Monterey Auction week My Top 100 – in order of desirability #41 – #60
All descriptions and photos are courtesy of the Auction House
My comments are in bold itallics
#41 – Aston Martin DB4GT 1960 #DB4GT/0104/L US$1.5 mil. My pick $1,500,000.00 SOLD US$2.035 mil.
1960 Aston Martin DB4GT
Chassis No. DB4GT/0104/L
Engine No. 370/0104/GT
To be auctioned on
Saturday, August 18, 2012
302 bhp, 3,670 twin plug dual overhead camshaft alloy engine with three Weber carburetors, four-speed synchromesh alloy-cased ratio gearbox, four-wheel coil spring suspension, and four-wheel disc brakes. Wheelbase: 95″”
• The fourth DB4GT produced, with numerous interesting features
• Factory left-hand drive; one of only 30 from a total of 75 built
• Two known owners from new, the second of which since 1967
• Original, matching numbers engine
• Race bred with full comfort appointments
The stars lined up for David Brown and Aston Martin upon the introduction of its all-new DB4 model late in 1958. A competition-oriented variant, the DB4GT was formally introduced in September 1959 at the London Motor Show, based on the race winning prototype DP199/1. This was the very year in which Aston Martin achieved outright victory at Le Mans (First and Second Overall, with drivers Carroll Shelby and Roy Salvadori at the front, followed by Maurice Trintignant and Paul Frere), and took the World Sportscar Championship title, the smallest manufacturer ever to do so, before or since. The GT prototype won its first outing at Silverstone in May 1959, on Bank Holiday weekend, in the hands of Stirling Moss, and was one of the first cars away at Le Mans that June, in the same light green livery as the victorious Aston Martin DBR1s.
The GT was developed for increased performance by making it shorter, lighter, and more powerful than the production DB4. In order to save weight, the bodywork was of thinner, 18-gauge aluminum alloy, the wheelbase was reduced by 13 cm (approximately 5-inches), and the rear seats were deleted on all but a small number of special order cars. All together, weight was reduced by 91 kg (200 lbs). The engine was extensively modified, featuring higher compression (9:1), a twin-plug, dual-ignition cylinder head, and breathing through triple dual-throat Weber 45 DCOE carburetors. Power output was outstanding at 302 bhp at 6000 rpm, a useful increase from the claimed 240 bhp of the standard car, and qualifying the GT as the most powerful British car of its era. Maximum speeds during testing reached 153 mph with a 0 to 60 time of 6.1 seconds. It was also one of the first cars that could go from standstill to 100 mph and then brake to a dead stop in under 20 seconds—a tribute, in part, to its uprated Girling braking system, as used on Aston Martin’s competition sports racers of the era.
Outwardly, the GT is distinguished by faired in headlamps with perspex covers, a popular feature that was later adopted for the DB4 Vantage, then onto the DB5 and DB6 models. The rear screen and quarter windows were also made of perspex on many examples, while the bumper overriders were deleted, and the roll-down windows were frameless within the doors. Twin, competition-style, quick-release Monza fuel fillers were added atop each of the rear wings, leading to a high-capacity fuel tank mounted flat in the boot. GTs were fitted with spectacular lightweight Borrani wire wheels, usually 42 spokes with light alloy rims, and distinctive three-eared knock-offs completed this potent package.
The interior was trimmed to full Aston Martin road car specification, with fine Connolly leather and deep pile Wilton carpet. The evocative dash binnacle on the GT cars benefited from the addition of an oil temperature gauge, in addition to the standard array.
DB4GTs represented a strong challenge to the dominance of Ferrari in GT racing and enjoyed considerable victories, raced from 1959 by both the Works team as well as John Ogier’s Essex Racing Stable. Driven by the likes of Roy Salvadori, Stirling Moss, Jim Clark, and Innes Ireland, the GT earned its stripes every weekend on the racing circuit. In December 1959, at the Bahamas Speed Week, when another driver rolled the DBR2 intended for Mr. Moss, the Works “borrowed” back a DB4GT just delivered to a Caribbean customer (DB4GT/0103/L), and Stirling handily won the next race, in an Aston plucked from the parking lot! Indeed the GT was a dual purpose car, at ease both on the track and on the Grand Tour.
As noted in a soon to be published book on the DB4GTs by Aston Martin historian Nick Candee, “Rivalry was intense as Aston broke Ferrari’s winning streak. The short wheel base DB4GT was Aston’s response to the 250GT ‘Tour de France.’ Ferrari retaliated late in 1960 with the great 250GT SWB. Aston then countered with the extremely lightweight DB4GT Zagato in 1961. Ferrari then launched its ne plus ultra GTO in February 1962.” So, game over, but clearly the DB4GT stretched the envelope for user-friendly car design.
Despite their tremendous desirability and value, the GT is still a popular entrant at major historic racing events, such as the Goodwood Revival and the numerous (and amazingly competitive) Aston Martin Owners Club Championship race meetings in the UK. And the DB4GT has proven “Grand for Touring” over 1000 miles with power and comfort, often winning or placing in many of the long-distance road rally events that have become popular in recent years, such as the Colorado Grand, the Copperstate 1000, the California Mille, and the New England Tour 1000.
Produced between 1959 and 1963, Aston Martin built a mere 75 DB4GTs (plus another 19 of the Zagato-bodied derivations and one Bertone-bodied special). Of the 75 examples, 45 were supplied in right-hand drive and 30 were left-hand drive. Amongst the most beloved of all Astons, the DB4GT remains unmatched for its unique combination of performance and roadability.
DB4GT/0104/L, the car offered here, was the fourth GT produced (on February 17, 1960). According to its factory build sheet, it was the first to be delivered to the U.S., via the noted French Aston Martin distributor Garage Mirabeau, in Paris, to a Mr. James G. Murray, of Pittsburgh, Pennsylvania. Specification included left-hand drive and livery in the favored racing color of Sea Green, with handsomely contrasting Off White Connolly hides and Borrani wire wheels. (Interestingly, research indicates that three of the first four cars were produced in Sea Green, while all four featured Off White upholstery). A 3.54:1 final drive ratio was indicated with the Powr-Lok (limited slip) differential fitted.
0104/L is offered today, most recently from the estate of its second known owner. Records accompanying the car indicate possession by him since 1967, perhaps making its 45 year ownership the longest of any Aston Martin DB4GT extant. In any event, this long-term ownership is certainly noteworthy and is also a testament to the remarkable originality of the car.
(Historian/author Candee theorizes however that 0104/L may have never left France, as DB4GT Zagato 0190/L was also later sold by Garage Mirabeau in 1962 to a Commander James Murray, then the U.S. Naval attaché to France, living in Paris. At the time of this writing, we have been unable to confirm whether both Mr. Murrays may have been one and the same.)
0104/L displays many early-production indicators, rarely if ever seen today on DB4GTs, and of those that remain, many have been updated during subsequent restorations. These include dual venting nacelles for the long, horizontal oil cooler (rather than the later, more common single large scoop below the bumper line), different headlamp cover mountings (unique to very early GTs), and an elaborate, quick-release spare tire hold down mechanism in the boot, among other small details peculiar to the initial cars.
Subject to a frame-up, rotisserie restoration from 1993–1996, two large photo binders document the extensive and meticulous effort. The chassis, floors, and inner fender panels were painted in correct “red oxide,” prior to its final finish in black. Original body number stampings are evident in the photos and, indeed, still verifiable today. The photos show a comprehensive engine rebuild, along with the expected brakes, suspension, and differential overhaul. A modest 3,000 km have reportedly been added to the odometer since completion of the refurbishment, with the car showing 69,000 km in total (fewer than 43,000 miles).
Although the restoration has mellowed somewhat, 0104/L remains a very sharp looker and performer, still presented in its original colors of period-correct Sea Green and Off White upholstery, contrasted with rich green Wilton wool carpeting. An RM car specialist recently had the opportunity to spend a day with this superb and delightful GT and reports that it starts easily cold or warm, indicates proper oil pressure, and has no hint of overheating on a hot summer day. It develops impressive power, tracks and brakes straight, and boasts a lovely gearbox feel. Since its very recent importation from Europe, it will come to auction with a fresh service from a noted Aston Martin Heritage service center, where it will also be cosmetically detailed.
Along with a copy of the factory build sheet and the French registration and restoration binders, the car comes complete with a jack, a factory authorized reproduction tool roll, plus a rare and original, factory workshop manual. This 0104/GT is a wonderful and important early example of the ultimate British GT, often referred to, with due affection, as the “bankers hotrod.”
Pros: A very good GT spec. DB4, very nice condition, excellent, great touring car
Cons: Not much, common ?
#42 – Porsche 935 JLP 1981 #JLP-3 US$1.3 mil. + My pick US$1.5 million NOT SOLD @ US$1.1 mil.
1981 Porsche 935 JLP-3 IMSA Racing Car
Chassis No. JLP-3
To be auctioned on
Saturday, August 18, 2012
750+ horsepower, 3.2-liter twin turbocharged flat six-cylinder engine, four-speed transaxle, four-wheel independent suspension with coil springs and tubular shock absorbers, and four-wheel disc brakes.
Please note that this vehicle will be offered on a Bill of Sale of only.
• Ex-John Paul Sr. & Jr. and Derek Bell
• The only car to win both the Daytona 24 Hours and the Sebring 12 Hours in the same year
• 1982 IMSA Camel GT Championship winner
• Five consecutive race winnings and 16 podium finishes in 26 races
• Professionally restored by Gunnar Racing, with maintenance by Gunnar and Canepa Design
The saga of the Porsche 935 started out innocently enough as Porsche adapted its 930 Turbo road car to racing. Turbocharging had already conclusively demonstrated its value to Porsche on the all-conquering 917 sports racing cars, but the 935 and its variants would take the concept to a whole new level. The 930 Turbo Porsche was introduced at the September 1973 Frankfurt Motor Show and the Turbo Carrera Group 4 competition car followed.
The Turbo Carrera was based on the 930/911 body structure and suspension, a production-based GT developed within the FIA Group 4 rules package. The engine displaced 2,142 cc, exactly equaling the three-liter displacement limit when the 1.4X supercharging factor was applied, and utilized a standard two-liter Porsche 911 crankshaft. In common with all Porsche competition engines to that point, the Turbo Carrera used dual ignition, and the standard Bosch mechanical injection system was modified to take positive induction pressure into account. Fitted with other refinements and developments from years of competition experience, the Turbo Carrera engine delivered 500 brake horsepower and 340 lb/ft torque. The latter was more than the naturally aspirated 4.5-liter flat-twelve engines that powered the Porsche 917 just five years before!
Group 5 and the 935
The FIA turned its displeasure on sports prototypes, starting with the 1976 season, creating Group 4 for production-based GT cars and a new Group 5 for “silhouette” race cars based upon production models that qualified for the FIA’s Groups 1 through 4. In the process, the FIA decreed that it was from among the Group 5 competitors that the World Champion of Makes would be won.
Porsche’s answer to the Group 5 challenge was the 935. It evolved steadily over the coming seasons, winning all the major endurance races from Le Mans and the Nürburgring to Daytona, Sebring, and Watkins Glen, capturing the coveted World Championship of Makes. Its engine evolved separately to power the 936 prototypes and eventually the 956 and 962 sports prototypes that firmly cemented Porsche’s reputation as the pre-eminent builder of competition GT and sports prototype racing cars.
Eventually the 935 evolved into a full tube-frame racing car design that shared only the mandated elements with the Porsche 911 and 930 production cars. Specific variants were adapted to specific races and circuits. The most famous of these were known as “Moby Dick,” the long tail, low frontal area 935/78s built by Porsche specifically for Le Mans, but which the public took to calling all the high performance 935s. As with Moby Dick’s aerodynamics, there was nothing moderate about the many 935s. They employed the latest design developments and took the regulations to the absolute limits of their interpretation. The 935s challenged Porsche’s creativity, as in the decision to adopt 19-inch rear wheels, which, within the rules’ limit of a 16-inch maximum tire width, lengthened the tires’ contact patch and provided a contact patch equivalent to much wider tires of smaller diameter.
The 935 engines were similarly developed for specific rules packages. The FIA, CSI, SCCA, and IMSA did not make the process easy, changing their minds and going in different directions over the years. Single turbo, twin-turbo, air-cooled, oil-cooled, water-cooled, single ignition, dual ignition, air-air intercooled, air-water intercooled, two-valve, four-valve, three-liter, two-liter, 3.2-liter, and 2.2-liter engines in various combinations all appeared under the 935’s engine cover and all successfully raced. At various points in its history, variants of the Porsche 935 flat-six produced in excess of 800 brake horsepower, putting the production-based engine’s power output well within the range of the full competition flat-12 Porsche 917 of only a few years earlier.
As Porsche’s emphasis shifted in subsequent years to design and development of the 956 and 962 sports prototypes, entrants began to build their own Porsche 935s using some elements of the factory designs and the mandated production-based components: engine, gearbox, windshield, roof, and door frames. The most famous were the racing Kremer brothers, closely matched by Reinhold Jöst. In the U.S., IMSA competitors like Bob Akin and Dick Barbour turned to local builders for their own Porsche 935s.
The father and son driving team of John L. Paul Sr. and Jr. turned to Graham “Rabbit” Bartrills’ GAACO company in Norcross, Georgia to build a special Porsche 935 for endurance races. Given the designation JLP-3, aside from the engine and transmission, it used only the cowl, windshield pillars, roof, and door frames from a Porsche (a 1972 911T). The rest was all high-tech, tube frame, custom fabricated race car with lightweight fiberglass bodywork and the latest suspension and aerodynamics. For sprint races, the Paul’s commissioned another car, JLP-4, designed by Lee Dykstra and built by Dave Klym’s Fabcar.
JLP-3 is the car offered here. It is believed to be the most successful of all Porsche 935 race cars. It is the only car to ever win both the Daytona 24 Hours and the Sebring 12 Hours in the same year, 1982. It recorded an unprecedented, seven consecutive First Place finishes from Pocono in September of 1981 through Charlotte in May of 1982. In its career of exactly two years from Sebring 1981 through Daytona 1983, out of a total of twenty-seven races, it recorded nine wins and sixteen podium finishes. That’s a win in every three races entered and a podium in 60% of its races, an astonishing achievement.
In addition to the Pauls, it was driven by Derek Bell, Mauricio de Narvaez, and Rolf Stommelen. Its finishes contributed to John Paul Jr.’s 1982 Camel GT Championship and his father’s 1982 international Triple Crown of Endurance Championship.
Powered by an air-cooled, 3.2-liter IMSA-spec engine with Bosch mechanical fuel injection, the twin-turbo Porsche 935 JLP-3 was restored some years ago by the Porsche specialists at Gunnar Racing and has been maintained by them, and by Canepa Design, since. Presently in the hands of only its fourth owner since the John Pauls, the JLP-3 has recently undergone a painstaking race preparation, at which time its twin-turbo, air-cooled, 3.2-liter motor, four-speed transaxle, suspension, and brakes were all rebuilt. JLP-3 is currently race ready and more than capable of winning at an international historic level. It is eligible for all foreign and domestic IMSA GT vintage events, including selected events such as the Monterey Historics and the Wine Country Classic.
All of that is significant, but what is really important is that this is, in the opinions of expert aficionados, the definitive Porsche 935. The GAACO chassis, carefully laid out to maximize responsiveness, handling and, most importantly, balance, is, in the words of a skilled 935 vintage racer who has driven JLP-3, “well balanced and easy to throw around, not like most 935s. It is fast, fast, fast. If I got someone on the track in my sights, I knew I could pass them. It is an experience to drive, is eligible for everything, and has the potential to win any historic race it enters.”
On any continent, in any company, JLP-3 is a welcome entrant and a participant that will thrill its drivers and everyone fortunate enough to see it perform. Its record of back-to-back victories in the Daytona 24 Hours and Sebring 12 Hours is unmatched in the fabled history of these two races, and with 23 podium finishes, nine First Place wins, and seven consecutive victories, JLP-3 is considered by many as the most dominant of all Porsche 935s in existence for a reason.
