FORT WORTH, TEXAS • 2 MAY 2015
Fort Worth | Texas
Saturday
|
ON-SITE CONTACT Wednesday, April 29 - Sunday, May 3 Tel: + 1 734 660 0015
2 May 2015
|
10:00 a.m.
30 April 2015 1 May 2015
| |
PREVIEW 10:00 a.m. - 6:00 p.m. 10:00 a.m. - 6:00 p.m.
1
2
location
Event Information
Panther City Classic Autos 8400 W. Freeway Fort Worth, Texas 76108 This location is a private gated property and will not be open to the public prior to April 30, 2015, at 10:00 a.m.
ADMISSION Admission to the preview days is available to the public at a price of $60 per person, per day. Admission to the auction on Saturday, May 2, is for registered bidders and qualified media only.
Parking Complimentary valet parking will be available on site.
General AUCTION INFORMATIOn Tel: +1 519 352 4575 Fax: +1 519 351 1337 info@rmauctions.com
rmauctions.com
Sale produced by RM Auctions, Inc. 5536 County Road 11A Auburn, Indiana 46706 USA
ACCESS THE KNOWLEDGe Providing the history of the lots presented in this catalogue is important to us, and we work hard to make sure all lots we offer are fully researched and historically accurate. On-site bidders are urged to stop by the Access the Knowledge Desk on site for further details on lots of interest. If you are unable to attend the sale and plan to bid remotely, please contact our Client Services Department at +1 519 352 4575
3
Client SERVICES BIDDER REGISTRATION Bidding Requirements: • Driver’s License or Passport Identification • Credit Card • Bank Letter of Guarantee (please refer to the form included with this catalogue for acceptable formats) • Dealer License (if you are registering as a dealer) We offer multiple bidding options should you choose to register, including:
On-Site and Advance On-Site Registration Clients wishing to attend the sale can register on the preview and auction days by visiting the Registration Desk at the main enterance of the building. You will be expected to present all listed bidding requirements and pay the $200 registration fee. Should you prefer, you may register in advance to avoid on-site queues. To do this, please complete the Advance On-Site Registration Form included with this catalogue and submit as per the instructions on the form.
Telephone Registration If you are unable to attend the sale, we offer telephone bidding services free of charge. As a telephone bidder, an RM representative will call you at the phone numbers you provided approximately three to five lots before the lot of interest comes up for sale. They will then act as your liaison to the live bidding environment and place bids on your behalf per your instruction. To register, please complete the Absentee/Telephone Registration Form included with this catalogue and submit as per the instructions on the form.
Absentee Registration Alternatively, you may prefer to leave a maximum bid with us in advance of the sale, which is known as an Absentee Bid. An RM Sotheby’s representative will then represent this bid in the live auction room, bidding up to your maximum until you have either won the lot or your bid has been surpassed. To register as an absentee bidder free of charge, please complete the Absentee/Telephone Registration Form included with this catalogue and submit as per instructions on the form.
Internet Registration Unlike other online auctions, as an online bidder you will bid via real time in conjunction with the live auction. The online bidding application will launch when the auction is scheduled to begin. Clients looking to bid over the Internet are urged to register in advance, as you will be required to create an account (username, password) prior to choosing the auction you wish to register for. Please visit rmauctions.com/bid and click on “Internet” to create your account and register for the sale.
4
Client SERVICES
RECOMMENDED HOTELs Hilton Garden Inn Fort Worth / Medical Center 912 Northton Street, Fort Worth, Texas 76104
Omni - Fort Worth Hotel 1300 Houston Street, Fort Worth, Texas 76102
Hilton Fort Worth 815 Main Street, Fort Worth, Texas 76102
The Worthington Renaissance Fort Worth 200 Main Street, Fort Worth, Texas 76102
Should you need assistance with accommodations, please contact Lauren Udzbinac, from our Client Services Department, at +1 519 437 3058 or at lauren@rmauctions.com.
BIDDING INCREMENTs Under normal circumstances, the auction estimate of the lot being auctioned off will determine the minimum increment the auctioneer will accept according to the following schedule. Please note, due to the nature of a live auction, it is the auctioneer’s sole discretion to accept bids outside of what is being asked for during the live auction.
Estimate
Minimum Increment
$50,000
$2,500
$100,000 $2,500 $250,000 $5,000 $500,000 $10,000
AUCTION ACCURACy Although every effort is made to ensure the accuracy of the information contained in this catalogue, such information is provided by the seller and may not be verified by RM Sotheby’s prior to the sale time. Any additional information or corrections known at the time of the sale will be announced by the auctioneer and posted as an addendum on the lot’s page on rmauctions.com. Buyers are advised to rely on their own inspections, as all sales are made on an “as is, where is” basis. RM Sotheby’s specialists will be available on site to answer any questions you may have regarding the condition or authenticity of any lot on offer. Should you not be able to attend the sale in person, please contact our Client Services Department at the numbers provided below for assistance. In addition, the arrival of consigned vehicles is not controlled by RM Sotheby’s, and it is possible that one or more lots may not be present for the sale. Bidders are advised to check shortly before the sale time for updated information by calling the numbers provided below.
CLIENT SERVICES CONTACT INFORMATION Stephanie Jacklin Tel: +1 519 437 3024 Mobile: +1 818 456 6470 stephanie@rmauctions.com
Lauren Udzbinac Tel: +1 519 437 3058 Mobile: +1 818 738 0891 lauren@rmauctions.com
Petroula Tsirimbis Tel: +1 310 559 4575 Mobile: +1 818 577 6995 petroula@rmauctions.com
Lydia Thompson Tel: +1 519 352 4575 Mobile: +1 818 456 7693 lydia@rmauctions.com
5
North America Rob Myers +1 519 352 4575 rmyers@rmauctions.com
Ian Kelleher +1 818 456 9039 ikelleher@rmauctions.com
Gord Duff +1 519 352 4575 gduff@rmauctions.com
Shelby Myers +1 310 559 4575 smyers@rmauctions.com
Don Rose +1 617 513 0388 drose@rmauctions.com
Donnie Gould +1 954 566 2209 dgould@rmauctions.com
Vinnie Mandzak +1 310 559 4575 vmandzak@rmauctions.com
Dan Warrener +1 519 352 4575 dwarrener@rmauctions.com
Mike Fairbairn +1 519 352 4575 mfairbairn@rmauctions.com
Jonathan Sierakowski +1 519 352 4575 jsierakowski@rmauctions.com
Jack Boxstrom +1 818 703 2816 jboxstrom@rmauctions.com
Alexander Weaver +1 310 559 4575 aweaver@rmauctions.com
Pete Fisher +1 519 352 4575 pfisher@rmauctions.com
Barney Ruprecht +1 519 352 4575 bruprecht@rmauctions.com
Augustin SabatiĂŠ-Garat +44 (0) 20 7851 7073 asabatie-garat@rmauctions.com
Annette Abaci +49 (0) 40 441 95 737 aabaci@rmauctions.com
Peter Wallman +44 (0) 20 7851 7074 pwallman@rmauctions.com
Europe Max Girardo +44 (0) 20 7851 7070 mgirardo@rmauctions.com
Corporate +1 519 352 4575 California +1 310 559 4575 Europe +44 (0) 20 7851 7070
Alex Classick +44 (0) 20 7851 7072 aclassick@rmauctions.com
www.rmauctions.com
WOR LD-WIDE
EXPERTISE
RM Sotheby’s team of car specialists is the finest and most experienced in the industry. They are located around the world and are fluent in over 10 languages. This team is joined by a global network of Sotheby’s professionals and specialists who have the passion and knowledge required to successfully market your motor car to an international network of buyers. Contact us today to discuss consigning your important automobile, where you will benefit from the unparalleled marketing, outreach, client service, and proven results only possible from the joint RM Sotheby’s team.
www.rmauctions.com/specialists
8
The Paul and Chris Andrews Collection “When you get down to it, the most fun you can have in a car is using it how it’s meant to be used…on the road!” Few enthusiasts would disagree with Paul Andrews’ assessment of the hobby, least of all his son, Chris. Both lifelong auto enthusiasts with a keen eye for design, the father-son team from Fort Worth, Texas, have not only built one of the world’s finest collections but have also curated it in such a way that has rendered each car perfectly suited to any rally or driving event the family has undertaken. Like many in the hobby, Paul traces his love for the automobile back to his youth. When he started his company, TTI Inc. (formerly, Tex-tronics), in 1971, the first car he searched for was a ’58 Cadillac Seville—a vehicle he lusted after as a teenager. However, after discovering that the car’s restoration would be prohibitively expensive and time-consuming, he promptly traded it for a Corvair. Chris remembers his dad spending nights and weekends working on this car before it was proudly displayed in his office. These two cars officially heralded the start of what is today known as the Andrews Collection. Well-known and admired by the global collector community, the Andrews Collection has been a truly collaborative effort between father and son. Like Paul, Chris is a lifelong enthusiast who shares his father’s love for design and all things mechanical. Chris, an accomplished artist and businessman in his own right, attended art school in Paris and went on to enjoy a successful career at Yahoo before returning to manage the duo’s growing car collection.
