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General Motors was riding a wave of success in the late 1920s. Cadillac was enjoying brisk sales thanks to the volume-leading V8 models and the new junior LaSalle brand was performing well in the showroom, thanks in large part to the work of one Harley Earl, widely considered to be the father of American car styling. Around this time, Harley Earl and Cadillac boss Larry Fisher toured Europe, visiting the storied traditional coachbuilders in England and France such as Barker, James Young, Saoutchik, and Vanvooren in search of inspiration for a new Cadillac flagship. But instead of building bare chassis and employing traditional body builders, Cadillac would offer a full catalog of coachbuilt bodies that they would sell as complete cars. To accomplish this, GM had previously purchased both Fisher Body and Fleetwood Metal Body to essentially have full control of its own in-house coachbuilders and was fully capable of offering a complete range of custom, semi-custom and catalog bodies. Cadillac was on the verge of unveiling a new halo model that they hoped would stamp their authority on the luxury automobile market and to do so, they needed the most stylish bodywork they could offer. In 1930, just after the stock market crash, Cadillac unveiled the breathtaking “multi-cylinder” engines. A V12 appeared alongside a headline-grabbing V16. The extravagant V16 was an immediate sensation and production began in earnest with demand strong, even on the verge of the Great Depression. The 452 cubic inch V16 made an astounding 175 horsepower in combination with turbine-like smoothness and refinement. Nearly one hundred body and chassis combinations were possible thanks to the resources of Fisher and Fleetwood, which ensure exclusivity, a must for the type of clientele Cadillac sought. Sales were very strong for 1930, but tapered off dramatically in subsequent years. It is widely believed that GM lost money on every V16 they build through 1940. Today, the Cadillac V16 remains one of the most desirable and collectible motorcars of the classic era. This 1931 Cadillac model 452A V16 All-Weather Phaeton is a magnificently restored example of the king of the multi-cylinder classics. Wearing fantastic coachwork by Fleetwood, it is finished in the striking color combination of a rose main body over dark red fenders, wheels and swage lines. It is a truly breathtaking example, restored to a world-class standard by the renowned Alan Taylor Co. Inc. It was subsequently shown at Pebble Beach in 2003 and benefiting from light use and exceptional care, it remains in stunning condition to this day. It still wears its original Fleetwood body (per the included build sheet) and is presented in the same specification as it left the factory in 1931. The body features many interesting details, such as a split, opening “Pennsylvania windshield” (named such as it was a signature of the Fleetwood Body Works) and a glass division between driver and passenger compartments. It is also fitted with dual sidemount spares topped with correct Cadillac mirrors, twin Pilot Ray spotlamps, radiator stone shield, goddess mascot and a matching dark-red colored trunk that has been restored to the same exceptional standard as the rest of the car. Wheels are painted red and highlighted with polished stainless spokes for a gorgeous effect. Paint, chrome and finishes remain in impeccable condition, virtually every bit as beautiful as it was when first presented at Pebble Beach. The lavish, early art-deco styled cabin is trimmed in tan leather covering the seats and door panels, accented with brown carpets. Interior soft trim exhibits virtually no wear, particularly considering the restoration was completed over a decade ago. Engine turned alloy trim accents the dash, another signature of Fleetwood cars. The tan top is similarly excellent, and remains fully functional. Of course, this being an All-Weather Phaeton, passengers are treated to full glass side windows and a well-sealed top. During fair weather, the top, side glass, and thin B-pillars lower to reveal a handsome and elegant machine with a separate rear windscreen to keep passengers comfortable during high-speed open runs. As one would expect from an Alan Taylor restoration, the engine bay is exquisitely detailed using concours-correct finishes, fittings and hardware. Likewise, it all functions beautifully and the performance is outstanding. The Cadillac Sixteen is one of America’s finest motorcars, and this example is surely one of the very best available today. The unique color combination suits the style of the era and the quality of the restoration is beyond reproach. It is of course ideally suited for show, yet has been restored and prepared to a standard that make it reliable and usable for touring. This is a rare opportunity to acquire an utterly gorgeous Cadillac that embodies the slogan, “The Standard of the World”.
In 1930, Cadillac stunned the automotive world with the introduction of its breathtaking new sixteen-cylinder models. Sales of the V8 and entry-level LaSalle models were strong in spite of economic hardships, and Cadillac was determined to show its competitors that it was, indeed the Standard of the World. Instantly, the V12 and especially the V16 models catapulted Cadillac to the top of the luxury class. An extraordinary array of coachwork options was available to satisfy the most discriminating buyer, and everything from the body to the engine bay was designed with beauty and elegance. The V12 and V16 engines shared many common components, but it was the V16 with its turbine like smoothness and unprecedented 175 horsepower output that grabbed the headlines. Subtle changes were made for the 1932 models which included a longer wheelbase, new carburetors, a mechanical fuel pump, heavier axles and larger brakes. A vacuum-operated automatic clutch was introduced along with a free-wheeling function for seamlessly smooth motoring, particularly in the hands of a chauffeur. Also new for 1932 were adjustable shock absorbers operated from the dashboard to further tune the ride to satisfy passengers. All Cadillac transmissions were fitted with quiet operating helical-gear transmissions, eliminating the whine and crash of a straight-cut gearbox. 1932 marked the first time a series of Fisher bodies became available on the Sixteen. These included sedans, coupes, a roadster, a convertible coupe and three open phaetons. In fact, these were the only phaetons available on the Sixteen, and just six were built, a single standard phaeton with no division, two sport phaetons with a long rear cowl and passenger windshield, and three special phaetons with the short rear cowl. As for Fleetwood bodies, the range was curtailed somewhat. The 30 choices offered in 1930-31 had been reduced to 21, sedans, cabriolets, limousines and a single convertible coupe. The 1931 experience had no doubt tempered Cadillac’s expectations, and history validated the wisdom. At year’s end, just 296 Sixteens had been sold versus 1,709 V12s. This V16 chassis began life wearing a formal sedan body which, when acquired by Bill Hatch of Chicago was in a rough state. The formal sedan body was beyond repair, so another body was sourced – this handsome Sport Phaeton, which was originally fitted to V12 chassis 1301344, is nonetheless period appropriate and extremely handsome. The body, finished in light metallic blue with dark blue fenders and swage line, is a spectacular Fisher design that wears much of its original sheetmetal, thanks to a careful restoration. The paintwork remains in very good order, wearing the years since its restoration extremely well. The fit and finish are extremely nice, and the chrome is largely in very good order. It is lavishly detailed with a proper 1932 Cadillac Goddess mascot, chromed hood vents, twin long-trumpet horns, and dual sidemount spares with painted covers. It has been recently treated to a fresh set of blackwall tires that impart a magnificent sporty look when combined with the navy blue wheels and polished stainless spokes.This fine example is also a previous AACA National First Prize winner. Like the exterior, the interior is fabulously detailed and very well presented, showing little use on the restoration. Blue leather on the seats appears virtually unworn, and the excellent carpeting and door panels are accented with exquisite woodwork on the dash, door caps and rear passenger fascia. The original AC speedometer reads 120 mph – which must have seemed astonishing in 1932. A Jaeger eight-day clock keeps time, and the instrumentation is replicated in the rear for passengers to keep an eye should the driver be having too much fun exploiting all of that power. In spite of the fact that there are some years on the restoration, this Cadillac still looks remarkably fresh. The previous owner was a skilled mechanic who ensured it was maintained in excellent mechanical order and it remains ready to enjoy on the road. The engine compartment is clean and well detailed, with mainly correct finishes and fittings, with just a few areas showing signs of regular use. An AACA National First prize winner, it also runs and drives extremely well and should offer its next owner a thrilling and rewarding ownership experience.
In the late 1950s, California-based hot rod shop Barris Kustoms was beginning to make waves in the custom car world. George Barris had been tweaking, customizing and restyling cars since early in the decade. After moving to Los Angeles to start his own shop, George and his brother Sam pioneered many of the techniques and styles that set the standard for the hot rodding world in the coming years. Along with other pro builders like Ed Roth, Dean Jeffries, Gene Winfield, the Barris Brothers helped to establish hot-rodding in mainstream American culture. Barris had been building cars for private clients since his high-school days. By the time Barris Kustoms was in full swing, they were getting commissions from television and film stars, musicians and Hollywood studios. In the mid-1960s, George was approached by Accessories International to build them a promotional vehicle that would be a show stopper used to highlight their parts. Accessories International supplied various bolt-on accessories such as wheel spinners, regulator covers and valve-cover dress up kits. Many Accessories International parts were sold with Barris Kustoms branding. For their promotional vehicle, they chose a 1958 Corvette that was purchased new by the company and handed it over to Barris to work his magic. George set to work heavily modifying the Corvette, using Bill Mitchell’s XP 700 as a source of inspiration. The GM XP 700 was a 1958 Corvette that was reworked by Mitchell (the Head of GM Styling from 1958-1977) as a GM Dream Car, which he also used as a daily driver for the first year of its life. The XP 700 had a pronounced, extended grille and double-headlight pods in the front, deeply sculpted side coves and lots of sweeps highlighted by crisp feature lines. It was revised in 1959, when Mitchell added a plexiglass bubble top that had been sprayed with vaporized aluminum to reflect the heat of the sun. The XP 700 was pilfered to make the XP 755 “Mako Shark” in 1961 which still survives to this day, though the XP 700 body has long since been destroyed. For Barris’ work on the Accessories International Corvette, he began with a dramatic restyling of the front end, extending the quad headlights outward on more pronounced “pods”. The grille drew directly from the XP 700, featuring a dramatic oval shaped affair with integrated side scoops. An additional hood scoop fed air to the carburetor, and the signature 1958 ‘Vette hood louvers and trim were smoothed out. In the rear, the heavy chrome trim was removed and smoothed, and sharp pronounced Jet Age fins were grafted to the tops of the quarters. A 1958 Impala roof vent was grafted into the hard top. The car was then painted in a lurid blue with silver coves and a silver painted hard top, again mimicking the aluminum-hued Plexiglas top on the original XP 700. It was then fitted with the whole range of Accessories International parts, from the wheels on up, and was soon touring the country, as the poster-child for AI accessories at custom car shows, trade shows and other special events. Today, the Barris Kustoms 1958 Corvette presents in very good condition with the original Barris modifications and AI parts still largely intact. It is a super cool and highly authentic period piece, down to the AAA whitewall bias ply tires mounted on genuine Ansen magnesium wheels outfitted with Accessories International spinners. The drivetrain consists of a 1960’s period 327/four-barrel mated to a four-speed manual ‘box with Hurst shifter. The cabin is also highly original, with black upholstered seats and a period wood-rimmed Grant steering wheel. All in, this is an interesting and totally unique piece of Kustom Car history that presents in very original, very well-preserved condition. Genuine Barris Kustoms cars are highly collectible pieces of Americana, and this particular car’s unique history and array of period parts add yet more layers of desirability. This 1958 Corvette is sure to be a hit at vintage hot-rod events, Good Guys cruises or any gathering of Kustom Kulture enthusiasts.