JLP-3 Complete Competition History
1981 IMSA Camel GT Championship
Sebring 12 Hour – John Paul Jr. / John Paul Sr. – DNF
Road Atlanta (1) – John Paul Jr. – 8th
Riverside – John Paul Jr. / John Paul Sr. – 2nd
Laguna Seca – John Paul Jr. – 2nd
Lime Rock – John Paul Jr. – 6th
Mid Ohio – John Paul Jr. – 3rd
Brainerd – John Paul Sr. – 3rd
Daytona (II) – John Paul Jr. / John Paul Sr. – 3rd
Mosport – John Paul Jr. / John Paul Sr. – DNF
Road America – John Paul Jr. / John Paul Sr. – 13th
Road Atlanta (II) – John Paul Sr. – DNF
Pocono – John Paul Jr. / John Paul Sr. – 1st
Daytona Finale – John Paul Jr. – 1st
1982 IMSA Camel GT Championship
Daytona 24 Hour – John Paul Jr. / John Paul Sr. / Rolf Stommelen – 1st
Sebring 12 Hour – John Paul Jr. / John Paul Sr. – 1st
Road Atlanta (I) – John Paul Jr. – 1st
Riverside – John Paul Jr. / John Paul Sr. – DNF
Charlotte – John Paul Jr. / John Paul Sr. – 1st
Daytona (II) – John Paul Jr. – DNF
Sears Point – John Paul Jr. – 20th
Mosport – John Paul Jr. / John Paul Sr.
Road America – John Paul Jr. / Mauricio de Narvaez – 2nd
Mid-Ohio – John Paul Jr. – 41st
Road Atlanta (II) – John Paul Jr. / John Paul Sr. – 1st
Pocono – John Paul Jr. – 2nd
1983 IMSA Camel GT Championship
Daytona 24 Hour – John Paul Jr. – DNF
* 1982 IMSA Camel GT Championship Winner
* 1982 Daytona 24 Hour Overall Winner
* 1982 Sebring 12 Hour Overall Winner
* Overall Race Wins (Five Consecutive)
* 16 Podium Finishes in Twenty-Six Races
Pros: Great Porsche that won many races including Daytona & Sebring ’82, would make an excellent PCA racer, in tip top condition
Cons: Not much, very powerful, too powerful?
#43 – Porsche 718RSK 1960 #718-060 US$2.25 mil. + My pick $4,000,000.00 SOLD US$3.65 mil.
1960 Porsche RS60
Coachwork by Wendler
CHASSIS NO. 718-060
ENGINE NO. 90254
Transmission No. 718048
$2,250,000 – $3,000,000
■The Ultimate Development of Porsche’s Four-Cam Spyder
■One of Only 14 Customer RS60s Built
■Illustrious Racing Record with 12 Class Wins in Just Four Seasons
■Driven at Elkhart Lake, Meadowdale and Watkins Glen
■Well-Documented History with Outstanding Provenance
■Matching-Numbers, Original-Bodied Example
■Monterey Historics and Rennsport Reunion Participant
■Displayed at Meadowbrook, The Quail and the Porsche Race Car Classic
■One of the Finest RS Spyders in Existence
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1,498 CC DOHC Type 547/3 Boxer 4-Cylinder Engine
Twin Weber 46 IDM Carburetors
150 BHP at 7,800 RPM
5-Speed Manual Transaxle
4-Wheel Annular Disc Brakes
Independent Trailing-Arm Front Suspension with Torsion Bar
Independent Double-Wishbone Rear Suspension with Coil-Over Shock AbsorbersThe RS60
Officially unveiled in January 1960, the RS60 represented the final evolution of Porsche’s competition Spyder, a legendary series of sports cars that can be traced back to the original Type 550 of 1953.
The RS60 was in essence a refined version of the highly successful RSK works cars built for the 1959 racing season. While the RS60 maintained the Type 718 designation, the much-improved Spyder featured a tubular steel space frame with a wider cockpit area, unequal-length wishbone rear suspension, improved brake drums and shorter 15” wheels. While the front and rear track remained unchanged, the wheelbase was stretched by 4”, providing greater engine bay clearance and additional legroom for both driver and passenger. The longer wheelbase, advanced suspension and shorter wheels also had a profound effect on handling, making the RS60 much more predictable than the RSK that it replaced.
In keeping with the chassis improvements, the Wendler-built aluminum coachwork also benefitted from subtle revisions. The most obvious external change was a taller, framed windshield of FIA- mandated height. Other than minor variations to the nose, door and head fairing, the RS60’s bodywork shared a great deal with its predecessor.
Equipped with a range of potent Type 547 four-cam engines, the RS60 was a sophisticated and highly efficient sports car, ideally suited for technical circuits and open-road races. With a dry weight of just 1,210 lbs., the latest Porsche Spyder offered exceptional road handling, braking and acceleration. Few
contemporary sports cars presented such a well-rounded package.
Whereas the 550 and RSK Spyders were perennial favorites in the under-2,000 cc category, the RS60 was the first Porsche sports racer that legitimately posed a threat to the large-capacity sports cars that competed for outright wins.
In 1960, works-supported RS60s triumphed at Sebring and the Targa Florio, defeating the mighty factory teams of Maserati and Ferrari. Privately campaigned RS60s were equally effective, winning both the European Mountain Championship and the SCCA National Championship for the E Sports Racing class.
For a limited-production, small-displacement sports car, the RS60 left an indelible impression on international motorsports.
The RS60 presented here, 718-060, is a very special example of Porsche’s ultimate four-cam Spyder.
One of approximately seven customer cars sold in the US, this RS60 was ordered through Ollie Schmidt of Porsche Car Import, Inc. in Northbrook, Illinois, on behalf of William Wuesthoff, a gentleman driver and car dealer living in Milwaukee, Wisconsin.
In 1957, having made the traditional shift from MGs and Alfa Romeos, Wuesthoff began his brilliant career with Porsche by racing a Super Speedster in club events. Although Wuesthoff campaigned a variety of cars throughout his career – everything from Elvas to Scarabs — his greatest successes were found behind the wheel of four-cam Porsches.
During his remarkable nine-year career, Wuesthoff drove for some of the most successful private teams and raced alongside the era’s best drivers, including Augie Pabst, Joe Buzzetta, Frank Rand, Jim Jeffords and Bruce Jennings. Throughout this period, Wuesthoff’s racing exploits were supported by the sales of his dealership, Concours Motors, Inc., which specialized in foreign cars such as Volkswagen, Porsche, Jaguar and Lancia.
As evidenced by copies of original invoices, 718-060 was originally finished in silver and equipped with a Type 547/3 four-cam engine, no. 90254. The brand-new $9,000 Porsche RS60 was delivered to the US on June 8, 1960, just in time for the Summer racing season.
In his first season with the RS60, Wuesthoff captured three back-to-back class wins, the first of which came at the Elkhart Lake Road America races in late June. From there, 718- 060 went on to win its class at the Wisconsin Grand Prix at Meadowdale in July and the Kentucky Derby Road Races in August. The last race of the year took place on September 23, at the Watkins Glen Grand Prix in New York. Pitted against a competitive field of 2,000 cc cars, Wuesthoff drove 718-060 to an impressive 2nd place finish, just behind Roger Penske’s RS60.
The success continued into 1961, with Wuesthoff’s Porsche opening the season with a strong 2nd place result at the June Sprints at Elkhart Lake and a win at the State Fair Park Race in Milwaukee. At the Wisconsin Grand Prix on July 23, Wuesthoff drove the RS60 to a 1st place finish in the under-2,000 cc class and 4th overall.
In Spring 1962, Weusthoff scored a major victory at the 12 Hours of Sebring, driving Rand’s RS60 alongside Jennings. Not only did the team manage to win their class, they finished 3rd overall and captured the coveted Index of Performance.
For the remainder of the 1962 season, Wuesthoff returned to 718-060 and continued his
remarkable string of successes. Following a 3rd in Class at the Wilmot Races in Wisconsin, the RS60 went on to 1st place finishes at Elkhart Lake, Meadowdale and Milwaukee.
For 1963, Wuesthoff occasionally ran 718- 060 with a more powerful Type 547/5 engine and trimmed the bodywork with a distinctive metallic blue noseband and rocker panels. Despite increasingly sophisticated competition, the three- year-old RS60 dominated the under-2,000 cc category in its busiest season yet, racking up class wins at Indianapolis, Elkhart Lake and Meadowdale. In a later outing at Meadowdale, Wuesthoff drove the RS60 to a remarkable 2nd place finish in the under-5,000 cc race. In the last race of the 1963 season, 718-060 finished 4th in Class, just behind the RS61 of West Coast Porsche driver Don Wester.
In September 1963, Wuesthoff and Pabst won the Elkhart Lake Road America 500 with the first Elva-Porsche, a car that proved to be significantly faster than the aging RS Spyder. In fact, it was the introduction of the Elva-Porsche that ended Wuesthoff’s career as an RS60 driver.
In just four abbreviated seasons, 718-060 was campaigned in 17 races, finishing in the top-three places all but once and taking home an astonishing 12 class wins. Among privately entered RS60s, this record stands as an exceptional achievement.
Almost as impressive as the RS60’s race results was its impeccable condition after four seasons of racing. Throughout its period of active duty, Wuesthoff’s RS60 avoided serious incident and was always meticulously maintained by Chicago, Illinois-area Porsche expert Glen Carroll. In an interview with historian Jim Perrin, Mr. Carroll recalled Wuesthoff’s unique qualities as a driver and intuitive feel for the machinery.
“Bill never had an accident with the car. He was extremely careful with his car and didn’t stick his nose in where it didn’t belong. He was leading a race at Milwaukee one time and he came in and said there is something wrong in the transmission. When the transmission was later torn down there was a chip in a gear, and Bill had felt that when he was racing. He was an excellent driver and you had to really work to pass Bill.”
In late 1963 or early 1964, Wuesthoff sold his well-kept RS60 to legendary Porsche racer Bruce “King Carrera” Jennings. According to his longtime mechanic Heinz Bade, Jennings planned to race the RS Spyder and had the standard drum brakes converted to Porsche’s innovative new annular disc brake system. Not long after acquiring 718-060, Jennings ended his brief interest in the Spyder project and the RS60 was raced sparingly, if at all.
After passing through the hands of a New York-area Porsche enthusiast, the RS60 was sold to Dr. William Jackson of Denver, Colorado, in the mid- to late 1960s.
Known for his discerning eye and exceptional taste, Dr. Jackson was one of the first American collectors to appreciate the significance of early Porsche racing cars. At its height, Dr. Jackson’s collection included some of the most important examples of the marque, from early four-cam Spyders and 356s to significant Turbo-era 911s. For approximately 30 years, 718-060 remained a fixture in this remarkable collection, benefitting from minimal use and careful preservation.
In 1999, Heritage Classics of West Hollywood, California, purchased a number of significant cars from Dr. Jackson’s collection, including 718-060. Later that year, Alex Finigan discovered the RS60 while travelling through Southern California. Impressed by its exceptional originality, he purchased 718-060 on behalf of East Coast collector Peter LeSaffre and had it sent to Paul Russell and Company. After the Porsche arrived, a thorough inspection revealed wonderful original details including an untouched section of Wuesthoff’s metallic blue paint, still intact after 35 years.
Following a sympathetic restoration, 718-060 was sold to the current owner and has since resided in one of the world’s finest automobile collections. Under the direction of its current caretaker, the RS60 has benefitted from first-rate preparation, regular exercise and meticulous upkeep.
In addition to appearances at the Meadowbrook Concours d’Elegance, the Quail Motorsports Gathering and the Art Center Car Classic, 718-060 has been regularly campaigned in the Rolex Monterey Historic Automobile Races. As recently as October 2011, the RS60 was seen in action at Laguna Seca during Rennsport Reunion IV and on display in the exclusive Porsche Race Car Classic at Quail Lodge.
In total, Porsche built just 28 examples of the RS60 and RS61 Spyders for customers. As is the case with most successful sports racing cars, the vast majority of these Porsches were raced, wrecked and modified to varying degrees. This is certainly not the case with 718-060.
Throughout its successful four-season racing career, Wuesthoff’s RS60 was treated with the utmost care and never suffered from significant accident damage. As a result, 718-060 retains its original, factory-delivered engine (90254), transaxle (718048) and Wendler-built aluminum coachwork. Only a handful of Porsche Spyders can make such a claim.
In documenting the remarkable history of 718-060, marque authority Jim Perrin obtained invaluable information, not from secondary sources, but from the individuals most closely associated with the car: William Wuesthoff, Dr. Bill Jackson, Frank Rand and Heinz Bade. Not only does Mr. Perrin’s report feature a comprehensive race history and ownership summary, it also includes copies of the original invoices from Porsche and Porsche Car Import, Inc.
In consideration of its outstanding racing pedigree, exceptional originality and an unbroken chain of distinguished owners, 718-060 is a magnificent representative of Porsche’s most advanced four-cam Spyder.
While every four-cam Spyder carries immense appeal and historical import, 718-060 – widely regarded as one of the most successful and original RS60s extant – is an undisputed standout. .”
Pros: A good, honest, original RS60, all there
Cons: Only ever SCCA raced
#44 – Alfa Romeo 6C2300B MM Touring Coupe 1938 #815025 US$2.2 mil + My pick US$2 million $2,200,000.00 Withdrawn
1938 Alfa Romeo 6C 2300B Mille Miglia Berlinetta
by Carrozzeria Touring
Chassis No. 815025
Engine No. 823923
To be auctioned on
Saturday, August 18, 2012
2nd Series. 105 hp, 2309 cc dual overhead camshaft inline six-cylinder engine with dual Weber carburetors, four-speed manual transmission with synchromesh on third and fourth gears, four-wheel independent suspension with front coil springs and rear longitudinal bars, and four-wheel hydraulic drum brakes. Wheelbase: 3,000 mm
• One of seven Touring Berlinettas built
• Complete with FIVA passport
• Recent, thoroughly researched concours restoration and Pebble Beach entrant
• Timeless prewar Touring design with Jano engineering
When the 6C 1900 was replaced by the 6C 2300 in 1934, horsepower output was approximately 68. With gradual development over the next several years by legendary engineer Vittorio Jano, output steadily climbed to 105 in the latest iteration, which was slated to run in the 1937 Mille Miglia. Alfa Romeo’s entries in the 11th running of the race totaled 16 cars: three of these were 8C 2900 models that participated in the Sports category, with the remaining thirteen being 6C 2300s that participated in the National Touring category. Of the 6Cs, ten were of an earlier type with a solid front axle and the other three were of the newer Type B variety, which had four-wheel independent suspension.
These “2nd Series” Type B cars developed especially for the 1937 race are mostly encompassed by an increase in horsepower output in the dual overhead cam engine, which was raised from 95 to 105, aided by twin Weber carburetors and a 7.75:1 compression ratio, and capable of grasping at a top speed of 103 mph. Two of the cars entered were bodied by Ghia and represented by Scuderia Ferrari, while the third example was a Berlinetta by Touring; this latter car was the property of Benito Mussolini and piloted by his trusted chauffeur, Boratto.
Of 124 cars entered, only 65 finished. The 8C Alfas won First and Second Overall, with the 6C Berlinetta by Touring coming in Fourth Overall and winning First in Class, at an average speed of 65.4 mph. This was an incredible accomplishment in light of the additional power possessed by the 8Cs and the third overall winner, a 3.5-liter Delahaye. The high ranking of the 6C 2300 proved the power of Vittorio Jano’s engineering talent over the old emphasis on horsepower.
Following its success at the Mille Miglia, the model was offered to the public at a cost of 78,500 lire. Approximately 100 of the 2nd Series 6C 2300 Bs were sold from 1937–1939, and it is believed that only seven were clothed with this berlinetta coachwork by Carrozzeria Touring. Many important sports and racing cars were imported to Argentina to participate in the many rallies and races from the earliest days of motor racing to the postwar era. Chassis 815025 is one of those examples and is understood to have been imported to Argentina in 1940. It was purchased in 1956 by Franco Monnanni, of Buenos Aires, and was brought to the United States after being purchased from Mr. Monnanni in the mid-2000s and came into the current ownership shortly after.
The owner commissioned Chris Kidd, of Tired Iron Works in Monrovia, California, to perform a thorough concours restoration on the Alfa, but not before having it thoroughly inspected and authenticated by Belgian marque expert Raoul San Giorgi, who was also retained to advise in the restoration. The Touring Berlinetta body, number 2009, with its trademark Superleggera construction, is believed the original mated to the chassis. At some time during its career in Argentina, where it was raced by Mr. Monnanni, engine number 108388 was fitted to the chassis. During the restoration, another motor, 823923, was sourced, rebuilt, and installed; the previous engine has been retained and is included with the sale.
