Like the Jeep and the Land Rover before it, the Toyota Land Cruiser is a vehicle whose reputation was hard earned in battle, mud, and desert sand. This Japanese take on the all-purpose off-roader can thank the original Jeep for its existence, which is little surprise when comparing the two trucks side-by-side. In 1950, the US Government commissioned Toyota to build 100 Willys Jeeps that were to be used in the Korean War. Toyota obliged but immediately saw room for improvement on the old American design. In 1951 Toyota developed their own prototype drawing on the best the Jeep and the Land Rover had to offer. Production of the “Toyota Jeep BJ” began in 1953 and the vehicle was put into service primarily for police and military. In 1954, the civilian version gained the Land Cruiser name and grew in popularity as an all-round utility vehicle for farmers or anyone needing to get over rough terrain. In 1960, the 40-series Land Cruiser was unveiled with all-new body styling, an improved chassis and new engine options. 40-Series Land Cruisers were offered in a variety of body styles ranging from the most popular short-wheelbase convertible, to long wheelbase troop carriers and pickups. Also, like the Land Rover and Jeep, it was highly adaptable and saw duty in battle, fire service, ambulance service and countless other industrial and agricultural roles. It served at the hands of soldiers and warlords alike on virtually every continent around the globe. In regular production for 24 years, the FJ has become a legend for its amazing ruggedness as much as its tough-guy good looks. Hundreds of thousands of Land Cruiser FJ40s are still in service in all corners of the earth, no matter how remote they may be. Our featured 1982 FJ40 Hardtop is a wonderful example finished in the evocative shade of Olive Green (code 653) with a white roof. This fabulous truck has been treated to a sympathetic but comprehensive restoration including new many suspension and driveline components. It drives exceptionally well, and we have thoroughly enjoyed putting a few miles on this fine FJ. The body is very good and authentically restored, showing the subtle seams and imperfections it would have had when it left the factory in 1982. This example is equipped with the desirable “ambulance door” arrangement in the back, making ingress and egress easier for rear passengers, and allowing access to the rear without moving the swing-out spare tire. Like the body, the paintwork is very good. It has not been over-restored, but it is very attractive and in a fabulous original color that suits the rugged styling very well. Exterior trim is correctly restored; the painted bumpers and white painted grille surround keeping in line with the basic, sturdy appeal. Nice details such as the Japanese Koito headlamps point to the level of care given this outstanding FJ. Climbing aboard gives you a real sense of purpose – this is a tough hewn tool that’s ready for almost anything you throw at it. The front bucket seats and rear jump seats are upholstered in correct gray vinyl which is in excellent condition, showing virtually no wear. The dash, steering wheel and controls are all correct and original, and it is equipped with a heater – about the only concession to “luxury” you’d be likely to find in an FJ40. The only deviation from standard is the application of textured bedliner material which not only provides a layer of protection for the bare floors, but also helps to reduce vibration and dampen cabin sounds. The bedliner has been painted body color to mimic the factory interior treatment. Rubber mats also provide a bit of additional protection. We are particularly fond of the way this FJ drives; it displays excellent road manners and feels exceptionally well-sorted. Brakes are strong, steering is tight and the truck sits proudly on its 31” x 10” BF Goodrich All-Terrain TA tires – which look particularly good on the basic, gray painted steelies adorned with dog-dish hubcaps as original. As part of the restoration, the suspension has been thoroughly refreshed with high-quality Old Man Emu components used throughout. Toyota’s virtually bulletproof 2F inline-six displaces 4.2 liters and returns 135 horsepower and a quite useful 210 ft. lbs. of torque. On this truck, the engine bay is extremely well-detailed with original decals and labels in place, and a superbly clean presentation. We are big fans of these rugged, brawny little Toyotas and this is surely of the best we’ve had the pleasure to offer. The high quality, well-detailed restoration lends great looks to match the excellent mechanical condition. This FJ40 is ready to be enjoyed on the road or on your favorite trails.
From 1931 through 1940, the K-series sat atop the Lincoln lineup, serving as the marque’s flagship offering during the height of, and twilight of, the coachbuilt American motorcar era. The first K-series cars were powered by an L-Head V8 of adequate power, but Cadillac’s headline-stealing salvo in the multi-cylinder war prompted Edsel Ford to respond, and he did so with the commission a V12 engine which was introduced in 1932. The K-series was split between the small displacement KA and the larger and more prestigious KB. By 1934, the series was consolidated and powered by a new 414-cubic inch V12, which remained the basis for the line through 1940. The biggest improvements to the engine came in 1936 with the introduction of hydraulic lifters and a revised cam which allowed for smoother and virtually silent operation. Also from 1936 onward, the engine sat further forward in the chassis, which allowed for greater interior volume, and the body was reworked with a more streamlined appearance. Even with the addition of the Zephyr, Lincoln’s wealthiest clients remained loyal to the Model K, as it still offered the road presence and status of a full-sized, coachbuilt motorcar. Lincoln allowed buyers to specify one of at least 17 different custom-catalog body styles; so each car was built to a standard design with colors and trim chosen by the client. Once selected, the car was built and finished to their tastes. The 1936 K-Series Lincoln was elegant and understated, yet it still had an imposing presence that demanded attention. Ultimately however, sales suffered particularly as the junior series Lincoln Zephyr offered twelve-cylinder prestige at a fraction of the price of the hand-built K-Series. This wonderful 1936 Lincoln Model K wears LeBaron style 334, an elegant convertible sedan body with glass partition riding atop a 145-inch wheelbase chassis. One of just 30 examples of its kind produced, this car is believed to have been purchased new by the Wrigley Family, delivered via a California dealer and kept at the family’s famous Pasadena mansion on Millionaire’s Row. It is not known exactly how long the Wrigley’s retained the car, but it is understood that it remained in California for the next seventy years, eventually joining the legendary broadcaster Art Astor’s extensive collection. It remained with Mr. Astor until its sale in 2008 and it has since been treated to a very sympathetic cosmetic restoration that has been maintained in fine order. The car wears high quality black paintwork that remains in very good condition, atop very straight and sound bodywork. The body is subtly striped in dark red and accessorized with dual side mount spare wheels, dual Trippe driving lamps, dual mirrors and a greyhound radiator mascot. The LeBaron design incorporates an elegantly sloping built-in trunk, while a trunk rack is also fitted for additional luggage capacity. Wide whitewall tires are mounted to optional red wire wheels (stamped steel wheels were offered in 1936 as well) which help to add a pop of color and nicely tie together the interior and exterior themes. Inside the luxurious cabin, dark red leather covers the seats and door panels in front and rear. Roll up side glass keeps occupants warm and dry in poor weather, though we can’t imagine the Wrigley family encountering much of that in beautiful Pasadena! The driver’s compartment has recently been retrimmed as part of the restoration work and shows very light use since; while the rear compartment is believed to still feature the original leather, which remains in excellent condition. Rather unusually for an open body style, this car features a division window to offer privacy to rear occupants. Rear passengers are also treated to individual cigar lighters, foot rests and a lap blanket bar. Up front, the excellent dash features an original radio and good quality instrumentation and switchgear. The black canvas top is excellent and when folded, partially disappears behind the rear seats, lending the car a very sleek and finely resolved appearance whether open or closed. Mechanically, this Model K is in fine order, with the V12 engine running strong and returning very good performance. It drives well on the road, the sympathetic restoration helping to retain a good deal of the original character. The engine shows a fair amount of patina from use but remains tidy and clean, very well suited for touring and regular enjoyment. Thanks to its power and smooth running nature, the Lincoln K-Series is a favorite among tour enthusiasts. This car is a recognized Full Classic by the Classic Car Club of America and therefore eligible for their numerous events. Rare and handsomely presented, this Lincoln K would be a most welcome addition to a collection of Full Classic Lincolns or be a fine choice for any enthusiast seeking a beautiful, LeBaron designed, twelve-cylinder Lincoln to enjoy on the road.
Rolls-Royce enjoyed great success with the 20/25, which had proven to be the best selling model in the marque’s history to date. However, as production continued, many owners who fitted large, heavy and luxurious bodies were left quite unsatisfied with the performance. In response, Rolls-Royce introduced the 25/30 which addressed those complaints directly with an enlarged version of the same inline-six cylinder engine, now displacing 4,257 c.c. The brakes were refined as well; a proven four-wheel system with mechanical servo that was built by Rolls-Royce under license from Hispano-Suiza. Other improvements included synchronizers on the top two gears, dual-coil ignition replacing the magneto, and tweaks to the four-wheel hydraulic shock absorbers. Performance was indeed improved, though the 25/30 ultimately proved a stop-gap model between the very popular 20/25 and the replacement Wraith. All told, a mere 1,200 examples were built before the Wraith (and the onset of World War II) ended production. As with all other Rolls-Royces of the period, the works only produced a running chassis. Bodies were outsourced to any number of traditional coachbuilders, with some being ordered by dealers such as Jack Barclay Ltd, while others were ordered directly by clients working with their favored coachbuilder. Our featured example is GRP41, a 1934 25/30 wearing formal Limousine coachwork by Park Ward. An older restoration, it presents in respectable condition with a very sound body, good paint and sound mechanical condition. The limousine body is formal and dignified, built with typical Park Ward quality and precision. It is finished in a two tone black-blue combination with red coach lines. The chassis, wheels, fenders and upper body are in black, accented with medium blue on the body sides. The paint, while older, remains in good condition, showing a few flaws and touchups in places. Black wire wheels and whitewall tires are in good order, again showing some patina but remaining fundamentally sound. The bodywork is solid and the doors and bonnet fit well with typical Rolls-Royce quality. Chrome is in average condition, and accessories include King of the Road headlamps and a single King of the Road spot lamp on the front apron. Dual sidemount spares are also fitted, and the body features an integrated boot. The driver’s compartment is trimmed correctly in black leather, which was harder wearing and favored by coachbuilders to withstand the rigors of the chauffeur’s duties. Black leather also adorns the front door panels and headlining. The materials are in good condition, showing some patina but also remaining sound and inviting. Wood trim on the dash and door caps is in good overall condition, largely intact and without any serious damage, though faded lacquer and some peeling is quite apparent. Rear passengers are separated via a retractable divider window and the cabin is trimmed in gray velour to mimic the original broadcloth. Upholstery quality is good, again showing some ageing but in sound order and quite usable as is. Carpets and headlining are very good while the wood trim is consistent with that in the front; showing some age and fading but largely intact. Under the bonnet rests the 4,257 c.c. inline-six cylinder engine. It is very nicely presented, having held up quite well since the restoration and showing moderate signs of use. Likewise, the chassis and undercarriage appear in sound, complete condition as original. As expected from a 25/30, the robust six-cylinder engine runs well, starting readily and performing admirably. With only 1200 examples built and compared to the more plentiful 20/25, the 25/30 is a rare and desirable Rolls-Royce that still remains attainable by the average enthusiast. In mechanical terms, they are extremely robust and the understressed six-cylinder engine returns respectable performance and easy operation. With room for a family to enjoy, this example could make a fine choice for events such as the British Invasion or for RROC and CCCA CARavan tours.
Introduced in 1931, the Alvis Speed 20 proved to be a very popular model for the Coventry-based marque. Alvis had become known for their focus on exceptional quality engineering, handsome styling and a very high standard of quality. The second of four series of Speed 20 models, the SB Speed 20 featured a number of important refinements. It now featured a longer, reinforced chassis with Bijur lubrication, revised independent front suspension, Hartford Telecontrol dampers and steering and the world’s first fully synchronized four-speed transmission in a production motorcar. The Speed 20 was truly one of the most technologically advanced British cars of the era. Alvis’ proven 2.5 liter inline six remained largely unchanged, retaining its characterful nature and respectable performance. Buyers could specify their preferred coachbuilder, with many cars wearing “catalog” bodies by Charlesworth, Vanden Plas and, in the case of our subject car, Cross & Ellis. This 1934 Speed 20 SB is chassis number 11337, and is one of just 41 such cars built with the evocative, low slung and elegant Cross & Ellis Sports Tourer body. Of those, just 29 are known to still exist worldwide and this example is believed to be the only of its kind in the United States today. This wonderful car carries with it a fascinating and well documented history that begins with its dispatch on June 6, 1934 to Mann Egerton & Co. Ltd of Norfolk. It was assigned the original registration of NG7165, which it still proudly wears today. Original documents show the Speed 20 was delivered in green over green leather trim with body colored wheels and black weather equipment. Martin Hodson was first to take delivery of 11337, and he retained it for twenty five years before selling it to a Mr. G.B. Pearce, Esq, of Hampshire, England. Much of the car’s story comes to life with Mr. Pearce, who corresponded directly with the Alvis works for parts and mechanical advice. According to his letters, the Alvis was purchased after Hodson had a bit of a coming together with the scenery, and Pearce sought advice in its repair. After repairs, he sold the car on to Al Chambers of Powell, Ohio. Interestingly, Pearce stayed involved with the car’s maintenance and care, assisting Chambers with delivering components to Alvis and aiding in shipping. A delightful chain of correspondence between Chambers, Pearce and the Alvis Works is included in the history, covering much of Mr. Chambers’ efforts to rebuild the engine and drivetrain – including a receipt for $5.80 to cover the cost of Alvis opening and inspecting the gearbox. At one point, the Alvis representative talked Chambers out of replacing the original engine, convincing him a rebuild was far more economical. Thankfully Mr. Chambers agreed and the car retains its factory original unit to this day. Chassis 11337 then found its way to another enthusiastic Ohioan named Roy R. Tausch. Mr. Tausch fully enjoyed the Alvis, occasionally participating in vintage races at Nelson Ledges, Watkins Glen and Mid-Ohio. Delightful tales of his adventures with the car at the U.S. Vintage Grand Prix at Watkins Glen in 1977 are included in the history files. Following the passing of Mr. Tausch in 1982, the car was stored away in a barn on the family property. Rumors of its existence persisted, but Mr. Tausch’s widow vehemently refused to sell the car. Finally, in 2006, John Graham, an avid enthusiast of Red Triangle cars was on the property inspecting another car when he saw the silhouette of 11337 beneath a cover. He enquired if it was a Cross & Ellis Speed 20, and the family was suitably impressed with his deep appreciation and knowledge of the car. Mrs. Tausch agreed to sell the car to Graham, knowing it would be in good hands. Graham proved Mrs. Tausch right and soon shipped 11337 to New Zealand, into the hands of master restorers Errol and Rod Tempero who began a painstaking restoration to return the Alvis to its former glory. Some of the coachwork was fatigued beyond repair, and Rod Tempero hand-crafted beautiful new replacements using the originals as a guide. The quality of the work is superb, with beautiful quality finishes and paintwork and a strong focus on returning a great driving experience. The original engine was refurbished and finely tuned, and every effort was made to keep the chassis as close to original factory specification as possible. Full weather equipment was restored to original specifications in black canvas and the only deviations from original were the selection of fawn-colored leather trim and silver painted wire wheels, which Mr. Graham felt best highlighted the beautiful Cross & Ellis lines. Sadly, Mr. Graham did not have the opportunity to enjoy his freshly restored Alvis before he was required to sell it on. Thankfully, 11337’s most recent owner has kept this handsome and elegant Cross & Ellis tourer in fabulous order, maintaining the freshness of the restoration. The beautiful dark green paintwork remains excellent, with finishing and detailing executed to a very high standard. This rare and highly desirable Alvis Speed 20 is ready for enjoyment; quite simply a wonderful driving, and elegant touring car with a most fascinating history that serves to enhance its already charming character.
