For most of Cadillac’s early history, The Standard of the World was more than simply a marketing slogan used to sell cars. From its earliest days, the company went to great lengths to live up to that claim by building exceptional quality, highly innovative motorcars. In the 1930s, Cadillac’s entry-level LaSalle as well as standard Cadillac V8 models were selling well, with much-needed cash being added to the coffers. Cadillac decided to throw their hat into the ring among manufacturers around the world who were engaging in a “multi-cylinder” engine war. In 1930 Cadillac shocked the motoring world with introduction of both a V12 and an unprecedented V16 engine. The introduction of these two marvelous engines put manufacturers such Hispano-Suiza, Lagonda, Rolls-Royce and chief cross-town rivals at Packard square in Cadillac’s sights. Both engines were designed simultaneously by Cadillac engineer Owen Nacker, and they shared the same basic layout as well as many common components. The V12’s output was a healthy 135 horsepower, while the V16 put out a full 175 horsepower – a headline grabbing figure for its day. The Model 370 V12 did have its advantages over the V16, being lighter it therefore offered better handling and drivability. The twelve was also significantly cheaper than its sixteen cylinder sibling – starting at $3,795 or about $2,000 less than the ultra-exclusive V16 – the difference almost covering the cost of a new LaSalle! Various custom and semi-custom bodies were available, with the standard cars being among the first projects for GM by the great Harley Earl. Cadillac struck a near perfect balance with the 370A; while the V16 provided the headlines and the ultimate in exclusivity, the V12 Model 370A cost less but was nearly as luxurious, offering nearly the same performance and elegant style. As a result, 5,733 V12 Cadillacs were sold in the 1931 model year, pushing Cadillac closer to achieving their bold claim of becoming The Standard of the World. Wearing highly desirable Convertible Coupe coachwork by Fleetwood atop a 140” wheelbase chassis, this 1931 Cadillac 370A V12 has been treated to a no-expense-spared restoration with absolutely stunning results. It is finished in a gorgeous period-correct color combination of a green main body accented with black body lines and black fenders. The crisp, stylish looks are punctuated with green wheels fitted with polished stainless steel spokes wrapped in proper whitewall tires. Completed within the last five years, the concours-quality restoration is exemplary and remains very fresh both inside and out. Of course, the paintwork is beautiful with fine detailing and beautiful finishes and the extensive exterior brightwork has likewise been restored to a high standard and precisely fitted to the body. Sporty and stylish, the Fleetwood Convertible Coupe body is equipped with a rumble seat, signature stainless radiator stone guard, goddess radiator mascot, dual sidemount spares, and a luggage rack. Included with the sale is a copy of the original build sheet. The beautiful two seat cabin is trimmed in tan leather with properly detailed tan door cards and carpets. Signature 370A trim includes the distinctive engine-turned alloy fascia with wood inserts and wood door caps. As with the exterior, the interior is restored to a high standard and impeccably detailed. Original instruments and switchgear all function as they should and the leather seats still appear very fresh, showing very little use since completion. Occasional passengers are relegated to the rumble seat, which is trimmed in the same beautiful tan leather as the cabin. When compared with the roadster, the Convertible Coupe benefits from additional weather equipment such as a lined folding soft top with exterior landau irons, and roll up side windows. With the added comfort provided by the top and side windows, the convertible coupe is a fabulous choice for touring; sporty yet comfortable and well-suited to all weather conditions. Cadillac’s exquisite 368 cubic inch, L-head V12 engine delivers a healthy 135 horsepower with incredible smoothness. The V12 was nearly as powerful as the V16, yet was also quite a bit lighter over the front axle, making it the driver’s choice among the two. The theme of exceptional quality continues with a restored drivetrain that functions as beautifully as it looks. The V12 shared the V16’s signature ribbed valve covers and black-enamel finishes. In our opinion, this V12 ranks up there with the most beautifully designed engines of all time. Fresh and ready for enjoyment, this remarkable Cadillac 370A has never been shown in its restored state, making it eligible for virtually any major concours in the hands of its next owner. The same care and attention paid to the cosmetics also grace the drivetrain and it returns impeccable road manners and performance. Four wheel brakes, a smooth shifting synchronized transmission and hydraulic shock absorbers make it an absolute delight, while the power and smoothness of the V12 engine allow it to perform in modern road conditions. With exquisite looks and performance to match, this 370A Convertible Coupe is a truly outstanding example, fresh and ready for the concours lawn or the open road alike.
Amilcar was born amid the of the Cyclecar and Vouiturette movements in early 20th century France. Prior to the outbreak of World War I, French motoring enthusiasts created a market for light, affordable performance cars with smallbore engines. Fitting somewhere between a motorcycle and a standard automobile, the Cyclecar was adopted by a multitude of manufacturers. In the years after The Great War, France was eager to regain its standing as a world leader in automobile production, and as the economy struggled to fully recover, the inexpensive cyclecars again proved popular among buyers. Another driving factor for the perpetuation of the tiny cyclecars was the French tax code that greatly favored small cars. The French government even went so far as to provide a specific definition of a Cyclecar: It specified any three or four wheeled vehicle, with one or two seats, weighing no more than 350 kilograms and with an engine that must not exceed 1100c.c. If any of those factors were exceeded, the car was moved into the official Voiturette class. Manufacturers were able to get ever more power out of small engines, and as a result, the 1100c.c. cyclecar and voiturette class became a hotbed for performance motoring, with customers often buying these small cars for weekend competition use. Amilcar’s jewel-like CGS and the sporting CGSs variant gained a reputation as quite the weekend warrior, chocking up hundreds of wins in local and regional smallbore racing around France. Their robust nature and exceptional performance earned the nickname “Poor Man’s Bugatti”. The CGS and CGSs were technically very similar, the second “s” of the later denoting “Surbaisse”, which literally translates as “low profile”. The lowered chassis was the primary difference, though an additional few horsepower were massaged out of the 1074 c.c. sidevalve power plant. The CGS and CGSs formed the basis for much of Amilcar’s success through the late 1920s, in both the showroom and on the racetrack; with perhaps the most famous victory coming in the 1927 Monte Carlo Rally. It proved to be one of the best-selling models in Amilcar’s relatively short history, with approximately 4,700 examples built of both the CGS and CGSs and it remains one of the most recognized and collectible of the road going models. This lovely little 1928 Amilcar CGSs has been very well restored and fitted with a beautiful Grand Sport style body. It is finished in ivory over a green leather interior, with distinct green accents applied to the undersides of the cycle-style wings. The Grand Sport-style two-seat body is beautifully proportioned with an offset cockpit and tapered tail, sitting atop a petite 90” wheelbase. It does possess a certain quality of a miniature Bugatti, thanks to the pure and purposeful style and minimal adornment. The body is built a high quality standard and the off-white paint very well presented. Amilcar’s signature nickle radiator shell is in excellent condition, flanked by headlights mounted on delicate fender braces. The door-less body is features a single side-mounted spare wheel, Weather equipment is limited to a delicate cut-down windscreen and the quality of clothing worn by the occupants. The simple, functional cockpit is trimmed in green leather and the dash is finished in a very cool diamond-patter engine-turned alloy. It is well equipped with an array of period French instrumentation including a fabulous LE NIVEX tachometer and Sifam minor instruments. A wood wheel is delightfully worn in and a tactile joy for the driver. Beyond controls and instruments, the cockpit is relatively unadorned, yet pleasingly detailed. Without doors or windows, it is a case study of pure functional simplicity. Amilcar’s wonderful 1,074 c.c. side-valve engine features an alloy head and was rated at 35hp in the slightly uprated CGSs tune. Our example is pleasingly detailed and very nicely presented, and the engine is mated to the very rare and desirable four-speed transmission. Given the featherweight body and chassis, performance is surprisingly brisk, combined with nimble, deft handling. This lovely little Voiturette is simply a delight to behold and to steer. Subtle modifications have been made for drivability, such as an enlarged foot box to accommodate taller drivers. It can be readily enjoyed as presented, having been recently shown at Amelia Island and Lime Rock Park’s diverse and prestigious Sunday in the Park Concours, where it won the 2016 prize for best French car. No mere trailer-queen, it has even made an appearance at the VSCCA’s legendary Pittsburgh Vintage Grand Prix. While it’s early history has been lost to time, this beautiful, delightful Amilcar is an outstanding example from this storied and highly desirable marque. A fabulous pre-war sporting car, its beautiful style, quality restoration and joyful road manners make it suitable for a wide variety of events.
As the son of a farmer, Harry C. Stutz grew up tinkering with mechanical objects. Prior to the turn of the twentieth century, young Stutz was repairing and improving implements on his family farm and he soon became enthralled with the burgeoning world of motorized transport. He left home to pursue an engineering education, and in 1897, built his first motorcar, following that with a second that was powered by an engine of his own design and manufacture! He quickly earned a stellar reputation for his talents and was known as a driven, creative, innovator. Stutz landed a job with the American Motor Car Company where he was charged with designing an engine for their most famous model, the Underslung. After a brief spell with American, Harry Stutz formed his own company called “Ideal Motor Car Company” based in Indianapolis, Indiana. The first Stutz automobile, the Model A, which served as the basis for the Bearcat, was built in just five weeks in 1911, and delivered across town to compete in the inaugural Indianapolis 500 Mile Race. An 11th place finish with Gil Anderson behind the wheel earned the slogan: “The Car That Made Good in a Day.” Later that summer, manufacture of the Stutz Model A, a road-going duplicate of the proven Indy racer, began in earnest. Stutz was keen to take advantage of marketing opportunities, with a Stutz Bearcat roadster serving as the pace car at the 1912 Indianapolis 500. The Ideal Motor Car Company was reorganized into the Stutz Motor Company and the Model A evolved into the Bearcat for 1912. The first series Bearcat was a pared down racer-for-the-road with a light body, monocle windscreen and a pair of bucket seats; in the same ilk as its fierce competitor, the Mercer Raceabout. Early cars were powered by a massive T-Head four-cylinder engine supplied by Wisconsin Engines, but later cars received an advanced four cylinder, sixteen valve engine of Stutz’s own design. This new 360 cubic inch engine, which was derived from that of the White Squadron racers, necessitated an all new chassis to cope with the additional power. The Bearcat’s redesigned chassis was stronger than before, yet still relatively light and quite short at just 120”. Clothing the new framework and engine was an updated, stylish body that was more in keeping with the times. Still overtly sporty, with a single rear mounted spare and no doors, Stutz now offered the Bearcat with reasonable weather equipment and full road trim. The Bearcat came to define Stutz as a brand as well as a car that personified “The Roaring Twenties”, evoking images of young men in raccoon coats flying Ivy League pennants on their prized sports cars. Today they remain massively collectible as few survived the flogging they often received at the hands of their enthusiastic, blue-blooded young owners. This exceptional 1920 Stutz Bearcat Series H has been treated to a very high quality restoration and presents in outstanding order. It wears a fabulous color scheme of a dark red main body over black fenders highlighted by a bright red chassis and elephant gray Buffalo wire wheels. The 2003 restoration has been well documented with many photos included. It has since been meticulously maintained and remains in beautiful order. Included documents show it was once owned by a General Motors executive and also spent a great deal of time in the hands of Raymond Katzell, author of the definitive marque reference, “The Splendid Stutz”. The paint work is excellent with very straight panels and very high quality fit and finish. Originally, the Bearcat was unadorned with heavy brightwork and this example is correctly presented with a black painted radiator shell, polished nickel rings and black-painted barrels on the Stutz headlamps, and a period correct nickel spot lamp on the driver’s side. A Stutz-branded Moto Meter sits atop the radiator and the gated shifter and handbrake lever are mounted outside the cockpit for the ultimate road-racer feel. The cozy two-place cockpit is trimmed in black leather which remains in excellent order. Ingress and egress are via the passenger side running board and a secondary step plate, which cleverly features an embossed leather pad to protect the body from scuffs when climbing aboard. Compared to earlier models, the series H did have reasonable weather equipment with a full width windscreen and a folding canvas top, and the fitment is exemplary on this Bearcat. Impressive detailing and presentation continues under the bonnet. Stutz’s fabulous 360 cubic inch, 16-valve four-cylinder produces 83 horsepower and is undoubtedly the centerpiece of this wonderful automobile. Our fine example is correctly finished with a green cylinder block, bare alloy crankcase and plenty of beautifully polished brass and alloy. It presents in very good condition, runs beautifully, and while it is showing some signs of use since the restoration was completed, it remains very attractive. The chassis and undercarriage are similarly detailed, showing in beautiful condition, reflective of the quality of restoration and careful use this Bearcat has received since. Harry C. Stutz is one of the great automotive pioneers who should be considered among the greats alongside Ettore Bugatti, Harry Miller and the Duesenberg Brothers. His passion was reflected in the exquisite quality and performance of the cars that bore his name. This outstanding example of one of the most desirable models in Stutz history remains in showable condition, and would certainly be an outstanding touring companion given its performance and gorgeous presentation.
The beach car phenomenon of the late 1950s is often credited to Gianni Agnelli, the playboy grandson of Fiat founder Giovanni Agnelli. While it was Agnelli who made it popular, the idea is said to have originated with Ghia’s Gigi Segre. Whilst on holiday, Segre noticed big taxis lumbering around the streets of the island of Capri. He thought something more whimsical and stylish would add a dose of fun and practicality to island life. He sketched out a solution that started with a Fiat Cinquecento, which Ghia then modified for summer duty by first reinforcing the body and lopping off the roof. But no mere convertible, the car was further modified by replacing the doors with a cut-down, step through body sides. Wicker seats were installed should occupants be fresh from a swim in the Mediterranean and a whimsical surrey top provided shade. Combined with the original styling of the tiny Fiat, the “Jolly” beach car was a fun and adorable exercise. It did not find much favor with buyers at first, however. But such was the influence of the young Gianni Agnelli, that when a newspaper published a photo of him in his new Fiat Jolly on the Italian Riviera, the public went mad and Jollys began to sell, as suddenly anybody who was somebody needed to be seen driving one of Ghia’s delightful little buggies. Ghia offered a variety of versions mainly built on the Fiat 500 and 600 chassis. There was also a Jolly built on the Renault 4CV (probably to appease French Riviera dwellers) and even the Fiat Multipla. Other coachbuilders and manufacturers got the bug and tried their hands at the cheeky little beach cars, with variations popping up using the Austin Mini and Volkswagen Beetle as their base. VW even went so far as to offer the factory-produced Type 181 “Thing” in the late 1960s. Countless other specials and one-offs have been inspired by the Jolly over the years as the genre continues to find favor with collectors for their charming, low key nature. This cheeky little creation started life as a standard Riley Elf, which in itself was essentially a more luxurious, booted version of the Austin Mini. It has been given the full Jolly treatment with welded up and cut-down doors and the roof and side windows removed and cast aside for sunshine-only duty. The quality of the conversion is top rate, and the car could easily be mistaken for a coachbuilt example. The paint is excellent, with fine quality finishing and detailing. It rides on a set of Minilite-style alloys with low-profile tires. The body has been de-bumpered but retains the distinct Riley radiator grille, and very good quality chrome mirrors and headlamp rings. The interior features a very nicely finished wood dash, a quality wood-rimmed Mountney steering wheel and matching custom wood rails which trim out the cockpit. Front and rear seats have been recovered in stripe pattern marine-quality canvas to hold up to the rigors of sun exposure and beach duty, while the floors are line with natural coco-fiber floor mats. The interior is quite nicely detailed and well executed with chrome hardware and handy map pockets built into the side panels. It even includes a surf board that has been finished to match the interior. It is mechanically very strong and is “turn-key” and ready for enjoyment. Restoration and service receipts are included, which show a very recent engine rebuild. The engine compartment is very clean and well-presented. Simple, cheeky and fun, this Elf presents in excellent condition, having been part of a special exhibition of beach cars at the 2015 Amelia Island Concours d’Elegance. It is a high quality conversion that brilliantly captures the essence of the Jolly.