According to Luigi Fusi’s tome on the marque, the chassis number range for the 2nd Series 6C 2300 B was from 815001 to 815101, which places this car as the 25th example built. Fusi reports two ranges of engine numbers, almost evenly divided between those 100 or so cars. The lower range is 823916 to 823968, making the current motor the ninth built and very close in sequence to the chassis. The engine retains its original dual Weber carburetors; as they are of a very early brass type, they are considered a Holy Grail to experts and are worth a considerable sum in their own right. The only added feature found on this engine is a cleverly hidden electric fan, which negates the possibility of overheating at idle.
The hand-hammered aluminum skin was removed from the chassis, which was fully stripped and repaired as needed. Much care was exercised with the fit and finish of each component, and in 2010, when Alfa Romeo was the featured marque at Pebble Beach, the magnificent bare rolling chassis was proudly displayed. Appropriate repairs were made to the coachwork, and witness marks were read to determine the most authentic finish and appearance of every detail possible. During its stay in Argentina, the rear of the body had been modified to delete the trunk lid, making it instead a solid piece with four louvers, similar in appearance to the Touring Berlinetta driven in the 1937 Mille Miglia. Based on the witness marks on the original metal, it was determined that the car originally had a trunk, and it was restored accordingly to its current, proper configuration.
Another notable item is the side windows, which are the correct Plexiglas and were originally fitted to the Mille Miglia specification cars. This example also has Borrani wire wheels, which were only fitted to the Mille Miglia-specification cars, with the others using artillery wheels. Over the years, many enthusiasts have replaced the original four-speed gearboxes with Volvo transmissions, so it is notable that this example still retains its original type transmission. Great pains and expenses were taken to source only original hard-to-find parts, such as the radiator shutters and brake fluid reservoir.
Included in the restoration file is extensive photographic documentation, as well as correspondence that detail the ongoing research, thought, and discussion that went into determining various details. For example, it was determined that this car did not originally have driving lights, a deletion typically seen only on 1st Series cars. It is important to note that although there are some features generally associated with only first or second series examples, these cars were all hand-built and that features gradually evolved in or out. Being that this is an early 2nd Series example, it naturally incorporated some features and omissions from both series.
The restoration was completed in early August of 2012, after many thousands of hours were invested in the effort. With virtually no stone left unturned, it is unimaginable that any finish or feature of this Alfa could be disputed, and all corresponding paperwork will be available for the review of interested parties. As presented with its deep merlot exterior and complementing fawn leather interior, it is fully equipped down to its tool kit and desirable FIVA passport. The appearance of the 6C 2300 B Touring Berlinetta is quietly confident and subtle, with the chrome on the bumpers and radiator surround complemented by the bright window trim and spears on the sides of the slotted fender skirts. It is a nearly flawless example that idles and drives well and is tour capable. Further, it has not been shown since competing in a class against several exceptional Bugattis at the 2012 Pebble Beach Concours d’Elegance, and thus, provides ample invitation to any number of Alfa Romeo and concours events worldwide.
Pros: Nice car, well restored, fairly clear history, looks great, 1 of only 7.
Cons: VERY VERY Expensive, but then a similar 8 cylinder would be $10 million or more. Already shown at Pebble.
#45 – Aston Martin DB2 Vantage Saloon 1952 LML/50/13 US$375,000+ My pick $600,000.00 SOLD US$302,000
1950 Aston Martin DB2 Coupe
Chassis No. LML/50/13
To be auctioned on
Friday, August 17, 2012
OFFERED WITHOUT RESERVE
200+ bhp, DOHC 2,922 cc inline six-cylinder engine with triple Weber 35 DCOE carburetors, David Brown four-speed manual gearbox, independent front suspension with trailing link, coil springs and Armstrong lever dampers, live Salisbury 4H rear axle with coil springs, and four-wheel hydraulic Alfin drum brakes. Wheelbase: 99.25″”
• The thirteenth DB2 produced; one of 50 triple grille “washboard” examples built
• Part of Briggs Cunningham’s 1950 three-car entry at Sebring
• Expert restoration by marque specialists Steel Wings
• Complete with FIA HTP passport
Aston Martin’s Postwar Ascendancy – The Glorious David Brown Era
Following the close of WWII, Aston Martin faced its third major financial crisis when a lack of capital prevented the development of new and necessary postwar models. A cryptic advertisement in The Times caught successful industrialist David Brown’s eye, and by February 1947, a mere £20,500 was required for him to gain ownership of the firm. A few months later, another shrewd acquisition netted Brown to the Lagonda Company, which provided a modern 2,580 cc twin-overhead cam engine. In various forms, this basic engine design would continue through 1959, powering Aston Martin’s DB2, DB2/4, and DB Mark III road cars, as well as the DB3 and DB3S sports racers.
While these developments satisfied Brown the businessman, the racer inside nurtured the dream of scoring outright victory at the ultimate endurance competition, the storied 24 Hours of Le Mans. Under the leadership of legendary team manager John Wyer and newly-hired drivers, including Jack Fairman, George Abecassis, Lance Macklin, and Reg Parnell, racing began in earnest with the prototype DB2 models of 1949. One of these, LML/49/3, earned a Le Mans class podium finish. This promising start was followed by a trio of DB2s, LML/50/7, 50/8, and 50/9, who were entered in 1950 and two earned class awards. These were followed by the introduction of the DB3 and 3S competition cars, which moved the needle forward from 1952 through 1956. David Brown’s racing aspirations and his Works team efforts culminated in 1959, when the DBR1, driven by Roy Salvadori and Carroll Shelby, won Le Mans outright. That same year, the World Sports Car Championship also fell to Aston Martin, with additional help from the likes of such legendary drivers as Stirling Moss, Jack Fairman, and Tony Brooks.
The hugely successful DB4, DB5, and DB6 Grand Tourers, powered by a new alloy twin-cam six, followed in the 1959 to 1969 period. A new V-8 engine debuted in 1969 as the DBS V-8, versions of this alloy masterpiece powering post-David Brown era Astons for a further two decades. Knighted in 1968, Sir David Brown’s 25-year stewardship produced, without a doubt, the most varied and universally revered range of Aston Martin motor cars. They all owe their very existence to the landmark DB2.
The Aston Martin DB2 – The Start of Great Things
The DB2, in series production from May 1950 until April 1953, was David Brown’s first Aston Martin Sporting Saloon. Its tubular-steel chassis was based on that of the prior two-liter sports model, but newly-hired engineer Ted Cutting shortened the wheelbase, added cruciform frame members, triangulation, and an extra upper side-rail, providing, in essence, a stiff tubular space-frame. Its four-wheel coil spring suspension was advanced and not found on a Jaguar or Ferrari for at least a decade. The front was independent and the live rear-axle was located by trailing arms and a Panhard rod. A Salisbury hypoid rear axle was fitted, and the 12-inch hydraulic drum brakes were often equipped with optional Alfin aluminum drums for competition use.
The DB2 production engine “borrowed” from Lagonda was the 2.6-liter twin-cam six designed by W.O. Bentley in 1943, while talented ex-Lagonda designer Frank Feeley penned the handsome coupe bodywork. Engine output was governed by the various available options but ranged from 105 horsepower to 145 horsepower at 5,000 rpm, and provided a zero-to-sixty time of about 12 seconds, and a top speed of 110 to 135 miles per hour. The four-speed gearbox was sourced in-house from the David Brown Gear Division.
As England’s motoring guru of the time, Laurence Pomeroy so eloquently stated in his October 1950 article in The Motor, “It would appear that every so often the gods pass over some works or another and with an inclination of the head inspire the production of a car with outstanding virtues. The Aston Martin DB2 stands worthy in the pedigree of real motor cars stretching back through the 4 ½ Bentley to the 30/98 Vauxhall.”
The 1950 DB2 offered here, chassis LML/50/13, is simply fascinating in every respect. As one of the first 50 examples produced, the 13th to be exact, it is instantly recognizable to marque enthusiasts due to the “washboard” ribbed side vents in their bonnets. These first 50 cars additionally carried a distinctive three-piece grille design, yet another unique early characteristic.
LML/50/13 was the first DB2 delivered to Canada. Captivated by North America’s postwar enthusiasm for sports car racing, legendary sportsman Briggs Cunningham fielded a ragtag “team” of three new Aston Martin DB2s at the December 1950 Sam Collier Memorial Grand Prix at Sebring, the former USAF airbase in Florida. This DB2, LML/50/13, formed part of Cunningham’s équipe, and it was driven from Toronto to Sebring in wintry conditions for the six-hour endurance race, whereupon it finished Fourth in Class and was awarded the Adele Chinetti Cup for Most Sporting Effort. The event review, including two photographs of LML/50/13, appeared in the March 1951 issue of Road & Track and it is also documented in Joel Finn’s book Road Racing in America. In 1952, this DB2’s engine was converted to Vantage specification, according to official notes appended to the factory build sheet. This period upgrade included fitment of triple Weber twin-choke carburetors, and the car is believed to be the first non-Works Aston Martin to be so equipped.
Once back in Canada, LML/50/13 remained active in competition, taking a First Place Overall at Edenvale, Ontario in 1952, after which it is known to have raced regularly throughout the 1950s, until its eventual retirement by 1960. Discovered in “barn find” condition by noted Canadian vintage-racer and former Aston Martin Owners Club NA-Section East Chairman Jack Boxstrom, LML/50/13 was then sold to its current owner, an enthusiastic and accomplished historic racing veteran and former Competition Chairman of the same AMOC Chapter. An ambitious restoration was undertaken with marque experts and race-preparation specialists Steel Wings, of Hopewell, New Jersey, much of which was documented in The Vantage Point, the Quarterly Journal of the AMOC in North America.
In excess of $250,000 was invested to return LML/50/13 to its former glory. The DB2 was restored, retaining its original chassis and body panels and notably including the substantial bonnet section. The engine is uprated to 2.9-liters, like the DB3S, and features the correct-type triple Weber 35 DCOE carburetors. Further performance upgrades include a billet crankshaft, JE pistons with Carillo connecting rods, and DB3S-specification billet cams, all running through a correct David Brown gearbox. New Alfin drum brakes and a limited-slip differential were sourced and fitted. Upon completion, the engine was dyno-tested, producing in excess of 200 brake horsepower, and is still fresh with circa 12 hours of running time on the clock.
The DB2 returned to the race circuit in 2009 at the Rolex Fall Festival at Lime Rock Park and again in 2010, followed by participation at the 2011 Rolex Monterey Historics. Entered and accepted for the Le Mans Classic, scheduling conflicts prevented its participation. In testament to the high quality of its restoration, this DB2 has earned the prestigious Chairman’s Award at Connecticut’s Greenwich Concours d’Elegance. Best of all, with its accompanying FIA HTP Historic Passport, LML/50/13 will also be rightly considered an extremely compelling entry to the Mille Miglia Storica, Le Mans Classic, Goodwood Revival Meeting, and a host of other prestigious international historic racing events.
While “on the button” for vintage racing, the DB2 is, nonetheless, fully and impressively trimmed and fitted with all necessary road equipment, making LML/50/13 also highly suitable for road rallies and such famous touring events as the Colorado Grand, California Mille, and the Copperstate 1000, to name only a few. Finally, crates of original parts and spares are available with the car, including the original interior and such miscellaneous items as the grille brightwork, as well as too many individual items to list. In addition to its historic, early-production status as one of the first of the superb “David Brown-era” Astons, LML/50/13 is eminently collectible as one of the three original Briggs Cunningham-fielded Collier Cup/Sebring cars from 1950. With its rarity, signature early production features, and fascinating racing history, it stands proudly today as one of the most desirable Astons on today’s market, equally ready to be toured and tracked as David Brown originally intended.
Pros: a good racer, good condition and would be a lot of fun, amazing history
Cons: Not the fastest racer.
#46 – Bentley 4.25 Litre 1939 Van Cooren Coupe #B132LS My pick $750,000.00 NOT SOLD @ US$330,000
Body Sunroof Coupe
Lot S94 1939 Bentley Vanvooren Sunroof Coupe
Custom Ordered from Bentley by Lucie Vogt
Monterey, CA The Daytime Auction
August 16-18, 2012
This Lot scheduled to be sold SAT 1:25PM
– Coachwork by Vanvooren in Paris
– 4.25L inline six cylinder engine
– Marchal headlamps and spot lamp
– Custode windows and sliding sunroof
– Custom ordered by Lucie Vogt in France
– Imported to the United states in 1957
– Same owner from 1960-2004
– Right hand drive
– Sympathetically restored
– Excellent chrome
– Clean and tidy undercarriage DESCRIPTION
The second Bentley model produced after Rolls-Royce’s acquisition of the Bentley company, the 4.25 L was a development of the earlier 3.5 L. Originally intended to supplement the smaller engined car, the new model’s popularity soon resulted in the elimination of the 3.5 L. The cars were refined and elegant and, as was the convention at the time, fitted with bodies from a wide variety of coachbuilders. While the vast majority of the cars employed British bodies, a few chassis were exported and bodied by foreign coachbuilders.
This is one such car, bodied by Vanvooren in Paris. It was ordered new by Lucie Vogt, the 27-year old daughter of a very wealthy French family that had made its fortune through a number of potassium mines. Ms. Vogt was quite an enthusiast and owned many Bugattis, including a Type 57S that she purchased at age 25. Dissatisfied with the service provided by the Bugatti distributor, she ordered the Bentley from French Rolls-Royce Bentley importers Franco-Britannique in 1937, specifying a sliding sunroof and no rear quarter windows so that her dogs would not be so frightened by the traffic. During the war the car was hidden away and then sold to two Swiss owners. In 1957 the car was imported to an American owner in Massachusetts, who sold the car to another Massachusetts resident in October of 1960, with whom it remained until 2004.
The paint has been renewed to high standards, showing a few touched-up minor chips. The body is well detailed, with numerous interesting lighting details, and even a cutout in the trunk lid for the exhaust tip. Like a proper French-bodied car, it has Marchal headlamps, a Marchal spot lamp and Michelin tires. The styling is very striking, with a rakish roofline and windscreen and teardrop fenders, hinting more at a Bugatti by Stelvio or Ventoux than the traditional Derby Bentley. The chrome has obviously been redone and is excellent.
The very original interior has been selectively renewed and exhibits a nice overall patina. The leather upholstery on the seats and door panels appears to be original and displays much cracking. The wool headliner is of the original type but has likely been redone as it is in excellent condition. The carpets were redone at some point but show some wear; the wood has also been refinished and is excellent, though there are two cracks on the dashboard. Interestingly, the instruments are all in English except for the fuel gauge, which is in French.
The engine compartment has been restored to very high standards, though some of the fasteners and hardware are showing some age. On the whole, however, the engine compartment is extremely presentable and makes a strong impression. The underside is very tidy and clean, displaying much evidence of maintenance.
Vanvooren produced just five fixed-head coupe Derby Bentleys (which includes both 3.5 L and 4.25 L models), and this is likely the only one with the unique so-called custode windows and sliding sunroof. This car enjoys impeccable provenance and complete history from new, and has been sympathetically restored, wearing its age and beauty well.
Pros: Lovely car, original, nice bodywork, great tour car
Cons: Not much
#47 – Ferrari 275 GTB/4 1965 #7637 US$850,000+ My pick $1,400,000.00 SOLD US$946,000
1965 Ferrari 275 GTB
Designed by Pininfarina, Coachwork by Scaglietti
CHASSIS NO. 07637
ENGINE NO. 07637
Internal No. 604/64
$850,000 – $1,000,000
■A Significant Automotive Discovery
■Early Long-Nose 275 with Transitional Features
■Fascinating Period Competition History
■One Owner for the Past 43 Years
■Stored in an Illinois Garage for Several Decades
■Wonderful Barn-Find Condition
■Genuine Matching-Numbers Example
■Documented by Ferrari Historian Marcel Massini and Factory Build Sheets
3,286 CC SOHC V-12 Engine
Three Weber 40DCZ/6 Carburetors
280 BHP at 7,600 RPM
5-Speed Manual Transaxle
4-Wheel Disc Brakes
4-Wheel Independent SuspensionThis Car
This incredibly unique Ferrari Berlinetta combines rare transitional features, early competition history and a long period of storage, resulting in an utterly original example of Maranello’s classic 275 GTB Long Nose.
According to the research of noted marque historian Marcel Massini, 275 GTB 07637 was finished new in Rosso Chiaro over a beige interior. It was fitted with Cromodora alloy wheels and a speedometer in kilometers per hour. This early 275 GTB’s certificate of origin was issued on July 28, 1965, and three days later the car was registered with Florence-based Italian license plates. On August 20th, the 275 was sold new through official dealer Renato Nocentini’s Garage La Rotonda in Prato, Italy, to Norma Giovannini of Florence.