As the first serial production car to wear the Porsche name, the 356 was the car that set the company firmly on the path to success in the worlds of sporting road cars and motorsport. The first 356 was a relatively simple car that shared its basic layout with the Volkswagen, utilizing a monocoque chassis design and a highly reworked version of the VW’s flat-four cylinder engine slung out behind the rear axle. For his own car, Dr. Ferdinand Porsche dramatically improved the VW engine with new heads, new cam, new crankshaft and other internals, as well as adding a dual carburetor intake. The very first Porsche car hit the road in Austria in 1948, and as the 1950s progressed, fewer and fewer VW parts were used in production. The end result of Dr. Porsche’s methodical refinement was a free revving engine that produced double the horsepower of the People’s Car. True to the Porsche Ethos, the 356 itself was continuously being refined and revised over its 17 year production run, without ever being fully redesigned at one time. By the time 356C production ended in 1965, horsepower had nearly doubled again from the first 356s and the car had gained four wheel disc brakes and a host of mechanical, styling and trim refinements. As with any long-running automobile, each evolution of the chassis has its own group of dedicated fans. For many drivers and collectors, the 356B remains the sweetest and best balanced of the lot, both in terms of performance and styling. A wide variety of body styles graced the basic 356 shape over the years. From coupes to cabriolets and everything in between, Porsche offered a body style to appeal to a wide range of enthusiasts. Perhaps the purest expression of the 356 as a driver-focused sports car was the Speedster. The Speedster first appeared in 1955 at the urging of the influential American importer, Max Hoffman. Hoffman believed that a stripped down, lower cost 356 would sell well in America, particularly in sunny California where sports car racing was all the rage. Hoffman’s hunch proved right and the Speedster was an instant hit. Unlike the Cabriolet, the open topped Speedster had a rakish cut down windscreen, fixed-back bucket seats, side curtains in place of door glass, and a rudimentary folding top. The car was lighter, cheaper and faster than its siblings, and had a unique, simplistic elegance to its appearance. Production was relatively short however, running from 1955 through 1958. As customer demand for such a basic sports car waned, Porsche changed the formula to keep buyers happy. The replacement Convertible D was little more than a Speedster with a taller windscreen and roll up windows. A more thoroughly redesigned replacement for the Convertible D came in 1960, named the Roadster. The Roadster still retained similar lines to the Speedster, but like the D included full weather equipment, roll up side glass and a further refined styling of the Karosserie Drauz-built bodies. The 1600 engine gave brisk performance, and the Roadster remained the sporting choice, as the cabriolet was slightly heavier. Roadster production only lasted through early 1962, when the Cabriolet became the only open 356 option. This attractive 1960 356B Roadster is a numbers-matching example that has been treated to a recent comprehensive restoration with an emphasis on driving and enjoyment. It is finished in a very crisp color combination of Bali Blue over a red leather interior with a gray squarweave carpets and a black Stayfast top. The paint and bodywork are fresh, with very good, consistent panel gaps throughout. The chrome and brightwork are excellent, and the car rides on a nice set of chrome wheels and excellent Vredestein tires. The numbers-matching 1600 Super engine – as verified by the Porsche Certificate of Authenticity - has been recently upgraded with twin Weber carburetors for performance and ease of service, though purists can rest assured that the original carburetors are included in the sale. The engine is nicely detailed and very well presented appearing extremely fresh. Likewise, interior is beautifully presented, with the smell of fresh leather still strong in the cabin; the red upholstery beautifully contrasting the blue paint. The correct squareweave carpeting is executed in an attractive gray color, and a deluxe steering wheel greets the driver. The 356B roadster is one of the rarest and most desirable open 356s. Drum brake Bs are an absolute joy to drive, with delicate steering, a torquey smallbore engine that thrives on revs and gorgeous, timeless styling. Combining the simplistic charm of the Speedster with a bit more comfort and convenience, the Roadster makes a fabulous driver’s car for all conditions. Recent mechanical and restoration work totals over $40,000, making this very well sorted and attractive example ready for enjoyment. Please note that the car is titled as a 1961.
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For nearly as long as there have been automobiles, there have been people customizing them to suit their own personal style. From basic accessories to make motoring more enjoyable and safe, to today’s sophisticated tuning and restyling firms, the automobile has long been a canvas for self-expression. Customizing cars is a universal language, and people around the world are always working to make their machine faster, stronger or a unique expression of their taste. America’s obsessive car culture has spawned a vast array of styles and trends, the most distinctive and influential were the hot rod set that began building cheap Ford roadsters in the 1940s and 50s. The hot rod has taken on countless forms over the years, ranging from the early days of dry-lakes roadsters and drag cars, to the wild, boundary pushing “Kustoms” of the 1960s. From the late 50’s onward, car builders experimented with radical restyling of existing cars. Starting mostly with 2-door 1940s and 1950s American coupes, the suspension would be lowered, body lines smoothed, roof chopped, bodies dropped over the frame and any variety of different head and tail lights grafted onto the body. As the 1960s wore on, custom car builders were driven by creativity, competition, and quite possibly nitrocellulose lacquer paint fumes. One such example of the height of the Kustom movement is “Joanne’s Dream”. This remarkable automobile started life as a 1954 Oldsmobile Super 88 coupe and was completely transformed in period. Before its radical transformation, this Olds was used as a daily driver in the early 1960s while in the possession of Tom and Joanne Archer. It was Joanne’s dream to build a custom show car and the Olds served as the perfect staring point. Rather than simply applying a lick of paint and some pin stripes, Tom went completely nuts and transformed the 54 Olds into a totally unique and truly individual kustom car. Barely recognizable as the donor Super 88, the now-fully restored machine features a unique roof line and a handmade El Camino-style pickup bed. Starting at the front end, the modified 55 DeSoto grille is the first thing you notice, along with the quad headlights which were lifted from a 1957 Plymouth and grafted into the Olds fenders. The original hood was stamped with louvers and smoothed to be free of trim and badges. Corvette-inspired coves behind the front and rear wheel arches were custom made and fitted to the body and 1959 Plymouth Belvedere trim graces the body sides. The roof line was of course heavily chopped and 1961 Corvair air ducts were integrated into it. In the rear, the wild looking custom bed features red oak planks in the floor, 1958 Corvette taillights in the top of the fenders, and 1963 Impala tail lights below. Six (count ‘em!) exhausts exit from the rear, through side mounted lake pipes, and through stacks cut in the bed just behind the cab. The detailing is simply astounding and everywhere you look you find bits and pieces that were lifted from other cars and seamlessly integrated into this incredible piece. Under the louvered hood is the original 371 Rocket 88 Olds engine, which was dressed with a number of speed parts. A Weiland dual-quad intake, Offenhauser finned alloy valve covers adorn the engine, and accessories such as the power steering reservoir, generator, pulleys and heater motor have been chrome plated. Joanne’s Dream was discovered in 2008 as a hulk sitting behind a Fort Worth, TX hot rod shop. Alan Lewenthal had never seen anything like it, and soon began to discover this was a rare survivor from the golden age of the Kustom car scene. Following extensive research, a painstaking restoration was handled by Marquis Auto Restorations of Philadelphia, Pennsylvania. Restoring a custom car of this type required specialized skills and knowledge, and the countless bits of trim and detailing that were sourced from other cars had to be identified. Traditional methods such as lead filler were used to restore the body to its former glory and it now presents in truly stunning condition, finished in its original lurid purple over white paint scheme, and period correct reverse chrome wheels. 1962 Impala bucket seats are trimmed in white upholstery as is the Impala center console (with unique shift lever) and custom rolled dash pad. Even the bed sides are trimmed in matching white vinyl. The entire restoration carefully returned this car to the show quality standard it enjoyed when it was a star on the auto-show circuit in the mid-1960s. National Geographic produced a documentary for their program Dream Car Archaeology which followed the restoration process, and in January 2009 at the Chicago World of Wheels show, the car was awarded a prestigious George Barris Elegance Award, a Best In Class and a named Most Outstanding Radical Custom Hardtop. We can’t imagine what Joanne’s reaction was when she first saw her Olds Super 88 fully transformed. But we’d like to believe it was a dream come true.
Cadillac had long established its reputation as a leader for innovation and quality in the luxury car market by the 1920s. The long-running and fierce battle with Packard for sales supremacy meant Cadillac engineers were constantly striving for new ideas to refine and enhance their vehicles. As the decade drew to a close, Cadillac was highly motivated to retake their standing at the top of the sales charts from their cross-town rivals. The introduction of the junior LaSalle brand in 1927 helped greatly in their quest, and was intended to complement the senior models, which in 1927 consisted of the Model 314 V8 series. A dizzying array of body styles were offered, from the standard Cadillac bodies, to the Custom lines from both Fisher and Fleetwood. We are very pleased to offer this truly stunning 1927 Model 341 wearing a Double Cowl Sport Phaeton body from the Fisher Body Custom line. It is presented in magnificent colors; the all-black body and fenders accented with a simple but bold red inlay and subtle cream-colored coach lines. The combination is breathtaking, and the quality of the restoration equally impressive. This highly desirable and stylish 314 was treated to a comprehensive, concours-quality restoration and has seen only light use since completion. It has been shown and obsessively well cared-for, remaining in impeccable condition. The black paint is beautifully applied over laser straight panels, and the extensive brightwork and detailing are in beautiful condition. It is fitted with drum headlights, very rare dual, drum-style Pilot-ray spot lamps, drum cowl lamps, Cadillac mirrors mounted on dual-sidemount spares, and the first known Cadillac radiator mascot – a herald in Cadillac regalia, proudly trumpeting the praises of the marque. In the rear is found a painted trunk rack with a fantastic period trunk and black canvas cover. This is an extremely handsome body that looks elegant with the top up or down, though we are particularly fond of the sporting attitude it takes on with the top down and both windscreens folded flat. Occupants are treated to a gorgeous red interior that matches the red flash on the bodywork. Gray carpeting bound in red provides a bit of subtle contrast. The leather upholstery is simply exquisite, showing little signs of use and virtually no creasing. There is a beautifully finished wood-rimmed steering wheel perched atop a chromed steering column, and complemented by a matching wood gear knob. The highlight of the interior, however has to be the instrument panel; a stunningly ornate affair with a wood fascia surrounded by gorgeous gold inlay. The instruments themselves are fully restored, and the Cadillac crest is proudly inlaid in gold. Rear passengers are treated to their own cowl and windscreen for comfort and weather protection, as well as courtesy lights and a storage compartment built into the rear of the front seat. The engine, drivetrain and chassis are all detailed to concours standards, the quality of the restoration backed by a CCCA Senior Award badge earned in 2005. This fabulous Cadillac has been the proud showpiece of a dedicated marque enthusiast who has bestowed upon it years of care. We love the Harley Earl styling the breathtaking Fleetwood detailing, and would proudly use this handsome, desirable and rare Cadillac for show or touring. This is a very worthy addition to virtually any collection.