marques and genres, as well as commission work from the top craftsmen and restorers in the country. When it came to the latter, they have both remained actively involved in the process and all decision making. Certainly one of their culminating achievements was their Best of Show victory at the prestigious Pebble Beach Concours d’Elegance in 2012. Beyond their collecting pursuits, which have also seen the team amass an incredible assortment of memorabilia, Paul and Chris have played an active role in the hobby. Aside from enjoying a variety of concours events around the world, the major focus of the collection and the Andrews family has always been the driving events. Between the two of them, multiple Duesenberg Tours, Copperstate 1000s, and Colorado Grands have been enjoyed, with their wives, siblings, and friends in tow. Ultimately, however, all of the activity surrounding the collection has proven to be quite time-consuming. Aside from the mechanical work required to keep this many cars in superb shape, their museum is regularly used for a variety of charity events in Fort Worth. Add family and professional commitments into the mix, and the result is a near round-the-clock endeavor. As Chris shares, “We want to get down to a smaller number of cars— perhaps 15 to 20—that we very much enjoy driving and that we can use on events with the family.” “It’s now time for someone else to enjoy some beautiful cars,” adds Paul.
Style, innovation, and artistic beauty were all key considerations guiding purchase decisions, and their unique father-son dynamic contributed to incredible diversity. Paul and Chris’s respective personal tastes saw them expose each other to vehicles the other had never considered or appreciated, and although Chris’s interests initially centered on hot rods and Paul on classics, over the years, their paths ultimately crossed.
It is RM Sotheby’s absolute privilege to present the Andrews Collection. This magnificent group is truly unrivalled in terms of its quality, presentation, and historical significance, and it is by far the most unique and comprehensive collection of vehicles we’ve ever had the pleasure of offering. To the world it may be a collection of some of the finest and rarest cars the hobby has ever seen, but to those who have the pleasure of knowing Paul, Chris, and their family, it is so much more.
The attention to detail exhibited by both Paul and Chris while building the collection has been nothing short of outstanding. Their meticulous collecting philosophy has seen them actively research every acquisition and nurture relationships with the world’s leading experts in a variety of
This collection is a reflection of a father and son’s shared passion and their time spent together. It represents a love for automobiles and design, a commitment to excellence, and a dedication to preserving automotive history.
9
10
memorabilia Lots 101 - 183
101
Bibendum Guide Book Lamp
102
This rare molded plastic lamp was produced in the 1950s and features Mr. Bibendum sitting on a pile of Michelin guidebooks. The cord, plug light, and other fittings are missing and will need to be replaced; however, the figure is in very good condition. 13 in. x 7 in. x 11 in..
Original 1958 24 Heures du Mans Framed Poster
103
set of bibendum and Champion Ashtrays
This original framed poster from the 1958 24 Hours of Le Mans race has the perfect amount of patina, although the paper has some fraying around the edges. The simple black frame disappears behind this wonderful historical souvenir from one of motorsport’s most famous races.
Offered here are five ashtrays, one made of ceramic, one made of plastic, and three made of aluminum. Two are Champion sparkplug themed, while the other three are Michelin’s Mr. Bibendum. All examples display no notable wear, damage, or use.
29 in. x 25 in.
Estimate: $1,000 - $1,500
Estimate: $1,500 - $2,500 Estimate: $1,500 - $2,000
104
Duesenberg Straight 8 Sign
105
Bugatti Wall Hanging and Grille Guard
This lot features a very presentable and attractive example of a wooden sign, one that is highlighted by bright colors and intricate detail. The surface shows no notable imperfections, and the perimeter is in similarly good condition.
Presented here is a three-dimensional wooden profile of a Bugatti Type 35 race car and driver that was handmade in 1955. Also included is a rare and collectible Bugatti grille stone guard. Both are nicely detailed, highly presentable examples.
120 in. x 40 in.
Wall Hanging: 84 in. x 33 in. Stone Guard: 15 in. x 24 in.
Estimate: $3,000 - $5,000 Estimate: $3,000 - $5,000
12
106
Collection of Vintage Automotive Badges This large collection of automotive badges is a great starter kit for anyone looking to start their own automobilia collection. The lot includes badges that range from Delahaye and Mercedes to the Royal Automobile Club and the Automobile Club of America. The display case is included with the set. Estimate: $3,000 - $5,000
107
Clark Gable Duesenberg Tapestry by Keith Collins This splendid, highly detailed custom tapestry depicts Clark Gable above his signature Duesenberg. It is numbered as the sixth of twenty-five, and it features the initials RP and KC, as well as the signature of Keith Collins on the back. Although there are a few small blemishes in the field, these do not detract from the overall presentation. 133 in. x 79 in. Estimate: $15,000 - $20,000
108
Two Sets of Heuer Rally Timers The first set features a pair of rally timers mounted on a machined aluminum base, which has a black rubber backing that faces the dash and a light in the center that can be wired into the dash lights. The left-hand timer is labeled “Heuer,” and the right-hand timer is listed as “VWR Scientific,” with “Heuer” noted on the bottom.
109
I.F.R. Heuer and Super Autavia Heuer Rally Timers, c. 1967–1975
The second set of Porsche rally timers is mounted to a machined aluminum base. All three timers can be removed for use on their own and are in excellent condition. The left-most timer is labeled “Tag Heuer, 7 Jewels, 1/5.” The center timer has hashed green lines with various sport times notated. The right-most timer is labeled “Heuer.”
This I.F.R. black Heuer timer with a dash mount is in good cosmetic condition, but it appears to need some mechanical servicing. The Super Autavia Heuer chronometer-style wind-up clock and rally timer is fully functioning and features phosphorescent numerals around its black, machined outer edge. The timer, which was intended to be used as a dashboard-mounted timer for timing events up to 12 hours, has a stainless case with a dash mount, and it is labeled with number 73617.
Estimate: $2,000 - $3,000
Estimate: $3,000 - $5,000
13
110
Two Framed Sets of Rally Badges and Hill Climb Medals
111
Hanhart Ferrari Duostop Rally Timers, c. 1950s
112
This unique line of timers was produced for the Ferrari factory racing team in the late 1950s and early 1960s. They could be used as handheld timers, be mounted on the dashboard, or be worn on a neck strap. These two timers are displayed in a metal case and are finished in a pale green wrinkle finish. The left-hand-side Hanhart Lever 11 Jewels has some scratches to the crystal, as does the right-hand-side Hanhart Lever 11 Jewels. There are also some scuffs apparent on the back of the case. The center button sets both timers; however, they can also run separately, and each has its own reset button, both of which function.
These two frames contain a wonderful collection of badges from German touring events and medals from hill climbs. Included within this wide variety of badges are ones from the 25th Anniversary Nürburgring 1927–1952 and the Reichs Nach Mainz Tour in 1926, as well as a Fiat badge and a Suisse Touring Club badge. Frame One: 25 in. x 2 in. x 22 in. Frame Two: 16 in. x 2 in. x 19 in. Estimate: $5,000 - $8,000
A Pair of Children’s Pedal Cars, c. 1950s This set of snappy little 1950s pedal cars really shines. The first car, the BMC Special #22, has flawless cream and red paint work and sports a chrome side pipe. The second is finished in bright red paint, with gold pinstriping, black fenders, and spoked wheels, and it is topped off with a chrome hood ornament and steering wheel. BMC Special: 42 in. long Red Car: 34 in. long Estimate: $3,000 - $5,000
Estimate: $8,000 - $10,000
113
MG Child’s Electric Car and Pedal Car The intricately detailed 1945 MG TC electric car was built in England in 1986. A turn of the key starts its 12-volt DC battery, which powers this sporty roadster to a maximum speed of 7 mph. Its wood instrument panel is equipped with gauges that help monitor the charge of the battery and the voltage. Two small passengers can ride comfortably on the leather upholstery. Working headlights and taillights, license plates, correct badging, beautiful wire wheels, and a side mirror help complete the illusion of a real car. The handsome wood-bodied pedal car features beautiful automotive-quality paint work, a chrome grille and headlights, a padded interior, and rubber-lined running boards.