Mrs. Giovannini returned the car for service to the Ferrari factory’s Assistenza Clienti in Modena on December 7, 1965, at which time the odometer showed 7,982 kilometers. Five days later, she consigned the car back to Garage La Rotonda and it was sold to the second owner, Miriam Fumagalli of Milan. Whilst in Mrs. Fumagalli’s possession, this 275 GTB was entered in some competitive forays, including the XXVIII Pontedecimo-Giovi Hillclimb in Liguria, Italy, where Moreno Baldi campaigned the car. Wearing no. 240, 07637 is pictured during the race in the “Ferraristi” section of the official Ferrari Factory Yearbook of 1967.
On June 24, 1968, Mrs. Fumagalli sold this 275 GTB to Antonio Mino Bettarini of Florence. Six days later, Mr. Bettarini re-registered the car with Florentine plates marked “Fl 444094.” The documented history of 07637 is significantly enriched by copies of the original registration paperwork filed with the Automobile Club D’Italia, representing the registration periods of the car’s first three owners.
This Ferrari Berlinetta was subsequently consigned to Renato Nocentini’s dealership once again, and on September 9, 1968, the car was acquired by Gian Bruno Palamenghi, another Florence resident. In 1969, the 275 GTB was exported to the US, like many other Ferraris of the time. Chassis 07637 settled with Crystal Lake, Illinois, resident Dr. Paul Wilson later that year. Dr. Wilson drove the car for just a few years before parking it in his garage.
Chassis 07637 remained largely forgotten in this prolonged state of deep storage, though word eventually slipped out that a long-lost 275 GTB was stowed away in a nondescript Chicago garage, the kind of rumor that stokes the dreams of Ferrari enthusiasts everywhere. In May 2012, seeking to confirm this account, the consignor visited Chicago and tracked down the owner’s garage, discovering the car in a wonderfully patinated and untouched state. As the current owner recalls, his heart jumped when the cover came off the car to reveal the time-capsule condition of the famed mid-1960s Berlinetta. After making an arrangement with Dr. Wilson, the consignor purchased the benchmark 275 GTB with the intention of reintroducing it to the public eye.
As discovered during the initial inspection, the Ferrari possesses a number of captivating details that are in keeping with its many years of static storage. Most significantly, the engine was found to be the original, matching-numbers unit, complete with the correct internal number. The remarkably well-kept interior displays a consistent patina of age, and appears to be original with the exception of the front seat covers. It is equipped with the proper wood-grain dashboard; accessory seat belts and a charming period-appropriate radio. The bodywork appears very straight, with good shut lines and panel alignment. The exterior was refinished in the car’s original red color at some point, and now carries a nice age. The 1973 license plates remain mounted to the car, with the 1974 pair still kept in the envelope that Dr. Wilson received from the state of Illinois.
In addition to its sensational condition and fascinating history, this 275 GTB is notable for its rare transitional features that combine aspects of the original short-nose iteration and the long- nose variant that was officially presented at the Paris Motor Show of October 1965. Specifically, while the car possesses the characteristic long- nose front end, some of the coachwork details, such as the inclusion of the keyhole assembly on the door handle and the lack of external chrome boot hinges, are largely identified with the first short-nose series.
Considering 07637’s original registration date of July 31, 1965, more than two months before the official debut of the long-nose body style, and given the fact that this car’s chassis number sequentially lies in very close proximity to the long-nose prototype, it is reasonable to conclude that this 275 GTB is one of the very first long- nose examples. As such, the car still carries body trim features of the prior short-nose series. With these shared features of both body styles, this car is almost certainly one of a small handful of transitional cars that were so equipped.
Chassis 07637 now offers Ferrari connoisseurs an unusual opportunity to acquire an extremely original, rarely seen example of the legendary 275 GTB. Unrestored examples of the model are increasingly rare in today’s market, and this remarkable Berlinetta will undoubtedly be of interest to restorers, historians, and aficionados alike as it offers an unfettered glimpse of a pure, original 1960s Ferrari.
Benefitting from few owners since new, and currently displaying approximately 57,273 kilome- ters (35,567 miles), this time-capsule 275 GTB is surely one of the last great Ferraris to be discov- ered and as such, ought to hold considerable ap- peal to collectors the world over.
The new owner will have the uniquely rewarding opportunity of reintroducing this long-forgotten 275 GTB to a most appreciative audience of Ferrari enthusiasts. .”
Pros: A highly original 275 GTB, and there cant be many of them left. Would make a brilliant blank canvas for a restoration
Cons: Wont be cheap “
#48 – Ford GT40 1966 #1033 US$2.0 mil. + My pick $3,000,000.00 SOLD US$2.205 mil.
The ex-Filipinetti/ex-Dominique Martin Team ZITRO, Tom Armstrong
1966 Ford GT40
Chassis no. GT40P/1033
* 302-cid V8
* Gurney-Weslake heads with 48IDA Webers
* Fully authenticated by Ronnie Spain
* Ex-Geneva Auto Show Car
* Extensive international race record
* Restored by Phil Reilly
* Proven vintage race car
* Offered from the Tom Armstrong Collection
* Impressive spares package
Ford GT40 P ‘1033’ was shipped to Geneva, Switzerland, from the Ford Advanced Vehicles Ltd production plant at Slough, Buckinghamshire, England, on January 14th, 1966. The car was shipped unpainted and incomplete, as it was destined for the Graber coachworks, where it was to be completed, trimmed and prepared as a very special road car for Georges Filipinetti, patron of Switzerland’s celebrated Scuderia Filipinetti racing team.
As entered by FAV on their contemporary Production Car Record Sheet, ‘1033’ was intended as a “”Road Car. Sent with std. race engine and transmission to be changed later.”” Graber’s work was completed early in 1967, the car finished in light metallic blue with minimal over-rider-style nose protectors, electric door windows, full leather interior and that most sensible GT40 option, air-conditioning. The car featured on the front cover of the British ‘Car’ magazine issue of February 1967, and was displayed at the Geneva Salon the following month. Mr Filipinetti immediately offered it for sale through Geneva Ferrari dealer Jean-Jacques Weber, who found an eager buyer in Bolivian tin millionaire Jaime Ortiz-Patino who at that time resided in Geneva. On May 5, 1967, ‘1033’ was Swiss road registered for him as ‘GE 136999’. In subsequent correspondence with premier GT40 authority Ronnie Spain, Mr Ortiz-Patino confirmed that he had driven the car quite often in Switzerland and France before having all its special trim removed and the car converted into a pure race car for his godson, Dominique Martin to drive in competition.
This aspiring young French racing driver initially gained experience in the GT40 by contesting a series of minor-league national hill-climb events, as at the Col de la Faucille and at Beaujolais in 1968. He qualified for a full competition license and raced the car at Montlhery, outside Paris. Into the new year of 1969 Dominique Martin then entered ‘1033’ for a series of major international endurance races, including the Le Mans 24-Hours. Co-driving the GT40 with the more experienced Frenchman Jean-Pierre Hanrioud, Martin appeared at the Le Mans Test Weekend on March 29-30, 1969, the still pale blue car then wearing prominent ‘ZITRO’ lettering across its nose, reflecting its Ortiz-Patino family sponsorship.
On Italy’s Liberation Day – April 25 – the Martin/Hanrioud pairing raced ‘1033’ in the Monza 1,000Kms round of that year’s FIA World Championship of Makes, and finished 15th overall. Their Le Mans ambitions were foiled by a major engine failure during practice which prevented them taking the start, but on October 12, 1969, Martin and Pierre Maublanc drove the car well in the Montlhery 1,000Kms and finished ninth overall, fourth in their class. The following weekend saw ‘1033’ contest the Hockenheim 300-Miles in Germany, again finishing ninth.
Into 1970 Dominique Martin shipped the now well-developed Ford to Buenos Aires, Argentina, for the opening round of the new year’s World Championship series. In a preliminary 200-mile event at the Buenos Aires Autodrome on January 11, Martin retired due to transmission failure, but on January 18 placed twelfth overall in the Championship-qualifying Buenos Aires 1,000Kms there. Back in France that March, ‘1033’ contested the public road Rallye de l’Ouest, Martin finishing second overall with navigator Chini by his side.
Dominique Martin then decided to change sporting direction and the ZITRO Ford GT40 – surplus to his requirements – was subsequently repainted in a non-metallic pale blue and was offered for sale via ex-Scuderia Filipinetti mechanic Michel Berney. Unfortunately, on October 26 that year while driving it between his home and garage premises, Michel Berney had the car catch fire. He escaped unscathed, but could only watch the fire take hold. The local fire brigade arrived in time to save the GT40’s steel-panelled chassis virtually intact, but almost everything else within the car that would burn had burned. M. Berney subsequently stripped and cleaned the monocoque chassis and photographed it ‘for the record’. Most significantly, his photos have survived and would enable Ronnie Spain to identify the surviving monocoque structure absolutely as this individual GT40 – ‘1033’.
As Mr Spain writes: “”Very importantly…when the chassis was repaired in England several years later, the necessary work as told to me was the fitting of a new floor and outer sills, and a new outer roof skin””. He then points out that “”…apart from the roof skin, the floor and outer sills are work that has been necessary on quite a few GT40s…”” – since these still-skinned monocoque cars have proved notoriously prone to corrosion. A pair of as-original perforations in this GT40’s left-front tub structure are amongst other detail features which have proved unique to ‘1033’ as now offered here.
These distinctive perforations are clearly visible in M. Berney’s 1970 photographs of the fire-damaged tub, and also visible in photography of the cleaned-up and painted structure in 1972 when it was subsequently owned by fellow Scuderia Filipinetti alumni Franco Sbarro. The same entirely distinctive identifying feature then appears upon photography of the same tub when celebrated Californian preparation specialist Phil Reilly began serious restoration of it – under alternative (and mistaken) chassis identity – in 1983.
Meanwhile, from Sbarro the chassis had gone to legendary British racer David Piper in 1974, the Swiss description of the car claiming it to be the Filipinetti team GT40 that had burned out at Monza in 1967 (which was actually ‘GT40 P/1040’). David Piper sold the car under that mistaken identity to American Paul Chandler, and the chassis was part-restored during this period by British specialists John Etheridge, Paul Weldon and Reg Chapple. Ronnie Spain observes: “”The inner roof panel had sagged slightly during the fire and that minor sag is also still in the car today as further proof of its originality…””.
The car was then sold to new American owner Bud Romak – still mistakenly identified as ‘1040’ – and it was entrusted to Phil Reilly for full restoration in 1983. Mr Romak subsequently enjoyed vintage racing the car for several years before deciding to sell it in 1988, when he asked Ronnie Spain to verify its true identity. Having established its absolute provenance as the ex-Martin Team ZITRO car, ‘1033’, Mr Romak then sold the car to prominent American connoisseur Tom Armstrong who has retained it ever since. In his hands the car has made multiple appearances at the Monterey Historics and numerous other US vintage races, including Elkhart Lake, Sears Point and Portland International Raceway amongst others.
This simply gorgeous Ford GT40 car has long-since become established as one of the most exquisitely well-prepared and most familiar within the American treasury of these now intensely desirable and hugely useable competition/street masterpieces.
With the appended internationally accepted confirmation of authenticity to support its self-evident quality as offered here today, ‘GT40 P/1033’ is a gleaming example of Ford’s ‘sixties Le Mans-winning legend. This example can be regarded as being instantly acceptable for such world-class circuit racing events as the Goodwood Revival Meeting, or for such European public road rally/races as the French Tour Auto, or for such hugely attractive American events as well as virtually any historic race meeting Stateside.
The full wording of respected Ford GT authority Ronnie Spain’s statement in regard to ‘1033’ here, verifying its identity absolutely as Ford GT40 serial ‘1033’, is as follows. He writes:
“”I began researching the GT40 in 1978, and…have been researching the GT40 extensively for over three decades now, have seen 106 of the 134 original GT40s and variants that were ever built, and have amassed an unparalleled amount of documentation, information and detailed photographs of the cars’ chassis. All of this has armed me with an unequalled knowledge of each individual car’s history, as well as the ability to positively identify an individual car by the absolutely unique details to be found in its chassis. (This) has fortuitously proved possible due to the very nature of the car’s construction around a monocoque chassis built of sheet steel. By the very hand-built nature of its construction, each chassis has absolutely unique seam & spot ‘weld-patterns’ throughout, as good as DNA, where the around 250 individual panels were welded together. On top of this the basic chassis configuration underwent numerous modifications over the six years of GT40 production. All of this, plus the knowledge of factory modifications carried out to convert certain of the chassis to a different road specification, as well as the knowledge of the modifications carried out on all the chassis raced by the different ‘works’ teams, enables me to absolutely and positively identify the genuine original chassis of any GT40 for which I have unearthed sufficient detail.
“”My book, ‘GT40: An Individual History and Race Record’, was published by Osprey in 1986, and has been re-issued three times. I am currently in the final stages of a much larger, much more detailed, and much more thoroughly illustrated new GT40 book. I have been consulted by GT40 owners and buyers, car magazines, police forces, lawyers, the FBI. You name them, I’ve been consulted by them.
“”In this capacity, I state here, categorically and absolutely, that the car which is to be auctioned by Bonhams at Quail Lodge on August 12th this year is the one and only genuine ‘GT40 P/1033’, and has absolute provenance from me as such. More than that, of all original GT40s, GT40 P/1033 comes with one of the top provenances I have ever been able to supply.
“”By request, this document has been kept to the most basic statement on the authenticity of ‘GT40 P/1033’. I have a detailed document which gives the full history of ‘GT40 P/1033’, including details of the absolute proof of the car’s authenticity, which I will be happy to supply to any interested parties.””
Ladies and gentlemen – we present Ford ‘GT40 P/1033’ – for your delectation.
Estimate:US$ 2 million – 3 million
£1.3 million – 1.9 million
€1.6 million – 2.4 million
Pros: A very good racing GT40, with a half decent history, not sure if Filipinetti history helps or hinders, original. Ronnie Spain approval certainly helps.
Cons: A bit common?
#49 – Hispano Suiza J12 1935 Kellner Coupe #14022 US$750,000+ My pick $1,250,000.00 NOT SOLD @ US$450,000
1935 Hispano-Suiza J-12 Pillarless Sedan by Carrosserie Kellner
Chassis No. 14022
Engine No. 321060
Body No. 18203
To be auctioned on
Saturday, August 18, 2012
220 bhp, 9,424 cc overhead valve V-12 engine with dual ignition, three-speed manual gearbox, solid front axle and live rear axle with semi-elliptic leaf springs, and four-wheel servo-assisted mechanical drum brakes. Wheelbase: 146″”
• One of approximately 40 surviving J-12s
• Attractive “pillarless post” design
• Recent, thorough engine rebuild and mechanical overhaul; absolutely tour ready
As the name implies, Hispano-Suiza was a cosmopolitan marque, with Swiss and Spanish origins and a parallel manufacturing base in France. The Swiss engineer Marc Birkigt had designed the Barcelona-built Castro, which became the basis for the first Hispano-Suiza of 1904. Over the years, he developed a strong reputation for building everything from T-head fours, overhead-cam engines, a water-cooled V-8, and also the innovative H6, which was described by British historian T.R. Nicholson as “the last word in advanced transport for the rich.”
Mindful of the developments in multi-cylinder engines going on in the United States and elsewhere in Europe, Marc Birkigt was determined to build one of his own. In 1929, he began work on what would become the J-12. The engine was a new design, a “square” V-12 with a bore and stroke of 100 mm, influenced by his early engineering experience. A vast displacement of nearly 9.5-liters and convex pistons resulted in a horsepower of 220, and rubber engine mounts were adopted for the first time.
According to Johnnie Green’s The Legendary Hispano Suiza, “Shortly after its introduction, Charles Faroux drove from Paris to the Riviera and back, into the Champs Elysees showrooms, where, on a white sheet, the J-12 stood with not a single oil stain to show evidence of her journey. Such was the precision of Hispano-Suiza engineering.” Surviving factory photos punctuate this point by showcasing the high tolerances yielded from exceptionally smooth castings.
On September 18, 1931, The Autocar road-tested the new J-12 at the hallowed Brooklands circuit. The glowing report notes that the car did a complete lap of the track at 95 mph, with a top speed of 108.67! According to the author, “Even 70 or 80 mph or so represents an almost ambling speed on this astonishing car…indeed, it will do just about 80 mph on second gear, still without any fuss, the gear itself being dead silent, and over 50 mph on first gear; the gear ratios are quite unusually high as a whole.”
