When Jaguar unveiled the XK150 in 1957, it marked the most significant evolution of the legendary XK series since the XK120 first appeared in 1948. In mechanical terms, the new 150 was very similar to the outgoing 140, with independent front suspension, Salisbury rear axle, and rack and pinion steering. New for the 150, however, was the fitment of Dunlop four-wheel disc brakes, which had been pioneered by the C-Type and perfected on the D-Type at Le Mans. The most significant changes were to the styling, with a taller and wider body to allow for a roomier cockpit and give a fresh look heading into the 1960s. In keeping with tradition, the XK150 was available as an open two-seat roadster, drophead coupe or closed fixed-head coupe. Power continued to come from the 3.4-liter version of the XK twin-cam inline six, fitted with twin S.U. carburetors in standard form. At first, it seemed that the XK150 got off to a rough start. A factory fire in February 1957 delayed production and the marginally heavier coachwork made the standard models slightly slower than the XK140, thereby disappointing buyers. However, Jaguar quickly responded by adding the Special Equipment package which added twenty horsepower to the base model. That was followed by the optional “S” package of 1958, with a trio of 2-inch SU carbs and a straight-port cylinder head to bump output to a very healthy 250 horsepower. Only the last of the line 3.8-liter S would make more power. Buyers responded well to the modernized styling, as well as the improved comfort and performance, particularly from the S.E. and S models. Sales were up slightly over the XK140. Ultimately, the XK150 proved to be an excellent swansong to the legendary XK line, setting the stage for the arrival of Jaguar’s next sensational sports car, the E-Type. We are delighted to offer this truly outstanding, freshly restored 1958 Jaguar XK150 S OTS roadster. This Jaguar is a documented, factory built XK150 S, first delivered via a dealer in Atlanta, Georgia. It is finished as original in white over a red interior and black hood and highly optioned from new in “S” specification which included triple SU carburetors and a specially-developed cylinder head. Backing the 3.4-liter engine was a four-speed manual gearbox with Laycock de Normanville overdrive. Standard equipment included leather trim, Smiths heater, chrome wire wheels, and new for the OTS, roll-up side windows (replacing the XK120 and 140’s removable side curtains). The first owner was Robert West of Athens, Georgia. Early in the car’s life, someone (believed to be Mr. West) drove the XK150 from Georgia to Detroit, Michigan. While in Detroit, the original engine was damaged, and the car subsequently parked up in a gas station. The second owner acquired the Jaguar in the early 1970s, putting it in his garage in hopes of returning it to the road. It seems that never happened, as in the early 2000s, this car was discovered, still in remarkably original and unrestored condition, by brothers Gary and Jim Kakuska of JK Restorations in Oswego, IL. Gary and Jim are highly respected Jaguar specialists, and they bought the car with the idea of restoring it for themselves, but ultimately sold it to one of their best clients who then entrusted them with the comprehensive nut-and-bolt restoration. As they began disassembly, Gary and Jim noted that the car showed approximately 2,000 miles on the odometer. Closer inspection of the body, interior, and drivetrain revealed this was very likely the original mileage as the car was found to be remarkably intact beneath the years of dust that had accumulated while in storage. As a result, JK was able to restore and reuse a tremendous amount of the original components and fittings. The restoration was completed in approximately 2015, and it presents in stunning condition in crisp white over red, displaying outstanding body fit and alignment. Remarkably, it is reported that every panel on the car is original, with only some very minor repairs required to correct some light corrosion. Paint quality is exquisite as well, and the car sits on beautiful chrome Dunlop wire wheels with blackwall Vredestein radial tires. The bumpers, lights, grille, and trim are original to this car and restored to a high standard. The cockpit has been refurbished to the same specification as it was first delivered; with red Connolly hides and matching Wilton wool carpets, all presented in beautiful condition. The leather seats remain taut and show virtually no use since being restored. The factory switchgear and instruments were painstakingly rebuilt to retain originality. Black Haartz canvas is fitted to the top as per factory spec, and the boot has been refurbished with correct Hardura lining. The factory-supplied jack, grease gun, ratcheting jack handle, and toolkit is included. JK Restorations meticulously rebuilt every component of this car, making subtle improvements when necessary in the name of longevity and reliability. A 3.8-liter block replaces the original 3.4-liter unit, topped with the original cylinder head and triple-SU carb setup. The engine is backed with a modern, all-synchro 5-speed Tremec gearbox. The original rear differential was rebuilt with new clutch packs and the factory 4.09:1 ratio retained, so the car’s road manners remain very authentic while allowing for effortless shifting and proven reliability. It should be noted that the original, matching-numbers block, gearbox, and overdrive unit are available (and said to be easily repairable) and will be included in the sale. Brake calipers and cylinders were fully restored and sleeved in stainless to prevent corrosion. The Kakuskas painstakingly restored the electrical system, retaining the original major components while updating some items such as LED tail lights and a roller bearing distributor. The undercarriage is a finely detailed as the engine bay, revealing the level of care that went into this project. With its meticulous restoration by highly respected marque experts, this is a genuinely exquisite XK150 S in highly desirable original specification. A host of carefully judged and executed improvements make it ideally suited for regular enjoyment on tours and rallies while remaining beautiful enough for the show field.
The Italian motor industry had been hit particularly hard during World War II. The ruling fascist government made an attempt to decentralize Italy’s manufacturing bases, but Allied bombers had already inflicted massive damage. Fiat was a particularly valuable target, and it’s recently christened Mirafiori plant on the outskirts of Turin was all but wiped off the map. During the initial post-war reconstruction, the desire to resume building cars was strong, but resources were severely limited. Italy’s small coachbuilders were primarily spared from bombings, and they had eager staff ready to get back to work. With so few new cars, many coachbuilders got back in business by producing new bodies for used vehicles. Fiat finally resumed production of their mid-range 1100, and soon provided a steady supply of chassis for Italy’s coachbuilders to practice their craft, spurring on an Italian coachbuilding renaissance which would last well into the 1960s. The Fiat 1100 was constructed on a simple ladder chassis with independent front suspension, and a 1,089 c.c. overhead-valve, four-cylinder engine. The car first appeared in 1937 as the 508 C “Balilla” and was Fiat’s mid-sized family car. It became known as the 1100 in 1939, and remained in production through 1953 when a new unibody 1100 replaced it. Thanks to its versatile chassis and its affordable cost, the Fiat 1100 would become the darling of the Italian Carrozzerie in the 1940s and 1950s. Fissore, Ghia, Zagato, Pinin Farina and many others created beautiful and creative designs that ranged from ultra-light racers to luxurious cabriolets. The great Stabilimenti Farina has long been known for its restrained yet elegant designs, and this handsome 1100 Cabriolet Farina is undoubtedly true to form. The car caught the attention of Enzo Ferrari, who pleaded with Atillia Farina not to use this design on a Fiat as it too closely resembled a 166 Inter Cabriolet. Perhaps Enzo’s influence worked as just a handful of these stylish cabriolets were produced, and only four are known to survive. This charming example was sold new in Italy to Sig. Alessandro Alexandri in the summer of 1950. Period photos show a proud Alexandri behind the wheel of his glimmering new coachbuilt Fiat. Around 1952, it is believed to have changed hands and was put into service as a promotional vehicle for US Salco; an Italian cycling team. Another period shot shows the car painted up with the team’s logo on the door and a handful of ready cyclists sitting on the hood. The Fiat remained in Italy for much of its life, and in the 1980s was discovered in complete, but somewhat tired condition by the owner of an Italian restoration shop. Over the course of nearly twenty years, he personally and painstakingly restored the Fiat from the ground up. The aluminum coachwork is formed over a steel wire frame, a technique best known as “Superleggera” as perfected by Carrozzeria Touring. Restoration photos show the car was carefully disassembled, and the wire structure was painstakingly rebuilt before the coachwork was carefully restored. When the project began, some of the bespoke exterior trim was missing, including the bumpers which the owner subsequently reproduced in aluminum based on period photos. The restoration consumed over 3,000 hours, and when completed, the car was proudly featured on the cover of the February 2002 issue of Auto d’Epoca, a copy of which is included in the file. Today, this lovely Fiat presents in excellent condition. The restoration has mellowed very slightly, and the car has benefitted from limited, careful use in the hands of recent owners. The light blue paintwork is very good, and it remains attractive with a warm luster. Typical of a Farina design of this era, the body is minimally adorned, with just a few touches of polished alloy and chrome brightwork to set off the elegant form. This car features polished alloy bumpers, chrome Carello light bezels, and subtle touches such as flush door handles, trafficators in the front wings and attractive turbine-style hubcaps on cream-colored steel wheels. Inside, the cabin is luxuriously trimmed in black leather. Seats, door cards, and rear panels have been finely restored and show little in the way of wear or use. Floors are covered in black fluted rubber mat, which is typical of the era, and protected by black carpet over mats. The dash is painted to match the body, and the switchgear is fitted with wonderful clear Lucite knobs. The top frame was rebuilt and the top is covered in tan canvas which is in good order with only some minor visible wear. Fiat’s eager little 1,089 c.c. four-cylinder engine is dressed with an aluminum valve cover and a single two-barrel Weber carburetor. Power is sent through a column-shifted manual gearbox and performance is sprightly, thanks to the light alloy coachwork and compact size. The engine bay is not over-restored, instead appearing tidy and well-presented. The sale will include documentation of the restoration, the magazine article, copies of period photographs, and the original Italian registration logbook. This rare and fashionable Fiat 1100 Cabriolet is a beautiful, enjoyable automobile that captures the essence of Stabilimenti Farina’s signature sophistication.
The introduction of the T-Type Midget marked a significant turning point for MG Cars. Up to that time, MG was essentially a pet project of W.R. Morris, who had given Cecil Kimber a great deal of creative leeway in developing his world-class sports cars and racers. However, in 1935, Morris sold his interest in MG to the parent company Morris Motors, who had a previously taken a rather dim view of sports cars and motor racing in general. Thankfully, Kimber managed to maintain enough control over operations, and he continued to develop vehicles in his unique style, though now with a few “corporate” restrictions. The first model produced under the guise of new leadership was the T-Type. The most significant change was under the bonnet, where Kimber’s advanced overhead cam engines were replaced with a simpler, cheaper Wolseley 10/40-derived 1,292 c.c. pushrod four-cylinder. While it may have seemed like a downgrade to some MG loyalists, the new TA could outperform the overhead-cam PB in most areas, while offering greater space and comfort to passengers. The TA was very successful in the home market, and it would set the pattern for MG’s future success in the 1940s and beyond, particularly for the TC in the all-important American market. Following up on the success of the TA, the TB was introduced in 1939 with a host of improvements. The TB marked the first appearance of the now-legendary 1,250 c.c. XPAG engine. Derived from the Morris Ten, the MG unit was in a higher state of tune and wore dual carburetors. As with the TA, the TB was available as a standard roadster or with the luxurious and beautifully-built Tickford drophead coupe body by Salmons & Sons. However, Britain’s involvement in World War II meant production was cut short after just 379 TBs were produced. Of those 379 cars, a mere 57 were fitted with the handsome Tickford drophead coachwork. We are delighted to offer this TB Tickford, chassis number TB 0440; a charming and important pre-war MG with a rich and well-documented history from new, and one of fewer than 30 known TB Tickfords in existence. Fully restored by respected marque experts Safety Fast Restoration of Mansfield, Ohio, this award-winning example presents in outstanding condition. According to T-Type registry information, TB 0440 was first delivered to G. Kitchingman of Leeds, Yorkshire, England and assigned the registration number HUM 7 on August 3, 1939. Documents including the UK registration booklet show HUM 7 was delivered in red over biscuit with a fawn top. It changed hands out of the Kitchingman family, and in the late 1960s, was discovered for sale by Christopher Orr. The teenage Orr and his father were both avid pre-war car enthusiasts, so they decided to have a look. They found HUM 7 in a small garage in Swinton, with the engine out and in the back seat, but otherwise complete and still in its original red livery. They settled on a price of £40 and towed the car home behind the family’s Riley RME. Over the course of the next year, Christopher and his father sorted the MG out, eventually passing the MOT test just in time for Christopher to head to University. A 2006 letter from Christopher describes how the little TB Tickford served him well through school and how the car became a well-known fixture around campus. Eventually, using HUM 7 as everyday transport became too impractical, and Christopher turned the car back over to his father, who would eventually sell it on in the mid-1970s. By the late 1970s, HUM 7 left England and headed for Australia. Purchased by the York Motor Museum, they began the restoration process before passing the car on to a fellow Aussie named Harry Pyle in 1983. Mr. Pyle would continue to carefully research and restore the MG, going so far as to travel to England to meet with the widow of the original owner. In 2002, Mr. Pyle sold the nearly-restored HUM 7 to its current owner, an American MG enthusiast and collector. Upon arrival in the ‘States, HUM 7 was handed over to Tom Metcalf of Safety Fast Restoration, who would perform a comprehensive, thoroughly researched, nut-and-bolt restoration to world-class standards. An extensive history file documents the process and the great lengths that were taken to ensure the car’s correctness and detail. The only notable deviation from standard was the color choice, changing the car’s original red to an incredibly handsome two-tone Oxford & Cambridge Blue livery with blue interior and fabric hood. Completed in late-2005, the newly restored MG TB debuted at the 2006 Amelia Island Concours d’Elegance where it won its class against stiff competition that included two Alfa 6Cs and an SS-100 Jaguar. It would go on to further Concours success in several prestigious events, scoring a class award at the 2007 Meadowbrook Concours, and a 2nd in class at the Hilton Head Motoring Festival in 2014. Today, HUM 7 presents in beautiful condition, the fine restoration having matured slightly from light use and regular care. The two-tone blue paintwork is in excellent order with a warm and attractive luster. It is well-equipped with period correct Lucas King of the Road headlamps, a single spot lamp, and King of the Road outside mirror. The large chrome landau irons are a functional component to the 3-position drophead hood and a signature of the Tickford body. The high-quality coachwork also features details such as an opening windscreen, semaphores, and roll-up windows for an altogether more civilized feel compared to the roadster. The cockpit is snug but luxuriously appointed with supple dark blue leather, finely restored woodwork, and a fully lined hood. The seats show light creasing but remain very inviting, attractive and in excellent condition. The door panels are trimmed in antique-grain blue leather as correct, and beautiful quality wood trim features on the door caps, dash top, and instrument panel. Original instruments were rebuilt, and this car features the very rare addition of a Philco radio. The engine number, XPAG 706, matches that of the production records supplied by the T-Type Register. It is fully detailed with correct hardware, fittings, and wiring used throughout, and a full complement of original tools reside in the under-bonnet toolbox. The presentation remains in near-concours condition, showing only light use since its completion. This rare and highly desirable pre-war T-Type MG has been maintained in lovely condition since its exceptional restoration and is ready for its next keeper to enjoy it on the road or the show field.