14
114
Ferrari and Lotus Pedal Cars The beautifully finished Ferrari reproduction pedal car in this lot features gleaming chrome accents, spoked knock-off wheels with rubber tires, a vinyl interior, and Ferrari decals. The 1960s Lotus Formula One-style pedal car is made from hard plastic, with “Lotus Powered by Ford” decals and race number 8. It has a leather interior but no instrument panel or gauges, and the manufacturer is unknown. They are both wonderful pedal cars that are in very presentable condition.
Electric: 68 in. long Pedal: 60 in. long
Ferrari: 49 in. long Lotus: 42 in. long
Estimate: $4,000 - $7,000
Estimate: $3,000 - $6,000
115
Skippy Pedal Car, c. 1940s This elegantly styled pedal car is reminiscent of the great pre-war classics. With its headlights, chrome grille, and lovely and dramatic cream and red color fender skirts, this highly presentable example will certainly be a head turner. 45 in. long Estimate: $7,000 - $9,000
116
Gas-Powered Child’s Car This unrestored example of a gas-powered children’s car has just the right amount of patina. It is made of wood and has an Iowa 1945 license plate in the back. The dashboard is complete with a throttle, choke, and ignition switch. While the car could use some cosmetic attention, its personality certainly shines through with its “Zero Pressure” tires and BFG glass headlights. 78 in. long Estimate: $4,000 - $6,000
117
Blower Bentley Pedal Car This Bentley was produced by Little Pedalers, and it is nicely equipped with features that contribute to its smart appearance. Wooden running boards assist with entry into the car and provide storage for the Shell Car Care Kit and side-mounted spare. Leather hood straps, a dual windscreen, a side mirror, and a Bentley badge are further period details found on this pedal car. Working headlights and a vintage-style vehicle registration badge complete the look.
118
Baby Bugatti Type 35B Child’s Car This highly detailed and functioning car is battery operated and comes complete with an owner’s manual. It features rubber tires, including a spare, as well as a vinyl interior and leather hood straps. It is a highly presentable example that has no notable flaws or imperfections. 79 in. long Estimate: $9,000 - $11,000
57 in. long Estimate: $6,500 - $8,000
119
Good Ol’ Boy Pedal Car Bobby Alloway is known for his highly detailed, massively motored street rods. This pedal car incorporates some of the same styles that he uses when building his full-size cars. The “Ohio” flames, black paint, tire size, and red upholstery exemplify his signature style. The original body was scrapped in favor of a fiberglass unit, and it sits on a complete tubular-steel chassis with flipped axles. It even has miniature POSIES Super Slide springs. The interior is fitted with an engine-turned dash that has baby gauges and sumptuous red leather upholstery. Green pinstriping and a fake auxiliary fuel tank on the front spreader bar complete the look of this very presentable and attractive pedal car. 52 in. long Estimate: $14,000 - $16,000
120
Coca-Cola Vending Machine and Porcelain Button Sign Offered here is a unique top-loading, bottle-format vending machine that would dispense bottles of Coca-Cola for only 10 cents. Also included is a large, original porcelain Coca-Cola button sign. The enamel shows minor wear along the edges of the sign, but the vending machine has no notable imperfections. Machine: 25 in. x 36 in. x 20 in. Sign: 33 in. dia. Estimate: $8,000 - $12,000
15
121
Shell Gas Pump Globe This milk glass shell globe is a lovely example for the petroliana hobbyist. It shows minimal wear on the lettering, but otherwise, it is in presentable condition. 18 in. dia. Estimate: $800 - $1,200
122
Restored Shell Gas Pump
123
This fully restored, hand-painted Shell gas pump is in very presentable condition. It was manufactured by the Wayne Pump Company, of Fort Wayne, Indiana, and features an original, milk glass globe.
This double-sided Mobilgas pump has been fully restored in Mobilgas trim and features an original glass globe. It is a very presentable example that has bright colors and a glossy finish.
91 in. tall
87 in. tall
Estimate: $6,000 - $8,000
Estimate: $3,000 - $5,000
125 124
Sun 200 Tune-Up Tester This original tester station has been very well preserved, as it shows almost no evidence of dents or scratches. Tester units are featured prominently on the top, and the cabinet door opens to reveal shelving and storage.
16
Restored Mobilgas Special Gas Pump
a pair of Flying A Service Signs These porcelain examples display bright colors and glossy finishes. The button surface shows a few minor chips, with further chipping being localized at the mounting points. The hanging porcelain surface shows minor wear and chipping, but it is localized to the perimeter.
22 in. x 50 in. x 22 in.
Sign One: 72 in. dia. Sign Two: 50 in. dia.
Estimate: $6,000 - $7,000
Estimate: $2,000 - $3,000
126
Valvoline Racing Oil Neon Sign This porcelain and neon example features the Valvoline crest in brightly lit colors. The surface shows a high-gloss finish and is free of notable flaws.
127
38 in. dia. Estimate: $2,500 - $3,500
Crown Illuminated Sign This metal sign shows considerable wear, as it is missing lightbulbs on both sides and there is a small indentation in the top spire of the crown. The metal housing is in better condition, showing only minor wear and limited corrosion. 58 in. x 96 in. Estimate: $5,000 - $8,000
128
Goodyear Tires Neon Sign
129
U.S. Royal Tires Neon Sign
Presented here is a porcelain sign that is in excellent condition. It glows bright, with a clear, crisp surface, and its three colors of neon are in good working order.
This original, unrestored example features three colors of neon and is in perfect working order. Although the surface shows considerable aging, the metal housing is in better condition, showing minor wear and limited corrosion.
30 in. x 30 in. x 9 in.
63 in. x 19 in. x 9 in.
Estimate: $2,000 - $3,000
Estimate: $3,000 - $5,000
17
130
United Motors Service Neon Sign This double-sided porcelain sign is a very clean and bright example that has no notable flaws. Its two colors of neon are in good working order.
131
42 in. x 27 in. x 18 in. Estimate: $8,000 - $12,000
132
Oldsmobile Service Neon Sign This porcelain and neon example is in mint condition, with a bright, crisp surface, and its four colors of neon are in good working order.
Ford Dealership Neon Sign Presented here is a porcelain sign that features a unique semicircular design. It is in very presentable condition, with a glossy finish, and its blue neon is in good working order. 60 in. x 20 in. x 23 in. Estimate: $6,000 - $8,000
60 in. dia. Estimate: $8,000 - $12,000
133
Mercury Dealership Neon Sign This double-sided porcelain sign is in very presentable condition, with a glossy finish, and its green neon is in good working order. 113 in. x 30 in. x 15 in. Estimate: $10,000 - $14,000
18
134
Buick authorized Service Neon Sign This porcelain sign is a very clean, bright example that has no notable flaws. It features three colors of neon and is in good working order. 60 in. dia. Estimate: $8,000 - $12,000
135
Cadillac Service Neon Sign This porcelain and neon example features the Cadillac crest in brightly lit colors. The surface shows a high-gloss finish and is free of notable flaws. 60 in. dia. Estimate: $8,000 - $12,000
136
Pontiac Dealership Neon Sign Offered here is a very presentable porcelain sign that features the classic Pontiac chieftain silhouette in three colors of neon. This example is in like-new condition, with no notable flaws, and its neon is in good working order. 75 in. x 45 in. x 18 in. Estimate: $14,000 - $18,000
137
Chevrolet super Service Neon Sign The classic Chevrolet crest glows in multicolor neon in this striking example. The porcelain surface shows a high-gloss finish that has no notable flaws. 72 in. x 60 in. x 9 in. Estimate: $14,000 - $18,000
19
138
General Motors Parts Neon Sign This double-sided porcelain sign is in mint condition and features two colors of brightly lit neon and a crisp surface that is free of notable flaws. 39 in. x 46 in. x 18 in. Estimate: $15,000 - $20,000
139
Ford Dealership Neon Sign The classic symbol of the Ford Motor Company glows in red and white neon in this striking, double-sided example. Its porcelain surface shows a high-gloss finish that has no notable flaws. 96 in. x 36 in. x 16 in. Estimate: $15,000 - $20,000
140
Packard approved Service Neon Sign This porcelain sign is a very clean, bright example that has no notable flaws, and its three colors of neon are in good working order. 60 in. dia. Estimate: $8,000 - $12,000
141
Pontiac authorized Service Neon Sign This striking example features the classic Pontiac chieftain silhouette glowing in multicolor neon. The porcelain surface shows a high-gloss finish that has no notable flaws. 60 in. dia. Estimate: $8,000 - $12,000
20
142
OK Used Cars Neon Sign This double-sided porcelain sign is in very presentable condition, with a glossy finish, and its neon tubing is in good working order. 57 in. x 42 in. x 16 in. Estimate: $10,000 - $15,000
143
Pig Sandwich Neon Sign This porcelain and neon example, manufactured by Claude Federal Neon in the early 1920s, is one of four original signs existing to this day, and it comes complete with a rolling cart. Although there are a few small edge chips and blemishes in the field, these do not detract from its overall presentation 70 in. x 41 in. Estimate: $15,000 - $20,000
144
Ford V8 Neon Sign This very presentable neon sign was created circa 1930, and it features the classic symbol of the Ford V8 glowing in multicolor neon. The porcelain surface shows a high-gloss finish and no notable flaws. 75 in. x 80 in. x 12 in. Estimate: $20,000 - $25,000
21
145
Roar with Gilmore Set This set includes a Gilmore gas tank, air compressor, and gas pump, which have all been fully restored in Gilmore trim and colors. The air compressor shows minor wear to the paint at the top, and there is minor pitting in the chrome, but the gas tank and pump are in presentable condition. Gas Tank: 22 in. x 57 in. x 22 in. Air Compressor: 56 in. tall Gas Pump: 57 in. tall Estimate: $8,000 - $12,000
146
Mobilgas Gas Station Display This recreation of a Mobil gas station island includes two professionally restored Martin & Schwartz Mobil script top gas pumps and two station lighters with hooded lamps, one of which features a Gil-Bar-Co air meter and the other a Mobil window washing station. Also included in the display is a Mobil oil rack, complete with empty oil cans. This wonderful display is in very presentable condition and would be the focal point in any collection of petroliana, as it convincingly replicates the ambiance of a period gas station. 145 in. x 101 in. x 33 in. Estimate: $25,000 - $35,000
22
147
ferrari 250 gto and 330 p4 Models
148
This lot includes a 1:8 scale model of the Ferrari 330 P4 and a 1:12 scale model of the Ferrari 250 GTO. Both examples are in very presentable condition, with no notable wear or damage.