Factory order number 2112 was placed on October 15, 1935; chassis 14022 was subsequently delivered to Kellner to be fitted with this conduite interieure sport, or four-place pillarless sedan. It was finished in black and cream and returned to the factory on November 21 to be delivered to its new owner, whose name is believed to be Violet. It was imported to the United States in October 1955 and was subsequently acquired by Daniel Evans “Hap” Motlow, one of the four brothers who inherited the Jack Daniels distillery in 1947, after the passing of their father, Lemuel O. Motlow.
This example of Mark Birkigt’s engineering masterpiece is offered from the collection of an automotive connoisseur who owns a number of grand classics, including four Hispano-Suizas. In his ownership since 1993, it was given a thorough engine rebuild and mechanical overhaul, which was completed in 2009. This work included a rebuild of the radiator and water pumps, replacement of all wheel bearings, a full suspension rebuild, and a full rebuild of the braking system. Although there are a number of luxury marques from the period capable of reaching high speeds, getting the tons of rolling mass to stop is another story. The braking system on the J-12 is highly advanced for its day, attributable, according to The Autocar, “to the famous Hispano-Suiza friction-type mechanical servo.”
Birkigt’s V-12 displays the subtle styling typically associated with the V-16 Cadillac, but in the case of the Hispano-Suiza twelve, the result is even cleaner and more streamlined, owing to the designer’s aeronautical engineering background. Flanking the rear of the powerplant is the aluminum firewall, mirrored by aluminum splash pans below. The lightweight aluminum engine block and valve covers are painted a flat eggshell black, as are the delicate covers atop the carburetors, with very low overall visibility of the ancillary components. Interestingly, the electrical system is 12-volts, well ahead of its New World counterparts.
The last restoration of this Hispano-Suiza had been completed prior to entering the current ownership, but it was of very high quality and, most importantly, its original body remains mated to the original grey chassis on which it was originally placed, without any modifications. The red exterior with yellow pinstriping sports such features as a built-in trunk, trafficators mounted in the formal closed quarter, and dual side-mounted spare tires with pedestal mirrors. The existence of rear doors is belied by the lack of an exterior door handle, and the notable “pillarless post” design by Kellner aids entry via the rear door, due to the lack of a B-pillar. Chassis 14022 also retains its original wire wheels as well as the original wheel discs, which have been restored and installed on the car. Minimal use of chrome includes only the bumpers, radiator shell, windshield frame, and Phares-Besnard headlights complemented by Marchal “gooseneck” taillights.
The grey leather interior with matching grey carpeting is accented by a beautifully varnished wooden dash and door trim with inlay. Although it shows some sign of use, it has held up extremely well, owing in part to the careful maintenance it has received. A luxury feature in its day, the front seats can be independently adjusted forward and backward, accommodating a contemporary driver of almost any height, and the large sunroof creates a truly open-air experience for the passengers.
An amazing array of different body styles are represented on the various extant Hispano-Suiza chassis. Not surprisingly, a total of 112 different coachbuilders from nine different countries placed their creations on the Hispano-Suiza chassis, 36 of whom are from France. Of 120 J-12s built, it is believed that approximately 40 remain, leaving each one nearly unique. This formal pillarless sedan is one of the more conservative examples, similar in style to the Bugatti Type 41 Royale Coupe by Kellner; its first owner, Violet, was likely someone of wealth, who desired a more discreet conveyance than the flashier nouveau riche.
Despite its size, the artists at Kellner did an exceptional job of managing to create a balance between the proportion of the passenger compartment with that of the cowl, hood, and radiator. The advanced engineering of the J-12 engine, along with the high gear ratios and advanced steering geometry, creates one of the best long-distance touring cars in existence. In current ownership, it has covered approximately 5,000 miles prior to the 2009 rebuild and another 8,000 in the three years since, including multiple trips on the Pebble Beach Motoring Classic, where it drove to Seattle for the start of the tour and motored back.
The owner states unequivocally, “I have owned many classics over the years, and without a doubt, this J-12 is the best running, driving example of them all,” which is a testament to the owner’s love and appreciation of this car above the others in his stable. This car is also featured on page 177 of Ernest Schmid d’Andres’ Hispano Suiza. The parting note on the J-12, and 14022 in particular, in light of its proven superior touring capability, is best left to the journalists at The Autocar. “This car is a remarkable combination of what may be termed town carriage features, such as an ability to run at little above walking pace on top gear in complete silence, yet accelerating away at once very swiftly indeed with the smooth, even torque of the 12-cylinder engine…it is, in fact, limited in scope really only by road conditions.”
Pros: It’s a J12 Hispano, one of the greatest cars ever made, looks nice as well. And a good, clear history.
Cons: A bit dull with the coupe body fitted.
#50 – Jaguar XK120 1951 #660118 Rep. US$250,000+ My pick $250,000.00 SOLD US$80,000 NOT SOLD
CHASSIS NO. 660118
ENGINE NO. W2293-8
$250,000 – $350,000
■Winner at the 1952 Palm Springs Road Races
■Believed to be Just the Third Steel XK120 Built
■Certified by the Jaguar Daimler Heritage Trust
■California Car for 59 Years
3,442 CC DOHC Inline 6-Cylinder Engine
Twin SU H6 High Hat Carburetors
160 BHP at 5,200 RPM
4-Speed Manual Gearbox
4-Wheel Hydraulic Drum Brakes
Front Independent-Wishbone Suspension with Torsion Bars and Anti-Roll Bar
Live Rear Axle with Semi-Elliptical Leaf SpringsThis Car
This beautifully restored XK120 offers extremely desirable racing provenance, having been campaigned by one of the greatest of California’s legendary teams of the 1950s. Believed to be just the third steel-bodied XK120 ever built, this car was originally sold through International Motors in Hollywood, California, to the renowned John Edgar, the colorful team owner who fielded some of the era’s greatest cars and most successful drivers.
As this car was ordered with unusual components such as a racing bellypan, it would seem that Edgar took full advantage of International Motors’ knowledgeable staff, who were well versed in the art of tailoring road-car orders to suit racing applications. Curiously ordered in right-hand-drive, which some historians believe was a measure to better judge the apexes of the circuit’s clockwise courses. This XK120 was dubbed “the liquor car” by Edgar’s son Will, an automotive journalist who remembers how his father stored bottles of Johnnie Walker in the door pouches.
On March 23, 1952, Team Edgar entered this sensational Jaguar in the Fourth Annual Palm Springs Road Races, wearing no. 98. Facing a field of several other XK120 roadsters in the Over 1.5 Liter Production Class, no. 98 got off to a fast start piloted by famed driver Jack McAfee, who had gained experience in an XK while driving Scuderia Parravano’s example to a 3rd overall finish at the 1950 Santa Ana Road Race.
McAfee reportedly spun out early in the race and was forced to allow the remaining field of cars to pass him before re-entering the course. Despite the setback, the gifted driver managed to weave his way back through the other cars, eventually retaking the lead for a spectacular victory. A photograph of the race depicting his lead over the eventual 2nd-place finisher Skip Swartley is featured in American Sports Car Racing in the 1950s, a book about the era’s great California-based racing teams written by Michael T. Lynch, William Edgar and Ron Parravano – the latter two being the respective sons of John Edgar and fellow team owner Tony Parravano.
Within a year of the Palm Springs win, McAfee switched to a 4.1-liter Ferrari, and the XK120 was retired from competition. Soon after, Edgar sold the Jaguar to Lou Brero, another racer in California. The car was put into dry storage in the 1960s, until acquired by Bruce Canepa in 2007. Mr. Canepa conducted research into the Roadster’s provenance before selling it in 2009 to its current owner, a North Carolina-based collector of Jaguars who had met McAfee and was told of the power that this car offered.
Leaving California for the first time in 59 years, this Jaguar was soon treated to a full cosmetic and chassis restoration by Performance Auto Restoration of Columbus, Ohio. The original engine was tested and determined to develop good compression, so a thorough cleaning and tuning was deemed preferable to a rebuild. Bassett Jaguar Interiors, Inc. installed a beautiful new proper leather interior with sport seats in a lovely two-tone scheme of red and beige, while Aubrey Finburgh, a former employee of the Jaguar factory, expertly handcrafted the cowl to mount the racing windscreen and center rearview mirror. Performance Auto finished the body with a full repaint in beige, with “98” and commemorative “Palm Springs 1952” checkered flag decals to complete the period appearance.
In this wonderfully restored condition, the car participated in the pace lap at the 60th Anniversary of Sebring in March 2012. Beautifully prepared for either museum-level display or vintage racing, this XK120 offers unmatched provenance for enthusiasts of 1950s SCCA history and the influential California racing teams. It is a rare documented example of an early McAfee-driven race winner that could compete on the show field as easily as it could contend in the numerous vintage events for which it is eligible. .”
Pros: With an ownership history that reads like a whos who of 1950’s SCCA racing and a good honest racer ambience its worth it
Cons: Not much, is it fully original ? “The John Edgar and Jack McAfee1950 Jaguar XK120 Roadster
#51 – Simplex 1908 50 Speedcar #211 My pick US$1 million SOLD US$1.9 mil.
Model 50 Speedcar
Lot S101 1908 Simplex 50 Speedcar Roadster
The Oldest Simplex Known to Exist
Monterey, CA The Daytime Auction
August 16-18, 2012
This Lot scheduled to be sold SAT 1:40PM
– Chassis No. 211
– The oldest Simplex known to exist
– 587 CI engine bored to 610 CI
– 4 cylinder with T-Head valve configuration
– Early engine plugs over intake
– Correct Simplex carburetor
– Centrifugal water pump
– Rare Bosch B magneto
– Four forward gears with reverse
– Double side chain drive
– 40 gallon fuel tank, 13 gallon oil tank
– Solar head, side and tail lamps
– Authentic instruments and original gauges
– Special 5 inch radiator core
– Outside exhaust system
– New aluminum crankcase
– New pistons, rings, bearings, crank
– Rare 27 inch hat box compartment inside spare tires
– Current restoration just completed DESCRIPTION
This remarkable 1908 Simplex 50 Speedcar from the early Brass Era is the oldest one known to exist. Chassis number 211, its central feature is the enormous 610 CI 4-cylinder T-head engine, which is rebuilt with new aluminum pistons, rings and bearings, and a new aluminum crankcase custom-cast at great expense. The finished engine is correct in every way, including its Simplex carburetor, centrifugal water pump, rare Bosch magneto and outside exhaust system. A 4-speed transmission with reverse delivers the Simplex’s ample torque to a double chain drive. A 40 gallon fuel tank and 13-gallon oil reservoir gave the Simplex long-distance capability and a special 5-inch radiator core insures more-than-adequate cooling. Fans of the Brass period will appreciate every detail in this charming and unique antique with its current restoration just completed.
Pros: The oldest Simplex. Good sporty Brass era car, a very important American car
Cons: Not the prettiest car
#52 – Shelby Cobra 427 1965 Comp. #CSX3014 US$1.5 mil. + My pick US$2 million SOLD US$1.485 mil.
1965 Shelby 427 Competition Cobra
Chassis No. CSX3014
To be auctioned on
Friday, August 17, 2012
Est. 600 bhp, 427 cu in overhead valve V-8 engine with four-speed manual transmission, four-wheel coil spring independent suspension, rack-and-pinion steering, and four-wheel disc brakes. Wheelbase: 90″
Titled as 1966.
• Very rare, full competition Cobra; ex-Dick Terrell
• SCCA Regional Champion in 1968
• Fresh, concours-quality, professional restoration
• Camera car from the film Grand Prix
Although the 289 Cobra was well proven in competition, by the mid-sixties, it was becoming clear that something more was needed. Every year, more power was needed to stay competitive, and Ford’s 289 had reached its reliability limit at around 380 or 390 hp.
In many respects, the father of the 427 Cobra was racing driver Ken Miles, who had driven many “specials”—one off cars, usually with a big engine. Miles thought the idea of a racing special with an even bigger engine might work with the Cobra. If there was any doubt about the need, it was eliminated when the Shelby team went to Nassau for Speed Week in 1963, where they were confronted with Chevrolet’s new Corvette Grand Sports, which were more than nine seconds a lap faster than the Cobras!
Although Shelby had been promised a new aluminum block version of Ford’s 390 engine, internal resistance developed from the NASCAR faction inside Ford, and Shelby was forced to make do with the cast iron 427. Although reliable at 500 hp, the engine was so much heavier that a complete redesign of the chassis was required to ensure that the car would handle properly. The result was a new chassis, five-inches wider, with coil springs all around. With the help of Ford’s engineering department, the necessary work was done, and the 427 Cobra was born.
As with all his cars, Shelby intended to see that they were winners on the track. In order to qualify as a production car under FIA rules for the GT class, manufacturers were required to produce a minimum of 100 examples. With Shelby’s strong relationship with privateer racers, he was confident he could sell that many, and as a result, a competition spec version of the new 427 was developed.
The competition Cobras feature a number of differences that separate them from the standard street machine. They include a wider body to accommodate the wider Halibrand wheels and Goodyear racing tires over the larger rear rotors with heavy-duty front and rear calipers, bronze suspension bushings, an external fuel filler, Stewart-Warner “Booster” fuel pump, a special 42-gallon fuel tank, as well as the front and rear jacking points and roll bar. Additionally, beneath the scooped hood, they had magnesium intake manifolds, aluminum cylinder heads (though this car was reverted back to cast iron heads during restoration), an oil cooler, rear differential cooler, and the intimidating, unbaffled side exhaust.
Anticipating FIA approval, Shelby placed an order with AC for 100 of these competition 427 Cobras. Each was finished in primer, with a black interior, and air shipped to Shelby’s facilities upon completion. Unfortunately, on April 29, 1965, when the FIA inspectors arrived, they found just 51 cars completed and denied Shelby the homologation he needed. Oddly enough, the same fate befell Ferrari, and his 250 LM, which was intended to replace the GTO, was also denied approval. As a result, both archrivals were forced to return to last year’s cars for the upcoming season.
Once Shelby knew the FIA was not going to allow the new 427 Cobra to compete in the GT class, he cancelled his order for the remaining competition cars, and AC began production of the street cars immediately.
Meanwhile, in June 1965, the FIA decided to juggle its classification system and a new class called “Competition GT” was created, and the production requirement was lowered to 50, coincidentally, one less than the number of 427 competition cars built at the time of the FIA inspection.
The rule change created another problem for Shelby: it put his Cobra in the same class as Ford’s GT40. Since Shelby was running the program for Ford, there was a clear conflict of interest. To resolve it, Shelby agreed not to campaign his own car, leaving it in the hands of the privateers.
By this time, 53 competition chassis had been completed by AC (chassis number CSX3001 through CSX3053), and of those, 16 had been sold to private teams. The first two were retained as prototypes, and one chassis (CSX3027) was sent to Ford
The remaining 34 chassis were something of a problem for Shelby. Parked outside Shelby’s L.A. warehouse, they were proving difficult to sell. Seeing the cars prompted Shelby’s east coast representative, Charles Beidler, to suggest that they be painted and completed as street cars and marketed as the fastest street car ever built. The idea worked, and the 427 S/C (for semi-competition) was born.
While the cars were being converted for street use, three more orders were received for full competition cars, for a total of just 19 “production,” full-competition cars.
The cars were brutally fast and driving one was an exhilarating experience. One of the most memorable stories about the 427 Cobra surrounds a test that was arranged for Sports Car Graphic magazine by Ken Miles. A few years earlier, Aston Martin had bragged that their racing cars were capable of accelerating from 0 to 100 mph and back to 0 in less than 30 seconds. Miles had the idea to re-stage the test using the new 427 Cobra. The result, according to SCG editor Jerry Titus, was an astounding 13.2 seconds!
According to the Shelby American World Registry, the stunning 427 Competition Cobra offered here was invoiced to Shelby American on January 20, 1965.
Although originally ordered by Neil Eric Allen, he never took delivery. Instead, the car (completed on September 8th) was sold to Ford Advanced Vehicles in England. It, along with CSX3015 and a pair of GT-350 R models, was shipped to England for promotional purposes.
CSX3014 was painted white and rented to MGM British Studios during the early part of 1966. In fact, MGM was invoiced for “depreciation for Cobra 427 no. 3014, used in your movie Grand Prix.” Grand Prix, starring James Garner and directed by John Frankenheimer, is, of course, considered one of the finest and most historically accurate racing movies of its era. Historians believe that CSX3014 was used as a camera car for the movie and reportedly also appeared in several scenes.