The idea of turning the structural aspect of wood as a styling feature may not have originated with Chrysler, but it can be argued that they certainly perfected it. The earliest woodies were born of necessity, with basic, utilitarian bodies that were sold in the aftermarket to adapt cars like the Model T for commercial duty. Eventually, the structural and functional wood became a point of style, and by the mid-1930’s most American manufacturers began to offer well-equipped station wagons with stylish wood bodies. It was Chrysler's Town & Country of 1941 that gave the traditional utilitarian wood structure a luxurious, elegant makeover. The inspired Town & Country was a top of the line luxury car that combined the best of the New Yorker from the windscreen forward with an opulent “country home” feel from the windshield back. The T&C was expensive to build, costly to buy, and required specialized maintenance but it proved a success, and soon other manufacturers were jumping on the bandwagon with their own versions of the luxury woody. However, few could match Chrysler’s commercial success or the sheer sense of occasion when in the presence of one of these magnificent machines. This 1948 Town & Country convertible has been in the care of just three families since new. It was originally purchased in Sacramento, California by Charles L. and Betty Miller, delivered new in Catalina Tan (Code 9 on the trim tag); a very rare and attractive springtime promotional color that was reserved only for California dealers. Mr. Miller drove the car very little yet took meticulous care of it. In the late-1950s, the couple moved to Arlington, Virginia and in April of 1957, they hired someone to drive the Chrysler from California for them. The original emergency transit permit (a temporary registration of sorts) still accompanies the car. Once in Arlington, the car saw even less use, as the elderly man was not allowed to drive it on the road. He still cared for it meticulously, never left the car out overnight, and only pulled it out of his garage on occasion to carefully wipe it down with a damp chamois, never using a hose and bucket to wash the car as he was afraid of damaging the wood. The second owner grew up in Arlington and was alerted by a friend who had spotted the Chrysler in the Miller’s driveway. Word soon came from a family member that Mr. Miller would sell the car if it went to a good home. The 2nd owner’s father purchased the car in or around 1960, and it remained in their family until 2015. For all those years, it was treated the same way Mr. Miller cared for it – never washing it with a hose, always carefully wiping it down, and never leaving it out overnight. In fact, we are told it only spent one full night outside in all the time the second family had it– when it was used for a family trip to the Indy 500. Today, the Town & Country presents in very good, unrestored condition. It remains exceptionally original, save for one repaint in the correct color, a replacement Haartz canvas top, and some light detailing. It is otherwise an incredibly well-preserved, straight, and honest example, with outstanding wood and a clean, tidy underbody. The respray is of average quality, and some sanding marks are visible in the bodywork; however the paint has an appropriate luster that is in keeping with the car’s unrestored nature. The chrome is a mix of original pieces and some average-quality replated pieces, again appearing consistent with what is a largely unrestored car. Importantly, the wood is excellent and appears to be original. The doors and trunk fit well, and the varnish is even and appears very well-maintained. The Town & Country was a top-line luxury car, and Chrysler used the finest leather and Bedford cord upholstery. This car’s deep maroon leather/taupe Bedford Cord trim presents very well, with an appropriate patina from regular use. There is a tear in the front seat, though it remains serviceable and would best be treated with some careful preservation work. Otherwise, the upholstery on the rear seat and door cards is in fine original condition. Similarly, the convertible top is sound and in good condition, though there is some staining visible in the canvas. As this was a range-topping car, it is well equipped with a factory clock, radio, heater, and spot lamp. The original spare wheel, jack, and a reproduction workshop manual will be included. Chrysler fitted the T&C Convertibles with their legendary 323 cubic-inch Spitfire 8-cylinder. This flathead engine was magnificently smooth, particularly when mated to the fluid-drive transmission, giving these big cars outstanding cruising ability. This example runs very well, with the typical effortless nature that defines a well-sorted T&C. The engine compartment shows signs of regular maintenance and appears tidy, mostly correct, and very well-presented. It is wonderfully original and has not been restored because it has never needed it. Similarly, the undercarriage is exceptionally clean, revealing the 70 years of care this car has enjoyed. The 1941-1948 Town & Country enjoys CCCA Full Classic status, making it eligible for their outstanding CARavan tours and events. This beautiful original car would also be well suited for AACA events or simply for casual cruising around town. With a wonderful history in the hands of only three careful owners, this unrestored Town & Country will surely reward its next keeper.
Mercedes’ ultra-luxury 600-Series sedan and limousine were born in 1963, though the tradition of a factory-built flagship suitable for Heads of State and Captains of Industry alike goes back to the 770 Grosser of the 1930s. The 770 was one of the most technologically advanced cars of the 30s, though it gained a reputation for its favor among infamous members of Germany’s ruling party. By the 1950s, Mercedes’ post-war recovery was well underway, and a newfound optimism and demand gave way to a new factory limousine, the 300 “Adenauer.” The elegant Adenauer served as the company flagship from 1951(W186) through 1963 (W189). The Grosser Mercedes moniker was revived in 1963 with the introduction of the W100 – officially called the 600. In the spirit of the pre-war 770, Mercedes-Benz engineers threw everything they had at the 600. It was one of the most sophisticated automobiles of the era and stands as one of the most meticulously engineered cars of all time. Unlike a body-on-frame Cadillac or Rolls-Royce, the 600 used advanced unitary construction that was so strong that the roof could be lopped off for landaulet versions without the need for additional bracing. A complex but ingenious hydraulic system operating at 150-bar (2,176 psi) powered the suspension as well as the window lifts, power seats, sunroof, and even the trunk closure. Without a suitable engine in their portfolio, the new M100 V8 was developed from scratch to power the 600. With 6.3-liters capacity and Bosch fuel-injection, the M100 was a beast – making 250 horsepower and 370 ft-lbs of torque. It was enough to allow the 6,100 pound Mercedes to hassle a Porsche 911 T in a straight line. The 600 quickly became the ultimate status symbol for the famous and the infamous – with Elvis Presley, and Coco Chanel joined by the likes of Pol Pot, Saddam Hussein and Fidel Castro as 600 owners. Limited production lasted from 1964-1981 with a total of 2,677 built, in all configurations, from SWB sedan to the range-topping Pullman Landaulet. Of the 600 family, the sleeper of the group is the short-wheelbase four-door sedan, as presented here. All of the expected luxuries are there, and they make for surprisingly good driver’s cars thanks to that sophisticated suspension and glorious, torque-laden 6.3 liter M100 V8. This 1968 600 SWB Sedan is a particularly fine example that has been treated to extensive, professional care in the hands of its past owners. It is accompanied by an impressive stack of paperwork that documents the maintenance and essential, specialized upgrades it has received in recent years. This 600 is a very well-optioned car, finished as-delivered in Anthracite (code DB172) over a lovely tan leather interior and equipped as original with European headlamps, Bosch fog lamps, and a sunroof. The body is in very good condition and the doors shut with the vault-like precision expected of a 600. The paintwork is said to be mostly original and while some minor crazing is apparent upon close inspection, it remains glossy and attractive. The chrome and brightwork are similarly good, and is straight and largely original with a light care-worn appearance. Interior appointments include a cooled compartment between the front seats, complete with shot glasses and a thermos, as well as rear picnic trays, ivory steering wheel, power adjustable rear seats and rear privacy curtains. The tan leather has mellowed nicely, appearing well cared-for and in very sound condition. Extensive woodwork adorns the dash, windscreen frame, door caps, and picnic tables and it presents in excellent condition overall, with only some fading visible at the base of the windscreen. Updates include a modern radio and rebuilt window switches on all four doors. Original handbooks are included along with the 600-specific toolkit and very rare factory hydraulic service kit. Accompanying this car is a large stack of receipts documenting the extensive care it has received in the hands of its previous owners, including one former president of the Gullwing Owner’s Club. The hydraulic system has been comprehensively rebuilt, the heating and air conditioning fully sorted, and brakes rebuilt. All of the work was carried out by the W100 experts Star Motors of Endicott, New York. The no-expense-spared service continued with Karl Middelhauve-developed upgrades to the ignition system (a fully-engineered EFI with modified intake) and a Middelhauve-designed front subframe to accommodate W140-type hydraulic engine mounts. The engine was removed and resealed as part of the service as well. The big V8 presents in a tidy, unrestored manner that is reflective of the regular care and maintenance. The suspension has been serviced with new bushes as needed, and the ancillary hydraulics rebuilt with new window lift cylinders, new trunk actuator, upgraded billet-type switches for all four doors, and a rebuilt pump and actuator. Over $100,000 was spent on these services and upgrades between 2001 and 2011, and the car has continued to be well-maintained by its current enthusiastic owner. Driving a Mercedes-Benz 600 is an experience unto itself, delivering astonishing levels of performance even by today’s standards. Built in very limited numbers for an elite clientele, very few have survived in such fine original condition, and fewer still have been as lavishly maintained as this exceptional example. The 600 stands today as one of the most luxurious, stately, and imposing of all post-war automobiles and is quite simply one of Mercedes-Benz’s finest achievements.
Automotive history has had its fair share of interesting characters, and Carroll Shelby will go down in history as one of the most colorful of them all. He had a successful, albeit short-lived career as a world-class racing driver, but his influence as a manufacturer and deal-maker is still felt today. He is among a small group of Americans to have found success in European sports car racing, and he is part of an elite group of American drivers to stand at the top step of the podium at Le Mans. While his motorsport aspirations as a driver were cut short due to a heart condition, his off-track exploits and creative business partnerships are what made him a household name. With a Le Mans victory, numerous SCCA wins and several world land-speed records under his belt, Carroll Shelby was no doubt a keen driver with the experience and fine-tuned ability to identify a truly good car. Inspired by the likes of Sydney Allard before him, had the ambition to sell a European-style sports car with American power that he could aim directly at US enthusiasts eager to participate in sports car racing. Shelby briefly considered Healey, but Donald Healey had a perfectly good relationship with Austin. AC’s beautiful and fine-handling Ace Bristol deeply impressed Shelby, and he thought that if he could wedge a V8 in there, he might just create the ideal sports car for American buyers. The timing was perfect for AC as well, whose supply of proven Bristol engines was soon to dry up, and Ruddspeed-tuned Ford Zephyr six was proving to be quite fragile. Shelby had the persona of a down-home Texas chicken farmer, but he was a shrewd businessman with a keen sense of engineering. He had done his homework, carefully measuring various engines and the AC chassis to ensure his plan was even feasible before approaching Detroit executives. After his idea was rebuffed by GM brass who didn’t want to infringe on the Corvette, Ford was all-ears to the concept. The new “Challenger” small block V8 had just been introduced and the new head of passenger cars Lee Iacocca was eager to erase Ford’s stodgy image. A deal was struck, Ford shipped a new 260 cubic inch thin-wall V8 to AC Cars of Thames Ditton, and the first prototype soon came to life. While it may be easy to say the rest is history – there was a considerable amount of engineering work on behalf of AC Cars to properly develop and strengthen the John Tojiero-designed chassis to handle what was, in essence, double the output of the original AC six. The Cobra legend was born when Dave MacDonald obliterated a field of Corvettes, Jaguars, and Porsches at Riverside Raceway to give the new car its first victory. Soon, American sports car enthusiasts were scrambling to get their hands on this pretty little Anglo-American hybrid. Like the man who created it, the Shelby Cobra became an icon. In July 1964, Mark C. Tower purchased this car, CSX 2197 from Crater Lake Motors in Medford, Oregon. According to the Shelby Registry, the car was delivered in red over black leather and equipped with the Class A accessories package, which included chrome rocker covers, white sidewall tires, luggage rack, radio, and 5-quarts of anti-freeze which brought the invoice total to $5493.05. Mr. Tower owned the car briefly, and by 1966, CSX 2197 was held by Howard Nettleton of Tacoma, Washington. Shortly after that, it went to John Stevens Jensen of California where it was registered “VNN 794”. Mr. Stevens owned the car for several years until he was killed in a road accident in another Cobra. From 1981, it passed through several more known short-term owners. Along the way, it was noted to have just 9,700 miles on the odometer though it did show some signs of past front-end damage. In the late 1980s, CSX 2197 would find a long-term home with Bill Kemper, a highly respected Cobra expert and restorer. In the early 1990s, he embarked on a long-term restoration, working on the car as time permitted, taking the utmost care as it was a personal project. According to Mr. Kemper, the car had been unused since suffering a relatively mild accident, and he believed the sub-10,000 miles on the odometer to be accurate. He reported that the Cobra was entirely stripped down, the chassis properly repaired and precisely reinforced and updated based on Kemper’s specifications by Baurle Auto Sport of Addison, Il. The body was completely restored, with great care given to preserving as much original alloy as possible. The front outer panels from the doors forward were replaced, but the doors, rear clip, footwells and engine bay panels are said to be comprised of original metal, painstakingly restored to a very high standard and returned to its original red color. Today it presents in stunning condition, having been used gently in the hands of its most recent owner. Kemper, of course, had the engine balanced, blueprinted and completely rebuilt along with the gearbox and rear differential. It extremely well-presented with much of the original hardware restored and replated, and detailed with correct labels and markings. It retains its correct, early-type Harrison aluminum radiator as well as the generator which was unique to these early Cobras. The interior is finished in black leather as originally equipped and features correct Smiths gauges with the wonderful Rotunda Tachometer to the left of the column (Shelby switched to Stewart-Warner gauges and Ford electrics approximately three cars later). The steering wheel and shift knob are also correct for the car’s original specification. This fabulous Cobra has seen only light use since its world-class restoration was completed, and the leather and upholstery remain in excellent condition. Included in the sale is a full top and side-curtain set, as well as the original early-type jack, firewall mounted grease gun, and a set of restored King Dick spanners. Fully detailed and immaculately presented, this is an outstanding early Cobra with well-known provenance from new. It benefits from a meticulous, 3,000-plus hour restoration by a highly respected marque expert. Beautiful, highly correct and an absolute thrill to drive, CSX 2197 is an exquisite Cobra, ideally suited for rallies and tours.
Jaguar’s replacement for the aging XK150 debuted to stunned audiences at the 1961 Geneva Auto Salon. Like the XK120 of 1948, Sir William Lyons again relied on his proven strategy of balancing affordability with exotic looks and race-proven technology. He and his chief aerodynamicist Malcolm Sayer worked together to design the new car using lessons learned with the revolutionary, multi-time Le Mans-winning D-Type. The new E-Type mimicked the D-Type with its semi-monocoque tub utilizing bolt-on front subframes to support the engine and independent front suspension. The car also featured the ingenious modular independent rear suspension with inboard brakes pioneered on the Mk10 saloon. The E-Type’s impressive spec sheet included four-wheel disc brakes, torsion bar front suspension, and a 3.8 liter version of the proven XK twin-cam inline six pumping out a startling 265 horsepower that could push the XKE to nearly 150 mph – the kind of performance expected from a car costing twice as much. While the E-Type could been a hit based solely on its impressive mechanical spec, it was the gorgeous body that stole the headlines. Available as a Coupe or Open Two Seater (Jaguar parlance for a roadster), the curvaceous E-Type was a smashing success from day one. It is said that co-designer Malcolm Sayer had little interest in designing a car based purely on aesthetics; instead, he was far more interested in applying his aerodynamics experience from the D-Type toward a design that allowed the form to follow function. Ironically, the E-Type turned out to be somewhat aerodynamically inefficient, yet is among the most important aesthetic designs of the 20th century. Thankfully, Jaguar gave it the performance to back up the looks and a well-driven E-type could easily hang with a contemporary Ferrari or Aston Martin, yet it cost a fraction of the price of those exotic machines. This stunning 1962 Jaguar E-Type “Flat Floor” OTS is one of the finest examples we’ve had the pleasure to offer. A highly desirable early production car, it was first dispatched from Coventry on November 22nd 1961, bound for Jaguar North America. The car was titled as a 1962 upon its sale to its first owner, listed on the Heritage Certificate as J.L. Rein of Santa Monica, California. Beginning in 2002, it was treated to a full, concours-quality restoration by the Jaguar specialists at Classic Showcase of Oceanside, California. Exquisitely presented in stunning colors and specification, this strikingly beautiful car has scored numerous 99 and 100-point finishes in JCNA concours competition, won Best in Show at the 2016 International Jaguar Festival, scored a class win at the 2015 Arizona Concours, was shown at the Pebble Beach Concours d’Elegance in 2015 and won its class at the 2016 Streets of Carmel show. As expected of a world-class restoration, the body is impeccably prepared, straight, and correctly aligned. As this is a late 1961 production model, it is fitted with the correct inside bonnet locks in combination with the early-style weld-in louvers. The color is resplendent, and the quality of the paintwork is truly outstanding. Under bonnet and underbody surfaces are equally impressive, with the finish work done to better-than-new standards. Chrome bumpers and body fittings are excellent and the car rides on a set of sparkling chrome wire wheels with correct knockoffs and period correct Dunlop SP radial tires. No detail has been left untouched and the presentation is gorgeous. The 3.8 liter XK engine is of course correctly finished to the minutest detail. The matching-numbers engine is topped with the original cylinder head. This is one of the last cars to feature the pumpkin orange-paint on the head, which was only used on engines built prior to November of 1961. Every aspect of the engine bay has been scrutinized and found to be absolutely correct according to JCNA standards. Showing only 400 miles since the restoration was completed, it remains in impeccable cosmetic and mechanical order. The same level of care has been applied to the interior, which is beautifully restored in tan leather, carpet, and Hardura. The quality is stunning, and with limited mileage since being completed, it remains in beautifully fresh condition. Details include an original radio blank plate, correct early-style shift knob and the signature alloy instrument panel and console inserts. The Fawn soft top is taut and in excellent order, and is covered by a matching fawn canvas top boot when covered. Additional items include a correct original tool kit and jack, hinged front plate bracket, hammer, owner’s manual, maintenance chart and even the original California black plates. Since the restoration was completed, this car has been part of a significant collection of Jaguar sports cars, where it has been methodically maintained and brought to the highest level of detail. It remains in truly outstanding mechanical and cosmetic condition, and is ready for enjoyment on the road or on the lawns of the world’s finest concours events.