The end of World War II signaled a dramatic shift in the American auto industry. Car production had halted suddenly in 1942 as factories were retooled for the war effort. Now that the conflict was over, auto production could resume, but the problem for many was that design and development of new models had all but halted during the war, so most manufacturers had to make do with hastily refreshed versions of their existing pre-war models. In the case of Cadillac, however, the outlook was rather bright because that meant resuming production of the brilliant Series 62. For post-war models, the front end design was subtly reworked with a new grille, and the fender profile tweaked with beautiful effect. The proud grille and the flowing, beautifully contoured body would serve as the basis for Cadillac’s design language through the rest of the 1940s and into the early 50s. As was the norm for Cadillac, numerous body styles were available, with the convertible the ultimate of the two-door Series 62. Cadillac still considered itself “The Standard of the World” in this era, and the cars were lavishly equipped with automatic transmissions, the 346 cubic inch monoblock V8 engine, leather upholstery, power accessories and so forth. The model proved very popular with buyers, remaining essentially unchanged through 1947, with nearly 40,000 units of the Series 62 sold. Of that total, just 6,755 left the factory wearing the Model 6267 Convertible Coupe body. Today’s collectors covet the Series 62 convertible for its remarkable drivability, gorgeous lines and Full Classic status as sanctioned by the Classic Car Club of America. This beautiful 1947 Cadillac Series 62 Convertible benefits from a comprehensive, body-off restoration completed within the last few years. It is a well-sorted and fabulous driving example finished in a gorgeous shade of steel blue metallic over a dark blue interior and tan canvas top. A large cache of photos documenting the restoration process show the car was a complete and generally sound example to start with, before the body was removed from the chassis, and all components were stripped, refinished and rebuilt as necessary. The body was jigged and repaired before being refinished in this very attractive steely blue-gray shade. Receipts show a great number of original and NOS trim parts were sourced, and a new interior and top fabricated. The Cadillac presents in lovely condition, with the restoration still appearing crisp and attractive. Paint quality is very good atop straight and well-aligned panels, while the chrome and stainless brightwork is excellent. Riding on fresh Firestone 7.00 – 15 whitewall bias-ply tires with iconic “sombrero” hubcaps adorning the wheels, it sits properly on the road. Cadillac’s stunning original design looks particularly good in this dark color with a hint of metallic to catch the light. It is surely one of the most beautiful American cars of the era. As part of the restoration, the interior was completely retrimmed at great expense. Gorgeous dark blue leather covers the seats and door cards, accented with beige Bedford cord fabric on the seat backs and door panel inserts. Blue carpets are in excellent condition, protected by overmats, and the dash is painted to match the body. Leather on the seats is still in very fine order, showing only the very slightest bit of creasing in the driver’s seat from light use. The interior is well equipped with an original radio, power windows, and a quartz-converted original clock. The large and complex power-operated convertible top frame was fully disassembled and meticulously restored, with the chrome and paint finishes returned to original spec. This process alone accounted for many thousands of dollars and hundreds of hours of labor. The frame was then covered in a tan Stayfast canvas top, along with a matching fitted boot in the same material. The trunk is well detailed in correct materials and includes an original jack, spare, and spare wheel cover. As beautiful as it is to look at, this Cadillac truly shines on the road. It runs and drives exceptionally well, starting easily “on the button” and feeling very tight and well planted on the road. These cars are favorites of CCCA CARavan tourists, as they are recognized Full Classics and they reward drivers with their effortless cruising ability. As part of the comprehensive restoration, the suspension has been rebuilt and the engine runs very strong, with crisp shifts from the Hydra-matic automatic transmission. A new and properly detailed wiring harness from the experts at YnZ’s Yesterday’s Parts ensures the major electrical functions work as they should and the car remains reliable. Underhood detailing is good; showing some light use in places where the finishes have been affected by running, but it is generally very correct and tidy. The original oil bath air cleaner is intact, as is the original glass windscreen washer bottle and proper clamps and hardware. One of the newest cars eligible for CARavan touring, and a truly wonderful machine on the road, this well-presented and desirable Cadillac Series 62 Convertible is a very good example in beautiful colors that would be equally at home at a casual show or cruising effortlessly down the road.
Volkswagen followed the smashing success of the Type 1 Beetle with a basic and practical commercial vehicle that cleverly utilized much of the Beetle’s mechanical make up. Pragmatically named “Type 2 Transporter”, enthusiasts have christened it with myriad nicknames through the years Samba, Kombi, Microbus, Bus, and one of our personal favorites, “Rugbrød” – Danish for Rye Bread - have all been used to describe VW’s ubiquitous Type 2. Like the Beetle before it, the Transporter was brilliant in its simplicity and versatility. Offered in a wide array of configurations, it could be had as a simple panel van, a multi-passenger bus, a single cab utility pickup, a double-cab pickup, and a recreational camper. The earliest versions were powered by a 24 horsepower, 1,131 cc air-cooled flat four shared with the Beetle. Unsurprisingly, the anemic 1,131 cc engine was enlarged multiple times over the course of production to keep up with customer demand for more power. By 1966, when our featured example was built, the engine had grown to 1,493 cc and power had more than doubled to 54 bhp. Your license is safe behind the wheel of a Transporter, but the plucky little engine produced just enough grunt to keep moving at highway speeds and make for a delightfully entertaining drive. As early as 1951, VW contracted with Westfalia-Werke of Germany to convert Transporters into recreational camper vans. The signature “pop-top” was a clever design that increased interior space and allowed users to stand up inside the van. The pop-top became the hallmark of Westfalia for decades to come, particularly on the hugely popular T2 vans of the 1970s. Westfalia offered numerous fittings to outfit a camper van for everyone from the casual weekender to the serious cross-country traveler. Hippie culture in the 1960s and 1970s popularized these quirky little vehicles, and today’s enthusiasts covet the VW “Westy” for its incredible practicality, period charm and its status as a cultural icon. We are very pleased to offer this truly delightful and amazingly original 1966 Volkswagen Type 2 T1 with the Westfalia SO 42 camper package. From the final year of split window T1 production before the “bay window” T2 was introduced, it benefits from all of VW’s continuous refinements over the course of production. This fabulous Westy comes to us from a long-term owner who purchased it from the original owner over 20 years ago. Originally sold via Fred Howe Motors, Inc of Brookfield, Wisconsin, this bus lived a charmed life from day one. The first owners, Mr. and Mrs. Gutowsky of Glendale, WI, used the camper regularly but took incredibly fastidious care of it. It was reportedly stored on planks in a dirt-floor garage when not in use, and was never used in the harsh Wisconsin winters. As a result, it has survived in staggeringly original condition, having never been rotted or rusty. When the most recent owner acquired it 20 years ago, he continued to enjoy it carefully. The only modification made was the addition of Velvet Green paintwork below the feature line, a correct VW color in a factory correct pattern that highlights the delightful lines of the T1. The paintwork is beautifully executed and the original body panels are remarkably straight. Chrome is limited to the hubcaps and some bits of trim, which all appears in very good condition. Doors and panels fit to factory specs which are consistent and return that solid feel of a properly aligned and unmolested shell. This bus was very well equipped from new, with a great number of Westfalia options. The SO 42 Camper Car package included screened, venetian blind windows, the aforementioned pop-top central section to the roof, curtains, sink, refrigerator, and fold out tables and configurable seating for dining or sleeping. The layout and design are very clever, making use of virtually every square inch of space, and when the van gets too tight, and when space gets tight, an original canvas tent can be attached outside. All interior fittings on this example are in remarkably original condition, even the curtains, pop up and tent canvases and front seat upholstery remain in fantastic, beautifully preserved order. Other options and accessories include a period original compass, original Westfalia roof rack, transistor radio, EMPI step plates, rear mud flaps, a windscreen washer, Eberspasher heater (reported by the previous owner to work well!), and original seat belts. Mechanically, this VW remains in very fine condition, having been exceptionally well maintained from day one. Original service inspection stickers can still be found under the engine cover, the original service book includes dealer stamps, and the most recent owner had the original engine (# H00792993) rebuilt, using it sparingly since. This is surely one of the most authentic and cherished split window Westalias available with the highly desirable SO 42 Camper Car package. The sale includes original documentation, owner’s books and instruction manuals all within the selling dealer’s pouch. This is a delightful collector’s piece in fabulous condition that can be enjoyed by the whole family.
In 1960s Sweden, Volvo was well-established as a manufacturer of rugged, dependable cars with solid sporting credentials. But their slightly stodgy and austere appearance meant they were unfairly dismissed as quirky and eccentric, particularly among American buyers. But for those in the know, the PV444 and PV544 saloons were quite entertaining to drive and the Volvo four-cylinder engine was virtually bomb-proof and capable of making big power when tuned. In an effort to improve its sporting image, Volvo introduced the P1900 sports car, a fiberglass bodied machine with a tuned “B14” engine that produced 70 horsepower. Unfortunately, it did not live up to Volvo’s usual standard of quality and only 68 examples found buyers. Thankfully, Volvo did not give up at the first attempt and they quickly returned to the drawing board, commissioning a new car based on a shortened Amazon chassis with an all-new steel body. Several Italian design firms were courted to style the car, with the winning proposal penned at Carrozzeria Pietro Frua by a 24 year old Swede named Pelle Petterson, the son of a Volvo Exec who, rather conveniently, just happened to be on an internship at the Italian design firm. Frua constructed the first prototypes, and once the final design was approved, the next problem became where to build it. Volvo’s assembly plants were already at maximum capacity with other cars, so after consulting with several coachbuilding firms such as Karmann and Drauz, Volvo eventually struck a deal with Pressed Steel Company of West Bromwich, England to manufacture the major body components and Jensen Motors Limited to handle the final assembly. Soon, though, Volvo cited quality control problems with Pressed Steel, as well as the rising cost of shipping cars and parts back and forth from Sweden, so production of the P1800 S (for Sverige, or Sweden) came home Sweden to ensure more consistent quality. Volvo had a sensation on their hands which was only enhanced when a white P1800 became the chosen steed of Simon Templar, the fictional character played by Roger Moore in “The Saint”, a British television program about a dashing criminal/playboy who steals from the baddies to line his own pockets. From that moment forth, the Volvo P1800 has earned its place as a cultural icon for a great many men and women of a certain age. Exemplary in nearly every way, this 1964 Volvo P1800 S is one of the finest we have had the pleasure to offer. Built after August of 1963, this VD-series Swedish-built car has been restored to the original trim tag in the classic shade of Pearl White (Volvo code 79-1) over a red cockpit and is a beautiful example of this iconic sports car, in the colors and spec as preferred by Mr. Simon Templar himself. A full, professional restoration has been lavished upon it, and it presents in superlative condition throughout. The white paintwork is outstanding, laid down on absolutely straight panels with excellent body fit. Chrome plating is to show-quality standards and the steel wheels wear correct style original hubcaps with trim rings and properly sized rubber for just the right stance. It is a beautifully presented car, with fine detailing and presentation. In the stylish 2+2 cockpit, red upholstery (Volvo Code 307-265, per the trim tag) offsets the white paintwork beautifully, and is in very fine order. The material on the seats is excellent, showing little in the way of use. Likewise, two tone door panels are excellent and the dash is fitted with the beautiful, signature blue-faced instruments and a period correct Blaupunkt AM/FM radio. Other pleasing touches include the original steering wheel and a pair of factory original shoulder belts – Volvo has always been about safety, after all. The boot is lined in red carpeting per original, and a rare Volvo-branded cover adorns the spare tire. The engine bay is exquisitely detailed, with Volvo’s robust B18 engine presenting in show-quality condition. Paint finishes are correct on the block, head and ancillaries, the twin S.U. Carburetors have been beautifully polished and correct hoses, fittings and hardware are found throughout. The engine is mated to a four-speed manual box with electric overdrive for effortless cruising. The P1800 S is a wonderful, slightly off-beat 60s sports car that returns surprisingly good performance and handling. This example is no exception; the high-quality restoration translates into a car that drives and feels delightfully solid and planted with that signature Swedish robustness. Desirable and highly collectible, this stylish Volvo P1800 S is surely one of the finest of its kind on offer today.
Filling the shoes of the outgoing Phantom II would be no easy task for Rolls-Royce. The PII had proven to be one of the marques more successful models, firmly establishing it as the leader in the world luxury motorcar market. But as Rolls-Royce was enjoying their status as the maker of the world’s finest automobiles, even they weren’t immune to pressure from the competition. With the introduction of the Phantom III in 1936, Rolls-Royce joined the multi-cylinder race that was spurred on by the likes of Cadillac, Pierce-Arrow, Hispano-Suiza and Packard. Replacing the venerable inline six that traced its roots to the Ghost was an all-new, clean-sheet design V12 engine constructed of aluminum alloy and displacing 7.32 liters, or 447 cubic inches. While the V12 layout was certainly a departure for the company in terms of road car power, it was not at all unfamiliar territory given their vast experience with aero engines of the same configuration, and many of the Phantom III engine’s features borrowed heavily from the firm’s aviation experience. The Phantom III was the final car to be designed under the auspices of Sir Henry Royce, though sadly he would die before the car would reach its final stages of design and production. As typical, Rolls Royce supplied running chassis to clients and dealers, so cars were despatched to coachbuilders chosen by clients or dealers. Of the great traditional British coachbuilders, Barker was one of the oldest and most revered. Founded in 1710, the firm employed top craftsmen who produced the finest, most lavish carriages available, many of which featuring ground-breaking designs. The founder of Barkers, formerly an officer in Queen Anne’s Guard, utilized his contacts within the Royal Family to secure many high-profile contracts, producing numerous carriages for King George III and Queen Victoria. They made the natural transition to motor bodies at the turn of the 20th century, going on to produce distinctly elegant bodies for a number of cars, with a heavy emphasis on Rolls-Royce and Bentley chassis. This 1936 Rolls-Royce Phantom III, chassis 3BU2 was the very first B-series Phantom III delivered and wears distinct and beautiful one-off coachwork by Barker. The Two-Seat Sports Coupe body is a rather unusual style for the Phantom III, as the flagship chassis was generally fitted with large multi-passenger bodies. A stunningly beautiful car, it is one of four fixed-head coupes supplied by Barker on the PIII chassis, and the only one to feature a Dickey seat and rear mounted spare wheel. This example was sold new in March of 1937 to a Mrs. Frances Bell, wife of Dr. Dennistoun Mildeberger Bell of Amangansett, New York. A photo of the car when new can be found in Lawrence Dalton’s book, Rolls Royce: The Derby Phantoms (p. 375). It is not known how long the car was in the possession of the somewhat eccentric Bell family, but it remained on the East Coast of the U.S. for much of its life. In more recent years, it received a cosmetic restoration in England, and then returned to the United States where it received a mechanical restoration by the highly regarded Phantom III experts at Dennison-Jayne Motors of West Chester, Pennsylvania. Today, this remarkable Rolls-Royce Phantom III presents in handsome condition, its older restoration and paintwork having held up quite well, though showing a few minor flaws upon closer inspection. The two-tone paintwork suits the handsome Barker coachwork very well, with black wings and top surfaces accented with deep burgundy body sides and gold coach stripes to provide a visual break between the two. Paint quality and body fitment are very good. The coachwork is decidedly sporting, particularly for a PIII, with Lucas Tri-Bar headlamps, a single center-mounted spot lamp, kneeling Spirit of Ecstasy mascot, black-wall Michelin tires, and polished wheel discs. A single, rear-mounted spare wheel enclosed in a painted metal cover keeps the body-sides, adding a unique touch to the Barker design. The lush and luxurious cabin is trimmed in burgundy leather and wool carpet, highlighted with gorgeous, restored burl wood. The leather is in very good condition, showing some age since the restoration but remaining handsome and quite presentable, particularly against the beautifully restored wooden dash and door caps. It is fitted with an original-style heater, which would make sense given its origins in the North East of the USA. The cabin is comfortable and inviting, with a welcoming patina and very nice detailing. Mechanically, this twelve-cylinder Rolls Royce benefits from $150,000 worth of extensive servicing by Dennison Motors. The mechanical restoration included fitting of new pistons, rings, wrist pins, and cylinder liners. The camshaft was re-profiled and the valvetrain converted to more reliable roller-type cam followers, and the favored hydraulic tappets remain in place. All major ancillaries were rebuilt at the time, such as the water pump, oil pump, flywheel, distributor and carburetor. At the same time, the clutch was rebuilt and relined, all new mountings fitted and the body rewired. The Bijur lubrication system was also overhauled in conjunction with a front-end and brake system rebuild. In the time since this overhaul, it has been sparingly used and continues to be an excellent driving example. This handsome, beautifully presented one-off Phantom III is a rare and highly desirable sporting model, comprehensively serviced by marque experts in order to resolve typical PIII mechanical trouble areas, and it remains in fine order, ready for regular enjoyment on tours and driving events.