After filming finished, the car was repainted by AC and shown at the London Motor Show, where it was exhibited with white side exhaust and Halibrand wheels.
Following the show, 3014 was returned to Shelby American and delivered to S&C Motors in San Francisco, who sold it to Robert Cooper, of Palo Alto, California. Cooper later recalled that the car was sold to him at a discount because he was told it had been used as a camera car in Grand Prix, further confirming its provenance. In fact, he recalled several mounting tabs on the roll bar, presumably for camera attachment.
Cooper raced the car, with Dick Terrell driving. When he bought the car, it was white with a blue stripe, although he repainted the car black with a white stripe. Terrell drove the car throughout the 1968 season, winning the SCCA regional championship that year, securing victories from Laguna Seca to Willow Springs and making quite the splash on the West Coast. Terrell and Bob Brown bought the car from Cooper and raced it throughout the 1969 season, with wins at Sears Point and Laguna Seca, among other successful finishes.
An advertisement for the sale of the car by Cooper in 1968 reads as follows:
Full Competition Cobra. Dick Terrell’s San Francisco Region black No. 2 Cobra. Never defeated in Northern California including May and October Laguna Seca. One DNF while leading August race, blown engine. Engine new for October Laguna. Consistently first overall even when running with A/SR. No braking problems with this car, legal modifications make this the only 427 Cobra that doesn’t run out of brakes. Price $5000 to $6000.
Terrell and Brown recall selling the car to a medical student; the car was paid for by his mother. They warned him against driving the car home because of the open exhaust, but he set out anyway, only to be turned back at the Arizona border.
The next owner of record, in the mid-1970s, was Corona Del Mar, California resident Sam Johnson. He kept the car until the late-1970s, when he sold it, now restored, to Nick Braemer, of Torrance, California. Braemer rebuilt the engine and sold it to Randy Minch in 1980, who undertook a more comprehensive restoration: changing the color to red.
The previous owner, Larry Bowman, purchased the Cobra in 1999, and his staff conducted a thorough mechanical restoration in order to prepare the car for track use. Following completion, he participated in the 2003 Monterey Historics and also at the 2003 Coronado Festival of Speed. CSX3014 was then sold to its current owner in 2004.
Since its acquisition by another collector of considerable renown, the car has been treated to a full, show quality restoration and is absolutely stunning in presentation. Using all original components, the restoration was carried out to the strictest professional standards and RM Auctions can attest to the car’s superb driving dynamics. On a recent test drive, the car performed terrifically, pulling through the gears ferociously and clearly having been well-sorted. It is, without question, one of the finest full competition 427 Cobras extant.
CSX3014 is rare not only in production numbers but also as one of the few cars with racing history that has never suffered a serious incident, and one of just a handful ready, willing, and able to return to the track and win again for a new owner.
Very, very few cars like this remain today, and the best ones, like CSX3014, seldom change hands.
Pros: A very good competition Cobra with a 427 engine, very rare, a good car for Monterey
Cons: Still not a Ferrari 🙂
#53 – Shelby Cobra 289 1964 #CSX2290 Comp. US$1.2 mil. + My pick US$1.5 million SOLD US$1.32 mil.
1964 Shelby 289 Competition Cobra
Chassis No. CSX2290
To be auctioned on
Saturday, August 18, 2012
Race-prepped, FIA-legal, 289 cu. in. Ford V-8 racing engine, four Weber twin-choke carburetors, four-speed manual transmission, four-wheel independent suspension with A-arms, transverse leaf springs and tubular shock absorbers, and four-wheel hydraulic disc brakes. Wheelbase: 90″
• Early 289 Cobra upgraded for racing by Shelby American in 1964
• Extensive privateer racing history and highly documented provenance
• Driven by Chuck Parsons for J. Randy Hilton in 1964 and by Monte Shelton in 1965
• Completely restored from 1988–1991; presented in 1964 racing livery and specs
• Eligible for today’s most prestigious and desirable vintage-racing events
The history of Anglo-American hybrid sports cars dates back to the launch of Ford’s original “flathead” V-8 of 1932, which provided an infusion of relatively inexpensive and readily upgraded power to the elegant British sportsters of the era. Famous marques with this configuration being built between the wars included Jensen, Brough Superior, Railton, Batten, and others. Following World War II, Sydney Allard advanced the concept even further, and his various models proved devastatingly effective wherever they raced.
But Carroll Shelby’s 1962 Cobra roadster marks the pinnacle of the concept. Simply put, his extensive racing experience taught him what worked and what didn’t. It was also the result of near-perfect timing. Shelby, at 37, was winding down a very successful racing career, which had peaked in 1959, when he won the 24 Hours of Le Mans race for Aston Martin. Shelby became the Goodyear Racing tire distributor for the western USA in 1961 and started his own racing school at Riverside Raceway in California. All he needed now was a car bearing his name.
Shelby considered putting a V-8 engine into the Austin-Healey 3000, but Donald Healey was doing fine with his BMC factory deal and was not interested. Shelby’s Scaglietti Corvette project of 1959 begat three cars, but Chevrolet was loathe to support a Corvette challenger and Scaglietti was not willing to anger its main client, Ferrari. However, AC Cars, of Thames Ditton in Surrey, was more amenable. The company’s John Tojeiro-designed Ace roadster had been a force to reckon with in British sports car racing for six years, but the hottest motor, a prewar BMW two-liter, six-cylinder, was ceasing production.
Bristol Cars had been making the engine under license, but their “Gentleman’s Express” coupes had been getting bigger and bigger, and the engine had been stretched to its limit. Bristol decided to do away with the old six and use a 331-cubic inch Chrysler V-8, which meant that AC needed a new motor. The Hurlock brothers, who owned AC, had been working with tuner Ken Rudd, who was generating as much as 170 horsepower from the 2.6-liter English Ford Zephyr OHV six-cylinder. But the higher horsepower showed up the weakness of the engine’s bottom end, leading to “light bulb” motors, which burned brightly but not for long.
Shelby considered using a small-block Chevrolet V-8, but GM was very protective of its Corvette franchise and didn’t want to subsidize any competition. Instead, Ray Brock told Shelby about a new, lightweight Ford V-8 engine. Displacing 221-cubic inches, its thin-wall construction meant it weighed little more than the outgoing Bristol, and when Ford engineer Dave Evans offered Shelby a couple of 260-cubic inch high-performance variants, designed for the Falcon Sprint, the die was cast—literally. Shelby flew to England on February 1, 1962 to test drive his new Cobra.
As the new cars were completed in Shelby’s California factory, many headed straight to the race track. The first 75 cars were powered by the 260-cubic inch motor, which was quickly enlarged to 289-cubic inches. In racing tune, it delivered up to 385 hp in a car weighing just 2,000 pounds—some 500 less than the Corvettes. The Cobras gave GM fits, starting with Dave MacDonald’s first victory at Riverside a year later on February 2, 1963. There, MacDonald smoked a field of Corvettes, Jaguars, Porsches, and Maseratis, and soon thereafter, every red-blooded sports car aficionado in the USA wanted to possess a Shelby Cobra.
Among those buyers was J. Randy Hilton, of Carmel, California, who was an active privateer racing-team owner in America’s top-level SCCA racing classes during the 1960s. According to the Shelby American World Registry, the Cobra offered here, CSX2290, was originally built as a “street” 289 Cobra and equipped with the Class “A” option package, including white sidewall tires, a luggage rack, five chrome wheels, and antifreeze. It was billed to Shelby American on January 24, 1963, and on February 5, it was shipped to Los Angeles, California on the SS Diemerdyk. While Mr. Hilton purchased the Cobra via Monterey, California’s Leslie Motors, he elected to pick it up directly from the Shelby American facilities at Riverside instead.
Soon after buying CSX2290, Mr. Hilton returned the Cobra to Shelby American for conversion into an all-out SCCA A-Production racing car. Once completed, the Cobra was re-invoiced to Mr. Hilton on June 4, 1964 for an additional $5,478.47 over the original cost of the car. Included in this conversion was a 289 Cobra racing engine, numbered D 103, a complete 4.09:1 differential assembly, 6.5-inch front and 8.5-inch rear FIA-type Halibrand six-spoke wheels, two front and two rear sway bars, a small racing windscreen, and four sets of front and rear brake pads. Finished in red with white racing stripes, the Cobra was further modified with rounded front and rear fender flares, brake-cooling scoops, a hood scoop, a roll bar, and side-exit exhaust pipes. Listed in the latest Shelby American Registry as a “full specification competition model,” CSX2290 is one of only 12 factory-prepared Cobras that were shipped to independent racers outside of the factory team.
As modified, CSX2290 was driven in SCCA A-Production races during the 1964 season by fast-rising sports-car ace Charlie “Chuck” Parsons, whose prolific 14-year racing career included 19 outright wins, 8 class victories and 31 second- and third-place podium finishes over 160 starts. His success in the 1964 season earned him an invite to the ARRC Run-Offs. Results from his 1964 season with the Cobra follow:
June 1964 2nd, Willow Springs, CA – SCCA Regional
July 1964 DNF, Greenwood, IA – USRRC
July 1964 1st, Cotati, CA – SCCA Regional
Aug 1964 3rd, Kent, WA – SCCA Divisional
Sept 1964 8th OA and 4th GT III, Bridgehampton, NY – FIA “Double 500”
Nov 1964 DNF, Riverside, CA – ARRC Run-Offs
In March 1965, CSX2290 was sold to Monte Shelton, who experienced multiple competitive events, including a stellar A-Production Class victory and First Overall at the Portland, Oregon SCCA Nationals in August 1965. In September and November, a third-place podium and a first in A-Production were earned, respectively, at the Vaca Valley SCCA national events. After the 1965 racing season, the Cobra was advertised for sale and subsequently purchased by David Phelan, who raced the car through 1966 and also earned an invite to the ARRC Run-Offs. California’s Dan Harper acquired the car after it had been repainted Guardsman Blue, and three more owners followed until February 1988, when the next owner, Chicago’s Tom Snelback, bought CSX 2290 and commissioned a restoration by Baurle’s Autosport, which was completed in 1991. During the process, CSX2290 was returned to its circa 1964 livery and specifications, as it was raced by Chuck Parsons for Randy Hilton.
In August 1997, the Cobra was displayed at the Shelby Reunion during the Monterey Historics, and it was featured in print in the December 1997 edition of Motor Trend. In 2001, CSX2290 joined the collection of A. Ross Meyers, of Worcester, Pennsylvania, who competed with it in the 2003 Monterey Historics and showed it in 2005 at New York’s Saratoga Automobile Museum, where it formed part of the “Ford Connection” display. It was also depicted in The Shelby American (Number 74, page 57). Two subsequent owners were followed by the current owner, who has used CSX2290 to good effect in many historic racing events.
A well-known 289 Cobra with excellent history, including much early racing success, CSX2290 is also pictured on page 90 in the book Shelby Cobra by Dave Friedman, the noted photojournalist who was also Shelby American’s official photographer in period. Fittingly, it is powered by an FIA-legal racing engine with period-correct induction via four twin-choke Weber carburetors and is eligible for entry into the finest vintage-racing events today, including HMSA events, the Le Mans Classic, the Goodwood Revival Meeting, and many more. Strikingly and authentically presented and blessed with its unblemished provenance, it continues to exemplify Carroll Shelby’s landmark original Cobra series. As such, it will continue to provide racing excitement and, of course, “blue-chip collectible” status for its next caretaker.
Pros: Excellent Comp Spec. Cobra, great condition and would be a fun ride. Original.
Cons: Not much
#54 – Rolls-Royce Phantom I Hooper Tourer 1927 #57EF US$500,000+ My pick US$750,000 NOT SOLD @ US$390,000
1927 Rolls-Royce Phantom I Tourer
Coachwork by Hooper
CHASSIS NO. 57-EF
ENGINE NO. HS 75
Body No. 6752
$500,000 – $700,000
■Delivered New to India Through Rolls-Royce of Bombay
■A Matching-Numbers, Original-Bodied Example
■A Handsome and Well-Appointed Hooper Tourer
■Exceptionally Presented with Fantastic Coachwork Details
■Recipient of Recent Restoration Work
■Well Documented and Optioned Example
■Ideal International Concours Event Entrant
7,668 CC OHV Inline 6-Cylinder Engine
Single Updraft Carburetor
Stated 40/50 HP
4-Speed Manual Gearbox
4-Wheel Servo-Assisted Drum Brakes
Solid Front Axle with Semi-Elliptical Leaf Springs
Solid Rear Axle with Cantilever-Type SuspensionThis Car
Of the many fashions throughout the history of the automobile, there is perhaps none more interesting than that of the maharajas of the pre-war era. Early automobiles bound for India often carried the most luxurious and sporty equipment, but were additionally outfitted to withstand the more severe conditions of the subcontinent. Although colonial ties played a role in the ordering of British-made motorcars, there was a distinct propensity amongst India’s royalty to command nothing other than Rolls-Royce.
Firmly placed at the top of the market from a quality perspective, Rolls-Royce seized the opportunity to take on the Indian market with their ultra-reliable chassis. Rolls-Royce saw fit to have a physical presence in Bombay, and began to take orders in conjunction with the era’s highest-quality coachbuilders. The cars were often heavily accessorized with luxurious appointments. Furthermore, weather conditions often led to the finishing of cars in polished aluminum, at least in part.
One of Rolls-Royce’s royal clients was Sri Raja Rao Venkata Kumara Mahipati Suryarao Bahadur Garu, His Highness the Maharaja of Pithapuram. At the time of his rule, Pithapuram was a princely state that included a 1,000 square kilometer area located in Madras, the eastern region of Godavari. Born in 1885, the maharaja fulfilled his role in a dynasty known for their philanthropic ways, which included organizing the Pithapuram Raja College. Although the lives of typical Indian royalty were ones of luxury, the maharaja also campaigned to improve the living conditions of the poor.
In early 1927, H.H. Maharaja of Pithapuram placed an order with Rolls-Royce of Bombay Ltd for a new Phantom I with Hooper & Co. coachwork. The order called for a new 40/50 Phantom I long-type chassis to be fitted with the new Hooper open-touring body number 6752. Chassis 57-EF, already intended as “Indian Stock” for Rolls-Royce of Bombay, completed testing and was sent to Hooper on April 12, 1927.
The Tourer was built with an ash frame and paneling entirely of aluminum. The domed wings and running boards were similarly constructed of aluminum. The windshield was specified as a sloping type, divided vertically and horizontally with opening capability. For better air circulation, two horn-shaped vents were installed on the scuttle in addition to the standard-type scuttle vent. The instrument panel was ordered in aluminum, and the instruments themselves were given nickel-silver faces with black characters. The steering wheel was finished in ivory to match the ivory switches and handles specified throughout. The chassis was fitted with a louvred bonnet with bonnet locks and a nickel radiator with polished nickel shutters. Remaining hardware was finished in nickel to match, including a luggage rack.
The leather interior was equipped with front and rear folding armrests, and wooden cases in the rear were outfitted with bottles, a card case, a mirror and a clock. A case in the front compartment between the seats was included to hold a revolver, a necessary accessory at the time. Furthermore, automatic running-board lights were included, illuminating when the doors were opened. A Barker dipping system was included to which Stephen Grebel headlamps were mounted to match the spotlight mounted to the scuttle.
The handsome new Rolls-Royce was completed in August and loaded aboard the S.S. Ranpura bound for Bombay in September, insured for a value of £2,850. As with the majority of motorcars delivered to India, little is known of the car’s existence there. In 1964, the maharaja passed away and the Rolls-Royce eventually made its was to America.
The Phantom I was found by Charles Howard in 1989. Mr. Howard, a noted dealer with a taste for Rolls-Royce motorcars, was responsible for the unearthing of many such maharaja automobiles in India. The Rolls-Royce returned to England where it was restored and subsequently displayed at the 1993 World Classic Auto Exposition in Pebble Beach, California. The car eventually passed to Thomas Barrett III of Scottsdale, Arizona, before being sold again and returned to England. This past year, the Phantom I was purchased by a noted Rolls-Royce connoisseur in California.