Oakland was founded in 1907 in Pontiac, Michigan by Edward Murphy and Alanson P. Brush, who, between the two of them had amassed a tremendous amount of experience in manufacturing. Murphy was eager to take his Pontiac Buggy Company into the age of the Automobile, while Brush was responsible for designing many of the earliest Cadillac models. The very first Oakland was a small two-cylinder car with a planetary transmission that was based mostly on one of Brush’s designs for Cadillac that had been rejected by that firm. But before sales could get underway, Brush left Oakland to form his own auto company (his cars notable for their unusual wooden front axles). By 1909 Murphy had partnered with the colorful Billy Durant who welcomed Oakland into the fold of his burgeoning General Motors Corporation. The move would prove to be in good time, as Mr. Murphy died later that year, and Oakland became entirely part of GM. By 1910, Oakland had stabilized and was enjoying steady sales in the region of 3,000 to 5,000 cars per year. Their reputation for quality was buoyed by sporting success, mainly in hill-climb events and reliability runs. For the 1912 model year, the lineup consisted of three models, all powered by four-cylinder engines of varying output. The value leader was the Model 30 which rode on a 106” wheelbase and was offered as a 2-passenger runabout or 5-passenger touring car. The mid-sized Model 30 was popular with buyers and further solidified Oakland’s standing in the market. Sales continued to be strong until the 1920s when Oakland introduced their low-cost Pontiac sub-brand. The Pontiac proved to be such a runaway success that it completely overwhelmed sales of its parent and ultimately cost Oakland its slot in GM. By 1932, Oakland Motor Car Company was ousted and changed its name to Pontiac Motor Company. This 1912 Oakland Model 30 Tourer is a handsome example from this seldom-seen marque. This charming car has enjoyed many years of care and regular enjoyment with enthusiast owners. It once belonged to Marty Roth, a well-known and active member of the AACA who enjoyed the car on numerous tours and events with both the AACA and the Horseless Carriage Club of America. In the hands of past owners, it is said to have competed in the famous Glidden Tour which is one of the most grueling tests for veteran cars. To further improve its touring ability, it has been sensibly upgraded by several respected brass-era experts. A particular highlight is the Gear Vendor overdrive unit, installed by the late “Mr. Overdrive” Lloyd Young of Winchester, Ohio. The transmission, in turn, was rebuilt by respected Oakland expert Bud Jonas of Belden, Michigan. Further work included a rebuilt brass radiator by Dick Runion, an upgraded magneto and discreet conversion of the gas lamps to electric. The most recent owner has added an electric starter and fitted new pistons, and an exhaust-powered locomotive horn keeps modern drivers on their best behavior. The cosmetics of this Oakland are very strong, and it presents in fine condition throughout, with what appears to be a very well-maintained older restoration. The color scheme is quite attractive, with a dark green body and black fenders accented with off-white wheels, axles, and springs. The paint quality is attractive and in keeping with a Brass-era automobile. While a few minor chips and blemishes can be found, it is overall very sound and finely finished. The body remains in excellent condition, adorned with good quality brass headlamps, radiator, cowl lamps and a “dummy” acetylene tank. The 5-passenger interior is trimmed in high-quality period-appropriate black button-tufted leather with black door panels and good quality green carpets. The interior brass trim and woodwork are in good, sound order throughout. Further enhancing its long-distance touring ability is the inclusion of a full set of high-quality side curtains and front and rear tonneau covers for all-weather comfort. The 30 hp, 201 cubic-inch four-cylinder engine presents in good condition, appearing tidy and well-kept. Thanks to the service work performed by the previous owner, it runs quite well and is enjoyable to drive. The three-speed sliding-gear transmission shifts well, and the overdrive adds a welcome extra ratio for cruising and lessens stress on the engine during longer drives. Despite their popularity in their day, Oakland automobiles are seldom seen among today’s enthusiasts. This wonderful and proven example is ideally suited for touring and would make an excellent choice for either a veteran tour participant. Likewise, its well-designed upgrades and medium size make it an excellent car for the enthusiast eager to learn more about the joys of brass-era touring.
Lancia was at the height of creativity in the 1930s. In the first part of the decade, while still under the leadership of the brilliant Vincenzo Lancia, the firm had created some of the most advanced machines of the era. Vincenzo had previously enjoyed a successful career as a racing driver for FIAT before joining the ranks as a manufacturer in 1908. He proved to be every bit as effective an engineer as he was a driver, perhaps even more so. Lancia’s designs were far ahead of their time, and he pioneered the use of independent front suspension, unibody construction, and narrow V-angle engines. Even well after his death in 1937, Lancia cars were renowned for their innovative engineering, exquisite build quality and meticulous attention to detail. The last car Vincenzo Lancia designed before his untimely death was the Aprilia. A four-cylinder mid-sized model, it was introduced in 1937 and was thoroughly remarkable for the era. It featured four-wheel independent suspension, a narrow-angle V4 engine of 1,351 c.c. (1,485 c.c. from 1939), and a clever platform chassis that was a precursor to unibody construction. There was no traditional ladder frame; rather, a reinforced floor pan served as the main structural element. It allowed for a rigid, lightweight car that also had the benefit of being friendly for coachbuilders. The 49 horsepower of later models was ample power to propel the little Aprilia along at speeds approaching 80 mph. The factory offered a variety of somewhat traditional bodies, while Italy’s finest coachbuilders took full advantage of the versatile platform to create designs worthy of the highly advanced chassis. This genuinely stunning motorcar is one such creation, penned by Batista “Pinin” Farina. Pinin Farina had a lot of experience with the Aprilia platform, having designed saloon and cabriolet models offered through the Lancia factory catalog, as well as several bespoke models before the war. For this car, however, he created an extraordinary cutting-edge design, symbolic of the burgeoning optimism in post-war Italy. Chassis number 439-11844 was delivered to Pinin Farina, where it was clothed in this bold and modern two-plus-two cabriolet body. The incredible design features smooth sides, without so much as a trace of traditional separate wings that were still in-vogue for the era. The grilles and headlamps are beautifully integrated, and the body is noticeably unadorned, with just a simple chrome rocker molding used to punctuate the clean, slab-sided bodywork. This is a remarkable display of restrained elegance and a tremendously important piece of industrial design from the immediate post-war era. It is believed that this Lancia was shown at the Geneva Salon, finished in white or a light gray color at the time. It soon came to France where it was registered from 1949-1965 in the name of Roblou, a French Lancia importer in Neuilly Sur Seine. Its whereabouts became unknown for several decades until 2010, when it was discovered in Northern France by respected Belgian dealer Bernard Marreyt. It was subsequently returned to Italy where it was treated to an exhaustive 3-year restoration. Now presented in what is believed to be the original livery of blue over a deep burgundy interior, it remains every bit as striking as the day it was presented. Paint quality is excellent, with the clean, unadorned coachwork appearing straight and properly fitted, doing justice to Pinin Farina’s restrained elegance. Exterior brightwork is limited, all of which present fine condition. We are particularly fond of the subtle “Pinin Farina Speciale” badges that adorn the flanks and the unique chrome turbine-style wheel covers. The interior is equally beautiful and finely crafted, featuring deep burgundy leather seats in front, with a pair of folding jump seats in the rear. The door panels and top boot are finished in the same supple leather, and the carpets are in an attractive blue-gray to complement the paintwork. A highlight of the cockpit is the stunning dash – a finely composed design executed in burgundy, amber Bakelite, and chrome. Beautifully designed instruments with cream faces and a magnificent radio adorn the dash. The roof is upholstered in black canvas, and looks equally as elegant in place or folded, a testament to Pinin Farina’s attention to detail. Mechanically, the Lancia is in fine order. The 1,485 c.c. “Tipo 99” V4 starts readily and emits a pleasant burble from the exhaust. Power is sent through a four-speed gearbox with surprisingly close gates and a positive, mechanical feel through the shift lever. The underhood presentation is tidy and highly correct without appearing over-restored. Pleasing details include the original lubrication labels on the bulkhead and original Lancia ID tag. Standard Aprilias came equipped with a Zenith 32 VIML carburetor, while this car wears an era-appropriate brass-body Weber 30DR3, perhaps replaced in period for improved performance. Since its restoration, it has been shown on limited occasions, including one special tribute to Pininfarina held in London in 2013, where Sergio’s son Paolo got behind the wheel in an emotional tribute to his father and grandfather. This Aprilia represents a truly unique opportunity to acquire a ground-breaking creation from two of automotive history’s most brilliant, forward-thinking designers – Battista Pinin Farina and Vincenzo Lancia.
With the arrival of the Silver Cloud/S-Series in 1955, Roll-Royce and Bentley fully embraced the process of factory coachwork, which allowed for higher production volume and a healthier bottom-line. Of course, the factory would still accommodate special requests and a few well-heeled individuals ordered their S-Series and Silver Clouds with bespoke bodies. Like Rolls-Royce, the second generation of Bentley’s S-Series was offered in both standard and long-wheelbase forms, the majority of which were fitted with Standard Steel Saloon coachwork. Ultimately, Bentley produced just fifty-seven long-wheelbase S2s, of which a mere six received custom coachwork from new. Chassis number LLBA9 is a genuinely unique motorcar and one of the six long-wheelbase S2s delivered to an outside coachbuilder. The story of this remarkable automobile is shrouded in much speculation about the identity of the person who commissioned its construction. According to documents sourced via the Rolls-Royce Foundation, LLBA9 was first ordered via New York-dealer J.S. Inskip. It was equipped in left-hand drive and delivered ex-factory to Wendler Karosseriebau of Germany; a coachbuilder with a long-standing tradition of building fascinating and beautiful designs of the highest quality. Wendler’s first motor bodies were built in 1919, and they also supplied bodies for commercial trucks. Their portfolio is genuinely fascinating and includes many highly advanced streamlined designs on BMW, Mercedes-Benz and even Ford V8 chassis. Perhaps their most famous relationship was with Porsche, for whom Wendler bodied several road-going 356s in addition to creating the svelte coachwork for the legendary 550 Spyder, RSK, and RS61 racing cars. The order for LLBA9 was curiously placed in the name of the buyer’s agent, factory records do not show the purchaser’s name, and his address is listed as the New York Yacht Club! Anonymity was apparently vital to him, though the thoroughly unique body he commissioned seems to contradict that idea. Incidentally, this was not the first car Wendler bodied for this particular mystery client. They had previously created a gorgeous one-off estate car based on the Mercedes-Benz 300 d “Adenauer.” The buyer’s request for an estate car directly from Mercedes was politely declined, so he commissioned Wendler to handle the conversion which was done masterfully. When it came time to replace the 300, Mercedes again refused to build an estate car on the W112 300-series chassis. So, he turned to Bentley to supply a coachbuilder-ready chassis. Wendler followed their client’s wishes directly, creating a unique estate car (or shooting brake as it were) by grafting a Mercedes W112 300 body onto the Bentley chassis. Wendler reinforced the panels, and many of the factory Mercedes fittings were used, such as the lights and exterior trim. A significant number of parts had to be fabricated by hand to suit the scale of the Bentley chassis and the new shooting brake configuration. The result of the effort is a remarkable machine that is instantly recognizable as both a Mercedes-Benz and a Bentley, simultaneously. Perhaps the most distinguishing features are the “Heckflosse” tail fins that were a hallmark of the W112, which blend gracefully into the bodywork. The designer cleverly integrated bullet-style tail lights (sourced from a 1960 Buick) which are better suited than the square Mercedes lights. The proud Bentley radiator shell remains, and it is flanked by a pair of vertically-stacked US-market Mercedes headlamps. According to the original chassis order, a set of standard front wings were shipped from the factory to Germany; however it doesn’t appear that a single scrap of metal was used from them. The car’s appearance is quite imposing, and we find it curious that someone who worked so hard to remain anonymous would order such an extravagant motorcar. The first owner gifted the Bentley to a museum (anonymously, of course) where it remained for some time before being sold overseas. It then returned to New York in the 1980s where, amazingly, it was reunited with its Mercedes 300 Wendler stablemate. From 2012-2013, LLBA9 was comprehensively restored to concours condition by Automotive Restorations, Inc. of Stratford, CT. It has been returned to its original silver-gray color over an orange-red interior, as indicated on the RROC chassis card. The quality of Wendler’s construction shines through in the precise body fit, exquisite detailing, and the effortless manner in which the doors close. Paintwork is gorgeous, and the panels straight and properly aligned. Exterior trim appears to be all Mercedes; however many pieces were handmade in period specifically for this car. It rides on a set of whitewall tires as originally specified on the build order, and steel wheels are dressed with factory Bentley wheel covers. The opulent cabin has been completely restored using beautiful Connolly leather. Wendler cleverly blended the Bentley controls and instruments with a Mercedes-Benz dash. The dials sit in a bespoke central fascia surrounded with oak trim in place of the typical walnut veneer. The oak trim – subtle nod to the car’s American roots – repeats on the windscreen surround, door tops, and the cargo area floor. The fittings and switchgear appear to be off-the-shelf Mercedes items, but apparently, they are all bespoke items made by the coachbuilder to mimic the factory parts. It is equipped with a sunroof and a period-appropriate Becker Europa stereo. The beautifully crafted interior melds British and Teutonic sensibilities, while maintaining a unique character that would be equally at home parked up at the New York Yacht Club’s 44th St. Clubhouse or Harbor Court in Newport, RI. Mechanically in excellent order, LLBA9 drives as expected of a Bentley S2, with seemingly an even greater sense of solidity. The engine bay has been fully detailed to a very high standard and shows little in the way of use. Upon completion, it debuted at the 2013 Amelia Island Concours d’Elegance and shown at other events including Lime Rock’s Sunday in the Park Concours. With an intriguing history, this is an exceptional luxury car that seamlessly blends opulence and practicality. It has ample room for five passengers and all the luggage they could carry, and its power and ability make it the ideal tool for cross-country touring. The sale of this fascinating Bentley represents a truly a one of a kind opportunity.
Throughout the 1950s, Jaguar worked feverishly to establish its dominance in sports car and endurance racing. The XK120 had become a formidable competitor in club-level motorsports and the factory soon developed a full-race version officially known as the XK120-C (for Competition), which we all know simply as the C-Type. XK120 running gear was mated to a lightweight tubular frame that was skinned in a beautiful alloy body. The light and powerful C-Type won the 24h of Le Mans on its first attempt in 1951, sparking a string of victories at the French Classic that would last through the 50s. One of the key developments of the C-Type was the use of Dunlop disc brakes in 1953, which truly revolutionized motorsport and were largely responsible for the C-Type’s second win at Le Mans in 1953. In 1954, the D-Type was unveiled as a revolutionary replacement for the C-Type. The traditional tubular chassis was scrapped in favor of a light and strong monocoque chassis. The stunning bodywork was largely the work of Jaguar’s aerodynamics-obsessed stylist Malcolm Sayer. Power came from the proven XK-series inline six in 3.4 or 3.8-liter form (with a 3.0-liter version run in 1958) and fed by either a trio of Weber carburetors or Lucas fuel injection on later cars. The D-Type’s shape played a key role in its success – proving to be more than 12mph faster down the Mulsanne straight than the brutish 4.9-liter Ferraris. With the D-Type, Jaguar scored 3 more victories at Le Mans in 1955, 1956 and 1957 and its sophisticated construction would inspire the next great Jaguar road car; the E-Type of 1961. When it came to racing the E-Type, however, Jaguar seemed to stumble. Management was unsure of how to approach a proper racing version to compete with the likes of the Ferrari 250 SWB and GTO, and they took a bit too long to settle on a concept. The first attempt was a fixed roof car in the spirit of the D-Type. This car, famously known by its registration number “CUT 7” featured Malcolm Sayer’s new low-drag bodywork that was riveted and bonded in place. The gorgeous car was undeniably an E-Type, yet had a distinctly racier appearance. Rather than develop the low-drag, Jaguar shifted focus to a lightweight, all-alloy version of the E-Type roadster of which twelve were built. They featured an aluminum tub and alloy block XK engine but the styling was essentially the same as the road car. The ultimate E-Type came when German Jaguar distributor Peter Lindner and his racing partner Peter Nocker combined the lightweight and low drag concepts. The so-called Lindner-Nocker E-Type was based on Lindner’s own factory-built Lightweight and adapted with Sayer’s low-drag panels. It was enormously fast and more than a match for the Ferrari 250 GTO at Le Mans, and one can only imagine what Jaguar could have accomplished had they put the might of the competitions department behind it. Sadly, Lindner was killed in the car and it was locked away for decades before it was carefully restored in 2011. One other factory lightweight E was developed into a Low-Drag car, famously known by its registration number of "49 FXN". This car would ultimately score the most success on the track, and is still active in historic racing today. Despite the fact that only three cars were built in period, the legend of the Low Drag E-Type has inspired many to create their own versions for race or road, and recreations are formidable competitors in historic motorsport around the world. We are very pleased to offer this gorgeous Jaguar E-Type Lightweight Low-Drag coupe. Based upon a 1962 E-Type, this stunning car has been built from the ground-up to comply with FIA sporting regulations and is legal for both track and street. The fabulous low-drag bodywork was built by Jacob Engineering in the UK, using the finest components finished to a very high standard. With its exposed rivets and aggressive stance, the look is said to be inspired by the famous 49 FXN, albeit with a few personal touches. It sits low on a set of period-look Technomagesio peg-drive wheels which mimic the look of the original Dunlop alloys, but with the strength and durability for modern track use. Sticky Avon CR6-ZZ DOT-race tires give the right period-correct look while offering up excellent grip and handling characteristics. Quality of the metallic silver-gray paintwork is very good, and the car has been carefully enjoyed in the hands of its most recent owner, who maintained it as part of a large collection of significant Jaguar road and racing cars. Featherweight aluminum doors feature sliding Plexiglas side windows and simple door cards trimmed in black. The purposeful, race-focused cockpit is protected by an FIA-approved roll cage but is also trimmed with carpet and sill upholstery to provide a modicum of comfort. The windscreen is heated for clear vision in all conditions. Required FIA safety devices include a plumbed fire system, interior, and exterior electrical cut-off, and Willans 5-point harnesses. It is currently fitted with period-correct 3.8-style seats trimmed in black leather, and a pair of ultra-light form-fitting race seats will also be included for track duty. The current owner updated the steering with a tilt/telescopic column for additional comfort whether on the road or the race course. Beneath the alloy bonnet sits a 3.8-liter XK inline six that is reportedly good for well in excess of 350 horsepower. Built in the UK by the highly respected Jaguar specialists Rob Beere Racing, it is remarkably tractable for road use but is also enormously capable on the track. The engine is mated to a 4-speed all-synchro gearbox, and the suspension is fully dialed in to provide excellent, balanced handling. This car is seriously quick, and in the hands of the current owner (an active vintage racer), was highly successful in JCNA Slalom Competition (Autocross), scoring the second fastest time for the 2016 season and once beating Jaguar’s current F-Type R by a full four seconds. It is believed to have run a number of important UK and European events in the hands of its first owner. More recently, it has done some vintage racing, including an appearance at the Lime Rock Historics. It is currently US-titled and registered for road use, and the sale will also include previous UK V5C registration documents, the MSA HTP (Historic Technical Passport) and the all-important FIA documents which allows entry into virtually any European historic event. Expertly prepared and well-sorted, this gorgeous E-Type Lightweight hints at what could have been if Jaguar followed Malcolm Sayer’s lead and developed the E-Type to take the fight to the Ferrari GTO.
