxurious base V-12 car, the company still wanted to maintain its fine tradition of dual-purpose sports/racing cars, which had cemented its considerable sporting reputation. Renowned British racer Michael Parkes, at the time a Maranello Works driver, participated in considerable testing and proved to develop a replacement model for the 250 GT platform, one that ultimately drew considerably from the 250 GTO, with its long front hood and short rear deck. The resulting 275 GTB, or Gran Turismo Berlinetta, debuted to great acclaim at the 1964 Paris Motor Show, appearing in tandem with a companion open-top spider version.
While the elegant 275 GTS Spider was constructed by Pininfarina, with a design brief stressing comfort and luxury, the 275 GTB Berlinetta retained the more sporting characteristics of prior Ferrari sports/racers, and it was built by Scaglietti. Technically, the 275 featured the final development of the classic single-overhead cam Colombo short-block design, which was now enlarged to displace 3,286 cubic centimeters. Optimal weight balance was achieved by mounting the gearbox directly to the rear axle, a rear transaxle design that would become a standard practice in many ensuing Ferrari road cars. The 275 is also notable as the first Ferrari for the street to feature an independent suspension on all four wheels, an innovation that eventually took hold across automobile manufacturing.
A year after the 275 GTB’s 1964 debut, a second series was unveiled that featured a longer nose, a modification intended to aid aerodynamic downforce at high speeds. Despite the technical improvements, many enthusiasts prefer the first-series cars’ proportions and purity of design, and early short-nose Series I examples remain the rarest of all iterations of the 275 GTB non-competition cars, with only approximately 250 examples built.
This beautifully restored and highly awarded example of the early short-nose 275 GTB ably testifies to the brilliance of the revered Ferrari berlinetta. According to the research of marque historian Marcel Massini, this car’s chassis was sent to Scaglietti in Modena for bodywork on October 20, 1964, while its V-12 engine completed assembly on December 17. Within a matter of months, the car was completed and outfitted as an American example with instruments in miles and was further equipped with Borrani wire wheels, three Weber carburetors, and a Cologne radio. Delivered new to Navy Auto in the United States by the spring of 1965, this 275 GTB was initially retailed to an owner named Coughlin.
In 1972, this Ferrari was acquired by Richard L. Haskell, of Minneapolis, Minnesota. Mr. Haskell obviously cared a great deal for the beautiful berlinetta, as he retained possession for close to twenty years. At the time of his purchase, the car displayed only 22,000 original kilometers, a figure that had grown to just 31,472 miles by 1985, following six years of consigned storage at the renowned FAF Motorcars in Tucker, Georgia. When offered for sale four years later, the 275 GTB still showed only 32,000 original miles.
By October 1994, the car had come into the care of Gary A. Stewart, of York, Pennsylvania. Still displaying just 33,000 miles, this 275 GTB had recently enjoyed a fresh repaint and detailing by Shelton Ferrari, of Ft. Lauderdale, Florida. Records indicate that Mr. Stewart undertook some additional restorative measures before selling the car in the late-1990s to Stephen Bartkiw, of Ocean Ridge, Florida. Mr. Bartkiw quickly returned the car to Shelton Ferrari for a comprehensive restoration that refreshed every mechanical and cosmetic aspect of the car. The strength of this work was amply demonstrated in January 2004 at the 13th annual Palm Beach Cavallino Classic when the 275 GTB won a Platinum Award and the Coppa Bella Macchina Award, both arguably two of the most desirable and coveted awards presented by the FCA. A year later, presented again at Cavallino, the car reprised its performance by earning the same awards again.
Acquired by the current owner in 2009, the car was submitted for Ferrari Classiche authentication a year later, a distinction of provenance that the factory unwaveringly confirmed with the issuance of the desirable paperwork. Through the later years of Mr. Bartkiw’s ownership, as well as during the entirety of current ownership, this Ferrari has been expertly maintained and serviced, as needed, by Greg Jones, a well-respected and knowledgeable mechanic within the Ferrari collectors’ niche who has also served as an FCA judge. Mr. Jones’ consistent expert attention to the car over the last eight years has doubtlessly contributed to its superb mechanical condition and stunning cosmetic appearance.
