Ford’s brilliant, ubiquitous Model T is so much more than just a car. Yes, this simple and robust machine was put into the hands of millions who never before dreamed of automobile ownership, and yet it was so adaptable it that ranks as one of the most important inventions of the 20th century. Henry Ford’s development of the moving assembly line was so significant that it is held in the same regard as the likes of Alexander Graham Bell’s telephone and Eli Whitney’s cotton gin as the most influential advancements in American Industrial history. Even when the ingenious production methods are taken out of the equation, the Model T stands proudly as a truly versatile machine that could be modified for countless tasks beyond simple transportation. From racing cars to farm implements and industrial machinery, the Model T could do it all. In the time of the Model T, the easiest way to get from city to city was by train. A road network had yet to be developed, and automobiles were not yet feasible for long-distance travel. Once people arrived at their destination, there were no rental cars and taxi cabs only existed in the largest of cities. That left the average American with two alternatives: walk or take the street car if there was one. The solution came in the form of the station wagon, or alternately “depot hack”. These vehicles were typically sent to pick up visitors and their baggage at the stations to bring them back to hotels. This quickly gave rise to a new cottage industry, as wagon builders would take a truck or large-car chassis and add a simple wooden body with multiple seats and room for luggage. Henry Ford was sharp enough to realize the profit in aftermarket accessories and soon began offering customers his own variety of options they could purchase directly from their Ford dealer to help their T meet whatever demands they had for it, including depot hack bodies. Due to the amount of wood required to build standard Model T bodies, Ford began acquiring vast tracts of hardwood forests in Michigan’s Upper Peninsula. With access to seemingly endless supplies of hardwood, it made perfect sense for him to utilize this resources in building and selling the wood depot hack bodies that had been previously handled by the aftermarket, effectively killing off the competition in the process. This 1927 Model T Depot Hack is a charming example that wears an older restoration that has taken on a nice patina over the years. It has not been over restored, instead maintaining the right amount of rugged appeal the Model T possessed when new. This car is from the final year of Model T production, and it is properly presented with simple black paint on the fenders, frame, hood and radiator. The wood presents in very good condition throughout, appearing to be largely original with good fit of the doors, and typically for a depot hack, lacking much in the way of weather protection. The Model T was as much a tool as it was a motor vehicle, and as such, things were kept simple when it came to decoration. Brightwork is limited to nickel headlamp rings, wheel caps, and a MotoMeter, while the accessories include pair of carriage lamps, and a Klaxon horn, with a nice touch being the period New York registration plate. This Model T is mechanically sound, the simple and robust 176 cubic inch L-head engine and planetary transmission being in good working order. It features electric start and has been upgraded with a distributor ignition system for more reliable running. Wooden “artillery” wheels are shod with all black tires which are in good condition. The four-cylinder’s 22 horsepower is more than adequate to get the T up and chugging along without much effort. Engine detailing is average, showing some signs of use but overall tidy and well-presented. A pair of bench seats allows room for four or five passengers, with room in the rear for luggage. The vinyl upholstery is in good condition, as are the rubber lined floors. A delightful, enjoyable period piece, this Model T is ready to load up with passengers for runs to the railroad station, freight depot… or perhaps just your favorite local ice cream shop.
When the time came for Jaguar to replace the ageing XK-150, which traced its roots back to 1948 with the XK-120, Jaguar boss Sir William Lyons relied again on his proven strategy of affordability combined with exotic looks and race-proven technology. Lyons and his chief aerodynamicist Malcolm Sayer worked together to design the new car, which employed a semi-monocoque tub utilizing ingenious bolt-on front subframes to support the engine and independent front suspension, inspired by the Le Mans-winning D-Type. The featured the ingenious modular independent rear suspension with inboard brakes, pioneered on the Mk10. The E-type also boasted such exotic tech as four wheel disc brakes, torsion bar front suspension, and a 3.8 liter version of the XK’s twin-cam inline six pumping out a startling 265 horsepower; numbers one would expect from a car costing twice as much. The all-new E-Type first appeared to a stunned audience at the 1961 Geneva Auto Salon, earning praise from press, public and fellow automakers alike. Along with its impressive mechanical spec, the gorgeous body was quite unlike anything that had been seen before. Beautiful and curvaceous yet with a sporty aggression, the E-Type was a smashing success from day one. Fascinatingly, co-designer Malcolm Sayer had no interest in designing a car based purely on aesthetics, rather, he was far more interested in aerodynamics and applying his experience with the D-Type toward a design that allowed form to follow function. Rather ironically, the E-Type turned out to be not terribly aerodynamically efficient, but became one of the most celebrated aesthetic designs of the 20th century. Thankfully, Jaguar gave it the performance to back up the looks and a well-driven E-type could easily hang with a contemporary Ferrari or Aston Martin, yet it cost a fraction of the price of those exotic machines. The Jaguar E-Type has gone on to become a perennial favorite among enthusiasts, and many collectors consider it a cornerstone of any grouping of significant cars. This striking 1963 Jaguar E-Type 3.8 OTS is an exquisite, fully restored and highly detailed example of the desirable first generation E-Type. This well-documented car is very correct and stunningly presented in its rare, original color combination. According to the Jaguar Daimler Heritage Trust Certificate, this car, S/N 879061, was delivered new in May of 1963 to G.W. Baltey of Littleton, Colorado. Subsequent documentation shows the car was purchased out of Colorado by David McFarland of Newcastle, Wyoming in 1973, who sold it to Blaine Hall, also of Wyoming, who owned it until 1982. The next owner, Mr. Scott Waggener of Provo, Utah began a restoration at some point, but then sold it as a partially completed project to Eugene Banks in 1996. While in the care of Mr. Banks, the E-Type received the care it deserved in the hands of experienced Jaguar restorers Lundquist Restorations in Utah. The subsequent restoration, which was completed in 2004, was highly detailed, very correct and done original specification. Today, this wonderful E-Type is presented in gorgeous condition, with excellent panel fit, paint quality and brightwork. The original Sand Beige color suits the E-type’s compound curves splendidly, and this car simply sparkles. The exterior is well detailed with correct fittings and hardware, chrome wire wheels with Vredestien Sprint Classic tires, and a rare US-spec front license plate bracket with a clever mechanism that folds the plate under as the bonnet is opened. The cockpit of the 3.8 liter E-Type is distinguished by its racy fixed-back leather bucket seats and the perforated alloy trim that graces the dash and console. Restored back to factory specification, the tan leather now shows a light patina places but remains in very fine order overall. Correct materials are used throughout the cabin such as Wilton wool carpets, Hardura on the rear bulkhead, and correct vinyl on the sills and door cards. The attention to detail is obvious, as the car retains original-type seat belts, restored original instruments, original switchgear, and a lovely period correct radio. This car features a rare and desirable removable hard top, which has been restored to the same high standard as the rest of the car, as well as the soft top trimmed in black Stayfast canvas and a matching top boot. Many enthusiasts prefer the 3.8 liter engine for its free-revving nature and sweeter feel. This car does not disappoint, spinning freely to redline, and emitting an intoxicating bark from the factory-correct exhaust and feeling solid and planted on the road. The inline-six is finely presented with highly polished cam covers, intake and carburetors, and correct gold painted cylinder head. Details such as the porcelain exhaust manifolds remain in excellent condition, correctly fitted with brass nuts as original. Factory correct wiring, fittings and hardware round out the wonderful under-bonnet presentation. According to the documents, this car retains its original, matching numbers engine block, cylinder head, and frame rails. The sale includes a comprehensive history file, the aforementioned Heritage Certificate, as well as a factory tool kit and jack in the original pouches. Finely restored to a high standard and immensely collectible, this superb Jaguar E-Type 3.8 OTS is equally at home on the road or the show field, a fine example ready for touring, rallies or JCNA events.
At the 1957 Turin Auto Show, Alfa Romeo unveiled its stunning and futuristic Giulietta Sprint Speciale. Penned by Franco Scaglione for Bertone, the S.S. featured a slick, swoopy, and bumperless aerodynamic alloy body fitted with lightweight plexiglass windows and gutsy 1300 cc twin-cam. Scaglione’s drew his inspiration for this gorgeous design from within his own portfolio, as the Sprint Speciale was inspired by the radical and outrageous B.A.T. concept cars that traveled the show circuit earlier in the decade. A minimum of 100 cars was needed to homologate the new model for FIA regulations, and while a handful of them were skinned in aluminum, most production cars were built primarily in steel with alloy used on the doors and deck lids. The first series of the S.S. was built on the 750-series Giulietta chassis, with the 1300cc twin cam engine kept largely standard, aside from updated Weber 40 DCOE3 carburetors and a free-breathing sports exhaust. Standard production Sprint Speciales gained road trim such as bumpers, proper glass windows and enough creature comforts to transform the S.S. into a junior grand touring car; a uniquely stylish alternative to the likes of a Porsche 356 or Austin Healey. For 1963, Alfa Romeo updated their Giulietta line with a host of mechanical improvements, the most significant being the 1600 cc engine, now making 112 horsepower in Sprint Veloce specification. The new car, internally known as the 101-series was named Giulia (a clever play on it being a grown up version of Giulietta), and the Sprint Speciale was carried over; with increased performance from the powerful 1600 engine, as well as a 5-speed gearbox and disc brakes on later models. Comfort was also improved with more luxurious trim. While the Giulia SS did not achieve much in the way of success on the race tracks of the world, it was no less a uniquely beautiful and lively performance car that has earned a place among the most collectible and desirable of all post-war Alfa Romeos. Our featured 1964 Alfa Romeo Giulia Sprint Speciale is a gorgeous and highly desirable late production model that has been sympathetically restored to a high standard, presented in the classic shade of Alfa Red (AR501) over black upholstery. The original Italian registration log book shows this car, S/N AR381099, was first registered on the 22nd of May, 1964 in Milano. Renewal stamps go through approximately 1980 when car was purchased from the original owner and exported to the United States. Sometime after its arrival in the USA, it received a bare metal respray in the lovely shade of red it wears today, and in 2010 it underwent a comprehensive mechanical refurbishment and detailing to concours standards. It presents in excellent condition, the body exhibiting exemplary panel fit and superbly straight body lines topped high quality paintwork. The chrome bumpers and bright trim all present in excellent condition, and much of the glass appears to be in excellent original order. We appreciate the details such as correct Carello headlamps which highlight the careful attention given to ensure the restoration is true to original. Riding on correct original Borrani steel wheels with hub caps and Vredestien Sprint Classic tires, the little Alfa sits beautifully on the road, its magnificent shape quite unlike any other car that has come before or after. As part of the restoration, the interior was sympathetically freshened with new seat covers in correct original black vinyl material, piped in red to match the painted dash. The excellent original door panels were carefully preserved along with interior quarter panels, parcel shelf and the dash top. Fresh black carpets are bound in red and present in fine order. Original gauges and switchgear also appear in very good condition, as does the wonderful original steering wheel with its polished alloy spokes and black rim. The boot is lined with the original rubber mat while the spare wheel, tool roll and fuel filler take up most of the available space. For weekend tours, a generous luggage space is found behind the seats. As a later production model, this Giulia S.S. benefits from the numerous improvements Alfa Romeo made to the 101 series over the course of production. This car is fitted with its correct Veloce specification 101.21 series engine which is mated to a five-speed gearbox as original, as well as front disc brakes. The engine is very well detailed with factory correct paint finishes on the accessories and fittings, as well as period correct decals and labels. With 112 horsepower from the gutsy little twin-cam four and only 2,000 pounds to move around, the Giulia S.S. is an absolute joy to drive, with that typical 1960s Alfa Romeo flair and excitement. This superb Giulia S.S. benefits from a high quality yet sympathetic restoration, and it remains very fine condition both mechanically and cosmetically. Shown at Concorso Italiano in 2010, it was awarded Best 101-series Alfa Romeo in what was no doubt a very crowded and highly competitive field. It runs and drives beautifully, and is ideally suited for driving events such as the New England 1000, Copperstate 1000 or similar rallies and tours. The Sprint Speciale offers the joy that comes with driving any Alfa-Romeo of the period, along with the unmistakably beautiful Bertone styling. Beautifully presented and highly desirable, this Giulia Sprint Speciale will be a most welcome addition to any collection.
Allard Motor Company was founded in the aftermath of WWII by Sydney Allard, a London garage owner who was also known for being a rather bold and courageous racing driver. Prior to the war, Allard built a handful of cars for trials competition on bespoke chassis that utilized cheap American horsepower in the form Ford’s V8 end even the Lincoln V12! His first cars were successful enough to sell about a dozen examples before the war. After the war, Sydney Allard wasted little time getting back to building cars. In 1946 he announced the arrival of the K1, a 2-seat roadster with a box-section chassis, live rear axle, transverse leaf springs and the signature split-axle front suspension designed by Les Ballamy. As a natural by-product of Allard’s war-time business repairing Ford military vehicles, power came from the ubiquitous Ford “flathead” V8, with the option to fit the more powerful Mercury version following suit. Many cars would be equipped with the ARDUN overhead valve conversion, as its creator, Zora Arkus Duntov served as a technical advisor and works driver for Sydney Allard prior to going to General Motors where he became the savior of the Corvette. Allard had indeed found an ideal formula, as 151 customers came knocking to buy the K1. Other models would follow suit, in either road or racing versions, as did and improved coil spring front-end. The J2 marked Allard’s arrival on the international motorsport scene, particularly in the United States where Cadillac, Buick, Oldsmobile or Chrysler powered J2s would come to dominate the heady early days of open road racing in the ‘States. Allard’s proudest moment came in 1950 when Tom Cole and Sydney Allard drove a Cadillac-powered J2 to an impressive 3rd overall at the 24 hours of LeMans, despite having only top gear at their disposal! Large manufacturers caught the sports car bug and development was moving at such a pace that Allard struggled to keep up. The Palm Beach of 1952 featured a modern fully enveloped body and Ford Consul or Zephyr engines of four or six cylinders respectively. Just 80 were built in all, but the body design of the Palm Beach reappeared for the K3, which was in essence, a slightly civilized, road-going version of the brutal J2. Hidden beneath the attractive alloy body was a massive American V8, usually an overhead valve Cadillac. Just 62 were built, and most came to the USA sans-engine, allowing buyers the choice of power. Whatever the choice, the V8 powered Allard K3 is a thrilling machine from the early days of the sports car revolution in America. This 1953 Allard K3 is an outstanding example of this rare and exciting Anglo-American hybrid. While most customers opted for Cadillac’s proven OHV V8, a few buyers, including this car’s first owner, Mr. Leonard D. Henry of New York City, would select the mighty Chrysler FirePower Hemi topped with dual Carter WCFB carburetors, good for at least 325 horsepower. According to records from the Allard Register, the car was originally delivered in silver gray with fawn weather equipment and a green interior. Subsequent owners included Emil Cermelt of Ohio, and later Mel Belovicz. In the mid-1990s, the car was treated to a concours-quality restoration by the renowned RM Restorations of Ontario, Canada, before changing hands again to join another prominent collection. RM’s master craftspeople performed their typically outstanding work on this K3, finishing it in a beautiful shade of dark green over a tan leather cockpit with silver painted wire wheels. The quality of the restoration is outstanding, and despite the time passed since its completion, it remains in beautiful condition throughout. The slab-sided alloy body is exceptionally straight, with precise panel gaps and fine quality detailing. Deep green paintwork suits the shape very well, and the quality is truly outstanding, having matured slightly but remaining in lovely condition since its restoration. The fully enveloped bodywork is simple and clean in its design, with only chrome bumpers, a polished grille and minor chrome details used to highlight the shape. The aggressive bonnet bulge was necessary to clear the dual Carter WCFB carbs, and louvers help keep engine bay temps in check. It’s all very purposeful, yet clean and understated. Inside, the quality of the restoration continues to impress. Lovely biscuit-tan leather graces the seats, door cards and transmission tunnel. The dash is covered in complementing material and displays an array of fully restored original instruments. The driver grips a wonderful banjo-type steering wheel, and the shift lever for the 4-speed manual gearbox falls easily to hand. As with the exterior restoration, the interior is beautifully finished, detailed to a very high standard and shows minimal use since it was completed. Tan Wilton wool carpets and a full array of weather equipment in tan Stayfast canvas round out the finely presented cockpit. Chrysler’s classic FirePower Hemi is wonderfully presented in the engine bay with correct wiring, hardware and fittings in very tidy order. It sounds fantastic, breathing through dual side-exit exhausts and weighing in at just over 2500 pounds with a thumping 325 horsepower, there’s little doubt this K3 has the capacity to thrill all aboard. Allards have always been exciting cars to drive, and this wonderful K3 is no exception; a fabulous choice for events such as the Colorado Grand, Copperstate 1000 or similar. This is a gorgeous example the breed, a wonderful machine that is a thrill to drive and a worthy addition to virtually any collection.