The legend of the Porsche Speedster goes well back to 1954 when Max Hoffman, the powerful and influential American importer of Porsche (as well as Volkswagen, BMW, Mercedes Benz and others) requested a stripped-down version of the 356 to appeal to budget-minded weekend racers. The top-brass at Porsche were all too eager to please Mr. Hoffman and they quickly developed a new lightweight, open-topped 356. Named Speedster, it featured basic fixed-back bucket seats, a distinct cut-down windscreen that could be removed for racing, and rudimentary soft top and side curtains for weather protection. As usual, Hoffman’s read on the US market was spot-on and the Speedster proved to be very popular, particularly in California and among the East Coast sports car racing set. Since then, the 356 Speedster has become one of the most iconic and collectible Porsches of all time, spawning countless replicas, tributes, and imitators to this day. In the late 1980s, Porsche themselves paid tribute to the original Speedster with a 911-based version that would see out the production of the long-running G-Model before the heavily revised 964 was released. A revival of the Speedster had actually been proposed by former Porsche chief Peter Schutz as far back as 1981, however, the Cabriolet was favored for its greater comfort and more universal appeal. But with the Cabriolet well-established, Porsche decided the time was right to have a little fun, and they developed a modern interpretation of the classic Speedster. The new version was based on a standard Cabrio body shell and 3.2 liter running gear, but it sported a new cut-down windscreen that was laid back a further 5 degrees, and a lightweight and simple top which stowed beneath a molded cover that recalled the “bathtub” shape of the 356. The doors featured hand crank windows, and niceties such as sport seats and air conditioning were optional. Also optional was the “Turbo Look” package which was particularly well suited to the “chop-top” Speedster. The performance was essentially unchanged, but outright pace was not the point of the Speedster. This was a car meant for pure, unfiltered driving enjoyment; a modern sports car for the traditional enthusiast. As a special edition swansong to the G-Model 911, just 2,065 examples of the Speedster were produced worldwide before the 3.6 liter 964 series was ushered in. Today, the Speedster has become among the most collectible and desirable of the 3.2 liter 911 series. This spectacular, low mileage 1989 911 Speedster was discovered by its most recent owner in Modena, Italy in approximately 2001. He was immediately struck by the car’s nearly showroom-fresh condition, and a deal was made to buy it on the spot. From there, it was imported to the US where it was properly federalized for use on American roads and it has remained in his collection ever since. Finished in the rare and highly attractive color of Linen Gray Metallic (Code L550) over a black interior, this Speedster presents in stunning condition throughout. It has covered just over 11,000 miles from new and the sparkling condition belies its 29 years. An original Italian market car, this Speedster was very well optioned from new, including the highly desirable M491 Turbo-look package that adds the flared bodywork, brakes and suspension of the 930. Other options include the high-capacity battery, limited slip differential, A/C, and factory security system. According to the previous owner, the exquisite Linen Gray paintwork and body are original, and the paint has recently been ceramic coated for additional protection and a beautiful finish quality. This car features optional manually-adjusted sport seats trimmed in black leather which present in outstanding condition, showing very little use and remaining supple and beautiful. Original black “Silverknit” velour carpets are protected by over mats and are in excellent condition. Features include optional air conditioning, the original Porsche CR21 cassette player, and European market height-adjustable H4 headlamps. The interior of the Speedster is largely unchanged from that of a standard Carrera, and even with the cut-down soft top in place, visibility and headroom remain excellent, even for taller drivers. This car retains its original engine which presents in excellent condition with original factory labels and markings and good quality cad-plated hardware. As one would expect from such a low-mileage 911, it runs exceptionally well and is an absolute joy to drive. The 3.2 liter flat-six is one of Porsche’s finest; powerful yet tractable and virtually bullet-proof, with a surprising top-end punch and that distinctive air-cooled thrum. The famously light front-end allows for unassisted steering that communicates through the driver’s hands with telepathic accuracy. The G50 gearbox feels tight, with crisp and direct shifts through the gear lever. Recent Pirelli PZero tires fitted to original 16-inch Fuchs alloys inspire confident handling and the body feels tight and free of squeaks and rattles. Included in the sale are the original books, owner’s manuals, and original Speedster supplement handbooks. The sale will also include numerous spares, US market headlamps, a factory tool kit and air compressor, as well as the original steering wheel, spare keys, period dealer literature and the necessary Federal DOT/EPA paperwork. This truly exceptional 911 Speedster benefits from meticulous care and limited use in the hands of a series of fastidious owners. One of the most highly collectible of the 3.2 liter G-Model series; this gorgeous, low-mileage example is ready for enjoyment on the road or for inclusion in any serious Porsche collection.
Developing a replacement for the ground-breaking Miura was bound to be a challenge, even for Lamborghini’s young and profoundly talented engineering team. The Miura had caused a sensation with its breathtakingly beautiful lines courtesy of the genius Marcello Gandini at Bertone. It was also an engineering masterpiece, with the world’s first mid-mounted transverse engine that cleverly incorporated the gearbox for efficient packaging. The Miura was the world’s fastest car upon debut, credited with being the father of the modern supercar. However, the competition from Ferrari was fierce, and in the early 1970s time came to design a suitable replacement. Lamborghini’s brilliant chassis engineer Paolo Stanzani’s first order of business was to give the new car – codenamed “Project 112” – more predictable handling. The Miura had storming performance, but it was also quite tricky to handle at high speeds, the transverse layout caused rapid weight transfer which could unstick the rear, causing many a Miura to careen off the road tail-first. Stanzani solved this by placing the engine longitudinally, with a forward-facing gearbox driving the rear wheels via an encased driveshaft. The layout required a new block and sump design for the 4.0 liter V12, but the improvements to handling and shift quality were well worth the effort. A robust tubular steel chassis was developed to accommodate the new running gear, and Lamborghini again turned to Bertone to design a body worthy of the exotic new underpinnings. As before, Gandini delivered a stunning, futuristic design. The LP500 (Longitudinal-Posteriore, 5-liters) was the antithesis of the curvaceous Miura. Edgy, sharp and aggressive, the wedge shape was impossibly low, with a broad, flat windscreen, trapezoidal shapes, and body sides punctuated with distinct slash-cut wheel arches. The unique scissor doors were the final flourish on a truly ground-breaking design. When one of the factory workers first saw the prototype, he exclaimed “Countach!” - An expression of astonishment in the local Piedmontese dialect. After extensive development, the body was revised to allow for better cooling, and the fragile 5-liter engine dropped in favor of the proven 4-liter unit. Development stretched out over three years, but once the final production LP400 Countach debuted, it lost little of its shock value. Through multiple guises and sixteen years of production, the Countach has long been the archetypal supercar. While there have been faster, more extreme versions, it is the pure, uncluttered LP400 that has captured the attention of collectors in recent years. This breathtaking 1975 Lamborghini LP400 Countach is the 45th car produced and one of just 150 total early-style “Periscopio” models. According to the previous owner, this car was completed on April 11th, 1975 and delivered new via the distributor AGECO of Beirut, Lebanon to Prince Bandar Bin Saud of Saudi Arabia, optioned with sports exhaust and adjustable Koni suspension. It remained with the Royal Family for several years before being gifted to their American personal physician, Dr. Terry Bennett. It saw very limited use with both owners, amassing fewer than 8,600 miles from new. At some point, it was repainted from its original black to Amaranto, and it joined a California-based collection. In the hands of its most recent owner, it has been treated to a bare-metal respray and restoration. It was previously believed that the car was originally red, however, factory records indicate was black over a white interior. It is now presented in striking Tahitian Blue over tan/blue interior and shows with fine quality paintwork and excellent panel fit. Detailing is sharp, and none of the original drama has been lost in the restoration. The interior was subsequently restored to a very high standard, using correct-type leather, carpets, and soft trim. Seats, console, and sills are trimmed in beautiful tan leather which shows virtually no use since completion. Blue Wilton carpets provide a pleasing contrast to the hides, and the dash is covered in the correct brownish “mouse hair” suede. Original Stewart-Warner gauges feature in the space-age dash, with the unusual vertical odometer showing a touch over 13,800 kilometers. This car is equipped with factory air conditioning (a necessity in the Saudi desert), and it retains a period correct radio, original switchgear, and even the original Britax seatbelts. Lamborghini’s legendary 4-liter V12 runs beautifully, thanks to an engine-out rebuild by John Whittington of Woodstock, Virginia. As part of the rebuild, the heads were sent to Bob Wallace, Lamborghini’s famed development engineer and a key player in seeing the LP400 through to production. A bespoke run-in stand was built so the engine could be appropriately sorted and tuned before going back in the car where access is limited. The Ansa sports exhaust was restored and re-fitted. Numerous receipts for both the engine and body restoration are included. Lamborghini made extensive use of magnesium in the chassis and drivetrain so these early LP400s are significantly lighter than their later siblings, giving them surprisingly deft handling. In recent years, the Lamborghini Countach LP400 has captured the hearts of collectors. The pure form, devoid of the spoilers and flares of later cars, reflects the brilliance of Gandini’s original concept. We are pleased to offer this beautiful example, benefitting from limited use and an extensive recent restoration. It has had limited public outings, with its only show appearance coming at the inaugural Greenbrier Concours d’Elegance in 2018. It is a beautifully presented LP400, ready to wow onlookers in a show or to enjoy on tours and rallies worldwide.
Citroen’s brilliant SM was born of a desire by Citroen boss Pierre Bercot to offer a sporty DS-based car that could compete with the Porsche 911. Over the course of development, several prototypes were built using shortened DS platforms and various engines, but due to an internal rift between management and engineering who wanted to highlight the brilliant high-pressure hydraulic system, the end result became something wholly different from a 911 competitor. The new car was less a sports car and more a luxurious GT car comparable to a BMW CS coupe or Mercedes-Benz SL. Citroen had already approached Giulio Alfieri of Maserati to design an engine for the project, and by 1968, had acquired the ailing Italian firm altogether. Maserati’s Giulio Alfieri first supplied Citroen with a 90 degree V6 that was, in essence, a Maserati V8 with two cylinders lopped off. This prototype was used to gauge reaction within Citroen, and once the green light was given, Alfieri started with a clean sheet of paper to design purpose-built V6 engine for the new project. When the SM debuted in 1970 it was no longer a lithe sports car, but a full-fledged grand touring car with an exotic, 2.7L DOHC V6, front wheel drive, and a highly advanced chassis. In typical Citroen fashion, the styling appeared to be inspired by science fiction. The long sweeping body penned by the genius Robert Opron featured wheel spats at the rear and actually tapered like a teardrop when viewed from above. Headlamps encased in glass were hydraulically adjustable and swiveled with the front wheels on European models. The look was sleek, aerodynamic and incredibly advanced in the best French Avant-Garde tradition. The advanced chassis featured fully adjustable hydro-pneumatic suspension, load sensitive four-wheel disc brakes and fully powered, self-centering steering that allowed the car to be set up with zero caster, thereby keeping the tires in full contact with the road at all times and completely eliminating bump steer. Passengers were cosseted in a luxurious cabin with rakish bucket seats, metallic detailing, and an instrument panel fitted with fabulous oval dials – including a speedometer that also showed braking distance. A technical and stylistic masterpiece, the SM is truly a car like none other. This 1972 Citroen SM is a very attractive example of the breed, finished in the handsome shade of Brun Scarabée over a natural brown leather interior and presenting in very good driver-quality condition. It is a desirable 5-speed model with covered headlamps that was enjoyed regularly by its previous owner who kept it as part of a large East Coast collection of French and German automobiles. The light metallic color highlights the striking shape which combines large sweeping surfaces with sharply creased details, and this car does not disappoint with its straight panels, crisp lines, and very good gaps. The paint quality is quite good overall, with only a few minor flaws doing little to detract from the otherwise attractive presentation. Exterior detailing is quite good, with straight, original bumpers, rocker panel decos, and stainless steel trim all presenting in fine order. It rides factory steel wheels with original styled-stainless wheel covers and shod with properly sized 205/65-15 Dunlop radials that give the right balance of ride and handling quality. The futuristic interior is presented in excellent original condition, with the natural brown leather seats in fine condition, showing minimal wear. Carpets, headlining and door panels also remain in very good original condition and the signature brushed gold-colored console and instrument fascia inlays are excellent, as are the original gauges and switchgear. An aftermarket radio is fitted in the center console in its unusual but factory-correct location at the driver’s elbow between the front seats. Overall, the interior is very well presented, having been carefully preserved in largely original condition. At the heart of the SM is Maserati’s purpose-built 2.7 liter V6, which runs very well thanks to regular maintenance in the hands of its last owner. The underhood presentation is proper and clean, with correct green paint on the Citroen hydraulic components along with tidy wiring and plumbing. The cutting-edge hydraulic system powers the brakes, suspension and the unique DIRAVI self-centering steering system. The hydraulics benefit from recent servicing, with newer rear shock absorbers and hydraulic accumulators. It functions as it should; providing the signature ride quality, self-leveling ability, and ride height adjustment. The car performs beautifully on the road, with Maserati’s gorgeous V6 delivering smooth and linear power with a magnificent Italian soundtrack and crisp shifting 5-speed manual transaxle. This 1972 SM is a very strong example of Citroen’s masterpiece. Well maintained and presented in desirable colors and specification, it delivers the exquisite ride and performance that make Citroen’s revolutionary GT car so unique among its peers and truly like no other automobile before or since.