Miller/Offenhauser Engine Model
149
This fabulously detailed 1:6 scale model of the famous Miller/Offenhauser engine, number 424, was built by the Myer and Drake Engineering Company. This engine was the brainchild of Fred Offenhauser, who joined famed Henry Miller’s shop in 1913, and no other has been so revered and respected in racing circles. The Miller model is in excellent condition.
Estimate: $800 - $1,000
Timossi-Ferrari ARNO XI Hydroplane Model Presented here is a perfectly replicated model of the 1953 ARNO XI Hydroplane, a Ferrari-engined racing boat that established a world speed record by achieving 241.70 km/h (150.19 mph) on northern Italy’s Lake Iseo in 1953. A plaque on the bottom replicates Enzo Ferrari’s signature. This highly detailed, intricate model shows no notable flaws or imperfections, and it would make a great addition to any collection.
7 in. sq. base x 6 in. tall
35 in. long
Estimate: $1,000 - $2,000 Estimate: $1,000 - $2,000
150
A Pair of 1922 Miller Race Car models This set of well-detailed and traditionally built heavy-gauge, tin plate, clockwork-driven cars were produced in a limited number in the late 1990s by Gilbow. Like the 1920s and 1930s original boys toys, they are a magnificent 20 inches in length. Both the #4 and #2 cars have screw-built bodies, leaf-spring suspension, functional steering, large clockwork motors with winding keys, and detailed cockpits with leather interiors, and each is in very good condition. 20 in. long (each)
151
a pair of Indy Car Models
152
A Pair of Vintage Race Car Models
Offered here is a 1:18 scale model of the 1951 Indianapolis 500 winner, the “Murrell Belanger Special,” as well as a model of the 1952 Indianapolis 500 pole winner, the “Agajanian Special,” which is one of only twenty-five crafted by John Snowberger. Both models are handpainted and presented in very good condition.
This lot includes a pair of outstanding vintage race cars models. The #88 “Fronty Ford” is striking in its red and white livery. The Fronty Fords got their nickname from the famed Frontenac overhead-valve head on the Model T engine. The #23 race car model is impressive, especially with its hand-painted race number. Both models are in very good condition.
Estimate: $3,000 - $4,000
11 in. long (each) Estimate: $3,000 - $4,000
Estimate: $2,000 - $4,000
23
153
Kurtis Kraft KK500A “Fuel Injection Special” Indy Car Model
154
This nicely detailed and highly presentable model is comprised of over 500 pieces and was hand-built by master metal craftsman Ron Fournier as a replica of the 1953 Indianapolis 500 winner that was driven by Bill Vukovich. It comes complete with ownership documents and a certificate of authenticity.
Four Bugatti Models and One Bugatti Tin Toy
155
This lot includes a 1934 Bugatti Type 59 1:18 scale model by Burago, two 1936 Bugatti Atalante Type 57 SC models by Franklin Mint, and a 1936 Bugatti Atlantic 1:24 scale model by Burago, and all are presented in excellent condition. Also included in this lot is a limited-edition tin wind-up car that measures 20 inches in length and has no notable flaws or imperfections.
Estimate: $3,000 - $5,000
Kurtis Kraft 500C “Trio Brass Special” Indy Car Model Presented here is a 1:8 scale model of Johnny Parsons’ Kurtis Kraft 500C “Trio Brass Special” Indy car. Note the aluminum body, steel frame, rubber tires with the correct tread pattern, and leather interior. The model was made by Ron Fournier in 1995 and shows no notable damage or deterioration. Estimate: $2,500 - $3,000
Estimate: $2,000 - $4,000
156
Alfa Romeo 8C 2300 Model Offered here is a 1:8 scale plastic-bodied model of the 1931 Alfa Romeo 8C 2300. This is a nicely detailed, highly presentable example that has been manufactured by Pocher, and it comes complete with an opening bonnet and a full engine detailing.
157
Alfa Romeo 8C 2300 Monza Model This original 1:8 scale model of a 1931 Alfa Romeo 8C 2300 Monza is comprised of 1,452 pieces and features a functioning steering mechanism, suspension, and brake, as well as a hood that opens. This is a nicely detailed, highly presentable example that has been manufactured by Pocher.
Estimate: $3,000 - $5,000
three Ford GT40 Models Offered here is a selection of highly detailed Ford GT40 model cars built by GMP. The replicas range in scales from 1:18 to 1:10 and are all in very presentable condition, with no notable damage or deterioration. Estimate: $2,000 - $3,000
Estimate: $3,000 - $5,000
24
158
160
Duesenberg Model J Engine Model This is an extremely detailed and highly presentable 1930s Duesenberg Model J engine model with an attached gearbox that was made by Retro 123 LLC. It is the 28th of 175 produced, and no detail was missed when creating this amazing reproduction. 19 in. x 12 in. (including base) Estimate: $3,000 - $5,000
159
Three Ford Engine Models These three detailed Ford engine models by GMP illustrate various configurations of the famous Ford Flathead V-8 engine. They include a stock engine, one with vintage speed equipment, and a third with a blower and Ardun heads. This wonderful trio of motor models is a must-have for any Flathead Ford fan. 6-7 in. sq. base x 6 in. tall (each) Estimate: $3,000 - $5,000
161
a pair of Maserati Birdcage Models These 1:18 scale models were made to represent the Maserati Tipo 61 Birdcage that was driven by Stirling Moss and Dan Gurney during their 1960 championship win at Nürburgring. The chassis model (serial number 2538) consists of 3,000 individual parts, while the fully assembled model (serial number 10392) consists of 1,140 parts. They are both wonderful examples that are in very presentable condition. Estimate: $2,000 - $3,000
162
Höhm Classroom Piston Cutaway Models These three models by Höhm Models, of Germany, demonstrate the various functions of how a piston travels, as well as highlight ignition timing and intake and exhaust-valve function and show various cylinder styles. All show minor signs of wear, as is expected from classroom models. Model One: 9 in. x 5 in. x 15 in. Model Two: 8 in. x 5 in. x 12 in. Model Three: 9 in. x 6.5 in. x 14.5 in. Estimate: $3,000 - $5,000
163
English and German Classroom Models The steering model, which was made by Höhm Models in Germany, illustrates the basic functionality of a manual steering setup. The highly detailed and fully functional gearbox model featured in this lot was made by Erwin Croyden in England, and it demonstrates how the internal mechanisms function in a standard gearbox. Both models are in very presentable condition and show no notable wear or damage. Steering Model: 10 in. x 8.25 in. x 12 in. Gearbox: 10 in. x 7.5 in. x 16 in. Estimate: $2,000 - $3,000
25
164
Hรถhm Classroom Engine Cutaway Models These three models were made by Hรถhm Models in Germany, and they demonstrate the function of three different engine types, a diesel, a four-stroke, and a two-stroke. All models are in good condition and show minor wear, as is expected from classroom models. They would make excellent educational tools for any budding car enthusiast. Diesel: 8.5 in. x 8 in. x 17 in. Four-Stroke: 8.25 in. x 9.5 in. x 15 in. Two-Stroke: 8.25 in. x 6.5 in. x 16 in. Estimate: $3,500 - $5,000
165
Hรถhm Driving School Model, c. 1940s Offered here is a Hรถhm D-H 64 driving school chassis model that had been designed for instructional use in German driving schools. This rare model is in good condition, with some wear and evidence of age visible. 36 in. x 15 in. x 16 in. Estimate: $3,000 - $4,000
166
Hรถhm Driving School Model, c. 1940s
A Collection of Mercedes-Benz and Auto Union Models
42 in. x 15 in. x 16 in.