The prestigious Model K served as Lincoln Motor Car Company’s flagship model throughout the 1930s. When introduced in 1931, the K-series hit the showrooms featuring a new 145-inch wheelbase chassis with power coming via the 348.8 cubic inch V8 engine. While the V8 provided more than adequate performance for most clients, Lincoln was feeling the pressure from Cadillac and Packard to offer an engine of greater than eight cylinders. Ford Motor Company responded to the Cadillac V12 and V16 with its own V12-powered Model KB in 1932. The K-series was then split into two separate ranges, with the KA carrying over the V8 engine and the KB featuring the new 448 cubic inch V12. The early years of the Great Depression meant that sales were slim, but the V12 remained a key part of the Lincoln lineup well into the 1930s, keeping the company at the sharp end of the luxury car market even through those difficult economic times. By 1937, the junior model Zephyr had joined the range as a bridge between top-line Fords and the prestigious Model K. The Zephyr was also powered by a V12 engine, albeit of smaller displacement, but Lincoln continued to offer the Model K for high end buyers, who now had 17 different custom body styles to select from. The basic styling was simple but elegant, with art-deco inspired teardrop headlamps that were faired-in to the streamlined fenders and V-shaped windscreens were fitted on all standard bodies. On the mechanical side, the 414 cubic inch flathead V-12 engine was updated with hydraulic lifters and a revised cam shaft then placed further forward in the chassis to allow for more passenger room. The resulting car was elegant and understated, yet with an imposing presence and performance that demanded attention. Edsel Ford, then in charge of Lincoln, entrusted a select number of coachbuilders to supply catalog bodies for the K-series. Edsel had a keen eye for style, and he partnered with four independent coachbuilders - Judkins, Brunn, Willoughby and LeBaron, whom he had determined offered the kind of quality and style that Lincoln buyers demanded. To minimize overlap, each coachbuilder was assigned a different style. For example, Judkins focused on closed sedans and coupes, while Willoughby of Utica, New York would specialize in limousines, landaulets and town cars of the finest quality. One of Willoughby & Company’s most distinct offerings was the razor-edge style Panel Brougham, as fitted to our featured 1937 Lincoln Model K, chassis number K8376. At $7,050, it was the most lavish and expensive factory catalogued body available and as a result, just nine were built, of which only two are known to survive today. The distinct styling features sweeping door lines that harken to the carriage days, as well as a steeply raked, thin pillar V-windscreen, open driver’s compartment, and an enclosed passenger compartment with sharply creased corners. The period brochure describes the Willoughby Panel Brougham as “An eminently correct motor car for formal use...” Intended to be chauffeur driven, as the driver’s compartment can be opened with the removal of the soft leatherette roof. Customers could opt for plain painted livery or the fabulously intricate hand-painted “caning” as applied to this car. Serial number K8376 is one of just two known survivors to wear this magnificent body style, and it was once part of the illustrious collection of J.C. Whitney founder Roy Warshawsky, who had a particular fondness for Lincoln automobiles. The magnificent restoration was performed by the highly regarded Rick Kriss, and the car scored a Best in Class at the 1988 Pebble Beach Concours d’Elegance as well as an AACA National First Prize in the same year. Following the dispersing of Warshawsky’s collection, this Lincoln was acquired by Dr. Joseph Murphy of Pennsylvania, who sold it two years later to the renowned collector, General William Lyon. The stately Lincoln remained a fixture of Gen. Lyon’s collection for a decade before joining the most recent owner’s stable of important Full Classic automobiles in 2008. This wonderful Willoughby-bodied Lincoln remains in beautiful condition, clearly having benefitted from years of expert care in the hands of several renowned collectors. The black paint befits the razor-edge styling beautifully, and it remains in excellent condition with just the slightest hint of patina beginning to appear. The gorgeous coachwork is fully accessorized, with dual Senior Trippe Lights, Greyhound mascot, dual sidemount spares with painted covers, dual outside mirrors, and chrome wire wheels with wide-white tires. The presentation is simply beautiful, the restoration having matured slightly, though has obviously been treated to the utmost in care. The driver’s compartment is trimmed in black leather as original, as it is hard wearing and easily maintained for chauffeur duty. The dash retains its original instrumentation and controls, with fabulous art-deco detailing. In the rear, passengers travel in lush accommodations with gray broadcloth upholstery and matching carpeting. The upholstery and fittings remain in excellent condition, belying the years since the restoration was completed. Luxurious details abound such as dual wood-trimmed vanity mirrors, dual ash trays, a roll-down glass division, fabric roller blinds on all windows, foot rests, dual jump seats and a handsome Jaeger 8-day clock. Wood trim and detailing is exemplary, with the car still presenting very much in showable condition. The factory original V12 engine is in fine running order, having been well maintained and sparingly used in the hands of its previous owners. Engine presentation is excellent, befitting a car that is a prior class winner at Pebble Beach. The Model K was renowned in its time for exceptional smoothness and power, and this example lives up to that legacy, performing admirably on the road while exuding a sense of quality and occasion with its fabulous coachwork. A very well-maintained older restoration with important and rare coachwork, this handsome Lincoln Model K is quite well suited for local concours, CCCA or AACA events and would make a most elegant choice for CCCA CARavan tours. Just as it did in 1937, this lavish motorcar exemplifies pre-war grandeur and sophistication.
In the aftermath of World War II, Delahaye had survived battered but not broken. Until production of their landmark 135-series could resume, the company paid the bills by building commercial trucks and buses. Once the 135M was revised for the post-war climate, however, Delahaye was back in business as one of France’s premier sports car makers. The revised 135M was in essence the same as the pre-war model but it featured a widened track, and more powerful, refined versions of the same 3,558 c.c. six-cylinder engine, with output as high as 160 horsepower in ultimate specification. As it had before the war, Delahaye partnered with many great French coachbuilders such as Chapron, Franay, and Letourner & Marchand to skin its fabulous 135M chassis. But it was the work of Figoni et Falaschi that made the biggest impact on Delahaye’s image. The partnership was in many ways, the ideal marriage of the flamboyant high-style of Figoni, and the engineering excellence of Delahaye. Giuseppe “Joseph” Figoni was born in Italy in 1894, and immigrated to France with his parents when he was just three years old. As a teenager, he apprenticed with a carriage-maker before serving in the French military for seven years. In 1923, he opened his own body repair shop in Boulogne and quickly won the admiration of clientele who called upon his skills for not only repairs, but also for his ability to perform modifications to suit his clients’ wishes. Inevitably, this grew into a full-fledged carrosserie by 1925. He exhibited a natural talent for proportions and detailing, continuing to build upon his reputation for high quality craftsmanship. In 1935, Figoni partnered with Ovidio Falaschi, a Tuscan businessman with a penchant for fast, stylish motorcars. Falaschi’s financial backing allowed Figoni to experiment with increasingly flamboyant designs, yet he managed to maintain his fine sense of balance and proportion. The Goutte d’Or (literally “drop of gold”) coupe on a Talbot T-150 marked his arrival as a true Avant Garde stylist, one that would attract the attention of the world’s elite figures. One such figure was T’hami El Glaoui, who served as the Pasha of Marrakesh. El Glaoui was an influential figure in Moroccan politics, which was a French held colony at the time. His powerful stature in the caste system and his sympathetic stance with the French government afforded him many business opportunities at home and abroad; enough to amass a huge fortune that at one point topped $50M. El Glaoui enjoyed the fruits of his fortune, indulging in multiple palaces and the finest of French automobiles. In the late 1940s, T’hami El Glaoui commissioned Figoni et Falaschi to construct a body atop a Delahaye 135M chassis. The resulting design was a handsome, four seat GT car that featured a three-position cabriolet top with external pram irons, and elegant, full-figured proportions. It was almost understated, yet still retained just enough of the typical Figoni drama with its chrome flashes and curvaceous details. The design proved quite popular with Figoni’s other clients, and he would go on to build a series of approximately 18 cars, built on a common theme though with each example slightly different from the next. This 1948 Delahaye 135M, S/N 801620, is one of those original El Glaoui series cabriolets, believed to the last in the series of 18 cars and one of just 9 known to survive today. Originally, S/N 801620 was ordered by an Englishman, Mr. B. Grieg after he visited the Paris Auto Salon and fell in love with what he saw on the Delahaye stand. At great cost, he ordered his 135M with a Figoni et Falaschi body, on the assurance it would be unique. While each car in the El Glaoui series was built to a common theme, they were indeed unique in detail, particularly in the treatment of the front end, the shape of the grille and differing chrome embellishments on the body sides. It is believed that Mr. Grieg felt his car wasn’t as unique as he had hoped for, but regardless, he enjoyed it for a number of years in his native England. In the 1960s, it then became part of the collection of fellow Englishman Mr. Hubert Rees. Mr. Rees then sold the car in 1971 to A.K. Wilson, a Toronto-based enthusiast and connoisseur of French motorcars. Following Wilson’s passing, the Delahaye joined the collection of William Anderson of Massachusetts who oversaw its restoration and subsequently showed the car in multiple events around the country, earning a CCCA National First Prize along the way. It then passed through two very significant collections, that of Judge Joseph Cassini and then to James Patterson of Louisville, KY, before most recently becoming part of an important private collection of coachbuilt French automobiles. Today, 801620 presents in stunning condition in the elegant livery of black over a lush red interior. Paint and body quality are exceptional, the car having been preserved in superlative condition since its restoration. Fit and finish are outstanding, and the brightwork presents in fine order. On this car, the archetypal Figoni “sweepspear” treatment is toned down in favor of linear chrome accents on the body sides, while the black Stayfast three-position top, black wall Michelin tires and chrome wire wheels lend a particular subdued elegance to this exquisite automobile. The cockpit, which is trimmed in lush red leather, shows only the slightest creasing from use but remains supple and beautifully presented. The steering wheel and dash are finished in a lighter shade of red as original, and it of course retains all original instrumentation including the original Phillips Radio. The rear seats are quite usable for additional passengers, making this a fine choice for touring or concours events alike. With the top fully open, the windscreen can be folded forward to transform this elegant drophead into a full-fledged sports car. The original, matching-numbers engine (number 801620) features triple carburetor specification and is mated to a conventionally shifted four-speed transmission, eliminating the maintenance intensive nature of the alternative pre-selector. In keeping with the rest of this car, the engine is beautifully detailed with proper finishes, correct hardware and correctly presented ancillaries. The same goes for the undercarriage which, again, is fully detailed and exceptionally clean as one would expect from a concours-quality restoration such as this. This is a rare opportunity to acquire a beautiful, fully-restored example of the highly desirable Figoni et Falaschi El Glaoui Cabriolet. One of only 9 known to exist and understood to be the final of the series, this magnificent automobile is presented in exquisite condition and is suitable for virtually any major concours event or tour the world over.
The Silver Wraith was Rolls-Royce’s first post-war offering, holding the distinction of being the first model built in the now legendary Crewe factory, which, to that point had served as the main production line for Merlin aero engines during World War II. In the spirit of the post-war recovery, Rolls-Royce started with a fresh slate for the new Silver Wraith. It would, as with the pre-war models, be the standard model, slotted below the ultra-exclusive, eight-cylinder Phantom IV. Unlike previous Phantom models, the Phantom IV was strictly reserved for royalty and heads of state, and just 18 would be produced, making it one of the rarest and most desirable models in Rolls-Royce history. Despite the fact that Rolls-Royce had this new inline-eight at their disposal, the Silver Wraith would be strictly limited to six-cylinder power. Both models would still be sold as bare chassis, and coachbuilders would share much of the Phantom IV’s stately elegance in the basic styling of the Silver Wraith, particularly on long-wheelbase versions, albeit on a somewhat less-exclusive scale. This splendid 1954 Silver Wraith Long Wheelbase Saloon, chassis number CLW37, is a truly unique motorcar that features one-off coachwork by Freestone & Webb, and combines a proven Silver Wraith chassis with the prestige of a genuine Phantom IV engine. Thanks to the efforts of one passionate Rolls-Royce aficionado, this car has been professionally converted with what was likely the only spare Phantom IV inline-eight cylinder engine in existence. It is most recently out of a prominent American collection; a cherished and fabulous driver’s car with a fascinating history. The story of this very special Silver Wraith begins in earnest in 1987 with Mr. John Donner, an Englishman who had long lusted after the rare and elusive Phantom IV. Given their scarcity and value, he accepted that it was unlikely he’d ever get to own one, so he decided to shift gears, so to speak, and take matters into his own hands by essentially building a P-IV of his own. Donner was alerted by a friend, Mr. Ken Steeley, managing director of Rolls-Royce dealer H.A. Fox in Torquay, England, to the availability of CLW37. Donner was able to acquire the car, soon discovering he was only the third owner of this desirable late-specification long-wheelbase Silver Wraith, and that it featured one-off “owner/driver” coachwork by Freestone & Webb. As found, the car was in a bit of a sad state, but it was otherwise complete and it would serve as the perfect basis for Donner’s dream project. Next, Mr. Donner contacted his friend Ken Lea, who served as the Director of Engineering at Rolls-Royce in Crewe and was himself a passionate devotee of the marque. Donner and his friend Lea discussed a rumor that somewhere in the world existed a new Phantom IV engine, still in its crate. Amazingly, Ken soon reported back to John that he had not only confirmed the story, but that he had found the engine, untouched in private hands. According to Mr. Lea, six prototypes of the special P-IV inline-eight cylinder engine were built, all of which were ordered to be scrapped. At the last minute, however, one unit was put aside and rebuilt to be kept as a ready spare, should one of the Phantom IVs in royal service suffer an unexpected failure. Of course, this never happened, so the engine was crated and sold off in 1972. Mr. Stan Brunt had purchased the Phantom IV engine from the works in hopes of turning it into a stationary generator! John Donner was able to secure ownership of this impossibly rare engine, sending it to Ken Lea at Rolls-Royce for inspection. It was found it to be in factory-new condition inside and out, and every component was carefully examined to determine that this was indeed, a genuine Phantom IV unit and not the more common B80 as used for military and commercial applications. Next, car and engine were handed over to John Dray who began the process of mating the two. Mr. Dray removed the original inline six, and rebuilt the original transmission with stronger internals to handle the additional power output of the eight. The process of fitting the engine was not simple, as the big eight is significantly longer than the original six-cylinder and required modifications to the bulkhead and propshaft. In the end, the mechanical conversion was exceptionally well-engineered, as proven by the car’s surprising performance and outstanding drivability. The incredible Phantom IV engine still presents beautifully under the bonnet, the installation looking like a factory effort, with only the additional two plug leads giving it away. Once the heavy lifting of the mechanical work was completed, CLW37 was driven (briskly!) to the workshops of the legendary Rolls-Royce dealer, P&A Wood, where the coachwork was restored to a high standard. The project was completed in the early 1990s, and the car subsequently shown and enjoyed on numerous tours around England as well as the highly regarded RREC “Jewel that is Jordan” Tour in 1999. The most recent owner has kept this remarkable Rolls-Royce in wonderful condition, now displaying a slight patina that is well suited to the character of the car. The Velvet Green paintwork is excellent, and the one-off coachwork straight and properly aligned. Intended for the owner-driver, the Freestone & Webb body features a sunroof and a beautifully appointed cabin without a division to allow for greater driver comfort. Rear passengers are treated to luxurious accommodations in the lush rear bench. Lovely older woodwork presents well with glossy lacquer, showing just a few minor cracks in the finish. The tan leather upholstery on the seats and door cards shows some very slight use but remains supple and in fine order. The cabin is smartly appointed with roller-blind sun visors for front seat occupants, picnic trays, and electric windows for all but the driver, as original. While no doubt stylish and luxurious, the obvious highlight of this motorcar is its performance; with the editor of the RREC magazine describing it to be “of the true scalded cat variety”. The exceptional smoothness and torque of the Phantom IV power plant transforms the otherwise sedate Silver Wraith into a supremely fine long-distance touring car, and the unique one-off coachwork imparts a sense of occasion that mimics that of the highly exclusive genuine article. This is a uniquely individual labor of love that is sure to impress the most dedicated of Rolls-Royce connoisseurs as much as it will serious collectors and classic touring enthusiasts.