After the Silver Ghost had fully cemented Rolls-Royce’s status as constructor of the world’s finest motorcars, the company began the difficult task of engineering a worthy replacement. The Silver Ghost chassis was incredibly over-designed and built to a standard that was virtually unmatched by its rivals, so the task of improving it would be certainly be a challenge. Rolls-Royce had to make sure the new car lived up to the lofty standards it had set with the Silver Ghost, and far exceed the demands of their exclusive clientele. The Ghost’s replacement was developed in intense secrecy, with the project even gaining a code name of “Easter Armoured Car” to throw off potential industrial spies. Once revealed, the New Phantom made headlines with its 7.7 liter inline-six, a development of the Ghost’s unit but heavily reworked to feature advanced pushrod-actuated overhead valves. The block was cast in alloy, with the cylinder head cast in iron on early cars, which was switched to aluminum alloy after 1928 to correct corrosion issues. Suspension, steering and brakes were an evolution of the Ghost’s but thoroughly improved to provide more modern ride and handling and to ensure stopping power in keeping with the new, more powerful engine. Thanks to the success of the Silver Ghost, an assembly plant had already been established in Springfield, Massachusetts to build cars specifically for American buyers. The New Phantom debuted in 1925 (only renamed Phantom I following the arrival of the Phantom II), and by 1926, they were leaving the Springfield works to very strong demand. A vast array of catalog body styles were offered, with the famous coachbuilders at Brewster getting a large number of contracts for the Springfield cars, which was only natural as Brewster had come under the control of Rolls Royce in 1925. Between 1926 and 1931, 1,241 Phantom 1s left the Springfield works. One of the most handsome and elegant Brewster designs for the Phantom 1 was the All Weather Phaeton; officially known as the Newmarket in Brewster’s catalog. In the tradition of the American convertible sedan, the Newmarket is full convertible that when open, looks like a sporting Phaeton, but is fitted with roll up glass windows and foldable B-pillars that when in place, lend the appearance of a formal sedan and provide excellent protection from unpleasant weather. This fine example is chassis number S138FR, a 1929 model that benefits from many of the factory upgrades made through the course of production, including the desirable alloy cylinder head. Finished elegantly in all-black livery with a striking polished reveal, this handsome motorcar wears an older restoration that does shows some light patina in places, yet remains very attractive. The quality of the restoration is very good, with excellent panel fit and fine detailing. A CCCA 1st Place badge attests to the fact that the car was restored properly when it was done. It is well accessorized with dual sidemount spare wheels, dual horns, and a covered trunk on the original trunk rack. The black paintwork is in fine order, with good quality bodywork lending straight and deep reflections. Subtle red coachstripes accent the black and polished alloy beautifully. Inside, black leather trim is attractive and lightly care worn, showing some use since the restoration. Seats, carpets and door cards are free of any damage or issues, and the cabin is a marvelous place to spend a day or more touring the countryside. Correct original instrumentation resides in the polished wood dash and Rolls-Royce’s signature aircraft-quality switchgear remains in excellent order. The Phantom benefits from a conventional drive arrangement, with traditional three pedals and a center mounted gear lever, allowing for easy operation in modern conditions. The convertible top wears new black canvas upholstery, and the mechanism works as it should. A matching canvas boot covers the works when in the open position and an upholstered trunk cover ties the look together nicely. Out on the road is where this example truly excels. The well detailed and correctly presented 7.7 liter inline-six delivers endless torque and exceptional smoothness, which allows drivers to simply select top gear and motor virtually anywhere without shifting. This car has been very well sorted and cruises effortlessly, the strong engine backed by tight suspension and powerful brakes. Versatile and desirable coachwork, a nicely mellowed and handsome restoration and excellent mechanical condition come together in a wonderful Phantom I that is a prime candidate for RROC tours, CCCA CARavan tours, or other casual shows and events.
Brothers George and Sam Barris were car nuts from their earliest days. As a young boy living in California, the younger George would build balsa wood model cars and carefully customize them, paying close attention to detail and form, winning multiple contests with his work. The first real car he and his brother restored was a 1925 Buick they received as payment for their labor in a family restaurant. They immediately began changing its appearance, making subtle improvements and experimentations… and with that, Barris Custom was born. The brothers opened the Barris Custom Shop when George was just 18, and began doing bodywork and mild customizing for their friends and school mates. Their first major breakthrough came in 1951 when a customer named Bob Hirohata ordered a custom Mercury from Barris Customs after seeing one Sam had built for himself. The resulting car, which became known simply as “The Hirohata Merc” is widely regarded today as one of the most important custom cars in history. When new, it was shown at the Detroit Motorama where the exquisite style and craftsmanship overshadowed much of the work by Detroit’s top designers. The success of the Hirohata Merc drew newfound attention to their shop and orders from California’s elite began pouring in. While George would eventually become known for his wild, over-the-top “Kustoms” and kitschy movie cars, his early work was substantially more subdued and finely considered. One early customer of note was the famed Hollywood superstar Clark Gable. Beyond his on-and-off screen exploits, Gable was extremely well known as a collector of the finest automobiles. Throughout the course of his illustrious career, Gable owned several Duesenbergs (including a Model JN and an SSJ), a Packard Eight Convertible Victoria, and both a Mercedes Benz 300Sc and 300SL Gullwing, among many others. When Jaguar unveiled their sensational new XK120 in 1948, Gable was smitten by the stunning new machine from Coventry, England, and he soon appeared in person at International Motors on Wilshire Boulevard in Hollywood to insist that HE would be the recipient of the very first XK120 delivered on the West Coast. Gable would go on to own two other XK120s, one of which was a gift by Tony Hulman of Indianapolis Motor Speedway fame, and would remain in Indy for its whole life. While his last XK120 was a 1952 model which he promptly handed over to George and Sam for the Barris Customs touch, and is the subject we proudly feature here. Clark Gable was certainly no wallflower, but as evident from his other famous cars, he had restrained and sophisticated tastes when it came to motoring. Because of this, he didn’t go crazy with the XK120, instead relying on George Barris to subtly refine the shape of the already gorgeous standard XK120. Starting with a stock 1952 Open Two Seat model on steel wheels with rear wheel spats, Barris began at the front end by shaving the trim from the headlights, as well as smoothing the front fenders by shaving off the turn signal plinths. The wing mirrors were removed and holes filled, while the body sides are essentially left alone to highlight the beautiful original shape. Around the back, the boot lid is shaved, save for the handle, and the license plate relocated down low. A removable hard top was built to appear like a Carson Top, which features a full headlining and a leather trimmed parcel shelf that complements the red upholstery. To finish it off, a pair of subtle Barris Custom Cars badges were affixed to the cowl below the windscreen posts. The overall effect is quite understated, highlighting the beauty of the basic XK120 form quite brilliantly. Upon its discovery in 2010, this very important Jaguar XK120 was sent to marque expert Jim Kakuska of JK Restorations in Oswego, Illinois where it received a stunning restoration to concours standards. It presents today in beautiful condition, with the lovely paint color reminiscent of Jaguar’s own Opalescent Sand. The body and paint are finished to concours-quality levels, the panel fit is outstanding and the long, sweeping body sides are exceptionally straight. The car retains the original steel wheels and wheel spats which, combined with the subtle Barris touches just make this XK120 look impossibly sleek and beautiful. Chrome plating on the delicate bumpers, windscreen frame, wheels and minor fittings is all of show-quality. This car is a numbers-matching example with a Jaguar Daimler Heritage Trust Certificate as well as a certificate of authenticity from Barris Kustoms to confirm its incredible pedigree. As with the body, the interior was restored to a very high level in correct red leather trim on the seats and door cards, along with proper red cockpit rails, dash and wool carpeting. The quality, fit and finish are outstanding. The Barris-designed, Carson-style hard top was restored to original spec, trimmed in tan canvas to give the appearance of a soft top (there is no folding soft-top fitted). The inside of the top is lined in red, with the distinct parcel shelf area covered in leather to match the seats. Otherwise, the interior is standard fare XK120 OTS, just restored to concours quality. The outstanding quality continues when lifting the bonnet to reveal the original 3.4 liter XK six-cylinder engine. Topped with signature polished alloy cam covers, it breathes through correct S.U. Carburetors and proper porcelain exhaust manifolds. As one would expect from a specialist restoration, the detailing is to a very high standard and the engine bay is simply gorgeous to look at. It is a very strong running car as well, having been well-sorted since the restoration and is highly enjoyable to drive. The car comes to us fresh from the lawn at the 2017 Pebble Beach Concours d’Elegance, and the sale will include the aforementioned Heritage Certificate and Barris Documentation, as well as copies of period photographs of Mr. Gable with this XK120. This very special and truly unique Jaguar XK120 benefits not only from a fascinating history, but also from a truly world-class restoration by respected marque experts, and is certain to qualify for virtually prestigious concours or road event worldwide.
Rising from the ashes of the defunct Henry Ford Company, Henry M. Leland’s Cadillac Automobile Company quickly established itself as a leader in innovation, mechanical sophistication and luxurious quality. That spirit continued under the auspices of General Motors after its acquisition in 1909, for it was Cadillac that brought consumers the first electric starter, the first electric lamps, the first installation of safety glass, the first synchromesh transmission, the first dual-plane crankshaft V8 and even the first V16 engine. From their earlies models, Cadillac’s exceptional build quality and elegant style put them proudly at the pinnacle of General Motors where they remain to this day as one of America’s oldest continuously operating car companies. Cadillac was enjoying great success as they rolled into the 1930s. A wise decision to include the lower-priced LaSalle sub-brand kept the company afloat even as the economy faltered. They entered the decade with a heady confidence that spawned the incredible V16 and V12 models. But Cadillac’s mainstay for the 1930s was the 355 series; an 8-cylinder model manufactured between 1931 and 1935. Gradual evolution of the series led to the 355D and 355E of ’34 and ’35 respectively were the final models of the range, and both were largely similar in terms of style and mechanical spec. The 355E Model was divided into three series based on wheelbase, the Series 10, 20 and 30. Bodies were supplied by Fisher and Fleetwood and featured new styling with a v-shaped radiator grille that was canted back, a raked windscreen and detailing heavily influenced by the streamlining era. GM’s “Knee Action” independent front suspension was introduced in 1934, and the 353 cubic inch L-head V8 engine produced 130 horsepower in later models. Between 1934 and 1935, just 8,318 355s were produced. We are offering this 1935 Cadillac 355E Series 10 Coupe on behalf of the Classic Car Club of America Education Foundation, with one hundred percent of the proceeds going to benefit this worthwhile cause. This Series 10 rides on a 128” wheelbase and is fitted with a stylish Rumble Seat Coupe body by Fisher. It is presented with a good, older restoration, finished in tan, accented with apple green wheels and whitewall tires. The paintwork does show numerous imperfections but remains fairly attractive overall, and is presentable as a driver-quality car. The Fisher-designed body is quite sporty and features a pair of Trippe lights up front, a rumble seat and a rear-mounted spare wheel with body-colored metal cover. The body is in good condition, with good panel fit and nice quality chrome plating on the lamps, bumpers and trim. The interior is trimmed in tan broadcloth which does show some small tears, but remains serviceable for regular use. Brown carpets are in good condition, as is the brown vinyl upholstery on the rumble seat. Door panels, headlining and topping are good, as is the cockpit chrome trim and switchgear. The twin-cowl dash is very attractive, with bright metal inserts facing the driver and passenger and lovely cream-faced instruments. Aside from the few obvious flaws, the interior is generally quite sound and usable as is. Likewise, the engine bay is in good driver-quality condition, with correct major components, while fittings and hardware appear in good condition. It runs and drives quite well, the V8 producing 130 horsepower, sending power through a 3-speed synchronized transmission. Cadillacs of this era are lovely and enjoyable to drive, with excellent ride and handling from the independent front suspension and smooth power from the seemingly bulletproof L-head V8. This Cadillac Series 10 would make an excellent choice for touring and casual enjoyment on the road. This is a stylish and rare Cadillac that can be enjoyed as is, or restored to a higher level as desired. Hyman Ltd. is very pleased to assist the CCCA Educational Foundation, and all proceeds from the sale of this car go to benefit a very worthy cause that serves to educate and indoctrinate young people to the joys of our beloved hobby.
Discussions of the great American automobile companies will likely include the mentions of Packard, Duesenberg, and Cadillac, while firms with illustrious histories like Marmon often get left in the shadows, despite their enormous contributions to motoring history. Cars such as the Model 34 pioneered the use of aluminum as a weight saver in engine blocks, bodies and chassis. The Model 34 helped to solidify Marmon’s reputation in sport, where they famously achieved such feats such as setting the “Cannonball” coast-to-coast record. Marmon’s most famous motorsport victory came at the hands of company engineer and retired racer Ray Harroun who, driving the famous Marmon Wasp, won the very first Indianapolis 500 Mile Race in 1911. In the late 1920s and early 1930s, Marmon was still best known for building luxurious, high performance motorcars to take on the likes of Packard and Cadillac. Development of their revolutionary V16 engine began as early as 1927, but production was not realized until 1931. Cadillac had beaten Marmon to market with its own V16 engine, and Peerless was working on one of their own, both of which were not-coincidentally designed by ex-Marmon engineers. Regardless, the Marmon Sixteen was a gorgeous engine, an 8.0 liter, 491 cubic inch aluminum unit that produced a full 200 horsepower, handily surpassing the output of Cadillac’s sixteen. The powerful, beautiful Marmon Sixteen was produced for just three years, and with only 390 built, it remains one of the most desirable and storied automobiles of the classic era. This incredible 1931 Marmon Sixteen Low Boy Roadster is one of the most uniquely jaw-dropping machines we’ve had the pleasure to offer. It is a stunning work of art, built to the highest of standards using genuine Marmon components throughout the build. The story of this remarkable car began as many similar projects do, with a casual conversation between father and son that started with “Wouldn’t it be cool if…” In this case, the subject was the Marmon Sixteen; an automobile they thought would make the ultimate hot rod purely because of that gorgeous and powerful engine. As owners of two Marmon Sixteens, it was unthinkable to cut an existing car, but a family friend, who also happened to be a Marmon expert and owner of a great number of original parts, offered them a project of his own – a rough 1931 Marmon Sixteen rolling chassis, less body. No real history was known on the car, and with 90% of the body missing, it was the perfect basis for them to embark on their project. Despite it being a derelict chassis with just the engine, radiator, cowl and doors, the Marmon rather surprisingly was fired up and driven onto a trailer. From there it began its remarkable transformation in the hands of this father and son team, with help from Hot Rod Garage of Sand Springs, OK. Engine, driveline and suspension components were all rebuilt and restored, with careful attention paid to each nut and bolt to ensure world-class, concours level finishes. Special care was given to preserve as many original Marmon components as possible, with a number of new parts purchased from marque experts. As the chassis was assembled, components were carefully enhanced with a traditional hot rodder’s approach. As a result, the engine, chassis, gearbox, brakes and rear axle are all original Marmon parts, restored to perfection and beautifully presented. Using the lower section of a genuine Marmon coupe as a template, a new steel body was fabricated from scratch to sit atop the chassis. The beautiful body features laser-precise panel fit, while original Marmon hardware was used in every possible area. Root Beer brown paintwork is stunning, again finished to concours standard by Hot Rod Garage. Stunning details include the leather and stainless spring straps that hold the hood in place, show-quality plating on the grille slats, and the air cleaners for the triple carbs subtly breaching the surface of the hood. Original door handles were utilized, while the rumble seat has been shaved, and is opened with an electric solenoid. The car sits low and long on its 145-inch chassis, riding on one piece polished Billet wheels, made especially for the car by EVOD in Los Angeles using the original Marmon artillery wheels as a template, and wider in the rear for that quintessential Hot Rod stance. The magnificent, 491 cubic-inch V16 engine is no doubt the star of the show. It is exquisitely detailed, with stunning, custom fabricated exhaust headers, polished valve covers, and a trio of Stromberg DDR2 carburetors atop a custom manifold. The masterpiece is shown to the world via the simple hood, sans side panels for all to see the stunning craftsmanship. All of the work performed is simply beautiful, and yet the car remains completely functional as well thanks to the expertly restored original drivetrain and chassis. The cockpit features lovely beige leather trim with simple pleating on the seats and door cards that reflect the uncluttered elegance of the exterior. Incredibly, the dash features original Marmon instruments in an engine turned fascia panel. The owners even went so far as to retain the Marmon steering wheel and shifter. Even the door latches and hinges are original, NOS Marmon pieces. This was clearly a labor of love that is both fresh and creative, yet pays respectful tribute to the original car. Following its completion, the Marmon Low Boy has only participated in one major show, the 2011 Grand National Roadster Show. All aspects of the build from start to finish are documented and presented in a bespoke book. Since the Roadster Show, it has been shown only casually at local events and used sparingly, kept in a climate controlled private museum. It remains in stunning condition, still appearing fresh and ready for show and enjoyment. This is a one-of-a-kind opportunity to acquire a breathtaking and truly unique piece of rolling art work that seamlessly melds the American Classic Era with the great American tradition of Hot Rodding.