Harry C Stutz is one of the great automotive pioneers who may be considered among the greats such as Ettore Bugatti, Harry Miller and the Duesenberg Brothers. A farm boy from Ohio with a natural gift and fascination with machinery, Stutz earned a local reputation as the boy who could fix anything. He left his home at 18 to pursue a career in engineering and quickly made a name for himself in industry as an innovative, creative perfectionist. One of his first forays into automobile manufacture was the design of an engine for the American Motor Car Company’s Underslung model. Harry Stutz soon left American to form his own company, the Ideal Motor Company, in 1911. Right from the start, Stutz saw the importance of marketing his automobiles through racing – in fact, the very first car that left the Indianapolis plant was delivered straight to the track to compete in the Indianapolis 500 mile race! That car finished 11th, suffering no mechanical issues or failures. It earned the slogan “The car that made good in a day”. Quite! One year later, the business was renamed Stutz Motor Company. Stutz was respected by his employees, but they knew that if a single tool was left out of place or a work bench was left untidy after closing, they would hear about it the next day. They strove to build the best automobiles they could and their efforts paid off on race tracks around the world. The Stutz was seen as one of the finest cars money could buy. In 1919, facing a need to raise capital to fund production, he sold a portion of his business, but quickly grew disgusted with his lack of control over the operations and he soon departed. Following a stock scandal, bankruptcy and another change of ownership, Stutz Motor Company executives struck gold when they hired an equally gifted engineer by the name of Frederic Moscovics. Moscovics quickly refocused the floundering company and developed the “Safety Stutz” chassis for 1926. His new chassis had a double drop that gave a low center of gravity, excellent handling and stability as well as a rakish look. Four wheel hydraulic brakes were fitted as well as a worm-drive rear axle. The new “Vertical Eight” was single overhead camshaft affair driven by a link-belt chain, with twin-plug ignition. In 1927 a Vertical Eight-equipped model AA set a 24 hour speed record, averaging 68 mph over 24 hours – it was a test that proved its worth in 1928 when a Stutz finished 2nd to the Bentley Boys at the 24 Hours of LeMans. Sales at home remained sluggish, however, so Stutz spun off its sporty junior models into a new range called “Black Hawk” in late 1928 in an effort to boost sales. But like Harry Stutz before him, Moscovics was reluctant to cheapen his cars. A six-cylinder version of the Vertical Eight sat inside an all-new, short wheelbase frame, its 127" chassis being a marked improvement over the eight-cylinder model's frame and featuring substantial cross-bracing. A marvel of design and technically worlds ahead of the competition, the frame remained the low-slung, double-drop design as before. Engine power drove through a four-speed transmission making Black Hawk one of only two US manufacturers at the time to have this feature. Braking was by large Lockheed hydraulic drums on all four wheels, and a B&K vacuum booster as seen on Duesenberg and Stutz Eight models was offered as an option. All this proved too little too late however, and Stutz struggled against a failing economy and buyers who simply did not appreciate the sophisticated European design. By 1935 the doors were shut for good. Black Hawks were only in production for a few short years, making them quite rare and highly desirable today. This extremely handsome example wears a rumble-seat roadster body, believed to be penned by LeBaron, who allegedly designed and built many catalog Black Hawk bodies. The handsome coachwork is in fine condition, having been treated to a very high quality restoration some years back and used sparingly since. The restoration was fully documented via a binder of photos which is included in the sale. It is finished in a lovely light green with contrasting black fenders and accented with dark green wire wheels. The paint is attractive and in good order, and panel fit is very good all around. Typical high quality detailing includes dual tail lights, step pads for the rumble seat, chrome mirrors, cowl lamps, trunk rack and a folding windscreen. The cabin and rumble seat are trimmed in tan upholstery which still presents very well thanks to the light use and careful maintenance. The canvas top is in similarly good order and features a full complement of side curtains and a top boot. Moscovics’ incredible overhead cam engine presents well beneath the hood, showing signs of use but also maintenance and care. This is a very finely restored car that remains quite attractive for both collectors and driving enthusiasts. We feel this Black Hawk would be an outstanding tour car thanks to its superlative overhead cam engine, four-speed gearbox and world-class chassis. Few American cars could compete with the level of performance and driveability the Stutz Black Hawk offered in period and this is an excellent opportunity to experience that performance today. .
Introduced in 1946, the MkVI was Bentley’s the first postwar production car. This new car marked a major landmark and turning point for Bentley, as it was the first in the company’s history to be offered as a complete car with a standardized production body, built in house. Known as the Standard Steel Saloon, the panels were built by Pressed Steel Ltd, and assembled at the newly integrated Rolls Royce works in Crewe. While the practice of ordering custom coachbuilt bodies was falling out of favor and many of the traditional British firms were closing up shop, it was still possible to order a MkVI with a custom body from any number of builders such as Freestone and Webb, Radford, H.J. Mulliner and Park Ward. But the vast majority of customers opted for the elegant and handsome Standard Steel Saloon body, which helped make the MkVI Bentley’s most successful model to date. Mechanically, it was similar to the pre-war MkV, with independent front suspension on the substantial chassis and a 4.25 liter inline six. For the 1952 model year, it was updated to the “big bore” 4.5 liter specification and available with either an automatic or four-speed manual gearbox. When properly maintained, the MkVI is a reliable and robust motorcar with that exhibits the delightful over-engineered feeling of a classic Bentley. 4,946 examples were produced, the vast majority of which were sold with Standard Steel Saloon bodies. Yet a fraction of production did receive special coachwork, as our featured example wears. From its foundation in 1919, Park Ward had maintained a very close relationship with Bentley. So much so, that in 1931 Bentley had planned a takeover of the coachbuilding firm, before Rolls Royce stepped in and took over Bentley. Park Ward coachwork has graced virtually every chassis made by Bentley, from the earliest 3-liter cars, through the 1990s when the name was used to denote specially equipped and limited edition models. For the MkVI, Park Ward offered an elegant five-passenger Drophead Coupe body. The gorgeous, flowing lines were minimally adorned with just a few flashes of chrome trim. Typically Park Ward, the Drophead Coupe was elegant, refined and restrained yet still capable of making a bold statement. Just 27 of its kind were produced before MkVI production shifted to the R-Type, making it one of the rarest of the coachbuilt post-war Bentleys. Our fine example is a 1952 model, desirably configured in left-hand drive with four-speed manual transmission and the big-bore 4.5 liter engine. Just 8 cars were produced in this specification for 1952. B135LNY is finished in Sand over Sable with a tan top, and red coach stripes. The body is in very good order, straight and tidy with fair quality older paint that is attractive, yet showing some signs of use. It appears this Bentley has never had a full restoration, but rather, has been maintained and freshened as needed over the years. The result is a handsome and usable car with an appealing patina that encourages regular drives. Park Ward refined their design over the short production, so many of them wear different detailing, this example has full rear fender skirts that are cleverly hinged to access the wheels for service. A chrome strip follows the lower edge of the body, and repeats on the wheel skirt and the car looks equally appealing with the top up or folded. In the cabin, light tan leather is piped in brown and presents in good condition, with fair carpets and good detailing. Smiths instruments are correct and in good working order. The door panels are executed in a lovely sunburst pattern and beautifully restored wood trim graces the door caps, dash and windscreen surround. The wood trim is certainly a highlight of the interior, restored to a high standard with gorgeous inlay banding and a deep, rich gloss. This MkVI is mechanically sound having recently been treated to a full $29,000 worth of service from Crewe-certified master technicians at Bentley Denver. The engine bay is tidy though in driver-quality condition. This MkVI is quite suitable for driving and enjoyment and would make a fine companion for Bentley Driver’s Club events. Likewise, it would make a very fine and deserving candidate for a full restoration, as it is a very rare, desirable and collectible automobile built by one of the greatest coachbuilders of the period. It is sold with records of the recent maintenance, as well as original handbooks and RROC records.
Jean Daninos, the founder of Facel, believed that even in the 1950's France needed a prestigious, exclusive, fast, comfortable, beautiful, luxurious automobile to carry on the tradition of its great marques like Bugatti, Delahaye, Delage and Talbot-Lago. A successful tool maker and manufacturer with interests in a variety of metal-working enterprises, Daninos created the Facel Vega, the first, and still one of the greatest, European-American hybrids, to express his vision in metal. Daninos and his resident designer, Jacques Brasseur, created a robust but largely conventional chassis with independent front suspension and a live rear axle. To it was welded Brasseur's masterpiece, a low, smooth-sided body -- described by Michael Sedgwick as a 'pavilion' -- on which was placed a thin pillared coupe greenhouse with generous glass area. The interior, particularly the dashboard and instrument panel, was equally simple and eloquent with lever controls, big instruments and generous, comfortable front seats. To propel this beautiful vehicle Facel obtained big, long-legged V-8 engines from Chrysler in America. At introduction at the 1954 Paris Show this was a 276 cubic inch, 180 horsepower DeSoto Firedome, but it was soon supplanted by larger and more powerful Chrysler engines, eventually reaching 383 cubic inches in 1959. Production continued but Facel tried to create a smaller version, the Facellia, with a proprietary 1.6 liter twin cam four that proved to be difficult and drained the company's resources. Even a revised HK500, the Facel II, could not keep the company alive. The HK500 is the best of the Facels, and it was chosen by a litany of wealthy, famed and powerful owners including William A.M. Burden (great-grandson of Cornelius Vanderbilt and one-time owner of the Miller V-16 road car), Count Volpi (patron of Scuderia Serenissima), Danny Kaye, Stirling Moss, Tony Curtiss, Richard Starkey (better known as Ringo Starr), the King of Morocco and the first owner of this HK500, Arthur Christopher John Soames. Educated at Eton and Sandhurst, Soames served in World War II with the Coldstream Guards earning the Croix de Guerre in 1942. In 1947 he married Mary Churchill, youngest daughter of Sir Winston and Lady Spencer Churchill, turning to politics in the early 50's after his Army career and serving in a number of important posts including difficult assignments as Ambassador to France 1968-72 during a time of strained relations and in 1979-80 as the last British Governor of Rhodesia, negotiating the colony's transition into the nation of Zimbabwe. He bought this Facel Vega HK500 in 1959 while serving as the UK's Secretary of State for War in the Harold MacMillan government. His accomplishments earned him a lifetime peerage, Baron Soames of Fletching, in 1979. Christopher (as he preferred) Soames' Facel Vega is righthand drive and is marked by its engine, the powerful dual four-barrel carburetor 383 Chrysler of 350 or so horsepower, and 4-speed Pont-a- Mousson manual gearbox, the latter a rare and highly desirable option to the standard Chrysler Torqueflite automatic. The engine is correctly numbered FY7 for its Facel Vega application and has it correct air cleaner assemblies. It is equipped with power windows, power steering, European style headlights, Motorola solid state radio and has a set of new Borrani centerlock wire wheels with 3-ear Facel Vega nuts, another rare and desirable factory option. It was comprehensively restored in every detail in the 90's and comes from its second subsequent owner. The attention to detail in the bodywork, light yellow paint, oxblood leather upholstery and interior trim, engine compartment and trunk is exceptional. Facel Vegas are noted for their extensive use of stainless steel for exterior brightwork, even the bumpers, and the highly polished bright trim on this example is a delight to see. Soames was known as much for his sense of humor as for his size (contemporaries noted when he became ambassador to France that he was taller than Charles deGaulle) and his HK500's license plate proudly proclaims it to be 'Winston'. This is not only one of the best Facel Vega HK500s in existence, it also has the most desirable dual 4-barrel 383 engine, 4-speed manual gearbox and Borrani centerlock wire wheels. Its Christopher Soames provenance is the crowning feature on a singular automobile.