Offered here is an assortment of Mercedes-Benz and Auto Union model cars, including a Mercedes-Benz Targa Florio racer, a Mercedes-Benz Grand Prix car, a Mercedes-Benz Silver Arrow, two Auto Union Silver Arrows, three Mercedes-Benz SLRs, five 1989 Sauber Mercedes-Benz Formula One cars, and a 75th anniversary model of the Mercedes-Benz SSKL. Scales range from 1:20 to 1:18, and all models are in very presentable condition. Manufacturers represented include CMC, Exoto Inc., and Revival International.
Estimate: $3,000 - $4,000
Estimate: $4,000 - $6,000
This German driving school model from the 1940s is constructed of alloy parts. The model does show some age and has minor pitting in the chrome on the headlights. It is wired for European 220 voltage.
26
167
168
Höhm Driving School Model Presented here is a large-scale model that had been built by Höhm Models of Germany, to be used as an instructional tool at driving schools. The example offered here is fully functioning and has lights, gears, suspension, brakes, and a transparent engine that demonstrates the internal workings of the pistons, valves, and spark plugs. The model is mounted on a wooden base that does show some wear, and it comes with an electrical box to convert it to run on 120-volt power. 42 in. x 18 in. Estimate: $4,000 - $6,000
170
Mercedes-Benz SSK Model
169
Bugatti type 575c Atlantic Model This example of Ralph Lauren’s Bugatti Type 57 SC is an astonishingly detailed model. It is the fourth of ninety-nine built specifically for Collector’s Studio, of Toronto, Ontario, Canada, and it sits on a leather base that has a Plexiglas cover. It is well-preserved, showing a minor amount of wear and slight imperfections on the front fender, but it is otherwise very presentable. 27 in. long
This beautiful Mercedes-Benz model was manufactured by Collector’s Studios, of Toronto, Ontario, Canada, and it features a leather interior, a complete and detailed engine compartment, wire wheels, and a myriad of intricate parts. It displays no notable signs of wear, with smooth paint and accents. This model is truly one of the most impressive in the Andrews Collection, as it displays unequalled detail and is a virtually exact duplication of the full-size car in miniature.
Estimate: $8,000 - $10,000
35 in. long Estimate: $25,000 - $35,000
27
172
171
Compression by Christopher Schulz This bronze sculpture is a beautiful, modern interpretation of automotive art, as it depicts a crouching figure being “compressed” by a piston. It was created by Christopher Schulz, a Los Angeles-based sculptor and painter whose work can be seen in galleries on both the East and West Coasts, as well as at international forums. It is a very striking example that has no notable imperfections. Bronze. 7.5 in. x 34.75 in. x 7.5 in. Estimate: $2,000 - $3,000
173
High Gear by Stanley Wanlass, 1987 One of Stanley Wanlass’s most evocative bronzes is the sculpture presented here, High Gear, which depicts the famous Duesenberg Model J “Tapertail” Speedster, engine number J-437, at speed, with its passengers soaking up the magical experience. As only 34 editions were produced, with this sculpture being number 11, they are extremely sought after and difficult to find. Bronze; mounted on a marble, bronze, and walnut base. 33 in. x 13 in. x 15 in. Estimate: $18,000 - $22,000
28
Surprise at Monaco by J. Paul Nesse, 1989 This stunning bronze is number 13 of an edition of 24 sculptures released by noted sculptor J. Paul Nesse to celebrate René Dreyfus’ victory in the 1930 Monaco Grand Prix. The sculpture depicts Dreyfus rounding a corner at speed, with clouds of dust billowing off the wheels. This is a dynamic and extremely realistic work of art, as even the smallest detail was approached with true artistry, down to the expression on Dreyfus’ face. It is a triumphant example of automotive art, and it is in excellent condition. This sculpture, complete with a certificate of authenticity signed by the sculptor and René Dreyfus, is a wonderful way to pay tribute to his unforgettable victory, one that is fittingly immortalized in Nesse’s “European Champions” series. Bronze; mounted on a walnut base. 32 in. x 23 in. Estimate: $15,000 - $20,000
174
Spirit of Ecstasy by Studio Psaier, 1979 This sculpture, which celebrates 75 years of Rolls-Royce production, was presented by Mrs. M. Bentley, of Monterey, California, in honor of the Royce Memorial. It is a beautiful reproduction of Charles Sykes’ Spirit of Ecstasy, and it shows no notable imperfections. This sculpture would be an impressive statement in any collector’s showroom. Silver-plated hollow bronze; mounted on a stainless steel base. 38 in. x 56 in. x 38 in. Estimate: $10,000 - $15,000
175
Spirit of Ecstasy Sculpture This impressive bronze is a wonderful reproduction of Charles Sykes’s Spirit of Ecstasy. It is mounted on a green marble plinth and is a striking presentation of the famous sculpture, as it features exceptional detail in the face and “wings.” Its overall condition is excellent, and it would make a great addition to any Rolls-Royce collection. Bronze; mounted on a marble plinth. 14 in. x 29 in. Estimate: $20,000 - $30,000
176
Bronze Busts of Sir Henry Royce and the Honorable Charles Rolls This lot features an extremely rare set of life-sized bronze busts of Mr. Rolls and Mr. Royce. Both are mounted on wood plinths and monogrammed with McM. In 1934, they were commissioned by Rolls-Royce Motors Limited and completed by William McMillan, CVO, RA (1887–1977). Today, they are in as-new condition. Bronze; each mounted on a wood plinth. 18 in. x 31 in. x 16 in. Estimate: $35,000 - $50,000
29
177
Rolls-Royce Desk Set This lot features a truly rare and complete set of sterling silver Objets de Bureau, which were commissioned by Rolls-Royce Motors from 1926 to 1937. These items were annually given as gifts to Rolls-Royce distributors and were never available for sale. Silversmiths Saunders and Shepherd made all the silver pieces, with the exception of the ashtray from Crown Jewelers Gerrard. The set includes a desk blotter, candy box, inkwell, cigarette box, table lighter, ashtray, bowl, tray, clock, and barometer. Each item in this set shows a level of silver craftsmanship that is not seen in modern-day pieces. The display also includes two marble bookends that are topped with the Spirit of Ecstasy; a Mulliner Park award for Bob Hall, which includes a gavel; and a ceramic blue dish that features the Spirit of Ecstasy. Estimate: $100,000 - $150,000
178
J. Verbeeck 40-Key Organ with Cart This organ is a contemporary piece that is in virtually new condition. It was built by worldfamous mechanical music expert Johnny Verbeeck, and it features an excellent assortment of custom-arranged book music, including whimsical examples from The Looney Tunes. 100 in. x 63 in. x 29 in. Estimate: $35,000 - $40,000
30
179
Weber Brabo Orchestrion, 1927 The Brabo was one of several medium-sized orchestrions built by the Weber firm. It contains the same fine-quality wooden violin pipes used in all Weber orchestrions, which provide realistic violin solos. It also includes a piano, which has an expression and mandolin attachment, and a xylophone. It plays Weber Brabo and Otero rolls, a supply of which is included, and the cabinet bears the name “SuperCreational,” which seems to reflect the excitement of when it was first sold. It was restored by Jerry Biasella in 1993 and then acquired by the Milhous Collection in the late 1990s. Several years ago, it joined the Andrews Collection. As noted by Dave Bowers in The Encyclopedia of Automatic Musical Instruments: A number of points of difference in Weber music roll arrangements may be noted. In most types of other orchestrions, the various instrumental components were brought in and out of play at regular intervals. Hence the xylophone may be turned on, remain on for a passage or two, and then shut off. Many other types of rolls play the melody once through, then repeat it once or twice again exactly as it was played the first time, until the required tune length is reached. Not so with the Weber rolls. The Weber control registers constantly change. The xylophone may be brought into play for just a few notes, then remain silent until it sounds again to accent a passage or play a realistic solo…to achieve an almost human performance. Upon hearing the “12th Street Rag” on the Weber Maesto, a knowledgeable collector stated it was “virtually indistinguishable from the Paul Whiteman phonograph record of the same tune.” Understandably so, as Gustav Bruder, while interviewed in Waldkirch by the author, said that when he arranged music rolls, he played multiple phonograph records of Whiteman and other popular orchestras of the 1920s, capturing their techniques. Today, only a few Weber Brabo orchestrions exist. The example presented here is a showpiece whose offering is a very rare opportunity indeed. Gebr. Weber (Waldkirch, Germany) 65 in. x 103 in. x 33 in. Estimate: $200,000 - $225,000