The civilian Willys pickup truck is perhaps not as well-known as the ubiquitous Jeep CJ Universal Utility Vehicle, but it is nonetheless a very important machine that helped set the stage for the pickup becoming one of America’s most popular vehicles. Willys Overland wisely capitalized on the “war hero” status of the Jeep, expanding the line into pickups and utility wagons proved a very wise move. Introduced to the market in 1947, the Jeep Truck shared the same basic architecture as the Station Wagon. Willys offered a Pickup, Stake Bed and Cab & Chassis configuration to buyers with either 2wd or 4wd. The 134 cubic inch “Go-Devil” F-head four-cylinder engine was standard, and while it wasn’t much of a powerhouse, it was virtually bomb-proof, having proved itself in harshest conditions imaginable during WWII. An equally tough 3-speed Borg Warner T-90 backed the engine, and four-wheel-drive models got a two speed transfer case. The 4WD had a 1-ton payload rating, and buyers could even opt for a power take off which could operate an endless variety of specialized equipment for farming and industry. Like the mechanical layout, the styling borrowed heavily from the classic Jeep CJ, with its iconic vertical grille and separate flat fenders up front. It was no doubt utilitarian, but it also had a particular charm that captivated buyers. The Willys Jeep Truck was built through 1964, and its DNA lives on in today’s ultra-capable Jeep vehicles. This 1948 Willys-Overland Jeep Truck is far and away one of the best we’ve ever encountered. It has been treated to a full nut and bolt restoration with careful attention paid to detail and accuracy. Awarded an AACA Senior National First Prize in 2011, it remains in outstanding condition from top to bottom. The attractive two-tone light blue paintwork is a factory correct color scheme, the darker blue main body and bed highlighted by light blue panels on the doors and roof. Body color steel wheels are unadorned with hubcaps or trim rings, with subtle red pin stripes being the only nod to decoration. The wheels are wrapped in chunky, period correct off-road tires that give the Jeep a fabulous, purposeful look. A single spare wheel is mounted to the bed side as original, allowing for an unobstructed cargo area. It is equipped with an original Power Take-Off on the rear bumper, complete with the original safety guard. Paint finish is outstanding, and the body fit is appropriately consistent with a utilitarian machine such as this. The bed appears to have never been used since the restoration and is straight and free of dents, dings or scuffs and features a fabulous “WO” logo tailgate. Chrome plating is limited to just the front bumper, headlight rims and some exterior hardware, but it is extremely nice, having been restored to the same high standard as the rest of the truck. This Jeep Truck truly is a beautiful beast. The cab is trimmed with maroon vinyl upholstery piped in white on the split bench seat as original, with tan cowlboard door cards and a red tweed headlining. Like the rest of this wonderful truck, the work impeccably executed. Being a workhorse means there’s little in the way of creature comforts, but it does have an original heater and a quintet of fully restored gauges to keep the driver in tune with happenings under the hood. The dash features a two-tone scheme that mimics the exterior, and the paint finishes, chrome plating and switchgear are all in excellent condition. The transmission is shifted via a column-mounted lever, while the three floor mounted levers control the transfer case in/out, high/low ranges, the in/out for the factory equipped PTO. The jack remains in factory location behind the seat, and a basic rubber mat lines the floor. The undercarriage and engine bay are equally well-presented, in basic black finishes on the chassis, axle and suspension components. It is exceptionally clean and tidy underneath, with paint work in the wheel wells as nice as that on the body. Willys’ Go-Devil four-cylinder engine runs very well and is fully detailed, showing some light use on the finishes but otherwise in excellent condition and very correct in terms of hardware, hose clamps and fittings. We can’t help but be big fans of this delightful Willys Overland Jeep Truck. It is basic and utilitarian yet so well detailed and beautifully restored that you can’t help but fall for its rugged charm. A true show-quality example of this rare and desirable Willys Overland, it is ready for further show duty, or for regular enjoyment on the road – or anywhere else you may dare to take it.
E.L. Cord’s takeover of Auburn in 1924 was exactly what the Indiana-based manufacturer needed to turn around its faltering fortunes. After years of building good quality but rather staid cars, E.L. Cord transformed them into one of the most exciting American automobile companies of the time. Cord focused on style and value, literally using bright color schemes to shift unsold inventory before redesigning the entire range. The new models under his guise used engines supplied by Lycoming (who also happened to be part of Cord’s ever-growing business empire), and Auburn established itself as a leader in the entry-level luxury market, with some of the most affordable and stylish 8-cylinder cars in the segment. Despite the onset of the Great Depression and slow sales in the previous few years, Auburn was enjoying quite a renaissance in 1931 thanks to the 8-98 (8 cylinders, 98 horsepower). The powerful new Lycoming straight-eight engine was paired with a rigid X-braced chassis of 127 inches in wheelbase. The revised chassis featured Lovejoy hydraulic shock absorbers, and a Bijur lubrication system that made maintenance a breeze. A line of fabulous new bodies from Cord-owned coachbuilders brought sophisticated Hollywood style to the streets, all at a price that made them some of the most affordable 8-cylinder cars of the day. The most famous and overtly sporting of the new design Auburns was the Boat Tail Speedster, thought the 8-98 was also available as a fully closed sedan and a strikingly handsome and versatile Convertible Phaeton. Regardless of the body style, Auburn offered a high quality and stylish automobile at an incredibly attractive price. This 1931 Auburn 8-98 wears desirable and fetching Convertible Phaeton coachwork. The restoration, while older, was performed by marque expert Randy Ema and it remains in fine condition throughout thanks to recent refreshing. It is presented in a striking two-tone red and burgundy color scheme, with a dark red body is subtly highlighted by deep burgundy fenders and feature lines, while bright red striping ties the scheme together. The bright and sporty color scheme is further enhanced by beautiful chrome wire wheels fitted with double-whitewall tires. This CCCA Senior Award-winning example has been very well restored and maintained by a series of notable enthusiasts, including Tom Kemp, Chris Logan, James Couzens and ACD Club stalwarts Gary and Cheryl Howe who enjoyed the car in a great many club activities. This Auburn is very well detailed, presenting in crisp and attractive condition and accessorized with dual sidemount spare wheels, chrome headlamps, dual chrome horns, a single Pilot Ray spot light, body-color radiator louvers, and a winged goddess mascot. Panel fit is very good, paint is gorgeous, and the overall quality is that of a car that was beautifully restored and enjoyed with care and respect. Dark tan leather upholstery is in similarly fine condition, having taken on a light patina, remaining supple and free of any damage. Dark brown carpets are also in fine condition, showing only minimal wear. Chrome trim tops the dash, which is again in very nice condition with original instrumentation in a textured alloy fascia. The interior color is very well judged against the paint, and well-presented thanks to the high quality restoration. A fresh tan top in Haartz canvas has been recently fitted, and is in excellent condition. Mechanically, it is in good order with a well-presented Lycoming straight-eight that is nicely detailed and strong running. These engines are very stout, delivering healthy doses of torque to allow for easy cruising. Paint finishes are very good, with no apparent peeling or chipping on the block or head. Hose clamps and hardware are of the correct type and the engine remains very clean and tidy, showing careful use and care over the years. With good history from noted ACD enthusiasts and a restoration by one of the most respected names in the Auburn-Cord-Duesenberg field, this stylish and sound 8-98 Convertible Phaeton is certain to please its next caretaker. Long on style and very desirable among collectors, this fine example is prime for CCCA CARavan tours, AACA events and or for simple enjoyment on the road.
Europe, and particularly France, during the late 1930s was a hotbed of tremendous creativity and experimentation in coachbuilding. Firms like Hooper, Fernandez & Darrin, and Barker began to experiment with art deco style and ever more dramatic designs. But it was the French carrossiers like Chapron, Saoutchik and Figoni et Falaschi who truly embraced the high style of the Art Deco period with their sweeping, magnificent and flamboyant bodies. Of the great French design houses, it was Figoni et Falaschi that became the benchmark for the era, doing their finest and most notable work atop Talbot-Lago, Delage, Delahaye and Bugatti chassis. For collectors, the combination of Figoni et Falaschi coachwork and the race-bred Delahaye chassis is the ultimate expression of the period; a virtually unattainable piece of artwork that epitomizes the glamour of late 1930s France. For the enthusiast wishing to experience ownership of such an iconic piece of motoring history, options are limited to either being lucky enough to find one for sale and then writing a very large check, or building a car of their own inspired by these magnificent art-deco automobiles. In the case of our featured automobile, it was a dedicated enthusiast who desired to combine the flamboyant style of 1930s French coachbuilding with the distinctly American tradition of the Hot Rod. The result is this breathtaking 2003 Delahaye USA Boattail Speedster, a fabulous tribute to the style of the iconic Figoni et Falaschi Delahaye with a modern twist courtesy of a bespoke chassis and modern power. The body styling comes courtesy of legendary hot rod stylist Chip Foose, whose impressive design incorporates a variety of themes from the era into one dramatic piece of rolling sculpture. With this car, built by Delahaye USA, Foose brilliantly incorporated numerous historical design cues but with a thoroughly modern, almost futuristic touch. The fully skirted fenders call to mind the Delahaye 165M Figoni, while the radiator shell and cut-down windscreen recall the Bugatti Type 57SC. Further inspiration comes from Alan Leamy and Gordon Buehrig’s fabulous Auburn boat tail Speedster. The body was constructed and painted over a four year period by Brown’s Metal Mods of New York. It is finished in a striking livery using House of Kolor paints; Bloodhound Red over Jet Black. Paint quality is outstanding on the body, which is constructed from a mix of fiberglass and steel. Body moldings on the fenders were meticulously hand made by Tommy Caruso of Contour Metalshaping in Plainfield, NJ and Mark Barton of The Panel Shop in Stratford, CT. Fascinating details abound, such as the genuine Hispano Suiza stork mascot, an accurate replica Bugatti Type 57 radiator shell, and the rocket-inspired tail lights which are actually 1937 Hudson hood ornaments turned 180 degrees and illuminated with red Lucite. Eight custom tail pipes peek out from beneath the rear body, hinting at the performance potential. Used sparingly since completion, it remains in beautiful condition, and the quality of construction is first-rate. The car rides on a 127” wheelbase chassis built by Fat Man fabrications of North Carolina. Suspension is independent up front with coil over shocks, with a custom-built Ford 9-inch axle with air-ride control shocks in the rear. The car sits impossibly low and long, with the fully skirted fenders accentuating the length. Power comes via a Ford 302 cubic inch V8 mated to a C4 automatic transmission, with power brakes and power steering standard fare, so it is an easy and enjoyable drive. The engine is finely detailed to give a 1930’s period look with minimal chrome, a custom air cleaner, fantastic bespoke finned valve covers, and black and red striped lacquered ignition leads. The two-place cockpit is trimmed in glove-soft black leather, as artfully crafted as the rest of this breathtaking car. Craftsmanship is first rate, with leather covering the seats, door panels and cockpit rails. Beautiful wool carpets line the floors, and a spectacular, Cubist-style instrument panel (hand painted by Don "The Egyptian" Boeke, of Dayton, OH) houses an array of Omega Kustom gauges. There is even a functional folding top in Haartz Stayfast canvas, which disappears beneath a hard tonneau. Dramatic, beautiful, and finely constructed, this 2003 Delahaye USA Speedster is a fabulous tribute to the great French Carrossiers of the 1930s while also celebrating the creativity and impeccable craftsmanship that comes from the best of today’s modern hot rodders; with styling by one of the biggest names in the business, Chip Foose. It remains in beautiful condition, having been used only sparingly since its completion. It is ready for show or to drive, and is certain to cause a sensation no matter where it goes.
The 1940 Cadillac Series 62 marked an interesting transition for Cadillac. On one hand, it was the first year for this new model, the entry level of the Cadillac range that replaced the Series 60. It was also a car that represented an early form of “platform sharing” among General Motors products, as it shared its basic configuration with the Buick Roadmaster and Oldsmobile Series 90 among others. Exclusively for Cadillac, the body was given a wide-shoulder design that eliminated the need for large exterior running boards and lent the car a striking and modern appearance. On the other side of the coin, the 1940 models marked the end of the traditional classic era styling once and for all. The tall upright center grille was still flanked by separately mounted headlamps and “waterfall” grilles in the front wings. It was no doubt a handsome car, but the follow year saw the introduction of the new front end design with integrated headlamps and a low, wide grille. In effect, the 1941 models overshadowed the 1940 cars, but when looking back, the 1940 Cadillac Series 62 can be seen as the ultimate expression of the Art Deco and Classic Eras, a beautiful machine with fabulously detailed and streamlined front end design that was both imposing and elegant. Mechanically, the Series 62 utilized the proven and powerful 346 cubic inch Monoblock, L-head V8 engine. Customers could choose between a synchronized 3-speed manual or 4-speed Hydra-Matic automatic gearbox. With 135 horsepower on tap, the performance was quite strong and these cars have always been appreciated for their fine road manners and handling. Customers loved the new Series 62, as it delivered Cadillac’s traditional quality and style in an attainable package. As a result, sales skyrocketed for both 1940 and 1941, though Series 62 production was cut short in 1942 to concentrate on the war effort. This 1940 Cadillac Series 62 Convertible is an attractive and usable example of this sought-after pre-war Cadillac. We are very pleased to offer this car on behalf of the CCCA Educational Foundation, to which 100% of proceeds from the sale will benefit. This is a sound and solid car, presented in an attractive color combination of cream over red wheels and a red interior. Paintwork is shiny and sound, and while there are some imperfections to be found, it is generally rather good looking with nice paint on straight, solid panels. It sits proudly on proper steel wheels with original-type hub caps and wide whitewall tires. The chrome is generally fair with straight bumpers and good exterior trim, though there is some significant pitting on the die-cast grille that would benefit from restoration. The spacious interior is in good condition, trimmed in red and gray upholstery on the seats and door panels, with very good red carpeting. Interior fittings and controls all appear in good condition, with attractive, largely original chrome as well as original instruments, switchgear and a lovely ivory Bakelite steering wheel. This car is equipped with a 3-speed manual transmission, heater and radio. The convertible top, trimmed in tan canvas, is in good condition and complements the paintwork well. Cadillac’s 346 Monoblock V8 is tidy and clean in the engine bay, and while it isn’t fully detailed, it is clean and well-presented. It runs and drives quite well, delivering the easy-going road manners these cars are so well known for. This is a car that appears to have never been fully restored, instead getting restoration work done as needed over the years. As a result, it retains an appealing patina, runs and drives quite well and would make for a very nice tour car. It is also a CCCA-approved Full Classic so it is eligible for CARavan Tours and other similar events. This is a great example of a late pre-war Cadillac for an enthusiast seeking a car to drive and enjoy on a regular basis. An added bonus is that every dollar of the purchase price will benefit the CCCA Education Foundation, which works to continually promote our hobby for years to come.