Brunn & Co. of Buffalo, New York had a long tradition of fitting fine quality bodies to Pierce-Arrow, Packard, Rolls-Royce and in particular, Lincoln chassis. Hermann A. Brunn’s German heritage shone through in the high standard of workmanship he demanded as well in his understated, Teutonic designs. In 1937, Packard had taken a liking to one Brunn design in particular, the so-called Clear Vision Touring Cabriolet, which was first shown atop a Lincoln Model K chassis and used as the Brunn Family’s personal transport. This elegant, formal style featured an enclosed driver’s compartment, division window, and an opening Landaulet-style rear treatment that was fully lined and weather tight in the closed position. A most interesting detail was the inclusion of a pair of green-tinted “Neutralite” glass panels above the windscreen, which allow the driver easy sighting of traffic signals as well as giving a more open feel to driver’s compartment. 1939 marked the final year for the legendary Packard Twelve, with end of the custom bodied era soon to follow, as the Brunn Touring Cabriolet was one of only seven selections offered in the 1939 Packard Custom Catalog (5 styles by Rollston, 2 by Brunn). At $8,135, the Brunn Touring Cabriolet atop the 1708 chassis was the most expensive Packard for 1939, and their own literature suggests it would suit as either “limousine or owner-driven sedan”. Chassis with soapbox driver’s seats were shipped from Detroit to Buffalo to be up-fitted by Brunn’s craftsmen. In an effort to save money, Packard required Brunn to use existing door stampings, which in turn had to be heavily reworked to achieve the level of fit dictated by Brunn’s own high standards. This level of perfection resulted in a net loss for Brunn on virtually every unit produced. In the end, customer demand was light and just 22 Packards would feature this stylish and versatile body in the three years it was offered. This handsome 1939 Packard 1708 Twelve Brunn Touring Cabriolet is a fine example of this exclusive model with known history from new. It was first purchased by the Armour family of Chicago who were proprietors of one of the largest, most successful, and sometimes notorious meatpacking companies of the era. The family retained the Packard in their fleet through 1950 when it was purchased by Hal Davock of Fort, Lauderdale Florida. Mr. Davock was a pioneer in the collector car world who valued these special-bodied early Packards at a time when many of them were simply treated as “used cars”. He cared for the car for nine years before passing it to George Tilp of New Jersey. Mr. Tilp was a fascinating character. He was a trained engineer who had turned his father’s metal stamping business, Adams Industries, into a hugely successful operation. Tilp possessed a great love for cars and racing, and he was one of the most influential players in the early days of the SCCA. While not a racer himself, he owned numerous race cars, including an Aston DB2/4 powered by an Offenhauser four-cylinder that was raced by Walt Hansgen, an Offy-powered Ferrari Mondial, and several factory-backed Mercedes 300SL racers. Tilp also served as a primary sponsor for a young Phil Hill as he was starting his career in motorsports, and the two remained good friends until Tilp’s death in 1979. Aside from his racing exploits, Mr. Tilp had an affinity for classic machinery, and this Packard Twelve was counted among his proud fleet that also included a V16 Cadillac and even a restored Pullman Coach. Whilst in his care, Tilp had the Packard returned to its original shade of Brunn Ruby, and actively enjoyed the car, winning numerous CCCA awards along the way. In 1981, the Packard was purchased from George’s son Peter Tilp by Dr. Armand Crescenzi. From 1985 through 1998, the car was in the hands of Al Dumrose of Corrales, New Mexico. All along, this wonderful Packard was maintained in highly original condition thanks to its careful owners. In 1998, the Brunn Packard joined the world famous Otis Chandler collection where it remained until 2003, when it passed into the hands of its most recent owner, a passionate California-based collector of important Full Classic automobiles, who continued to cherish and enjoy the car. Presented in its original Brunn Ruby body with cream yellow accents, this fabulous Packard remains in excellent condition. It is believed that the indicated 38,500 miles is original, as close inspection reveals a car that has been properly maintained through the years, with light restoration work done as needed. Paint and body remain excellent, with Brunn’s renowned quality and detail showing through in the fit of the doors and panels. The handsome body is fully accessorized with dual Trippe Lights, Cormorant Mascot, bumper overriders, trunk rack, and dual covered side-mounts with mirrors. The beautifully appointed interior is trimmed in beige broadcloth with tan carpets and door cards. The driver is treated to an array of stylish and clear instruments – in original condition – and Packard’s typically sensible control layout. For 1939, the shift lever was moved to the column to allow for more front seat leg room. The woodgrained metal dash is beautifully presented, as is the wood on the door caps which continue into the rear compartment. The passenger compartment retains original 1939 upholstery on the seats, as well as beautiful wood, an original Jaeger clock in the division panel, and the original radio with controls in the rear seat arm rest. Mechanically it is in fine order, performing with graceful ease, and retaining the feel of a solid and highly original car. This rare and truly extraordinary Packard is one of just 446 Twelves sold in 1939, with single-digit survivors in this body style; representing the end of the multi-cylinder, coachbuilt era in America. Benefitting from many years of attentive ownership, this fabulous Full Classic remains in fine order, ready for CCCA CARavan tours and similar club events.
Frederick and August Duesenberg are undoubtedly best known for their iconic Model J of the 1930s. However, their groundbreaking road cars may never have been built if it weren’t for the notoriety they achieved in motorsport in the early 20th century. The brothers’ racing efforts began in the mid-1910s, with their proudest moment coming in 1924, when one of their supercharged, twin-cam racers won the prestigious Indianapolis 500 mile race. Despite their on-track prowess, the brothers struggled to achieve financial success. Various partnerships with financial backers saw the brothers bouncing around, building automobile, marine and aircraft engines; none of which proved terribly rewarding for Fred and Augie. Beginning in 1920, a new workshop was established in Indianapolis and the Duesenberg brothers began production of a road car under their own name, which they hoped would help fund their sporting aspirations and provide them some financial stability. The overhead cam, straight-eight Model A was a brilliant machine, but delays in production dampened enthusiasm and a post WWI economic recession hurt sales which almost spelled the end for the fledgling company and the Brother’s hopes of becoming full-fledged car manufacturers. Thankfully, the Duesenberg’s reputation in motorsport caught the attention of E.L. Cord, who had recently acquired Auburn and was looking to build a flagship motorcar for his own growing manufacturing empire. Cord had successfully revived the ailing Auburn, reestablishing the marque as a worthy competitor to Cadillac and Packard. Now he set his sights on building a car that could compete with, and surpass, the greatest names in Europe such as Bugatti, Hispano-Suiza and Rolls-Royce. Cord bought out the Duesenberg brothers, and put Fred in charge of engineering the finest car in the world, giving him free rein and a clean sheet. Fred relished in the opportunity to simply focus on building the best car he could, meanwhile August clashed personally with Cord; ultimately leaving the firm and playing little to no role in the development of what would become the iconic Model J, only to return after E.L. Cord’s empire began to collapse. The Duesenberg Model J was no doubt a world-beating automobile. With a Bugatti-inspired twin-overhead cam, four-valve inline eight, four wheel hydraulic brakes, a three-speed gearbox and 265 horsepower (or 320 with the optional supercharger), the Model J could handily top 120 miles per hour. It was built to a standard of quality that was unparalleled for its day, and it was of course, astonishingly expensive. A bare chassis started at $9500, with complete cars costing from $13,000, and surpassing $25,000 for the most spectacular custom-bodied examples. The greatest coachbuilders in the world such as LeBaron, Franay, Murphy, Gurney Nutting and others displayed their talents on the Model J chassis. Duesenbergs would carry a wide variety of coachwork that ranged from short-wheelbase speedsters to lavish limousines. Of the 481 units of the Model J built, including the SJ and SSJ derivatives, approximately 378 survive today, and it remains one of the most storied and important motorcars in history. We are thrilled to present this stunning 1935 Duesenberg Model J Special Berline. This gorgeous long-wheelbase Model J, serial number 2557, retains its original engine; number J-540. The original and elegant coachwork is by J.B. Judkins Co. of Amesbury, Massachusetts. Judkins bodies are most commonly attributed with Lincoln chassis, though the firm was quite well-known for fitting a number of bodies to Duesenberg, Packard and Pierce-Arrow chassis among others. Judkins’ specialty was in closed cars, and their craftsmanship and finely judged style was highly regarded by manufacturers and wealthy clientele alike. According to records, J-540 was originally delivered to Mrs. William W. Willock of Pittsburgh, Pennsylvania and Syossett, New York on May 9, 1935. It passed through just four subsequent owners before finding its way to the most recent caretaker who set about restoring the car to its former beauty. A comprehensive, fully researched restoration was performed by Fran Roxas at Vintage Motor Group in Chicago over the span of two years. During that time, the correct original colors and interior materials were discovered, and J-540 was subsequently returned to its striking original two-tone brown livery, topped by a brown leatherette roof. The sophisticated style of the Judkins body features rather handsome skirted fenders as well as a unique split windscreen and dual side-mount spare wheels. Blackwall Dunlop tires on 17-inch chrome wheels add just a hint of sporting appeal to this otherwise formal design. The presentation is magnificent, and the quality of the finish work is truly outstanding, as one would come to expect from such a high-level restoration by a marque expert. Since its exceptional restoration it remains in stunning order, having been shown in numerous prestigious events. In more recent years, J-540 has been used on the road and always maintained in top order. Like the exterior, the interior is a blend of driver-focused appeal and luxurious accommodations. The Judkins Berline is distinguished by its blind rear quarters and lack of a divider window, as the car was intended as a personal limousine that could also be owner-driven. The configuration allows for more comfortable seating up front, while still maintaining plenty of room in the rear compartment. The lush interior is trimmed in leather and cord cloth, executed in a lovely oatmeal tan color that complements the body quite well. The driver faces an original steering wheel and a full array of beautifully restored instruments including an altimeter and Jaeger chronograph clock. As with the body, the interior is beautifully presented; having mellowed ever so lightly in the time since it was restored but still appearing fresh and inviting. Mechanically, J-540 is in excellent order, having been subtly upgraded for reliable high-speed touring. The gorgeous Lycoming-built 420 cubic inch inline eight is fully detailed and correctly finished in its signature bright green with polished alloy cam covers. It is very well presented, with just a bit of character from use apparent in places, and it runs exceptionally well. In the interest of high-speed capability, a full-synchromesh Tremec 5-speed gearbox has been discreetly adapted to the engine, allowing the car to drive exceptionally well and with greatly reduced effort. Importantly, the original gearbox and associated parts will be included in the sale should one wish to return it to original spec. With its 153 ½ - inch wheelbase chassis, the Duesenberg rides exquisitely and the chassis has been fully sorted by Mr. Roxas to ensure the car’s performance lives up to the legend. Since its restoration, J-540 has been shown at numerous events, including the 2011 Amelia Island Concours d’Elegance where it earned an Amelia Award in the Duesenberg class. Comprehensively restored and fully sorted, this magnificent Duesenberg Model J has been maintained in show-worthy condition, and thanks to the subtle upgrades, it is ready to impress on CCCA CARavan tours, ACD tours and any similar road event. This elegant Model J Berline is a breathtaking example of what it arguably the greatest American car ever produced.
Following in the wheel tracks of the radical Elite, Lotus’ equally brilliant Elan proved to be Colin Chapman’s most successful venture to date. The Elite made headlines with its highly advanced fiberglass semi-monocoque body with a steel backbone chassis that gave it exquisite handling in a featherweight package. While the Elite was highly regarded for its deft handling and brisk performance, it suffered from quality control issues and a high price which hampered sales. With the Elan, many of the Elite’s quality issues were addressed and the costs were kept low by replacing the costly Climax engine with a Ford-based four-cylinder topped by a twin-cam head. The rigid and light backbone chassis was retained, to ensure typically exquisite handling. The Lotus Elan proved to be a massive success and Lotus production was booming throughout the 1960s and into the 70s. Very early into the Elan’s development, Colin Chapman ordered the addition of a “family man’s Lotus” to the lineup; one that would return nearly the same performance as the Elan, but with more luxury, sophistication and a bit of extra space for children. Chapman asked for a car with “the front of an Elan and the rear of an Elite”, so designers set about stretching the Elan’s chassis and revising the styling to better suit the longer wheelbase. The result was the Elan +2, introduced in 1967. Despite the brief for a more luxurious Elan, the +2 continued with Lotus ethos of “simplify, add lightness”, and even with the additional 7 ½ inches of length added to the chassis, the bigger car exhibited superior stability in cornering and at speed. Throughout production, the +2 was continually fettled by the factory, with the renamed Plus 2S arriving in March of 1969 with larger carbs and a host of other refinements. The Plus 2S 130 added yet another boost in performance courtesy of the Big Valve cylinder head, and enlarged Stromberg carburetors on US spec cars. The Elan Plus 2S 130 was a worthy competitor to the likes of the Porsche 911, Datsun 240Z and even the E-type 2+2. Despite its comparatively tiny displacement horsepower deficit, the Elan came in at just 1,975 pounds – that’s nearly 400 pounds lighter than a 911E and a whopping 1,300 pounds shy of an E-type 2+2! Proof that power isn’t everything, as soon as the road gets bendy, the Elan truly shines. Our featured example is a rare and desirable 1973 Elan Plus 2S 130 finished in the original colors of Lagoon blue with a metallic silver roof. It is one of just 153 US market cars of this type and is a very well-documented two-owner example that has been sorted at no regard to cost and treated to numerous yet discreet performance upgrades. It presents in beautiful, standard appearance, yet has been thoroughly upgraded to deliver outstanding performance. Records indicate the Elan was delivered new in 1973 from Lotus Cars UK to the primary East Coast distributor Lotus East of Millerton, New York. From there, it was sold via F.A. Kinsella Auto of New Milford, CT to Boris Churyk of Stamford, CT. Mr. Churyk cherished his Lotus, as shown in a letter to his insurance company dated 1991 which states: “Under no circumstances will anyone other than myself be driving the 1973 Lotus Elan”. He goes on to explain that he bought it new as a present to himself – clearly a man who was passionate about his Lotus! After 34 years with his prized Elan, it was sold to Alan Andrea of Lake Forest, IL. Mr. Andrea kept the car for another decade, performing extensive restoration work and performance upgrades, all while ensuring the car retains a stock outward appearance. The paint presentation is very good in the factory correct Lagoon Blue (LO12) on the main body, accented by a metal-flake silver roof. The paint is attractive and glossy, with just a few superficial flaws visible. The included Lotus Heritage Certificate confirms this as the original paint scheme – including the metal flake roof, which was a standard treatment for S130s. Body fit is very good, consistent and factory appropriate, while the chrome bumpers, window trim and rain gutters are in excellent condition. The car retains its original Lucas fog lamps with their plastic covers as well as an original tool roll and jack. It rides on beautiful 13” knock-off wheels with Vredestein sprint classic tires that give the right look without sacrificing performance. Speaking of performance, a highlight of this Elan is under the bonnet in the form of a 1,721 CC Twin Cam built by PHP Racengines Inc. of Wauconda, IL. Built in 2008 at a cost of nearly $12,000, the fully documented build includes 10:1 compression pistons, a flowed head, enlarged 34 mm carburetor chokes, and numerous other upgrades for power and reliability. Breathing through twin Weber carbs and a custom exhaust, this little powerhouse produces 140 horsepower at 6,000 RPM – on its way to a screaming 7,000 RPM redline. Wisely, the owner used a donor engine and the original, numbers-matching Stromberg-spec engine is intact and will be included in the sale. To handle the extra power, the rear axles were upgraded with billet units from Tony Thompson Racing, and the brakes upgraded with stainless caliper pistons. Cooling is handled via a high flow alloy radiator. Suspension features new Tony Thompson shock absorbers and thoroughly refreshed bushes and hardware. A large binder of receipts from the previous owner documents the tremendous amount of work that went into this fabulous Lotus. Like the body, the cabin has been maintained in exceptional factory correct condition. Much of the interior, including the dash, door panels and seats, remains in remarkably good original condition. The wood dash is an excellent original, showing a few cracks in the lacquer which is not unusual, and retaining the original labels, gauges (including the S130s ambient temp gauge) and even the original Clarion radio. The tachometer has been upgraded to work properly with the Pertronix ignition and the electrical functions work as they should. Extensive documentation courtesy of the most recent owner demonstrates how no expense was spared to ensure this is one of the best driving examples of its kind. Included in the sale is the original tool roll, factory service manuals, owner’s manual, original brochure, a Lotus Classic Certificate of Vehicle Provenance, and copies of the original registration verifying this as a two-owner example. We are thrilled to offer this outstanding and very rare Lotus Elan Plus 2 S 130; an exciting car that is sure to charm its next keeper with its intoxicating power astute handling and understated good looks.