31
180
Wurlitzer Style 157 Band Organ, 1924 Among large models of Wurlitzer band organs, the Style 157 model is a rare prize. An idea of its elusive nature can be gained from the fact that Hathaway & Bowers Inc. and its successor, American International Galleries, handled only one of these, in comparison to three of the large Style 165. The Wurlitzer Style 157 organ was only produced during the 1920s for use in carousels, amusement parks, and pavilions, as well as at other public entertainment places. Rolls were made of green drywaxed paper in order to withstand the humidity changes they encountered while in environments partially open to the outdoors. The case is oak-veneered, with a white enameled faรงade, and it has been elaborately carved and decorated in gold leaf, with inset paintings of landscapes. This example, serial number 3639, was delivered new in March 1924 to Spillman Engineering Company, of New York, and it may have been sold with a carousel made by that firm. Subsequent owners have included Paul Torin, of New Rochelle, New York; Mike Ames, of Solana Beach, California; and the Milhous Collection, from whom it was acquired for the Andrews Collection. The late Mike Kitner, a band organ expert from Pennsylvania, restored it in the 1980s. It plays Wurlitzer 165 rolls on duplex (double roll) mechanisms, which were made so one roll can play while the other rewinds, eliminating the long periods of silence that occur when an organ has only one roll mechanism. A large number of rolls are included. Instrumentation on the organ includes 208 pipes, bass, and snare drums, a triangle, and a cymbal. This has been the favorite carousel organ of many collectors and enthusiasts, and the acquisition of such an instrument will not be possible again soon, as no more than 10 are known to exist today. Rudolph Wurlitzer Co. (North Tonawanda, New York) 150 in. x 105 in. x 44 in. Estimate: $200,000 - $225,000
32
33
181
Mortier 115-Key Dance Organ, c. 1900s This exceptional dance organ was formerly part of the collection of Roy Hofheinz, the former mayor of Houston. Judge Hofheinz visited Hathaway & Bowers Inc. in California and was impressed and determined to buy, then and there, what amounted to a world-class display of coinoperated pianos, orchestrions, and organs. These were destined for the new Astroworld amusement complex; although, in time, the direction of the project changed and the park’s ownership went into other hands. This beautiful Mortier subsequently joined another Houston private collection before being acquired by the noted Milhous Collection, for whom it was restored and expanded by master organ specialist Johnny Verbeeck in Belgium prior to its acquisition for the esteemed Andrews Collection. The organ includes many ranks of pipes, brass trumpets, chimes, and percussions, all of which are played from the 115-key cardboard music and a digital MIDI player. The wooden façade is stunningly restored, and the imposing stature of the instrument is simply awe-inspiring. It is presented in excellent condition and is accompanied by numerous large cardboard books and a library of MIDI tunes. Theofiel Mortier, S.A. (Antwerp, Belgium) 432 in. x 228 in. x 60 in. Estimate: $300,000 - $325,000
35
182
Gavioli 110-Key Fairground Organ The acclaimed Gavioli & Cie. was the largest and most successful of the French fairground organ builders, as it had 300 employees in the main factory in Paris and branches in both New York City and Waldkirch, Germany. Their organs feature gleaming ranks of brass clarinets, trumpets, and piccolos, along with the many ranks of wooden pipes. This magnificent Gavioli organ has been superbly restored and expanded from a smaller version to the 110-key scale by master organ specialist Johnny Verbeeck in Belgium. The faรงade now includes eleven cherubs, four dancing couples, two bell ringers, two rotating figures, a bandleader, and five imposing gold-leafed griffins. The organ plays from either cardboard book music or from a MIDI player system, and its instrumentation is extensive, as it represents the playing of over 100 musicians. Ten large cardboard books and 114 MIDI files accompany the instrument. Very few fairground organs in the world are as elaborate and musically powerful as this stunning instrument. Gavioli & Cie. (Paris, France, and Waldkirch, Germany) 300 in. x 228 in. x 90 in. Estimate: $600,000 - $650,000
36
37
183
Functional Ferrari Engine Dynamometer engine No. 5263
• A true Ferrari factory engine dynamometer • Fitted with a 4.0-liter V-12 from a 330 GT 2+2 • Fully functional and operable This engine dynamometer was obtained from the Ferrari factory by Garage Francorchamps in 1953. It had been used for a further 30 years before it was acquired from the Francochamps Collection by the previous owner in 2008. It was then subsequently purchased for the Andrews Collection, where it has been a popular focal point of their automotive display. It is currently fitted with a 4.0-liter V-12 engine, number 5263, from a 330 GT 2+2, but it can be mated to any V-12 Ferrari engine. The dynamometer also features correct Ferrari Veglia gauges, which monitor all of the engine’s parameters. It is a fully functioning unit that can be turned on with an ignition key and the press of a button. The exhaust exits out the back through a set of headers and exhaust pipes, and the engine is kept cool by a side-mounted radiator. This V-12 roars to life in an instant and can be controlled by the operator with ease. It is perhaps the ultimate garage toy for the tifosi who has everything, and it would certainly be the most unique talking point of any exceptional collection. 126 in. x 51 in. x 59 in. 300 bhp, 3,967 cc SOHC V-12 engine with three Weber carburetors. Estimate: $200,000 - $300,000
38
automobiles Lots 184 - 261
1953 Mercury M100 Pickup
184
Chassis No. MAC83BHQ13913
• A rare Canadian-market Mercury truck • Restored in the Andrews’s Flying A livery • The best way to go to the parts store Following World War II, the Ford Motor Company of Canada developed a new marketing scheme, which effectively divided its existing dealerships into two bodies, Ford and Lincoln-Mercury. Those selling the more expensive Lincoln-Mercury brands complained about losing their very strong-selling light-duty commercial vehicle lines, so, in response, a new line of pickups was released, one that was unique to the Northern market and carried the Mercury nameplate.
The 1953 M100 Pickup offered here has been refinished in the Andrews’s favorite Flying A livery, which was borrowed from the nostalgic gas stations of the same name. The body is finished in matte Ford Maroon, with subtle patina and pinstriping giving it a charming custom touch, and much of the bright metal trim appears original. The bed features oak trim strips, asoriginal, while the interior is upholstered in black vinyl and faces a metallic maroon dashboard that’s pinstriping echoes that on the body. Under the hood is clean but obviously “driven,” as, indeed, this truck is still regularly used by the Andrews’.
The Mercury trucks were the first post-war pickups released by Ford of Canada, and they were both rugged and handsome. Although essentially badge-engineered Fords, they were distinguished by their use of special upmarket trim, which included a distinctive grille design and unique badging and lettering.
As examples are rare in the United States, and nowadays even in its home country to the north, this post-war pickup is extremely desirable, with its modern custom flair and old world charm.
Estimate: $20,000 - $30,000
106 bhp, 239.4 cu. in. L-head V-8 engine, three-speed manual transmission, solid front axle with coil springs, live rear axle with semi-elliptical leaf springs, and four-wheel hydraulic drum brakes. Wheelbase: 114 in.
40
41
185
2008 Porsche Cayman S Track Car Chassis No. WP0AB29818U781182
• Numerous racing upgrades, including a 911 Type 997 X51 engine • Perfect for the track-day enthusiast The Porsche Cayman was introduced in 2005 as the long-awaited hardtop sibling to Porsche’s highly successful Boxster convertible. For years, enthusiasts begged for Porsche to produce a Boxster coupe, dreaming of a lighter, better balanced, and sportier alternative to the open-top variant. As the Cayman was both lighter and boasted a better weight distribution over
the 911, thanks to its mid-engined layout, it was touted by many as being a more thrilling car to drive than its bigger brother. The Andrews’s Cayman S has been highly modified from stock, including being fully converted to racing specifications by way of numerous modifications. First and foremost, this Cayman was fitted with a brand-new 3.8-liter flat-six engine from a Type 997
Estimate: $75,000 - $100,000
381 bhp, 3,824 cc DOHC horizontally opposed six-cylinder engine, six-speed CMS transmission, independent front and rear suspension, and four-wheel ventilated disc brakes. Wheelbase: 95.1 in.