Still possessing its original V-12 drivetrain, and unerringly restored in its original color livery, this fantastic early 275 GTB is a strikingly original, low-mile example that should appeal to the true Ferrari connoisseur in search of a sparingly used and exceptionally maintained benchmark short-nose 275. The breathtaking berlinetta is accompanied by a complete original toolkit, owner’s manuals, service records dating to 1991, as well as an additional set of cast-alloy mag wheels with tires, for the owner that wishes to maximize the model’s sporty original options. Excellent service documentation by Mr. Jones, certification by the Ferrari factory, and a recorded history that reflects just five owners from new, further supplements the desirability of this classic V-12 Ferrari road car. Beautifully poised for additional exhibition awards on the FCA show circuit, or capable of the extended cruising and driving performance for which the Ferrari Gran Turismos are renowned, this arresting 275 GTB is an unusually complete and original example that would make a crowning addition to any collection of Ferraris or Italian sports cars.
Pros: Decent 275 GTB in good spec. A good looking car.
Cons: Nothing much.
#78 – Devin Monza 1955 #DSR007 Racer, My pick US$300,000 SOLD US$102,500
Lot S144 1955 Devin Monza Convertible
Original Bill Devin Team Car
Monterey, CA The Daytime Auction
August 16-18, 2012
This Lot scheduled to be sold SAT 3:20PM
– Devin chassis no. DSR007
– Built in 1955 by Bill Devin and Ernie McAfee
– A one-off car unlike any other Devin
– McAfee constructed full tube frame chassis
– Alfa Romeo 750 series Veloce engine sourced from Max Hoffman
– Still retains ultra-rare twin Weber DC03 carburetors
– 4-speed close-ratio Alfa racing gearbox
– Halibrand quick-change rear mated to original Alfa Romeo housing
– Suspension is all 750 Alfa
– DSR007 was Bill Devin’s good luck charm
– Raced extensively in vintage events
– Well documented history (thick binder of documents)
– Former owners include rock legend J. Geils and Glen Sipe
– Current vintage racing log book included
– Custom removable chrome roll bar meeting all current standards included
– Titled as a 1957 DESCRIPTION
This is Devin chassis #DSR007, one of the few original Bill Devin Team cars ever constructed. It was built in 1955 by Bill Devin and Ernie McAfee. It is a one-off car and unlike any other Devin you will ever see. Bill Devin was working on a Ferrari 750 Monza, and while the owner was in Europe, Bill helped himself to the Monza to pull a mold off of it to use as the basis for this body, hence the “Devin Monza.” Meanwhile, McAfee constructed the spectacular full tube frame chassis using .040” pre-stressed chrome molly tubing. The engine is an Alfa Romeo 750 series Veloce unit sourced from Max Hoffman, and still retains its ultra-rare and valuable twin Weber DC03 carburetors. The transmission is a later close-ratio 4-speed Alfa racing gearbox and the rear differential is a Halibrand quick change mated to an original Alfa Romeo housing. The suspension is all 750 Alfa, and it has had disc brakes on all four corners added during its racing career to replace the original and problematic Alfa three-shoe drum brakes.
Unfortunately, Ernie McAfee was killed racing a Ferrari 121LM in 1956 and was not able to reach the success he hoped for with the Devin Monza he and Bill Devin created, however Devin called this car, DSR007, his good luck charm. He kept a photo of it in his wallet until the day he died.
DSR007 has been raced extensively in vintage events and its history is well documented. Former owner/ drivers include rock legend J. Giles (J. Giles Band) and Glen Sipe. A thick binder of documentation, history, receipts, and current vintage racing log books accompany the vehicle. While the original roll bar is located under the head rest fairing, it is not legal for current racing regulations. A custom, easily removable chrome roll bar that meets all current standards is included.