“The Standard of the World” was not only Cadillac’s advertising slogan, but it was a doctrine for its engineers and designers to live by. During the 1930’s, the company went to great lengths to live up to that claim, building ever more exclusive and stylish models. Despite the economic hardships, the junior LaSalle brand and entry-level Cadillac V8 models were selling well, and some much-needed cash was swelling the coffers. Cadillac decided the time was right to add a bit of excitement to the “multi-cylinder” engine race that was going on between high-end manufacturers around the world. In 1930 they shocked the motoring world with introduction of both a V12 and an unprecedented V16 engine displacing 452 cubic inches. This put Cadillac right into the thick of the battle with such prestigious manufacturers as Hispano-Suiza, Lagonda, Rolls-Royce and their chief rival, Packard. Both engines were designed simultaneously by Cadillac engineer Owen Nacker, and they shared the same basic layout as well as many common components. The V12’s output was a healthy 135 horsepower, while the V16 put out a full 175 horsepower – a headline grabbing figure for its day. In 1933, a V16 Imperial Cabriolet started at $6,250 and stretched to a whopping $8,000 for the top line All Weather Phaeton. The starting price was a full $3,000 more than a comparable V12 model, keeping in mind that a 1933 Chevrolet cost $445. Of course, a whole range of custom and semi-custom bodies were available from within GM and outside coachbuilders. The Cadillac LaSalle Club has put the number at approximately seventy different combinations of chassis and body options, which undoubtedly allowed a high degree of exclusivity, considering just 125 of a planned 400 examples were built. The V16 Cadillac remains to this day one of the most collectible, exclusive and desirable of all American classics. Imposing, elegant and visually striking, this 1933 Cadillac Model 452C V16 All Weather Phaeton represents the most expensive and exclusive Cadillac offered at the time. Only eight cars were built in 1933 with this coachwork. Chassis 5000082 was originally equipped with a Fleetwood 5575-S sedan body. When the car was restored, a correct 1933 All Weather Phaeton body was installed. It is not known if the present body was originally one of the eight made for the V16 chassis, or if it was from a V12 or V8 car. This stunningly beautiful machine has been fully restored to world-class concours standards and remains in excellent order throughout. The incredible Fleetwood coachwork exhibits the early beginnings of streamline design, thanks to its fully-formed fenders, split and tapered radiator shell and Art-Deco inspired streaks and slashes. It is truly a work of art and absolutely breathtaking to behold. This example is finished in deep navy blue and fully accessorized to reflect its standing at the top of the range. At the front end, a fabulous quad-bar front bumper features polished strips and body-colored inserts. The badge bar wears a pair of Pilot Ray spot lamps and the horns are magnificent Deco pieces with concentric chrome inserts in the trumpets. The 1933 Cadillac is instantly recognizable thanks to the body-color split grille, which on this example is graced with a gold plated Cadillac emblem and goddess mascot. Dual sidemount spare wheels wear painted covers and the running boards are fitted with polished strips that accentuate the long, flowing lines, in true Art Deco fashion. In the rear is found a bustle back trunk along with a chrome trunk rack, dual tail lights, a repeating quad-bar bumper and correct dual-exhausts. The paintwork is executed to a magnificent standard and while this restoration was completed several years ago, it remains in impeccable order. Chrome trim and polished brightwork are likewise exquisite. Blue painted wheels wear full chrome wheel covers and whitewall tires, the smooth covers further enhancing the streamline styling. Opening the doors, you are treated to a complementary blue leather interior that is accented with exquisite inlaid wood trim. The leather is in excellent order, showing only the very slightest creasing from light use, just barely gaining a broken-in appearance. Gorgeous detailing adorns the dash with its textured inlays, engine-turned escutcheons and correct original instrumentation. Rear passengers are treated to a large leather chair with a folding armrest, individual cigar lighters and beautifully detailed ash trays. The tan canvas top is in excellent condition, and this being an all-weather phaeton, passengers are gifted with roll-up glass windows and a folding B-pillar to seal out the elements. It is difficult to determine whether the body or the engine is the star of this show. Opening the long bonnet reveals one of the most awe-inspiring engines of the era. The Cadillac V16 is a masterpiece of form following function. It is a piece of mechanical beauty. The narrow angle Vee is topped with black painted rocker covers accented with polished ribs. Virtually every nut, bolt, clamp and fastener is concours correct and precisely placed. This truly is a showpiece from top to bottom. Few automobiles of the era can compare with the 1933 Cadillac V16 for its presence and style. This remarkable automobile represents the very best that Cadillac – and America – had to offer in the period. It is a piece of art, history and engineering brilliance than can be shown or toured with pride.
The Silver Cloud series marked a significant step for Rolls Royce when it was introduced in April of 1955. Rolls Royce was rationalizing their production line as the days of supplying bare chassis to coachbuilders were winding down and standard showroom models were becoming ever more popular. The standardization of production allowed Rolls Royce to produce cars in greater numbers than ever before, though critically, while still maintaining the same level of quality and engineering excellence that was expected of them. The Silver Cloud was their first “mass produced” major commercial success and in the 60 years since its introduction, has become an icon of luxury motoring. Initially the Silver Cloud was fitted with a traditional iron block inline six-cylinder engine. But even before the Silver Cloud reached production, Rolls Royce engineers were hard at work designing an engine that would carry them through the next decade, and beyond. After several proposals such as a V12 and even an inline eight, engineers settled on a V8 layout that would be compact enough yet provide superior output to the current six-cylinder. This was a thoroughly advanced engine that was cast in alloy with wet liners, and wore the carburetors in the center of the “vee” to keep the dimensions as compact as possible. Development of this 6.2 liter unit wasn’t completed until after Silver Cloud production was well underway, but in 1959 it was introduced in that car which became known as the Silver Cloud II. The Silver Cloud II was visually very similar to the outgoing Cloud I, with only very minor cosmetic changes taking place. The big changes lay under the bodywork where the V8 was carefully wedged into place and several enhancements made to the chassis to improve handling, ride, and the ability to cope with the additional power. Once optional equipment, power steering became standard fitment. As before, both standard and long wheelbase chassis were offered and of the 2,717 Silver Cloud II’s built, just 299 were in long-wheelbase specification, making these particularly rare and desirable among today’s Rolls Royce enthusiasts. This handsome 1962 Silver Cloud II (S/N LLCA49) is a very rare left-hand-drive, long-wheelbase example that was delivered new to Switzerland. The previous owner was a long time caretaker having purchased the car in 1985. It appears never to have been fully restored, but rather has been very well maintained, with only light cosmetic restoration work performed on an as-needed basis. It is finished in attractive sand over sable with a Biscuit Tan Connolly leather interior and fitted with desirable Frigette Air Conditioning, power windows, and an AM radio, all of which is documented on the original build sheets, copies of which accompany the car. The paint work shows is very attractive, laid down on coachwork that is straight and solid, while the often-tricky panel gaps are tidy and consistent. Chrome and brightwork are of very good quality, showing some care-wear but otherwise quite attractive, straight and complete, in good keeping with the rest of the cosmetics. Of course, the best place to enjoy a Silver Cloud is from within the sumptuous interior. This example does not disappoint with very clean and well-appointed cabin. Leather seating is in excellent condition and the walnut woodwork is in very good order, having been refinished, but not completely restored. Air conditioning is reserved for the rear seat occupants, who also have individual book-matched walnut tray tables. Mechanically, this example appears to have been well-maintained and performs admirably. The 6.2 Liter V8 is known for its amazing longevity and this unit still runs quiet and strong, mated to the factory original four-speed automatic transmission. The car recently had a full service including all new brakes, air conditioning service, carburetor rebuilds, and new tires. The Silver Cloud remains one of the most recognizable icons of the automobile. In this, the second series, it combines that timeless elegance with effortless performance and exceptional rarity. .
Most enthusiasts will agree that Packard’s glory days began in earnest in the late 1920s and ran through the mid-1930s. During this time, the famed Detroit automaker was building some of the finest automobiles on the market, expanding its reputation around the world and supplying machines to moguls and Hollywood stars. The over-engineered nature of their chassis and engines earned them a reputation of exceptional reliability. Packard also offered a staggering array of body, chassis and engine combinations that could be tailored to suit virtually any client, providing they had the necessary funds. For the more discerning clientele with deeper pockets, a chassis could be fitted with a bespoke body by any one of twenty custom body builders at their disposal. Packards of this era were grand, yet elegantly restrained. They are considered by many to be the very finest automobiles of their time. The model 443 of 1928 was part of the Fourth Series and was one of the most impressive automobiles of its day. It rode on an immense 143” wheelbase regardless of body style, giving it a sense of presence that few could match. Motivation was courtesy of a nearly silent straight-eight that displaced 383 cubic inches, and produced an understressed 109 horsepower and a steady wave of torque. As with other Packards of this period, the 443 was not an intimidating car to drive thanks to the slick gearbox, powerful brakes and excellent road manners, and it was preferred by famous people the world over, including famous French aviator Dieudonne Costes and H.R.H. the Prince of Wales, among others. Our featured example is a 443 Eight dual-windshield Phaeton from 1928. This is an extremely well-preserved older restoration that performs well and presents in very attractive condition. The body is finished in a handsome combination of medium brown with dark brown beltline, black fenders and dark orange disc wheels and body accents. It’s a surprisingly attractive combination that sets this car apart from others. The signature Packard disc wheels are fitted with whitewall tires all around, including the dual sidemount spares. The styling is very sporting for a large car, particularly with the canvas top erected, which imparts a rakish and aggressive look, particularly in profile. Paint quality and body work are excellent on this quality restoration. The chrome and brightwork are in similarly excellent condition, showing deep shine and minimal flaws. The imposing Packard radiator shell is protected by a stainless steel stone guard, while windwings, cowl lamps, outside mirrors and a trunk rack round out the accessories. The gorgeous interior is trimmed in dark tan leather which finely complements the exterior paint colors. Being a dual-windshield Phaeton, rear passengers have their own adjustable windscreen with windwings to keep them comfortable and unruffled during a top-down blast. A past owner installed a set of handsome wooden cabinets behind the driver’s seat which appears to be the only deviation from originality in the cabin, and would make a rather nice drinks-cabinet to keep rear passengers even happier than they would already be. The wood dash and door caps are restored with deep gloss and the instruments presented beautifully in the center of the fascia. Certainly stylish and dapper, this Packard is also mechanically excellent, thanks to regular use and care since the restoration was completed. The 383 cubic inch inline eight cylinder starts readily and performance is excellent for a car of this size and stature. The grand 443 has a tendency to shrink around the driver once out on the road making them among the most enjoyable large classics to drive and extremely popular among touring enthusiasts. Thanks to the obvious care this example has received, it remains attractive enough for show. As a CCCA approved Full Classic, it would be extremely well-suited for CARavan Touring and a welcome addition to any collection of fine automobiles.
Edsel Ford was the only son of Henry Ford, but the two men could not have been more different. Edsel Ford was worldly, gifted with fine taste and a patron of the arts – including his many personally funded commissions that helped American coachbuilders survive the early years of the Great Depression. It is an irony then that the automobile created to be a tribute to Edsel Ford instead became an embarrassment when it was introduced 14 years after Edsel’s early death in 1943, at the age of 49. In his highly productive lifetime, Edsel Ford become president of Ford Motor Company and encouraged Ford’s purchase of the Lincoln Motor Company from the founding Lelands. He persuaded his father to discontinue production of the Model T – the most successful car in the world at the time – and he led the development of the stylish Model A that was sometimes referred to as ‘a little Lincoln’. He also created the first styling department at Ford in 1935, hiring E.T. ‘Bob’ Gregorie as styling director. The idea of for the Lincoln Continental came directly from Edsel Ford’s worldly view. The story has been told many times that the younger Ford returned from a European trip struck with the coachwork he observed travelling on the Continent. Ford tasked Bob Gregorie to create a custom coachbuilt automobile on a Lincoln Zephyr chassis with the clean, unadorned lines and minimal chrome trim of the European cars he admired. The first Lincoln Continental prototype was shipped to Florida in March 1939, where Edsel Ford and his family wintered at Hobe Sound near Palm Beach. Edsel Ford’s Continental-style Lincoln was greeted with rave reviews and questions about production from just the crowd he hoped to attract. A second prototype was constructed for refinement and the Lincoln Continental went into production just six months later in October 1939 as a 1940 model. Like the first prototype, the Continental was constructed with the same 125- inch chassis as the Lincoln Zephyr. The engine in the first production Continental was a 292 c.i. flathead V-12 producing 120 horsepower, with a three-speed column shifter. The body was all new. In comparison with the Zephyr, the driver’s seat was moved back, the hood was longer and both the roof and the side profile of the car were dramatically lowered. The Cabriolet, like the prototypes, had closed rear roof quarters that visually stretched the length of the car together with the spare tire mounted at the rear of the car. Interior trim featured a gold colored finish. The extensively revised 1942 Lincoln Continental shared the Zephyr’s new styling format that was distinguished by a lower ride height and squared off fenders as well as the Zephyr’s wider, two-piece grille. Engine size increased to 306 c.i. with 130 horsepower. Like all of the industry, 1942 Lincoln production was cut short for the war effort and a total of only 1,236 1942 Lincolns were produced including just 136 Cabriolets. The automobile offered here is one of only a few 1942 Lincoln Continental Cabriolets that are thought to survive. The subject of an older ground up restoration, the car presents beautifully today. Finished in Victoria Coach Maroon paint, with a tan leather interior and tan top, the condition of the leather is very good showing only very slight signs of use on the driver’s side. The paint quality is very good, with nice panel fit and finish. The fully restored dashboard is pure 1940s glamour, trimmed in proper gold accents that gleam in elegant compliment to both the exterior and the interior. Being a very prestigious car in its day, it is well-equipped with a radio, heater, power windows, power operated convertible top, clock, and full instrumentation. The wheels are finished with correct chrome hubcaps and trim rings that are in very good condition and the polished chrome trim on the exterior is also in very good condition. The flathead V12 engine looks impressive and is very well detailed in the engine bay. This engine was never intended to make big power, but rather, it was highly regarded for its smoothness in operation. Quiet, silky and with a broad, flat torque curve, it provides effortless operation whether tooling around town or touring long distances on main roads. A three speed manual transmission feeds power to a standard Columbia 2-speed overdrive rear axle. The car drives smoothly and almost silently, seeming to practically float over the road in comparison with its pre-war contemporaries. This is more than a beautiful car. The restoration has been done to show-driver standards, and it has seen regular use since the restoration was completed. This pre-war Lincoln Continental Cabriolet would be welcomed by the Classic Car Club of America, the Antique Automobile Club of America and the Lincoln & Continental Owners Club – as well as many other events – and would be a standout at any of these gatherings.