42
by Boardwalk Porsche Racing. It also features the desirable X51 Powerkit, which brings its total output to 381 brake horsepower. A CMS six-speed manual gearbox was also fitted to the car to provide for faster shifts, as were larger ventilated disc brakes at all four corners and lightweight 18-inch Fiske wheels mounted with Michelin Pilot Sport Cup tires. The suspension has also been stiffened with full hard-linked suspension upgrades. Finally, for greater downforce at speed, an adjustable Aeromotions rear spoiler was added to keep the Cayman firmly planted. Inside, the interior was completely stripped for further weight reduction. OMP racing bucket seats were fitted, along with a full roll cage and door pulls. A video camera is mounted to the top of the windshield to record the on-track excitement. The Cayman also includes two full extra sets of wheels. The only recognizable Cayman piece of equipment that remains is the original gauge cluster, with its center-mounted tachometer. This race-prepared Cayman S has been driven by Chris Andrews at several track-day outings, and it is said to be an absolute blast. It is not only much lighter than a stock example, but it also significantly quicker, thanks to its Type 997 X51 powerplant; even though it has not seen any track time since receiving this new engine. As almost every aspect of the car has been upgraded since new, this spritely Porsche would undoubtedly leave its bigger brother in the dust at the next track-day event.
43
186
1970 Chevrolet El Camino Custom Chassis No. 136800L179155
• The passenger pickup cult classic • Mild custom touches and upgrades • Ultimate “ute” with maximum style Although the car-based utility pickup was very common overseas—Australia had been building “utes” since the 1930s—the style did not catch on in the United States until the 1950s. Ford was the first to offer such a vehicle, the Ranchero, in 1957. It was based on Ford’s two-door Ranch Wagon and was built until 1959; afterwards, it was downsized to the Falcon platform.
Chevrolet followed in 1959 with a similar formula, as well as a Spanish name, El Camino. It proved quite popular, selling more than 22,000 in the introductory year but barely 14,000 in 1960. It then went into hibernation until 1964, when it reappeared as a counterpart to the new mid-size Chevelle line.
Estimate: $25,000 - $40,000
Est. 275 bhp, 307 cu. in. OHV V-8 engine, four-speed overdrive Hydra-Matic transmission, coil-spring independent front suspension, rear trailing arm suspension with coil springs, and front disc and rear drum power-hydraulic brakes. Wheelbase: 116 in.
44
The new downsized El Camino was well received, with some 32,500 sold the first year, and it trended upward from there. Initially, it was sold as a utility model, with two basic six-cylinder engine options and two 283-cubic inch V-8s. Even before the 1964 model was out, its status as a cult classic was apparent, and 250- and 300-horsepower 327s soon became available. A custom model in 1966 added an upscale interior, and for 1967, a big block 396 became an option.
Recent upgrades made to the pickup include EZ EFI fuel injection, a FrontRunner serpentine belt setup, and a front suspension package from Chris Alston Chassis Works. The latter, employing tubular A-arms and Wilwood front disc brakes, resulted in a two-inch drop and a pleasing, mild rake. The interior is all new and includes a Grant GT steering wheel. The exterior pinstriping was applied by James Crawford, an old-time artisan, with this being the last job he completed before his passing.
The truck is equipped with optional rally wheels and Michelin XGT M+S blackwall radial tires. There is also a spray-on Line-X bed liner that protects its excellent sheet metal. Vintage Air conditioning and a Kenwood AM/FM/CD stereo system have been subtly added. It comes complete with the original owner’s manual, a Protect-o-Plate, and documentation of the work performed.
A new-generation Chevelle for 1968 ushered in a longer companion El Camino. In 1970, a new 307 V-8 was also added to the options list. The ute’s popularity had grown, as more than 47,000 were sold. This mildly modified 1970 El Camino, which first started life as a California truck, was purchased by its second owner in 1974, and at this time, it was refreshed with new paint. From 1997 to 2006, there was much work done on the drivetrain, and new trim and carpet were added. The 307 engine was also completely rebuilt in 2007, while the transmission is a 700R4 four-speed overdrive Hydra-Matic. Three years ago, this El Camino was acquired for the Andrews Collection.
45
2008 Shelby GT500 KR
187
CSM n0. 08KR0269
Chassis No. 1ZVHT88SX85195762
• Purchased new by Paul and Chris Andrews • One of only 1,000 GT500 KRs built • Fewer than 1,000 actual miles The muscle car mantra of “there’s no replacement for displacement” certainly continued to ring true with the new Shelby GT500 KR of 2008. Although Ford and Shelby had teamed up to resurrect the GT500 in 2007, even 500 brake horsepower could not quench the thirst of power-crazed Mustang enthusiasts. Much like the original GT500 KR, which had been launched four decades earlier, the 2008 model retained the basic upgrades seen in the GT500, but it also received an extra batch of go-fast bits from Shelby, which made it even more powerful and ensured its title of “King of the Road.” The engine received 40 additional horsepower over the GT500, while the rear-end ratio was lowered to 3.73, resulting in a 0–60 time of just 4.0 seconds. At the time of its unveiling, the KR was the fastest production Mustang ever built. This Shelby GT500 KR was purchased new by the Andrews’ from Don Davis Ford in 2008, and it has been wonderfully preserved and maintained in their collection ever since. The car looks absolutely sinister, with its Black finish and matte black racing stripes, 18-inch forged aluminum wheels, and a black interior, and its imposing stance proclaims that this Mustang is not to be trifled with.
The car’s Shelby window sticker notes that over $35,000 in additional upgrades over the standard GT500 were poured into this particular car. The GT500 KR’s suspension boasts revised springs in the front and rear, performance-tuned front struts, and rear shocks with stiffer sway bars all around, and the front brakes received a Ford Racing front brake duct cooling kit. The engine boasts a new cold-air intake, upgraded software calibration, and performance mufflers with a unique H-pipe exhaust, and the transmission was fitted with a short-throw shifter. Cosmetically, the car received a new carbon fiber hood, a carbon fiber front splitter, and carbon fiber mirrors to match. The modifications did not just include the exterior of the car, as the seats received custom embroidered headrests with Carroll Shelby’s signature and custom Shelby floor mats were added. As the ultimate derivative of the first generation of Ford’s new retro-styled Mustangs, the GT500 KR is a must-have for any horsepower junkie or Blue Oval enthusiast, and it is certainly an instant collectible. This particular example, showing just shy of 1,000 miles on its odometer and having been purchased new by the Andrews’, is surely one of the finest examples in existence. As such, it warrants close consideration from anyone with a need for speed, be it the collector of classic Shelby Mustangs or an enthusiast simply looking to dice with Corvettes at stoplight drag races, just like Carroll intended of the original King of the Road.
Estimate: $80 000 - $100 000
540 bhp, 5.4-liter V-8 engine, six-speed manual transmission, front independent suspension with a MacPherson strut and a solid rear axle with coil springs and a Panhard bar, and four-wheel Brembo disc brakes. Wheelbase: 107.1 in.
46
47
188
1932 Ford Pickup Custom “Loose Change� Chassis No. BB1830615
Coachwork by Chris Andrews
Estimate: $40,000 - $60,000
Est. 450 bhp, 400 cu. in. Chevrolet V-8 with three Rochester two-jet carburetors, Tremec TKO five-speed manual transmission, front suspension with leaf-spring and shock absorbers, rear suspension with coil springs, a solid rear axle with a Halibrand Champ Car rear end, and front disc and rear drum brakes. Wheelbase: 110 in.
48
• The first hot rod built by Chris Andrews • Incredible attention to design and detail • An iconic ’32 Ford Custom Pickup Loose Change, named for the Neil Young song of the same name, was built just over 10 years ago, and it was the first hot rod to ever be built by Chris Andrews. It is the first vehicle that he built himself, and it showcases his incredible attention to detail, creativity, and style. At its heart is a 400-cubic inch Chevrolet V-8 engine with triple Rochester carburetors, which is mated to a Tremec TKO five-speed manual transmission, and its power is funnelled to a Halibrand Champ Car rear end. This pickup is based on a custom chassis that was also built by Chris. He found a 1932 Ford truck body in Houston and mated it to the chassis after chopping the top, to create a more aggressive stance. The body was not modified or refurbished in any way, and the only ornamentation on the car’s exterior is the subtle pinstriping by James Crawford, such as the “Loose Change” name pinstriped under the tinted rear window. The
49
pop-out windshield adds to the car’s mean look and allows the driver and passenger to experience added ventilation at speed. The only polished part of the exterior is the car’s rear-mounted, 10-gallon gas tank. Finally, the finishing touch is a period-correct 1932 Texas license plate. The interior is as bare bones as the exterior. Both the driver and passenger seats are of riveted metal with handwoven wool seat cushions and leather headrests. Between the seats is a red
Schwinn banana seat fashioned as an armrest. The transmission tunnel and doors all retain the same weathered look, while the dashboard is covered by similarly weathered-out tan leather that has been bolted directly to the firewall, with pennies used as washers. The base of the Hurst short-throw shifter is wrapped in a canvas that matches the color of the body. The car also features a Tilton NASCAR pedal box, as well as a Schroeder Sprint Car steering box. As Chris Andrews’ first custom build, Loose Change came out incredibly well. It showcases Chris’s superb attention to detail and design, as well as his personal sense of style.