In 1936, Packard was riding high on the success of the entry-level 120. While competitors like Pierce-Arrow were headed for receivership, Packard had survived the great depression and was flush with cash. Introduced on August 10th 1935, the Packard 14th series replaced the 12th series (there was no 13th series for superstitious reasons), and the model itself was very much evolutionary. But for today’s collectors, it marked the end of the line for many signature Packard features such as the 17” wire wheels, ride control shocks, Bijur chassis lubrication and most notably, it was the final year for the legendary 385 cubic inch straight eight engine before the 320 cubic inch unit replaced it. As before, three distinct model lines were available; the Eight, Super Eight and Twelve. All were available in a wide variety of body styles and configurations ranging from sporty to formal. The Super Eight was the top eight cylinder model and in an effort to distinguish it from the Standard Eight, it shared features and options from the Twelve, such as the special fluid-filled counter-weight bumpers that smoothed the ride on rough roads. The styling for the 14th series was tweaked with eye toward streamlining: The radiator tilted back a further 5 degrees, and full, curvaceous fenders wore bullet headlamps. 1936 models remain very collectible for their “last of the line” appeal and beautiful classic-era style as much as for their outstanding performance and road manners. This 1936 Packard Super Eight Rumble Seat Coupe Roadster (model 1404, body style 959) is a very rare example of this sporting model from the fourteenth series. Fewer than 1,500 Super Eights in all body styles were built in 1936, and it is believed that fewer than ten of style 959 remain. Importantly this car retains its original body, firewall tag and original engine. This is a highly desirable automobile among Packard enthusiasts and Full Classic collectors alike. According to registration documents, the earliest known owner of this Packard was Roger Derby of West Concord, Massachusetts. He may have been the original owner, as the car was first delivered via Packard Motors Boston, per the firewall tag. The paper trail begins when it was purchased from Mr. Derby by F. Porter Sargent of Brookline, Mass in 1954. Mr. Sargent was a prominent writer, publisher and editor, and he was known to enjoy several fine automobiles, including a Waterhouse-bodied Pierce Arrow. The Packard remained with Mr. Sargent for many years, when in 1990, it was passed (along with the Pierce) to his nephew, Mr. John Doody of Nantucket, Massachusetts. Photographs show it was in remarkably straight and original condition when it was removed from storage. Mr. Doody commissioned a full restoration with Lee Witt of Fremont, OH which was completed in 1998, and has been very well documented with photographs and receipts. Despite speaking very highly of its looks and performance, Mr. Doody sold the Packard in 2000 to focus on the restoration of his uncle’s Pierce-Arrow. Fred Heitman of Anaheim, California was the next keeper and he showed the car in numerous Packard Club events on the West Coast. His tenure was followed by another enthusiastic California collector who kept the car from 2003 onward. Included in the sale is a large history file that documents the restoration and ownership chain through the years. Today, this marvelous Super Eight Packard presents in excellent condition. The restoration has been very well maintained, having aged remarkably well since it was completed. The bodywork and white paintwork show in very fine order and it features rare and unusual options such as golf doors, a rear-mounted “continental” spare wheel with painted metal cover and fluid-damper bumpers. The rear-mounted spare is a particularly interesting feature that cleans up the body sides, accentuating the length and sweeping profile of the fenders. Contrasting the white body are red wire wheels mounted on wide whitewall tires. A rich, deep red interior and a very high quality top in burgundy canvas also provide a pleasing contrast against the paintwork. And just like the paint and body, the interior remains in lovely order with fine quality materials and beautiful detailing on the dash and controls. The wood door caps and woodgrained dash and steering wheel boss are simply gorgeous, pairing wonderfully with the deep red leather upholstery. Mild creasing in the leather shows this was a car that has been used and enjoyed on the road but also meticulously cared for. Speaking of enjoyment on the road, the 14th series is highly regarded as one of the finest driving full-classic Packards. The engine presents in very good condition, is properly detailed in correct colors and is tidy and clean while showing some signs of regular use. In a letter to a potential buyer, Mr. Doody declares this Packard “drives like a dream, turns heads, and always draws applause from bystanders along the road”. His words still ring true, as this remains a marvelous example of a most desirable Packard model, ready to impress on CCCA CARavan tours, AACA events or Packard Club tours.
The Rolls-Royce New Phantom (retrospectively known as the Phantom I) was introduced in 1925 to replace the outgoing Silver Ghost, which had evolved over a nearly 20 year production run and was regarded as the car that established Rolls-Royce as the world’s premier motorcar manufacturer. Given the Silver Ghost’s stellar reputation, it was probably a wise move for Rolls-Royce to take an evolutionary step in designing the New Phantom. The chassis of the New Phantom was essentially carried over from the Silver Ghost with a few refinements, but was fundamentally the same as a late-specification four-wheel-brake Silver Ghost. Not that this was a bad thing, as the chassis had proven itself to be massively robust and capable of delivering a driving experience like no other motorcar on the market. It wasn’t until the arrival of the Phantom II in 1929 that an entirely new chassis would be introduced – a true testament to the integrity of the original design. The engine, however was almost entirely new; an overhead valve inline six-cylinder that displaced 7,668 cc. Like the Ghost before it, the big Phantom power plant was under-stressed and developed its power with remarkable smoothness and refinement. In order to meet ever growing demand for its products in the important North American market, a subsidiary of Rolls-Royce was established in Springfield Massachusetts in December of 1919. Rolls-Royce of America Incorporated was set up in the former American Wire Wheel Company plant, and many of the highly skilled workers were retained by Rolls-Royce to work on the assembly line. By 1926, Rolls-Royce of America had acquired Brewster and Company, one of America’s most prestigious coachbuilders. A series of 28 catalog bodies would be offered, ranging from sporty roadsters to luxurious town cars. Production of Ghosts and Phantoms would reach as high as 12 cars per week until the stock market crash of 1929 when sales plummeted. Another blow was arrival of the Phantom II, which meant comprehensive retooling which RR of America simply could not afford. While Rolls Royce in Derby had moved on to Phantom II in 1929, the Springfield Phantom I would overlap it, continuing until 1931 with a total of 1241 Springfield Phantoms produced. This magnificent 1931 Springfield Phantom I is chassis number S109PR; a highly desirable, late production example wearing its original and supremely attractive Brewster Regent Convertible Coupe body. The Regent was a handsome design featuring an all-weather convertible roof, exposed landau irons, dicky seat and beautiful detailing such as a front valance that covered the front spring mounts, making for a cleaner, more modern look. The beautiful sweeping front wings carry dual side-mount spares and a convenient half-door allows for easy access to the dicky seat, so rear passengers don’t have to suffer the indignity of clambering over the rear wings. It is a sporty, yet elegant body, and with only twenty one built on the Phantom I chassis, a very rare and desirable specimen. According to John Webb de Campi’s book “Rolls-Royce in America”, chassis number S109PR was originally delivered to John Berry Ryan of New York, New York in April of 1931. It seems Mr. Ryan quite enjoyed his Regent as he retained the car until 1946 when it passed to Mr. Frances Drake. In 1951, the car was sold to Frederic Palmer who kept it through 1964 when it was acquired by the well-known Rolls-Royce collector Leslie Stevenson. Stevenson would be the car’s next long-term caretaker, keeping the Phantom I for the next 23 years until it was acquired in 1987 by another very well-known collector, Gerald Lettieri. In 1995, S109PR was acquired by Elizabeth Zoller, a long-time member of the RROC and a dedicated Rolls-Royce enthusiast. During her tenure with the car, the highly respected workshop of D&D Classic Restorations was entrusted to perform a full restoration. It was subsequently shown and earned numerous awards at important events, including the Pebble Beach Concours d’Elegance. It has also been awarded an AACA National First Prize in 1997, an AACA Grand National First Prize in 2002, as well as a CCCA National First Prize and a 1997 RROC Concours National Award. This stunning Phantom I remains in fabulous condition despite the twenty years that have passed since the restoration, which speaks to both the quality of the work performed as well as the care it has been given by the owners. The striking livery of light gray with green wings beautifully suits the sporty nature of the Brewster coachwork. A particularly nice touch is the way the green paint of the wings and front valance carries on to the radiator shutters. Black wall Lester tires and polished alloy wheel discs continue the sporting theme, and a period trunk is mounted out back with a tan canvas cover to match the roof. Chrome plating is gorgeous; as restored by D&D’s concours winning chrome shop, Brightworks. The interior is similarly beautiful, with gray/taupe colored leather having taken on just a bit of character from use over the years, but remaining supple and inviting. The woodwork has been fully restored, the dash fitted with original instrumentation, clock and switchgear. Since its world-class restoration, this fabulous Rolls-Royce remained with a member of the Zoller family who maintained it “on the button” and ready for regular use. The 7.7 liter inline six presents exceptionally well, appearing lightly used and very well maintained. Likewise, the undercarriage is extremely tidy, clean and properly detailed. Particularly in late-production specification such as our featured example, the Rolls-Royce Phantom I is one of the finest pre-war tour cars available. Chassis number S109PR’s fabulous restoration and beautiful, rare coachwork by Brewster make it suitable for show, while the all-weather versatility and meticulous care it has received over the years make it an ideal candidate for RROC tours, CCCA CARavan tours or virtually any other Full Classic road event.
Italy in the late 1960s was a hotbed of creative energy in the automobile industry. A group of ambitious young engineers at Lamborghini caused a stir with the introduction of the radical, mid-engine Miura, spurring on a supercar war between Ferrari, Maserati and Lamborghini. Despite the sensation caused by the Miura, Enzo Ferrari (ever the staunch traditionalist) stuck to his proven formulae, as the front-mounted V12 layout had proven so successful for many years. It was to form the foundation of the next Ferrari supercar, even in the face of the mid-engine revolution from their Italian rivals and even from within their own competition department. Pininfarina’s design chief, Leonardo Fiavoranti, admitted that he was never a huge fan of the 275 GTB/4, and while that 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 new shape was more modern than the 275, being wider all round, with its crisp edges and a signature Plexiglas band across the nose. The design impressed Enzo Ferrari who gave his blessing for production. Named for Ferrari’s 1-2-3 sweep at the 1967 Daytona 24 Hour Race, the 365GTB/4 “Daytona” was judged as a being conservatively styled compared of the Miura. But on its own, Fiavoranti’s styling work was exquisite; modern, fresh and elegant with an understated muscular presence. The Daytona was the sophisticated counterpoint to the outrageous Miura, yet it came to performance, the Daytona was every bit as exciting, delivering a 0-100 mph sprint in 12.6 second on the way to a thundering 174mph top speed. Like the 275GTB/4 before it, American importer Luigi Chinetti lobbied the factory to offer a convertible version of the Daytona for the American market. The Daytona shape lends itself well to being a convertible, though just 122 examples were officially offered by the factory. Over the years a number of coupes have been converted into Spyders to varying degrees of success. Far and away, the most respected shop to perform such conversions was that owned by Richard Straman. A talented 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-grade finish work, often employing original parts when possible. As such, any open-topped Ferrari to carry the Straman name is given a blessing by collectors and experts alike. We are very pleased to feature chassis number 13933, a 1971 365 GTB/4 Daytona “Plexi” originally delivered in European Specification to the Canadian dealer Clarke Simpkins. The subsequent history of 13933 is well documented: In the late 1970s, the car was in the possession of Carl Cantera, a highly-respected Ferrari aficionado and collector. Early in Mr. Cantera’s long tenure with the car, it was entrusted to Richard Straman for conversion to open Spyder configuration and a change to its current livery of black over tan. Included receipts show Mr. Cantera enjoyed and maintained the car through the 80s and 90s before it was consigned to the legendary Ferrari dealer, Algar of Philadelphia in the early 2000’s. Subsequent owners would continue to cherish and enjoy this Daytona on the road and in casual shows. In 2016 and in the hands of its most recent owner, S/N 13933 was treated to a comprehensive restoration performed by the respected marque experts Automotive Restorations, Inc. of Stratford, CT. The work included a bare-metal respray in black, as well as extensive detailing of the engine and chassis. In addition, the interior was retrimmed in tan leather with black “Daytona” inserts, fresh carpets, a recovered dash in correct mouse-hair material and a fully retrimmed trunk compartment as correct. It retains its factory-optional air conditioning for comfortable cruising in all conditions. The top was replaced with a new one in Haartz Stayfast canvas, custom made to original specification and precisely fitted. In the short time since the restoration was completed, 13933 has seen light and careful use and remains in outstanding order. The black paint is beautifully presented with crisp, straight reflections and excellent panel fit. We are particularly fond of the black livery which suits the muscular styling perfectly - particularly in “Plexi-nose” form and with this car’s gorgeous polished Borrani wire wheels on proper Michelin XWX rubber. Engine presentation extremely tidy with correct hoses, fittings, clamps and hardware. Correct silver quilted insulation is in place under the hood and most importantly, this Daytona runs and drives exceedingly well. The chassis feels very well-sorted and the big V12 pulls with the intensity of train, emanating a magnificent bark from the quad Ansa exhaust tips. This is an outstanding opportunity to acquire a freshly and expertly prepared Daytona Spyder in desirable Plexi-nose spec with solid provenance and outstanding cosmetics. Recently having taken Best in Class at the 2017 Boca Raton Concours, this Daytona is an exquisite example of Ferrari’s seminal 1970’s supercar that is suitable for show, touring and events. S/N 13933 is certain to bring great pleasure to its next keeper for years to come.