Some of the greatest enthusiast cars in history have come from the fruitful minds of engineers forced to work in secret to avoid the swinging axe of the bean-counters or judgmental frowns of pragmatic executives. This was the case with the Mercedes-Benz 300 SEL 6.3 and its creator, Erich Waxenberger. In the mid-1960s, the Mercedes-Benz lineup was very conservative. Even the SL sports car was limited to six cylinders and heavily biased toward automatic transmissions and luxury touring. Mercedes’ saloon car lineup was even more staid, with the W108 and its air-suspended sibling, the W109, topping out with a 3.0 liter, Bosch-injected inline six. Of course, these were wonderful cars built with exceptional attention to detail – they just lacked the performance that Waxenberger desired. Working in secret and after hours, a small team led by Herr Waxenberger applied the classic American pony-car edict– “there’s no replacement for displacement” to the mid-sized W109, shoehorning in the all-alloy, 6.3 liter M100 V8 (lifted from the 600 grosser limousine). They handed the prototype over to long-time Mercedes-Benz executive, Rudi Ulehhaut who was seen as their best ally in getting this new project off the ground. Ulenhaut was so shocked by the turn of speed that it is said he immediately pulled over and opened the hood in disbelief at how Waxenberger and his team managed to fit such a beast of an engine in there. Give the M100’s output of 300hp and 434 ft-lbs of torque, it is easy to see how he was caught off guard! The project was green-lighted by Ulenhaut, with the unveiling scheduled for Geneva in 1968. The SEL 6.3 was a relative success with 6,500 examples built between 1968 and 1972. It also spawned smaller V8 engine models as well as a long tradition of big-engined, Mercedes saloon cars that continues to this day with the in-house AMG program. No car of its day could carry five passengers at such speed, and the handsome but conservative styling makes the “6.3” not only the ultimate Q-car, but one of the best all-out performance cars of the era. Our featured example, a 1970 300 SEL 6.3, comes to us via a passionate and meticulous owner who cared deeply for the car while in his possession. In the same hands for the last 20 years, the prior owner purchased this car from the 2nd owner to use as a daily driver. He used the car regularly for many years, maintaining it carefully via specialists. As the duties of daily use showed their marks, he embarked on an extensive multi-year restoration in the early 2000s. In the process, corrosion was addressed using factory panels, the M100 engine was serviced with new timing chains, refreshed cooling system and other ancillaries, and the air suspension fully rebuilt. The quality of the restoration is exceptional, especially considering the costs involved in such a project. The bodywork is incredibly straight with outstanding panel fit and shut lines. The factory-correct and original color of 904G Midnight Blue Glasurit single-stage paint is beautifully laid down with a deep gloss and no flaws to speak of. The chrome bumpers, grille and exterior trim were restored to factory quality and the headlights converted to the more attractive European units. Factory “Bundt” alloys were restored and now wear proper Michelin rubber. The quality and detail of the restoration continue to impress via the gorgeous interior. The front and rear seats were restored using parchment leather in correct materials and patterns, and a full set of complementary blue carpets set off the cabin beautifully. The wood trim was restored to concours standards, and the owner added wood A-pillar trim from a pre-1970 model as a subtle aesthetic upgrade. A rebuilt Becker radio keeps the dash looking period correct and all instruments, switches and even the air conditioning work as they should. Nearly $100,000 was spent ensuring this car was returned to its former glory, all of which has been extensively documented in an included history file. The M100 engine is legendary for its longevity and the work performed ensured this car will have a solid future. The air suspension was serviced and rebuilt as needed, and the car sits properly, without losing air pressure over time. Even the differential and rear axle has been completely rebuilt at great expense using original MB parts. Since the restoration, the owner ran the car and used it carefully but regularly to keep every system working as it should. He reported to us that a run from Eastern Pennsylvania to St. Louis, MO for the M100 owner’s club was relaxed and 100% trouble free. This 6.3 has also been shown at several events including the Greenwich Concours and the Deutsche Classic where it earned multiple awards. Few of these wonderful cars have been as cherished and well-maintained as this example. Considering the performance, quality and the outstanding restoration, this 300 SEL 6.3 represents an exceptional value that is a match for its exceptional performance.
In the mid-1920s, Auburn Automobile Company was struggling with poor sales and a humdrum product offering. They enlisted the help of entrepreneur and successful Auburn salesman E.L. Cord to help bail them out of trouble. Auburn was stuck with a large amount of unsold inventory, and their cars were considered boring by the general public. E.L. Cord came up with a simple but effective plan of repainting the unsold cars in bright colors to help gain attention. To the surprise of many, his plan worked incredibly well. As a result of his success, he was offered a position within the company. But Cord was an extremely ambitious and aggressive business man, and a job within the company simply wasn’t enough for him. By 1928 he was in complete control of Auburn, having saved it from certain bankruptcy. At that time he was also well on his way to building a massive manufacturing empire that included Auburn, Lycoming Engines, Checker Cab, Duesenberg, Stinson Aircraft and New York Shipbuilders, among others. Having re-energized Auburn as a successful car builder, he decided to build a car with his own name on it – one that would compete with the likes of Lincoln, Packard and Stutz for luxury car honors. In typical E.L. Cord fashion, he eschewed tradition and specified a car that was as innovative as it was beautiful. In 1929 the L-29 appeared as a sleek, attractive and impossibly low slung machine with front wheel drive and a De Dion front axle, designed by an ex-Miller Indy Car engineer who spearheaded the project. The L-29 was significant as it was the very first front wheel drive American car, beating the lesser known Ruxton to the market by a few months. The L-29 shared the 301 cubic inch Lycoming straight eight with Auburn, but with the engine reversed in the chassis, driving through a three-speed transmission at the front. Performance was adequate, and thanks to the low center of gravity, handling was impressive. The L-29 was available with various factory bodies, though many were custom bodied by some of the finest coachbuilders of the time. Only 5,014 L29s were built between 1929 and 1932, as the Great Depression took hold and luxury automobiles suffered the consequences. This lovely Cord L-29 Convertible Sedan is presented in a striking combination of cream with medium blue accents with a fabulous effect. The older restoration still presents very well with good quality paintwork, nice detailing and finish work. The paint shows very well, revealing only minor signs of use, still remaining in fine enough order to show. Blue accents are particularly endearing, featuring as flashes on the body swage lines, running boards and chassis. The famous low-slung lines of the L-29 are further enhanced by the gorgeous chrome wire wheels with blue accented wheel rims. Dual side mount spares are fitted with mirrors and the chrome bumpers and exterior brightwork all present in very fine condition. A period trunk in good condition sits on the trunk rack, wearing a tan canvas cover that matches the convertible top. The tan top remains in very good condition, with the frame in good order and working well. The interior is trimmed in lovely tan leather and it is in very good condition, with only some light patina from use since the restoration was completed. L-29s have a glorious art-deco dash design, and this example has been recently freshened to enhance the cosmetics. Original instrumentation and steering wheel are in very good condition. The 301 cubic inch Lycoming inline-eight cylinder engine is the same as an Auburn 8-32, though cleverly turned 180 degrees for installation in the front drive L-29. It is nicely detailed and has been recently treated to a thorough cleaning. Correct wiring, fittings and clamps point to a very high quality restoration and care since completion. With its magnificent lines and ground breaking front-drive layout, the Cord L-29 remains one of the most desirable classics of all time. It is of course welcome at virtually any CCCA, AACA or similar road event. The high quality restoration has been very well maintained and the car remains very much in showable condition. Fabulous colors and detailing just add to the appeal of this handsome and highly desirable Cord L-29.
Rolls-Royce had experienced a major shift of philosophy in the post-war years. The Silver Dawn was the first car from Crewe to wear a standard factory-supplied body, which signaled the beginning of the end of the British coachbuilding industry. Although the custom body segment was dwindling, there was still enough demand to support continued production of the Silver Wraith through 1959, as well as the opulent Phantom IV; a straight-eight cylinder powered behemoth reserved for royalty. Both of these high-end models were supplied by Rolls-Royce as chassis only and were bodied by the best coachbuilders of the era. The arrival of the Silver Cloud in 1955 represented a further shift toward factory supplied bodies. The Cloud was a beautiful, modern motorcar that cost much less than bare chassis plus custom body. It ultimately replaced both the Silver Dawn and the Wraith. The prestigious Phantom IV was in production from 1950-1956, but only seventeen cars were ever completed and the roots of its chassis were firmly planted in the pre-war era. As luxurious, stylish and fine driving as the Silver Cloud was, there was now a distinct void at the very top of the market. Following a three year absence, the Phantom name returned to the Rolls-Royce lineup in 1959, with the arrival of the Phantom V. The chassis was based upon that of the V8 powered Silver Cloud II, though on a more grand scale thanks to an additional two feet added to the wheelbase. By the time the Phantom V was announced, many of England’s best coachbuilders had closed or were on the brink of closure, so the Phantom V provided welcome boost in business, proving to be a magnificent base on which they could practice their craft. Utilizing many standard components from the Cloud series allowed for a more generous production number, with 516 examples produced from 1959 through 1968 with a wide variety of body styles from the likes of James Young, Park Ward, and H.J. Mulliner. The famous and infamous alike have owned Phantom Vs, including the British Royal family, John Lennon, The Shah of Iran and the notorious Imelda Marcos. Our featured example, 5AS69, is a 1960 model from the first series of Phantom V production. It wears an elegant and handsome Park Ward limousine body originally commissioned for the London High Commissioner for Nigeria. It presents in lovely condition with a very good quality cosmetic restoration that has been extremely well maintained since its completion. Classic Mason’s Black paintwork is laid down over alloy straight panels with excellent alignment and fit. Getting such a large car to appear so straight in a single-tone black paint scheme is no easy task and is a testament to the quality and care given to the restoration. A single coach line in gold accents the paintwork, which is repeated on the wheel covers as per original. Chrome adornment is limited to bumpers, light trims, a subtle waist strip and of course, the prominent Rolls Royce radiator shell. A radiator-mounted flag holder hints at this car’s period diplomatic duties. All of the brightwork is presented in very good order, with deep, clear reflections and no corrosion to speak of. The interior is wonderfully presented, with a black driver’s compartment contrasting a cream beige passenger compartment, separated by a powered divider. The chauffeur’s compartment is beautifully trimmed, showing some light yet attractive creasing on the leather. Black Wilton carpets are in excellent order and the gorgeous woodwork provides a visual lift to the otherwise austere and businesslike driver’s office. An under-dash A/C unit keeps the driver and front passenger comfortable, while all original instruments and switchgear present in excellent order. The rear compartment is a drastic contrast to the front, with a light and airy feeling courtesy of the cream beige Connolly hides, light Wilton rugs, and plenty of glass. Integrated into the divider is a beautifully finished wood bar, an originally-fitted option which includes a pair of crystal decanters. Flanking the bar is a pair of jump seats trimmed in leather and vents for the rear-mounted air conditioning system. Door cards are in excellent order, with beautiful banded-wood caps surrounding the cabin. Rear passengers are whisked along in opulence, with gorgeous tan leather chairs, individual cigarette lighters, carpeted foot rests and a separate set of controls for the rear air conditioning system. The engine (#PV34A) presents in tidy order with a few modern upgrades for the sake of reliable operation. Largely correct finishes adorn the rocker covers, ancillaries and firewall. It is reported to be an outstanding driver, with its previous owner using the car regularly for shows and events. It rides on a set of Michelin X radial tires, a widely accepted modern alternative to the original crossply tires, well suited to the performance characteristics of this large limousine. The Phantom V and its sibling, the Phantom VI, marked the end of the long-running tradition of coachbuilt limousines from Rolls-Royce. These grand motorcars competed with the likes of the Mercedes-Benz 600 for superiority among royalty, captains of industry and heads of state. The impressive quality of this example is certain to appeal to an enthusiast who chooses to drive rather than be driven, and it remains very much in showable condition thanks to the high quality restoration and careful maintenance.