Besides being one of the best looking vintage sports cars ever, owing to its being nearly a carbon copy of a multi-million dollar Ferrari, at less than 1,400 pounds and with over 130 horsepower this Devin Monza is a potent performer. It’s combination of a finely tuned chassis, wonderful brakes, close ratio gearbox and 7500 rpm scream make it an experience few would forget. It is a pint sized giant killer that can run with the best of them!
This magnificent 1950’s one-off sports racer ready to continue competing in vintage racing, but is also perfectly suited for spirited, exhilarating road use or any number of long distance rallies like the Colorado Grand, the California Mille, the Copperstate 1000 or even the Mille Miglia.
Pros: Excellent Devin racer, great history, a cheap way to go to Monterey or anywhere else and race
Cons: Is it original, does it matter ? Underpowered ? It wont be the fastest car you have driven
#79 – Bentley R – Type Continental HJM Fastback Coupe 1953 #BC16LA My pick US$1.2 million SOLD US$1.622 mil.
1953 Bentley Continental R-Type Fastback Sports Saloon
by H.J. Mulliner & Co. [CLICK HERE FOR MORE PHOTOS]
Chassis No. BC16LA
Engine No. BCA15
To be auctioned on
Saturday, August 18, 2012
178 bhp, 4,887 cc, inlet-over-exhaust, six-cylinder engine, two SU carburetors, four-speed manual gearbox, independent wishbone front suspension with coil springs and anti-roll bar, rear live axle with semi-elliptic leaf springs, and four-wheel mechanical servo braking system with hydraulic front and mechanical rear. Wheelbase 120″
• First R-Type Continental fitted with center gear change; one of 24 built in 1953
• One of 193 fastbacks built from 1952–1955; one of 43 delivered with left-hand drive
• Only 68,000 miles from new; finished in period correct black with tan leather
• World’s fastest production four-seater in 1953; 120 mph top speed
• “Spats and Seats”
Rolls-Royce began to experiment with aerodynamic designs in the 1930s. The streamlined Bentley Mk II project, colloquially dubbed “The Scalded Cat,” was one such design. In 1938, the company completed the original Corniche, a prototype for the short-lived Bentley Mark V. After the war, the Works retooled to resume construction of fine motor cars, and experimental designs from the 1930s were revisited. Chief Project Engineer H.I.F. Evernden and designer J. P. Blatchley were assigned to create a lightweight, aerodynamic Bentley capable of carrying four adults in comfort. Their brief was “to produce a car which would not only look beautiful but possess a high maximum speed, coupled with a correspondingly high rate of acceleration, together with excellent handling and roadability…” After creating some lightweight bodies on the Bentley Mark VI chassis, H.J. Mulliner was contracted to design and construct the R-Type Continental prototype. The body, window, and seat frames were made of light alloy, resulting in a four-place body that weighed only 750 pounds, less than 4,000 pounds together with the chassis. After extensive road tests conducted mostly in France, the prototype’s gearbox overdriven top gear was found to be unsuitable for the rpms offered by the engine and was replaced by a direct-ratio top gear and a lower axle ratio. This combination proved best for high speed touring with well-spaced gear changes for city driving.