In 1916, Hudson was enjoying steady success in the automobile market. The Detroit-based company may not have been the biggest manufacturer, but they offered a high quality car with excellent performance at a reasonable price. Soon, however, other manufacturers began offering cut-priced brands that threatened to undermine Hudson sales. It was decided that Hudson would join the low-price car market with a new sub-brand called Essex. Production began in 1918, but war efforts meant that just 92 cars would be built that year. 1919 proved to be an altogether different story, with 21,879 Essex cars delivered. As with Hudson before, Essex quickly earned a reputation for excellent performance, quality and reliability at a very competitive price. Initially powered by a line of F-head four-cylinder engines, the Essex range gained an all-new inline six in 1924. By 1927 the so-called “Super Six” had completely replaced the four-cylinder lineup as Essex crept closer to its Hudson siblings in price and performance. Also in 1927, Essex introduced the stylish little “Sportabout” roadster with handsome rumble-seat boat-tail coachwork. At just $700, the Sportabout was a tremendous value, and it is said that even Henry Ford took note and considered offering his upcoming Model A with a more powerful engine in order to compete with Esssex. The momentum at Essex continued into the 1930s when, in 1931 the styling was thoroughly refreshed and the engine was enlarged to 175 cubic inches. Now producing a healthy 60 horsepower, the Speedabout was renamed “Sport Roadster” and wore a stylish new body, which was built by Murray of Detroit. Despite remaining an outstanding value at just $725, the Sport Roadster did not sell in large numbers and was dropped in 1932, which incidentally was also the final year of the Essex name, as it would be called “Terraplane” from 1933 onward. One of just a handful of known survivors, this delightful 1931 Essex Super Six Sport Roadster is handsomely presented in period-correct livery, wearing a well-preserved older restoration. This car was once part of the legendary William F. Harrah collection, and it is said to have been in very original condition when it was sold at auction following Mr. Harrah’s death in 1984. It was purchased by a collector from Oregon who would eventually treat it to a full restoration in the colors it wears today. The understated cream body and light brown fenders are accented with attractive green trim and wheels – the same color scheme shown in the 1931 Essex brochure. Following its restoration, the Essex remained in the same Oregon collection until around 2007, trading hands twice more since. With each subsequent owner, the Essex has been kept in fine condition yet also appears to have been used and driven, with the restoration now showing a light patina that encourages regular enjoyment. As the value and style leader of the Essex line, this Sport Roadster is very well equipped with dual sidemount spares with hard covers, wire wheels, Essex radiator mascot, twin trumpet horns, a folding windscreen and twin tail lights. The fittings and plating remain in very good condition, and the body exhibits good overall fit and alignment. The two-seat cockpit is trimmed in tan leather and carpet with matching materials used in the rumble seat. The leather has taken on a charming character, showing some use but remaining supple and in good order. Under the hood, the correct 175 cubic inch engine is presented in good condition overall, with tidy detailing and a period-correct appearance. The chassis and undercarriage are similarly tidy, showing some use but remaining in good order. True to form, this Essex is a delightful driver’s car with ample power from the six-cylinder engine and an easy to use 3-speed manual gearbox. All Essex cars of the era were equipped with reliable Bendix four-wheel mechanical brakes. Approachable and with an appealing patina, this Essex would be right at home in AACA events or similar Hudson Club tours and gatherings. Rare, stylish and overflowing with charm, this Essex Super Six is perhaps one of the most affordable entries into the rarified world of Boattail Speedster ownership.
Shortly after E.L. Cord’s takeover of Auburn in 1924, the Indiana-based manufacturer was enjoying quite a renaissance. After years of building good quality but rather staid cars, E.L. Cord transformed them into one of the most exciting American automobile companies of the time. Using engines supplied by Lycoming (part of Cord’s ever-growing business empire), Auburn established itself as a leader in the entry-level luxury market, with some of the most affordable and stylish 8-cylinder cars in the segment. Despite the onset of the Great Depression, Auburn was still enjoying brisk sales in 1931 thanks to the 8-98 (8 cylinders, 98 horsepower). While traditional sedans and touring cars made up the bulk of the sales figures, it was a new Speedster would be the sporting leader of the lineup. With a fabulously sleek body designed in-house by Alan Leamy; the Speedster featured a V-shaped windscreen, sweeping fenders, a disappearing top and a fabulous and flamboyant boat-tail treatment to the rear bodywork. A sportsman’s dream, the new Auburn Speedster stood at a mere 68 inches tall, and thanks to that sleek and lithe bodywork, the Speedster lived up to its name with robust performance and handling. The Auburn Speedster soon became one of the most sought-after motorcars in high society, despite it being one of the most affordable cars in the class, it served as the stepping stone to the Auburn-Cord-Duesenberg Empire. Our featured 1931 8-98 Speedster is a sound example wearing an accurately created speedster body built in steel on a genuine 1931 Auburn chassis. It presents in fine condition, wearing an older restoration that has seen a fair amount of use, remaining in excellent mechanical order and is a real pleasure to drive. It is finished in an attractive tan color scheme with blue accents and wheels, a combination that lends a touch of a nautical feel to the stylish Auburn. One could easily imagine this fabulous machine cruising coastal boulevards of toney playgrounds like Newport, Rhode Island or Charleston, South Carolina in the 1930s. While the restoration has taken on a bit of patina, including some crazing and blemishes in the paintwork, it remains generally shiny paint and good-looking with straight, well-aligned panels. In keeping with the sporting nature of the Speedster, the body wears a variety of accessories including dual Pilot Ray driving lamps, a winged Auburn radiator mascot, dual side-mount spare wheels with metal covers and Auburn mirrors, and a set of very interesting period-look turn indicators. The quality of the chrome and brightwork is good, appearing to have aged well since the restoration. Seats and door cards are trimmed in navy blue leather in the sporty two-place cockpit, while dark blue carpets nicely tie together the exterior paint scheme. Original instruments, switches and controls all remain in very good order and chrome interior fittings show nice quality plating. A tan cloth soft top functions properly, hiding beneath a body-color cover when open. Lycoming’s robust inline-eight cylinder is a marvelous engine, with smooth, unflustered power and plenty of low-end torque for easy motoring. It is well detailed with correct paint colors and finishes, showing in good, sound order throughout. It runs and drives exceptionally well, feeling very well-sorted in the chassis and engine all while emitting a fabulous, 8-cylinder baritone exhaust note that pairs perfectly with the sporty, racy bodywork. With its impeccable period style and mechanical quality, this Auburn Speedster is a good example that is a delight to drive and can be toured and enjoyed as is, or form the basis for a straightforward cosmetic freshening. It has proven itself worthy in the AACA with a Senior Award in 2008 and is ready to be enjoyed in the CCCA, ACD Club, or on classic tours and rallies.
In Europe and England in the 1950s, skyrocketing fuel prices brought on by the Suez Crisis were driving sales of microcars and so-called “bubble cars”. BMC chief Leonard Lord considered these motorbike-powered cars dangerous and uncivilized, so he charged his team to develop a compact car capable of carrying a family of four with a level of refinement not found in micro cars. Alex Issigonis was lured away from Alvis to spearhead the engineering team and his only limitations were that the car should fit in a 10 x 4 x 4 foot box, and be powered by an existing engine to keep costs low. Issigonis’ resulting front-drive, transverse-engine Mini would soon prove to be one of the most influential cars of all time. More than 5 million were built between 1959 and 2000, along the way becoming a cultural icon and symbol of British pride. The Austin Mini is a truly classless automobile that was embraced by everyone from the working man to the Royal Family. Despite its pragmatic purpose, the Mini’s innovative hydrolastic suspension and “square” stance gave it tremendous kart-like cornering ability. This captured the attention of Issigonis’ friend, racing car builder John Cooper. Together the pair persuaded reluctant BMC management to allow them to develop a hot version of the Mini for homologation purposes. The resulting Mini-Cooper featured a larger engine, front disc brakes, twin SU carbs and a close ratio gearbox. The Cooper was followed by the Cooper S, with 1,071 cc or 1,275 cc engines to homologate the car for the Under-1100 and Under-1300 classes, respectively. The Cooper and Cooper S took the rallying world by storm, and could also be seen handily whipping much larger competition in the British Saloon Car championship. In the same way the standard Mini was a British pop-culture Icon, the Cooper S became an icon in the world of motorsports. This fabulous 1965 Austin Mini Mk1 is one of just 2,384 originally built to the hottest 1275 cc Cooper S specification. The accompanying British Motor Industry Heritage Certificate shows this car was special-ordered via Wimbledon Motor Works, Ltd of London with a build date of September 22, 1964 and that it is one of just 1,060 of its type built for the home market. It was finished as it is today in Tweed Gray with an Old English White roof and despatched on October 5th 1964, registered “FLO 979C”. The first owner was an advertising executive named Roger John Paterson, who registered the car through his company, S.P.M. Advertising, Ltd. Mr. Paterson specified his Mini in the same configuration as the Works racers, and it is clear that he was quite fond it, retaining the car for nearly four decades. Unlike so many examples of the Cooper S, Mr. Paterson kept his car in road trim and never raced it, so it has survived the years remarkably intact, down to the correct original engine, body and hydrolastic suspension. It was used regularly before being taken off the road between 1976 and 1981, when it was treated to a light restoration and returned to duty with the Patersons. The Cooper S would stay in the family until Mr. Paterson’s death in 2003. At that time, Mrs. Paterson consigned the car with UK specialist Sussex Sports Cars. Following the sale, the second owner returned “FLO” to Sussex Sports Cars for a more comprehensive restoration. Part way through the project, he sold the car and the new Italian owner had it converted to left hand drive and the interior updated with red highlights, though he never took delivery. Now fully restored, FLO 979C would pass through the hands of respected dealer Duncan Hamilton before crossing the pond to join the personal collection of noted dealer and enthusiast Bill Noon in 2006. Mr. Noon would have the Cooper S sympathetically prepped for historic rallying. It was issued an FIA passport and in 2008, Noon and his co-driver would compete in the legendary Tour Auto in France. The car performed very well, even winning one of the hillclimb stages outright. Mr. Noon parted with “FLO” in 2011, when it joined a large collection of English and European sports cars. Recently refreshed and presented in fast-road specification, this Mini Cooper S remains in excellent condition, wearing its original livery of Tweed Gray with Old English White roof. The paint is in excellent condition, and the body is straight and tidy. Chrome and bright fittings are in fine order, and the car rides on correct original steel wheels wrapped in sticky 165/70R-10 Avon CR6 ZZ tires that are equally suited for road or rally duty. The interior remains in excellent condition, in left drive and with red and gray trim using correct type materials and patterns. It presents in fine fettle throughout, with very good detailing. Should the next owner want to participate in more serious events, a pair of color-keyed racing bucket seats will be included, as will the Safety Devices roll bar and a discreetly installed on-board fire system. The 1,275 cc Austin A-Series engine presents in beautiful condition in factory correct dark green paint and topped by twin S.U. carburetors complete with original air cleaner intact. The engine runs well and delivers a healthy punch, propelling the tiny Cooper along the road at surprising speed. Combined with the hydrolastic suspension and grippy Avon rubber, the driving experience is an absolute thrill. This is rare opportunity to acquire a genuine, documented Mk1 1275 S with matching numbers and excellent history from new. Discreet modifications make it ready for the road or for use in any number of driving events worldwide. A sheer delight to experience, this is a wonderful example John Cooper’s legendary giant-slayer.
The Toyota Land Cruiser is a vehicle that practically defines dependability. Since their inception in the 1950s, Toyota’s storied off-roaders have been proven in some of the harshest conditions imaginable, and over the course of six decades, the Land Cruiser name has become a benchmark for reliability. It likely comes as little surprise to learn that the concept for the Land Cruiser was inspired by the American Jeep. In 1950, the US Government commissioned Toyota to build 100 Willys Jeeps for use by the Military Police during the Korean War. Toyota obliged but immediately saw room for improvement on the old American design. In 1951 Toyota developed their own prototype which drew on the best the Jeep had to offer but with numerous improvements and refinements. Production of the “Toyota Jeep BJ” began in 1953 and the vehicle was put into service primarily for police and military use. In 1954, the civilian version gained the Land Cruiser name, becoming a welcome tool for farming, construction, industry, or anywhere else a rugged all-purpose truck was needed to traverse difficult terrain. In 1960, the 40-series Land Cruiser was unveiled with all-new body styling, an improved chassis and new engine options including gasoline and diesel power. The 40-series and its derivatives remained in regular production for 24 years, earning its place as a legend for its unbreakable nature as much as its tough-guy good looks. In the 3+ decades since production of the 40 series ended, these trucks remain highly collectible and have spawned an entire sub-culture within the classic car world. The FJ40 is simply one of the greatest vehicles of all time. We are pleased to offer this truly outstanding, exquisitely restored 1968 Land Cruiser FJ40 Hardtop. Subject of a ground up, nut-and-bolt restoration performed by marque experts, this FJ features several subtle upgrades to improve the driving experience. Finished in Heath Gray (Toyota code 113) with a white roof, the paint quality is outstanding, detailed to factory-fresh standards, with a look that is very authentic without appearing over-restored. Period accessories include rubber bumper guards and original fog lamps. Panel fit is consistent and factory appropriate. As with most FJ40s, the hard top can be removed, and the body features the split tailgate with swing-out rear doors. It rides on painted steel wheels with polished stainless early-type dog-dish hubcaps. The wheels wear aggressive Firestone Super All Traction tires that give a vintage look but are upsized slightly to fill the wheel wells and provide a bit more clearance should you decide to hit the trails. The chassis has been fully restored to a similarly high standard as the body. Suspension has been fully rebuilt, giving a very slight lift to allow for the larger tires. The frame and major components have been painted or powder coated with the same fastidious care given to the body and it remains in very clean and tidy condition, showing only minimal use. The stout and torquey F145 3.9 liter inline six runs strong, starting readily and sending power through the original-type 3-speed manual gearbox. The engine is pleasingly detailed with appropriate hardware and fittings, while the only obvious deviation from stock is the addition of the A/C compressor which has been integrated and plumbed to give a factory-look. Another welcome upgrade comes in the form of a discreet electric power steering system with an adjustable assist feature that is adjusted via a dash mounted rheostat. The finely restored interior retains the original FJ’s purity and simplicity, but with subtle upgrades that include custom tailored floor coverings and an under-dash A/C unit. The front 60/40 bench seat and twin rear jump-seats are trimmed in high quality charcoal upholstery as original. Period touches include a solid-state radio, correct rear hatch stays, OEM switches and original steering wheel. The restored original jack is in place in the under-seat storage box while the jack handle and tire tools are fitted in the rear compartment as correct. This FJ40 is an outstanding example in attractive colors that captures the essence of what makes these trucks so desirable, while affording the driver some welcome improvements to comfort and drivability without sacrificing the purity of the original design. Still fresh from its 2017 restoration, it is ready to serve as a loyal companion exploring trails, on fishing excursions, or simply for casual trips around town.
Mercedes-Benz introduced the W111 in 1959 as a broadly-applied platform that would serve as a replacement for both the bread-and-butter Ponton sedans as well as the complex and expensive Adenauer coupes and sedans. The versatile chassis architecture formed the basis of everything from four-cylinder diesel taxicabs to luxurious, air-suspended six-cylinder limousines. In 1961, the be-finned “Heckflosse” sedans were joined by the elegantly styled two-door coupe and cabriolet. The sedan’s upright styling with somewhat awkward tail fins was a blatant appeal to the American market, while the coupe and cabriolet featured more modern, more subdued style that was considerably more timeless in appearance. The revised styling of the two-door cars was so well received that it would inspire the Heckflosse’s replacement, the W108 of 1965. The two-door W111 would outlive its finned four-door counterpart by several years, continuing production through 1971. Handsome and luxurious, these were the last truly hand-built Mercedes-Benz cars, assembled with great care by the expert staff at Mercedes’ storied Sindelfingen works. The glamorous cabriolet and its elegant coupe sibling offered luxury paired with exceptional build quality; a Teutonic counterpoint to the opulent Rolls-Royce Corniche. A wide variety of engines would feature in the W111 but the flagship coupe and cabriolet were limited mainly to the refined and powerful inline six-cylinder petrol engines, with an all-aluminum 3.5 liter V8 joining the range late in production. When equipped with the 2.8 liter Bosch-injected inline six, the 280SE is a massively capable car; luxurious and comfortable with continent-crushing high-speed ability. In recent years, the 280 SE has become one of the most desirable of all post-war Mercedes cars this side of the 300SL. Collectors have taken notice, and these fine cars are cherished for their rarity, quality, style and performance. Benefitting from a recent high-quality restoration, this 1969 280 SE Cabriolet is an impeccably presented example of Mercedes’ definitive luxury grand touring car. One of just 1,390 open-topped 280 SEs built over a four year run, this car is finished in its original and elegant color combination of Sand Beige (DB 467) over Dark Brown leather (248) with a complementary brown canvas soft top. The bare metal rotisserie restoration, performed between 2009 and 2011, is beautifully finished with outstanding paint quality and crisp, straight panels displaying excellent alignment and gaps. As part of the restoration, the extensive chrome and bright work was removed and fully restored, Fit and finish is exquisite, as one should expect from a properly restored 280 SE. It rides on factory original steel wheels with color-keyed full wheel covers, shod with Michelin narrow-band whitewall tires as is correct for the period. In addition to the body, the interior has been fully restored with the upholstery, wood trim and brightwork finished to a high standard. An original high-spec US market car, it is equipped with numerous desirable options that include electric windows, Frigiking air conditioning, dual front arm rests and a Becker Grand Prix AM/FM radio with automatic aerial. The dark brown leather trim is beautiful; handsomely complementing the paint color and finished with factory-correct grain and patterns. The seats, carpets and interior panels show virtually no use since the restoration, the leather appearing hardly broken in. The soft top has been fully restored to include the insulated headlining as original, which helps keep wind noise at a minimum when motoring with the top up, and a brown leather top boot to keep things tidy with the roof down. The trunk is correctly finished in satin black, and an original first-aid kit, owner’s manual and a rare factory tool kit are included. Underhood presentation of the 2.8 liter Bosch fuel-injected inline six is excellent and up to the standard set by the rest of the car. Records indicate the engine was rebuilt at considerable cost as part of the restoration, and was fully detailed prior to its reinstallation. Notable details include the gold-cad plated brackets and fuel pipes, firewall insulation pad, and white-case Mercedes-Benz battery. The impressive appearance of the engine bay is backed by strong performance and exemplary road manners. These wonderful cars bridge the modern-era Mercedes with the classic, hand-crafted models of the 1950s and 60s. Beyond their historical place in Stuttgart lore, they are simply outstanding automobiles to drive and own, cherished by collectors and marque enthusiasts. This fine example is ready for its next owner to cherish and enjoy covering effortless miles in high style.