Over the past several months, 57-EF has undergone an extensive restoration of the coachwork in addition to a servicing of the chassis and major mechanical components. Fantastically finished in Phthalo Green paint with a polished aluminum upper bonnet, scuttle and door tops, the Phantom I was further accented by proper polished aluminum wheel discs. The exterior hardware was found to be complete, including the intricately sloped windscreen, the Barker dipping system with Stephen Grebel headlamps and the matching Grebel spotlight on its proper mount. The nickel plating was renewed where necessary.
The interior retains its special-order instrument panel, nickel-faced instruments, ivory handles and knobs, and even its rear compartment clock. The interior was additionally trimmed in a wonderful nutmeg hide, which matches the flame mahogany woodwork beautifully. The rear cabinetry with ivory inlay has been outfitted with period-correct items, including a four-piece silver tea set, a set of four jade traveling cups, two glass and sterling-silver etched bottles, a glass and sterling-silver flask, a set of leather-wrapped Champiere of Paris binoculars, a sterling-silver and blue-velvet ledger, an ivory grooming kit with leather case, a sterling silver vanity mirror with a matching bristle-brush set, an inlaid wooden chessboard with hand- carved wooden chessmen, a brass compass, a sterling-silver card case and a sterling-silver Indian cigarette lighter.
Per original specification, a case between the front seats holds the revolver – a Webley .455 Royal Irish Constabulary that was sold new by R.B. Rodda and Company of Dalhousie Square, Calcutta, India. The revolver itself has been decommissioned and the consignor is happy to make the item available to any interested buyer.
Tastefully finished, 57-EF is as striking today as it was as an unmistakable symbol of wealth in pre-war India. This handsome Hooper Tourer is a marvelous example of the connection between maharajas and Rolls-Royce and is well documented with copies of both Rolls-Royce and Hooper & Co. records. The heavily appointed Phantom I has benefitted from significant recent attention and remains unseen on the concours showfield where it is no doubt worthy of display. The Rolls-Royce delivered to India remain among the rarest and finest examples of the marque, and 57-EF is unquestionably a significant inclusion. .
Pros: Beautiful Rolls in great condition with clear history and would be a cheap concours entrant. Car has excellent stories attached.
Cons: Not much
#55 – Porsche 934/935 1977 POA #770957 My pick US$1 million NOT SOLD @ US$550,000
Model 934 1/2
Engine 427/525 HP
Lot S122 1977 Porsche 934 1/2
1 of 10 Factory Built Cars
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 2:30PM
– 1 of 10 factory built 934 1/2s built
– Designed specifically for IMSA competition
– Original owner was Bob Hagestad Racing
– Driven by Hurley Haywood
– Finished 2nd overall in 1977 IMSA Championship with several wins
– Correct Porsche single turbo motor DESCRIPTION
After IMSA sanctioning body politics sent the Porsche 934 into exile in 1976, interest in IMSA faded and the cars were invited back for 1977. The change of heart prompted Porsche to build 10 new cars specifically for the IMSA series and designated 934½, one of which is offered here in the form of this Franz Blam Racing-prepared machine. Owned by Bob Hagestad Racing and driven by Hagestad and Hurley Haywood, this rare Porsche factory racer finished 2nd overall in 1977 IMSA Championship with several wins. The car is authentically finished and prepared using the correct single-turbo flat 6 engine.
Pros: Lovely original 934 from an important year in great condition, also has the 935 spec mods from later in 1977.
Cons: Just a 911 with a bodykit ?
#56 – Porsche 356 Pre A Speedster 1954 #80032 US$275,000+ My pick $US$400,000 SOLD US$286,000
1954 Porsche 356 1500 Speedster
Coachwork by Reutter
CHASSIS NO. 80032
ENGINE NO. 33688
$275,000 – $350,000
■Matching-Numbers Engine and Transmission
■One of Only 200 Pre-A Speedsters Built
■1956 Pebble Beach Road Race Podium Finisher
■Well-Documented Racing Provenance
■Sold with a Full Complement of Road Equipment
■Kardex-Correct Color Combination
■Displayed at the 2006 Pebble Beach Concours d’Elegance
1,488 CC Air-Cooled Flat 4-Cylinder Engine
55 BHP at 4,400 RPM
Dual Zenith Carburetors
4-Speed Manual Gearbox
4-Wheel Drum Brakes
Independent Front Suspension with Trailing Arms and Torsion Bars
Independent Rear Swing-Axle Suspension with Torsion BarsThis Car
This Porsche 356 is among the very first Speedsters built within the 1954 production run of 200 cars. It was originally sold through the Hoffman Motor Car Company in New York City to Joe Vittone’s Volkswagen dealership in Riverside, California. There, this Speedster was spotted through the showroom windows by young sports car drivers Skip Hudson and Dan Gurney, regular customers of Mr. Vittone’s shop.
After obtaining a $3,000 loan from Pacific Bank, Hudson purchased the white Speedster and set about making the minor modifications necessary for racing. The Pre-A Speedster soon became integral to the development of both Hudson’s and Gurney’s driving prowess. They would head out to the local orange groves and practice taking corners on the dirt circuits they marked out, always striving for faster lap times. At these orange groves, the duo perfected their skill at speed cornering using the notorious “four-wheel drift.”
Hudson entered his Speedster in the Torrey Pines race in January of 1955. After just 15 laps, Hudson was in 3rd place; in front of many faster cars, his four-wheel drift approach helped him to maintain a higher average speed than his competitors. However, he amassed nearly 70 infractions from race officials who feared that Hudson was out of control, and he was given the black flag. Hudson was required to appear at a judicial hearing in Hollywood, California, where he explained the advantages of his driving style, successfully clearing the infractions.
In what was to be 80032’s most famous outing, on April 22, 1956, Hudson entered this Speedster into the Pebble Beach Road Races. After passing more powerful cars, including two Carrera-engined Porsches, Hudson and his 80032 seized the lead. During the 11th lap, Hudson took a corner too fast and drifted off course. Despite moderate damage, he continued, finishing in 2nd place ahead of faster cars in the Under 1500cc Class.
Though 80032’s interim history is unknown, in 1994, Walter Kolouch discovered 80032 in poor condition in McMinnville, Oregon. Mr. Kolouch confirms that the Speedster underwent an extensive three-year restoration under his care. The restoration, which is detailed in a historical article in a 2007 issue of Excellence magazine, included the usual floor, longitudinal and body repairs, fresh paint in its original color, new upholstery and brake and suspension rebuild. The car also had an engine rebuild, including new pistons and cylinders, though the numbered half of the split-case engine block remains. Mr. Kolouch reports that the car had all of its original gauges and switches still intact, which he then had rebuilt. The engine and transmission are both factory-original to 80032, incredibly rare for any early Speedster let alone one with racing provenance.
After the restoration’s completion, Mr. Kolouch sold the car to noted Porsche enthusiast Jerry Seinfeld, who kept the car for a short time. While in Mr. Seinfeld’s collection, Skip Hudson paid a visit and was reunited with his old race car, even posing for pictures behind the wheel.
In January 1997, 80032 was purchased by Michael Kittredge, then was sold in 2009 through a prominent East Coast dealer to Peter Kinsey. Two years later, the car was sold via the same dealer to John Vargas. After enjoying the Speedster for some 9,000 miles, Mr. Vargas sold his Speedster to Anthony Angotti in early 2006.
In August of that year, Mr. Angotti was invited to display 80032 at the Pebble Beach Concours d’Elegance as it appeared in its 1956 racing livery. Fifty years after its racing appearance, the Speedster returned to Pebble Beach as a featured part of Class R – “Cars That Raced in the Forest.”
The consignor purchased the Speedster from Mr. Angotti earlier this year. At the time of his purchase, the car had clocked over 13,000 miles since it was restored. Included with the Speedster are an original owner’s manual, jack, side curtains and tool kit. The car rides on 16″ date-stamped wheels, which are believed to be original to the car. An impressive file documenting the Speedster’s fascinating history accompanies the car.
Presented here is a rare Pre-A Speedster of true distinction, appearing today much as it did in the bygone era of true weekend heroes. .
Pros: A cool little Porsche for not much moolah, with an excellent SCCA racing history with Skip Hudson
Cons: Not much, a bit basic, original ?
#57 – Pope-Hartford Model 33 Four-Passenger Touring Phaeton 1913 #00662 US$350,000+ My pick US$500,000 SOLD US$319,000
1913 Pope-Hartford Model 33 Four-Passenger Touring Phaeton
CHASSIS NO. 00662
ENGINE NO. 1790
$350,000 – $425,000
■A Superb Example of a Great American Antique
■High-Horsepower Overhead-Valve Engine
■One of Only Three Touring Phaetons Known to Exist
■Distinguished Chain of Ownership
■Ideally Prepared for Brass Era Touring
■Featured in Automobile Quarterly, Volume 36, No. 1
■A Well-Known and Highly Regarded Example of the Marque
EMAIL A SPECIALIST
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389 CID OHV Inline 4-Cylinder Engine
Single Updraft Carburetor
50 hp (Rated)
4-Speed Manual Gearbox
2-Wheel Mechanical Drum Brakes
Solid Front Axle with Semi-Elliptical Leaf Springs
Live Rear Axle with Three-Quarter Elliptical Leaf SpringsThis Car
The Pope-Hartford Model 33 was an outstanding automobile. In an age when most high-quality automobiles relied on L- or T-head engines, Pope-Hartford’s overhead-valve 50 hp engine was an engineering tour de force. The engine’s cylinders were cast in two-cylinder pairs and bolted to a two-piece, cast-aluminum crankcase that housed four main bearings and a forged alloy crankshaft. Rather than rely on splash lubrication, Pope-Hartford developed a system of mechanical pumps that circulated oil to the engine, ensuring reliable operation.
In addition to its wonderful engine, Pope- Hartford’s Model 33 offered a four-speed transmission, Bosch magneto, two sets of brakes operating the rear wheels and Gray & Davis electrical starting as standard equipment. The 50 HP Pope-Hartford was a quality machine in every respect, from its deep section chrome- nickel steel frame to its remarkable selection of handcrafted bodies. In total, it is believed that only 228 of these wonderful automobiles were built before Pope-Hartford was forced to close its doors in 1914.
The Pope-Hartford Model 33 presented here is one of only three four-passenger touring phaetons known to exist. Far more sporting than the standard five- and seven-passenger touring cars, this handsome automobile was originally listed at an FOB Hartford price of $3,250.
While this Model 33’s earliest history has not been recorded, Humberto L. Nieva of Ponce, Puerto Rico, owned this car for many years, earning it the distinction of the “Puerto Rican Pope.”
In December 1962, Ralph Dunwoodie of Harrah’s Automobile Collection travelled to Puerto Rico to acquire the 50 HP Touring Phaeton on behalf of Bill Harrah, whose growing automobile collection included a number of exceptional Popes. According to records kept by Harrah’s Automobile Collection, the 50 HP Pope-Hartford was purchased for a mere $1,750. Complete, but in need of restoration, the Four-Passenger Touring Phaeton remained at Harrah’s until the 1984 dissolution auction, where it was sold to the Evans Collection of San Diego, California.
Although a restoration effort had commenced at Harrah’s, the Pope-Hartford remained unfinished. Now in the care of an appreciative new owner, the rare Model 33 was completely restored under the guidance of well-known Pope-Hartford authority Temple Baldwin. Following its restoration, the Four-Passenger Touring Phaeton was featured in a 1996 issue of Automobile Quarterly, illustrating an in-depth article on Pope-Hartford.
In 2008, the Model 33 was sold to the current owner, an East Coast collector with a passion for high-quality antiques and Pope- Hartford automobiles in particular. Having been retained for touring purposes, this 50 HP Pope- Hartford has been mechanically sorted and meticulously prepared for on-road use. For increased safety and drivability, it has been equipped with a temperature gauge, signal and brake lights and an on-board trickle charger and fire extinguishing system.
Thanks to meticulous maintenance, the restoration has held up remarkably well and the cosmetic presentation is most impressive. Equipped with the correct carburetor, bellypan and Gray & Davis electrics, this Model 33 presents as a very genuine and tastefully detailed example, ideally suited for show or tour.
Held in high regard by early car connoisseurs, these high-horsepower Pope-Hartfords are some of the finest, best-performing American automobiles of their day. Built to the highest standards and equipped with state-of- the-art features, the 50 HP Pope-Hartford offers unrivaled touring capabilities and a unique driving experience. A Model 33 is a remarkably versatile Brass Era automobile, eligible for all of the enjoyable events facilitated by the HCCA, AACA and VMCCA, in addition to countless Brass & Gas tours and vintage car gatherings.
In consideration of its many exceptional qualities, the presentation of this incredibly rare Brass Era automobile is an exciting opportunity for collectors of the most significant antiques.
Pros: A lovely, charismatic brass era car from one of America’s finest. Good value as these cars are rare and will only increase in value.
Cons: Not unique ?
#58 – Packard 906 Twin Six 1932 Dietrich Custom Sport Phaeton #900331 US$1.1 mil. + SOLD US$946,000
1932 Packard Individual Custom Twin Six Sport Phaeton
by Dietrich Inc.
Chassis No. 900331
Engine No. 900362
Body No. 5494
To be auctioned on
Friday, August 17, 2012
Model 906. 160 bhp, 445 cu in side valve V-12 engine with Stromberg downdraft carburetion featuring automatic cold start, three-speed synchromesh transmission, solid axle and semi-elliptic leaf spring front suspension with shaft drive and a hypoid live rear axle with semi-elliptic leaf spring rear suspension, and four-wheel adjustable vacuum assisted brakes. Wheelbase: 147.5″
• Ex-Jim Hull, Dick Dewey, Robert Bahre, and Lee Herrington
• Winner of the Most Elegant Open Car at Pebble Beach in 1997
• Offered from the Estate of John O’Quinn
The Custom-Bodied Twin Six
Despite Packard’s success in providing high-quality chassis for custom coachbuilders, Company President Alvan Macauley advocated bringing custom coachbuilding in-house, and 1931 was the year his plan was implemented. Dietrich Inc. still built a few custom bodies for the senior Packards, and these special cars, known today as the “V-windshield custom Dietrichs,” have come to epitomize the ultimate in classic styling. It has been said that design excellence is as much about the details as it is about the vision, and that is certainly true of these remarkable Style 2069 Sport Phaetons.
The Dietrich Individual Customs were mounted on Packard’s longer 147½ inch chassis, which allowed a better balance of body proportions, with a roomy passenger compartment situated behind a long, graceful hood and ahead of a unique and striking tapered tail with a smartly integrated trunk. Every line is exquisite, starting with the graceful v-windshield, continuing with the Dietrich trademark beltline, and finishing with a superbly crafted top that makes the car look as good with the top up as it does down.
One of the most fascinating features of the Sport Phaeton body is the mechanism that activates the rear windshield. After raising the windshield from its hidden compartment, a pair of side wings swing out and hook to mechanisms recessed into the rear doors. Once raised, passengers can enter or leave the rear compartment easily and gracefully, while the side windows swing effortlessly out of the way.
Of the two years that these bodies were produced, most collectors prefer the lines of the ’32 Twin Six Sport Phaetons to those of the 1933 models, primarily because of the more graceful, classic-sweeping fender line. It is also true that the larger 18-inch wheels, particularly in chrome, give the car a presence and regal stance that distinguishes the Twin Six from the later Twelve chassis.
The lack of surviving records makes it difficult to be certain how many of these lovely sport phaeton bodies were built, but many historians feel that it was not likely more than twelve cars. Today, only seven remain, of which, just five were built on the prestigious twelve cylinder chassis. Of these five, only two, including this is example, were crafted in 1932. In addition, two examples on the Deluxe Eight chassis survive, and three examples on the 1933 Twelve chassis remain, all of which are part of long-term or museum collections.
The Twin Six: Out of Africa
Early Packard records did not survive to present day, but it is known that body 5494 was updated in 1938 by fitting the graceful original Twin Six sport phaeton body on a brand new 1938 Packard Twelve chassis. In order to do this, the upper cowl and windshield assembly were fitted to the new 1938 cowl. At the same time, a more modern “torpedo” style, rear-body section was grafted on, and a set of up-to-date, pontoon-style Packard fenders were fitted.
There is no proof as to the identity of the shop that carried out the work, but later inspections during restoration revealed exceptional workmanship. A persistent rumor credits the work to Inskip in New York and a tantalizing photograph may provide proof. Printed on page 153 of John Webb deCampi’s book Rolls Royce in America, the photo shows a new 1938 Packard Twelve chassis on the floor of the Inskip workshop, clearly in the process of having a different body fitted to it.