The resulting R-Type Continental is perhaps the most desirable postwar Bentley of all. Its superior performance over the standard Bentley resulted from meticulous attention to reducing weight and frontal area wind resistance. High speed came with a high price: $18,000 in 1953 US dollars. In 1952, a Cadillac convertible could be bought for $4,110, a Lincoln Cosmopolitan for $3,950, and a Chrysler Crown Imperial cost $6,740; the average home cost $9,000 and gasoline was 20 cents per gallon. Despite this, the new Bentley Continental had a cachet lacking in the luxury American V-8 models, and the first cars, which were for export only, were mostly sold to the United States. This pattern is logical given that the 1950s were seen as the defining decade of the American century and demand for the exciting new Bentley was high. Those with the means snapped up the first cars, and those with an editorial voice unanimously gave rave reviews. England’s best known car publication, Autocar, stated, “A modern magic carpet, annihilating great distances.” Country Life magazine wrote, “There is little doubt that the manufacturers would be entitled to claim this as the world’s fastest production saloon, and yet it is as silent as the average town carriage. The capabilities of the car in acceleration and maximum speed are matched by the power of the brakes and the excellent road-holding, while it’s cornering places it in the same class as the hand-built racing car.” Past chairman of the UK-based Bentley Drivers’ Club Ltd. and prominent Bentley enthusiast, W. E. B. Medcalf, owned two Bentley R-Type Continentals simultaneously for a number of years. He wrote, “Simply to sit in these cars is a beautiful experience; to drive one is among the ultimate physical pleasures. I know of no other car, which, after 45 years’ service, can match these remarkable masterpieces. Even after covering 1,000 miles in a day, driving remains a delight.”
The Continental shared a frame plus many suspension, steering, and brake components with the Bentley Mark VI series and later the standard R-Type. The Continental chassis were assembled in Crewe, England at the Rolls-Royce Works, and then sent by rail to the Lillie Hall Depot in Earls Court, in London. Final modifications were then made, and the finished chassis were loaded onto special transporters and delivered to their designated coachbuilders. While the bodies were being built and fitted, Bentley representatives visited the coachbuilding facilities to ensure all was being done in a workmanlike manner. Upon completion, the cars were tested and inspected thoroughly by Bentley Motors before being delivered to their first owners. H. J. Mulliner was in operation from 1900 to 1968. The most successful and prolific of the Mulliner-named coachbuilding firms, H. J. Mulliner has always been closely identified with Rolls-Royce and Bentley. The coachbuilder name “Mulliner” can be confusing, as H. J. is one of three Mulliner-named firms. Arthur Mulliner and Mulliners’ of Birmingham were two separate British coachbuilding firms in business during the first half of the 20th century. H. J. Mulliner was the largest, and Mulliners’ of Birmingham was probably the smallest. The former produced hundreds of special-order bodies on Rolls-Royce and Bentley chassis. Their postwar Bentley Continental designs, especially these fastbacks, are highly sought after by enthusiasts today.
A total of 207 R Continental cars were built, plus one prototype, an H. J. Mulliner Sports Saloon very similar to this car. Of the 207 production Continentals built from May 1952 to April 1955, 193 were fitted with the prototypical aerodynamic H. J. Mulliner body design known as the “fastback.” The other 14 chassis were fitted with bespoke bodies built by Park Ward, Franay, Graber, and Pinin Farina.
All original chassis numbers for this series begin with “BC,” for Bentley Continental. The numbers run consecutively, omitting “13” in five alphabetical suffix letters: A, B, C, D, and E. The letter “L” before the suffix letter indicates left-hand drive. The example offered here, chassis number BC16LA, is therefore identified on its Works build sheet as being a Bentley Continental A-Series with left-hand drive from new.
BC16LA was ordered with an extensive list of special features, and among those options, this was the first car to be fitted with the optional center gear change instead of the standard steering column shift lever. Although car radios were becoming more popular, the first owner of this Bentley did not order one. The special H. J. Mulliner lightweight seat frames were fitted, and since it was to be used in North America, sealed-beam headlamps, Wilmot Breedon “export” type steel bumpers, high-frequency horns, fog lamps in place of the standard center driving lamp, and American flasher-type turn indicators were fitted using a steering-wheel mounted stalk rather than the fascia-mounted timed levers, as standard on home market cars.