The glamorous life of travel, high fashion, and social status in the 1920s and ‘30s required a gusher of money. Gatsby-esque wealth was made by individual business tycoons, handed down as old money, royalty, movie stars or those who had simply been fortunate enough to marry into a family that allowed a life of extravagance. Among the vacation houses and resorts, a definite social requirement of the upper echelon was to have the finest bespoke automobiles in their carriage houses. Finest among those automobiles was the Duesenberg Model J. Each one was built to special order for the most discriminating owners, embodying all the features and principals which made the name Duesenberg synonymous with the utmost in quality. Largely recognized in period as the world’s finest automobile, the new Duesenberg Model J had at its core a massive 420-cid, 265 horsepower dual overhead camshaft straight eight-cylinder engine. Under E.L. Cord’s management, Fred Duesenberg’s masterpiece delivered otherworldly performance that no other car of the time could match. With double the horsepower of any other motorcar of the era, it equally outclassed all others in smoothness, ease of handling, riding quality, comfort, longevity and luxury. No other car of this Classic era was considered so easy to handle or so pleasant to drive, nor did any other car have as much horsepower, or ease of performance. Its speed, not even closely approached by others that had been considered fast, was merely the inevitable byproduct of Duesenberg’s aim to build superfine cars with wholly unmatched performance and extraordinary durability. Duesenberg proclaimed an unswerving devotion to one ideal: “To produce the best, forgetful of cost or expediency or any other consideration. A Duesenberg definitely excels every other automobile in the world, in every way.” It has been said that the most distinctive of all Duesenbergs are the few, exclusive models that were assembled by the great European coachbuilders; amongst them you will find Letourneur & Marchand, Hibbard & Darrin, Fernandez & Darrin, Saoutchik, Figoni, Graber, Van den Plas and Franay of Paris. Given their unparalleled stature, Duesenbergs bodied in Europe received the coachbuilders’ most extravagant and beautiful designs. This stunning example crafted by Jean-Baptiste Franay is no exception and its amazing appeal is only rivaled by the air of mystery, intrigue and excitement surrounding its first owner; Mabel Boll, who was known as Countess Proceri by the time she took delivery of her magnificent Duesenberg J. The daughter of a Rochester bartender, Mabel Boll was widely known in her day as the “Queen of Diamonds” for she loved not only to purchase jewels, but to flaunt them publicly. A natural beauty, her first job was selling cigars in a Rochester bar until she married businessman Robert Scott in 1909 and was well on her way to the top of the social ladder. In 1922 she married again to a Colombian coffee magnate, Hernando Rocha, who presented her with more than $1 million in jewels and a 46.57-carat emerald-cut diamond bearing her name. Boll collected nicknames like she collected jewelry: in 1921 she was hailed by newspapers as "Broadway's most beautiful blonde." When she married the Colombian coffee king in 1922 the press referred to her as the "$250,000-a-day bride." The "Queen of Diamonds" moniker became popular as she often appeared in public wearing much of her jewelry. It was said that the rings she wore on her left hand alone were worth more than $400,000, which would equate to approximately $5 million in today's dollars. In April 1931, Time magazine recorded the marriage of Mabel “Queen of Diamonds” Boll to Count Henri de Porceri, who was born in Poland and became a U.S. citizen. They were married in Paris and traveled extensively. In early 1934, the Countess acquired Duesenberg J-365 wearing this fabulous and distinct Sunroof Berline body by Franay. According to Ray Wolffe, the well-respected late Auburn, Cord, Duesenberg historian, this chassis was delivered new to France and it appears to have been first fitted with town car coachwork by the French firm of Kellner. For reasons unknown, the car was not sold in this configuration and the body is thought to have later been fitted and sold as J-516, also on a long wheelbase chassis. In August 1931, the J was adorned with new “sports sedan” coachwork by Franay, with a rare for Duesenberg sliding sunroof, divider window and fully-skirted rear fenders. In this new configuration the car was exhibited at the October 1931 Paris Salon with two-tone paintwork. A year later the car was again back at the Paris Salon, but this time it was painted in just one color. Following the death of Mable Boll, very little is known of the car again until the early 1950s when retired schoolteacher, Henri Beaud of Villeneuve, owned it. In the late 1950s the car was purchased in a partnership between Henri M. Petiet and Serge Pozzoli. Pozzoli is said to be one of the first in France to realize the historical importance of this motorcar. From 1965 until 1971, Paul Badre of Paris was its custodian, at which time Marc Nicolosi brokered the car to Gavin S. Herbert of Newport Beach, California. In 1974 the car changed hands again, selling briefly to Jonnie Bassett before ending up with Ray Egidi of Florida who immediately had the car restored. A year later the car sold to well-known jeweler Marvin Cohen of Chicago, Illinois, who carried out a major concours quality restoration in 1975 with some modifications to enhance the car’s overall appearance. This included accentuating the sloping roof and body line by taking off the built-in trunk, lengthening the hood, replacing the side louvers with signature Duesenberg chromed screens and side exhaust, special cabinetry on the back of the front seat and painting the body in its current magenta shade. Mr. Cohen sold the vehicle at auction to Patrick Ryan in 1988 and only two have owned this impressive Duesenberg J since. Today, J-365 remains a stunning example of 1930s beauty and refinement; it is believed to be one of only two Duesenbergs originally built with a sunroof. Other unique features include the hinged windscreen, divider window, chromed-cover dual sidemounts, luggage rack, skirted fenders, driving lights, chromed wire wheels, ornate rear woodwork with bar, crystal and instrumentation, plush leather interior, engine-turned dash fascia and desirable sweep-hand speedometer and tachometer amongst the standard and very complete Duesenberg instrument set. Mabel Boll's magnificent Duesenberg is seen and recognized in the majority of important publications on the marque and will be welcomed by most clubs and events for this era of motorcar. Period photos reveal the car during its early years abroad and relate its well-known history as it remains with most features from this wonderful record of presentation. This is an important, exquisitely styled motorcar that carries with it the legacy of a glamorous, fascinating woman; both being enduring symbols of a bygone era.
The booming market for early Ford Broncos broke out of the corral years ago. But there are still exceptional examples to be found, including this completely restored 1966 Ford Bronco U13 Roadster. Ford introduced the Bronco as an All-Purpose Vehicle. The Bronco came as a complete surprise to most, announced on August 11, 1965 ready to appear in dealer showrooms in early September as a 1966 model. Ford General Manager Donald Frey described the new Bronco as a combination of both a car and truck “for men and women who seek adventure as well as practical transportation”. The Bronco was designed to go nearly anywhere and do nearly anything. Clearly, Ford Motor Company had Jeep in their crosshairs. Maybe the most surprising part of the Bronco lineup as we know it today, though, was the Bronco U13 Roadster. This Bronco was the most Jeep-like of all, with cut-outs for doors to ease entry and exit, a windshield that folded flat and a canvas-backed vinyl top and doors that came only as options. Other new Bronco models provided conventional doors and hardtops. Viewed from the perspective of fifty years, the Bronco Roadster looks even more Jeep-like. Flat metal panels and exposed overlapping seams are shamelessly visible both in the interior and under the hood. The exposed metal floor is painted body color and the dashboard is also plain painted metal. Warn hubs in the center of the front wheels require the driver to jump down to the ground and turn the hubs manually before pressing a ridiculously tall black shift lever into high or low 4-wheel drive ranges. Body-colored fiberglass door inserts were the only concession to refinement. Anyone who has ever driven a Jeep CJ will even recognize some of the switchgear and the pedal placement. The standard engine was a 105 horsepower 170 c.i. straight-six, with the small 289 V-8 (later 302) as an option. Magazine covers and feature stories invariably featured the open Bronco Roadster. But the Bronco U13 Roadster was in production only from 1966-1968, and surprisingly accounted for fewer than 5,000 vehicles out of a total first-generation Bronco production of 225,585 ending in 1977. This 1966 Ford Bronco U13 Roadster has been fully restored to very high standards. It is correct to factory specification and finished in the correct 1966-only color of Caribbean Turquoise with white trim. Other correct cosmetic details of note include the gray painted metal dashboard, square-end white painted bumpers and painted left outside rear view mirror. Mechanically, the 170 c.i. six-cylinder engine is equipped with a three-speed manual transmission mounted on the column and Dana 20 transfer case. Optional factory equipment on this outstanding example begins with the distinctive seating. A front bench seat for three was standard on the first Broncos, finished in black vinyl. Options included selection of a single left-hand bucket seat, left- and right-hand bucket seats and a rear bench seat, all with seat belts, covered in silver vinyl that was also a one-year option. The matching padded sun visors coordinate with the seats. A one-piece rubber floor mat covers only the area ahead of the front seats and is embossed with the Bronco logo. Other options found here include a switch for emergency flasher lights, heater and defroster controls, and a modern but period looking radio flanking the black two-spoke steering wheel on the austere dashboard. Visible from the exterior are also the inside tailgate mounted spare tire, chrome wheel covers and correct optional white side accent stripes that bear a close family resemblance to the Mustang GT’s rocker stripes. Modern BF Goodrich T/A tires are mounted on the 15-inch wheels, the single concession to modern driving. The engine compartment is beautifully detailed and correct. The stark engine compartment is correctly painted in body color. The engine is painted in correct Ford blue and equipped with the oil bath-style air cleaner that is specific to the earliest Broncos. All hoses, fittings and belts appear as new, of course, as does the battery. A correct FoMoCo windshield washer bag hangs on front fender housing provided added authenticity. This phenomenal 1966 Ford Bronco U13 Roadster is a virtual time traveler, a correct benchmark vehicle and a certain winner wherever it might be shown. Bronco owners and collectors are a varied and enthusiastic group. A Bronco Register and a myriad of clubs provide information, support and competition in many areas of the country. And, guess what? With all the significant automotive anniversaries being celebrated, 2016 is also the 50th Anniversary of the Ford Bronco. This is one of the finest examples available.