The Phantom I, officially known as the New Phantom, succeeded the long-running Silver Ghost in 1925. Over the nearly two-decades of Ghost production, countless improvements were made to the engine and chassis, therefore it was of little surprise that the New Phantom would be an evolutionary step, rather than a radically new car. While the chassis remained essentially of the same design, the biggest news was under the bonnet – in the form of a new 7.7 liter inline six featuring overhead valves, replacing the Ghost’s side-valve unit. Power output was described as “adequate” by the factory – which was delivered with the exceptional smoothness their clients had come to expect. Like the 40/50 Horsepower Silver Ghost before it, the New Phantom (retroactively named Phantom I after the introduction of the Phantom II) would be produced in parallel at Rolls-Royce of America’s Springfield, Massachusetts works. Springfield Phantoms accounted for 1,241 of the 3,453 Phantom I chassis produced. When demand was at its peak, Rolls-Royce of America purchased the legendary coachbuilder Brewster & Co. of New York. Brewster would become the exclusive supplier of catalog coachwork for Springfield-built Phantoms through the dissolution of Rolls-Royce of America in the mid-1930s. Numerous open and closed styles were offered, all built with Brewster’s typical quality and restrained elegance. Aside from the ongoing mechanical improvements, a number of late production Phantom I chassis would be delivered well after production officially ended, wearing bodies designed for the more modern Phantom II. This 1931 Rolls-Royce Phantom I, chassis S209PR, is a late production example and one of just 11 Phantoms produced with this crisp and elegant Brewster “Newport” town car coachwork, a style originally intended for the Phantom II. The body exudes elegance; with a low roofline, raked windscreen and the signature Brewster “sweep” to the bonnet shut line that is highlighted in chrome. A single rear-mounted spare wheel makes for clean lines, and the subtle two-tone black and blue paintwork is understated. This car is wonderfully presented with a high-quality older restoration, backed by a meticulously compiled history file that shows a string of passionate, enthusiastic owners. According to documents supplied by the Rolls-Royce Foundation, chassis number S209PR is the 32nd from the last Springfield car completed, and was originally delivered on January 13th 1934 to S.J. Gaines, wearing the same elegant Brewster Newport town car body it wears today. After just over a year with Mr. Gaines, S209PR was sold to Miss. Belle Bacon of Massachusetts and one short year after that, the car found a longer term home with Ira Morris Nelson and his wife Constance L. Morris (herself of the legendary de Rotshchild family and the former Mrs. Paul Guggenheim). Mr. Nelson was a prominent Chicago meatpacking heir, philanthropist as well as a diplomat. The car remained with Nelson until 1946, when it was acquired by York L. Wilson of Washington D.C. The transaction is well documented with numerous letters between Mrs. Nelson’s personal secretary and Mr. Wilson. Still very much in fine running order, the handsome Rolls-Royce remained with the Wilson family for many years. Family photos show the Phantom I with Wilson’s daughter, Minerva Wilson, while she was in college in the late 1940s – making mention that it became her unofficial class mascot! Minerva Wilson would go on to become a very prominent attorney in her own right, and one of her subsequent law partners, Stanley M. Franklin, would become the next owner of this wonderful Rolls-Royce. Mr. Franklin acquired S209PR from the Wilson family in 1978, with photos showing the car being pulled from a lockup in Washington D.C., across from the Bulgarian Embassy. The photos depict the car in complete state, still wearing its original Brewster coachwork, albeit a bit tired by this point and in need of restoration. Stanley Franklin immediately recognized the importance and rarity of the car. He researched a great deal of the history and was an active member of the Rolls Royce Owner’s Club. Franklin commissioned the complete restoration of the car with White Post Restorations beginning in the early 1980s. By 1986, S209PR was in the hands of Robert Pell of LaHabra, California who completed the restoration to very high standards. The restoration proved to be a supremely expensive undertaking, topping $250,000. Pell, who owned the car through 2000, continued participation in the RROC, and the car would win awards with the AACA and CCCA as well. Most recently, S209PR was part of a very important private West Coast collection, and was maintained in beautiful order both cosmetically and mechanically. The world-class restoration has developed a slight patina over the years, taking on a charm and warmth that is well-suited to the coachwork. The cabin presents in beautiful order both in the chauffeur and passenger compartments, with fine detailing and high quality finish work. The sale will include a comprehensive original tool kit, service and repair manuals, and two large binders of historical documentation. Believed to be one of just a small handful of survivors, this elegant Phantom I Brewster Newport town car remains in fine running order and will make a most welcome participant in RROC and CCCA CARavan tours.
By the late 1950s, Studebaker was one of America’s oldest vehicle manufacturers. While they joined the automobile business almost by mistake in 1910, the Studebaker name was already well-established thanks to the reputation they earned from years of building high quality carriages and wagons, dating back to 1852. The first Studebaker car was an electric built in 1902, with a gasoline powered model following in 1904. But it wasn’t until around 1910, when Studebaker began selling E.M.F. automobiles out of their own showrooms that they fully committed to the motorcar business. The Studebaker brothers merged with E.M.F, at first envisioning sales of cars and wagons out of Studebaker’s extensive dealer network. But when quality problems with E.M.F. sparked a wave or warranty claims, Studebaker took over car production to protect their hard-earned reputation. Studebaker would go on to be a steady presence in the American market, often falling into the number 2 slot behind Ford in sales, a status they enjoyed for many years, until the firm began to falter in the 1930s. In 1953, Studebaker unveiled the sleek, rakish Champion/Commander Starliner hardtops and coupes, though the inline six-cylinder engine didn’t always live up to the promises made by the bodywork. For 1956, the Commander and Champ were heavily reworked by Raymond Loewy as Studebaker lacked the budget for a whole new car. A bold new grille mimicked the intake of an F-86 Sabre jet fighter, making room for the big 352 cubic inch Packard V8 engine which finally gave the svelte Studebakers performance to match their looks. The flagship model was now called the “Golden Hawk”, touted by Studebaker as a “family sports car”. Packard’s 352 would soon be superseded by the lighter but equally powerful Studebaker 289, and with the addition of a belt-driven McCullough supercharger, would produce a very stout 275 horsepower. The four seat Golden Hawk was surprisingly fast, and could easily outperform both the Ford Thunderbird and Chevrolet Corvette! The body retained the old roofline of the Starliner, but it was brought up to date with fiberglass fins, a hood bulge to clear the blower, and unique trunk lid with a fluted rear panel. The Golden Hawk proved to be one of the most unique and powerful American GT cars of the era. Yet despite its enormous potential, Studebaker’s financial trouble would soon spell the end for the Golden Hawk and this legendary American car company. This 1958 Golden Hawk is a beautiful example of Studebaker’s “Family Sports Car”. It is finished in the appropriately golden shade of Canyon Copper with Parchment White roof and coves; officially Studebaker code P 5836. It is a very handsome car that comes fully equipped with a number of desirable options as verified by the included Studebaker Production Order. First and foremost, the striking body by Raymond Loewy looks outstanding in this wonderfully bold color scheme. The body is very straight, displaying crisp lines and consistent panel gaps, while the paintwork has been finished to a high standard. Of course this is a 1950s American sporty car, so chrome trim is abundant. Bumpers and the bold grilles are straight and tidy, with nice original plating showing in good condition. The same goes for the rest of the bright trim, much of which appears to be original, including the dual optional mirrors emblazoned with the Golden Hawk logo and the optional trunk-mounted radio antenna. Some of the chrome appears a bit care worn in places, though the pleasing character is in good keeping with the overall quality of the car. It rides on a set of chrome Kelsey Hayes wire wheels, which are wrapped in wide-whitewall tires as originally equipped, and a full set of rare 1958-only wheel covers will also be included in the sale. Inside, the cabin features a unique tri-tone treatment with tan leather on the seats and black accents in the door and quarter panels. The upholstery presents in very good condition throughout, appearing fresh and very tidy. In keeping with the sporty nature of the Golden Hawk, the dash consists of an engine-turned alloy fascia with an array of racy Stewart-Warner instruments. Original options include the Flight-O-Matic automatic transmission, Delco signal seek radio, rear seat speaker, and Climatizer air conditioning. Lifting the hood reveals the beautifully detailed and highly optioned “Sweeptakes” 289 cubic inch V8 which, according to the build order document, is the original, numbers-matching unit for this car. It retains the big McCullough supercharger and air-conditioning compressor, and is very well presented with high-quality finishing on the accessories. Aside from the blower, it is also equipped from new with power steering, power brakes and the Twin-Traction limited slip differential, as denoted by the “TT” emblem on the trunk. Rarely do we encounter one of these rare and exciting Golden Hawks in such fine condition, and we are pleased to offer this fine driving example. With rarity, jet-age style courtesy of one of America’s greatest industrial designers, and surprisingly vivid performance, this Golden Hawk will make a welcome companion for casual show or for enjoyment out on the road.
In 1933, Chrysler Corporation was still a relative newcomer in the American car market, but thanks to Walter Percy Chrysler’s incredible business acumen, he had grown his fledgling operation into one of the most successful automobile manufacturers in the country, despite being founded less than a decade prior. By 1929, Chrysler Corp consisted of Plymouth, DeSoto, and Dodge to satisfy the low and mid-range market, while Walter’s namesake Chrysler brand was used for the high end models, surpassed only by the Imperial which was reserved for only the finest cars Chrysler had to offer. Imperial’s main rivals, chiefly Lincoln, Packard and Cadillac, had all developed V-12 or even V-16 engines for their flagship models, but Chrysler instead chose to remain loyal to his big displacement L-head inline eight, which was a proven, reliable and powerful engine, even if it lacked some of the exoticism of the twelves and sixteens. First introduced in the CG Imperial of 1931, the big straight eight was a gutsy and spirited engine, giving the Imperial superlative straight line performance, even in the face of its multi-cylinder competition. With its low and wide stance, handling was also impressive, and today the CG, CL and CH Imperials are known as some of the best driver’s cars of the era. Following the CG Imperial, the line was split into two models, the CH and CL. Both came equipped with the same straight eight engine as before, but the CH rode on a 135-inch wheelbase chassis while the CL was a full 10 inches longer at 145”. The styling was freshened and refined, yet it still retained the model’s signature long, low-slung appearance, which borrowed heavily from Cord’s L-29; a car that Walter Chrysler very much admired. The beautiful, heavily canted waterfall grille and sweeping fenders make it one of the most stunning American motorcars of the Classic Era, particularly in long-wheelbase CL specification. While most CL Imperials wore semi-custom coachwork by Le Baron, a handful of cars were delivered without bodies and graced with the work of the world’s finest coachbuilders. Our featured example is a long-wheelbase 1933 CL Imperial, serial number 7803694, and is of those scant few chassis that was delivered sans-coachwork. Copies of original build records show that this car was exported directly from Chrysler destined for Paris, France. The build sheet further specifies it left Chrysler without a body. Upon its arrival in Paris, it was fitted with this stunning, one-off custom coachwork by de Villars. Carrosserie de Villars was founded in 1925 in Courbevoie, a town just a few miles outside the center of Paris. Interestingly, the founder was an American named Frank Jay Gould. Mr. Gould was the son of a wealthy railroad tycoon, and he opened the Carrosserie as a workshop to service the motorcars of his family and wealthy friends. The de Villars name comes from the company’s first manager and Gould’s son-in-law, Roland de Graffenried de Villars. We can only assume that “de Villars” sounded a bit more exotic than “Gould” and the name stuck. Most of de Villars creations were one-offs, built with typical French quality and panache, with a hint of American influence. Given Frank Gould’s social standing, the cars that were brought to his workshop were the best of the best. De Villars bodies have graced chassis by Bugatti, Mercedes-Benz, Minerva, Delage and Delahaye, among others, and remain among the most sought-after and important coachbuilt bodies of the pre-war era. This beautiful Chrysler is believed to be the only Imperial bodied by de Villars. While the car’s earliest history in France is still being researched, we do know from records supplied by Fiat Chrysler Automobiles that this car, number 7803694, was dispatched on July 10th 1933. The build record is stamped “CHASSIS EXPORT”, with the destination noted as Paris, France. While the historical trail goes cold at that point, it picks up again in 1968 when the car was purchased by a Polish national who lived in France, named Pierre (Piotr) Sanguszko, who kept the car until his passing in the late 1980s. From there, the Imperial found its way to the well-known collection of Mr. Rene Cocheteux, also of France, who used the car regularly, participating in various events and tours in Europe. Today, this magnificent automobile remains in sound and complete condition, suitable for freshening or a full restoration. At some point in its life, the rear fenders were modified and the original Hermès trunk was replaced, though the majority of the body remains intact and in quite good condition. Judged on its own, the one-off de Villars coachwork is simply beautiful; a fine pairing with the long wheelbase, low-slung CL Imperial chassis. It is uniquely sporty yet elegant, with its low ride height and the CL’s signature ultra-long hood stretching nearly to the base of the windscreen. Riding on wire wheels (with dual sidemount spares) and black wall tires, the Chrysler takes on an almost sinister look. The Victoria-style roof treatment allows for three positions; fully closed, half open or fully open. With the roof erect or folded, it is a supremely handsome automobile; an exquisite example of 30’s French high-style. The original, factory fitted engine (number CL 1399) matches that indicated on the build records. It runs quite well, the straight-eight sounding smooth and healthy. It appears that this car has never had a full restoration, rather having work done through the years only as needed. As such, many of the components appear original and the Imperial has since taken on a warm patina with the honest appeal of a well-loved motorcar. While it could be used and enjoyed as-is with minimal effort, this unique CL Imperial is an important, highly desirable collector car that deserves a comprehensive, concours-level restoration to return it to its original glory, and we are confident it would be a contender at virtually any major concours event in the world. The one-off pairing of de Villars and Imperial created one of the most breathtaking designs to ever grace a Chrysler chassis; a pairing of excellence in French design and American engineering.
From the day it first appeared at the 1964 New York Auto Show, Subeam’s fabulous Tiger has maintained a loyal and passionate following from a group of dedicated enthusiasts. Commonly attributed as a Carroll Shelby project, the initial idea of shoehorning a V8 into the capable but underpowered Alpine actually came via none other than Jack Brabham. The champion Formula 1 driver and constructor had a close relationship with Rootes Group, running a successful tuning operation that specialized in Sunbeam automobiles, so he had firsthand experience with the Alpine’s potential – and limitations. Brabham made his suggestion to Rootes Competitions Manager Norman Garrad, who then relayed the idea to his son Ian, who happened to be acting as West Coast Sales Manager for Rootes American. Ian set about finding a suitable engine that would fit in the tiny Alpine’s bay. Using precision techniques (sending his service manager to various dealers armed with a wooden yardstick), it was determined Ford’s compact new 260 cubic inch V8 would be perfect for their project. Ian Garrad then contacted the nearby workshops run by his neighbor Carroll Shelby for a quote to construct the first prototype. As an interesting side note, Shelby was paid $10,000 and allowed eight weeks to build the first prototype, but Garrad was terribly impatient to learn if the project would even be feasible, so he gave a second Alpine along with $800, a Ford V8 and 2 speed automatic transmission to Ken Miles. In about a week, Miles had a running and driving car! The final car would of course be much more refined and feature things like rack and pinion steering, uprated suspension, and disc brakes. Shelby had hoped to secure the contract to produce the car, but Rootes Group decided to give the job to Jensen in West Bromwich, England, though Shelby’s efforts in developing the car were rewarded in the form of a royalty on every single one built. The Sunbeam Tiger would prove to be one of the happiest of the Anglo-American hybrids. Ford’s 260 V8 gave plenty of “go” but was light enough to allow for balanced handling. The Tiger would gain cult status, spawning a vigorous club scene and countless passionate enthusiasts who would go on to preserve, maintain, modify and race their “baby Cobras” the world over. As often comes with American V8 engines, the urge to modify and race these cars was strong, and as a result many cars have been heavily reworked, raced, crashed and hastily repaired, so to find an absolutely correct example restored to factory-correct specification is a very rare occasion, indeed. On offer is such an example: A truly outstanding 1965 Sunbeam Tiger MkI that has been fabulously restored to its original, very rare and very attractive colors of Balmoral Gray over a blue interior set off with a contrasting factory hard top. This car has its all-important STOA Certificate of Authenticity, having been inspected and validated in 2011. Its known history dates back to the mid-1970s in California, where receipts and records show the car was well maintained and driven regularly. Included photos from the late 70s show it in red over black livery, wearing aftermarket wheels that were somewhat dubious but de rigueur for the time. Those photos also show the car in very good condition and in the company of numerous other Tigers, revealing it was owned and enjoyed by a true enthusiast who cherished his Sunbeams. It passed to another California owner before being discovered in 2006 by Neal Wichard of La Jolla California. The car was remarkably original, still wearing its factory hard top and in very sound, but slightly tired condition. In 2007, Mr. Wichard commissioned Cobra and Tiger restoration experts Doug Pratt and Tom Shelby (Carroll’s nephew) of Only Yesterday Classic Autos to perform an exacting, nut-and-bolt restoration to factory correct standards. This is one of just 27 Tigers originally finished in Balmoral Gray and its looks simply resplendent, particularly with the contrasting blue hard top in place. Fit, finish and paint quality are exquisite, with outstanding bodywork and panel gaps. Chrome and bright trim quality equals that of the paint and body, and the car now rides on a set of period appropriate Minilite alloy wheels. The interior was fully restored to original specs as well, with correct grain vinyl material in medium blue, piped in navy blue. The cockpit fittings are thoroughly correct and excellently presented, with high quality and correct materials used throughout. The correct original steering wheel and shift lever remain in place, as is a wonderful, period-correct Radiomobile 1070 radio. Beneath the factory hard tonneau cover resides a navy blue soft top in hard-wearing Haartz canvas. No detail has been overlooked and the boot has been fully restored to correct standards, while under the floor resides the correct original jack, handle, and tool kit. As one would expect from such a high level restoration, the Ford 260 V8 is fully detailed to factory correct standards. It seems there’s always a temptation to modify an American V8, but thankfully this car has been left in factory correct specification. The undercarriage is similarly exquisite; fully detailed with correct Koni shock absorbers, and outstanding quality finishes. The expert restoration translates into a car that not only looks the part, but one that runs and drives beautifully. All of the effort on the part of the past owner and the restorers has resulted in numerous awards and accolades. The car earned two Best in Show awards at Sunbeam Tiger Owners Association concours in 2011, a Best in Show at the SAAC meet in Santa Monica the same year, as well as having been exhibited on the lawn at the prestigious Quail Motorsports Gathering in 2010. This Tiger remains exquisite, and is easily counted among the finest Sunbeam Tigers extant, ready to join any collection of important high-performance cars.