After final testing, BC16LA was shipped to San Francisco via the SS Loch Garth on January 15, 1953, for display by West Coast dealer Kjell Qvale. Returned to England in 1954 by the first owner, it was then flown to Le Touquet, France on April 26, 1954. The Bentley Register states that in 1965, a 3¾ bore engine was fitted, with the original engine, BCA15, being fitted to another chassis, but the owner reports that the current engine is in fact BCA15, which may indicate incorrect registry data or reinstallation of the original engine. It is known that BC16LA was stored for many years, until being purchased in 2002 by well-respected collector and former chairman of the prestigious Pebble Beach Concours d’Elegance, Mr. Glenn Mounger, who directed its recommissioning. The Bentley R-Type Continental is the cornerstone of any important Bentley collection. A mere 24 examples were built in 1953, compared to 42,625 Cadillacs built that year. All of the H. J. Mulliner fastback coupes, which were referred to by the factory as saloons for tax purposes, were superbly finished and quickly became the most readily identified of the Continental series, despite their rarity. Rarity, refinement, and reliable engineering suitable for extended high-speed touring resulted in a car that always commands a premium.
The combination of its smooth and powerful, no-nonsense, inline six, coupled with its silky smooth gearbox and responsive handling, results in a car that is as pleasant to drive as it is to view. Indeed, there are few 60 year old cars that can maintain a cruising speed of 100 miles per hour without undue stress or trouble. Knowledgeable Bentley enthusiasts recognize this model as being the one to own and to drive; owing to its beauty and desirability, the R Continental is perhaps the only postwar Bentley with near value parity in right- or left-hand drive configuration. Values of R-Type Continental cars have been steadily appreciating; the new owner of BC16LA can look forward to years of enjoyment and, with proper maintenance, steady appreciation in the future.
Pros: Beautiful large Grand Tourer, original
Cons: Not much, personal taste ?
#80 – Shelby Cobra 289 1963 #CSX2048 US$550,000+ My pick US$700,000 SOLD US$522,500
Chassis No. CSX 2048
To be auctioned on
Friday, August 17, 2012
271 bhp, 289 cu in Ford OHV V-8 engine, Holley four-barrel carburetor, four-speed manual transmission, ladder-type steel tubing chassis with independent front and rear suspension via A-arms, transverse leaf springs and tubular shock absorbers, and four-wheel hydraulic disc brakes. Wheelbase: 90″
• Early “Ford Custom Caravan” history; owners include Ford’s Jacques Passino
• Documented in the Shelby American World Registry; single ownership from 1971 – 2011
• Freshly and correctly restored by Cobra expert Geoff Howard, of Accurate Restorations
• Highly desirable early-production Cobra
The notion of producing a hybrid sports car in the 1960s was, at its core, quite simple. While British manufacturers retained the edge in styling, road holding, and superb braking, American firms held a distinct horsepower advantage. This “best of both worlds” concept was, of course, nothing new. Postwar Allards, Cunninghams, and Nash-Healeys used the same basic premise. Carroll Shelby, however, considered chassis from Austin-Healey, Jensen, and Bristol before settling on AC after hearing that the builders of the stylish and sturdy Ace had lost their engine supplier when Bristol ceased production.
Attractive, lightweight, and proven, the AC Ace could, by Shelby’s thinking, be turned into a successful production racer by replacing its aging six-cylinder engine with a powerful, deep-breathing V-8. In September 1961, Shelby wrote Charles Hurlock, of AC Cars, to propose a hybrid car using the AC sports car body and chassis. “I’m interested,” wrote Hurlock, “if a suitable V-8 could be found.” Shelby moved quickly when editor Ray Brock, of Hot Rod magazine, told him of Ford’s new lightweight “small-block” V-8. Soon after, Shelby had an early 221-cubic inch example installed in a stock AC Ace. In fact, the V-8 weighed just slightly more than the six-cylinder Bristol.
Ford engineer Dave Evans then offered Shelby an even better solution. A high-performance 260-cubic inch “small-block” V-8 was already in production for Ford’s Falcon, and two engines would be on the way to him soon. They were immediately sent by airfreight overseas, and on February 1, 1962, Carroll Shelby flew to England to test drive the new Shelby “Cobra.” The rest, as they say, is history.