Detroit Electric is somewhat of an anomaly compared to other companies who adopted “alternative fuels”. The pioneering days of the automobile industry were awash with creative ideas for propulsion beyond just the internal combustion petrol engine. Steam and Electric were popular alternatives before the petroleum infrastructure was fully established. Electrics in particular became popular among wealthy urban women, as they were clean, silent and perfectly suited for the short distances traveled in the city. In the days before Cadillac’s adoption of the Delco System Self-Starter, electrics also had the distinct advantage with no difficult and dangerous starting procedure which, if done improperly could cause serious injury. Even when executed properly, it was not considered particularly lady-like to be yanking on a starter handle. While electrics didn’t particularly flourish in the face of the rapidly developing petrol-engined cars, a reasonably steady market existed to support a few manufacturers. Detroit-Electric stands out as by far one of the most successful and longest-surviving of them all, remaining in production from 1907 through 1939. As steam and electric cars dropped by the wayside, Detroit Electric somehow managed to survive, producing simple, but well-constructed cars that seemed well past their expiry date. Their best year, 1914, saw a production of 4669 cars – putting them decidedly in a niche market when compared to the likes of Ford. But the company persisted even as the fondness for electric cars began to wane after 1916, a time when most production automobiles were offered with electric starters. Styling upgrades such as the addition of “false fronts” kept them up with current trends and even an open speedster proved popular with buyers. Production dropped steadily, even after prices were reduced from a peak of $4000 in 1921. But Detroit Electric persisted, offering buyers the option of conventional bodies supplied by Dodge or Willys-Overland to sit atop their chassis from 1930 onward. Remarkably, the firm soldiered on, still offering the classic (though it was considered positively archaic at the time) “parlor on wheels” body style with tiller steering through the end of production – which some believe persisted until as late as 1941. An estimated 35,000 Detroit Electrics were built over the company’s 35 years, and they remain popular with collectors and enthusiasts. This 1931 Model 97 Coupe is one such later model from Detroit Electric. This example is one of the finest we’ve had the pleasure to offer, having been restored to concours standards by an experienced marque specialist. The elegant dark blue over black paintwork is beautifully finished and the body straight and finely detailed. According to historian Beverly Rae Kimes, just 131 Detroit Electric cars were built in 1931, making this a very rare motorcar, indeed. While there is little to differentiate this later model from those in the teens, there are a few subtle differences. Most notable clues are the smaller, 18-inch wire wheels as well as the chrome headlights and bumpers. The wire wheels are finished in black with lovely chrome beauty rings and center caps and blackwall tires lend an understated appearance to the exterior. Unique cowl lights and a “SLO” brake light add to the period charm and it wears the originally equipped trunk rack – presumably to hold the shopping since long trips were not exactly practical for the time. To the uninitiated, the unconventional cabin layout can be quite surprising. Most notable is the lack of a traditional steering wheel and pedal arrangement. With the feeling of a lounge on wheels, the driver operates the car via a tiller whilst sat far back on the main bench seat. A flower vase and swiveling, jump seat up front continues the casual salon-like feel as one can easily imagine a trio of socialites using this Detroit in period, chatting away whilst on a shopping run in the city. Like the exterior, the interior is nicely finished to a very high standard. Patterned cloth upholstery on the seats is complemented by tan fabric on the door cards and interior panels. The cabin is simple, yet elegant and inviting, with minimal adornment and basic instrumentation to monitor speed and battery output. Modern AGM batteries replace the original lead-acid type. The modern batteries are of course more powerful and lighter than the originals, lending improved performance and range. The quality of the restoration impresses, with scant few imperfections to detract from the fine presentation. We are quite pleased to offer this outstanding example, a rare survivor from the later days of Detroit Electric, a fascinating footnote in American automobile history that has returned to relevance considering the newfound attention paid to alternative fuels.
Cadillac’s venerable model 355 was heavily reworked for the 1934/35 model year. Starting from the ground up with an all new chassis that featured so-called “Knee Action” independent front suspension, the 355-D received a fresh new look thanks to totally reworked styling. The chassis was now fully concealed beneath the curvaceous new body and the car elegantly proportioned with a long hood and flowing, voluptuous fenders. This was clearly in response to Packard’s gorgeous 1934 models and evidence of automobile styling creeping ever closer to fully enveloped, streamlined bodies. In terms of the powertrain, the 355D was essentially the same as its predecessors, still powered by the smooth and powerful V8 engine that now produced 130hp at 3400 rpm. 1935 marked the last year for the long-running V8 engines that formed their roots back in 1927. A variety of body styles by Fisher and Fleetwood meant plenty of options for buyers and sales of the 355D were strong, with over 8,300 cars sold between 1934 and 1935. The story of this fabulous Fleetwood-bodied Cadillac Town Sedan begins on November 12, 1934. This fine motorcar was originally invoiced to Alvan T. Fuller’s Cadillac Automobile Company of Boston, who acted as the primary distributor for both Packard and Cadillac automobiles. The build sheet is annotated with “ship after 1/2/35” and “SHOW CAR” indicating this was the actual car displayed at the 1935 Boston Auto Show. Incidentally, Alvan Fuller went on to serve as a congressman and eventually Governor of Massachusetts; no doubt thanks to the many highly connected clients he earned selling both Packards AND Cadillacs! Following the auto show, this Town Sedan is believed to have been returned to Cadillac. It was then sold on to its first owner in California. It remained there for the next four decades, eventually finding its way to well-known collector Owen Franklin Hoyt who retained it for many years. In more recent years, it made its way to New Jersey where, after finding its most recent keeper in 2013, it was treated to a thorough mechanical sorting with the goal of reliable road and touring use. Originally finished in Cathedral Grey with Vincennes Red wheels, it was repainted in black some time ago, which suits the elegant lines of the Fleetwood body quite well. The paintwork is older and shows some signs of age and use, but it remains quite handsome with an honest appeal. Recent work has included re-chroming of the exterior brightwork which smartens up the appearance quite nicely. Aside from the respray in black, the body is highly original and shows excellent panel fit and alignment. Being a Town Sedan body, the cabin is free of a passenger division, allowing for a more comfortable driving position with little sacrifice to passenger comfort in the rear. New carpets have been fitted as part of the refresh, however it is believed the grey whipcord upholstery is original, as it matches the detail on the build sheet. Upholstery condition is outstanding, particularly when considering it is over 80 years old. The interior chrome and polished brightwork appear to be original, displaying an inviting and dignified patina. The instrument faces wear fabulous art-deco markings and appear to be all original. The matching Jaeger clock is particularly interesting and a fantastic period touch. With the idea of making a thoroughly capable tour car, the previous owner thoroughly vetted the running gear. New tires have been fitted on the black wire wheels, along with a newly fitted clutch, rebuilt brakes and a new exhaust system. Concurrently, the engine was given a top-end overhaul, with new valves and ancillaries such as water pump, starter, generator and carburetor being replaced or rebuilt. It now performs with the unmistakable solidity that comes from a car that has never been fully torn down and restored. Thanks to the efforts of the previous owners and the inherently wonderful-driving nature of the 355D, this rare and elegant Fleetwood-bodied Cadillac is a competent, reliable tour car for CCCA CARavans or any other adventures you may plan.
Mercedes-Benz has had a long history of building trucks and commercial vehicles; in fact, it is the company founder Gottlieb Daimler who is credited with creating the very first motorized truck in 1886 – a cart with a 4hp twin-cylinder petrol engine. He found swift success and would soon expand his offerings with 10, 8 and 6 horsepower versions that could carry upwards of 11,000 pounds and cementing the horseless carriage’s importance within industry. Prior to Daimler’s merger with Karl Benz in 1926, both firms had ventured into diesel truck production, which carried over once the two merged and Mercedes-Benz was born. They continued to be pioneers in the industry with the first diesel powered light truck in 1932 and a whole series of medium and heavy duty trucks following through to the outbreak of WWII. In the mid -1950s, Mercedes commercial vehicle lineup included large trucks and buses, as well as small, city-type delivery vehicles. Medium duty trucks such as the Opel Blitz were selling well and Mercedes Benz wanted in on the action. The L 319 and its bus counterpart the O 319 debuted in 1955 to take on the middle-weight market. It featured a front engine “forward control” arrangement with a large glasshouse and pleasing styling. An array of bodies were available, from delivery vans to flatbeds to small buses. The stylish and versatile L/O 319 proved a great success for Mercedes and established them as leaders in the medium duty truck market. Today’s collectors have fallen for the charming good looks and impressive quality, and the compact size makes them very versatile for regular use. As a result, values continue to be on the rise. This truly remarkable 1961 O 319 bus has been fully restored to a high standard and extensively yet subtly modified into a camper capable of roaming virtually anywhere a road will take you. The previous owner and builder was an eccentric and reclusive individual who utilized his tremendous skills to painstakingly restore and enhance this unique Mercedes Benz over a period of 15 years. It is quite like nothing we have ever encountered and it has been a thrill to discover the meticulous level of detail he imparted in this project. As you approach this O 319, you first see a beautifully restored but standard body with exceptionally straight panels, all original bright work and fine detailing. The doors and deck lids fit with factory precision and all shut with that signature Mercedes-Benz solidity that one might not expect from something that started life as a commercial vehicle. The blue over gray paint scheme is done in factory colors, and is beautifully finished to a very high standard over excellent bodywork. It wears a set of rare and attractive factory wheel covers and is fitted with a factory dual-rear wheel setup. As delightful as this bus appears from up top, it is the work under the skin that has truly blown us away. The chassis has been fully reworked with a modern air-ride suspension system adapted to the both the front and rear (the standard rear axle remains). The entire system has been meticulously installed with precise plumbing and expertly run wiring. Details such as the custom made stainless steel loom clamps for wiring and plumbing are astounding. Beyond the air ride suspension system, the electrics have been fully upgraded with a full circuit breaker system on a centralized control panel and even a drop-down service panel below the bus that can accommodate virtually any power plug in the world, should you find a campground with power on your global adventure. Every control, cubby and compartment inside and out is wired with a micro-switch to illuminate when opened. The aviation-quality electrical panels and controls are beautifully backlit in green for easy reading regardless of conditions. Propane and water tanks are located underneath the body as well, seamlessly integrated along the frame rails and installed with the precise touch of a gifted engineer. Power comes from a modern Mercedes Benz engine mated to an automatic transmission. A Gear Vendor overdrive unit backs the transmission and ensures comfortable and efficient highway cruising. As with everything else, the drivetrain installation is superb, with fastidiously run wiring and plumbing giving an appearance that is better than factory original. The electrical system has been thoughtfully upgraded to handle the additional load of the accessories, and the addition of an oil cooler keeps transmission temperatures in check. Modern model fuel injection ensures reliable running in virtually all conditions, and an array of remapped chips is included, presumably to accommodate high altitudes or other extreme conditions. This level of detail and forethought is simply astounding. Of course the cabin has been thoroughly reworked and it features modern, leather covered seats up front and a comfortable berth in the rear for sleeping. Gray carpeting is in excellent condition and expertly bound along the edges with wood trim. A standard O 319 instrument panel has been enhanced with additional back lighting, and many of the upgraded electrics are operated through original Mercedes Benz switchgear. Behind the driver, a custom-made cabinet houses the sink, propane stove and storage for dishes and sundries. Aforementioned water and propane tanks are mounted below the floor. Dual audio systems are beautifully integrated into the front and rear, hidden within custom made cabinets. Even the trunk features a custom made drawer which houses a myriad of spares for virtually any emergency. The builder cleverly integrated a stowable solar panel for when you’re properly off the grid! While we know little about the previous owner, we understand he was an eccentric computer engineer based in California. However, his personality speaks clearly through his exquisite workmanship and his meticulous attention to detail. We understand it took him over 15 years to build this remarkable machine and we are honored to offer it to its next keeper. It is thoroughly sorted and ready for adventure virtually anywhere the road will take you and includes a massive stock of spares and literature. Well and truly, there is not another vehicle quite like this O 319 on earth.
Since the earliest days of Lancia, the Torino-based car builder took an innovative and ingenious approach in their quest to produce some of the finest cars available. Lancia competed for buyers with the likes of Alfa Romeo in the pre-war era, and while Alfas were fast, flamboyant and exotic, Lancias were the Thinking Man's sports car; more measured and conservatively styled, yet always exquisitely engineered, beautifully constructed and highly advanced. In the post-war years, both Alfa Romeo and Lancia drastically shifted focus from limited production luxury cars to mid-priced, mass-produced GT cars and saloons. Also like their neighbors at Alfa Romeo, most Lancia models were available in Berlina, Coupe or Cabriolet form, designed and built by a variety of preferred Italian coachbuilders. With the V6-powered, monocoque Aurelia leading the range into the 1950s, Lancia required more entry-level models to stay afloat and compete with Alfa’s new Giulietta. The Aurelia was joined by the V4-powered Appia, an entry level car in terms of price but still built with the same high standard of engineering excellence and quality ingrained into every Lancia product. Following in the footsteps of the Appia, came an all-new car for 1963: The narrow-angle V4-powered, front-drive Fulvia. Lancia’s baby Fulvia borrowed its layout from the larger executive-class Flavia, but in a tidy and compact package. Initially offered only as a four-door Berlina, the line was supplemented by the Lancia-styled Coupe and lightweight Zagato-bodied Sport in 1965. The Fulvia’s elegantly simple monocoque chassis featured independent wishbone front suspension with a single transverse leaf spring, backed by a beam rear axle located by a Panhard rod. Four-wheel disc brakes were standard from the onset, and Lancias typically precise build quality made for a car that felt far more expensive than it was. The Berlina was certainly a capable and stylish little car, but it was the crisp and elegant coupe that captured the most attention, and has since become a true icon among enthusiasts. While the Fulvia coupe’s rallying exploits have certainly cemented its legendary status among hardcore enthusiasts, the road going Fulvia is no less brilliant. The simple and elegant styling was executed in-house rather than by an outside coachbuilder. By the time the series II had arrived, the styling had been tweaked (though remaining no less beautiful) and the mechanical spec updated with a 90 hp 1.3 liter engine, larger Girling disc brakes and a 5-speed transaxle. Collectors have caught on to these brilliant little cars and as such, values have been steadily on the rise, with the rally-bred 1.6HF topping the charts. The second series 1.3S may lack the grunt of its bigger sibling, but it is no less joyful and beautifully delicate to drive. Lancia's exquisite Fulvia truly is one of the greatest driver’s cars of all time. This handsome 1971 Fulvia 1.3S presents in lovely condition, following a sympathetic restoration to original specification. A recent Italian import, this Fulvia was originally purchased as a graduation gift for a young Italian lawyer, Avocat Chimenti, by his family. Chimenti enjoyed his Fulvia for many years before handing the car over to his family mechanic for careful storage and maintenance. It remained in Chimenti's ownership until 2012. In 2013, the Fulvia arrived in the USA where it was treated to a no-expense-spared mechanical and cosmetic refurbishment, with great care given to preserve its exceptional originality. Today, it remains a beautifully honest example finished in the original and attractive combination of dark blue over dark tan upholstery. The body is straight and tidy with very good older paint and nice, factory precise panel gaps. Some light texture is evident in the paint in places but it is overall a very presentable and imminently attractive car. The sparse and delicate brightwork presents in very good condition, a mix of carefully selected originals, restored pieces and correct replacements. The restorer resisted the urge to fit larger wheels, instead restoring the correct originals which are wrapped in proper Michelin XAS rubber. The car sits proudly, looking proper and light on its feet, the correct wheels and tires retain the Fulvia's delicacy and communicative feedback. OEM headlamps with distinctive yellow bulbs add yet another layer of appeal. The simple yet stylish cabin is trimmed in caramel tan upholstery with black carpets, trim and correct rubber mats. Front and rear, the seats are in fine order and complement the matching door cards. Rubber mats and other soft trim are in excellent condition, and the dash panel is free of cracks or fading. The original fiberboard fascia has been replaced with a gorgeous, glossy wood piece and the original Jaeger instruments have been carefully and thoroughly restored. The original shift knob remains in place and a period correct Nardi steering wheel dresses up the cabin nicely. Original touches such as Lancia dealer decals in the quarter windows and a very cool dealer-accessory service calendar add to the delightful period charm of this fine Fulvia. Lifting the bonnet reveals a very correct and well detailed engine bay. The narrow-angle 1.3 liter V4 engine is very tidy and honestly presented with correct wiring and hardware, proper finishes on the ancillaries and factory-correct decals and markings. The undercarriage is similarly tidy, with factory assembly marks present on the subframes. The chassis was refurbished with fresh and correct DeCarbon shocks and the tricky front axle CV joint boots replaced. The original jack, vinyl spare wheel cover, and Lancia tool kit remain in place. With just one owner over a span of four decades, this lovely Lancia has clearly been cherished since the day it left the dealership floor. Thanks to the careful and sympathetic work it received from its most recent keeper, it remains fresh and ready for enjoyment, certain to capture the heart of its next owner.