Luigi Chinetti was a tough and gritty racing driver who gave Enzo Ferrari his first of many victories at Le Mans behind the wheel of a 166 MM Barchetta. As a reward for his efforts, Enzo put Luigi in charge of establishing Ferrari’s business in the critically important American marketplace. A shrewd and intelligent businessman, Chinetti transformed Ferrari from an esoteric curiosity into a household name in America. Through his dealership in New York and later Greenwich, Connecticut as well as his successful North American Racing Team (NART), Chinetti was a highly influential voice in Enzo’s inner circle. Along with his son, Luigi “Coco” Jr., Chinetti Motors would be instrumental in several limited production factory models such as the 275GTS/4 NART Spyder, and its successor, the 365 GTS/4 Daytona Spyder. The Chinettis were also prolific consumers of one-off and limited production coachbuilt Ferraris. They ordered a number of special road and racing cars through various coachbuilders and were responsible for most of the limited number of coachbuilt Daytonas in existence. In 1974, Chinetti partnered with Giovanni Michelotti to produce a car that would serve as NART’s next Le Mans entry. Based on a standard road car, it was upgraded to Group 4 specs and Michelotti, famous for his crisp and linear style, penned an arresting wedge-shaped, targa-top body which was based on an earlier Geneva show car. The curious racing car was finished in a colorful livery with a vivid, and fully trimmed blue leather interior. Entered at Le Mans and Daytona, it would never take the track in anger, but the shape inspired Chinetti Motors to commission several more similar cars based on the unique racer. Our featured car, S/N 14299, is the first of three road-going NART Daytona Spyders; a very special car that was personally commissioned by Luigi as a gift for his wife Marion. The story of 14299 begins in 1971 when it was delivered as a standard road-going 365 GTB/4 Daytona to Dr. Silva via Chinetti’s Greenwich, CT showroom. The car was used sparingly and, in 1975 it returned to Chinetti motors, presumably on a trade. Rather than turn around and re-sell the car, Luigi Sr. kept it and, along with two other Daytonas, shipped it to the workshops of Giovanni Michelotti to be rebodied with the uniquely angular and sharp style inspired by the NART Le Mans car. The three NART Daytonas were crafted using the same wooden buck, though each was unique in trim and details. The body, constructed of aluminum and fiberglass, was quite fresh and modern for the time, with faired-in bumpers, sculpted sills, subtly cut down doors and a distinct wedge profile that was de rigueur for the 1970s. It is a unique and striking shape; balanced and aggressive yet unmistakably Ferrari, despite the fact that very few original fittings remain. Mechanically, the NART Spyder used the original Daytona engine, gearbox and chassis, with the lightweight body enhancing performance. Fresh in its new coachwork, S/N 14299 was presented to Marion Chinetti in 1977 finished in an attractive combination of dark blue with lighter blue sills and bumpers, accented by a rich arancia leather cabin, a livery which it retains today. She would use the Ferrari for only a brief period of time, amassing fewer than 1500 miles while in her tenure. In 1980, the still fresh design was shown on the Michelotti stand at the Torino Motor Show, and immediately afterward was loaned to the Musée des 24 Heures du Mans where it remained on exhibit through 1982, the same year of Mrs. Chinetti’s passing. In 1985, it was acquired by a Los Angeles classic car dealer Marty Yacobian who kept the car in his personal collection before it was acquired by another well-known dealer and collector, Marv Tonkin of Portland, OR. In 1991, Mrs. Chinetti’s Michelotti Daytona joined the renowned Jon Shirley Collection in Washington, where it remained a proud fixture among multiple important Ferraris for the next twenty-two years. In 2009, the Daytona earned its Ferrari Classiche “White Book” authentication for Ferraris of historical importance. Mr. Shirley sold 14299 in 2013, and it has remained with just one other collector since. Today, the car presents in exceptional and highly original condition, with a light patina acquired from the years of limited and careful use. The striking metallic blue paintwork presents quite well. While showing its age in places, it remains very attractive for what is essentially an unrestored car. Build quality of the Michelotti body is excellent and the car wears many of its original fittings, including the period Cibie Iode fog lamps, ANSA exhaust, Michelotti badging and hard top. The “Marion” script on the doors and large NART insignia on the boot lid remain, as originally presented to Mrs. Chinetti in 1977. Michelotti fully reworked the standard Daytona interior with a bespoke dash and unique seats, incorporating factory instruments and switchgear into the new design. The tan leather cabin is in outstanding original condition, remaining totally stock apart from the fitment of an aftermarket radio. This a fully functioning, coachbuilt car featuring electric windows, air conditioning, and a properly fitted soft top. The beautiful Arancia tan leather is accented with brown carpets, brown leather instrument clusters, and a fat-rimmed Momo steering wheel. Mechanically, the NART Daytona remains in excellent condition. It runs strong and feels even more aggressive than a standard car – perhaps due to the lighter coachwork. While the total mileage on the chassis is unknown, it has seen only limited use in the years since its conversion, and it feels tight and solid as only the best low-mileage cars do. According to the Ferrari Classiche report, s/n 14299 retains its original engine and sextet of Weber 40 DCN 21 carburetors. The engine is very well detailed and presented in tidy original condition. As expected of a properly preserved Ferrari, it retains the original tool kit as well as the jack bag with jack and wheel tools. Period correct Michelin XWX tires are fitted to magnesium alloy Cromodora knock-off wheels which are a later addition that better suit the angular, futuristic Michelotti lines. Otherwise, s/n 14299 remains as it was when gifted to Marion Chinetti over 40 years ago. This very special Ferrari has a fascinating history with a handful of owners who have each worked to preserve this outstanding piece of marque history. It is a magnificent example of the ultra-rare coachbuilt Daytona and a fabulous expression of advanced 1970s Italian design courtesy of the great Michelotti.
In 1953, Studebaker unveiled the sleek and stylish Champion/Commander Starliner hardtops and coupes. The striking and futuristic design looked fast standing still though the family of somewhat anemic inline six-cylinder engines meant performance didn’t always live up to the promises made by the bodywork. For the 1956 model year, Studebaker lacked the budget to develop a new car from scratch so the Commander and Champ were heavily reworked by the team at Raymond Loewy Studios. A bold new grille mimicked the intake of an F-86 Sabre jet fighter, making room for the big 352 cubic inch Packard OHV V8 engine which finally gave the svelte Studebakers performance to match their looks. Touted as the “Family Sports Car”, the new Golden Hawk was one of the most unique cars of the era. Packard’s big 352 cubic inch V8 gave the Golden Hawk impressive straight-line performance, but it was also quite heavy and the enormous weight over the front axle gave translated into questionable handling characteristics. For the 1956 model year, Packard’s 352 was superseded by the significantly lighter Studebaker-designed 289 cubic inch V8. On paper, this might seem like a downgrade, but the addition of a belt-driven McCullough supercharger allowed the 289 to punch out a very stout 275 horsepower and 333 lb. - ft. of torque. Over 100 pounds were shed from over the front axle, making the four-seat Golden Hawk surprisingly fast. It could easily outperform both the Ford Thunderbird and Chevrolet Corvette in a straight line, and now had vastly improved handling to hang with its two-seat rivals on twisty roads. The body retained the old roofline of the Starliner, but was brought in vogue with fiberglass fins (to the disdain of Robert Bourke, the Starliner’s designer), a hood bulge to clear the blower, and unique trunk lid with a fluted rear panel. The Golden Hawk proved to be one most powerful American GT cars of the era, made even more impressive by the shoestring budget under which it was developed, and today is counted among the most desirable and collectible of all Studebakers. This striking 1957 Studebaker Golden Hawk is a wonderful example wearing a finely-preserved older restoration. Recently out of 14 years in a large and diverse collection of sports cars, this Studebaker was originally a delivered to California where it remained for many years, documented via old registration slips and a UC Davis parking sticker from 1964. Looking sharp and attractive in its factory-correct Arctic White with Tiara Gold inserts, optional dual rear antennas, dual exhaust and tinted glass, this is an outstanding car with a superb presentation. The handsome body is very straight with consistent panel gaps and doors that shut with satisfying solidity. Paintwork is highly attractive, having been well-maintained since the restoration was completed. It shows only a few minor touch-ups upon close inspection. Chrome and stainless brightwork is in beautiful condition overall, with a mix of restored and preserved original pieces. The bumpers feature excellent plating, and the stainless side moldings and window trims are straight and properly aligned, with only the beltline moldings and the original mirror shows some minor pitting. Like the Starliner before it, the Golden Hawk is rakish and low; this car sitting properly on Tiara Gold steel wheels with original stainless hubcaps and fresh Firestone Deluxe Champion wide-whitewall tires. The numerous exterior and interior options are confirmed via the included Studebaker build record. A rare and desirable gold interior presents in excellent condition with restored seats complementing preserved original two-tone door and interior panels. The original radio remains in place and the fittings and controls all appear to be excellent originals. Carpets are correct gold nylon loop and the trunk is properly detailed, housing the spare wheel and jack. The spacious and comfortable interior gave the Golden Hawk an advantage over the competition, allowing room for five while appealing to the sporting driver with its purposeful race-inspired gauges and engine-turned alloy fascia. The McCullough Supercharged 289 cubic inch V8 is tidy and well detailed, with correct air cleaner fittings and hardware. It is clean and appears well sorted without being fussy or over-restored. The undercarriage is similarly tidy, appearing very correct and showing minimal road use. The engine runs strong and the car is simply a pleasure to drive; the abundant power and low-end torque from that blown V8 lending it an impressive turn of speed. Power is sent through an automatic transmission and optional Twin-Traction rear differential. With unique Jet-Age style and the grunt to back it up, this Golden Hawk certainly lives up to the “Family Sports Car” moniker its creators gave it. This is a very fine example of Studebaker’s legendary Golden Hawk, a fabulous driver that is ready for events or casual show.
In the 1950s, Fiat’s small, humble and rugged automobiles helped put Italy - and much of the rest of Europe - back on wheels. Fiats of the post war period were excellent basic transportation, and while the company had an illustrious record in motorsports prior to WWII, they were long done with factory supported racing. But in 1952, the Austrian-born Italian transplant Carlo (née Karl) Abarth came along to unlock the hidden potential within those tiny Fiats. A skilled engineer and former European championship-winning motorbike sidecar racer, Abarth offered tuning kits before moving on to modified production cars and eventually his own, bespoke racing machines. Carlo Abarth would work his magic on numerous cars throughout his career including Lancia, Simca and even Porsche, but it is the relationship with Fiat that cemented his firm’s reputation and brought them the overwhelming majority of their competition success. 1956 witnessed the introduction of the Fiat 600-based Abarth 750. Built to contest the highly competitive 750 cc classes at events like the Mille Miglia and Targa Florio, Abarth used the basic 600 chassis and suspension architecture, but essentially scrapped everything else in the name of lightness and power. Fiat’s four-cylinder water-cooled engine was punched out to 767 cc and upgraded with new intake, a reworked cylinder head, and free flowing exhaust. Oil capacity was increased via a larger sump which served to keep things cool and prevent starvation during hard cornering. Different coachbuilders were contracted to build bodies, but it is the work of Zagato that is most often associated with the classic Abarths of the 1950s and 1960s. Zagato’s rounded shape helped cheat the wind, and the roof featured a pair of humps to allow a bit of extra head room for helmeted drivers - earning the car the nickname “Double-Bubble”. The rear engine lid featured twin scoops that mimicked the roofline and fed additional cooling air to the engine at speed. Light weight and devastatingly effective, the Abarth 750 Zagato satisfied Carlo Abarth’s expectation for a smallbore G.T. car that could not only dominate its own class, but run at the sharp end of the field against cars twice its capacity. This 1959 Fiat Abarth 750 Zagato is a proven and wonderfully-presented example of the desirable, pint-sized racer for the road. It is in excellent condition throughout, benefitting from sympathetic restoration work and expert care. This car, chassis number 558327, was built in road-going trim and is equipped with bumperettes front and rear, as well as a smattering of additional trim to thinly disguise its purposeful, race-bred roots. The Zagato-built coachwork is in excellent condition; the alloy panels being very straight and clean, and exhibiting very good fit. The bright red paintwork shows in fine order throughout, having mellowed slightly since its restoration. Other features include covered headlamps, correct wheels with chrome hubcaps, and badges that proudly proclaim Abarth’s past success in 750 Gran Turismo racing. The signature Italian pushbutton handles open the featherweight door to reveal a surprisingly spacious interior that belies the tiny outside proportions. Taller drivers will appreciate Zagato’s signature roofline as well as the rear-engine layout that affords plenty of leg room. The seats are trimmed in biscuit tan leather with black piping, along with black carpeting and tan panels. The interior was refreshed in approximately 2004 and it remains in excellent condition today, the seats having just taken on a broken-in character that suits the car well. For road rally duty, a roll bar has been integrated behind the seats. The dash features a full complement of original Jaeger gauges and the wood-rimmed, period Nardi wheel has been refinished to a high standard. While the interior certainly feels special on its own, the excitement really comes once the gutsy little four-cylinder engine is fired up. This car is powered by a later 903 c.c. 850-series engine, but it retains many important and correct Abarth components such as twin 34-mm exhausts and the high-capacity finned-alloy sump. Fiat were masters of efficient packaging, and while the tiny engine bay is tight, all major components are surprisingly easy to access for service and the engine on this example is very well presented with correct fittings and hardware. The lively little engine runs strong and this car has proven itself on events such as the challenging California Mille in 2010. Paired with that wonderful engine is a sublime chassis with delicate steering, four wheel independent suspension and powerful drum brakes. Tipping the scales at just 1180 pounds, the Abarth 750 Zagato is a true featherweight. Small but mighty, the Double Bubble Abarth can easily hang with Porsche 356s and Alfa Romeos of twice its displacement – and there is no shortage of drivers who have experienced the surprise of being passed by one! While there is no doubt that this Abarth 750 Zagato is a desirable collector piece, it is also one of the most charming and enthralling driver’s cars of the era. Sure to bring great pleasure to its next owner, this wonderfully presented example is eligible for numerous rallies, tours and track events worldwide.