With the introduction of the W113 chassis in the early 1960s, Mercedes-Benz had essentially invented their own class of sports roadster. This 2 seat roadster was less of an all-out sports car, and more of an all-weather GT car with superior refinement and quality that meant it could be used as an everyday driver. The W113 proved a great success through three generations and in 1971 was replaced by an all-new SL, known internally as the R107. The R107 was a new chassis design that utilized shared suspension and drivetrain components from mid-sized Mercedes sedans, but wore unique sheet metal designed by the great Bruno Sacco. The R107 offered greater luxury, performance and modern refinement than its predecessor and while it still was not a hardcore sports car, it could hold its own on fast, flowing roads and was unmatched for its continent crushing ability. The first generation 350SL featured the same V8 shared with the 280SE 3.5, which was soon enlarge to the big 4.5liter version and renamed 450SL. The 107 SL proved to be a runaway success for Mercedes, thanks to the exceptionally well-engineered chassis, excellent performance from the V8 engines, and unrivaled build quality. Production of the R107 lasted from 1971 through 1989, making it the longest production run of any Mercedes-Benz passenger car to date. Only the Galandewagen off-roader has been in production longer. For the final version of the R107, engineers took the 5.6 liter V8 from flagship SEL sedan and shoehorned it into the roadster body to create the 560SL, in turn creating an instant classic and the very best of the R107 SL family. With the benefit of nearly two decades of development and technological refinements such as ABS brakes and traction control, as well as stout performance from the alloy V8, the last of the great SLs strikes the perfect balance of style and performance. The 560SL also comes from a time when legendary Mercedes-Benz dependability was at its pinnacle, yet still offers relative ease of service. Few roadsters can compare with the 560SL for its all-round capabilities and exceptional refinement. Paired with timeless styling, it is easy to see why the 560SL and its siblings have so quickly become full-fledged collectibles. This handsome 1989 560SL is an outstanding example, showing just 19,825 miles from new. It is a one family owned car from new in beautiful condition, finished in the striking combination of Smoke Silver over Burgundy leather. It is a very fine car that has exceptionally well maintained from new and kept in impeccably clean condition. The original “15-hole” style alloy wheels look beautiful against the superb paint. Likewise, the hard-wearing leather interior has been beautifully maintained and preserved in excellent condition. Burl walnut trim on the console and dash is in exquisite condition, and it still retains its original Becker Grand Prix stereo. Both tops are present and in excellent order, with the soft top in contrasting black and the hard top finished in matching Smoke Silver as per original, and the fully trimmed trunk is in excellent condition. The 5.6 liter, Bosch fuel-injected V8 engine runs strong and smooth, as it should, and has been exceptionally well maintained. The incredibly clean engine bay is properly detailed with correct original gold-cadmium fittings, clamps, hardware and decals all in excellent order. The car has a clean CarFax, and Included with the car are the original books and manuals, data card, spare keys, as well as the original window sticker and original purchase documents. These are famously robust automobiles, but only when properly maintained and cared for, and this example has clearly been cherished from the day it was first delivered. The 560SL is a rapidly appreciating classic, and fine examples such as this are in high demand; yet they still represent an excellent value considering the robust performance and legendary reliability.
The Mazda Miata was welcomed as the second coming of the affordable British sports car when it was introduced for 1990. Never mind that the Miata was built in Japan, styled in California or came from no appreciable racing heritage. Instead, the Mazda Miata was hailed as everything the lamented British roadsters should have been and perhaps could have been. Alas, by the time the Mazda Miata was introduced production British sports cars were virtually a thing of the past. The Mazda Miata was described as a lightweight, rear wheel-drive roadster with a rigid chassis, five-speed manual transmission, phenomenal balance and perfectly weighted steering. A 1.6-liter four-cylinder engine providing 115 horsepower powered the first Miata, but tipping the scales at slightly over 2,000 pounds that was already good enough for a top speed of 125 mph plus. The designation ‘RX-5’ was preferred by the car’s engineers to reflect on Mazda’s history with rotary-powered automobiles. But the Miata wasn’t rotary powered. The first generation MX-5 Miata started its own lineage instead, with the ‘M’ meaning ‘prize’ or ‘reward’ in Japanese. Legions of old and new enthusiasts eagerly embraced the new Miata. It didn’t hurt a bit that the styling created by American Mark Jordan and Asian-American Tom Matano at Mazda’s California Design Center bore a strong resemblance to the Lotus Elan right down to the sleek pop-up headlights. The Japanese engineered and built chassis and running gear had already come to mean something far more to buyers than affordable British sports ever achieved – reliability. Technically, the Miata was a convertible, not a roadster, with roll-up glass side windows, a tight-fitting soft top and even an available removable hard top. But a comfortable two-seat cockpit and a heater that actually worked were enough to seal the deal for many, who made the Miata their only car. The Mazda Miata has become the most popular roadster in history with total sales estimated somewhere around a million cars since 1990. A few of the most ardent of the Miata’s new enthusiasts went as far as to purchase a new Miata and immediately put it into storage. The first-year Mazda MX-5 we are offering here is a brand new, twenty-six year old Mazda MX-5 Miata with everything ‘but the box it came in’. The odometer shows just 3,310 miles from new. This Miata presents as a brand new car, finished in Silver Stone Metallic with a black cloth interior, black soft top and the body-colored optional hardtop fitted in place. Other equipment as originally delivered includes power steering, leather wrapped steering wheel, am/fm cassette player and alloy wheels, as well as power brakes, cruise control and air conditioning. Accordingly, every detail about this car is in as-new condition. Delivery includes original documentation from the East Pointe Car Company of Kentwood, Michigan, the new car dealer who sold this Miata, complete with business cards from the dealership. All delivery stickers, the original owners manual and booklets in the original envelope are also provided with the sale. Whether it was the appeal of a new two-seat, open-air sports car, the new/old styling, modern equipment or comfort that the first Mazda Miata represented, Miatas have created a large and loyal following all around the world. Mazda’s advertising in 2016 still promises a “Pure. Modern. Roadster.” Want more? J.D. Power describes the Mazda Miata as the best selling two seat-sports car of all time. This is an opportunity to invest in a time capsule example of the first year Mazda Miata that is ready is every way to show, benchmark or drive sparingly without mindless obsession on preserving original mileage – it’s already been driven. Who will be the next driver?
On March 15th, 1961, the world was introduced to Jaguar’s latest creation, the E-Type. On its debut, the car made an enormous impression on the fortunate 200 media members who witnessed its unveiling. The striking appearance of the E-Type was the main catalyst for the initial excitement, but the looks weren’t the only things going exceptionally well for the E-Type. Its performance figures were stout and it had an equally refreshing price to boot. Jaguar’s newest masterpiece released 265 horsepower to the rear wheels, propelling it to a top speed of 150 miles per hour. In 1961, numbers like these usually meant spending upwards of $10,000, but to a great surprise, the E-Type was only $5,500. Undoubtedly, Jaguar’s E-Type was one of the best performance buys in all of Europe. Even though the car itself was completely new, the heart of the beast was the same 3.8 liter 6-cylinder power plant used in the previous Jaguar XK150S. The 3.8 was wonderful in the XK150S, and worked even better in the state-of-the-art E-Type chassis in thanks to the sleek body and 150 pound weight loss from the XK150. One of the many reasons why the E-Type turned out and performed to such a high standard was due to Jaguar’s racing program. Jaguar won the 24 Hour of LeMans 5 times between 1951 and 1957, and after the 1957 victory, Jaguar was in need of producing a new sports car to keep the company moving forward. The need for a new car led to the assembly of two prototypes in the late 1950’s, the E1A and E2A. E1A was heavily tested by Jaguar while E2A was turned into a race car in 1960 where the car was lent to Briggs Cunningham and raced by Dan Gurney, Jack Brabham, and Bruce McLaren. Between E1A and E2A, Jaguar used the best features from both cars to formulate the perfect platform for their new machine. This is one of the finest E Types we’ve seen. Dispatched from Coventry on January 8, 1963, chassis 878834 has undergone a complete ground up nut & bolt restoration, by a Pebble Beach multiple award winning restoration shop. This was not a car done for a customer, this was a car built for the owner of the shop for his own personal use, and as such it is simply stunning. Originally finished in cream over red leather, the restorer wanted the car to stand out from the myriad of E Types out there, and chose to restore the car in one Jaguar’s prettiest, correct, but seldom seen combination of Opalescent Dark Blue with grey leather. The build is set off by wide whitewall tires, as often fitted to early E Types when new, but rarely seen today. The interior is fabulous, and the level of detail continues, down to the correct shift knob and original radio. The Stayfast top has never been lowered. Of course the car retains its original matching number engine, which is detailed to better than new standards. The boot contains the proper jack and original tool set, and included with the sale is the Jaguar Heritage Trust certificate. The quality to which this car was restored unquestionably shows the level of detail and finesse a Pebble Beach restorer would put into any one of their builds. This car is exquisite in every way and is ready to shown or driven.
In the first decade of the twentieth century, Detroit, Michigan was awash with pioneering automobile manufacturers. Hundreds of different companies tried their hand at the building automobiles, with wildly varying levels of success. Some did not make it past the first few cars, others did not make it past the first year and fewer still made it past World War I. The Regal Automobile Company opened its doors in 1908 and had shown early promise by building quality, mid-sized, conventional cars. In an effort to promote their reliability, a 1909 Regal 30 HP crossed the US continent multiple times, racking up 22,000 miles and attracting plenty of attention in the process. In 1911, Regal made a dramatic change with the introduction of the Model N. The Model N featured a stylish “underslung” chassis, giving a low and rakish look, coupled with a two-seat raceabout-style body. With its stylish looks and reliable 4-cylinder engine, the Regal Model N was seen as a “baby Mercer” – a car that cost at least twice that of the Regal. In response to the success of the highly regarded Model N, Regal increased their Underslung offerings the following year to include several models. Regal was not the only manufacturer to offer an underslung design, but the most significant other than the American Underslung built in Indianapolis, Indiana. During the years of production, Regal also built automobiles with conventional frames. All Regals produced between 1910-1914 were powered by four-cylinder engines producing 20 to 40 hp. The Regal Automobile Company could not withstand rapidly inflating material costs related to World War I, and in 1918 was placed in receivership. ‘Underslung’ described the chassis design, where the axles were suspended above the frame. This placement resulted in a lower ride height that presumed to reduce the dangers of skidding or ‘turning turtle’, as early motorists feared. “Underslung construction means ‘safety’”, declared advertising for the Regal Underslung Touring Car. “Here (are) all the advantages of the costly Underslung construction within a reasonable purchase car.” Therein was the unique appeal of the Regal Underslung. The Regal Underslung was offered in choices of three body styles, including a smaller Roadster and a fully enclosed Colonial Coupe in addition to the Touring Car. In 1914 the five-passenger Touring Car was referred to as the Model T with 25 hp, or the Model C with 35 hp. Production of Regal automobiles for 1914 reached 8,136, the highest in the eleven-year history of the marque save for 1915, before ending in 1918 as a result of material shortages owing to WWI. Very few Regal Underslungs are known to survive today. Some of those have been referred to as ‘the only surviving’ examples, but that is simply not the case. This 1914 Regal Underslung Twenty-Five Touring Car is a wonderful older restoration, very attractively finished in light grey with black fenders. Red coach lines provide distinctive accents to both the body and the fenders. Restrained brass finished accents on the car include the radiator shell, headlight rims and hub caps, as well as the step plates on the running boards. The Artillery-style wheels feature gorgeous natural finished wood centers with black demountable rims and period correct tires. The black leatherette top attaches at the front to the folding windshield frame in a way that allows for the upper portion of the windshield to be folded even when the top is in place. The interior is also black with a button tufted pattern and a high mounted left-hand steering wheel finished with a brass center and wood rim. Wood trim surrounds the upper edges of the body, with a single spare mounted at the rear. The four-cylinder engine is nicely detailed, showing both use and care as to be expected from an older restoration that has been driven and enjoyed. With its manageable scale and the lower profile resulting from the underslung chassis, this car will make a distinctive impression wherever it appears with plenty of stories to tell about the manufacturer and the underslung construction. This is a very rare opportunity to acquire an unusual, fascinating underslung Brass Era automobile that is gorgeous from top to bottom and that will be welcome at car shows, or enjoyed simply for driving around town.