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. The Model T is likely the only car to feature in our grade school history books. Of course, most of the focus in history is given to the way the Model T was built and how Henry Ford revolutionized mass manufacture. However, when viewed apart from the ingenious production methods, the Model T proved to be a truly remarkable and versatile machine. Because he was able to build so many so quickly, the price was low and suddenly the automobile was accessible to millions who never dreamed of owning one before. Its popularity 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. The Commercial Roadster was a simple, two seat affair with a flat deck behind the cockpit. Curiously, a “mother-in-law seat” was standard equipment; mounted atop a small storage trunk on the rear platform. The primary difference between a standard roadster and commercial roadster was the extended flat platform behind the cabin of the latter, rather than a curved trunk. The vestigial seat and trunk were often removed and discarded to make way for pickup boxes or any variety of attachments to suit the job at hand. As such, intact survivors are quite rare today. This 1912 Model T Commercial Roadster is a relatively early example from the height of the brass era. The green and black paint scheme is correct for the year, as it predates Henry Ford’s shift to all-black Model Ts of later years. Unlike the majority of Model Ts which have been restored by hobbyists, this example wears a professional quality restoration and presents in absolutely lovely condition with excellent paint work, gorgeous quality brass and concours level detailing. Equipment includes brass Ford-script E&J headlamps and cowl lamps, a gorgeous brass radiator shell, polished brass horn and a beautiful acetylene tank on the running board. Brass step plates adorn the running boards, with a single right-side plate correctly placed for rear seat access. The driver’s compartment is exquisitely detailed with beautifully executed black leather upholstery on the seat, a correct Ford-script rubber mat and beautifully finished wood on the cowl panel. The mother in law seat is trimmed in the same high quality black leather as up front, and it sits atop the small utility trunk that now houses an assortment of spares. Weather protection comes via the full, dual pane windscreen, which folds for fair weather use, and the folding black leather top. The top fit is excellent and it is well detailed with correct brass hardware. Pyramid-pattern floor boards adorn the rear platform as original and the impressive woodwork is indicative of the care and attention that went into the restoration. While a Model T engine is an exercise in minimalism, this example is nonetheless very well presented and detailed. It is exceptionally clean, showing little use since the restoration was completed, and the engine is detailed with appropriate fittings and hardware. Finishes on the chassis are also excellent, with the undercarriage appearing incredibly clean and tidy. Along with its many other “firsts” the Model T can be credited with forming the foundation of the collector car hobby. With over 15 million built over the course of 19 years, there is certainly no shortage of cars to choose from. However, it is the early brass cars such as this that command attention from serious collectors. This example’s relatively rare configuration and outstanding restoration set it apart from the usual. It remains in lovely show-quality condition and is fully usable and ready for enjoyment.
Mercedes-Benz has long demonstrated the power of a diverse product portfolio. With an ethos of quality and innovation above all, Mercedes-Benz has made their mark in virtually every aspect of over the road transport, from taxicabs to Formula 1 cars, supercars to heavy trucks. Although they are most closely associated with luxury, Mercedes-Benz wisely relied upon the middle of the market to provide the majority of their sales over the years. When the luxury car market sagged in the 1930s, Mercedes-Benz was quick to realize the importance of expanding their offerings, yet crucially, they managed to do so without cheapening their brand and damaging their reputation for quality. The 170 was conceived to compete in the mid-priced market, making its debut at the Paris Auto Salon in 1931. Chassis engineer Hans Nibel designed the platform which featured revolutionary all-independent suspension in a lightweight chassis. The ride quality and handling prowess were far and above superior to other vehicles in the same class. The new model proved quite popular, with nearly 70,000 examples built before 1941. Found within the 170 range was a wide variety of vehicles that utilized the innovative chassis. Mercedes-Benz offered it as a two- or four-door sedan, two- or four-seat cabriolet, roadster, cabrio-sedan, open touring car, Sedan Delivery, taxi, ambulance, or pickup. Eventually, the range-topping Cabriolet A was added to the mix. The Cabriolet A was a product of the prestigious Sindelfingen coachbuilding department, Mercedes’ in-house custom body builder. Herman Ahrens arrived at Mercedes-Benz in 1932, setting up a custom coachbuilding shop at the Sindelfingen works. His reputation for quality was established at that Deutsche Industrie Werke in Berlin as well as with Horch where he designed some of that firm’s most prestigious motorcars. Alongside Walter Hacker, who joined him at Mercedes in 1933, Mercedes-Benz styling was transformed and the duo produced some of their most breathtaking designs on the 540K chassis. For buyers of somewhat more modest means than the typical 540K client, the 170 V Cabriolet offered the cachet of a Sindelfingen-designed body at a more reasonable (though still not insignificant) $1,459 in 1936. Rather than modifying a mass-produced model, each Cabriolet A was hand built alongside its more expensive stablemates. The resemblance to its larger sibling can be seen in the graceful sweep of the front wings, the taper of the bonnet as it flows from cowl to radiator grille and the elegant proportions. Our featured example of this rare and desirable coachbuilt Mercedes-Benz was recently part of the collection of renowned contemporary American realist painter Jamie Wyeth. It was completely restored beginning in 1990 by Magno Restorations of Massachusetts and has been featured in the May/June 1997 issue of The Star magazine. It has been very well cared for since the high-quality restoration was completed, and it presents today in lovely condition. The two-tone black and red paint is period correct and highlights the handsome lines of this rare and desirable body. Beautiful concours-quality chrome work remains in excellent order and the body fit and alignment reveal this as a very high level restoration. The signature of the 170 V are the stylish steel disc wheels, in this case painted in red to complement the body sides and provide some visual pop against the black wings. The body style is simple yet finely detailed with features such as an inset rear-mount spare tire, a small “trunk” behind the top, exposed landau irons and cowl-mounted trafficators. The cabin is trimmed in lovely dark red leather that complements the exterior paint scheme. The soft trim remains in very good condition, showing signs of light use since the restoration, but presenting with a welcoming broken-in character. Instruments, switchgear and interior brightwork are all in very good order, again showing some light use but remaining very attractive. A side-facing rear seat is fitted for the occasional second passenger, providing they don’t mind the cozy experience. Beneath the bonnet is a simple and humble appearing 1,697 cc side-valve four-cylinder which produces 38hp. Our example is well detailed with proper fittings and hardware, though not over restored or fussy. The engine produces 38hp and delivers the power to the rear wheels via a four-speed manual transmission. Four wheel hydraulic brakes and independent suspension allow for this car to feel much younger than its 79 years. Following its high quality restoration, this car was shown at a great number of prestigious events such as Meadow Brook, Castle Hill Concours, Lime Rock Vintage Fall Festival, Radnor Hunt Concours and others. It was displayed at the Lars Anderson Museum’s Mercedes Retrospective and even featured in advertising for Saks Fifth Avenue. It remains in handsome condition, and is ready for use in tours, rallies or simply to enjoy for its delightful road manners on your favorite country roads. This is a wonderful opportunity to acquire a true Sindelfingen coachbuilt Mercedes-Benz that can be thoroughly enjoyed on the road or on a show field.
The Rolls-Royce 40/50hp “Silver Ghost” made its spectacular debut in 1907, recognized almost immediately as the finest motorcar money could buy. At the heart of the 40/50hp was Henry Royce’s impressively powerful and reliable 7,428cc side-valve inline-six. In its day, the inline-six configuration was considered a folly as competitors could not cope with the issue of long, flexing crankshafts. But Royce’s engine had a crank that was shorter and stronger, and which was supported by seven large main bearings. Exacting, precise machine work and hand-polishing of internal components ensured near silent, smoke-free operation – a characteristic that was virtually unheard of for the time. Features such as pressurized oiling, fixed heads to eliminate leaks, and a twin ignition system via magneto or distributor were advancements that established the Silver Ghost as the standard of the world for motorcars. Particularly when compared to other machinery of the same period, the Silver Ghost is a true marvel of sophisticated engineering and build-quality, capable of delivering near silent operation and a luxurious experience drivers and passengers alike. In Rolls-Royce’s early days, their chief competition came from Napier. Under the directorship of S.F. Edge, Napier had embraced the idea of the publicity stunt in order to drive sales and prove its machinery in the toughest of conditions. Rolls-Royce was always rather more conservative yet they relented under the pressure from their London-based rivals and in 1911, took on the RAC-sanctioned London to Edinburgh Challenge to prove they built the finest, most reliable and best performing cars in the world. The challenge was seen as the perfect venue to showcase the latest upgrades to the 40/50hp model. Chassis 1701 was the second such car to receive improved specification that included a massive torque tube sending power to the strengthened rear axle, larger carburetor and a higher compression ratio engine. Fitted with a sporting, close coupled light-touring body by Holmes of Derby, Ltd, chassis 1701 completed the entirety of the 800 miles challenge in top gear, achieving an average consumption of 24.32 miles per gallon. Later, that same car achieved 78.26 miles per hour at Brooklands. The success in the London-Edinburgh challenge led to a raft of new orders for similarly spec’d cars – heretofore known as the London to Edinburgh Ghost. Between spring of 1912 and October of 1913 (ending with chassis 2699) just 188 examples were built – a mere fraction of the total Silver Ghost production of 6,700 cars. Our featured 1913 40/50hp Silver Ghost, chassis number 2371, is one of these coveted London-Edinburgh specification cars. Original build sheets indicate this car was a direct copy of chassis 2148, which in itself was a direct copy of the famous “1701” works car. Originally clothed in a popular Torpedo style body by Barker, 2371 was delivered new to one Albert Janesich of the illustrious Janesich Jewelry family. Highly detailed notes on the factory build sheets indicate it was specified with Rudge-Whitworth wire wheels, Dunlop grooved tires, C.A. Vandervell lighting, multiple Brooks trunks, cobra horn, speedometer calibrated in KM and an additional clock. Janesich’s fabulous new Rolls-Royce was briefly registered in the UK, though very soon sent across the channel to Paris. Originally finished in silver gray with ivory lines and upholstery, it would have no doubt been a striking machine to see motoring the streets of Paris in its day. A small accident necessitated a return to the factory for a comprehensive rebuild in 1927, though from there the trail of the history is temporarily lost. As with many such cars living in Europe, 2371 was most likely dismantled and hidden from the Germans during WWII. It wasn’t until the 1990s when the chassis was discovered in Paris by two enthusiasts who were tipped off to the possible existence of a Silver Ghost in the city. Following its discovery, the chassis would pass to a noted marque enthusiast Walter Wilson of Ireland who, working with James Black, would commission a comprehensive rebuild. The original engine had long since been missing, so Wilson and Black found a comparable spec unit from 1914 carrying the number 10 K. Interestingly, the body that 2371 wears today was once fitted to the original works London-Edinburgh chassis; 1701 having been fitted with the body by Kenneth Neve in 1970. A later restoration of 1701 made that body available, becoming a fine match for our chassis 2371. As a finishing touch to the restoration, the original 1913 British registration number – R 1733 – was officially returned to the car. Walter Wilson thoroughly enjoyed his restored Ghost for the next two decades before passing it to the most recent owner in 2014. It is currently presented in white with tan leather upholstery and beautiful nickel plated fittings and it has a delightfully low-slung and sporty appearance, particularly riding on the correct spec Rudge Whitworth wire wheels. The restoration has held up extremely well; with an inviting, broken-in appeal thanks to Mr. Wilson’s time spent enjoying his motorcar. The car remains mechanically sound and would make the ideal companion for long-distance touring as it was originally intended. Mechanically and cosmetically sound, and with a fascinating history documented via build sheets as well as within the pages of the respected reference work “The Edwardian Rolls-Royce”, chassis number 2371 is a well-known, delightfully attractive and usable example of this highly desirable model.
Prior to the release of the spectacular 300SL sports car in 1954, the 300 Sedan and Coupe starred as the ultimate models in the Mercedes-Benz lineup. The big 300 was among the finest and most luxurious automobiles available, competing with the likes of Rolls-Royce, Bentley and Cadillac for top honors among captains of industry and heads of state alike. Famously, the 300 found favor with Germany’s Chancellor, Konrad Adenauer, who ordered a fleet of six custom bodied variants that he used during his fourteen year tenure. The car was thusly nicknamed Adenauer after its most influential and powerful admirer. Internally known as the W186, the big 300 was powered by a 2,996 c.c. SOHC inline six cylinder engine. Twin Solex carburetors fed the engine which produced 136 hp, feeding power through either a 4-speed manual or 3-speed Borg-Warner automatic gearbox. The robust power plant served as the basis for the legendary 300SL; canted over and fitted with Bosch mechanical injection and dry-sump lubrication for sports car duty. The W186 chassis featured independent front suspension along with a coil-sprung swing-axle in the rear. Handling and braking were excellent for a car of the 300’s size and many owners chose to drive rather than be driven. Given the clientele, a variety of custom and limited bodies were offered, including full and partial cabriolets and divider-window limousines. The 300B and 300C were eventually replaced by the slightly larger 300D which was different enough to necessitate a new chassis designation, W189, which continued through 1962 before being replaced by the highly advanced 600 saloons and limousines. This striking 1956 Mercedes-Benz 300C wears a factory correct shade of Strawberry red, an attractive yet rather unlikely color for a car that was generally preferred by more conservative clientele. An included factory build sheet confirms this as the original, factory issued color (Code DB543). Beyond the unexpected paint scheme, it is also equipped with a wonderful full-length Webasto sunroof. Wearing an older, though extremely well-maintained restoration, it presents in excellent condition throughout. The quality of the restoration is apparent in the very strong and consistent panel fit and body work. These are notoriously difficult and complex cars to restore, and it is clear this car has benefited from expert attention. The exterior trim on the W186 is almost entirely chrome-on-brass, and on this car it is presented in very good order. We believe some trim items such as the window surrounds to be original, and while they show a few minor flaws, it hardly detracts from the overall sense of quality this car conveys. Mercedes’ stately radiator grille has excellent plating, and is flanked by a pair of original Bosch fog lamps mounted on the lower aprons. It rides on original steel wheels with chrome beauty rings and correct color-keyed chrome hubcaps. Blackwall bias ply tires are perfectly judged against the brilliant paintwork, and provide the proper stance and period correct look. Complementing the strawberry red paint is a caramel tan interior which we believe retains original leather upholstery on the seats along with restored woodwork and newer carpets. The leather has been refurbished and presents quite well, and while the driver’s seat does show some moderate wear to the finish, the cabin remains quite pleasing and inviting. The blonde woodwork is a wonderful complement to the tan leather and exterior paint, and the vast wood dash is certainly a highlight of the interior. It is equipped a full array of original instruments, beautiful chrome switchgear, and the original VDO clock which sits proudly above the original Becker Mexico AM/FM radio. Rear passengers get to ride in comfort with a fold down armrest and clever windwings which keep buffeting to a minimum when the windows are open. Interior chrome fittings are up to the standard of the exterior, with beautiful quality finishing. The trunk is also nicely presented, with carpeted panels and a single spare wheel mounted in the right hand compartment. On the left side, a compartment houses a very rare factory spare parts kit. Beneath the hood, Mercedes’ robust 3.0 liter inline six is very well presented with correct natural finish alloy castings and black finished inner panels. Decals on the cam cover, period-look battery and elsewhere add a high degree of factory-correct detail and the majority of hardware and clamps appear to be correct. It is exceptionally clean and tidy, showing careful maintenance since the restoration was completed. The optional Borg-Warner automatic shifts well, and the car performs effortlessly. This handsome and imposing Mercedes-Benz 300C is one of just 885 examples built in 1956 out of a total of 1,432 examples overall. It is a rare and very desirable example of Mercedes-Benz ultimate expression of mid-century luxury.