In any event, the owner, possibly the original one, is believed to have been in the service of the U.S. Diplomatic Corps, and he accepted a posting to South Africa in the late-1930s. Accordingly, the Packard was shipped there, where it was to remain until 1967 or 1968, when its whereabouts came to the attention of long-time classic car enthusiast Jim Hull during a trip to Johannesburg. Hull brought the car back to the U.S. and enjoyed his unique Packard Custom Dietrich for many years.
Meanwhile, the only other surviving 1932 Twin Six Dietrich Sport Phaeton, body number 5493, was in the hands of Dick Dewey, a well-known Packard enthusiast at the time. Noted collector Bob Bahre, of Oxford, Maine, had tried unsuccessfully for many years to buy the car from Dewey, believing it to be the only survivor. Thus, when Bahre learned of the existence of the Hull car, he quickly negotiated its purchase. As it happened, Bob owned a very low mileage 1932 Packard Twin Six chassis carrying rather antiquated 1920s Fleetwood coachwork that had been installed by its original owner in the period—further evidence of the propensity of Classic Era owners to change favored bodies, just as the owner of the example offered here would do in 1938.
Bob saw the chance to fulfill his dream of finally owning a ’32 Twin Six Dietrich Sport Phaeton and arranged for Beaver, a well-respected restorer at the time, to return the Twin Six Sport Phaeton to its original form by installing it on his exceptional 1932 Twin Six chassis. In the process, Beaver carefully reversed the “updates” that had been carried out in the late-1930s.
Significantly, 5494’s original Dietrich body tags have remained on the car, and the production sequence confirms that this is the last of the two sequentially numbered survivors. Twin Six production began about mid-year, and the two surviving Deluxe Eight cars have low body numbers, while the two Twin Sixes have higher numbers. This, of course, is consistent with events at the factory, where eight-cylinder Custom Dietrich production ceased with the introduction of the Twin Six.
After Beaver had completed the wood and sheet metal work, but before the restoration could be finished, Dick Dewey approached Bob Bahre, finally willing to sell his body 5493, on the condition that Bob trade him 5494, which was under restoration at Beaver, plus a cash difference. Bob didn’t want to sell the “Out of Africa” car but agreed to the deal on the condition that if Dick ever sold it, he would have right of first refusal.
A deal was struck and Dick took delivery of the unfinished Sport Phaeton. He completed the remaining work, mainly paint and final assembly, and began to drive the car extensively on tours and events. During this time, it became one of the best known Dietrich Sport Phaetons, as Dick drove it everywhere, putting tens of thousands of nearly trouble free miles on the car.
Five or six years later, in the early-1990s, the Sport Phaeton was starting to show its age, and once again, Dick went to see his friend Bob Bahre. Bob exercised his right of first refusal and traded Dick a lovely 1932 Super Eight production phaeton plus a cash difference to reacquire his beloved Twin Six Sport Phaeton, body number 5494, the last one built. Having acquired the only other Twin Six Sport Phaeton, he began to make plans to freshen his new acquisition, but before he could start work, Mr. Lee Herrington was able to negotiate the purchase of 5494.
Shortly after taking possession of the car, he decided that a car of this caliber and importance should be restored to the highest levels, and accordingly, he delivered the car to RM Auto Restoration, where a no-holds-barred restoration was undertaken. Even though the car was running well, considering the amount of driving Dewey had done, he insisted that a complete mechanical restoration be performed. As a result, every system, from brakes to suspension, steering, electrical, and driveline components, was meticulously disassembled and renewed to factory specifications.
The objective was nothing less than a Pebble Beach win, and consequently, dozens of colors and leather samples were evaluated before the car’s elegant dark violet, a shade that looks navy blue in all but the brightest light, was chosen. The leather was custom dyed to a taupe color that proved a striking complement to the paint. With all the other details attended to, the moment of truth arrived at the Pebble Beach Concours d’ Elegance, and it was there, in its debut showing, that the car was awarded the Gwen Graham Award for Most Elegant Open Car—a prize widely considered to be second only to Best of Show.
Subsequently, the Packard has earned its CCCA National First Place Senior Award, as well as both Junior and Senior AACA awards. It has never failed to earn accolades every time shown and stands today as a testimonial to both the restorer’s art and the vendor’s relentless drive to achieve the ultimate in classic elegance. It was subsequently acquired by Mr. John O’Quinn, from whose estate it is offered.
Any Dietrich Packard is something to be treasured, and the vee windshield Custom Dietrich designs stood at the pinnacle of the Packard world then, just as they do today. This icon will reward its owner in many ways, from the thrill of recognition that comes with victories on the concours podium to the sublime experience of ghosting along, silently and effortlessly, through the crisp autumn air. Inevitably, as in any pursuit, there is always a “best,” and for many Packard collectors, the best Dietrich of all is the elegant and graceful 1932 Twin Six Sport Phaeton. These Dietrich-bodied Packards emerge infrequently, and consequently, any interested parties are advised that it is likely to be many more years before another such opportunity arises.
Pros: A beautiful Packard, on the very desirable Twin Six platform, 1 of only 2 with this bodywork, could be entered anywhere
Cons: VERY convaluted story about the origins of the chassis and body, jiggery – pokerry ?.
#59 – Ford GT40 1967 #1059 US$2.3 mil. + My pick US$2 million SOLD US$2.86 mil.
1967 Ford GT40 Mark I
Chassis No. P/1059
Engine No. SGT/20
To be auctioned on
Saturday, August 18, 2012
380 hp, High Performance Ford 289 cu in V-8 engine with Weber carburetors, ZF five-speed manual transmission, four-wheel independent suspension, and four-wheel disc brakes. Wheelbase: 95″
• One of 133 GT40s originally produced
• Time capsule condition
• Desirable low mileage
• Extremely well-documented
• Recent inspection by GT40 authority Ronnie Spain
• Original, matching numbers drivetrain
• Two private owners from new
It is difficult to overstate the significance of Ford’s legendary GT40 to the history of American racing and sports car design. Initiated in the wake of Ford’s failed attempt to acquire Ferrari in 1963, the GT40 was devised with the intent of beating the Italian Scuderia at its own game. Built by Ford Advanced Vehicles’ (FAV) studio in Slough, England, the first-generation GT40 Mk I leapt out to a promising competition career. Not content with anything but dominance, Ford brought in Carroll Shelby to fine-tune the race program, and his input resulted in a one-two-three finish at the 1966 24 Hours of Le Mans. Concurrent road cars featured similar mechanical specifications but slightly less spartan cockpits, which included fully upholstered interiors. Concluding production in 1969, only approximately 133 examples of all variations of the original factory GT40 were built, and the revered model remains an aesthetic and competitive highpoint of American motorsports lore.
Just 31 of the 87 GT40 P production cars were equipped as road cars; as one of those examples, 1059 is an extremely authentic Mk I example that has seen such minimal use that renowned authority Ronnie Spain recently declared it to be “one of the most original GT40s I have ever seen.” According to its Production Car Record Sheet, P/1059 was originally equipped with a High Performance Ford 289-cubic inch engine with Weber carburetors and a ZF five-speed transmission, components that continue to grace the car to this day. Otherwise trimmed to road car specifications, this Mk I example was equipped with Borrani wire wheels mounted with Goodyear tires and finished in Opalescent Maroon paint by the Slough factory.
Dispatched to the United States on December 23, 1966, GT40 P/1059 was one of twenty such cars that were selected for an Mk I Promotion and Dispersal Program that was initiated on February 16, 1967. Under this program, 1059 became one of six GT40 examples that were consigned to Shelby American for promotional use by their field managers. In preparation for this purpose, GT40 P/1059 was delivered to Kar Kraft, in Brighton, Michigan, who famously partnered in the development of numerous race cars. Kar Kraft re-sprayed 1059 in Pearlescent White paint with blue stripes, typical American racing colors. As this paint scheme was authorized by Ford very early in the car’s life and implemented prior to private ownership, it can essentially be considered the car’s original color finish.
During the promotion program, GT40 P/1059 was acquired by Stark Hickey Ford, a dealership in Detroit, where it remained for several years under the watch of owner Edward Schoenherr. As described in Mr. Spain’s seminal volume on the model, GT40: An Individual History and Race Record, during Stark Hickey’s custody, the car was reportedly involved in an accident that required some repairs to the roof. However, with an opportunity to personally inspect the car last October, Mr. Spain noticed that occasional chips in the white paint on the roof revealed the original maroon finish remained underneath, confirming that the car actually only suffered minor damage to the driver’s side A-pillar. Thus, it is now fair to say that the only reported blemish on 1059’s recorded history has been invalidated, making the car among the most desirable GT40 examples to become available in many years.
In September 1973, GT40 P/1059 was purchased by Herb Wetanson, of Long Island, New York, a dealer and restaurateur who has campaigned in SCCA, Trans-AM, IMSA, and vintage racing for many decades. Mr. Wetanson is also well-known within GT40 circles for his prudent recognition of the investment potential of the model, having owned six different examples within the span of just a few years during the early-1970s. Roughly one year after his purchase, Mr. Wetanson sold P/1059, then displaying just 2,000 miles, to Dr. Jack Frost, of Dubuque, Iowa. Dr. Frost was a noted collector of vintage sports cars who retained possession of the GT40 for over twenty years while accruing a massive file of documentation of nearly unprecedented scope for a GT40. According to Mr. Spain, he has “only come across more complete files on a handful of occasions.” Furthermore, it should be noted that because Mr. Wetanson was a registered dealer and that Stark Hickey was technically the original selling dealer, Dr. Frost was P/1059’s first private owner of record.
During Dr. Frost’s care, he undertook a few safety measures, including the installation of a fire extinguisher and the replacement of the fuel bladders with aluminum tanks, which were fabricated in 1978 by renowned GT40 developer John Horsman, the former chief engineer at FAV and the John Wyer-managed Gulf racing team that campaigned the GT40. In 1985, Dr. Frost repainted P/1059 in its Kar Kraft livery of white with blue stripes, while continuing to use the car sparingly, including attendance at the 1994 Thirtieth Anniversary GT40 Reunion in Elkhart Lake, Wisconsin. GT40 P/1059 remained a centerpiece of Dr. Frost’s impressive collection until early-2002.
Then displaying only 4,500 original miles, this remarkable GT40 was purchased by its current owner, who has since taken some minor steps to ensure optimal mechanical condition and continued long-term preservation. This work included disassembling, cleaning, and adjusting the original Weber carburetors and installing a newer fuel pump with improved seals to avoid fuel leaks. This work was overseen by Rick Parent, a former employee of John Collins, who was also an original GT40 technician with FAV and a crew chief with the GT40 racing teams. According to Mr. Spain, as of last October, P/1059 displayed only 4,749 miles from new, making it “without doubt, one of the lowest mileage GT40s in the world today.”
During recent ownership, GT40 P/1059 has incurred only approximately 250 miles, which has essentially consisted of occasional exercise mileage intended to keep the car in fresh mechanical order. Garaged in a climate-controlled facility and regularly maintained as needed by Mr. Parent, this GT40 Mk I was presented by the consignor at the 2009 GT40 reunion.
With a delicately patinated state of presentation that even includes its original Borrani wire wheels and Goodyear tires, GT40 P/1059 offers such overwhelmingly originality and sparing use that it may be regarded as a time capsule example of exceptional quality. The positive evaluation by Mr. Spain, as well as a thoroughly documented history, bolster the provenance of this strikingly authentic example of Ford’s legendary GT40 Mk I. Additionally, as the car’s first two custodians were licensed dealers, this car may essentially be regarded as a two-owner example. Offering minimal use and overwhelming originality, GT40 P/1059 is a peerless example that has never been properly exhibited on the national stage it deserves. This rare Mk I road car will doubtlessly command the attention of the most passionate sports car collectors, promising its next caretaker a warm reception at premium-level concours d’elegance and vintage touring and racing events, such as the Le Mans Classic, Tour Auto, and the Goodwood Revival.
Pros: A road spec GT40, so is specced such that you can actually drive it in comfort. Great condition with clear history.
Cons: Common ?
#60 – Ferrari 365 GTS/4 1973 #16903 US$1.3 mil. + US$1.5 million NOT SOLD
1973 Ferrari 365 GTB/4 Daytona Spider
Designed by Pininfarina, Coachwork by Scaglietti
CHASSIS NO. 16903
ENGINE NO. (Internal No.) B2720
$1,300,000 – $1,500,000
■Certified by Ferrari Classiche
■Stunning Example of the Classic Daytona Spider
■Multiple FCA Platinum Award and Concours Winner
■US Spider with Factory Air-Conditioning and Becker Radio
■Offered with Books and Tools
■Documented by Ferrari Historian Marcel Massini
4,390 CC DOHC V-12 Engine
Six Weber Dual-Choke Carburetors
352 BHP at 7,500 RPM
5-Speed Manual Transaxle
4-Wheel Ventilated Disc Brakes
4-Wheel Independent Suspension with Coil Springs and Tubular Shock AbsorbersThis Car
This stunning 365 GTB/4 Daytona Spider was completed at the Ferrari factory in October 1973, near the end of the 365 GTB/4 production run. One of just 96 examples of the 365 GTB/4 Daytona Spiders prepared for the US market, the Spider was finished in Rosso Chiaro with a tan interior and fitted with air-conditioning and a Becker radio. It was sold in late 1973 through renowned Ferrari importer William Fisk Harrah’s Modern Classic Motors in Reno, Nevada, to Archway Motors, the official Ferrari dealer of St. Louis, Missouri. Soon after it arrived on Archway Motors’ showroom floor, the stylish Spider found its first private owner in Allan Woodall of Columbus, Georgia.
Mr. Woodall, an FCA member, kept the Daytona Spider for several years until the car was sold in 1979 to George B. Sordoni of Dallas, Pennsylvania. By the early 1980s, the Daytona Spider had been repainted in resplendent black, and it passed through the hands of two Ferrari dealers before settling on the West Coast with real estate developer Lyn Konheim of Beverly Hills, California, in 1985. Mr. Konheim kept the car for a short period before selling to famous voiceover artists and renowned Ferrari collectors Mel and Noel Blanc of Beverly Hills.
The Blancs – father and son – owned several great Ferraris over the years and during their decade-long family ownership, it has been reported that the Daytona Spider was sent for a detailing totaling over 1,000 hours by Bill Larzelere of Burbank, California, making it a fierce competitor on the show field. Still a well-preserved and largely unrestored car, the Daytona Spider performed very well on the show circuit, claiming several class wins.
In the late 1990s, the Ferrari was finally sold through auction to Los Angeles-area collector Thierry De Mascureau. The Daytona Spider continued to travel the concours circuit under Mr. Mascureau’s ownership and in 1998 it was awarded FCA’s prestigious Platinum Award at the Carmel Valley FCA Show. In 2002, after a short period with a Corona, California-based collector, the smart Daytona Spider was purchased by Barry Konier of Orange, California. Mr. Konier, a well- known collector with a penchant for the finest post- war sports cars, continued the public showing of the car, winning three additional FCA Platinum Awards at such prestigious events as Concorso Italiano. In 2007, the Daytona Spider became part of the consignor’s impressive Los Angeles-based collection, which also houses some of the finest Aston Martins in addition to other fine Ferraris.
The Daytona has since been serviced and maintained by Kevin Kay Restorations in Redding, and Gran Touring Classics, Inc of Long Beach, California. In 2008, the Daytona Spider received the ultimate approval from Ferrari; it was certified by Ferrari Classiche, documenting that the car still carries all its originally installed major components.
Today, the stunning black Daytona Spider remains in truly outstanding cosmetic condition: still intact with desirable factory options such as air-conditioning and a Becker radio and showing only the slightest signs of the passage of time. It is certainly one of the finest Daytona Spiders to be offered for public sale. The beige leather interior is a testimony to how well this car has been cared for throughout its life – preserved rather than restored. Offered with its Ferrari Classiche Certification binder, tool roll, manuals, a spare set of five-spoke, center-locking alloy wheels and Marcel Massini’s history report, this Daytona Spider would be welcomed at concours events once again.
Ferrari constructed a mere 124 Daytona Spiders in just over three years, with 96 of them bound for the US. Here is an opportunity to acquire one of the best examples of one of the rarest Ferrari road cars available in that era. This Spider is a particularly well-respected example and has continuously received careful attention from knowledgeable owners. With its handsome appearance and well-sorted mechanical systems, this outstanding Daytona Spider is sure to bring a great deal of pleasure and pride to its new owner. .
Pros: Good clean Daytona Spider in good colours
Cons: Not much