Unlike his extremely pragmatic father, Edsel Ford had a firm grasp on the importance of style and fine design when it came to selling cars. The younger Ford would often have special one-off cars built for his own personal use; casually showing them off to his wealthy, influential friends to gauge their reaction. Late in 1938, Edsel Ford partnered with stylist Eugene T. “Bob” Gregorie to create a one-off personal car based on the V12 Lincoln Zephyr. Lincoln needed a new car at the top of its lineup, and the one-off car created for Edsel proved to be a huge hit with his friends. From his vacation home, he sent a telegram back to Dearborn proclaiming he could sell thousands of the new car and thus, the Continental was born. Having bridged the pre-war and post-war years successfully, the Continental was discontinued in 1948. But by the early 1950s, under the guidance of Edsel’s son William Clay Ford, Ford Motor Company began working on a new brand that would could not only compete with, but surpass Packard and Cadillac. This would be a car comparable to the likes of Rolls-Royce and Mercedes-Benz, an American luxury car to take on the best the world had to offer… and the name Continental was the perfect moniker for this European flavored personal luxury car. For the Continental’s second incarnation, Ford created The Continental Motor Division which was a separate, stand-alone division independent from Lincoln. Their first model, the Mark II was designed from the ground up with the goal of being the finest on the market. An all new chassis was designed with outboard frame rails which allowed the body to be mounted very low. Suspension was conventional, with some parts sourced from other Ford divisions. Power came via a Lincoln-derived 368 cubic inch (6.0 liter) Y-block V8. What differed however, was that each Continental engine was balanced, blueprinted, and rigorously tested to ensure it met the quoted 285 horsepower output. The new chassis was clothed in a body penned by John Reinhart and engineered by the great Gordon Buehrig. At 18-feet long and just 4-feet, 8-inches tall, it was no doubt imposing, but Ford took bold step to buck the popular trend of chrome and fins in favor of a look that was elegant, understated and minimally adorned. It was a model of sophistication and in many ways, well ahead of its time; judged today as one of the most beautiful American cars of the era - and perhaps of all time. Aside from its graceful style, the two-door coupe was built with the finest materials such as Bridge of Weir leather and hand finished paintwork. Every car had electric windows and seats, along with power steering, power brakes, tachometer, and automatic transmission. The only option available was air conditioning – which cost a staggering $595 (more than $5000 today). Each car was road tested and delivered in a special fleece-lined cover. Given the meticulous nature of the Mk II’s assembly and despite its $10,000 price tag (the most expensive American car at the time) it is said that Continental lost money on every car sold, and the division was folded into Lincoln after 1957. Regardless, the Continental Mk II made a bold statement that Ford was not afraid to take on the best the world had to offer, and they did so with a most breathtaking automobile that was embraced by celebrities and business moguls the world over. Our featured 1956 Continental Mk II is a very fine example that has covered just over 61,000 miles from new and has been lovingly maintained and cosmetically restored to a very high standard. This car is finished in its original and desirable color scheme of black over a two-tone white and red interior –the same as what appeared in many of Continental’s original promotional materials. According to a copy of the original invoice, it was delivered via L&W Motors in Canton, Illinois to Robert J. Burst. It appears to have spent much of its life in that state before being sold to a buyer from Sweden in approximately 2008. While in Sweden, it was treated to a high quality bare metal respray, all body rubbers were replaced and a new exhaust system fitted, using parts sourced from American specialists. Today, this Continental presents in beautiful condition, with an exceptionally straight body and consistent panel fit. The black paint remains in superb order, accented by high quality chrome bumpers and trim, most of which appear to be outstanding originals. Given the cost and complexity of restoring a Mk II, many have been mistreated or neglected, so it is rare to find such a handsome and well-presented example as this. The luxurious interior is trimmed in supple leather as original, with white bolsters accented with red inserts as per the original invoice. The seats and soft trim are in fine condition, showing only light use. Door panels, dash and carpets are excellent and all original switches and chrome fittings remain in good condition. The beauty of a Mk II can be found in the details, such as the quality of the ash trays and the simple but elegantly styled instruments; details that reveal just how hard Ford worked to ensure the Continental would be a true world-class luxury car. Mechanically, these cars are known for their refinement and robust build quality, and of course this example is no exception. The big Y-block V8 is beautifully detailed and correctly presented, with proper fittings, 1094 carburetor, and factory correct paint finishes. It of course runs strong and delivers excellent performance. The chassis and undercarriage are tidy and well detailed, showing this as a car that has been sympathetically restored but also carefully used and enjoyed. The Continental Mk II is one of our very favorite post-war American classics. Bold and brash in concept, yet subtle and sophisticated in the metal, it was a true showpiece of what American car makers can do when brimming with confidence. With only 3,000 built, the Mk II is also relatively rare, with fine examples such as this proving very difficult to come by. This car comes complete with the original hardbound book that accompanied every Mk II, as well as restoration receipts, invoice, original brochures and period sales training literature. It is a fine example of what may be the ultimate personal luxury car.
In the late 1960s, Lamborghini’s young and gifted chief engineer Gian Paolo Dallara had departed for Williams Grand Prix, leaving his protégé Paolo Stanzani in charge. Stanzani had worked closely with Dallara on the revolutionary Miura as well as the Espada. One of Stanzani’s first tasks was to design the replacement for the Islero, a car which traced its roots to the first 400GT 2+2, and which was being killed off by American safety and emissions standards. Utilizing the existing Espada sheet-steel platform, Stanzani lopped a full 10 inches out of the length and sharpened it up for a more sporting edge. The Espada’s 4-liter V12 remained essentially unchanged, producing 350 horsepower, which was enough to push the new Jarama to 162 mph. Lamborghini’s favored Carrozzeria Bertone penned the new car’s body, which bore a strong family resemblance to the Espada but was unique from front to rear. The Jarama design is a magnificent expression of late-60s Italian flair. The fastback profile is low and squat, with dramatically flared fenders, sharp lines, and a subtly upswept roof. NACA ducts, side air exits, and the knock-off Miura-style wheels give the car a real sense of purpose and theater. A fabulous high-speed GT car, the Jarama was reported to be Ferruccio Lamborghini’s favorite model next to the Islero; high praise indeed from the man whose name was emblazoned on the boot lid. One of the rarest of all regular production Lamborghinis, this 1972 Jarama 400 GT is one of just 177 400 GTs built (an additional 150 GTS models followed) and without a doubt, one of the most distinct. This particular car carries chassis number 10228, the 115th Jarama produced and delivered new to Modena Sports Cars of New York on the 23rd of March 1972. Having covered just 45,000 miles, it presents today in wonderful condition, appearing largely unrestored save for a high-quality respray in a very handsome metallic green along with a freshened interior. The paintwork is excellent, the dark metallic green suiting the Bertone style quite well. Body panels are straight and crisp with consistent gaps and good fit. Exterior trim and moldings appear very original; the razor’s edge chrome bumpers and glass trims all very straight and attractive. If there were a prize for “coolest wheels ever”, this car’s fabulous Miura-style Campagnolos with their distinct three-eared knock-offs would most certainly be in the running. The Jarama’s interior styling is also inspired by the bigger Espada, but in 2+2 configuration and with a more sporting attitude. This car’s natural tan leather is beautifully presented, with excellent oatmeal square-weave carpeting lining the floors. Being the proper GT car, it was equipped from new with air conditioning and electric windows. A row of switches line the dash ahead of the driver, which are all in good working order, and the original instruments are mounted in a factory correct wood surround, complementing the steering wheel and shift knob. As with the seats, the upholstery on the center console and door panels is in very good condition. The headliner is an excellent original, showing no sagging, damage or stains. The pair of vestigial rear seats can be folded flat for additional cargo space and the AM/FM radio is mounted in the most Italian of places… at the driver’s elbow in the center console, facing forward. Despite the unconventional layout, the controls fall naturally to the hand in a way that only an Italian designer could figure out. These quirks seem to add to the appeal of the Jarama; it is a wholly unconventional performance car and yet completely unmistakable as a Lamborghini. At the heart of the beast lays Lamborghini’s masterpiece: The four-liter quad-cam V12 breathing through a sextet of side draught Weber carburetors. This engine served as the basis for all V12 Lamborghinis through the Murcielago, so it is well proven to be strong and reliable when properly looked after. In Jarama GT spec, it produces 350 horsepower over a broad and flexible band, perfectly suited for the grand touring nature of the Jarama. It also sits well back in the chassis, giving exceptional handling balance. This example runs strong, nicely presented in very clean and tidy condition. That radio isn’t really necessary given the way the V12 bellows its soundtrack through the dual ANSA exhausts. Power is sent rearward through a 5-speed manual gearbox with stiff but positive action, and the 4-wheel disc brakes are strong, returning a fabulous driving experience. One of the rarest and most fascinating production Lamborghinis of all time, the Jarama 400 GT is an oft overlooked and underrated twelve-cylinder performance car, though collectors are finally taking notice of its unique qualities. This is a beautiful, low mileage and fine driving example that is ready for long drives or carving your favorite back roads.
In the years immediately following World War II, Alfa Romeo was attempting a major revival. Their works had been devastated by bombing raids, and the market for their expensive, grand prix-derived, coachbuilt sports cars was rapidly diminishing. The company needed not only a new factory, but an altogether new direction for their products. Thankfully, a completely new car – and an entirely new philosophy for Alfa Romeo – was developed to replace the ageing pre-war derived models. The 1900 debuted in 1950 as the first Alfa built entirely on an assembly line, the first with a monocoque chassis, and the first Alfa with left-hand drive. It was an immediate success. Building on the momentum from the 1900, Alfa introduced the Tipo 102, known as the 2000, in 1957. The flagship 2000 featured an improved, enlarged version of the 1900’s iron block four-cylinder engine, displacing 2 liters and produced a healthy 105 horsepower in standard trim. As with the 1900 before, the 2000 was designed from the start to be fitted with factory bodies, but also to accommodate the work of Italy’s finest coachbuilders. Saloons were built in-house, while the coupe was styled by Bertone and the fabulous Spider wore coachwork by the great Carrozzeria Touring of Milan. Along with its beautiful bodywork, the Spider and Sprint Coupe were updated with twin Solex carburetors that bumped power to 115 hp, and a 5-speed gearbox was shared across the range. The Tipo 102 2000 played big brother to the wildly popular Giulietta and Giulia models, and while often seen as somewhat understated in comparison, the 2000 has undoubtedly become a highly desirable collector piece. This 1959 Alfa Romeo 2000 wears beautiful and highly desirable spider coachwork by Touring. It is a beautiful example of this rare model, with its vivid Alfa red paintwork accented by a black top and interior and gorgeous polished Borrani wire wheels; an expensive and scarce factory option. Carrozzeria Touring’s coachwork is simply beautiful, featuring crisp lines dotted with subtly incorporated scoops and vents that were de rigueur for the time, particularly as Alfa Romeo attempted to appeal to American buyers. Panel fit on this car is outstanding, the doors closing with the lightest touch, indicating excellent structure integrity. Highlighting the paint is exterior brightwork which is beautifully presented with straight bumpers, excellent body side moldings, and fine detailing around the grilles and lamps. As mentioned, the car rides on a set of fabulous and very rare alloy Borrani wheels wrapped in period correct Michelin X radial tires which give it the perfect stance and gobs of road presence. The purposeful but comfortable cockpit is in fine order throughout, with fresh black leather upholstery on the seats, and very good black door cards and black carpets. The soft top is trimmed in black canvas, and presents in very good order with proper fit. Opening the doors reveals polished alloy sill plates and correct Alfa Romeo pattern rubber mats which are in excellent condition; as are the other rubber parts such as the correct accordion shift boot and Alfa-branded pads on the floor-hinged pedals. The dash, which appears to be in original condition, is a simple and clean affair that is free of clutter, allowing the driver to get down to the business at hand. Original instruments and switchgear are in fine order, as is the lovely polished alloy three-spoke wheel with its black rim. Typically Italian, a dash plaque boasts of Alfa Romeo’s world-championship success in motorsport, proclaiming it “The car with the oldest and greatest racing experience.” Included in the sale are the original owner’s manual, a service manual and a wooden tool box with Alfa Romeo factory tools. Beneath the skin, the chassis and undercarriage appear quite clean and tidy, with satin black finishes on the major components, and still retaining a high degree of its originality. The same goes with the engine compartment, where the two-liter four-cylinder engine is correctly finished with black wrinkle-finish on the head and cam cover. The detailing is nice and clean without appearing over-restored. Twin Solex PHH carburetors are correct for this model, and help to develop a very useful 115 horsepower, producing evocative induction and exhaust notes along the way. Revs are encouraged thanks to the slick-shifting 5-speed gearbox, which makes for delightfully engaging and entertaining drive. This beautiful, rare and highly desirable Touring-bodied Alfa Romeo 2000 Spider is a wonderful example that would make a spectacular entrant for rallies and events such as the New England 1000 or Colorado Grand, or would be equally suited to the simple pleasure of savoring your favorite roads. It is a highly attractive, yet thoroughly usable example from Alfa Romeo’s renaissance years.