The automobile business has spawned some rather unlikely partnerships over the years, with one of the most unusual of those coming in the early 1950s between Chrysler and the Italian coachbuilder Carrozzeria Ghia. At the start of the decade, Chrysler was saddled with a line of staid and conservatively styled cars that desperately needed an influx of excitement. Ghia was in need of business after facing heavy damage from bombing raids during World War II. So in order to encourage Chrysler to utilize their skills, Ghia built a car as an offering of sorts. That car was the Plymouth XX-500 of 1950, a stylish and elegant four door fastback based on the pedestrian Plymouth P20 chassis. The newly appointed Chairman of Chrysler, K.T. Keller along with Virgil Exner, Chrysler styling chief and a champion of Italian design, were suitably impressed and called upon Ghia to add a welcome dose of excitement into Chrysler’s product line. Over the span of the next decade, more than two dozen “Idea Cars” would be produced by Ghia for Chrysler and the relationship between these two storied firms would last well into the 1960s. Unlike many dream cars of the era from Detroit, Chrysler’s Ghia Idea Cars were fully engineered and drivable machines, ready for the road. Yet despite the positive response and press accolades, Chrysler brass was reluctant to green-light mass production, as they were still feeling the sting from the failed Airflow project. But Chrysler’s export manager C.B. Thomas insisted he could sell Ghia-bodied Chryslers to wealthy buyers, and managed to get official approval to commission six “Styling Specials”, with further approval for Ghia to build 12 additional cars. All Chrysler Ghia Specials were powered by the 180 horsepower FirePower Hemi V8, backed by either a Fluid Torqe Drive four-speed semi-automatic transmission or a PowerFlite fully automatic unit. The first car was a sporty, short wheelbase fastback, while the second car, commissioned for C.B. Thomas himself, was a more elegant notchback coupe that inspired the limited production run of just 18 similar cars. Today, Ghia Chryslers rarely become available on the open market, and they are highly sought after by collectors for their rarity, impeccable Italian style, and outstanding performance. This 1953 Chrysler Special Ghia was built atop a New Yorker Deluxe chassis and delivered new via Chrysler’s French importer, Société France Motors. Rather curiously, the car was first registered in a lady’s name as of 23rd of July 1953, yet by the 27th of July, it was registered to the wealthy industrialist, Leon Coulibeuf, who made his fortune in concrete electric poles during the post-war reconstruction. Coulibeuf was a motoring enthusiast and gentleman racer who competed at the Le Mans 24 Hour race, among many other events. The Chrysler was in good company, as he was also known to have a Mercedes Benz 300SL Coupe, Porsche 356 and Alfa Romeo 1900 in his stable. No doubt proud of their acquisition, the Chrysler Special was shown by Madame Coulibeuf at the 1953 concours d'elegance of Enghien-les-Bains in France, and was featured in the September 1953 issue of the French magazine L'Action Automobile. The Chrysler disappeared for some years before being acquired by Jacques Pelve, a Chrysler dealer in Brittany. He discovered the car on a factory property, rough but complete and still wearing its original livery and the same license plate it had worn when displayed at Enghien-les-Bains in 1953. After owning the car for many years, Mr. Pelve embarked on a painstaking, multi-year restoration, beginning in the 1990s and completed in 2001. The original Chrysler build-sheet confirmed this car still wears its original FirePower hemi engine, and it is understood the body was remarkably sound when it was restored. The car was refinished in a period appropriate two-tone blue color scheme, with a complementary light blue cabin piped in white. Today, this elegant and sophisticated motorcar presents in very good condition throughout. The restoration has mellowed slightly, showing some use, but paint finishes and detailing remain very good for a 16 year old restoration. It is an inherently gorgeous machine that eschews traditional 50’s glitz for understated elegance with its sculptured panels and intricate details. It rides on a set of lovely chrome wire wheels, wrapped in period correct wide-whitewall tires. Chrome trim and detailing remains in excellent condition, and the body is very straight with excellent panel fit and alignment. Light blue leather lines the cabin, covering the seats, door cards and rear quarter panels. The seating surfaces do show some light use but remain very attractive overall. Carpets are very good, as are the door panels and headlining. This car features a rear seat which may have been a later addition, as most Ghia Specials were strictly two-seaters. The dash is fitted with the original radio, clock and KM-calibrated instruments. Some of the chrome on the steering wheel shows very minor pitting, which does little to detract from the overall quality of the cabin. Moving around to the front, the engine bay presentation is good, with the original matching-numbers Firepower Hemi, appearing in good and tidy order with driver-level detailing. A non-original air cleaner has been fitted for ease of service, and the engine remains in very good running condition. This car is optioned with the four-speed Fluid-Torque-Drive transmission, shifted via the column-mounted lever. Upon its restoration, this car was invited to the Louis Vuitton concours d'elegance at Bagatelle in 2001. It also won the award for "most exciting design" at the concours d'élégance of Zoute Grand Prix in Knokke, Belgium in October 2014, and was shown at the prestigious Villa d'Este Concorso d'Eleganza in 2015. It remains in fine order throughout and is equally suited for touring or mid-level show. This Chrysler Ghia Special is a breathtakingly stylish, rare and truly international motorcar from the brief but brilliant postwar coachbuilding renaissance.
In 1930, Cadillac spawned a multi-cylinder race among manufacturers, with Packard and Lincoln quick to respond to Cadillac’s own Sixteen with their own V12 engines, and Marmon matching Cadillac with a superb V16 of its own. Pierce-Arrow, once one of the most storied luxury motorcar manufacturers in America, was working hard to keep up with the rapid pace of development among competitors. They had earned a reputation for quality that was virtually unmatched, boasting impressive customer loyalty. Pierce-Arrow was finally able to react to Cadillac’s flagships in 1932 with the introduction of a line of V12 engines. Power output of 150 horsepower for the larger unit was very respectable, but for the following year, Pierce dropped that smaller engine for a 462 cubic inch unit producing a full 175 horsepower to match the output of the benchmark Cadillac Sixteen. But the Great Depression had been hard on Pierce Arrow, and they began to shed money at an alarming rate. A group of New York bankers was called in to bail out the firm, which resulted in a forced and major restructuring. Pierce-Arrow introduced their last all-new model in 1936. The bodies were redesigned, with styling that kept the signature faired-in headlamps but was altogether more streamlined, sweeping and modern. The 1936-38 cars were given a distinctive four headlights arrangement that sets them apart from earlier models. Mechanically, the cars were improved with an overdrive transmission and vacuum-boosted brakes as standard equipment, with eight and twelve cylinder engines offered. The 1936 Pierce-Arrows were among the finest cars the company had produced, but the writing was on the wall, and they would only build cars through the 1937 and 1938 seasons before the company was declared insolvent; its machinery, dies and stores all tragically being scrapped a few years later for the War effort. This magnificent 1936 Pierce-Arrow Twelve is a very special automobile wearing one-off coachwork built by Derham Body Company per a commission by the Pierce factory. Pierce-Arrow generally favored Brunn for their production bodies, but Derham Body Company of Rosemont, Pennsylvania was likely chosen for this flagship design because of their impeccable reputation for quality, attention to detail and style. This unique Town Car was built with the intention of offering it as a premier “catalog custom” for top tier clientele, however, given the tumultuous financial state of the firm, the body was never cataloged for the 1937 model year and this remains the only example produced. After being shown, it was sold by the factory to the flamboyant and wealthy Charles Cobb Walker of Manchester, Massachusetts, one of the factory’s best customers in its later years; he bought three Pierces in 1936 and 1937, reportedly going so far as to arrange for consecutive serial numbers. In the years following the Second World War, Walker’s estate, including the three Pierces, was sold to lumber magnate John Grossman, who then sold our subject Derham Town Car on, where it found several short term owners. It eventually was acquired by Loren Holland of New York who sold it to a noted Pierce-Arrow enthusiast Bob Sands in 1975. Over the course of the next seven years, this Pierce Town Car received an award-winning restoration. In 1990, it was featured in The Classic Car, Beverly Rae Kimes’s famous book, in which Mr. Sands noted, “It drives and rides like a Pullman car. Its looks, appointments, styling, and quality can be best summed up as the closest an automobile can get to a palace on wheels.” The next owner was the late Roy Warshawsky, founder of the legendary mail order auto parts company J.C. Whitney, and a highly respected car collector. More restoration work was done by Warshawsky before passing the car on to Oklahoma’s John Groendyke, where it was continually shown, racking up top honors from the Antique Automobile and Classic Car Clubs of America as well as the Pierce Arrow Society. It remains resplendent in its dark blue livery striped in silver and with beautiful plating and fine quality detailing. The paintwork, while older, remains very attractive thanks to the expert attention it has received in the hands of these famous collectors. Durham’s design is superb in its clean and elegant appeal, the unique rear roof treatment being a notable highlight. The driver’s compartment is appointed in businesslike blue leather, with a full array of original instruments and original controls. The rear cabin is trimmed in wool broadcloth, with beautiful blue carpeting and luxuriously equipped with a foot rest, jump seats, divider window, coach lamps, and a height adjustable rear cushion. All soft trim and cabin details remain in very fine order. Pierce Arrow’s magnificent V12 engine is gorgeous to look at and runs in virtual silence, with turbine smoothness and impressive power. Undoubtedly one of the most significant and attractive formal-bodied Pierce-Arrows, this fabulous and one-of-a-kind motorcar boasts a superb history and a quality restoration with which few can compare.
The Packard 8th Series made its debut on August 14, 1931 at a time when the automaker was beginning to face serious competition from its cross-town rivals at Cadillac. While Packard had remained sales leader through 1930, Cadillac’s twelve and sixteen cylinder engines as well as the value LaSalle brand began to pose a serious threat. But Packard soldiered on, and with the 8th series, they continued their traditional approach with impeccably built, beautifully styled automobiles with an unerring sense of quality. The practice of offering buyers standard and semi-custom bodies continued, with fabulous styles by the likes of LeBaron, Rollston, Dietrich and Derham gracing the flagship 145-inch Deluxe Eight chassis. Of the variety of body styles and configurations available, it is the elegant convertible coupe by LeBaron that stood out among the most attractive and desirable. It boasted distinctive lines, including a wide beltline molding, attractively sloping doors, elegantly sloping rear deck, and a distinctive convertible top that folded flush with the body, for a clean smooth line all the way through the car. The design was so attractive that it would later be borrowed by Packard, almost point-for-point, to become the factory’s production coupe roadster body of 1932–1934. Only three such LeBaron-bodied Deluxe Eight Convertible Coupes are known to survive today. Our featured example, riding on the 145-inch wheelbase chassis, presents in handsome condition, wearing an older but high quality restoration and benefitting from some recent freshening. The firewall plate identifies the car as having been delivered new on February 10, 1931 by the legendary Earle C. Anthony Packard dealership in Oakland, California. An unusual and rarely seen secondary tag denotes the car was resold as a “Used Packard” via a Chicago dealer on March 14, 1933, indicating the car had relocated to the Midwest early in its life. Further investigation of the component numbers on the engine, frame and steering box reveals them to be in very close sequence, indicating they are original to this particular car. Its early life is as-yet unknown, but this fabulous Packard surfaced in the 1950s, as an excellent original car, when it became part of the well-known enthusiast Wayne Merriman’s collection. Merriman sold the car in the 1960s to the former Classic Car Club of America President Gene Perkins of Indiana. Mr. Perkins had the car restored by a friend, though it was reportedly in very good order to begin with. He kept the car for many years, and during his tenure, it was featured in Hugo Pfau’s book, The Coach-Built Packard. Today, this fine Packard presents in lovely condition throughout. It retains its original body, which is finished in a unique creamy tan color with medium tan body lines. The feature lines subtly outline the body sides, with the arrow-like speedform at the leading edge of the bonnet lending a sensation of motion even while sitting still. It is a subdued but very attractive color combination, with the bright red wire wheels and blackwall tires giving the car a sporty and purposeful appearance. The distinctive body is fitted with a trunk, rather than a typical rumble seat, which is believed to be a unique feature of this example. A trunk rack provides room for additional carrying capacity, allowing copious luggage space for long-distance touring. Dual side mount spares wear body-colored covers with lovely chrome tops. Dual, steerable Pilot Ray driving lamps, a Goddess of Speed mascot, radiator stone guard, and freshly re-chromed bumpers add some additional flash without taking away from the stunning LeBaron lines. A true two-seat Packard roadster, the cozy cabin is trimmed in tan leather with complementing door panels and dark brown carpets. Upholstery quality is very good, showing light signs of use, but generally good and tidy and appearing well kept since the restoration was completed. The wood-grained dash panel is fitted with original instruments and Jaeger clock as well as a rare Earl C. Anthony service plaque. Packard’s 385 Cubic Inch inline-eight cylinder engine is well-presented, showing signs of use but remaining in good, tidy order with correct Packard Green paint and black porcelain manifolds. The 8th series engine featured some of the improvements made for the 745 Speedster, and produced a healthy 120 horsepower. This car runs and drives very well, having benefitted from fettling by the experts at Stone Barn Restorations in 2016. This beautiful LeBaron creation served as the prototype for 1932-1934 Packard Coupe Roadsters, and it remains a very important design in Packard history. Its significance hasn’t gone unnoticed, having been enjoyed by well-known connoisseurs of the marque. It presents today in handsome condition, an ideal choice for CCCA CARavan Touring or casual show.