In 1935, Lagonda had its back against the wall. With all of the press and prestige that came with the M45’s surprise victory at the LeMans 24 hour race, not enough buyers were stepping up and the firm was facing receivership. Management had brought in 29 year old Alan P. Good, a financial wizard who amassed enough investors to save the firm. Good, along with recent arrival W.O. Bentley were motivated to build the finest cars in the world. Bentley had recently lost control of his own firm to Rolls-Royce, and was given a menial title and treated as a glorified test driver, so he was eager to utilize his engineering skills and attempt to humble the bosses at Rolls-Royce. He set to work at Lagonda designing an all-new and highly advanced V12 engine that would go head-to-head with the new Rolls-Royce Phantom III. The Lagonda V12 was a marvel of technical sophistication – powerful and turbine smooth, yet also notoriously complex and expensive. It is said that even an experienced Lagonda engineer required a full 18 hours to dismantle the V12, and that’s with all the special tools at hand. Alongside the new V12, Lagonda continued to refine their Meadows-supplied 4.5 liter inline six that had been in service since 1933, powering the M45 and LG45 as well Invicta’s 4.5 and others. Given the complexity and development time required of the twelve, it was wise to offer the Meadows six alongside as an alternative power plant. While it may seem like “half the engine” of its V12 counterpart, the six was surprisingly similar in many ways – 4479 cc for the V12 and 4453 cc for the six – with output equally similar, the twelve making 160 horsepower to the six’s 140. Many of the improvements for the Sanction 4 Meadows engine were courtesy of Harry Weslake – the great engineer who would design numerous Grand Prix and sports car race-winning engines. The uprated Meadows engine was soon mated with the advanced chassis of the V12 model to form a sporting car that would be considered Lagonda’s ultimate six-cylinder model: The LG6 Rapide. We are honored to offer chassis number 12358 – one of just six LG6 Rapide Dropheads built. This magnificent automobile features four-place drophead coupe coachwork, designed in-house by the great Frank Feeley. According to the accompanying original registration logbook, it was first registered “DFG 800” on June 14, 1939 to Lieutenant-Colonel Michael Lindsay. Lt. Col. Lindsay would own this car until 1953 and it is said that he drove the car as its name implies, and that he thoroughly enjoyed every moment of it. This LG6 would have been one of the fastest cars of its day, and Lindsay would recall many years later that he was only passed once in 14 years behind the wheel of DFG 800! The LG6 would pass to Mr. Patrick Alexander R. Lindsay from 1953-1960, then to James Dutton Knight of Rolled Steel Products from 1960-1964. It then found a long-term owner in Michael Edward Malone who cared for the Rapide from 1964-1984. In 1984, 12358 was acquired by noted Lagonda collector, enthusiast and marque expert Bernd Holthusen of Germany. It was upon his acquisition of the car in 1984 that he spoke with then-General Michael Lindsay who recounted tales of his high-speed adventures and how much he enjoyed his time with this very special car. In the 1990s, Holthusen determined the car was due for restoration. He felt it was so attractive in its apple gray over green hides and hood that it was decided the car should stay in the original colors. In 1999, the Meadows six was meticulously rebuilt and carefully upgraded using techniques learned on similar cars in Mr. Holthusen’s impressive collection. Improvements include a replacement, strengthened cylinder block, balanced rotating assembly, hardened valve seats for sustained high-speed runs on unleaded petrol, a water pump with modern ceramic bearings and seals, and the axles have been updated to use modern-type lip seals. Mr. Holthusen used the Lagonda extensively during his tenure, touring around Europe and enjoying the car to the fullest. It was also featured in his foremost book on the marque titled “Lagonda” which was published in 1996. Mr. Holthusen parted with his impeccably restored LG6 Rapide in 2002, and it eventually found its way to yet another respected collection of cars from this storied make. The current American owner continued to thoroughly enjoy DFG 800 on numerous tours, rallies and concours, including the Colorado Grand in 2017. Today, this magnificent automobile presents in excellent condition, its outstanding restoration having taken on light and pleasing character thanks to regular use on road events. The sumptuous Frank Feeley-penned coachwork features flowing curves punctuated with a subtle chrome sweep on the body and brilliantly judged cutaway wheel spats. Ace wheel discs and big P100 headlamps add to the sporting appeal. The paintwork has held up remarkably well since the restoration, showing only a few minor marks from use, but remaining glossy, straight and handsome. Original literature touts this as a four passenger car (three up front, one in back) however it would be best enjoyed with two or three as the side-facing dicky seat is suitable for short trips. The dark green leather has a handsome patina from regular use, lightly creased, inviting and perfectly broken in. Lagonda-badged instruments are as-original, and this car features a fabulous period correct Phillips radio. The tool kit is neatly hidden behind a drop-down panel, and a set of period appropriate suitcases fit behind the front seat, given the boot is all but consumed by the spare wheel. This car now wears engine number 12227 which, according to the Lagonda Club, was fitted in approximately 1968. Originally rated for 140 horsepower, the improvements made during the rebuild have likely released a few extra ponies, and as expected, the LG6 runs phenomenally well. The engine features original twin Scintilla Vertex magnetos, and dual S.U. carburetors and is properly presented and detailed, showing extremely well for a car that has been proven on numerous events. The original four-speed gearbox has the top three ratios synchronized which mates to a 3.31 rear axle to allow for effortless high-speed cruising. The chassis has been maintained to a high standard, and the handling and road manners remain impeccable. The sale will include the original owner’s handbook, tools, period luggage, original registration booklet, and Meadow’s instruction manual. As one of just six dropheads built on the LG6 chassis, this fabulous automobile has led a charmed life at the hands of passionate, enthusiastic owners. From the day it was delivered, DFG 800 has been enjoyed to the fullest. Its most recent keeper has ensured it remains on the button and ready for action on tours, rallies and club events, while also kept beautiful enough for concours display. This is an exceptional opportunity to acquire one of the finest prepared examples of this legendary pre-war Grand Touring car.
Nearly as quickly as the automobile evolved, speed contests evolved alongside. Organized races between steam vehicles happened in as early as the 1880s, with events for internal combustion-powered machines following suit by the 1890s. At the turn of the 20th century, automobile racing was a full-fledged sport and manufacturers were constructing purpose-built machines to contest grueling cross-country events. As racing grew in popularity, more and more manufacturers saw the marketing value in building ready-to-race sports cars. In America, where closed circuit racing was hugely popular, manufacturers like Stutz and Mercer began to offer “off the shelf” racing cars which could be readily stripped of fenders and lights, raced hard, then reassembled and driven home. Between 1910 and 1914, the Mercer Raceabout and Stutz Bearcat earned legendary status for their on-road performance and illustrious racing careers. In an effort to get in on this prestigious market, other manufacturers soon followed with their own race-replicas. One such company was Hudson, who in 1912, offered the Mile-A-Minute Speed Roadster atop the robust and powerful Model 33 chassis. The Model 33 was introduced in 1911, in only the 2nd year of Hudson production. This entirely new model is widely considered the first true “ground-up” Hudson. The four-cylinder engine was designed by the engineering genius Howard E. Coffin and built by Continental. It displaced 226 cubic inches and featured opposing valves and a unique oil filled cork-faced clutch which allowed for exceptionally smooth operation. For 1912, the smaller Model 20 was dropped and the Model 33 was the sole offering from Hudson. To the usual lineup of touring car, limousine and coupe bodies, Hudson added the racy “Mile-A-Minute” Sport Roadster. Spartan and purposeful, the Mile a Minute offered guaranteed 60mph performance – with period adverts claiming it was “faster than its name implies”. This racer for the road followed the formula of Mercer and Stutz, with two exposed seats, a monocle windscreen, and mudguard-style fenders. Fenders, lights and valances were easily removed for racing, the seats and steering column were lowered, and a large fuel/oil tank was fitted behind the seats. The light body combined with Hudson’s powerful engine returned truly exciting performance for the era. It was also a tremendous value; at a list price of $1,600 the Mile a Minute Sport Roadster was nearly $1,000 cheaper than a similar Mercer Raceabout. This 1912 Mile a Minute Sport Roadster is a wonderful example of the rare and exciting veteran Hudson road-racer. This car has a long history in the Vancouver, B.C. area, where it was discovered in the 1960s by a famous local enthusiast named Buck Rogers. Buck was a pioneer of the antique car hobby in the area, and he formed the Vintage Car Club of Canada in 1957. He was well-known for unearthing rare and significant cars throughout British Columbia. When Rogers first saw the Hudson 33, he recognized this car as an important and unusual Mile a Minute roadster. As found, it was in a fairly derelict state, but the engine and running gear were intact, and Rogers was able to acquire the car and bring it home. Rogers soon sold the Hudson to another prominent Vancouver enthusiast, Jack Halladay, who restored it using a replacement Model 33 chassis. The blue painted roadster was well known among club members and it participated in numerous tours over the years. Following Jack Halladay’s passing, the car was sold to Jack Sheperd in 1989. Sheperd was an avid collector and a perfectionist when it came to his cars. To meet his meticulous standers, he commissioned a comprehensive restoration to return the car to factory correct, Mile-a-Minute Roadster specification. To ensure accuracy of the restoration, Sheperd located a proven and genuine example (an ex-Harrah collection car owned by Dick Deluna) to use as a reference to ensure his speedster was restored to factory original specification, with the correct lowered steering angle, set back engine and additional chassis bracing that were unique to the Mile a Minute. Sadly, before the restoration was completed, Mr. Sheperd passed away and the car was left to the Vancouver Vintage Car Club. Fred Grey, a club member and enthusiastic restorer acquired the car in 2013, taking over the project and exercising great care to ensure the car was completed to the correct standard possible. Great care was given to sourcing the special Model 33 speedster parts such as the Bosch DU4 magneto. The correct 24” wooden spoke wheels (touring cars and others used 25”) had to be custom made by respected expert Anderson Propeller. Today, the Hudson 33 Mile a Minute roadster presents in wonderful condition, in a vivid period appropriate yellow paint scheme with lots of beautifully polished brass fixtures. The serial number, 23046 (engine no. KK12295), designates it as the 46th Speedster built, though it is believed that only a dozen or so remain today. The paintwork is in excellent condition, with correct button-tufted leather upholstery on the sparse bucket seats. Correct details abound such as the circular trunk that also doubles as a spare wheel carrier, accessory manual oil pump, Castle headlamps (discreetly converted to run LED bulbs) and E&J cowl lamps. The big four-cylinder runs well and thanks to the lightweight bodywork, the performance lives up to its evocative name. This Model 33 Sport Roadster is a charming and historically important early speedster that benefits from a careful and authentic restoration. Exciting to drive even at less than “Mile a Minute” speeds, this beautifully presented and exceedingly rare Hudson is ready for enjoyment on tours, rallies or out on the open road.
At just 16 years of age, Peter Monteverdi constructed his first car, a Fiat 1100-based special he built in the back of his father’s garage business. Born in northern Switzerland, the young Peter had long held a passion for car design and motorsport. Just two years later, he would be selling racing cars under his own brand – MBM. He raced extensively in junior series, before entering Formula 1. He only had one start in F1 and a near fatal crash led to his abrupt retirement from racing. Peter took over the family garage business after the death of his father, and focused on building and racing sports 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 story we’ve heard before), Peter Monteverdi teamed up with Pietro Frua to design a full-fledged road-going car suitable for tackling those magnificent Swiss roads and satisfying the needs of the most discerning clients. Monteverdi took full advantage of the skills of his neighbors by outfitting his new GT with a steel chassis built in Germany, which was clothed it in sexy Italian coachwork. When selecting a powerplant, Peter looked outside of Europe – to Chrysler - and their massive, torque-rich 440 cubic inch V8 and robust Torque-flite automatic transmissions. Pietro Frua was hired to design the two-seat 375S, and the body shared some notable similarities to the AC 428 and Maserati Mistral, also Frua designs. Some more Italianate drama would ensue when Fissore was chosen over Frua to build the cars, but once production began, Monteverdi would attract the unique type of clientele he sought – those who eschewed traditional sports cars in favor of these highly exclusive new cars from Switzerland. Monteverdi soon added an ultra-high performance luxury limousine to his lineup of GT cars. Using elements of the updated 375L 2+2 (which Monteverdi himself reworked from the Frua design), over 20 inches was added to the wheelbase to accommodate two additional doors and provide ample leg room for rear passengers. The resulting car was a unique high-performance limousine that found great favor among the ultra-rich, particularly in the Middle East where the huge Chrysler powerplant was immune to high gas prices. Reportedly, the Royal Family of Qatar still maintains a fleet of five 375/4 sedans! Monteverdi was famously secretive about his production records, so it is not known exactly how many 375/4 limousines were built, but it is believed that fewer than 30 were built over an eight year period. This Monteverdi 375/4 sedan is chassis number 3007; a striking early-production example of this rare and highly exclusive super-saloon. A highly original car, it benefits from a recent cosmetic freshening in beautiful dark metallic aubergine paint over an attractive biscuit tan leather interior. Long, low and smartly styled, the 375/4 is a true standout among the Euro-American hybrids of the early 1970s. The dark, subtle metallic color suits the sharp lines of the body very well. The paint is applied to straight, crisp body panels. Brightwork is restrained, with the grille, bumpers and window surrounds all presenting in good order, and the car rides on a set of correct original cast-alloy center-lock wheels, made specifically for these cars. Monteverdi built his cars to a very high standard of quality, and given their exclusivity, they have an almost mythical presence today. The 375/4 was designed as a high-speed limousine that could be chauffeur driven or owner driven, so the cabin is of course trimmed with the utmost in period sophistication and luxury. The soft trim in this car is mainly original, with items such as the dash, console and perforated headlining remaining in very good original order. Biscuit tan hides on the seats and door cards are in excellent condition, as are the aubergine carpets that complement the body color. No 1970s ultra-lux limo would be complete without a television, and our 375/4 doesn’t disappoint with its whopping 6” Sony solid-state TV mounted in a custom leather trimmed console for rear-seat passengers. The original radio remains in the dash, and the original switchgear and HVAC controls all appear in good order. Chrysler’s mighty 440 cubic inch V8 is mated to a Torque-Flite automatic transmission and comes with all of the necessary items a high-performance limousine would need, such as power steering, air conditioning and cruise control. As with the interior, the under-hood presentation is highly original and well detailed. The very rare finned Monteverdi-branded valve covers are still in place, and the engine is well detailed and very tidy. The chassis and undercarriage show some use, appearing to be largely unrestored though still quite tidy and in good order. Overall, the 375/4 runs well and performs admirably on the road, with only some minor fettling required to bring it up to cross-continent ability. True to form with any Monteverdi, this handsome 375/4 is a highly exclusive and intriguing collector piece. Virtually every example had unique features tailored to meet the specific demands of an elite clientele. With its excellent cosmetics and sound mechanicals, this Monteverdi is a great example to use on the road, where the prodigious power and luxurious accommodations can be fully appreciated.
In 1921, a young engineer named Cecil Kimber joined Oxford-based Morris Garages, a retail dealer founded by William Morris some ten years earlier. As Kimber grew more familiar with the products in his role as Sales Manager, his engineer’s eye realized the great potential in Morris’ motorcars. Kimber soon began to experiment with high-performance modifications, the first of which were based on the humble Morris Cowley. Customers responded positively to Kimber’s efforts and modified cars were soon leaving the Oxford works to meet customer demand. In approximately 1925, the first “official” MG was built, affectionately known as “Old Number One”, which was based on a heavily reworked Morris chassis, and powered by a Hotchkiss engine with an overhead valve cylinder head of Kimber’s design. Old Number One proved quite successful and soon comprehensively modified customer cars would follow. The cars from Morris Garages would soon feature unique chassis and bodywork with heavily reworked Morris engines. By the 1930s, business was booming for MG and they had a bustling works competition department as well as strong demand for privateer racing cars and road going sports cars. In short order, MGs were battling for superiority in the hotly contested Voiturette racing classes throughout Europe and Great Britain. Massively competitive, the series were for cars with engines displacing 750 cc, 1100 cc and 1500 cc respectively, and were a hotbed of creative engineering. Along with MG, other storied marques such as Bugatti, Delage, E.R.A. and even Mercedes Benz contested these championships. One of MG’s greatest victories came in 1933 when a supercharged six-cylinder K3 won the 1100 cc class of the grueling Mille Miglia. Their successes would have surely continued into the next decade, but MG had merged completely with Morris in 1935, and with it the Works racing department was shuttered, effectively ending MGs world-class racing efforts for good. Enthusiasts around the globe have kept spirit of early MG racing cars alive in the form of numerous “specials”. Given the scarcity and value of the factory racers, individual enthusiasts have built their own tributes using similar road car chassis, often modified with larger, supercharged engines and lightweight bodies to mimic that of the giant-slaying works cars. Well-built MG specials are very much a part of the culture of the marque, and are widely accepted and welcomed by enthusiasts. Our featured 1933 MG L-Type special is a fabulous example of the breed and a fine tribute to the famous Works racing cars from Longwall Street, Oxford. Recently out of a large private collection, this particular car was once part of the famous Gene Ponder collection of significant MG sports cars. In period, the L-Type was a proven competitor on rallies such as the Monte Carlo and the Tulip, while the J and K-types did duty on high-speed circuits. Starting with L-Type chassis, axles, and steering this car was suitably upgraded with J-Type inspired coachwork that features cycle wings, cut down cockpit sides and a specially made cowling for the front mounted supercharger. It is finished in a handsome two-tone black and green livery, and presents beautifully with very fine quality paintwork and detailing. A host of period-style accessories highlight the bodywork, including the high-mount exhaust with Brooklands silencer, Brooklands aeroscreens, black leather bonnet straps and proper painted wire wheels (with rear mounted spare) wrapped in fresh Blockley tires. The two-place cockpit is trimmed in high-quality green leather, with seats piped in black to mimic the paint scheme. A black and green canvas boot covers the rear of the body, while a matching black tonneau cover (also piped in green) can be fitted for overnight stops or solo driving in cool weather. As with any proper MG special, the E.N.V preselect gearbox is fully exposed, with the signature chrome gated gear selector falling easily to hand. Instrumentation includes a large combination Tachometer/Speedometer sitting directly in line of the driver’s sight and behind the signature four-spoke Brooklands Bluemels steering wheel. The purposeful road presence is backed up by a powerful 1,086 c.c. overhead cam six-cylinder engine. With its front-mounted Roots-type Magnacharger blower, the ‘six can punch well above its weight, with an evocative soundtrack that melds the whine of the blower, the meshing of gears and a sharp bark from the semi-flow-through Brooklands exhaust. This MG Special is an absolute delight to drive; feeling light on its feet, with direct steering and tremendous power, particularly for a pre-war automobile displacing under 1,100 cc! Upon its completion in the late 1980s, the L-Type special was raced in the MG Car Club event at the storied Silverstone circuit in the UK, and many years later while in the hands of Mr. Ponder, completed the California Mille. Thanks to recent attention, it remains a fabulous MG special that captures the essence of MG’s storied competition history in a captivating well detailed and finely crafted package.