To many, a list of the greatest car manufacturers of Italy may struggle to reach past Ferrari, Lamborghini, Alfa Romeo and perhaps Maserati. But pose that same question to a full-blooded Petrol Head, and Lancia would likely be the first word out of their mouth. Founded in 1906 by Vincenzo Lancia, the company that bore his name went on to produce some of the most thoughtfully engineered and stylish automobiles the world has seen. Standard Lancias were generally more conservative than a comparable Alfa or Maserati, however Lancia cars are often compared with the likes of Mercedes-Benz for their level of build quality and engineering excellence. In practice, Lancia combined the best of both worlds – building automobiles that combined sophisticated engineering and brisk performance wrapped in gorgeous, unmistakably Italian bodywork. Their engineering prowess was reflected on the race track and special stage, where they have enjoyed tremendous success. From the 1960s to the 1990s, rallying was Lancia’s venue of choice where they hold a record ten World Constructor’s Championships. Aside from their quality, Lancia has always been known as a great innovator, responsible for many important firsts such as independent front suspension, the now ubiquitous V6 engine, and the first production car designed to use radial tires; the latter two debuting with the brilliant Aurelia. In 1957, the firm introduced the Aurelia’s equally outstaning replacement, the Flaminia. Offered as a four-door Berlina as well as short-wheelbase Coupe and Cabriolet, the Flaminia continued the theme of sophistication and style set by the Aurelia, with four-wheel independent suspension, four-wheel disc brakes mounted inboard at the rear, rear-mounted transaxle, and that gorgeous all-alloy V6 up front. Aside from the factory produced Berlina, a variety of the great Italian coachbuilders lent their hand to the Flaminia; namely Pininfarina, Carrozzeria Touring and Zagato. This 1962 Flaminia GT coupe is a highly desirable 2.5 model with optional triple Weber carburetors and gorgeous coachwork by Carrozzeria Touring of Milan, distinguished by its quad headlamps and crisp, elegant lines. The white main body is contrasted with a silver-painted roof with matching silver wheels. This history of this handsome Lancia picks up in 1974 when it was purchased by Jeff Cooper from a Giuliano Verna Motors in Bala Cynwyd, PA. Period photos show him enjoying the car in Lancia club events in the late 70s. In 1989, the Flaminia was purchased by a well-known Lancia enthusiast and unofficial marque ambassador, Tom Sheehan. Mr. Sheehan held a large inventory of parts and was a trusted resource for fellow Lancia owners in the USA. He purchased the car mid-restoration, after Mr. Cooper ran out of funds to complete the project. The restoration was completed and he retained the car until his death in 1994, when the car passed through the hands of several other enthusiasts before it found its way back to the late Walt Spak, a trusted Lancia expert and longtime friend and associate of Mr. Sheehan, who remembered the car fondly. Mr. Spak’s engines have powered concours winners from Pebble Beach to Amelia Island and beyond. Spak embarked on a comprehensive and meticulous rebuild of all mechanical systems (including the engine from the crankshaft up), which he estimated at 950 man-hours and over $40,000 in parts and machine work. Following Mr. Spak’s time, it found a home in a prominent collection of Italian cars, but the dealer who sold it very quickly bought it back for his own use, as he was so very fond of this elegant Lancia. Today, this gorgeous Lancia Flaminia is presented in superlative condition as a well-restored car that has enjoyed proper care and freshening through the years. The white painted main body is subtly accented by the gray painted roof. Paint condition is very good, with straight panels and excellent gaps all around; a clear sign that this Superleggera Touring-bodied car has been well cared for during its life. Along with the high-quality paint, the exterior has recently been refreshed with several new gaskets including for the front and back glass. Brightwork, including the chrome bumpers and delicate alloy body moldings is all very well-presented. The car rides on proper Michelin X radials mounted to factory original steel wheels and dressed with large-faced Lancia hubcaps – lending the car a clean, Modern-design appearance. Opening the door reveals a recently restored interior in fine condition. The tan hides on the seats and door panels provide a subtle contrast to the white body color, adding a rich and inviting appeal. The gray paint of the roof is mirrored on the dash, which is fitted with original Jaeger dials and original switchgear. The carpeting is very tidy, and the light grey color ties in with the paint scheme quite nicely. The carpeting is protected by a set of factory-correct fluted rubber mats in light gray. Even the trunk retains the original Touring Superleggera rubber mat. We particularly love the evocative three-spoke wooden steering wheel with its charming character scars courtesy of the previous owners who have cherished their time driving this car over the years. Thanks to the efforts and expertise of Walt Spak and its expert care since his work was done, this Lancia’s 2.5 liter V6 runs beautifully, producing a healthy 150 horsepower in this triple-carb spec. Power is sent through a sweet-shifting four-speed manual transaxle with overdrive. The engine compartment very tidy and well-detailed with proper wrinkle-finish valve covers, a correct original tri-carb air cleaner, and correct hoses, fittings and clamps. Even the FIAMM air horns are painted their signature bright red hue, just visible through the grille. Included in the sale is a comprehensive history binder that documents the extensive past restoration work, including some recent freshening work that occurred in 2015. Also included is a pouch containing rare, original Lancia-branded tools. This rare and elegant Flaminia Touring Superleggera delivers not only a wonderful driving experience, but it also offers the opportunity for enjoyment on any number of exclusive tours and events. Experienced enthusiasts and collectors know that the Flaminia GT is one of the greatest Italian grand touring cars of the era, and this exquisite example is certain to charm its next keeper just as it has in the past.
For the 1934 model year, Cadillac began a dramatic shift toward streamlined design. The first hints of streamlining appeared in 1933, as the headlights became more bullet-shaped, the grille gained a deeper Vee and the front fenders more curvaceously fill-figured. By the following year however, Cadillac debuted a stunning new design theme that would guide future models through the end of the decade. Most notable changes included new smaller headlights with long, tapered bullet housings which were now tucked closer to the radiator grille, which itself was dramatically canted back with a deep-vee shape. Fenders were also completely reworked, now more fully formed and with a beautifully curved profile. The following model year, 1935, saw a few minor refinements to the beautiful new design. Under that lovely new skin, more significant changes came for 1934 and 1935. The 355D chassis was an all-new design that featured independent “Knee Action” front suspension. Hydraulic dampers provided a controlled ride and the frame’s design allowed for lower body height; effectively lowering the center of gravity for improved handling. Even W.O. Bentley once complemented the 355’s exceptional ride quality, citing its remarkable composure over the Booklands bumps at 80mph. The venerable V8 engine remained essentially unchanged, retaining its reputation for easy, reliable power delivery. Bodies for the 355D series of 1935 were provided by GM’s two coachbuilding subsidiaries, Fisher and Fleetwood. Fisher bodies were fitted to the Series 10 and Series 20 (128” and 136” respectively) while Fleetwood bodies were reserved for the 146” wheelbase Series 30. Regardless of series and body, all 355Ds were powered by the same V8 engine and shared the same robust running gear. Today, Cadillacs of this era are highly prized by enthusiasts for their excellent road manners as well as their stunning good looks. Our featured 1935 Cadillac 355D is a 136” wheelbase Series 20 wearing one of the most dramatic of all designs from the Fisher catalog; the four-door, five-passenger Convertible Sedan, style number 35-671. According to build sheet data, this extremely handsome example was ordered in April of 1935 via Capitol Cadillac Co. of Washington, DC. The build sheet also indicates it was originally finished in Diana Cream (20768) with cream wheel discs fitted to brilliant green wheels and a tan top. The car was built for the 1935 A.A.O.N.M.S. Shrine Convention (known today as The Shriners) where it would serve as transport for the leader of the organization – Imperial Potentate Dana S. Williams. The build sheet indicates the car was to be lettered before delivery, and included period press photos confirm that as they show the car displaying the Shriner’s logo and the Potentate’s name, as well as showing Mr. Williams arriving at the event, standing proudly in this very Cadillac. Today, this fabulous Cadillac 355D presents in fine condition, wearing a high-quality, ground up restoration that while older, still shows extremely well. It is finished in a stunning bright red livery with a natural tan interior, and cream colored wheels covered in body-color discs. The rear fenders feature painted wheel spats which are a fabulous detail – giving the car a long, sporting appearance and calling to mind the Custom LeBaron Packards of a year or two earlier. The body is well accessorized with a pair of driving lamps, winged goddess mascot (as original) and optional painted metal side-mount spare wheel covers topped with Cadillac mirrors. This Fisher body features an integral trunk, and a folding trunk rack is also fitted for additional carrying capacity. The presentation is very good overall, making this car an attractive prospect for touring or mid-level shows. The tan leather interior remains in very good condition, with finely presented seating surfaces and a warm, inviting appeal. Door panels and carpets are likewise very well presented, and the interior as a whole is lavishly appointed with fine quality chrome fittings, textured ash trays, a robe rail for rear passengers and lovely wood door caps. In the dash reside the restored original gauges and the rare original Banjo steering wheel (indicated on the build sheet) remains fitted to the car. As this is a convertible sedan, the doors feature roll-up glass windows which seal tightly against the full folding top for all-weather touring ability. Mechanically, the robust 355 series V8 engine is in fine order, appearing very nicely detailed and tidy in the engine bay. It runs well and delivers a delightful driving experience, thanks to the well-preserved restoration as well as the inherent qualities of the advanced 355D chassis and drivetrain. This breathtaking Cadillac is one of just a handful to have been delivered with this fantastic Fisher body. With interesting early history and exquisite style, this 1935 Cadillac 355D Convertible Sedan is a wonderful choice for regular enjoyment on CCCA CARavan Tours, or similar AACA or Cadillac LaSalle Club events.
In the late 1920s, the president of Studebaker, Albert Erskine wished to develop a new 8-cylinder flagship model that would not simply raise the marque’s standing in the market, but be nothing short of the finest automobile available on American roads. While the six-cylinder President model had been available since 1926, Erskine believed a prestigious 8-cylinder car would drive showroom traffic and give Studebaker a tool to use in motorsports competition. He charged his engineering team with the task of developing a new straight eight capable of standing with the best in the industry. Curiously, his chief engineer refused, insisting the current inline-six was more than sufficient for a top-of-the-line model. Understandably annoyed, Erskine promptly sacked his engineer and promoted Barney Roos, who relished in his new responsibilities. Roos designed a gem of an engine; a 313 cubic inch, 5-main bearing, L-head straight eight with gear driven cam and an impressive 100 horsepower output. The engine debuted in 1928 for the newly revamped President line. While smaller than the outgoing six, the new eight was notably smoother with superior refinement. For 1929, displacement increased to 337 cubic inches and power increased to 115 horsepower. Erskine strongly encouraged Studebaker’s involvement in motorsport, and with the new 8-cylinder President in the hands of the deeply talented Ab Jenkins, a number of speed records, endurance records and racing successes would follow; with some records holding for a full 35 years! Top results at the Indianapolis 500 and Pikes Peak Hillclimb would further cement the President’s reputation for performance and reliability. 1931 marked the arrival of the finest all the 8-cylinder Studebakers. Roos’ engine was further refined with and an industry-leading nine main-bearing crank, improved lubrication (including a replaceable oil filter), a crankshaft vibration damper, and improved breathing, with output raised to 122 horsepower. On track success continued, with a Studebaker-powered special taking a surprise pole-position at the 1931 Indianapolis 500. 1931 also saw the addition of the unmistakable “Ovaloid” headlamps which distinguished the President on the road, and with its V-shaped grille and heavily raked windscreen, and 130” wheelbase, the Studebaker President is no doubt a very special and imposing car. The President line would only be available through 1933, as Studebaker was plunged into a financial crisis, ultimately leading to the company going into receivership and Albert Erskine taking his own life. But his legacy lives on as the 1928-1933 President is the only Studebaker to achieve the coveted recognition as a CCCA Full Classic and remains one of the most prized models in the marque’s long history. This 1931 President 80-R Four-Seasons Roadster is a superb example of this rare, important and desirable Classic Era Studebaker. Wearing a very high-quality older restoration, this handsome roadster has received excellent care in the years since. Most recently, the car was treated to a cosmetic freshening by the highly regarded LaVine Restorations who retrimmed the interior, installed a new Haartz Stayfast top in black, restored and detailed the engine bay, and fabricated a new radiator. Since then, the car has been extremely well-preserved in excellent condition. The paint scheme is quite lovely, with the dove gray body accented with navy blue feature lines, fenders and wire wheels. Paint quality remains excellent thanks to light and careful use through the years. Body and panel fit are exemplary, in keeping with the quality of the restoration. Chrome fittings and accessories are all presented in very fine order. The distinctive V-shaped bumpers are excellent, as are the signature “Ovaloid” headlamps. Other accessories include dual trumpet horns, intricate radiator stone guard, a very rare and beautiful goddess mascot, fender-mounted marker lamps, and pedestal mirrors on the dual side-mount spare wheels. In the rear, the body features a golf-bag door, rumble seat, luggage rack and step pads for rear passengers. The car rides on blue-painted wire wheels with chrome trim rings, chrome center caps and whitewall tires giving it a delightfully sporting look. The light gray leather trim remains in outstanding condition, remaining supple and attractive and appearing to have seen very little use since being restored. Door panels, carpets, and soft trim are similarly in excellent order. The dash, which is finished in navy blue, features a plaque that proudly proclaims “Body Built by Studebaker” and another that simply declares it “The President”. Instruments are beautifully restored and mounted in a centrally mounted chrome panel as original. Beneath the hood lay Studebaker’s masterpiece; the nine main bearing, 337 cubic inch, inline eight, serial number P 9230. It is beautifully presented and very well detailed with excellent paint quality, correct fittings and tidy wiring and plumbing. The original oil filter housing remains in place, properly finished with a decal instructing users to replace every 12,000 miles. The engine runs beautifully, delivering its ample power with signature smoothness and finesse, making this President an outstanding driver’s car. This example’s CCCA Premier award-winning restoration remains in beautiful condition, ideally suited for CCCA CARavan touring, or for proud display in shows and concours. This President Four Seasons Roadster is a beautiful example from the high water mark for Studebaker in the Classic Era. The President remains one of the most important and desirable models in Studebaker history, and with just 54 President Four Seasons Roadsters known in Classic Car Club of America and Studebaker Club ranks, it is likely to be the only one at virtually any event.
Henry M. Leland was one of America’s great automotive pioneers. As an engineer and partner in Leland & Faulconer, he was an early proponent of standardized parts, and was instrumental in the development the single-cylinder “Little Hercules” engine. He soon became an expert in turning around struggling firms and with the encouragement of investors, he built his first car company from the ruins of the failed Henry Ford Company. After ousting the management and reorganizing the assets, the firm was renamed “Cadillac Automobile Company” and he set to work developing a new range of motorcars. Leland made enemies with Henry Ford in the process, but he would quickly establish Cadillac as a leader in innovation, mechanical sophistication and luxurious quality. That spirit continued under the auspices of General Motors after it took over in 1909. From the earliest days of single-cylinder Cadillacs, the company was renowned for their exceptional build quality and elegant style. Cadillac was proudly placed them at the pinnacle of the GM product line where it remains to this day. Cadillac was riding a wave of success going into the 1930s. A wise decision to include a “junior” brand (LaSalle) kept the company afloat as the economy faltered. They entered the decade with a heady confidence that spawned the incredible V16 and V12. Aside from the volume leader LaSalle, Cadillac’s mainstay for the 1930s was the 355 series; an 8-cylinder model manufactured between 1931 and 1935. As typical, it was available in variety of standard catalog body styles that ranged from a formal limousine to a sporting 2 door roadster, mostly supplied by GM’s favored coachbuilders at Fleetwood and Fisher. Cadillac’s model naming system usually coincided with the engine size, but that changed in 1931 as the 355-A carried over the Series 353’s 5.8 liter, 353 cubic inch V8 L-head engine. However, much was new for 1931 including a redesigned frame and restyled lower and wider bodies. Output was a full 95 horsepower, which was plenty enough to give the big Cadillac very respectable performance for its day. Even in the face of the Great Depression, Cadillac enjoyed strong sales, with more than 10,000 examples of the 355-A built for ’31. This lovely 1931 Cadillac 355-A has been part of two very prominent collections for many years. It wears body style number 4502, the 2/4 passenger Roadster by Fleetwood, considered the most sporting offering in the catalog for 1931. The body rides atop the standard 134” wheelbase chassis, which imparts the car with graceful proportions. This car has been treated to a high quality restoration that, while older, remains very attractive inside and out. It is finished in a tri-tone color scheme with the main body finished in off-white contrasted by burgundy fenders and swage lines, with brighter red wheels, frame and coach stripes. This former CCCA National First Prize winner wears a very high quality restoration that has aged quite well. Since its show days, it has been enjoyed carefully, mellowing slightly into a very attractive and pleasing car that would be a wonderful companion for touring. Paintwork remains in very good order throughout, and the chrome plating on the numerous accessories is outstanding. Numerous options include dual side-mount spare wheels, dual steerable Pilot-Ray driving lamps, radiator stone guard and goddess mascot. Other fittings include a chrome trunk rack, cowl-mounted search light and wind wings. It rides on a set of whitewall Firestone tires mounted on beautiful wire wheels that feature body color rims and hubs with polished stainless spokes. Throughout the car, the detailing and finish work impart a sense of quality, showing this car was restored properly and has been very well preserved since. Inside, red leather upholstery covers the seats and door cards which remains in excellent condition, showing virtually no wear. Dark red carpeting is also excellent, as are the cockpit fittings and controls. The top is trimmed in dark red canvas which complements the body and interior color scheme quite nicely. Instruments are in very fine order, including the original Jaeger clock, and AC Speedo. The dials are set in a beautiful sunburst instrument panel flanked by engine-turned alloy inserts. A set of side curtains is included for the rare occasion this lovely Cadillac gets caught in inclement weather; although we imagine it will be the red canvas top boot that sees the most use, as this car looks absolutely fantastic with its roof folded, ready for motoring in the sunshine. Mechanically, this Cadillac is well-sorted and very correct. These wonderful cars have proven quite popular with touring enthusiasts as they are renowned for their outstanding road manners, strong brakes and smooth, reliable nature. This 355-A is no exception, as the attractive and high-quality restoration translates into an enjoyable drive, making it a great candidate for CCCA CARavan touring, AACA events or casual show. Added to that is the desirable Fleetwood Roadster coachwork to make a finely presented and handsome example of one of Cadillac’s best driver’s cars.