The late 1930s were a time of major transition for America’s luxury auto makers. Those companies that survived the Great Depression now faced a drastically different market with fewer buyers opting for expensive coachbuilt bodies, and instead buying readily-built factory-supplied cars straight off the show floor. Both Cadillac and its chief rival Packard had seen the importance of junior ranges to offer their respective marque’s luxury and style at a more affordable price, with LaSalle introduced by GM in the late 1920s to fill the void between top range Buicks and entry level Cadillacs. But by the late 1930s, that price gap between LaSalle and the lowest price Series 70 had grown again, so a new model was introduced to serve as price-leader for Cadillac. The Series 60 debuted in 1936, and while it was a value leader, it was still a true Cadillac. Harley Earl penned a new body with a distinct tall and narrow grille, v-shaped windscreen and round, flowing fenders. Motivation came courtesy of Cadillac’s new and less expensive “monoblock” V8 engine displacing 322 cubic inches and producing 125 horsepower – which increased to 135 with when the engine was upgraded to 346 cubes the following year. The chassis featured GM’s Knee-Action independent front suspension as well as dual servo brakes. Built from 1936-1938, the original Series 60 was a fine driving motorcar, available in a variety of body styles and configurations. While it was designed as lower priced model for the prestigious marque, there was no doubt it was still very much a proper Cadillac, and with approximately 7,000 built (vs 31,000 Series 50 LaSalles) it remains relatively rare today. This handsome 1937 Cadillac Series 60 wears an uncommon and elegant convertible coupe body by Fisher. 1937 models were refreshed by Harley Earl to wear a distinct die cast egg crate grille and complementary bright hood side vents with V8 logos. It is a fine looking automobile, and the presentation very good in Richelieu Maroon with a tan top, and bright red wheels adorned with wide whitewall tires. A good quality restoration is reflected in excellent panel fit, attractive and glossy paintwork, and proper detailing. This particular car was once part of famed California broadcaster Art Astor’s extensive collection of cars and automobilia. The Fisher convertible coupe body is very stylish and nicely detailed with rare amber Cadillac fog lamps, a beautiful Goddess mascot, as well as an unusual rear treatment that features both a rumble seat and an integrated trunk. Lacking sidemount spares, the look is clean, sleek and uncluttered, beautifully proportioned on the 124” wheelbase chassis. The interior is trimmed in maroon leather on the seats and door cards, with a contrasting tan steel dash and tan carpets. Seats are in quite good condition, with just a few minor creases in the leather from light use, but otherwise remaining supple and attractive. The leather door and kick panels, as well as the carpets are also very good, showing little in the way of wear. Original instruments grace the painted steel dash and the original switchgear all appears in good order. The tan canvas top is presented in similarly fine condition, featuring a unique split glass rear window. Like the exterior, the cabin shows a quality restoration that has aged very well and seen only light use. Cadillac’s Monoblock 346 cubic inch V8 engine is one of the greats of the era. It is relatively light, powerful and very flexible, making these Cadillacs some of the best driving machines of the late-pre-war period. Our example is no exception, with a good running V8 that presents very well in the engine bay. Some of the original-type porcelain coatings have been baked-off the manifolds, which is certainly not uncommon for a car that has seen use on the road. Despite this, the engine bay remains very attractive displaying mostly correct colors, finishes and details. Overall, this car’s good quality restoration, while older, still presents well, making it a fine candidate for AACA or similar shows. Perhaps more so, this rare and attractive Cadillac Series 60 Convertible Coupe would be a wonderful machine to enjoy on tours and rallies, thanks to the powerful V8, fully synchronized transmission, and excellent handling from the independent front suspension. It is a stylish and attractive example of this immanently usable and very enjoyable pre-war Cadillac.
Automobiles Talbot was once part of a conglomerate of both French and English companies that included Sunbeam, Talbot and Darracq. Builders of mid and upper market luxury cars to compete with the likes of Salmson, Delahaye and Delage, the company was rife with chaos in the upper management and built a number of cars that competed for the same buyers. Rather confusingly, both British and French versions of Talbot cars were offered, not necessarily related to one another. Given the confusion in which S.T. D. Motors, LTD was run, it was not terribly surprising when the firm collapsed in 1935. In the fallout, the brands were split apart with Sunbeam and British Talbot going to the English Rootes Group, and the French side of Talbot (formerly Darracq) fell into the hands of Italian-born Anthony Lago, who had been acting as General Manager for the firm for the past year. Lago was a gifted engineer and a visionary leader, and in his new position as head of his own automobile company, he set about designing a new, high-performance engine for the current models still in production. The existing bottom-end was reworked and an all-new cylinder head was fitted with overhead valves, hemispherical combustion chambers and centrally mounted spark plugs, not unlike that of a BMW 328. The new model was dubbed Grand Sport in 110 horsepower form, or “Baby Sport” for the 80 horsepower version. All models now had independent front suspension and Wilson Pre-Select gearboxes were fitted to the highest spec models. The new engine and chassis revisions were responsible for the survival of Talbot, with chassis-only “Lago SS” models supplied to many of the great Parisian coachbuilders, with the likes of Figoni et Falaschi building some of their most iconic designs atop Talbo-Lago chassis. After WWII, Tony Lago again revised his six-cylinder engine, increasing capacity to 4.5 liters for the T-26 and adding a re-designed head with twin camshafts and a new seven main bearing block. This powerful and robust engine proved itself a worthy competitor in motorsport, winning the grueling 24H LeMans in 1950. In road trim, the engine was smooth and reliable, making Talbot-Lagos the preferred choice for European elite to enjoy cross-continental grand tours. This example, a 1950 T-26 Record Coupe, wears beautiful coachwork by Henri Chapron, one of the truly great Parisian designers and coachbuilders. This particular car is one of three similar designs produced for the Chapron stand at the 1950 Paris Auto Salon. The design was highly regarded by the jury, and awarded a prize for its progressive, modern elegance. From the show stand, it was sold new to a Mr. Migliaccio of Italy. It resurfaced in the early 1970s in the hands of none other than Formula 1 World Champion and noted motoring enthusiast Phil Hill, who had it repainted in its original black livery. In 1983 it was sold to Duke Davenport of Tucson, Arizona who thoroughly enjoyed driving and showing the car. In his ownership, it was awarded an AACA National First Place in San Diego, California – an event Mr. Davenport proudly drove to and from in this gorgeous Talbot-Lago. Following Mr. Davenport’s passing, the Talbot-Lago went to Omaha, Nebraska-based Don Sears in the late 1990s, then on to two subsequent owners, the latter of which treated the car to a sympathetic cosmetic restoration which included all new paintwork and interior trim. Following the restoration, the car was shown at the Pebble Beach Concours d’Elegance where it earned a class prize. Today, the Talbot-Lago presents in lovely condition, the restoration having mellowed nicely and the car taking on a rich and inviting charm. The high quality Chapron coachwork is nicely detailed with its split and louvered bonnet, sliding sunroof, and driving lamps atop the beautifully sculpted bumpers. The flowing and streamlined design is interspersed with restrained flashes of chrome and geometric vents in the wings. It rides on gorgeous 18” Rudge chrome wire wheels, with the brake drums painted medium red to accent the lighter of the two body tones. It is a beautiful design and presented in fine order with a good older restoration, high quality finishes and excellent bright work. The two-tone red theme continues inside with the red seats and door cards featuring exotic ostrich inserts. Burgundy wool carpets are bound in red leather, and the interior fittings and hardware are very well-presented. The wood door caps are beautiful, and the dash is done in painted wood-grain to match. Correct French Jaeger instruments and a Bayard clock are in good order, as is the switchgear and original four-spoke steering wheel. The boot has been trimmed in carpet to match, and is likewise in excellent condition. Beneath the two-piece louvered bonnet lays the 4.5-liter Tony Lago-designed inline six, which breathes through twin Zenith carburetors. The engine, #26538, produces a very healthy 170 horsepower, driving the rear wheels via a Wilson Pre-Select transmission, as equipped from new. It is very well presented in clean and tidy order, appearing very original and largely correct. Thankfully the restorers were careful to preserve the car’s original feel, as it has only received restoration work as-needed over the years, having never been fully torn down. That original quality, in combination with powerful inline six and light, nimble race-derived chassis make this Talbot-Lago T-26 is an absolute pleasure to drive. The rare and elegant Henri Chapron Coachwork impart impeccable style to form what is the ideal formula for a classic Talbot-Lago: Stunning looks and breathtaking performance in one beautifully crafted package. This fine automobile would make an excellent touring companion, is worthy for mid-level shows and concours and it has the performance and comfort to make an outstanding choice for rallies.
In 1932, while facing America’s worsening economic depression, luxury car builders seemingly put their heads down and produce ever more luxurious machines at the top of their ranges. But companies like Packard knew they needed large reserves of cash if they were to survive the next few years. One of the strategies employed by Packard to deal with the Great Depression was to consolidate as much of its body construction and trimmings as possible in its own facilities, filling the space that was becoming under-used as production dropped. Factory bodies became ever more popular with buyers, but custom coachbuilding was still far from dead, and Packard was particularly keen on maintaining a strong relationship with Murray Corporation’s affiliate, Dietrich Inc. Raymond Dietrich’s reputation was beyond reproach among stylists of the late 1920s and early 1930s, and his designs provided welcome new ideas and concepts for Packard’s own coachwork. With the 9th series, Dietrich performed some of his best work; beautiful, elegant machines that made the best of Packard’s fabulous new chassis that was larger, more powerful and faster than any standard model that preceded it. In particular, the “Individual Custom by Dietrich” bodies, which were custom tailored for the flagship senior Packard Chassis (9th, 10th and 11th series) truly reflected the masterful talent of Dietrich. Though they could be purchased directly from a Packard dealer, they were hugely expensive, representing the most costly models available aside from true one-off custom coachwork. Each body was custom-tailored to the buyer’s wishes and in many ways they were the last truly custom Dietrich bodies, as later production cars wearing the Dietrich name simply borrowed styling cues from earlier Individual Customs. Even after Dietrich’s ouster from the firm that bore his name, his influence was felt on Packard’s design catalog for many years to come, and Dietrich-bodied Packards continue to draw attention from collectors and enthusiasts for their impeccable, breathtaking style. Our gorgeous featured Packard is a 1932 Eight Deluxe 904 wearing rare and desirable Individual Custom Sport Phaeton coachwork by Dietrich. This fabulous car was sold new on August 18th 1932 by Douglas M. Longyear, Inc., also known as Hollywood Motors, a Packard dealer located just down the road from the Grauman's Chinese Theater. It has been fully restored to concours standards in its fabulous original color scheme of Moss Agate Grey on the body and chassis, with Aztec Olivine Brown feature lines and off-white coach stripes. Fine details include body colored louvers in the radiator grille, and body colored wheel rims contrasting chrome hubs and spokes. The car rides on a set of brand new blackwall tires for an effect that is understated yet quite striking, perfectly suited to Ray Dietrich’s fabulous and sporty styling. As these cars were built to suit for the buyer, it is clear the original owner had quite fine taste. The presentation is fabulous, the car having been treated to a recent full restoration to very high standards of quality. Paintwork, body fitment and detailing are exquisite as one would expect from a concours quality restoration. Chrome plating is beautiful and the body is adorned with a Goddess of Speed mascot, dual sidemount spare wheels with body colored covers, chrome counterweighted bumpers, and an original luggage rack in the rear. The Sport Phaeton body style gives the car a long, low slung and sporting appearance, with its laid-back split windscreen and gracefully sweeping fenders. Rear passengers are kept comfortable thanks to a separate central windscreen with unique, half-moon wind-wings that fold outward. For the full open-air effect, the rear screen can be fully retracted into the back of the front seat. The lush and luxurious cabin is trimmed in light mocha-colored leather front and rear. The seats and carpets appear absolutely fresh with no apparent wear and extremely high quality presentation. Beautiful door panels are covered in matching leather and properly detailed, capped with gorgeous wood trim. The dash houses a beautiful array of factory instruments and controls, all finished to a high standard. As one should expect from such an impeccably prepared Senior Packard of this era, the car is mechanically robust and has been enjoyed for many thousands of miles on tours and events through the years. It remains in fabulous order, with a properly detailed inline-eight cylinder engine and a clean and tidy chassis. The most recent owners have treated the car to a thorough freshening, and it has appeared at events such as the Amelia Island Concours d’Elegance and Pebble Beach Concours d’Elegance. This fabulous Individual Custom Dietrich is presented in attractive colors, is a joy to drive and is virtually concours ready. This is a marvelous opportunity to acquire one of the most stylish and desirable Packards of the Classic Era, fresh from long-term stewardship in a large and important collection.
Brooks Stevens is one of America’s great industrial design masters. Practicing design much in the same way his contemporaries like Raymond Loewy and John Vassos, Stevens designed products, machines and logos in virtually any industry, amassing a huge and diverse portfolio that covered architecture, industrial design and graphic design. Some of his most notable projects include the Miller Beer logo, the Evinrude Lark outboard motor, and the world-famous Oscar Meyer Weinermobile. His iconic design for the 1949 Harley-Davidson Hydra Glide is still in use on today’s Heritage range. Of course, the automobile industry played a huge role in Stevens’ illustrious career. He is perhaps best known for his work with Studebaker, redesigning the Grand Turismo Hawk on a miniscule budget, and also the Jeep Wagoneer, a design that remained virtually unchanged from 1963 through the model’s discontinuation in 1991. He also designed the original Excalibur sports car in conjunction with Kaiser, and the subsequent “neo-classic” models that came after. But one of his earliest contributions to the motoring industry came in 1955, with a car that he hoped would introduce American V8 power, as well as the Brooks Stevens name, to the European marketplace. Brooks Stevens had a strong desire to be recognized in the European car design world. He was given the idea to design a luxury car worthy of the European show circuit; an automobile that would show the world what Brooks Stevens could do. With backing from a Cleveland-based real estate developer, Stevens began with a new 1955 Cadillac Series 60 Special chassis, and designed a flamboyant new body from the ground up. Die Valkyrie debuted at the Paris Auto Salon, with its huge, dramatic V-shaped grille and front bumper treatment that flowed out, bisecting the headlamps and traveling down the body sides in one line. A beautiful upward sweep ahead of the rear wheel arch was highlighted by a two-tone black and white color scheme, and the coupe roof was fully removable to make a four-seat convertible. Coachwork and construction was handled by Hermann Spohn of Ravensburg Germany. Spohn was a primary supplier of Maybach bodies prior to WWII, and his work also graced Hispano-Suiza, Mercedes-Benz and other chassis, so there was little question about quality. Die Valkyrie was a big car, sharing the same 133-inch wheelbase as the Cadillac donor. But it also shared Cadillac’s OHV, 331 cubic inch dual-quad engine that made a solid 270 horsepower so performance was not lacking. Rumors even circulated that Cadillac considered backing the project as a way to break into the fickle European market, and Stevens made no attempt to hide the source of his donor vehicle. But ultimately, the project never went beyond two cars, the first which was purchased by Stevens himself as a gift for his wife who enjoyed the car for many thousands of miles before it went into the Brooks Stevens Museum where it remained through the mid-1990s. We are very pleased to offer this Die Valkyrie, the very example that belonged to Brooks and Alice Stevens. Aside from one repaint it remains in fabulously original condition and still shows the miles that Alice put on the car during her time enjoying it. The fabulous, over-the-top styling of Die Valkyrie is of course the first thing that grabs your attention. But as you look closer, you see it is a fully functional luxury automobile, not merely a styling exercise. Spohn’s craftsmanship is outstanding, as the car is beautifully constructed and detailed. It is still presented in its original color scheme of white and black with virtually every original detail still in place. Given its largely unrestored and original condition, there are a few minor blemishes that appear in the paintwork and elsewhere, though they hardly detract from the drama and glamour of Brooks Stevens’ fabulous design. The extensive original chrome trim is intact and in very fine condition, showing little wear and no damage, further backing the incredibly low original mileage. It rides on its original wheels which are adorned with original Cadillac hubcaps and shod with a set of very unusual US Royal Master tires which mimic the turbine styling of the hubcaps in their sidewalls. The car is incredibly dramatic; long, low and wide with that signature “cow catcher” grille up front. The interior is trimmed in black leather which has been beautifully preserved in completely original and unrestored condition. It is believed the large, plush chairs may share components with a Mercedes 300 which is entirely feasible given its construction at Spohn in Germany. Carpets are in fine condition and the door panels are beautifully styled with sunburst pattern leather, accented with a white flash and topped with a polished speed-form trim. The dash is essentially standard issue Cadillac, which typically high quality controls and switchgear. Mechanically, Die Valkyrie remains in a highly original and unrestored state. The Cadillac 331 is topped with original dual-quad intake and original “bat wing” air cleaner. The engine bay is tidy and has been carefully detailed, to ensure its high levels of originality have not been erased. It features power steering and brakes as original and the remainder of the chassis and drivetrain are all factory Cadillac components, allowing for straightforward servicing. This is an incredible opportunity to acquire an automobile that Brooks Stevens designed to highlight his immense talents. It has remarkable history as the Paris show car, as the very car that his wife Alice enjoyed driving, and the car that was retained by the Stevens museum for decades. It has survived in remarkably original condition thanks to the efforts of the previous caretaker, the only other owner outside the Stevens family. A fabulous and dramatic piece of mid-century design history and presented in magnificently well-preserved condition, Die Valkyrie is sure to be welcome at virtually concours event worldwide, and would make a most welcome centerpiece to any collection of rare and exciting concept cars.