Given the fact that the Swiss share borders with the titans of industry in Germany, the passionate, fiery Italians, and the Avant-Garde French it seems rather curious that Switzerland never became a motoring industry powerhouse in its own right. After all, Switzerland has no shortage of Alpine passes to tear up and down in a hard edged sports car, nor cosmopolitan cities to arrive in style in a luxurious GT car. And thanks to the Swiss banking industry, there’s also no shortage of cash to go around. Yet the Swiss curiously left the car building up to its neighbors and essentially stuck with banks and timepieces – with one very notable exception in the form of Peter Monteverdi. At the age of 16, Peter Monteverdi constructed his first car, a Fiat 1100-based special he built in the back of his father’s garage business. He went on to found MBM, where he built a series of karts and smallbore racing cars. In order to support his fledgling business he began importing Ferraris to Switzerland in 1957, eventually earning a position as the official Swiss distributor for Ferrari. His importing business soon grew to include a stable of luxury cars that included BMW, Lancia and Rolls Royce/Bentley. In 1967, following a falling out with Enzo Ferrari (a seemingly common occurrence) Peter Monteverdi teamed up with Pietro Frua to design a full-fledged GT car suitable for tackling those magnificent Swiss roads as well as his demanding clients. Monteverdi took full advantage of the skills of his neighbors by outfitting his new GT with a steel chassis built in Germany, and clothed it in sexy Italian coachwork. Pietro Frua was hired to design the two-seat 375S, and the body did share some notable similarities to the AC 428 and Maserati Mistral, also Frua designs. Power came courtesy of Chrysler’s massive 440 cubic-inch Magnum V8. However, Monteverdi soon realized the demand for a four-seat grand tourer was stronger than his two seat model. So the 375L replaced the S, with a design that was based on Frua’s work, but tweaked by Monteverdi himself to accommodate two generous rear seats. The 375L was built by Fissore, however, the similarity to Frua’s original work did not go unnoticed by the Italian and he sued Monteverdi for a licensing fee. Regardless of the drama, Monteverdi attracted a unique clientele – wealthy eccentrics who eschewed traditional, mainstream sports cars in favor Peter Monteverdi’s Swiss beauties. This 1969 Monteverdi 375L Coupe is a very fine example from the almost-mythical Swiss manufacturer. It is finished in a flattering shade of dark blue which very nicely suits the crisp Fissore-built body. Paint and body quality is very good, with very good panel fit and just a few minor flaws in the paint, though nothing that detracts from what is otherwise a very attractive and totally usable car. It rides on a set of Borrani wire wheels which add a welcome amount of sparkle to the understated styling. The original cast alloy wheels will also be included in the sale. The razor-like chrome bumpers are excellent and the polished headlamp surrounds and grille appear in very good order. The 375L was conceived as a Ferrari-beating high-speed touring car, so luxury of the highest order was high on Peter Monteverdi’s list. Our example is trimmed in beautiful caramel colored leather, presenting in wonderful condition and offering a gorgeous contrast to the dark blue paintwork. The distinct center console dominates the dash, its width necessitated by a chassis design that placed the Chrysler big-block engine and transmission well behind the axle line. It features an updated stereo system and air conditioning, perfect for cross-continent touring. The big-block Chrysler “Magnum” 440 presents in very good condition; clean and tidy with good detailing and signs of recent service. It runs strong and needs nothing but to be driven and enjoyed. Actual production numbers for the 375 aren’t widely known, as records are held closely by the ex-factory museum in Basel. Not only does the Monteverdi 375L have rarity on its side, it is a genuinely well-built and cleverly engineered automobile. Comparisons to other Euro-American hybrids such as the Jensen Interceptor or Iso Rivolta are natural, however, the 375 should really be compared to the Ferrari 365 2+2 or Maserati Mexico in terms of performance, quality and luxury. Given the fact that it cost as much as a Mercedes-Benz 600 when new, it is easy to see where Peter Monteverdi was aiming his sights. These incredible cars rarely come up for sale on the open market and we are thrilled to offer such a fine and inviting example.
American sports car enthusiasts owe more to British engineer Sydney Allard than they may know. Operating out of his small London garage business, he became famous for his successes in trials competition in the 1930s, driving his own creations that were usually powered by Ford or Lincoln engines and featuring Leslie Ballamy-designed split-axle independent front suspension. During WWII, Allard serviced and rebuilt mainly Ford military vehicles and by the time the war was over, he had amassed a large array of spares and an extremely well-equipped shop. Faced with a pile of surplus engines, he expanded his offerings from trials cars into road going cars with the K1 of 1949. The K1 featured a box-section chassis, Ballamy’s innovative front suspension, live rear axle and an attractive two-seat steel body. Power came via British-built Ford or Mercury V8 engines, with the Mercury being the performance choice thanks to its 95hp output. Some of those engines were offered with the Ardun OHV conversion developed by Zora-Arkus Duntov, a man who was Allard’s technical advisor and who went on to become the father of the Corvette at Chevrolet. With the K1 and subsequent models, Allard made quite a splash in the fledgling American road-racing scene. Open road racing was gaining popularity in the USA, as WWII veterans were returning home with sports cars purchased in Europe and were seeking a suitable place to exploit their performance. Allard was there to provide affordable sporting cars that could return serious performance and win races- particularly the famous Olds and Cadillac powered J2 and J2X. Allards went on to become a mainstay of early sports car racing in America. At places like Pebble Beach, Watkins Glen and Bridgehampton, Allards came to dominate high-speed open road races and they inspired the likes of Carrol Shelby, Jack Griffith, and others to shove big Yank V8 engines into nimble British chassis. This fascinating 1950 K1/K2 is believed to be the only example of its kind, ordered directly from Allard by an American enthusiast. Thanks to comprehensive documentation that dates back to the original order, we can see that the first owner ordered a new K2, with its revised styling and improved chassis. But shortly thereafter, the order for the K2 was canceled and he instead requested an older K1! Allard obliged, though the car was actually built on the superior coil-sprung K2 chassis, and fitted with specially made, backdated K1 bodywork. The car was delivered in the ‘States via John Forbes Agency of Boston, Massachusetts. From there it is believed it was disassembled and stored in the late 1950s, until it was subsequently sold in 1972. The Allard was gradually rebuilt over a 30 year period and, in 2003 was professionally restored to the state in which it presents today. Finished in an attractive color scheme of silver paint over a pewter-grey cockpit, it presents in beautiful condition today. The quality of the paint work is outstanding with excellent levels of finish work and detailing. The car sits proudly on a set of black steel wheels with correct Allard dog-dish hubcaps and period appropriate blackwall bias-ply tires. Chrome on the bumpers and prominent grille is in excellent order. The silver paint highlights the beautiful curves of the K1 body, especially from the rear three-quarter view. The spartan cabin is trimmed in pewter-gray leather and gray carpeting. The leather is in very good order, showing only minor creasing from use, with an inviting patina. The four-spoke Brooklands-style steering wheel is leather wrapped for additional grip, a handy feature when burying your right foot in the carpet. Instrumentation is simple and tidy, with original Smiths gauges placed in the center of a nicely restored wood dash panel. Under the hood is a 1947 Ford flathead V8 engine, rated in period at 85 hp, though now producing significantly more thanks to an overbore to 295 cubic inches, beautiful Edelbrock heads and a trio of Stromberg 97 carburetors. An alternator has been fitted for reliable running day or night, and an electric fan keeps engine temps in check. This attractive and well-sorted Allard K1/K2 is an outstanding choice for vintage rallying or show, and its presentation, history and bespoke nature make it a standout even among the rarified company of other Allards. The sale of this fine automobile includes comprehensive historical documentation, a selection of original tools and a fitted tonneau cover.
No fewer than five companies bore the surname of the ambitious industrialist Col. Albert Augustus Pope; a man who created a short-lived but prestigious empire of automobile manufacturers which offered a wide variety of vehicles between 1904 and 1914. Col. Pope set up shop in Hartford, Connecticut where, in 1903 he built his first prototype single-cylinder car. Production began in earnest the following year with two body styles offered on the common chassis. Larger engine options came quickly, with a 16hp twin following the single, as well as a 20/25hp four. Ever-increasing engine sizes were met with ever-inflating prices, with the largest of the Pope-Hartford line topping $5,500. Pope-Hartford models were built at the company headquarters in Connecticut, though other brands soon followed as the Colonel and his family extended their reach in the automobile business. Pope-Waverly offered electric cars built in Indiana; Pope-Tribune focused on small, cheap cars, Pope-Robinson was a very brief foray that produced just 59 cars, and the most prestigious of them all was Pope-Toledo. Pope-Toledo grew out of the International Bicycle Co., another of Albert Augustus Pope’s businesses. From 1904, the company offered first steam, and later petrol-powered cars. The petrol versions proved quite successful in motorsport, with a Pope-Toledo coming in 3rd in the highly competitive and popular Vanderbilt Cup in 1904 and winning the America’s first-ever 24 hour endurance race in 1905. Pope-Toledo cars grew swiftly in size and price through the coming model years, culminating in the 50 horsepower limousine of 1907. This prestigious and beautiful machine sold for a robust $6,000 and was among the finest automobiles on offer to wealthy American buyers. As with much of the Pope empire, growth came quickly and with little regard to the market demand. While cars like the Pope-Toledo were beautifully built and returned excellent performance, the market was crowded and only a finite number of buyers could afford such extravagant motorcars. Pope-Toledo went into receivership in 1909; with the parent company Pope-Hartford following shortly after in 1913. Of all surviving Pope cars, it is the powerful and prestigious Toledo that commands attention from collectors. We are truly honored to offer this outstanding 1907 Pope-Toledo Type XV 50hp touring car. One of just a handful known to exist, this grand and imposing motorcar was once part of the famous William F. Harrah collection and has since been treated to a very high-level restoration, and presenting in concours condition. The striking color combination of deep maroon with bright red highlights and black accents is period appropriate and magnificently presented. The paint quality is excellent, with deep gloss on the bodywork and equally beautiful finishes on the chassis wheels and ancillaries. We are particularly fond of the unusually curvaceous bodywork that defines and highlights the shape of the passenger compartment. The effect is quite stunning and unusual from the era before “styling” was a fully embraced concept. An array of beautiful brass accessories features prominently on the body. Huge, exquisitely detailed Solar De Luxe projector headlamps flank the proud Pope-Toledo radiator shell, finished in highly polished brass. Matching Solar cowl lamps are fitted, all powered by the gorgeous acetylene tank mounted on the left running board. Large wooden-spoke wheels are finished to the same high standard as the body, painted maroon with bright red coach stripes and wrapped in all-white tires for a magnificent, elegant look. The running boards and driver’s compartment floor are properly fitted with gray battleship linoleum and a beautiful wicker trunk sits atop the trunk rack, held in place with lovely bridle-leather straps. The huge top is in excellent order and rather unusually, is lined with red fabric for additional protection. Full removable weather equipment includes side curtains and a soft windscreen. The cabin is trimmed in black leather in front and rear, appearing quite fresh and showing almost no use. Front seats are individual affairs, separated by a central bolster. The driver stays informed via exquisite Joseph W. Jones speedometer and clock. Correct button-style upholstery is accented with lovely embossed patterns on the leading edge of the seats. Below the seats, beautifully finished wooden cabinets provide storage for spares, while a similar cabinet below the rear seat houses the weather equipment. Also in the rear, a folding jump seat provides accommodations for an additional passenger or two. Maroon carpets are in excellent order and the whole cabin is trimmed in lovely, high quality woodwork and brass trim. The detailing on the restoration is impeccable, found in places like the pyramid-pattern brass “Toledo” sill plates and perfectly clocked hardware on the fittings. It most certainly conveys a sense of opulence that defines the era. All of the opulence and luxury up top is motivated by a huge T-head four-cylinder which was originally rated at 50 horsepower. The engine is correctly and meticulously detailed with correct wiring, brass clamps and hardware and polished copper cylinders and assorted plumbing. It is very tidy and clean, showing a few signs of light use, remaining very correct and conveying the magnificent quality of the restoration. Power is sent rearward via a chain-drive rear axle, a system renowned for its strength and durability. While its sister company Pope-Hartford enjoyed moderate success over the course of a decade, the much rarer Pope-Toledo was experienced by only a handful of fortunate (and wealthy) clientele. This example’s beautiful restoration has been carefully preserved, and it would surely be welcome at virtually any concours event in the world. Being a large, high-horsepower car, it would likewise make a magnificent choice for touring. Once part of the most famous car collection in the world, this Pope-Toledo stands proudly as one of the finest examples of its kind.