Thoroughly updated and improved for the 2014 model year, the Bentley Flying Spur continued its reign as the king of the super saloons. Based on the revolutionary Continental GT coupe, the Flying Spur deftly combines supercar performance with unparalleled luxury and comfort. Aficionados will first recognize the Flying Spur has been subtly restyled with a slightly crisper, taut appearance compared to the previous generation, yet it still retains the distinctly muscular look characterized by the original Continental GT and Flying Spur saloon. Weight has been reduced and engineers made countless improvements to the ride and handling, go allow for greater comfort and improved control over less than ideal surfaces. Of course, the performance remains astounding, thanks to lower weight and 50 additional horsepower. The signature 6.0 liter, twin-turbo W12 engine now boasts 616 horsepower and 590 ft-lbs of torque, giving the Flying Spur otherworldly performance – particularly for such a large and luxurious sedan. Other improvements include a revised interior and entertainments system, and the addition of an 8-speed ZF automatic gearbox, driving all four wheels as before. Since its introduction in 2006, the Flying Spur has redefined what a world-class luxury car can do and this improved model raises the bar even higher than before. This gorgeous 2014 Flying Spur is a one-owner example that has covered fewer than 10,000 miles from new and presents in excellent condition throughout. It was purchased new in California by Burt Sugarman, the famed television and music producer responsible for The Midnight Special, and The Newlywed Game among many other successful programs in the 1970s and 80s. Mr. Sugarman is also known to be a passionate automobile enthusiast, and he was responsible for the creation of the Ghia 450 SS in the late 1960s. Finished in White Sand over Linen hides, this impeccable Bentley is a highly optioned example that has been used gently in the hands of its previous owner. The White Sand paintwork is excellent, with straight panels all around. A clean Carfax verifies single ownership and zero accidents. Options include bright-finish 21” ten-spoke alloy wheels, chrome matrix grilles in the front bumper, rear view camera with parking sensors front and rear, piped leather seating, 3-spoke sports steering wheel and picnic trays for rear passengers. The interior is beautifully appointed and in excellent condition, feeling showroom fresh with fine Linen hides contrasted with cocoa brown piping, carpets, dash, steering wheel rim and console. Burl walnut and brushed aluminum trim are unmarked and in fine order. Rear seat passengers enjoy greater legroom than before, along with beautiful picnic trays and individually adjustable seating and HVAC controls. Electrical functions work as they should and occupants can enjoy the crushing performance of this Bentley in peerless comfort and silence. Given the low mileage, it comes as no surprise that the handling and road manners are excellent and the car performs as expected. The original manuals, instruction books, quick reference guides and the instructional DVD are included, as is a spare wheel and tool set, original front plate bracket, Bentley-branded battery tender and two keys. Highly optioned and finished in striking colors, this low-mileage Flying Spur is an outstanding example that has been maintained in impeccable condition by its sole enthusiast owner and is ready for enjoyment by the next keeper.
The sensational Jaguar XK120 first appeared at the 1948 London Motor Show to astonished audiences. This svelte and sexy show car was originally intended to be a styling exercise used to highlight Jaguar’s upcoming and advanced new XK twin-cam inline six-cylinder engine, but response from the press and public was so positive that it took little persuasion to convince Jaguar boss Sir William Lyons to develop the car for production. Thankfully, the road going car lost none of the impact of the original show car when it hit the market. Aside from the headline-grabbing engine, the XK120 featured independent front suspension sprung by torsion bars, with a Salisbury limited-slip live rear axle riding on leaf springs out back. Large four wheel drum brakes were adequate though could fade when pushed too hard on track. But the star of the show was indeed the iron block, alloy head “XK” twin cam six, good for 160 horsepower in standard form, upwards of 210hp in later models, and 300 or more on the race track. The “120” part of the XK120 name came courtesy of the top speed it reached on a pre-production test, making it the fastest production road car of its day. The earliest cars were hand-built with alloy bodies, which later changed to more cost effective and durable steel construction once the tooling was ready. The XK120 earned its legendary status thanks to its incredible performance and unmistakable beauty, creating one of the most iconic sports cars of all time. This fine 1951 XK120 OTS roadster is an early production example that has had just three owners from new. It is presented in beautifully maintained order since receiving a high-quality, nut-and bolt restoration to concours standards by its second owner. According to the Jaguar Heritage Certificate, chassis number 670662 is a numbers-matching car that was built on the 4th of September 1950 – coincidentally Sir William Lyons’ birthday. An early steel-bodied left-hand drive car, it was first finished in pastel blue over a duo-tone blue interior and delivered new to D. S. Gross of San Francisco, California in the opening days of 1951. Mr. Gross used the car sparingly through his tenure but he retained it for 33 years, only selling it as a complete, rust-free but non-driving project in 1984. The second owner, Vincent Weatherby of Costa Mesa, California was a well-known area car enthusiast who purchased the car for himself, recognizing the importance of such a low mileage and original XK120 roadster. In the late 1990s, he embarked on a multi-year concours-quality restoration, returning the Jaguar to its former glory. Those who witnessed the project state that no bolt was left unturned, and every finish and detail was brought back to factory-correct standards. Shortly after the restoration was completed in 2000, Mr. Weatherby sold the Jaguar to its 3rd and most recent owner, an enthusiast and collector from Wisconsin. Over the past 18 years, the XK120 was meticulously cared for and maintained, with much of the maintenance and detailing handled by the renowned John Kies at Motion Products in Wisconsin. Now presented in the striking but seldom-seen original Jaguar shade of Squadron Blue, this XK120 remains in exceptional condition today. In the years since the restoration was completed, this car has benefitted from light and careful use, as well as extensive maintenance to ensure it is in top running order. The body exhibits excellent panel gaps and fit, and the paint work remains in very fine order, revealing the outstanding quality of the original restoration as well as the care it has received since. The beautiful blue paintwork is set off by sparkling chrome knock-off wire wheels wrapped in Firestone whitewall tires, appropriate for a US delivered car such as this, and the rest of the brightwork also presents very well, showing only slight mellowing. Trimmed in gray leather, the cockpit is beautifully finished to a high standard with properly upholstered seats appearing in fine order, and with minimal creasing from use. Likewise, gray carpets, leather-wrapped dash and gray hardura door cards are in excellent condition. This car wears the correct early-style convertible top which is noted for its more pronounced teardrop shape. When the top was restored, the original French gray fabric topping was not available, so this high-quality salt-and-pepper material was sourced, and is a very attractive alternative. For the purist, a light gray vinyl soft top will also be included. The original, numbers-matching 3.4 liter, 160 horsepower twin-cam “XK” inline six rests under the hood. It is of course clean, tidy and well detailed, showing signs of regular maintenance despite the limited use. It runs very well, breathing through original twin S.U. carburetors. The four-speed manual gearbox feels tight and precise as it should and the road manners are quite good. The most recent owners went to great lengths to document the remarkable history of this fine Jaguar. A large file includes receipts from the work performed while in their care, as well as a multi-page account of the previous ownership, the restoration work, a Jaguar heritage certificate and numerous period articles and adverts. The sale will also include a full set of tools (including the jack, Thor hammer and pouch) restored by expert Tom Buckus, as well as a custom tonneau in gray canvas, and a French gray soft top in vinyl. Maintained with little regard to cost and used sparingly, this lovely XK120 was not shown during the last owner’s time with it, and as such, it would be a very welcome appearance at any Jaguar club concours, regional show or tour.
In the late 1950s, Renault was locked in a battle with Volkswagen for superiority in the burgeoning import car market in America. Affordable foreign cars were just starting to find their footing among U.S. buyers, who still clung loyally to their large and luxurious barges from the big three, but even in the 1950s, fuel efficiency was becoming an increasingly important issue, as was maneuverability in urban environments, where these compact and lightweight cars were at their best. Renault had been playing second fiddle to Volkswagen was looking to up their game in this competitive and fast-growing new market. On paper, the Renault Dauphine actually shared many characteristics with the Beetle, namely the rear engine layout, basic construction, and styling that leaned toward the quirky and cute. The Dauphine offered perhaps greater practicality with its four-door body, but Volkswagen seemed to have a stranglehold on the market thanks to strong marketing and an ever-growing cult-following. While at a business meeting in Florida, Renault bosses Pierre Dreyfus and Fernand Picard were inspired to enhance Renault’s image with a sporty little coupe based on the humble Dauphine. Mimicking VW’s own Karmann-Ghia, the new car was based on a bog-standard Dauphine platform but dressed in a pretty new two-door coupe and cabriolet body. And just like their German rivals, Renault turned to Carrozzeria Ghia to design the new car, which would be called the Floride in Europe and Caravelle in the US. The actual design was drawn by the young Ghia employee, Pietro Frua, who did a masterful job of camouflaging the Caravelle’s humble roots. Upon its debut in Geneva, over 8,000 orders poured in and, when the car was shown in the United States for the first time, a further 13,000 orders would follow. When the Dauphine was replaced by the R8 at the end of 1963, the Caravelle continued with subtly reworked styling by the now-independent Pietro Frua and powered by a new five main-bearing 956 cc inline four cylinder engine. For 1965, the Caravelle S was offered with an enlarged 1108 cc version of the R8 engine producing 55 horsepower and with four-wheel Bosch disc brakes, putting the Caravelle in line with other compact sports cars like the Triumph Spitfire and Austin Healey Sprite. Ultimately, the competition from Britain and Germany proved too much for Renault, and the Caravelle quietly disappeared from the lineup after 1967. We have long been fans of these pretty little Renaults, and this 1967 Caravelle S is by far one of the finest, best restored examples we have had the pleasure to offer. Quirky, fun and charming, this Caravelle S cabriolet is beautifully presented in metallic lilac over a black interior. It has been restored to a standard that is virtually unseen on these cars, and is surely one of the finest of its kind available. The attractive light metallic lilac paintwork is applied to an outstanding body, with crisp and straight panels. The brightwork has been similarly well-restored and car sits proud on the road on factory-correct three-lug wheels with tiny 135 x 380 Michelin whitewall tires. Inside, the outstanding presentation continues with fully restored upholstery using high quality materials and patterns that are true to original. Floors are lined with gray square weave carpet, and details such as the Renault seatbelt buckles and polished “Caravelle” script door sills show the level of care that went into this restoration. Front and rear seats are in excellent order, as is the black canvas soft top and the boot cover. Even the trunk has been fully detailed with the original tool roll still in place on the bulkhead. As a whole, the interior shows little use since the restoration was completed and has been maintained in excellent condition. Lifting the rear engine lid reveals the finely detailed 1108 c.c. four cylinder engine. The paint work and detailing is excellent, and many of the correct original tags and labels have been restored. It runs well, appears to have been used only on occasion, and it has been maintained in top condition as part of a large and eclectic private collection of cars. Despite the humble economy car underpinnings and modest output, this outstanding Renault is an absolute joy to drive, loaded with character and proof that horsepower isn’t always a necessary part of the Fun Factor. Much like the Karmann Ghia that inspired it, the cheeky and cheerful Renault Caravelle packs abundant style into a tiny package and we are very pleased to offer this exquisite example for the next owner to enjoy.
Aston Martin has a long and illustrious history of sporting success, which was mirrored by a long history of financial struggles and close encounters with the receivers. After the successful “Bertelli” days prior to WWII, the firm’s post-war resurgence took some time to get underway as they were short on cash and resources to fully develop a fresh car for the new era. It took the arrival of Yorkshire industrialist David Brown to not only get Aston Martin back on its feet, but to fully establish it as a world-class sports car manufacturer. Pre-war Astons were little more than thinly disguised racers sold to select clients to fund the racing team, but post war buyers were demanding more, and thankfully, with David Brown’s much needed injection of cash, Aston Martin could now deliver. Brown came to Aston with more than just money, however. He also brought Lagonda, who had previously acquired the services of W.O. Bentley following his fallout with Rolls-Royce. Bentley’s magnificent twin-cam inline six, originally destined for Lagonda, would form the foundation of Aston’s recovery and subsequent success. Aston’s first proper post-war car was the DB1, officially known as the “Two Litre Sports”. It proved to be a false start with only a handful built before the arrival of the modern and properly developed DB2. The DB2 featured a slick new fully-enveloped aluminum alloy body designed by Frank Feeley, as well as a shortened version of the tubular chassis from the DB1 and Lagonda’s delectable 2.6 liter twin-cam inline six, which was designed by W.O. Bentley and William Watson. The DB2 was a tremendous success for Aston Martin, with the works racing cars continuing Aston’s pre-war success on track at LeMans, Spa and at home at events like the RAC Tourist Trophy. After several prototypes were built and successfully campaigned on track, road car production began in 1950, with 410 examples built over the next three years. The majority of those cars wore the fixed head coupe coachwork, while just 98 left the works in drophead coupe form. Of those, just a handful remain and are highly sought after by enthusiasts. We are very pleased to offer this handsome 1952 Aston Martin DB2 Drophead, serial number LML/50/217. One of very few surviving examples, this car has been fully restored by a noted enthusiast and presents in a striking combination of silver over a red interior. According to the BMIHT Heritage Certificate, it was originally a left-drive export model delivered new to the USA. At some point in its life it was converted to right drive for home-market use. The most recent owner, who is an experienced restorer, collector and racer, acquired the DB2 in the early 2000s and comprehensive restoration took place with a great deal of the meticulous work performed by the owner himself. Starting with what was a very sound car, the alloy bodywork was carefully restored with great care paid to preserving the original panels, which were then painted an attractive bright silver. The DB2’s shape did not rely on heavy chrome accents, but the limited brightwork (door handles, lamps, bumper trims and miscellaneous fittings) has all been very well restored and presents in beautiful condition. The DB2 sits on proper painted wire wheels, shod with correct 6.00-16 Dunlop Roadspeed tires. Contrasting the silver body is a vibrant red interior, fully restored to a high standard. The seats and door cards are trimmed in bright red hides, with complementing red Wilton carpets, all piped in gray. The leather presents in very good condition, remaining beautiful with slightly mellowed character since the restoration. Wood trim adorns the door tops, steering wheel rim and instrument cluster, all of which is beautifully restored and finished. Gauges and switchgear are correct and in fine order. Behind the seats, the parcel shelf includes a custom fitted suitcase in matching red leather - allowing enough room for a weekend getaway. A new top was fitted in black canvas and trimmed in red piping to provide a subtle contrast against the silver body. With the top down, a red leather boot can be fitted to cover the soft top. The impressive presentation continues when the clamshell bonnet it opened, revealing the polished cam covers and bright red cylinder head of W.O. Bentley’s twin-cam inline six. The engine, which is a slightly later replacement in correct specification, has been fully detailed yet remains a strong runner that delivers excellent performance. One of the best features of the Lagonda-sourced engine is the sharp, raspy exhaust note that is only enhanced when the roof is folded. Aston Martin cleverly packaged the jack and wheel tools under the bonnet, all of which are present and have been correctly restored to the same meticulous standard as the rest of this fine car. All of the effort put into the restoration paid off in the form of a Best in Class at the prestigious Amelia Island Concours d’Elegance in 2008, as well as an AACA Senior National First Prize in 2008, which was backed up with a Grand National First Prize in 2010 and a Best in Show at the 2015 Keels and Wheels. The car has also been shown and taken home class wins at numerous other events including the Hilton Head Concours, Meadowbrook, The Glenmoor Gathering and Keenland Concours. Since its restoration, the DB2 has been used gently and maintained in very fine condition throughout. The sale includes factory parts books and workshop manual, along with copies of original factory literature and a British Motor Industry Heritage Trust Certificate. This is a wonderful opportunity to acquire a very fine example of the landmark car that set Aston Martin on the path to greatness.