Freshly, completely, and expertly restored to factory-correct condition by Cobra restoration specialist Geoff Howard, of Accurate Restorations, this early small-block Cobra, numbered CSX2048, has particularly fascinating history, and it is well documented in the Shelby American World Registry. Factory-finished in red and black, the same colors as today, CSX2048 was invoiced to Shelby American on November 13, 1962 and shipped to Los Angeles. According to the Cobra’s entry in the Shelby American Registry, factory documents recorded that it was refinished in a custom pearlescent paint finish and used briefly as a show car, followed by storage at the Shelby American warehouse prior to joining the famous “Ford Custom Caravan” travelling display.
Next, CSX2048 was acquired by none other than Jacques Passino, the head of Ford Motor Company’s racing operations during the storied “Total Performance” era under Henry Ford II. Invoiced to Passino for $5,889.30, after a $300 Ford Motor Company discount, the Cobra was equipped with the Class “A” accessory package, the aforementioned pearlescent paint finish, chrome wheels, and Goodyear racing tires. As related by the Shelby American World Registry for CSX2048, the invoice to Mr. Passino lacks the standard cancelling credit memo usually dated one month later, and it was similar in its date and essence to the invoices for Cobra 2042 and 2046, indicating that all three cars were used by Ford Motor Company as either demonstrators or for PR purposes. While it is known that the sister cars were returned to Shelby American after a few weeks and then sold to dealers at reduced prices, the subsequent history of CSX2048 resumes in late-1970, when it was advertised for sale by a Massachusetts-based dealer.
In May 1971, CSX2048 was purchased by Mark Panageotes, of New Hampshire, who ultimately retained the car until the late-2000s. As later related by Mr. Panageotes when he acquired the Cobra, it read 33,273 miles with an early 289 V-8 engine and other equipment intended for drag racing.
Over the next thirty-plus years, Mr. Panageotes maintained CSX2048 much as he purchased it, with the exception of a repaint in red completed in 1973. He drove the Cobra frequently and regularly during his tenure, and following a move to Kansas, Mr. Panageotes extensively campaigned the Cobra in Kansas State Sports Car Club auctocross events. In all, he and the Cobra visited 21 U.S. states and four Canadian provinces, covering a conservatively-estimated 5,000 miles per year, on average, over the years. In 2003 alone, the Cobra was driven from New Hampshire to Nova Scotia, Canada, driven around the perimeter of the province, and then driven back home to New Hampshire. In 2005, the Cobra was driven approximately 2,500 miles over nine days, from New Hampshire to Florida and back, during which time it performed faultlessly and created a stir wherever it went. Remarkably, CSX2048 was shown at a Shelby event for the first time in its existence at the Lime Rock Park Labor Day Sunday Show of Shelbys in 2004. A complete restoration of CSX2048 was undertaken during the late-2000s, and then in late-2011, after 40 years of ownership, Mr. Panageotes sold his beloved Cobra to another enthusiast, under whom the restoration was recently completed.
As offered now, CSX2048 is freshly restored to its factory-original condition, with a red finish and black upholstery. The restoration project was headed up by acknowledged Cobra marque specialist Geoff Howard, of Accurate Restorations, with the engine and mechanical work completed by Toby Knapp Auto Repair, of Danbury, Connecticut, and the paintwork and finally assembly handled by Carland Auto Repairs, also of Danbury. Truly a complete restoration, the work addressed the body, cosmetics, chassis, and all of the car’s mechanical systems. Two photo books, with one documenting the bodywork and the other covering all of the other restorative work, accompany the sale of the Cobra at auction. Currently powered by a 289 V-8, the sale of CSX2048 includes a period-correct 260 engine block, in addition to top bows and top, which have never been used, a tonneau cover, tools, and other items. An expertly-restored early example of the legendary Shelby Cobra, CSX2048 epitomizes one of the most capable and downright thrilling sports car marques in history.
Pros: Nice Cobra, quite pure, good stories, Carrols passing has pushed prices up
Cons: Nothing really.