Volvo’s reputation was built on the backs of its stout, reliable and robust automobiles. It was the distinctly American-inspired PV444/544 that helped the company establish its foothold in the North American marketplace. In the early days of selling cars in the US, Volvo customers were a very small but loyal group of eccentrics who knew their cars to be something special. Enthusiastic drivers soon discovered the Volvo B-series engine could be highly tuned and these big lumbering Volvos could be seen giving Porsches, MGs and Healeys some unlikely heat in SCCA competition. Company bosses in Sweden were very aware of their reputation and wanted to capitalize on it with a proper sports car. They envisioned a “halo” model that would attract attention to show rooms and help sell regular sedans. Their first attempt, the fiberglass P1900, was a failure with just 68 built, but Volvo did not give up and quickly commissioned a new car, based on a shortened Amazon chassis with an all new steel body. Several Italian coachbuilders were courted; while Volvo’s in-house team also worked up a proposal. The resulting car was largely a Swedish design, albeit tweaked by Frua of Turin who also built the first prototypes. Once the P1800 hit the showrooms, it proved to be an immediate success. The styling was truly a standout, and the proven 1.8 liter four-cylinder engine produced a healthy 118 horsepower. Over the next twelve years, Volvo continually refined the P1800, adding fuel injection and increasing the engine size among other tweaks. In 1972, a unique and sporty 2-door wagon variant was introduced – known as the 1800 ES. Only in production for two model years, (1972 and ’73), the 1800 ES was surely one of the most stylish utility cars ever conceived. The frameless glass hatch was the highlight of the design, one that would inspire the 480 and C30 models decades later. The ES retained the sporting appeal of the standard 1800 S, but beautifully integrated the wagon bodywork, allowing for a surprising amount of practical storage, particularly with the rear seats folded. Just over 8,000 were produced in the car’s two year run, making the wagons among the rarest of the 1800s. This 1972 1800 ES is a wonderful ex-California car; a stand-out example of this rare and unique Swedish sports wagon. Given Volvo’s legendary longevity, most 1800s of this type were driven hard for years and left in tired, worn-out condition. This car is a rare exception as it has received sympathetic restoration work as needed, with careful attention paid to preserving its originality. The bodywork is beautifully straight, and the paintwork in correct original Light Blue Metallic (Code 111) is exceptional; restored to a standard far and above what these cars typically see. Reflections are straight and the gloss is deep, with just a few slight signs of use visible upon close inspection. Likewise, the bright exterior trim and chrome bumpers are straight, shiny and clean, having been mostly restored and replated at the time of the repaint. Fitment of the body is excellent and it sits proudly on factory correct sport steel wheels with trim rings and black wall radial tires. The interior presents in fine condition, with black seats and interior panels offset by pretty blue carpeting. Original-type black upholstery is excellent in the front and rear, showing only light signs of use. The dash top, which is prone to cracks on these cars, has been replaced and presents in excellent order. The rest of the dash and switchgear are excellent and only an AM/FM cassette stereo deviates from the standard specification. This 1800ES is equipped with the desirable four-speed manual with electric overdrive. Also, the B20 engine is Bosch fuel-injected which delivers smooth performance and legendary reliability. Thanks to recent servicing, it runs and drives beautifully, and with its exceptional cosmetics, this uniquely stylish Volvo is ready for many more miles of motoring enjoyment.
Upon the introduction of the stunning new Series 452 V16 at the New York Auto Show on January 4th 1930, Cadillac assumed the command of the hotly contested American luxury car marketplace. With this, the world’s first purpose-built V16 engine, Cadillac triggered a “cylinder war” among its competitors, but despite the best efforts from the likes of Packard, Marmon and Pierce-Arrow, Cadillac maintained a firm grip on its crown. The centerpiece of the new car was of course the Owen Nacker-designed 452 cubic-inch overhead valve 45-degree V16 that delivered its incredible 175 horsepower with unrivaled smoothness and panache. Not only was this a powerful engine, but it was also beautiful, with particular effort given to hiding the plumbing and wiring while and dressing the engine with black enamel and polished metal. Cadillac preferred not to publish performance figures for the Sixteen, rather letting the car speak for itself, which it did so quite handily. Many independent coachbuilders made their mark on this magnificent chassis, but most clients selected from the wide variety of custom-catalog bodies offered by in-house coachbuilders Fleetwood and Fisher; which today are no less elegant or desirable. This striking 1930 Cadillac Series 452 is chassis number 700859, fitted from new with body Style 4375 from the Fleetwood catalog; a handsome and imposing Formal Inside-Drive Limousine with divider window and opera seats. Riding atop a 148-inch wheelbase and finished in an attractive black and silver livery, this wonderful Cadillac certainly makes a dramatic statement. A copy of the original build sheet indicates number 700859 was delivered new through Collins Bros. Co. of Portland, Oregon. Some gaps in the history remain, but from the mid-1970s, the Cadillac was kept as part of a collection for the better part of 25 years, and was restored to the current condition circa 1990 from what a very sound and original car. In 2001, 700859 joined a prominent Canadian collection, and the owner set about sorting the car mechanically to ensure a rewarding drive. It was shown at the 2002 Meadowbrook Concours d’Elegance where it earned a Lion Award for its exceptional beauty and presentation. It eventually became part of the J. Taylor Auto Collection museum, where it was kept in fine order. Today, this handsome formal Cadillac presents in attractive condition, with very good quality paintwork and detailing. The black fenders and upper surfaces are excellent, showing beautifully straight and properly aligned panels. The silver body sides and accents are also very good, with only a few minor touchups to be found upon close inspection. Fleetwood’s styling is quite elegant and graceful, a beautiful design that avoids staid or awkward lines that sometimes afflict formal body styles of the period. The black and silver livery is handsome, and the car’s painted silver wire wheels and wide-whitewall tires add a finely judged touch of class. At $6,525, this was a massively expensive car in its day, and is suitably accessorized to reflect its stature. Dual Trippe-Light driving lamps, dual chrome trumpet horns, Tilt-Ray headlamps, a Goddess radiator mascot, dual side mount spares with mirrors and a large painted trunk count among the adornments. In mechanical terms, this Cadillac is in fine order, with a strong running V16 engine that shows well in the engine bay with a factory appropriate detailing and moderate patina from use since the restoration was completed. The chassis is equipped with four wheel, vacuum assisted mechanical drum brakes and hydraulic dampers to ensure smooth, safe handling that can keep pace with the power of the V16 engine. The undercarriage is tidy and clean, again showing some light use in the time since its restoration. As appropriate for a formal limousine, the chauffeur’s compartment is upholstered in black leather which shows in very good condition today. An array of attractive original instruments is flanked by engine turned panels and beautiful wood trim runs across the top of the dash and doors. Rear passengers are treated to luxurious accommodations. Gray cloth upholstery, which is in excellent order, covers the door panels, seats and headlining. Dual, forward-facing “opera seats” fold from the floor to accommodate two additional passengers, and an umbrella holder is incorporated into the central division, placed curb-side, of course. Other amenities include a dome light, central folding arm rest, beautifully restored wood trim and a Fleetwood branded Jaeger 8-day clock. With its handsome formal coachwork and high quality older restoration, this Cadillac V16 by Fleetwood is a very usable example of this iconic classic motorcar. As a recognized Full Classic and with its pleasingly mellowed restoration, it is ideally suited for CCCA CARavan touring and similar events, a practical and beautifully presented machine from the pinnacle of the American Classic Era.
The Ford Model T is a machine that ranks as one of the most significant and important inventions of the 20th century. Henry Ford’s development of the moving assembly line was so significant that he is oft compared to the likes of Alexander Graham Bell and Eli Whitney as the most influential names in American Industrial history. As the first product to roll of that assembly line, the Model T became one of America’s proudest industrial successes. Much of the historical focus is paid to the way the Model T was assembled, and how Henry Ford ruthlessly revolutionized mass manufacture. But even when viewed apart from the ingenious production methods, the Ford Model T could stand proudly as a truly remarkable and versatile machine that was a smashing worldwide success. Because Ford was able to build so many Ts so quickly, the price was low and suddenly the automobile was accessible to millions who never dreamed of owning one before. Its popularity even spawned an aftermarket industry that allowed the T to be adapted to virtually anything: From racing cars to farm implements, the Model T could do it all. Ford was enough in tune with his customer needs to offer a wide variety of bodies to meet demand. Touring cars and Depot Hacks moved people, while the Pickup and Commercial Roadster offered versatility for tradesmen. One of the most unusual and interesting variants was the “center door”; officially known as the “Two Door, Five-Passenger Sedan”. Styled along the lines of the traditional Doctor’s Coupe from the carriage building days, the simple yet roomy body featured two doors mounted – you guessed it – in the center of the body sides. It offered comfort and protection in all weather conditions, and the roomy cabin was comfortable for longer journey. This was Ford’s first sedan and one of the first fully closed mass produced cars in America. In its day, the center door was the most expensive Model T passenger car available, at nearly $950, meaning it was also one of the least popular with buyers. Today, the rare and quirky center door is a favorite among collectors and Model T aficionados. This tidy 1921 Ford Model T center door is a nicely restored example of this rare and desirable model. Finished correctly in all black, this nickel era Model T is a nice, honest and usable motorcar that would be a fine choice for the collector or entry level hobbyist alike. Wearing an older restoration, it presents in good order with attractive black paintwork on a good and sound body. A few minor blemishes can be found in the paint, which do little to detract from the overall appeal of this fine Model T. It is correctly fitted with a black radiator, Ford script running boards, wooden artillery wheels and minimal bright adornments, as a great deal of new-old-stock parts were sourced for the restoration. The black headlights feature nickel trim rings and lovely fluted lenses as original. The tall, upright windscreen is split to allow for better airflow through the cabin, and the doors feature opening carriage-style windows. We particularly like the elegant oval rear window treatment, which lends the basic Model T a degree of formal appeal. The five passenger cabin (two individual seats up front with a 3 person bench in rear) on this example is a real highlight of the restoration; trimmed in lovely blue/gray tweed wool fabric to a very high standard. The stylish and high quality fabric covers the seats and interior panels, while a complementing headlining and wool squareweave carpet are extremely well executed. Details such as a privacy blind over the rear window and a running-in instruction decal on the windscreen add a welcome bit of period charm. The restorers even went so far as to hand weave the windlace in the factory correct patterns. As part of the restoration, the chassis and undercarriage have been very well detailed, still presenting in clean condition with good quality, hard-wearing finishes on the major components. Ford’s bulletproof four-cylinder engine also presents in good order, having been rebuilt as part of the restoration, and while it is showing some signs of regular use, it is generally tidy and correctly detailed. As a later model, it features a handy electric starting and charging system, making this Model T much more user friendly and practical than earlier examples. This 1921 Model T Center Door Sedan is a very well-presented, usable and enjoyable example that would be finely suited for regular touring and enjoyment.
Some of history’s truly great automobiles have been born from engineers working off the clock, building experimental projects far from the prying eyes of company brass and the meddling of the accounting department. Especially within large companies, radical ideas will surely be nixed if merely presented on paper. One such engineer was Erich Waxenberger of Mercedes-Benz. In the late 1960s, Herr Waxenberger came up with the simple but elegant idea of the ultimate factory super sedan. Starting with a standard W109 sedan, a car that left the factory with nothing bigger than a 3-liter inline-six, and working on his own time, he shoehorned in the mighty 6.3 liter all-alloy M100 V8 into the mid-sized saloon. The M100 was designed specifically for the highly exclusive 600 sedan and limousine, but Waxenberger believed that not only could he build a superb sporting saloon using the smaller body, he could better utilize the specialized production facility that was building these massive engines. He and his team built a prototype and handed the keys over to Mercedes-Benz factory test driver Rudi Uhlenhaut. The legend is that Uhlenhaut had to stop and open the hood at the first traffic signal to see what on earth Waxenberger had crammed into the 300SEL! Buoyed by the enthusiasm from Uhlenhaut, the car saw rapid approval by company bosses, especially given that the expensive M100 engine could now be sold in another car. The production version of the 300SEL 6.3 featured sophisticated air suspension, a four-speed automatic transmission, four wheel disc brakes, electric windows, sunroof, opulent wood trim and leather upholstery. Upon its introduction to the public in 1968, it was declared the fastest four-door car in the world and could easily keep pace with American muscle cars of the era. In fact, the 300SEL 6.3 could give a contemporary Porsche 911 a serious run for its money. Road & Track magazine declared it “merely the greatest sedan in the world”. While less expensive than the 600, the 6.3 was still a costly car when new, and just 6,500 were built between 1968 and 1972. The 6.3 served its purpose as a regular production outlet for the M100 V8, as well as forming the foundation of a legacy of high-performance luxury sedans that Mercedes-Benz still upholds with the AMG line of super saloons. This 1970 300SEL 6.3 is an attractive and understated example, finished in Light Ivory (code 670) over red leather upholstery (code 242). It is a very well-maintained and largely original car, accompanied by extensive service records from model specialists. The body is straight and clean, with an attractive, good quality respray over an excellent body. Gaps are factory precise and all four doors operate with that signature vault-like feel. The original bumpers, body moldings, grille, window surrounds and other brightwork are all straight and in good order, benefitting from a recent polish. It rides on a set of beautifully finished factory Bundt alloy wheels that lend a slightly aggressive and purposeful look to the otherwise restrained Paul Bracq-penned styling. This 6.3 is in many ways the ultimate sleeper: Understated, with only its discreet badging and a slightly wider stance giving the slightest hint at its massive acceleration and 140mph ability. Stepping into the luxurious cabin, you may still be hard pressed to realize this is a serious performance car. The atmosphere is very much about comfortable touring over outright sportiness, with high quality and attractive leather trim and wood moldings. The leather is believed to be original, and presents in very good condition, showing a slight bit of wear on the driver’s outer bolster, but remaining attractive and supple with an inviting light patina. The rear seat is in similar condition, showing little use. Wool carpets are excellent as are the door panels and recently refreshed headlining. Beautifully restored wood trim adorns the dash fascia, dash top, as well as door and windscreen surrounds. It is also equipped with an original Becker Mexico cassette player and correct ivory steering wheel. Mechanically this car is in very sound order and is essentially turn-key and ready to enjoy. Records show the air suspension was fully rebuilt, as was the complex fuel injection pump; rebuilt by respected specialist Jerry Fairchild. The steering box was removed and resealed, and many bushings and ancillaries refreshed in the chassis. It works as it should and is a strong performing example, a very important factor when considering any 6.3. Included in the sale are original books, manuals and tool kit along with the extensive service records and factory service information. The 300 SEL 6.3 is a car that should never have existed in its day yet went on to become a legend, the father of a line of performance sedans that continue through today. This is a cherished example that has had thousands spent to ensure it continues to thrill drivers for years to come.
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 1979 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 1979. 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.