GM’s long-serving president, Alfred P. Sloan was a man of tremendous vision. He saw the company into its greatest days and in the process developed many new strategies that still influence the automobile industry to this day. One of his more influential ideas was that of the companion brand. In the 1920s, Sloan had seen an ever growing price gap between the various brands within GM. Buick, Oldsmobile and Oakland each had their own companion brand to help bridge the gaps between lines, in the form of Marquette, Viking and Pontiac, respectively. When looking at Cadillac, Sloan decided that a new companion line should be offered below the famous brand, one that would provide “built by Cadillac” prestige at a price point that was more realistic for upper-middle class buyers. The new brand was called LaSalle and it offered a full range of attractive body styles built by Fisher and Fleetwood. The attractive bodies were penned by a talented young stylist named Harley Earl, in his first role at General Motors. LaSalle enjoyed a rather successful run in its first few years, beginning in 1927. The Harley Earl styling was fresh and very attractive and LaSalle’s influence began to trickle down across the rest of the GM line. Fitment of Cadillac’s V8 engine meant the LaSalle was quite rapid and sporty thanks to the smaller and lighter chassis in comparison to its big brother. The onset of the Great Depression did put a damper on sales, however. Marquette and Viking had been killed off by 1930, but LaSalle was allowed to soldier on until the plug was pulled in 1941. In spite of consistently outselling Cadillac, LaSalle was shuttered to protect Cadillac’s reputation as a leader in the market against the likes of cross-town rivals at Packard. Our featured 1930 LaSalle Model 4060 Phaeton is a handsome older restoration and a very usable example of this classic marque. The very desirable Fleetwood-built Phaeton body is finished in cream over brown fenders, chassis and coach lines with orange pinstripes and cream wheels providing the accents. While the restoration was completed some years ago, it was a proper full-nut-and-bolt affair that still presents nicely today. The paint is lovely, with a nice gloss and crisp body lines. A myriad of accessories are fitted such as dual sidemount spares, chrome spare-mounted mirrors, radiator stone guard, twin Trippelights, goddess radiator mascot and wind wings. Much of the chrome has been refreshed, though the bumpers do appear a bit careworn, though otherwise straight and solid. The tan leather interior is tidy and attractive with a moderate patina on the front seats and carpet, while the rear seat doesn’t show too many signs of use. The driver’s seat shows some heavy creasing though is intact and still quite attractive. Original instruments grace the simple and clean dash, with dials to indicate water temp, oil pressure, amps, fuel level, speed as well as a lovely Jaeger clock. The large tan canvas top is in very good condition, showing no staining or excessive wear. Likewise, the top frame operates smoothly and is straight and free of damage. A matching tan canvas cover is fitted over the trunk, which is held in place with bridle leather straps. Cadillac’s famous V8 engine is found under the hood and is well presented. The engine is clean and presents in period appropriate finishes, though it is not fussy or overdetailed. The presentation is in keeping with approachable and usable nature of this car. The V8 runs strong, smooth and the car performs simply beautifully on the road. As a recognized CCCA Full Classic, it would make an excellent tour car and would be superb for taking the family on ice cream runs or weekend getaways. It is easy to operate and a delight to drive, particularly when the large top is folded and everyone can enjoy the open air and the spacious cabin. ils.
The most beautiful car in the world: This sentiment has been repeated over and over again when describing Jaguar’s legendary E-Type. But the E-Type was so much more than just a pretty face when it first shocked audiences at the 1961 Geneva Salon. Here was a car that was not only stunningly beautiful to look at, but offered 150mph performance and a sophisticated chassis all in a package that cost half that of its competitors. A tremendous amount of experience that was gained from the D-Type program was then filtered into the design of the E-Type. The innovative and advanced D-Type had won LeMans three times on the fly, thanks to its advanced aerodynamics, powerful disc brakes and the lightweight and robust monocoque chassis. With the D-Type as a starting point, the E-Type sported a similar semi-monocoque chassis that used a sheet steel tub for the passenger compartment, paired with tubular steel subframes which supported engine and independent front suspension. The rear suspension was also independent, and was mounted to a modular subframe that carried the wishbones, hubs, diff and inboard disc brakes. Those brakes were the same Dunlop four-wheel discs that had proven their worth in punishing conditions at LeMans. The XK six-cylinder engine (in 3.8l and later 4.2l form) was tuned to deliver 265 horsepower. All of this technology was wrapped in a gorgeous body penned by Jaguar’s aerodynamicist Malcolm Sayer and tweaked by Sir William Lyons himself. Jaguar had created a legend virtually overnight and the E-Type remains a cornerstone of the collector car world, where examples can be found in virtually every significant collection as well as in the hands of passionate enthusiasts. This 1965 E-Type 4.2 liter fixed head coupe is a stunning example finished in striking black over red leather, and riding on chrome wire wheels and blackwall tires. It was fully restored in the 1990s to a very high standard, with gorgeous paint work, excellent chrome, and high quality finishing. The color combination, while not factory original for this car, looks absolutely gorgeous on the iconic E-Type coupe shape. Bodywork is laser straight and the paint is simply exquisite. The chrome on the bumpers, window trims, and wheels is in outstanding order and the overall finishing has been done to a high standard of quality. While the cosmetics are certainly striking, there has been equal emphasis put on the mechanical quality as well. Beneath the signature, forward hinged bonnet rests a beautifully detailed; number’s matching 4.2 liter inline six. The alloy cam covers, intake manifold and S.U. carburetor dashpots have been fully polished and simply sparkle against the black body. Hoses, fittings, and hardware are all in excellent order and the engine is spotlessly clean. The exposed front suspension components are similarly well detailed with correct finishes. Among all road-going E-types, the 4.2 liter is the most desirable thanks to its broad torque curve, improved braking servo, more comfortable cabin and all-synchro manual 4-speed gearbox. The fresh red leather interior features the correct, adjustable-back seats that differentiate the 4.2 from the 3.8 with its fixed back chairs. Leather covers the seats and center console, while wool carpets and vinyl interior paneling are all trimmed in the correct style and materials. Some subtle enhancements have been made for driver comfort, such as a smaller diameter steering wheel and a subtly upgraded Retro Radio audio system. Thanks to the large side-hinged hatch, there is plenty of luggage space for a weekend getaway. Recent receipts show over $17,000 for a mechanical freshening and a new, professionally trimmed interior. The E-Type 4.2 is a slightly more tractable car than the hard-edged 3.8, and collectors tend to gravitate toward these later Series 1 examples. These cars are an absolute delight to drive and can easily potter around town on a wave of torque, or be taken on a high-speed tour thanks to the healthy 265 horsepower ‘six. With all that power, torque and passenger comfort, the E-Type truly is one of the greatest GT cars of all time; and that’s before we even get to those iconic looks.
Don Draper should have driven this car. This red 1956 Lincoln Premiere Series hardtop coupe is everything the Fabulous Fifties were about – forward looking, longer, lower and wider. The sleek ‘flow-through’ styling eliminated any remaining hint of separate fenders. The Premiere Series was introduced in 1956 as the top of the line Lincoln – a step up from the previously style-leading Capri line. The pillar-less hardtop coupe and convertibles took the style to the highest level, with buyers preferring the hardtop coupe by a margin of nearly eight-to-one. “Unmistakenly Lincoln” read the ads and, for once, the car lived up to its expectations. In the mid-1950s, Lincoln was a venerable luxury brand noted for quality engineering, high performance and understated luxury, searching for a distinctive identity. The striking new look of the 1956-1957 Lincolns achieved that goal, and represented the only all-new styling in the industry when they were introduced for 1956. The look clearly reflected elements of the 1953 Lincoln XL-500 and the 1955 Lincoln Futura show cars and seemed aimed directly at prosperous post-war Americans who were building careers, families and Atomic Ranch-style houses. The design carried forward the nose and the sharply peaked front fenders and elongated rear quarters the XL-500 and Futura predicted, but the clean flow-through look had an identity all of its own. Interiors also met an expectation of stylish design, quality materials and a certain amount of understatement. The engine and chassis were same that had dominated the big car class at the Mexican Carrera Panamericana road race in 1952-1953-1954, with a 368 cubic-inch version of Lincoln’s easy-breathing first ohc Y-block V8 producing 275-285 horsepower and 400+ pounds of torque, riding on a 126-inch wheelbase. This pillar-less hardtop example, finished in Huntsman Red with a red and black leather interior accented by a black dashboard cover, carpet and pleated seat inserts, is a very nice older cosmetic restoration that included new paint, new chrome, a new interior and a highly detailed engine compartment. As originally built, the car luxuriously includes a Lincoln ‘Turbo Drive’ automatic transmission, power steering and brakes, power seat and power windows. The unique dashboard mounts the speedometer, warning lights and clock above the safety-padded dash panel, with switches below the center of the dash. Aircraft-style levers mounted to the left of the deep-dish steering wheel control air and temperature. Exterior details include restrained use of side chrome with gold-colored accents. Period-correct wide whitewall tires are mounted on stylish red wheel rims with Lincoln Premiere logo full wheel covers. This is an automobile that makes a strong statement. Don Draper didn’t drive this car, but you can – complete, detailed and ready to be enjoyed.
Of all the automakers in history, Citroen was the one that proved that cleverly-designed, avant-garde cars could sell well to the general public. From the elegant simplicity of the 2CV to the highly advanced and futuristic DS, Citroens have a reputation for incredibly creative engineering solutions paired with artistic design and a distinctly Gallic charm. Citroen’s brilliant SM was born of a desire for a sporty DS based car that could compete with the Porsche 911. Several prototypes were built, based on shortened DS platforms, but the project changed tack over time and became something wholly different than a 911 competitor. In 1968, Citroen had acquired the ailing Maserati with an eye toward using their engines in this new sports car. The bosses in Paris requested a new engine from Maserati for their project and they were shown a compact, 90 degree V6 that was in essence a Maserati V8 with two cylinders lopped off, though this engine was just a one-off to see how the V6 concept would be perceived. Once the green light was given, Maserati’s Giulio Alfieri started with a clean sheet of paper to design the new V6. When the new car, called 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 and either a 5-speed manual or automatic gearbox and front wheel drive. In typical Citroen fashion, the styling appeared to be inspired by science fiction. The long sweeping body 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 chassis was equally space-age with fully adjustable hydro-pneumatic suspension, load sensitive 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. The space age theme carries on in the cabin with rakish bucket seats, chrome and metallic detailing, and an instrument panel fitted with fabulous oval dials. The SM is truly a car like none other, before or since. Our featured SM is a handsome 1972 model showing just 41,000 miles from new, finished in the classic color combination of champagne over tobacco brown leather. It is a quality car that has been very well maintained by marque experts, a critical fact to consider when purchasing an SM. The champagne paintwork is very tidy and attractive. Body panel fit is very good, and the exterior trim is factory correct, in very good condition and in keeping with the fine, unrestored and low mileage nature of this car. As any true Grand Touring machine should be, the interior is luxuriously appointed, and this being a Citroen, magnificently styled. Handsome brown leather appears original and is in excellent condition, very well preserved and quite inviting. Electric and hydraulic functions work as they should and this example is fitted with an automatic transmission which suits the soft-riding and relaxed nature of the SM quite well. The Maserati V6 runs strong and appears very tidy and properly presented in the engine bay. The hydro-pneumatic suspension appears to have been regularly serviced as well; functioning properly and offering excellent handling with incredible ride control. Having never been fully restored, this SM remains very tight and warmly attractive, with an inviting patina that encourages regular use. The Citroen SM is one of the most advanced, forward thinking automobiles of all time. Thankfully, the performance lives up to the avant-garde styling and these cars reward owners who use them on a regular basis. For an enthusiast looking for a classic driver’s car that combines the best of Italian power with French flair, there can only be one choice: The Citroen SM.
The MG TC has been described as ‘the sports car that began it all’ in America. Many American service men and woman returned from England following the war with enthusiasm for cars that were light, quick, nimble, and affordable. Those who were fortunate enough returned home with pre-war sports cars bought in England. But the post-war MG TC quickly went on sale in both England and the U.S. and just as quickly became an icon for another post-war export, road racing in America. The MG TC was essentially the pre-war MG TB with minor revisions, retaining the TB’s 1,250 cc ohv four-cylinder engine, improved clutch, gear ratios and four-speed transmission with synchromesh on the top three gears. The distinctly pre-war styling with a folding windshield, cutaway doors and swept front and rear fenders sitting on narrow 19-inch wire wheels was instantly recognizable. Early owners eagerly waved in recognition to another TC. The MG TC remained in production until 1949, when the newer MG TD was introduced. This exceptional 1947 MG TC Roadster is an early 1990s restoration that has been judged to the highest standards of accuracy and finish in rigorous Antique Automobile Club of America judging, presented with 1993-1994 AACA Junior, Senior and Grand National, and Senior Grand National awards. The restoration has been part of an important collection of English sports cars and continues to present to a very high standard, with matching engine and chassis tags. The exterior is finished in classic British Racing Green, with properly painted silver wire wheels mounted with correct Dunlop tires. The restored trim remains clear and bright. The interior has also been restored with correct ‘Biscuit’ light tan leather that is in very good condition and safety belts. The finish of the wood dashboard is superb, including clear gauges, all switches, controls and trim, fitted with a Bluemel Brooklands steering wheel. A tan cloth top and top boot add to the exterior presentation, along with Lucas King of the Road headlamps with correct and rare "Cat's Eye" lenses, a badge bar mounted with a single spotlight, an auxiliary horn and AACA awards, with dual spares mounted at the rear. Under the hood, the quality and conservation of the restoration are again in evidence with the correctly painted firewall, hardware, accessories and trim all appearing like new. Mechanically, the car has recently been thoroughly gone over by a marque specialist who has given his highest blessing. This is an automobile that is an important part of post-war sports car history and that can be driven and shown with equal pleasure. This TC can be enjoyed on country roads and sunny days, welcomed at virtually any car show and concours aside from the very highest levels, or become an asset to any discerning collection of English automobiles.