It’s a long-held belief among many Packard enthusiasts that the 11th series, introduced in August of 1933, represents the pinnacle of style and substance for this storied marque. Of course, every car has its fans as well as its detractors, but one look at the gorgeous full-figured styling of the 1934 Packard and it is easy to see why so many have fallen for its charms. Not only was the 11th series beautiful to look at, it was also one of the best driving automobiles in its category with exceptional torque from the inline 8 cylinder and a beautifully engineered chassis. Packard’s traditionally conservative approach to engineering continued, with an emphasis on reliability, durability and ease of operation. Available as the Eight, Super Eight and Twelve, the 11th series was offered in three lengths of wheelbase and a wide variety of standard and “custom catalog” bodies. LeBaron and Dietrich offered the most prestigious designs and all told, 41 different combinations of wheelbase, engine specification and body style were offered to clients, assuring buyers a high level of exclusivity regardless of the options they chose. One of the rarest and most expensive of the available bodies was the Convertible Sedan. This body offered all-weather comfort combined with open air style thanks to its full folding top and roll up side windows. The curvaceous fenders offset the long, low roofline with fabulous effect, making this one of the most classically beautiful motorcars of the era. This beautiful 1934 Packard 1101 Convertible Sedan is a very well restored example wearing a very rare and desirable body style. It is one of just seven of its kind known by the Packard Club (out of more than 5,000 units of the 1100-1102 range) and it has earned both the prestigious AACA and CCCA Senior awards. It is finished in a very striking tri-tone combination of a tan main body over black fenders with black and orange highlighting the swage lines and top surfaces. Orange wire wheels shod with wide whitewall tires tie the look together nicely while subtle off-white coach stripes adorn the fenders. It is a very pleasing and attractive color combination that suits the body style quite well. Paint quality is overall very good, with the older restoration still showing exceptionally well, with just a few minor signs of age. Body fit and finish is excellent and it is well detailed with dual sidemount spares, a chrome radiator shell, dual Trippelight driving lamps, dual exterior mirrors and a gorgeous Packard Cormorant mascot. A large period trunk sits atop the original trunk rack, along with a tan cover that matches the top upholstery. The overall look is of a wonderfully restored and exceptionally well-maintained motorcar that is ideally suited for regular use. The interior is trimmed in cognac leather with very attractive dark brown carpets and nicely restored wood trim embellishing the dash and door caps. The upholstery is in very good order, appearing to have seen little use and very good care since the restoration. The original steering wheel shows some wear in places, but is still lovely and in keeping with the usable spirit of this car. Interior brightwork is excellent and the dash retains its original instruments. The rear compartment features an interesting and seldom-seen addition of a chrome heater duct in the floor as well as dual cigarette lighters and ash trays for rear passengers. The large folding top operates well and the tan material is in very good condition. Packard’s 320 cubic inch inline eight cylinder engine produced 120 horsepower in original form. Power delivery is silky smooth and the 3-speed synchromesh transmission is an absolute joy to operate. The engine is very nicely presented, showing some signs of use on the restored finishes, but appearing largely correct and properly detailed. The 136” wheelbase makes for a smooth and controlled ride while four-wheel vacuum-assisted brakes aid in making this an exceptionally easy handling automobile. It is this easy-driving character that makes Packards of this era such fine choices for touring. This wonderful example has been treated to an award-winning restoration and remains in outstanding order, with just enough slight patina to encourage regular use. Some maintenance records as well as ownership history will be included in the sale. Status as a senior-awarded CCCA Full Classic makes this fine motorcar eligible for a wide variety of events and tours.
Born in 1881, Henry Francis Stanley Morgan was the son of a vicar who, unlike his father and grandfather before, eschewed a life in the church in favor of a life in engineering. Morgan studied at Crystal Palace Engineering College and apprenticed on the Great Western Railroad, unknowingly following in the footsteps of fellow motoring icons Henry Royce and W.O. Bentley who both served apprenticeships on the railroad. Morgan soon set up a small shop in Malvern Link, Worcestershire as a service and sales agent for Darraq and Wolseley. But H.F.S grew bored with selling other people’s products and he decided to build a motorcar of his own design, the first of which was built in the engineering workshop of Malvern College. Morgan’s car was an innovative single-seat three-wheel design, with two wheels up front and a single driven wheel in the rear. It was powered by a Peugeot V-twin sending power through a dog transmission via chains and sprockets to the rear wheel. The most innovative feature, however, was the “sliding pillar” independent front suspension – the basic concept of which is still used on Morgans nearly 110 years later! A £3000 loan from his father (no small sum in 1910) allowed H.F.S. to set up a manufacturing facility where he could build his new machine. Morgan unveiled his creation (now powered by a J.A.P. V-Twin) at the Motor Cycle Show, though the single seater configuration did limit initial interest, a two-seater variant introduced in 1911 finally saw orders flowing in. Sporty and economical, the Morgan three-wheeler’s popularity grew exponentially, its image cemented by the company’s participation in trials and track competition. Initially all Morgans were two-seaters, powered by a succession of J.A.P., Blumfield, and Precision V-twin engines. Front brakes were added in 1923, the year total Morgan production surpassed 40,000 units. A Family model, with a modest rear seat, was added to the line in 1925. Late 1931 saw a new chassis design as well as a three speed gearbox with the rather handy addition of a reverse gear. Two years later, even more changes were brought with the addition of a four-cylinder Morgan, powered by an 8-horsepower, 933-cc Ford engine. A completely new Z-section frame was supplied by Rubery-Owen, Ltd., and Ford’s three-speed (plus reverse) gearbox was used. Designated as Model F (for Ford) it would remain in production even as a four-wheeled Morgan was introduced in 1935. V-twin Morgans ceased production at the beginning of World War II, but the F model was continued until 1952. Both two- and four-seat Fs were built, and from 1937 an F-Super was added with cycle fenders and a 1,172-cubic centimeter engine rated at 10 horsepower (30 brake horsepower). It is one of these rare F-Supers we offer here, one of just 129 built after World War II. This delightful Morgan F-Super was treated to a complete and meticulous restoration by the previous owner. It presents in fabulous condition, looking fresh and cheerful in its distinct shade of light green accented by black front wings. Paint quality is excellent with high quality detailing throughout. As part of the restoration, the wood body framing was renewed as needed and the car remains in outstanding order. Chrome trim is likewise in excellent condition and the car retains pleasant details such as leather bonnet straps and an original 1953 tax disc. The interior is charmingly spartan, with room for two on the black leather seats. The upholstery has been beautifully crafted and looks fresh and inviting. Black carpets and door cards are similarly excellent and the polished wood dash stands out, accented with a body color instrument panel. Instrumentation is limited to the very basics, just a fuel gauge and speedometer keep the driver informed. Should you find yourself in adverse weather conditions, there is a full canvas top to keep out the elements. But for sunny days, this Morgan is best enjoyed with the top stowed and the windscreen folded for the full wind-in-the-face experience. The 30 hp Ford engine is simply presented but pleasingly detailed down to a set of spare plugs on the firewall. As part of the restoration, the engine and associated mechanicals were rebuilt. A jack bag and period trouble light are found in the cowl-mounted tool box. Since the restoration was completed, this wonderful Morgan has been shown at a number of prestigious events including Keels and Wheels, Boca Raton, Ault Park, Meadowbrook, and Hilton Head Island Concours where is received numerous class and special awards. Most notably, it has scored an AACA Grand National First Place award. Rare and eminently charming, it remains in excellent condition, an outstanding early example from this most quirky of British car companies.
The 1960’s proved to be a fruitful time for the American custom car scene. Hot Rodding culture was becoming ever more mainstream and regularly depicted in movies, television and print. For hot-rod builders, new materials, techniques and influences were being applied to cars and the boundaries were pushed ever further thanks to the efforts of a new-school of creative forces, led by the likes of Ed Roth, Dean Jeffries, Gene Winfield and George Barris. Together with other designers, artists and car builders, the Kustom Kulture was born. The Kustom movement was a further evolution of the traditional American hot rod, which gradually moved away from dry-lake roadsters and into more sophisticated machines, many based on 1940s and 1950s sedans with heavily modified bodies and complex paint work. As the decade wore on, these builders often constructed ever more dramatic and downright whacky “theme” cars for show competition as well as television and movies. George Barris, along with his brother Sam started building cars when they were teenagers in California. In high school, they started the “Kustoms Car Club” and spend every waking moment working on and around cars. At just 18 years of age, George moved to Los Angeles and founded the Barris Kustom Shop where he continued building customized and restyled cars for an ever growing list of clients. The Los Angeles location of the shop meant the shop soon attracted the attention of Hollywood execs and they began designing and building cars for a multitude of Hollywood movies and television programs. Barris’ first movie car was a customized 1946 Chevrolet used in the teen crime drama, High School Confidential from 1958. More Hollywood work followed, including arguably Barris’ most famous design, the original Batmobile from the 1966 Batman television series. Further projects included such pop-culture icons as The Munsters “Drag-U-La”, The Jalopy from the Beverly Hillbillies, a ’71 Lincoln from The Car and K.I.T.T. from Knight Rider. Of course, George Barris built a number of cars for his own personal use but few have survived untouched, as they were often sold off to finance his next project. After many years supplying cars for Hollywood movies and movie stars, George treated himself a 1978 Ferrari 308 GTS. He loved the Ferrari and he immediately joined the Ferrari club to share in his excitement. At a club meet, he realized all of the cars looked the same and he couldn’t tell which was his! So of course, he set to work modifying the Ferrari with the signature Barris Kustoms look, no matter how pretty the original Pininfarina styling was. So Starting with a widebody kit, the front and rear fenders were dramatically flared to accommodate extra-wide BBS wheels and tires. The pop up headlights were binned in favor of driving lights behind amber covers, much like the contemporary 512 Berlinetta Boxer. Headlamps were relocated to the grille below the bumper, and a deep chin spoiler was fitted, while a custom grille was fabricated for the rear. The resulting re-styling is not unlike a Boxer or 288GTO, though the similarities end with the silhouette, this is a Barris Kustom, after all! With body modifications complete, the 308 was then refinished in an unmistakably Barris-esque two-tone color scheme. Metallic gold upper panels and metallic copper lower panels are separated by green, white and red stripes around the lower beltline. Real gold leaf pinstriping adorns the upper bodywork and ties in the gold-finished BBS RS alloy wheels. Never one for subtleties, this 308 is quintessentially George Barris. George didn’t hold back when it came to the interior, either. His touches are everywhere you look, from the re-upholstered seats that continue the Italian flag motif, to the fully custom digital instrument pod and center console. Period high-tech bits include an integrated NEC telephone, Sony television, Kenwood audio system, and back up camera. Gold plating adorns the spokes on the Nardi steering wheel and much of the switchgear and interior hardware. After completion, Barris’ 308 made a cameo appearance on Knight Rider as the “Dagger D-X”, an aptly named ride for a T.V. villain and adversary for Michael Knight. Importantly, the quality and value of this car go beyond its history. Mechanically, this is a very sound and usable carbureted 308 GTS with just 8,000 miles from new. It has been very well kept over the years and it presents in great condition, mechanically as well as cosmetically. Barris’ quality workmanship is reflected in the fact that the car has survived so very well over the years. While the television history is certainly an interesting aside, the true significance of this automobile lays in the fact that this was George Barris’ personal car, designed and built by the man himself; a man that was one of the most influential players in the intersection of the Hot Rod and American popular culture.
Buick’s offerings for 1914 consisted of just a single series, the Series B, though somewhat confusingly, the Series B was made up of a variety of sub models, configurations and engine offerings. At the entry level of the catalog, the B-24 and B-25 shared a 105 inch wheelbase and a 165 cubic inch four-cylinder engine. Next in line came the B-35, B-37 and the fully enclosed B-38 coupe featured a 112-inch wheelbase with motivation coming from a slightly larger 221 cubic inch four cylinder. The flagship model was the B-55 which featured the marque’s first six cylinder engine, displacing 331 cubic inches and rated at 48 horsepower. The common thread for all Series B Buicks was the valve-in-head engine with its distinctive exposed valvetrain, and all models (with the exception of the B-38) were available as either a roadster or a handsome touring car. Thanks to Buick being part of General Motors, all 1914 models featured the Delco System electric starter and lamps originally pioneered by Cadillac in 1912. The B-25 cost $1,050 in 1914, when compared to the Ford Model T at $440, made the Buick was a significant step up in the market. Just over 21,000 Buicks found homes in 1914, demonstrating ever growing strength of Buick and the increase demand from the middle class for more powerful and well equipped motorcars. This tidy 1914 Buick B-25 Touring Car is a very usable and attractive example that has been treated to a good quality restoration some time ago, having now taken on a pleasing patina. Two-tone black and white paint gives it a handsome and striking look. Paint quality is quite good, showing some age since the restoration was completed but remaining quite attractive and charming. By 1914, the brass era was winding down, and nickel plating had become the standard embellishment. Our example wears nice nickel-plated headlamps, wheel hub covers and trim on the duel carriage lamps. A Buick branded moto-meter sits atop the black painted radiator, which also proudly brandishes the Buick script. A very nice period appropriate spot light is affixed to the windscreen frame. Black wall tires are fitted to the split rim artillery wheels, with good condition wooden spokes painted white to match the main body. The canvas top is in good condition and it comes with a complete set of side curtains; ideal for those looking for adventure in all weather conditions. The interior is very inviting, with lovely old black leather showing some light creasing and patina that is consistent with the remainder of the car. Floors are correctly lined with linoleum up front and carpet in the rear, all showing in good order. Instrumentation is of course limited for a car of this era, but the basics are covered with a period correct Stewart speedometer, an Amp meter and a great Waltham clock adorn the firewall. The fat wood rimmed steering wheel is excellent, with nicely polished nickel spokes and controls for throttle and spark advance. Buick’s 165 cubic-inch four-cylinder engine is in excellent condition under the hood. The cylinders are cast in pairs, and the exposed valvetrain is a fascinating feature of these engines. The detailing is largely correct with period fittings and plumbing, with an emphasis on tidy, reliable service. This wonderful old Buick is a charming and fairly rare example from GM’s early days. It is an enjoyable, honest car that is very well suited for touring thanks to the sorted mechanicals, full weather equipment and charming patina. We love this car’s pretty color combination and classic touring car body style. This Buick is a great choice for Horseless Carriage Club of America tours, AACA events or casual show. The more conventional controls and sliding-fork gearbox make it more approachable for newcomers to nickel-era cars, and the addition of electric start makes it easy to live with for regular use or long-distance journeys.