In 1930, Packard took a big leap outside of its traditional comfort zone of luxury and prestige with the introduction of the overtly sporty, driver-focused 734 Speedster. The 734 (7th series, 134” wheelbase) was based on a new, shortened and boxed version of the Standard Eight chassis, which was designed exclusively for this model. Built in Packard’s newly established in-house custom shop, each 734 received a hotter variant of the proven 385 cubic inch straight-eight engine. The engine was upgraded with a newly designed separate intake manifold, oversize updraught Detroit Lubricator carburetor, and a 45-degree mounted, finned exhaust manifold. A larger vacuum booster was added and the engine was mated to a model-specific four-speed gearbox. These additions could push the new 734 to 100mph, so it also featured upgraded brakes with large, finned drums. Contrary to popular belief, the “Speedster” name referred not to the body style, but to the sporting nature of the chassis. The 734 Speedster was actually available in five different custom-catalog body styles: A two-seat boat-tail runabout, four-seat runabout roadster with rumble seat, sport phaeton, Victoria coupe, or sedan. In spite of the exceptional performance and quality, Packard only sold approximately 113 examples of the 734. The marketing team was unsure of what to do with such a high-performance machine, given the majority of Packard clients preferred luxury and silent operation over outright speed. Today, the 734 is one of the most coveted of all Packards, with only a handful of genuine examples surviving, it is considered by many to be the Holy Grail motorcar of the America Classic Era. We are very pleased to offer this magnificent 1930 Packard 734 Speedster Runabout, a fully researched and vetted example with outstanding history and a recent, concours-level restoration. Chassis number 184088, this fabulous machine was delivered new to a Mrs. Sealey from Portland, Oregon. The firewall data plate confirms this information with a stated delivery date of 7-7-30 by Service & Sales, Inc. Portland, Oregon. It isn’t known how long Mrs. Sealey retained her Packard, but it was acquired by William F. Harrah in 1960, and it became part of his famous, world-class collection of motor cars. Mr. Harrah retained this Packard for twenty-six years, this automobile a clear standout in a collection that spanned as many as 1,800 cars. Following its time with Harrah, the car went directly to another important collection, that of General William Lyon. General Lyon was a noted connoisseur of important Packards, and this car was one of the true flagships of his collection. While in his care, the Speedster was kept in exceptional mechanical order by his team of full time mechanics, and it is said that General Lyons enjoyed driving it immensely, calling it “a car for the true enthusiast”. The Speedster left the Lyons Collection in 2011 and while in the hands of its next and most recent owner was treated to a careful, yet comprehensive restoration to the stunning livery you see it today. Since General Lyons’ ownership, it has been carefully inspected by Packard 734 experts and found to be highly correct, still equipped with the original body (No. 442-26), chassis (No. 184088), engine (No. 184095), and other major components. The beautiful maroon coachwork is accented with black feature lines, fenders and chassis. The presentation is exceptional as one would expect from a concours-ready example, with impeccable panel fit, paint finishes, and show-quality chrome plating. Six exquisite new chrome wire wheels were specially built for this car and fitted with blackwall tires to provide the signature sporting character. The top is trimmed in black Haartz canvas, atop a fully restored frame. Side curtains are also included, as is a clear plastic dust cover for the top. Gorgeous, virtually new black leather seats are in beautiful order; staggered in the cockpit to allow the driver room for more spirited driving. Bright red carpets are bound in black enhance the sporty nature of the cabin as well. All detailing and finish work is executed to the highest of standards, worthy of show on the world’s concours circuit. Mechanically, this Packard is fully sorted and well-prepared, with performance to match its exceptional cosmetic quality. It would be equally at home on a tour as it would on the show circuit and is a delight to drive. Comprehensive inspections confirm that it retains the original engine, steering box, frame, and rear axle as well as the correct finned manifolds. The gearbox, a known weak point on these 1930 models, has been replaced with a visually identical four-speed unit from 1931 as it has inherently stronger internals than the earlier units. In fact, of the 19 known 1930 734 Speedsters, only 7 retain their original gearboxes, and this modification is widely accepted in the Packard community, particularly for any car that will be driven and enjoyed as intended. The only other non-original component found was the front axle, though it retains the correct Speedster finned drum brakes. Detailing on the chassis and engine is virtually faultless, as one would expect from a show-ready and lightly driven example. Having had just three owners in 57 years, this is an incredibly rare opportunity to acquire one of just a handful of genuine, verified 734 Speedster Runabouts in existence. It is a stunning motorcar with remarkable history in the hands of world-famous collectors and a restoration that is beyond reproach. Widely considered to be the ultimate Packard, the 734 Speedster Runabout seamlessly combines high style, exquisite quality, and 100mph performance in a timeless, stunningly beautiful package.
At the height of the Classic Era in the late 1920s, Cadillac had been long established as one of America’s most technically creative automobile manufacturers. Since its inception in 1902 (from the remains of The Henry Ford Company, and guided by Henry M. Leland) Cadillac has led the way with American innovation. The electric self-starter, safety glass, electric lamps, the all-steel roof (where previous cars had fabric roof sections), the synchromesh transmission, the dual-plane crankshaft V8 and even the V16 engine were all Cadillac firsts. Cadillac jockeyed for for top honors in the American market (as well as a handful of fickle overseas buyers) with the likes of Packard, Pierce-Arrow and others, buoyed by customers who remained loyal for their exceptional build quality, elegant style and robust performance. 1929 saw Cadillac get a light facelift over the 1928 models, with a few tweaks made to the front end sheetmetal by a new hire to GM’s Art & Color department named Harley Earl; a man who would go on to be one of the most influential stylists in history and put GM at the top of the game in the world of design. Styling aside, the most significant changes for ’29 lay beneath the bodywork. The 341 cubic inch, 95 horsepower V8 was mated to an all-new “clashless” synchromesh gearbox, freeing drivers from the need to double clutch when changing gears and elevating Cadillac to the top of the luxury car market with this new-found ease of operation. The new gearbox allowed the car to be driven smoothly and deliver quiet, effortless performance. 1929 also saw the introduction of safety glass, yet another industry first. Braking and road holding were also excellent thanks to the powerful four-wheel mechanical brakes and Delco dual-action shock absorbers which were fitted for the first time. As typical for the era, a wide variety of standard catalog bodies by Fisher and Fleetwood were available, though customers could elect to have a chassis delivered to a coachbuilder of choice, with such famous design houses as Kellner, Murphy and Hibbard & Darrin having put their mark on Cadillac chassis, as well as a handful of somewhat less famous coachbuilders the world over. This striking 1929 Cadillac 341B wears unusual, one-off “Safari Roadster” coachwork supplied by Henry Kruse of Chelsea, London. Little is known about this particular coachbuilder or the earliest origins of this Cadillac, but it has been suggested this car was used as a game hunting car in India; the main clues being the fascinating cut-down, double-opening doors that may have been used for a hunter to lean out and sight a rifle. The very sporty and evocative body style also features a windscreen that both hinges open and folds flat, and a unique rounded tail with a large boot, in place of a traditional rumble seat. It is finished in a handsome combination of silver on the main body with black fenders, black top surfaces, and eye-catching red accents on the chassis, inside of the wings, and red coach stripes to tie it all together. It is comprehensively accessorized with dual sidemount spares topped with mirrors, dual Trippe-Light driving lamps on lovely chrome brackets, a radiator stone guard, a trunk rack, and the classic “Herald” radiator mascot. The wheels feature subtle silver painted hubs with polished spokes and trim rings and are wrapped in sporty black-wall Firestone tires. Overall quality is very good, with an older but high-standard restoration still showing in attractive order. The paint quality is quite good with consistent body and panel fitment, good quality chrome plating and detailing. The two-place cockpit is trimmed in rich red leather to complement the chassis and body accents, and is presented in very good condition, showing only slight age and signs of use since restoration. The unique split doors open fully for easier ingress, or the smaller doors can be opened independently, presumably for a hunter in India to be able to lean out with his rifle without falling completely out of the car. A full folding top is trimmed in black canvas and piped in red, with matching side curtains included. Original instruments adorn the sporty and simple black lacquered dash panel. The 341 cubic-inch V8 engine presents in very good condition, benefitting from a recent cosmetic freshening. Porcelain black heads and cylinders sit atop a cast-finish crankcase as original. The detailing is very good quality and appropriate for a car that would be best enjoyed on the road, though not out of place in a mid-level show. Previous owners have fully enjoyed this car, as it has participated in 5 Glidden Tours and is known among Cadillac LaSalle club stalwarts. It benefits from recent sorting by Brian Joseph of Classic & Exotic Service in Michigan and remains in outstanding mechanical order, ready for use and a joy to drive. This very special and unusual Cadillac is a beautiful machine with an intriguing past, and an excellent choice for CCCA CARavan Touring, Cadillac LaSalle Club and AACA events. Rare and exciting coachwork, an evocative color scheme and a well-preserved, quality restoration make this example a true standout among Full Classic Cadillacs.
March of 1936 saw the introduction of Bentley’s latest model, aimed at providing buyers an unparalleled experience of virtually silent, high-speed motoring. The 3 ½ liter “Derby” of 1933 had already proven to be strong seller, remaining in production when the 4 ¼ liter joined it three years later. The 4 ¼ in essence shared a chassis, gearbox and rear axle with its smaller-engine sibling but provided improved performance, a broader torque band and exceptionally silent operation at virtually any speed. For just £50 more than the 3 ½, the 4 ¼ was an obvious choice for buyers and it soon fully replaced the smaller car. As with before, Bentley supplied only a rolling chassis while a myriad of bodies was offered by any number of British coachbuilders. Many cars were built with “standard catalog” bodies by the likes of Freestone & Webb, Park Ward, Mulliner, and Gurney-Nutting. Of course, many special bodies were also built to order and, depending on the tastes and loyalties of the clientele, ranged from conservative saloons to flamboyant streamlined cabriolets. Between March of 1936 and May of 1939, 1,241 examples were produced at the Derby works over two series, and thanks to the vast array of coachbuilders that supplied bodies, a great deal of variety remains among surviving cars. Prior to the outbreak of WWII, the MkV was set to replace the 4 ¼ (of which just 17 were built) and the post-war MkVI ultimately became the next true “production” Bentley. Chassis B118HK is an early 4 ¼-liter; produced in 1936 and completed in time to be exhibited on the Gurney-Nutting stand at the Olympia Motor Show in October. The streamlined “Airflow” saloon body was penned by Gurney-Nutting’s enormously talented chief designer, A.F. McNeil, and is one of just two such cars built to this design. Originally finished in “steel dust” over grey leather upholstery, B118HK’s presence at Olympia has been confirmed by noted Bentley historian Michael Ellman-Brown and it can be seen in its original specification on page 206 of Johnnie Green’s book Bentley: Fifty Years of the Marque. The streamlined design is beautifully balanced, avoiding the sometimes awkward or unnaturally flamboyant lines that can afflict similar designs. It is conservative yet still immensely stylish, with every angle proving well resolved and finely detailed. Today, B118HK wears a set of rear wheel spats, which were not originally fitted on this car, but were inspired by the ones fitted to its sister car. It retains wheel discs and a single side-mount spare wheel as per original specification. Following the Olympia Motor Show, B118HK was delivered to its first owner, Major C. Watson Smythe of Cornwall, via The Car Mart, Ltd of London, in March of 1937. In 1940 it was passed to C.J. Oppenheim, and then to V. Motion of London, himself a squadron leader in the Royal Air Force. Copies of the DVLA records document subsequent British owners through the early 1960s. It then passed through the famed London dealers Frank Dale & Stepsons to Art Mullaly of Carmel California who would keep the car for a further 14 years. In the late 1980s it was restored to the specification you see today, and exhibited by then-owner Malcolm Schneer at a variety of events including the Pebble Beach Concours d’Elegance in 1995 and the RROC National Meet of the same year. It presents in fine condition today, still wearing its first and only restoration. The red paintwork is in good order, showing some patina in places but remaining pleasing and overall very attractive. It still displays its original British registration number, DXN 401 and remains very correct with only the rear spats being a later addition to the stunning body. The chrome is in good order, and it wears fabulous Lucas headlamps and central spot lamp. Body fitment is good, and panels are straight and sound. The body features an array of interesting details, including a sunroof, multi-panel boot, a distinct lack of a rear bumper and a split rear window. The cabin is trimmed in tan leather piped in red, with tan carpets all presenting in good order. The restoration has held up well, with some signs of use while remaining pleasant and inviting. More fine details abound, such as a recessed headliner to accommodate taller passengers in the streamlined roofline, a lovely restored dash panel and even a driver-operated rear privacy shade. Like the exterior, the restoration has held up well and still presents in respectable order remaining very suitable for a car that could be toured regularly or shown at a local level. The engine (K2BY) and drivetrain are in fine fettle, with an honest and tidy presentation. The engine is mated to a four-speed manual gearbox with Bentley’s right-hand floor shift, a delightfully tactile and mechanically positive device that is a signature joy of driving a Bentley of his era. Usable and even showable as is, the historical significance and beautiful coachwork also make B118HK an excellent choice for tours, as these 4 ¼ liter cars offer outstanding performance for the era. Whichever path is chosen, it is sure that this gorgeous and important streamlined Bentley will continue to be the show stopper it always has been.