In the early 1970s, a war was raging between two top players in touring car racing. On one side, there was the might of Ford of Europe. Ford had enjoyed a great deal of success in European and British “tin-top” racing and was the established king of the category. Ford’s Total Performance edict encompassed worldwide programs that ranged from Nascar and Drag Racing to Indy, with European programs for LeMans, Formula 1, Rallying and Touring Cars. Ford of Germany, based in Cologne, was put in charge of the Touring Car program which evolved from running Cortinas and Escorts to the bigger, V6 powered Capri in the late 1960s. Under the guidance of Jochen Neerpasch, Ford developed the Capri into a fire-breathing monster – a dry-sumped, fuel-injected beast that weighed just 950 kilos and could nearly hold its own against the Formula 1 based 3-liter prototypes of the same era! Meanwhile, just a few hours across Germany in Munich, BMW was struggling to compete. Their Karmann built 2800CS coupe was being run by the great Alpina and Schnitzer squads, but it suffered from a massive weight handicap that rendered it little more than a moving chicane against the might of the Fords – who won 13 out of 16 races of the 1972 season. Determined to be not embarrassed again, BMW responded with the only reasonable option: Money. They poached Neerpasch to run their own Motorsport division. With what we assume is a fat signing bonus in hand, Herr Neerpasch wasted no time improving the CS coupe. Displacement was increased to just over 3-liters, and a massive amount of development work went in to honing the car’s aerodynamic performance and saving weight. The resulting car was homologated at great expense, with a limited run of 1,265 road cars built to satisfy regulations. The CS went on a massive weight loss program, gaining alloy doors and deck lids, stripped out interior trimmings, thinner glass and most notably- an aero kit that consisted of a big rear spoiler, roof spoiler, front air dam and go-fast stripes. At the time, the German government frowned upon such audacious displays of power, so BMW put the parts in the trunk of that last run of CSLs, and left it up to the dealers and owners to install the parts. The wings and spoilers earned the CSL the nickname “Batmobile” and today, full Batmobile CSLs are true blue-chip collector cars. When they hit the showroom, the CSL was extremely expensive, but the gamble paid off on track, with the CSLs (often piloted by off-duty F1 drivers) trounced the Capri RS3100 and took the European Saloon Car Championship from the clutches of their rivals in Cologne. The CSL has since gone on to become an almost mythical beast, with collectors scrambling to get their hands on a genuine example. Our featured car is a 1974 CSL finished in Polaris Silver with a black interior and black stripes, this is a genuine Batmobile CSL that presents in fabulous condition. Starting with the notoriously complex Karmann bodyshell, this exhibits precise panel fit and beautifully straight reflections. It is highly correct, with the full factory aero kit (including the rare roof spoiler and front wing splitters), correct CSL stripes and 14” Alpina alloy wheels wrapped with period correct Michelin XWX radials. This early car is denoted by the lack of a central support for the rear spoiler. Even the C-pillar badges are the correct original Cloisonné type. Brightwork is limited to a few flashes of anodized alloy and stainless around the windows and the wheel arches. However limited, it presents in very good condition. The front bumper-delete and blacked out rear bumper are correct for the CSL. As part of the weight savings, BMW deleted electric windows (on most early cars) and fitted lightweight, form hugging Scheel sport seats. This example still wears these highly desirable seats and the entire cabin has been correctly trimmed in black vinyl with black cloth inserts. The original three-spoke sports steering wheel remains and the correct but somewhat incongruous wood trim has been restored to a high standard. The original tool kit is intact and in excellent order. Engine bay detailing is done to a high standard with everything appearing neat and tidy while remaining very usable. Inner front wheel arches appear flawless, a known trouble spot on any CS coupe. This being a 1974 model, the inline six is slightly stroked to 3,153 cc. Kugelfischer-Bosch injection helps it make over 200 reliable horsepower with great masses of torque and a sonorous soundtrack. The 3.0CSL is a true motoring icon and this example is ideally suited for collectors and petrolhead drivers alike. It is beautifully finished, yet is approachable and ready to be enjoyed on the road. The CSL is a proper driver’s car, and one of the truly great original homologation specials.
When it comes to clever engineering, it is often the Germans we consider first. Yet history has shown us that the French engineers at Citroen lead the way with clever, Avant-Garde thinking, of course with a healthy dose of Gallic flair. From the elegant simplicity of the 2CV to the highly advanced and futuristic DS, Citroens have a reputation for incredibly creative engineering solutions paired with artistic design. Citroen’s brilliant SM was born of a desire for a sporty DS based car that could compete with the Porsche 911. Several prototypes were built using shortened DS platforms, but the as the project evolved, it became something wholly different from a 911 competitor. In 1968, Citroen had acquired the ailing Maserati with an eye toward using their engines in this new sports car. The bosses in Paris requested a new engine from Maserati for their project and they were shown a compact, 90 degree V6 that was in essence a Maserati V8 with two cylinders lopped off, though this engine was just a one-off to see how the V6 concept would be perceived. Once the green light was given, Maserati’s Giulio Alfieri started with a clean sheet of paper to design the new V6. When the new car, called 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 and either a 5-speed manual or automatic gearbox and front wheel drive. In typical Citroen fashion, the styling appeared to be inspired by science fiction. The long sweeping body 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 chassis was equally space-age with fully adjustable hydro-pneumatic suspension, load sensitive 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. The space age theme carries on in the cabin with rakish bucket seats, chrome and metallic detailing, and an instrument panel fitted with fabulous oval dials. The SM is truly a car like none other, before or since. This 1973 example is one of the nicest and best performing SM’s we’ve encountered. Fully sorted by Jerry Hathaway at SM World, it is very handsome and very usable. Originally in long-term ownership in California, the car was purchased from the original owner in 2004 where it was then treated to a sympathetic restoration. Doors, brightwork and decklids were removed and the car was stripped and resprayed in the attractive medium blue base-clear it presents in now. After paint, the car was then sent to SM World for reassembly where it also received a full mechanical service that included timing chains, rebuilt carburetors, valve adjustment, new hydraulic spheres, rare anti-roll dampers and Mr. Hathaway’s own proprietary ignition upgrades. The long, flowing Robert Opron-penned body work is crisp and very straight, showing good panel fit and very nice feature lines. The medium metallic blue color is very handsome, and the paint quality is very nice, showing just some very minor orange peel but remaining overall quite attractive and tidy. The original glass is excellent and has been fitted with new rubber at the time of reassembly. The chrome and stainless brightwork is correct and presents beautifully. It rides on correct original alloy wheels which are wrapped in proper tall-aspect ratio radial tires for just the right road presence. The awesome space-age interior has been restored with black upholstery, accented by the signature gold inlays on the instrument panel and center console. The distinct oval gauges are in excellent condition, as are the switchgear and original radio which is correctly mounted longitudinally in the center console. Upholstery, carpeting, headlining, door cards and trim are all in excellent condition. Beneath the hood rests the specially designed four-cam Maserati V6 engine connected to the very desirable 5-speed manual transaxle. Expert fettling by Jerry Hathaway ensures the hydro-pneumatic system works perfectly and that the sonorous V6 is running at its best. The signature green hydraulic spheres are in excellent condition, and the maze of plumbing is tidy and properly routed with many new hoses and fixtures apparent. Following the restoration work, the car was sold in 2008 where it received more specialist service, including a rebuilt alternator, hydraulic pump and R134a conversion. As recently as March 2016 it has had fresh fluids and a careful check of the timing chain. This truly is a turn-key SM. The Citroen SM is one of the all-time great GT cars. It is not likely we will ever see designers and engineers pushing the limits of creativity in the same way. The SM looks and drives like no other car out there, and this example has the benefit of extensive service by the very best in the business. The sale of this fine SM includes records and receipts, California registrations from 1974-2004, extremely rare original folding key, books, manuals, spare and jack, tool kit, and original California blue plate that was fitted to the car from 1973. This is a rare opportunity to own one of the best.
In the early 1930s, Edsel Ford, president of the Ford Motor Company, recognized that a new line was needed to fill the-ever widening gap between top line Fords and the ultra-exclusive, coachbuilt Lincoln K series. Introduced in 1935 as a 1936 model, the all-new Lincoln-Zephyr was meant to be a lower-priced and less expensive alternative to the full-fledged Lincoln, yet still very much a luxury car with its V12 engine and impeccable style. Edsel Ford teamed up with his masterful stylist Eugene “Bob” Gregorie, to pen a gorgeous streamlined body, characterized by its pronounced prow and flowing waterfall-like grilles and exquisite but sparse detailing. It is often considered to be the first commercially successful American streamlined car when compared to the relative failure of the Chrysler Airflow. Particularly in coupe form, the Lincoln Zephyr is seen by many as one of the most beautiful mass-produced American automobiles of all time. But the Zephyr’s beauty was more than skin deep; it was a true luxury car with plenty of equipment and a prestigious twelve cylinder engine under the hood. The John Tjaarda-designed 70 degree V12 was derived from the Ford Flathead V8, and boasted 110hp from 267 cubic inches. Like most V12s of the period it was noted for its smoothness and quiet operation as much for performance. World War II put an end all Ford car production, including the Lincoln-Zephyr, but when car building resumed in 1946 the Zephyr nameplate was dropped though the platform lived on through 1948 as part of the regular Lincoln lineup. Built for the 1938 model year, this extremely handsome Zephyr wears seldom-seen and attractive Convertible Sedan bodywork. The styling is a masterpiece, with gracefully rounded fenders and a subtly tapering tail that mimics the pointed nose. This is one seriously gorgeous style piece. Subject to an older but comprehensive restoration, this Zephyr remains in very attractive condition and appears to have been only lightly used since it was restored. It is finished in gorgeous black paint with a tan convertible top, an elegant combination that highlights the iconic Deco design, particularly in that fantastic oval rear window. The paint quality is excellent and the car presents very well with tight and consistent panel fit and lustrous brightwork. The cabin is trimmed in brown buttoned leather with matching door panels and brown bindings on the oatmeal-colored carpets. The leather is in excellent condition, again showing very little in the way of use and quality restoration work. One highlight of the Zephyr interior is the incredible, Art-Deco dash which features a prominent center console-like design that goes straight to the floor and a shift lever that sprouts from beneath the dash – not unlike that of a Citroen 2CV. With its bold geometric shapes and linear detailing, the cabin is pure Deco style. The tan canvas top is in excellent order, presenting clean and fitting snug, and is equally beautiful in the up or down position. The L-head V12 presents nicely in the engine bay, showing some signs of use but generally tidy and well-kept, as well as properly detailed with period correct fittings and hardware. It runs very well, making this a gorgeous driver or tour car. Beyond the high quality restoration on this rare and desirable Zephyr, the design is worthy of hours of careful study. Eugene Gregorie’s careful attention to detail is beyond reproach and this truly is one of the greatest American automobile designs of all time. We are very pleased to offer such a lovely and cherished example, and we are sure you will delight in its charms, both on the road and when stepping back to soak in its remarkable style.