1933 was a bleak year for automobile manufacturers around the world. The global depression had affected virtually every economy and there were a great number of manufacturers who could not weather the storm. In Britain, it was no different. Bentley had been run out of resources and was acquired by Rolls Royce in 1931, and others such as Alvis and Lagonda were struggling mightily to survive. Invicta, builder of low-slung sporting automobiles, were facing the end of the road as well. Invicta’s founder, Noel Macklin, had been with the company since 1925 but in seeing the troubles ahead, he sold his shares and Invicta moved from Cobham, Surrey to Chelsea, London in 1933, eventually folding in 1938. Rather than resign to failure, Macklin teamed up with Reid Railton later in 1933 to form the Fairmile Engineering Company. Rather cleverly, Macklin brought Railton on board mainly to use his famous name for their new marque. Reid Railton had designed several land and water speed-record vehicles during the period when the World Speed Record had achieved massive global popularity. Railton had designed the iconic Campbell-Napier-Railton Bluebird vehicles with Sir Malcolm Campbell, the famous aero-engine Napier-Railton and many other significant watercraft and land-based vehicles. Rather than start with a clean sheet, Macklin took advantage of the budding popularity of American cars in England. Their straight line performance was superior to that of most home-market offerings, though American build quality and questionable handling left quite a bit to be desired. Using Hudson’s innovative and high-performance 8-cylinder Terraplane as a base, Macklin’s new machine combined the performance and robust drivetrain of the Terraplane but with a lighter, higher-quality body and sophisticated chassis. Railton’s involvement - beyond lending his name to the project - was to tune the chassis to suit British roads and buyer’s needs, centered on high-tech Andre Telecontrol shock absorbers. The resulting automobiles were an instant hit, particularly with the traditionally fickle British motoring press – with Autocar declaring it “ten years ahead of its time”. The Railton was faster, smoother and more powerful than virtually any other car in its class. We are very pleased to offer this gorgeous 1937 Railton Stratton Saloon, a beautifully restored CCCA Senior Award-winning example. Wearing a wonderful four-door saloon body by Coachcraft, it presents in outstanding condition in black over a tan leather interior. The coachwork is understated yet elegant with plenty of fine detailing. It wears a single side mount spare wheel with a full painted cover, a vinyl covered roof, and the integrated trunk features an interesting split lid design. The bonnet lid is held in place with exposed piano hinge detailed with exposed, polished rivets along the bonnet line. A beautifully crafted radiator shell is plated in high quality chrome and flanked with lovely headlamps and frame-mounted driving lamps. Jet-black paintwork is gorgeous, laid down over very straight and properly fitted bodywork. Subtle cream coach stripes highlight the body lines and the black vinyl roof is trimmed in polished alloy moldings for a wonderfully subtle look – particularly with the car riding on black disc wheels with blackwall tires. A highlight of this restoration is the fabulous interior trimmed in tan leather with chocolate brown piping and carpets. A large sunroof makes for an airy feel for driver and front passenger, while rear passengers enjoy a laid-back seating in a cozy cabin. The headlining is properly trimmed in tan broadcloth and the leather remains in very good condition since the restoration. Beautifully restored wood trim features on the door caps, window surrounds, sunroof opening and gorgeous dash. Original instruments are featured in the center cluster, all beautifully restored. Of course, the robust Hudson drivetrain has also been restored to a high level along with the rest of this fine car. The engine was fully rebuilt as part of the restoration and remains in very strong running order. It presents in excellent condition with correct red paint on the engine and black ancillaries. Polished alloy features on the firewall as well as the “faux” rocker cover; a clever bit of original decoration designed to make the flathead Hudson engine appear as a more sophisticated overhead-valve unit. The engine is mated to a manual transmission, also rebuilt during the resto. Combined with the lighter weight and advanced chassis, this Railton makes for a surprisingly sprightly driver’s car. Rare, handsome and desirable, this Railton Stratton combines a reliable, high-performance Hudson drivetrain with a sophisticated European chassis and handsome coachbuilt bodywork. The full nut-and-bolt restoration cost in excess of $135,000 and has been well documented with photos and records. This CCCA award-winning example is one of the best we’ve encountered. By its very nature it is a fine driving car, exceptionally well-suited for touring or rallies and certainly beautiful enough for show.
Crane Motor Car Company of New Jersey once held the distinction of being the most expensive automobile built in the United States. In 1912, a Crane Model 3 cost an astonishing $8000 without a body; this at a time when median income in America was just $687. While no doubt costly, at least it offered quality and performance few could match. Henry Middlebrook Crane had designed a magnificent machine, with its L-head six-cylinder making a topping 100 horsepower. Given the eye-watering cost, it is no surprise that only approximately 40 Crane Model 3s were sold, followed by just a few Model 4s. Henry Crane only lasted on his own from 1912-1915 when he was bought out by Simplex, another high-end motorcar manufacturer. Henry Crane was kept on as a vice president and his successor to the Model 4 was rebadged as a Crane-Simplex. Using an improved version of the L-Head six-cylinder engine, now making 110hp, the new car was still of the same exceptional quality and performance. Crane-Simplex only existed for four short years, with roughly 475-500 cars produced over that time. Yet in spite of such tiny production numbers, the marque stands with the likes of Rolls-Royce, Locomobile and Stutz as one of the most prestigious motorcars of the period. Wearing sporting bodywork and exquisitely presented, this 1915 Crane-Simplex Model 5 is an outstanding example from this storied American marque. Its original owner, Mr. Adler, purchased the car in 1915 and is reported to have kept it over three decades, finally parting with it in 1946. Only seven people have owned this wonderful machine over the course of a century, including Harold Langdon who kept the car from 1972 to 2005. The body is a later addition, as often occurs with luxury automobiles of this era. Common with early Rolls-Royce and similar cars, a chassis may outlive multiple bodies as they age and styles change. This lovely boattail speedster-like style suits the car well and surely makes for strong performance thanks to its light, pared-down construction. The quality of the body and subsequent restoration is exceptional with gorgeous deep maroon paint on the chassis and cycle fenders contrasting the light grey color of the main body. Paint quality is excellent and panel fit very good for a car of this era. It is a large automobile, though very well proportioned and beautifully detailed. The front compartment features doors for driver and passenger, while a smaller rear compartment as a very cool single-sided door; a very nice period appropriate touch. The beautiful radiator shell is nickel plated, as are the drum headlamps, Simplex wheel hub caps and assorted hardware on the chassis. A fascinating detail is the pair of brass shock absorbers affixed between the front axle and headlight stanchions. The rear of the car tapers to a boat-tail style, while the cut-down windscreen, dual rear-mount spares and floating step-boards impart a decidedly sporting appearance. The interior is dominated by the fat wood-rimmed steering wheel with nickel spokes and engine controls in outstanding order, beautifully polished and detailed. The dash features a marvelous array of instruments and switchgear, with the driver getting a Warner Auto Meter speedometer and odometer, along with an ammeter and fuel gauge. With an obvious eye toward touring and rallying, the front passenger faces a Waltham clock and oil pressure gauge, along with controls for fuel pressure, mixture control and the Bosch ignition system. Front and rear cockpits are trimmed in beautiful red leather which appears fresh and shows very little use. Maroon carpets tie in with the bodywork nicely, and the rear compartment is covered with a canvas tonneau when not in use. Detailing throughout the interior is lovely and very well judged. Of course, the highlight of any Crane-Simplex is Henry Crane’s mighty L-Head inline-six cylinder engine. Displacing 8,795 c.c. and producing a full 110 horsepower, this magnificent engine is one of the greatest of the era. Our example has been lovingly detailed down to correct ignition wires, fabric wiring loom and brass hose clamps. The presentation is breathtaking, doing Crane’s masterpiece appropriate justice. It runs incredibly well, producing massive torque and returning performance that is astounding for a vehicle that is more than a century old. It is believed that fewer than 500 Crane-Simplex Model 5s were built in the short time the company existed before being taken over in 1919. Such was their quality and performance that most original owners kept them for many years, our featured example being no exception. Crane-Simplex stands among the finest motorcar manufacturers of all time, and this wonderful example represents a beautifully restored and thoroughly usable entry into this rarified world. It is an absolute thrill to drive and will surely make a lasting impression on its next keeper.
Alfa Romeo seems to have something in its DNA that few other manufacturers have managed to capture. There’s an emotional connection, a sensation through the steering wheel and gearbox that lends even the most basic Alfa the feeling that it is somehow directly connected to the spirit of the great Vittorio Jano designed sports and grand prix cars of the 1930’s. Even after Alfa Romeo shifted to its focus to mass production in the years after WWII, they still managed to keep that passion and sporting heritage alive – a spirit that lives on even in today’s Alfas. The Duetto first appeared in the mid-1960s as a basic and svelte two-seat roadster based on the highly successful 105-series chassis that formed the foundation of the Giulia/Giulietta coupes and sedans. The Duetto was initially offered with a 1600 c.c., all alloy twin-cam four-cylinder with a pair of Weber carburetors that produced 108 horsepower. The fairly conventional chassis returned excellent handling thanks to finely honed damping, a well-located rear axle and independent front suspension. Unlike the Giulia Coupe, which wore a body by Bertone, the lovely Duetto was penned by Pininfarina and bore no resemblance to its siblings. The Duetto was actually the last project that the company’s founder, Battista “Pinin” Farina had a personal hand in, and he was quite proud of the results. The beautiful design is characterized by minimal chrome, distinctly sculptured body sides and that signature tapering, rounded tail. This is the purest expression of the Alfa Spider, and considered by “Alfisti” to be the most desirable of all Spider models in its long 27 year production run. This lovely example is an early model from 1966. It wears a beautiful restoration that was executed on a solid, high quality foundation. Finished in red with a tan leather interior piped in red, black carpets and a tan top, the paint and finishing are done to a very high standard – well above what is typical for a Duetto. Recent history at the Fairfield County Concours d’Elegance and a class award at the Greenwich Concours d’Elegance attest to its quality. Along with lovely paint, it wears new rubber seals and gaskets and excellent bright work. The original steel wheels with dog-dish hubcaps are the correct, and in our opinion, best choice for the round-tail Duetto. Their simple design only serves to highlight the elegant and sparse Pininfarina styling. To complement the fine exterior, the cabin has likewise been restored to a very high level. Leather and trim work have been done to a similarly high standard as the rest of the car. The color combination looks great and adds to this example’s unique charm. The iconic twin-cam 1600 c.c. inline four has been properly detailed, and the restorer resisted the common urge to polish everything in sight – it is all refreshingly simple and clean under the hood. Much the same goes on in the boot, which has been trimmed in black carpet as per original, with an original jack and correct spare residing inside. Standard on all Duettos was a five-speed manual gearbox and disc brakes. It is rare to find a truly great Duetto – one with good bones and such a quality restoration. This is a beautiful early example that is ready for show, but also happens to be exceptionally well sorted to deliver an outstanding drive. The name “Duetto” simply means duet in Italian - perhaps for the simple fact that there’s just room for you and a passenger, but perhaps the name implies something about the magical interaction between driver and machine – the true essence of the Alfa Romeo Experience.
The Mercedes-Benz S-Class has earned a reputation as the gold standard for technology and luxury in automobiles. Consumers and automakers alike look to the S-Class to get a glimpse of the technology that will trickle down into ordinary cars in the coming decades. Airbags, ABS Brakes, advanced traction and stability systems, brake by wire, lane detection and driver fatigue warnings are just some of the technological features that first appeared on versions S-Class. The name stands for Sonderklasse, German for “Special Class” and it continues to set the standard for the luxury market. The S-Class’ first official appearance was with the W116 of 1972. The W116 sedan replaced the outgoing W108 and W109, and with the new car, styling was conservative and measured. Every surface of the body was carefully contoured with an eye toward occupant and pedestrian safety. Not flamboyant or showy, the styling conveyed a certain elegance and Teutonic confidence. It is said that the designers were obsessive in their quest to design the safest vehicle on the road and every detail was considered – the windscreen surround had deep channels to help guide rain water up and over the car at speed, the ribbed taillights stayed cleaner and thereby more visible in dirty conditions, sharp edges were contoured to soften the blow should a W116 encounter a pedestrian. Four wheel independent suspension and disc brakes were fitted as well as impact bumpers and a padded steering wheel. Mercedes-Benz had been on an obsessive quest for safety and technology with a variety of experimental cars in the 1960s and early 70s, and the W116 was the first road car to fully benefit from that experience. Quite typical for Mercedes, a variety of engines ranging from a 2.8 liter inline six to a 4.5 liter V8 across both standard “SE” and long-wheelbase “SEL” chassis allowed customers to specify their car to suit their exact needs and wants. Soon, however, Mercedes took a brief reprieve from its conservative, safety-minded approach and introduced the positively bonkers 450 SEL 6.9 for 1975. The 6.9 was a follow up to the 300SEL 6.3 which few thought would get a successor. As the name would suggest, Mercedes took the long wheelbase W116 and shoved a massive 6.9 liter version of the M100 all-alloy V8 into the engine bay. With 286 horsepower on tap, the engine could push the 5,300 pound sedan to sixty in just over 7 seconds and on to a top speed of 140 mph. This was performance that could give a contemporary Porsche or Ferrari owner a serious scare. In addition to the massive engine, Mercedes engineers adopted a variation of Citroen’s hydro-pneumatic suspension, which allowed for a superb ride in conjunction with automatic self-leveling and cabin adjustable ride height. Less troublesome than previous air-suspension systems, it had been proven by Citroen since the 1950s and delivered superior ride and control. The resulting performance was deeply impressive, as renowned journalist David E. Davis once quipped, the massive Merc could be “tossed around like a Mini”. Between 1975 and 1981, just 7,380 were built, with a mere 1,816 being official US imports. This 1977 450SEL is a very fine and highly original example that has covered a genuine 55,232 miles from new. It is unrestored save for a high quality respray in the original silver and presents in excellent condition inside and out. The body is straight and tidy, with original trim, original federal spec bumpers and excellent factory-precise panel gaps. Original brightwork is in very good order with and the car remains factory correct down to the US-spec headlights and rectangular Bosch fog lamps. It rides on Bundt alloys wrapped in high quality Michelin X radial tires capable of handling the weight and grunt of the big 450SEL. The blue interior appears to be original and unrestored. Some light wear is apparent on the driver’s side outer bolster, but the upholstery is otherwise excellent. Dash, door panels and blue carpets are similarly in fine order. The rear seat upholstery is in good order as well, though the base cushion appears to have deteriorated slightly from beneath the cover causing some wrinkles. The dash is in good condition, featuring excellent burl wood trim and a period correct Becker Mexico AM/FM cassette deck. Of course, air conditioning and a sunroof are fitted to keep occupants comfortable in all conditions. The boot is equally tidy with the original rubber mat covering the spare wheel with factory original Michelin MXV spare tire. Even the original first aid kit is still in place, having never been used. The massive 6.9 liter M100 V8 engine is well-presented in the engine bay, with signs of regular and careful maintenance. It is extremely clean and tidy, particularly for what is essentially an unrestored original car. Correct hose clamps, nicely finished air cleaner and the original gold-cadmium plated hardware are all still showing in good condition. Performance is outstanding, with no smoke or untoward issues, and the car feels solid and planted, as though it were hewn from a solid block. This is an excellent, cherished example of Mercedes’ understated Autobahn-burner; a legendary car that paved the way for AMG’s supersaloons of today.