Packard’s legendary twelve-cylinder cars are among of the most desirable and respected of all pre-war American classics. From 1916-1923, the “Twin Six” established Packard’s leadership in the luxury automobile market, and after a hiatus for the model, a new twelve-cylinder Packard returned in 1932 to take on Cadillac’s headline-grabbing V-16, Lincoln’s V-12, and other manufacturers joining the multi-cylinder race. 1939 marked 40 years of Packard production, yet sadly it also marked the final year for Packard V-12 production. In the aftermath of the Great Depression, buyers began to drift away from the large, extravagant custom bodies that dominated the segment for so many years. So when faced with slumping sales and rising costs, the expensive V-12 was dropped with only 446 examples leaving the famous Detroit plant in the final year. As before, the 67-degree V-12 displaced 473 cubic inches and produced a very healthy 175 horsepower, far superior to Lincoln’s output and just ten shy of Cadillac’s mighty V-16. It is often said that the power and sublime smoothness of the Packard V-12 is what inspired Enzo Ferrari to use the same configuration in his cars… an anecdote that may never be proven but is certainly believable once you experience the silken nature of the great Packard engine. For 1939, no fewer than fourteen body styles were offered in the factory catalog, and the chassis offered in two wheelbase lengths, the 1707 (134 inches) and the 1708 (139 inches). Vacuum assisted brakes and even a vacuum assisted clutch made for easy, light operation. So while the Packard Twelve is a big, grand car, it is surprisingly pleasant and hugely enjoyable to drive. This 1939 Packard 1707 Twelve wears handsome and desirable 2/4-Passenger Coupe coachwork from the factory catalog (style number 1238) coming to us most recently from the hands of a long-term owner who has cared for it over the past forty years. The previous owner recalls finding the car through a classified ad in the San Francisco Chronicle in the 1970s, and upon seeing it for the first time, he was surprised to find it remarkably correct, unrestored and unmolested. It had apparently been kept in the seller’s family for many years prior and had clearly been cherished. A deal was done on the spot and the new owner went on enjoy his lovely Packard Twelve for the next four decades. Within the last ten years, a sympathetic, quality restoration was performed by AutoEuropa of California. Finished in Packard Maroon, this lovely coupe still presents today in very good order, with straight, properly aligned panels and high-quality paintwork. The body is beautifully stylish, with full, curvaceous fenders, a swept-back radiator grille and a streamlined profile. No range-topping model would be complete without the right accessories, and this car delivers with its grand Cormorant mascot, dual Trippe Light spot lamps, body-colored steel sidemount covers, and a matching body-colored Packard trunk in the rear. It is also equipped with a rumble seat for two occasional rear passengers as well as a golf-bag door. Exterior brightwork is in very good condition overall. Inside the two-passenger cabin, one finds excellent upholstery in a period appropriate striped-pattern broadcloth. Beautiful wood trim adorns the door caps, and the dash is wood-grained paint on steel as original, with a lineup of clear and well-presented original instruments. Chrome plating on the interior fittings is good, with some appearing in very good original condition. Seats, door panels and other soft trim, such as the gray wool headlining, remain in excellent order, showing the car was used lightly and carefully since its restoration. The same goes with the maroon leather trim on the rumble seat. The engine bay and undercarriage are clean, tidy and very well-presented. While some years have passed since it was restored, this Packard has been lovingly cared for and maintained in fine order. Packard’s final series twelve-cylinder presents in clean and well-detailed condition with correct Packard-green engine paint and black accessories. As a 1939 model, it retains the correct original column-shifted manual transmission, which now sends its power through an updated “high-speed” rear axle, which was a factory option. This very rare, handsome and desirable Packard Coupe has clearly been cherished throughout its life. The attractive, high-quality restoration has only mellowed slightly since completion, and the car has been used for the occasional tour, yet seldom shown. It remains a very fine choice for AACA or CCCA shows, yet is also a wonderful automobile for an enthusiast to enjoy the splendor of a Twelve-Cylinder Packard on CCCA CARavan tours or similar events.
Italy in the late 1960s was a hotbed of creative energy in the automobile industry. The supercar race was heating up in a major way as Ferrari, Lamborghini, Maserati and even DeTomaso were locked in a battle for exotic car supremacy. Ferrari was staunchly traditional, Enzo once quipping that a mid-engine car was akin to putting the cart before the horse. Their front-mounted V12 layout had proven successful for many years, and was the foundation of the traditional Ferrari road car, even in the face of the mid-engine revolution within the competition department. Lamborghini on the other hand, went all out with a radical transverse-rear-engine layout on their staggering new Miura of 1966. The arrival of the impossibly low, svelte Miura signaled alarm bells for many within Ferrari, as suddenly the gorgeous 275GTB/4 was looking archaic in the face of the new kid from Sant’Agata. Pininfarina’s design chief at the time, Leonardo Fiavoranti, was never a huge fan of the 275 GTB, and even while the car was still relatively new, he was inspired to take a bare chassis and engine from the floor and mock up a new design – all in his spare time. The muscular new shape was more modern than the 275, being wider all round, with its crisp edges and signature plexiglass band across the nose. It so impressed Enzo that the green light was given for production. When the 365GTB/4 “Daytona” was introduced at the 1968 Paris Salon, the reception was lukewarm given the sensation caused by the radical Miura. The car was seen by the press as too orthodox in comparison, but Enzo was no fool. While Lamborghini struggled with development of the Miura, the 365GTB/4 relied on a proven platform that was reliable, strong and delivered storming performance. In spite of its big GT nature, the Daytona was a true supercar, delivering a 0-100mph sprint in 12.6 second on the way to a 174mph top speed. Like the 275GTB/4 before it, American importer Luigi Chinetti lobbied the factory to offer a convertible version for the important American marketplace. While the subsequent 122 examples is a mere fraction of total Daytona production, it was certainly more than the scant ten versions of the 275 GTS/4 NART Spyder that preceded it. The Daytona shape lends itself well to having the roof lopped off, and over the years a number of coupes have been converted into spyders by different coachbuilders. One of the most successful and respected of those is Richard Straman. An engineer and coachbuilder, Straman has built numerous convertible conversions for Ferraris ranging from the 275 GTB to the 550 Maranello. His work his highly regarded for its quality engineering and factory-quality finish work, and as such, any open-topped Ferrari to carry the Straman name is given a blessing by collectors and experts alike. This 1971 365 GTB/4 Daytona, S/N 13941 is a very early American market car, the third such example produced in US-specification. It was originally offered via Luigi Chinetti Motors, and the history picks up via its first time advertised for sale by Ron White of Ohio in 1974. It passed through a few hands in the 1970s before finding its way to the hands of Joe Alphabet, a California-based dealer of used Italian exotica, as well as an early supplier of Ferrari GTO replicas. During Alphabet’s ownership, 13941 received a freshening and upgraded with competition-style cosmetics. Shortly afterward, the car was sold and converted by Richard Straman to spyder configuration. By the mid-1980s this Daytona found a long term owner in Mike Walther of St. Louis, Missouri who kept the car in his care for 11 years. It was then offered by respected Ferrari dealer Mike Sheehan in 1998, and it found its second long-term owner who enjoyed it for a further 20 years and performed much of the restoration work it wears today. In 2016, S/N13941 was repainted in beautiful Fly Yellow and the interior trimmed in fresh tan hides. It presents today in excellent condition, with excellent quality paint and detailing. Body panels are crisp and straight, with precise panel gaps, and the Straman spyder conversion is executed to coachbuilder standards; fully finished with an excellent folding top and a nicely fitted tan leather boot. Bright stainless, chrome and alloy trim is all in fine condition, and the car sits on freshly refurbished Cromodora knock-off alloy wheels with proper three-eared wheel nuts, all wrapped in correct Michelin XWX rolling stock. Along with the freshly restored body, the interior was treated to a full retrim in attractive light tan leather. The seats appear in very good order, still looking quite fresh and showing almost no signs of use. The same tan leather also covers the sills, door panels and console; all executed to the same high quality standard. The Daytona’s signature black “mousehair” dash has been carefully recovered, and the instruments appear crystal clear in the correct silver binnacle. A period correct Becker Mexico resides in its signature vertical position in the console alongside the gated shifter. Switchgear is all in fine order including the controls for the factory air-conditioning system which remains intact. Beneath the bonnet is the star of the show; Ferrari’s 4.4 liter, Tipo 251 quad-cam V12 that sends its 350 highly-energetic horses through a 5-speed transaxle. In keeping with the rest of this car, the engine is detailed with many correct fittings and finishes. Most importantly, it runs and drives beautifully, sounding crisp and healthy through the correct Ansa exhaust system. This striking Ferrari Daytona Spyder is an outstanding choice for an enthusiast seeking a high quality, open-topped Daytona at a fraction of the cost of one of the 122 NART cars. It also benefits from well-known history and excellent presentation, and, true to form, proves to be an absolute thrill to drive.
To anyone even remotely interested in automobiles, the Jaguar XKE (or E-Type if you prefer) hardly needs an introduction. The seminal sixties sports car has been a regular inclusion in various “top cars ever” lists, often occupying hallowed space occupied by cars like the Ford Model T and VW Beetle. But unlike its more pedestrian counterparts, the E-Type is unusual in that it was not a particularly ground-breaking technical marvel, nor did it provide wheels for the masses. Rather, it was the simple fact that the E-Type was staggeringly beautiful that has allowed it to become such a legend. But beyond those looks, Jaguar incorporated technology previously reserved for exotic sports racing cars in a package that was produced on a relatively mass scale, allowing it to cost half that of a comparable competitor. The E-Type first shocked the world at the 1961 Geneva Motor Show. At a time when a Corvette had a live rear axle, drum brakes and shared its underpinnings with 1950s passenger cars, the E-Type hit the scene with a twin overhead cam inline six, four-wheel independent suspension, semi-monocoque construction, rack and pinion steering, and four-wheel disc brakes; much of which was shared with the LeMans winning D-Type. That technology was wrapped in a svelte and beautiful body designed by Malcolm Sayer, and they managed to incorporate all of that exoticism while keeping the price below $6000. While not exactly cheap, it was well below that of any other car that could hit 150mph while looking so incredibly good! Jaguar continued to improve the car through its long life; with most agreeing that the sweet spot is found with the 4.2 liter Series 1 cars. The 4.2-liter Series 1 cars featured an improved interior with adjustable seats, improved braking via a new vacuum servo, an all-synchro four-speed manual transmission, and additional torque massaged from the 265 horsepower inline six. The Series 1 4.2 liter cars remain the most desirable of the production E-types, and among the best to drive. More than 30,000 examples of the Series 1 were built (in both 3.8 and 4.2 liter form) so they remain plentiful – yet their iconic style and groundbreaking performance make them important enough to feature in some of the most significant collections in the world. Whether you find the fixed head coupe or the open two-seater the more attractive E-Type is a matter of personal taste, however, it is difficult to deny the purity of form that the fixed head coupe exhibits, particularly in the stunning black on black combination of our featured example. This 1965 Jaguar E-Type is a highly desirable 4.2 liter fixed head coupe that was restored to a high standard by marque experts in 2007. It is a verified numbers-matching example with a Jaguar Heritage Trust certificate confirming its original black on black color combination. The restoration and subsequent show successes are well documented, with the most notable results being a 999.80 score at a JCNA event, and an AACA National First Prize in 2014. Since the restoration was completed, it has seen careful use but remains in beautiful condition with an inviting, attractive nature. The black paintwork presents in beautiful condition, with exquisitely straight panels and excellent, consistent gaps. The E-type body was famously un-cluttered with heavy trim or detailing, with thin boomerang-like bumpers that complement the curves. The bumpers on this car have been restored to a high standard and at great expense, showing in excellent condition. Chrome wire wheels are shod with fresh blackwall Vredestein radials, an excellent tire which combines modern handling and construction with period-correct tread patterns. Quality presentation continues on the interior, with black leather and carpeting as original presenting in very good condition. The seats do show just few very slight creases from use, which only serve to make this beautiful car more inviting to drive. Interior panels, dash, sill coverings and headlining are correct and in excellent order. Likewise, the original Smiths instruments have been restored to original specification. In the boot, Hardura panels cover the spare tire well which houses an original-type tool roll, jack and bag as well as a dead-blow hammer and non-marring knock-off tool. The 4.2 liter “XK” inline six is the correct original unit as verified by the Heritage Certificate (#7E4041-9). As one would expect given the past show results, it is presented in beautiful condition with highly polished cam covers, carburetor dashpots and intake manifold. The exhaust manifolds are finished in correct porcelain black and the brake booster, heater box and other accessories are correctly detailed with factory-style labels and markings. The visible front suspension arms and uprights are correctly coated in silver as original, and the body-color chassis legs remain in very good order. This beautifully presented E-Type Fixed Head Coupe is an outstanding example of the car that has come to define Jaguar to this day. The quality restoration has held up very well since completion, and this lovely car remains very much worthy of show while having matured slightly, making it also a fine choice for grand touring.
Stoddard-Dayton predates the turn of the 20th century as a manufacturer of agricultural equipment and tools, though it wasn’t until 1904 when Charles Stoddard, who had become seriously interesting in motor cars since he first saw them on American roads that he announced his company would be making a motor car of their own. Going in with both feet, so to speak, the agricultural side of the business was sold off and the company reincorporated as Dayton Motor Car Company in December of 1904. Their first offering was designed by Englishman H.S. Edwards and powered by a 26 horsepower four-cylinder engine supplied by Rutenber. Over the course of the next several years, Stoddard-Dayton automobiles grew in size, price and production output. By 1908, four models were offered that ranged from an 18 horsepower four-cylinder to a big 50/60hp touring car that cost a rather significant $4,500. The firm continued with moderate sales success, sticking with an ethos of quality over quantity, holding fast to their values in the face of growing pressure from the likes of Ford and other mass-produced motorcars. 1912 was the most successful year for the company, with 26,000 examples built over a wide variety of models. But late 1912, Stoddard-Dayton faltered following an over-commitment to produce even more cars, sending the company into a financial tailspin. Stoddard-Dayton joined U.S. Motors in hopes of steadying itself, however the conglomerate failed shortly afterward and Stoddard-Dayton folded for good, its assets going to Maxwell and eventually General Motors. Thankfully, the Stoddard-Dayton legacy lives on thanks to the exceptional quality and care that was put in to building every one of their motor cars. With cars like the Model K, Stoddard-Dayton had earned a reputation for quality and performance, and a Stoddard-Dayton was notable as the very first car to win a motor race at the Indianapolis Motor Speedway (a 300 mile race that preceded the first 500) as well as the first car to pace the 500 mile race at Indy. The Model K was their most sporting offering with its four-cylinder engine rated at upwards of 35 horsepower, gaining the advanced overhead valve engine by 1908. A Model K Runabout Speedster famously finished the 1907 Glidden Tour with a perfect score, and it is believed just two or three such examples were constructed. This stunning 1907 Stoddard-Dayton Model K Runabout is the product of a multi-year, photo-documented restoration by noted expert Dave Noran, with additional input from Greg Cone and most recently a thorough mechanical sorting and engine rebuild by the renowned brass-era specialist Mike Grunewald. This magnificent car was discovered as a frame and multiple mechanical components purchased from a South Dakota farm in 2001. Once the buyers determined it to be a Model K, a truly remarkable restoration commenced which was completed in the mid-2000s to a very high standard. Today, it presents in fantastic condition, a jewel of a brass-era machine looking rather resplendent in an all-black livery that is highlighted by white tires (including twin rear-mount spares) and subtle dark green coach stripes on the body, wings and wooden wheels. A brass radiator shell, wheel caps, fabulous Solar Parabolens headlights, dual cowl lights, steering column and Solar acetylene tank all present in beautiful, highly polished condition. The black paintwork is laid down to concours standards, with excellent, straight panels and exceptional detailing. It is quite simply a fine study in Brass Era elegance. The cockpit is fully exposed as one could expect from a Speedster-type car of this era, and it features a unique three-seat arrangement with a single seat in the rear, complete with a toolbox on the left running board and a small trunk under the seats. The leather trim has been painstakingly crafted and finished, showing little to no use since the restoration was completed. A wood scuttle is highly polished and adorned with even more brass for the cockpit surround and other controls. There is no windscreen, weather equipment or instrumentation, leaving the driver and passengers to get the full “seat of the pants” experience. Stoddard Dayton’s burly T-head four-cylinder was rated for 30 horsepower in standard trim, though thanks to the efforts of Mr. Grunewald, it likely makes quite a bit more today. In 2015, Grunewald completely disassembled the engine, re-machining it to accommodate new lightweight aluminum pistons, along with careful adjustment of bearing clearances, as well as timing and synchronization of the camshafts to ensure smooth, easy operation. Upon reassembly, he laboriously ensured every seal, gasket and mating surface was tight and free of leaks or drips. Today, the engine runs beautifully and remains exceptionally dry for a brass-era unit. In addition to his engine work, Grunewald also addressed the ignition system, rear axle, brakes, transmission and wiring to ensure it is thoroughly sorted and enjoyable from the word go. Included in the sale is extensive documentation covering this car’s discovery through its restoration and final sorting. Comparisons with the other two surviving Stoddard-Dayton Model K Runabouts are also included in the comprehensive files. This example is a recent AACA award winner (2016) and also lapped the Indianapolis Motor Speedway in 2016 as part of the celebrations for that year’s race. Imposing, impressive and fabulously presented, this rare and highly desirable Stoddard-Dayton Model K Runabout is a celebration of the performance and beauty of the American brass era.