By 1917, Cadillac had already established itself as a leader in innovation and quality. Cadillac’s founder Henry Leland was a true pioneer of American industry and a champion for mass produced, precision machine manufacturing. Cadillac’s breakthrough of the electric Self-Starter system and electric lights in 1912 were largely responsible for cementing the internal combustion automobile’s dominance over electric and steam. Three years later, they introduced another significant innovation – the world’s first mass-produced V8 engine. The L-head engine was designed by the Scottish born engineer D. McCall White and featured two cast iron cylinder blocks with integral heads mounted atop an aluminum-copper alloy crankcase. It was an ingenious design that utilized fork and blade connecting rods to provide clearance for opposing cylinders as well as dual water pumps when most cars made do with simple, inefficient thermo-syphoning cooling systems. The engine produced an impressive 70 horsepower and was a marvel of smooth running and linear power delivery. There was even an optional Kellogg auxiliary air compressor which could be used to inflate tires in the event of a puncture. With continual refinement, it was this V8 engine that truly put Cadillac at the top of its market segment, proudly supporting their bold motto – The Standard of the World. Handsome and imposing, this 1917 Cadillac Model 57 Opera Coupe is one of our personal favorites. Three-passenger Opera Coupe bodywork is a lovely formal style that is rarely seen today. It is quickly distinguished by its dual oval rear windows and tall, upright proportion. This wonderful example wears its older restoration well, with Cadillac Blue main body subtly offset by black fenders and black leather topping. Panel fit and paint finish quality is excellent and in keeping with the original high level of build quality these cars were famous for. It rides on a set of wooden spoke artillery wheels wrapped in black wall tires that help enhance the imposing, almost sporting appearance. A rear mounted spare wheel keeps the body lines clean and uncluttered, while adding visual length. The nickel detailing is in excellent order and provides a touch of bright flash. An interesting feature of this body is the fact that the central B-pillar can be removed with thumb screws that transform this formal elegant body into one of the earliest iterations of the “pillarless coupe”. Rather interestingly, the driver sits alone up front with accommodations for two passengers on the rear bench seat. A folding jump seat sits in the front footwell for the occasional fourth occupant inside, while a leather-trimmed rumble seat is reserved for two additional very occasional passengers. The “Fat Man Wheel” folds out of the way to allow the gentleman more ample of girth to climb aboard without the possibility of embarrassing himself in front of female companions. Seats, interior panels and door cards are all trimmed in period correct Bedford cord to a high standard. Trim, carpets and interior fittings are in excellent order throughout. Original instrumentation includes speedometer, fuel pressure gauge and ammeter while a Moto-Meter atop the radiator keeps watch on engine temps. An interesting feature is the mechanically dipped headlights which work through a system of rods and linkages attached to the headlight reflectors, all operated via a lever on the steering column. It just goes to demonstrate the level of thoughtful design that Cadillac was famous for. By 1917, D. McCall White’s masterpiece V8 engine had received some important upgrades. Lighter weight pistons were introduced, improving efficiency and drivability while improvements to the 3-speed transmission made for smoother and more reliable operation. Our example presents very well, with correct finishes, fittings and wiring. It is a strong running example that is ideally suited for touring with the CCCA or other nickel-era clubs, thanks in no small part to the powerful and smooth engine and very well restored chassis and running gear. The Cadillac Model 57 is a very significant part of the history of the automobile. It was a Model 57 that, in 2014, was the very first vehicle to be named to the HVA’s National Historic Vehicle Register, shining new light on these robust, beautiful and important cars. Our example is sure to please thanks to its excellent, restored condition and well-sorted mechanical nature. We are very pleased to offer this fantastic Cadillac and we hope you get as much joy from it as we do.
The Silver Ghost was the car that fully established Rolls-Royce as the undisputed king of fine automobiles. The Ghost was over-engineered to a standard that was unmatched by its rivals and often wore the finest bodies from the most respected coachbuilders the world over. When a replacement was due, Rolls-Royce made sure the new car lived up to the lofty standards it had set with the Silver Ghost. The new car was developed in secret, and even code named “Easter Armoured Car” to throw off potential spies. The Phantom, as it would become known, featured an all-new 7.7 liter inline-six with very advanced overhead valves and pushrods. The block was cast in alloy, with cast iron cylinder heads. Suspension, steering and brakes were an evolution of the Ghost’s but thoroughly improved to provide more modern ride and handling. Thanks to the success of the Silver Ghost, an assembly plant had already been established in Springfield, Massachusetts to build cars that catered to American clientele. The Phantom debuted in 1925, and by 1926, they were leaving the Springfield works to very strong demand. A vast array of catalog body styles were offered, with the famous coachbuilders at Brewster getting a large number of contracts for the Springfield cars. All told, 1,241 Phantom 1s left the Springfield works from 1926 to 1931. This handsome Phantom 1 wears highly desirable All Weather Phaeton coachwork by Brewster of New York. Officially known as the “Newmarket” style in the Rolls-Royce catalog, it is full convertible that features roll up glass windows and folding B-pillars to remain weather tight in all conditions. Regardless of how it is presented, it is incredibly handsome and a very desirable body style. Chassis S126PR was delivered new to Mrs. E.J. Williams of Cincinnati, Ohio in December of 1930. A very high specification car with pricey coachwork, it set Mrs. Williams back a staggering $20,075.50 – an equivalent to nearly $300,000 in today’s numbers. As would be the case with such an automobile, a large portion of that invoice covered the cost of the Brewster-built coachwork. Brewster was favored by Rolls-Royce for their Springfield-built cars as they were one of a select few coachbuilders that could truly live up to the standard set by Rolls-Royce in terms of both quality and elegance. As a late specification Phantom 1 (Phantom II production had already commenced in Derby in 1929), chassis number S126PR benefits from the full array of running changes made during P1 production. These improvements included four-wheel servo-assisted brakes, Bijur chassis lubrication system, and a vacuum fed fuel tank, all of which help to make this an extremely enjoyable motorcar to drive. Given the considerable cost of entry and magnificent coachwork, it is unsurprising to discover this fabulous car has been extremely well-maintained and cherished from new. It retains its original coachwork and remains correct and authentic in mechanical specification. The chassis number is found stamped in to the convertible top frame, confirming it retains the original body, and comprehensive documentation related to its history is on file with the Rolls Royce Owner’s Club. A full restoration was undertaken in the 1990s by then owner and a marque expert, Lawrence Smith of Kansas. Following its restoration, it received a First Place award in the Primary Division of the 1998 AACA Grand Classic Annual Meet. Following its time with Mr. Smith, it was most recently part of two prominent East Coast collections, where it was used regularly, shown successfully in a variety of Concours d’Elegance and lovingly maintained by respected specialists. Today, S126PR looks positively resplendent in navy blue over silver finders and color-coordinated wheel discs. The body and paint are finished to an extremely high standard and still present exceptionally well considering the restoration is approaching two decades old. A matching trunk residing on the truck rack has been detailed with subtle red coach stripes to mirror those on the wheel discs. Like the body, the blue leather interior is also finished to a high standard and remains in outstanding order since the restoration. The color combination along with the blue leather, polished wood trim and chrome detailing impart a bit of a nautical feel, particularly when presented with the roof and windows open. It is a stunning and elegant machine in any configuration. The magnificent 7.7 liter inline six presents in beautiful condition. In spite of the regular and careful use in the past few years, it remains exceptionally tidy and retains correct detailing throughout, having been recently detailed and prepared. The sound and sorted mechanicals in combination with the versatile coachwork make Mrs. Williams’ Newmarket an ideal choice for CCCA, RROC or AACA touring. Fabulous history and exquisite cosmetics simply add to the appeal.
The normally stoic and pragmatic Germans must have had a great need for a bit of levity after all they had been through during World War II. The German infrastructure, economy and spirit had been crushed to bits in the 1940s and as they rebuilt from the ground up, the 1950s spawned the era of the Microcar. Germans needed an inexpensive mode of transportation that could be more practical than a motorcycle yet offer comparable efficiency given the serious shortages of fuel. The microcar boon brought a vast array of cheeky, almost comical little cars that offered German motorists exactly the kind of efficient transportation they needed. Cars such as the Heinkel, Messerschmitt, and the ubiquitous Isetta earned such vehicles the nickname “bubble cars” – for their comical, egg-shaped bodies. Aside from these regular players in the microcar market, there were scores of other, lesser known examples that popped up and disappeared during the 1950s. One such car was the Kleinschnittger F125. Produced by Paul Kleinschnittger of Arnsberg, Germany, between April 1950 and August 1957, this microcar oddity weighed in at a featherweight 150 kilos (about 330 pounds) and is powered by a great, whopping 6hp, 123cc two-stroke single which drives the front wheels. The cute little roadster body measures just eight-foot, eight-inch long by three-foot, nine-inches wide and is constructed of hand-hammered aluminum over a steel tubular Wachtendord & Schmidt chassis. Employing leftovers from the Second World War, ex-army cooking pots cut into quarters formed the basis for the molds of the front fender curves. Each of the four wheels features fully independent rubber band suspension. The result is an adorable, whimsical two-seat roadster with almost pedal-car like proportions. The 123-cc ILO two-stroke, air-cooled single-cylinder engine sends power through a three-speed gearbox to the front wheels. A top speed of 70 kph is possible assuming one has a both the necessary courage and substantial tailwind to attempt such a feat. Factory figures provide a more conservative 50–55 cruising speed which to us seems a bit more realistic given the sparse accommodations. More impressive, and of course more relevant to buyers at the time, was a fuel consumption rating of 3 liters of petrol per 100km; about 80mpg for us Yanks. In spite of its relative obscurity today, the Klienschnittger sold quite well in its time, with over 3,000 finding homes up through 1957 when production ceased. This rare and delightful 1954 F125 was the subject of a high quality restoration in 1996 while part of the world-renowned Bruce Weiner Microcar Collection. Much of the body was rebuilt by hand, and it was subsequently treated to a fresh coat of attention-grabbing red paint and a re-trim in black vinyl. The seats were correctly restored using the original thatch straw filling in the seat squab and a new black top was fitted. The most recent owner acquired the F125 in 1997 where it has been a prominent part of a private display. In the past year, the Kleinschnittger was again carefully disassembled and re-painted. Concurrently, the engine was removed, overhauled and resealed. The carburetor was rebuilt, a new air filter was sourced and the engine tuned for proper running. Most importantly, the rubber suspension and steering link were replaced. Finally, a new bonnet latch and straps were sourced, as were new, impossibly skinny whitewall tires for the original silver painted disc wheels. Kleinschnittger expert Martin Kricke in Germany provided all of the parts and schematics utilized in this most recent restoration. With a fine base to start from, the most recent restoration was careful and extremely well executed. A well-cared-for example for its entire life, this F125 was even once owned by a friend of the Kleinschnittger family, assuring us that it has indeed had a very good life. This Kleinschnittger is no doubt a cheeky and cheerful machine, but it is also a rare survivor from an intriguing manufacturer as well as an important part of German post-war motoring history. It is difficult not to smile in its presence and it is ready to be enjoyed to the fullest.
The Swallow Sidecar Company was founded in the early 1920s by William Walmsley, who soon after establishing his business, partnered with a young designer named William Lyons. As the name suggests, the firm built side cars for motorbikes, which were always quite attractive and of excellent quality. Lyons suggested they expand their operation to offer coachbuilt car bodies alongside their sidecars, and Walmsley agreed. Their first car body was built on a Talbot chassis which was quite well received. They went on to build bodies for Standard, Fiat and Swift, however it was their work with the cheeky little Austin 7 that really put the company on the map. Many view the Austin 7 as Britain’s equivalent to the Ford Model T. Of course, the 7 came along a fair bit later than the Ford, in 1922 to be exact, but it nonetheless put Britain on wheels like no other motorcar before it. Inexpensive but reliable and easy to drive, the 7 replaced virtually all other competitors offering compact automobiles and cyclecars. The 7 was tiny at just 6 foot, 3 inch in wheelbase, 40 inches wide and weighing in at a paltry 794 pounds. Comparatively, it was about half the size of a model T but it was perfectly suited for navigating the city streets and narrow country lanes of the British Isles. Sir Herbert Austin performed much of the design work himself, and patented many of the designs he used in the car. The engine was a 696 cc side-valve unit with detachable head, cast cylinder block and alloy crankcase. The plucky little unit was rated at 7.2 horsepower, giving the Austin plenty of power considering the light weight. Much like the Model T in America, the Austin 7 inspired a great many a tinkerer who sought to make their car lighter, faster and prettier. The influence of the 7 can still be felt today, as it was the seed that spawned Britain’s great automotive “cottage industry” of race car builders. Bruce McLaren of McLaren Cars and Colin Chapman of Lotus both got their start building Austin 7 specials. Swallow’s first design for the Austin 7 was a “saloon coupe”; an attractive body that lent the 7 a more grown-up and sophisticated appearance. One marvel of Walmsley and Lyon’s designs was their ability to make such a tiny car appear so elegant and upmarket. On the success of their saloons and coupes, they soon added a variety of beautiful little roadster to the mix. Not only were Swallow bodies attractive and well built, but they were remarkably affordable. With Swallow selling well, Walmsley and Lyons began to experiment with building their own cars based on Standard chassis. Swallow Sidecar Company morphed into Swallow Coachbuilding Company and eventually S.S. Cars, with their sensational SS1 debuting in 1931. As hostilities in Europe ramped up later in the decade, it was wisely decided that S.S. was not a marketable trademark so the company was renamed “Jaguar”, and at the risk of speaking in cliché, the rest is history. Wearing a rare and attractive Swallow Beetleback Roadster body, this 1929 Austin 7 is a nicely restored example, ready for enjoyment. And the enjoyment comes from just looking at this delightful (and exceedingly rare) little two-seat roadster body style, of which it is believed only two others are known to exist. The car has been restored to a good level of quality, with good sound bodywork and attractive paint. Most Swallow bodies were finished in two tone paint schemes and this car is no exception in its lovely dark green over cream fenders and wheels. There are plenty of interesting details on this car; from the alloy running boards to the split, pivoting windscreen. The spare wheel is hidden behind the seats for a sleek and sporty appearance. The cockpit is trimmed in cream leather with green carpets to complement the body and once you slip into the driver’s seat you are greeted to a handsome wood dash an array of period instruments. The detailing is good and there is a full top and side curtain set should you get adventurous and tour with the tiny Austin. Beneath the bonnet, the four cylinder engine is in good condition, tidy, clean and well detailed. Overall, this is a pretty and usable example. The exceptional rarity certainly adds desirability to this already endearing little motor.