Loose change in my pocket Future in my hand
50
51
189
1963 Chevrolet Corvette Sting Ray ‘Split-Window’ Coupe Chassis No. 30837S116260
• Entirely original and unrestored • Formerly of the Chip Miller Collection • One of 278 with factory air conditioning Nineteen sixty-three was a big year for the Corvette. It was 10 years after the model’s premier, and Chevrolet was releasing the second generation of America’s sports car to great acclaim. The Corvette, now dubbed the “Sting Ray,” boasted an independent rear suspension, optional power steering, power brakes, and air conditioning. Its styling was drastically different than
the car it replaced, but it was still incredibly attractive. Also, for the first time ever, Chevrolet offered the Corvette in both coupe and convertible body styles, with the coupe defined by a stylistic rear split-window, which would only survive as a one-year feature due to rear visibility concerns. This ’63 Split-Window Coupe was finished in Sebring Silver over a black interior, and it was fitted with Chevrolet’s venerable 327-cubic inch engine, which could produce 300 horsepower and was mated to a Powerglide
Estimate: $80,000 - $110,000
300 bhp, 327 cu. in V-8 engine with a single Carter four-barrel carburetor, Powerglide automatic transmission, independent front and rear suspension, and four-wheel hydraulic drum brakes. Wheelbase: 98 in.
52
automatic transmission. It was also fitted with an AM/FM radio and the highly desirable option of factory air conditioning, which was an option that only 278 Corvettes were equipped with for that model year. Not only is this Corvette presented in completely original and unrestored condition, but it was also owned by a life-long enthusiast and very noteworthy figure in the Corvette world, Chip Miller. In the mid-1970s, Chip and fellow enthusiast Bill Miller started Corvettes at Carlisle, which has steadily grown into one of the largest Corvette-centric events on the planet. Chip had an eye for quality, and he eventually built a private collection that featured a number of Corvettes from throughout the model’s history; all of the examples are notable for their extremely low mileage and original condition. This Sting Ray was sold from his estate in 2006, subsequently
being purchased by the Andrews’ for their own collection. In their possession, the car’s original condition has continued to be preserved and maintained, just as Chip would have wanted. The 1963 Split-Window is a landmark of American automotive design, as it is considered by many to
be America’s most attractive post-war automotive design. The Sting Ray is simultaneously muscular and sensual, and its design perfectly mimics its personality, as it is both a capable sports car, with wins at some of the world’s most arduous races, and a wonderful grand-tourer that is ideal for cruising America’s highways.
53
190
1972 Chevrolet C10 Cheyenne Custom Chassis No. CCE142S188542
• A C10 Cheyenne with custom touches • Meticulous restoration • Desirable short-bed model A complete makeover for light-duty trucks replaced the rather brutish 1960–1966 designs, and it was billed as “the most significant cab and sheet metal styling change in Chevrolet history.” These trucks, known as the “Action Line,” were more car-like, and they reflected the growing appetite for pickups among the general public. They were available in half, threequarter, and one-ton capacities and with short or long pickup boxes. Most of them also had the option of “Stepside” or “Fleetside” cargo bodies.
Technical specifications had largely carried over from 1966. Coil-spring independent suspension was used in the front, and most half and threequarter ton models had trailing arm coil suspension in the rear, although leaf springs were available as an option. Engine choices included two sixes, plus V-8s of either 283 or 327 cubic inches. A Custom Sport Truck package included features that were desired by the new truck-buying demographic, such as carpeting, bucket seats, and upgraded interior and exterior trim.
Estimate: $80,000 - $110,000
Est. 300 bhp, 350 cu. in. OHV V-8 engine, four-speed Hydra-Matic transmission, coil-spring independent front suspension, live rear axle with coil-spring trailing arm suspension, and front disc and rear drum power-hydraulic brakes. Wheelbase: 115 in.
54
In 1969, the long-running 350-cubic inch version of Chevy’s small block V-8 became an option, and it replaced the 327. This would become the most prolific of the small blocks, as it remained in production, in one form or another, until 2004. The more upscale Cheyenne function and trim package, which was introduced in 1971, included lower wide chrome moldings, an interior dome light switch, a cargo light, a chrome front bumper, a full foam seat, a cigar lighter, a deluxe trim interior, and bright window moldings. This 1972 C10 Cheyenne Pickup was wellequipped from new, but it has been treated to further upgrades as well. It was originally built as a 350 CID automatic transmission truck with power steering, power front disc brakes, and factory air conditioning, but it now has tuned-port fuel injection, making it good for an estimated 300 horsepower; a 700R4 four-speed overdrive Hydra-Matic; and Intro forged billet wheels. The latter, which are mounted with 18x8 fronts that sport 245/40-18 BF Goodrich G-Force T/A radials and 20x9 rears that are mounted with 295/45-20 tires, give it an appreciable and stylish rake.
exceptional. The bed floor is of a highly varnished wood with bright rub strips. The all-new interior is black, with matching mats. It has a factory dashboard tachometer and is fitted with a modern Pioneer AM/FM/Cassette stereo. Likewise, the undercarriage has been fully detailed to meet the standards of the rest of the truck.
Short-bed trucks like this one are jauntier than their long-bed brethren; thus, they are often preferred by collectors. They’re rarer too, as just 39,730 were built for 1972, the last year of the Action Line, as opposed to the nearly 275,000 with the extended bed. This Cheyenne is short, sweet, and spirited, and it is ready to haul.
This pickup was then acquired from the estate of a discerning local collector, who subjected it to a complete and meticulous restoration. Its paint quality, brightwork, and details are all
55
191
2005 Ford GT Chassis No. 1FAFP90S05Y400375
• • • •
Purchased new by Paul and Chris Andrews Just over 800 miles from new Finished in Mk IV Red, with three options and “Stripe-Delete” The “Pace Car for an Entire Company”
With designers and engineers inspired by the Le Mans-winning GT40 of the 1960s, and with the company’s top brass looking to celebrate the 100th anniversary of the Ford Motor Company, the turn of the 21st century was a perfect time to recreate and produce a modernized version of the GT40. Ford wanted to show that at 100 years old and 40 years after the GT40 program began, it was still capable of producing a world-class supercar. Ford
even released a commercial during Super Bowl XXXVIII that proclaimed the new Ford GT to be the “Pace Car for an Entire Company,” which was a bold statement coming from a company that at the time owned both Jaguar and Aston Martin! Visually, the GT was the spitting image of its forefathers. Strip the Ford badge off the nose and it was immediately identifiable as a modern GT40 to any petrol head. Its silhouette perfectly mimics that of the Mk I GT40, although it is just a tad larger in order to accommodate for taller passengers,
Estimate: $240 000 - $280 000
550 bhp, 5.4-liter 32-valve DOHC V-8 engine with a supercharger, six-speed manual transmission, four-wheel independent suspension, and four-wheel hydraulic disc brakes. Wheelbase: 106.7 in.
56
measuring in at 44.3 inches, as opposed to the original car’s 40 inches in overall height. Also like the original, the car’s performance was world-beating as well. The Ford GT was aimed squarely at the Ferrari 360 Modena, and it all but obliterated its closest competitor from Maranello. It could sprint from 0 to 60 in 3.7 seconds and achieve a top speed of nearly 200 mph, putting it in the league of Porsche’s Carrera GT and the Mercedes-Benz SLR McLaren. Not only that, but it was available at a fraction of the cost of its competitors. With a list price of $139,995, the Ford GT was a relative bargain, especially when considering other cars that provided the same level of performance. Only 4,038 GTs were produced after three years of production, and customer demand far outstripped supply, leaving many examples to be sold new with substantial premiums over the original MSRP. This particular Ford GT was built in November 2004 as the 356th Ford GT of 2,022 built for the 2005 model year, and it was optioned by the Andrews’ in Mk IV Red and with three of
57
the four available options, the upgraded McIntosh stereo, the lightweight aluminum BBS wheels, and red-painted brake calipers, which matched the car’s exterior color. Unusual for most GTs, this particular example received no hood stripes, leaving it as one of eighty-two cars that year that were finished in Mk IV Red and wore only side tape stripes. It was purchased new by the Andrews’ from Don Davis Ford in nearby Arlington, Texas, and it has remained in their collection ever since. This GT is in virtually as-new condition, as it has accumulated just over 800 miles and has been properly maintained its whole life by Don Davis Ford and Sam Pack’s Five Star Ford, of North Richland Hills, Texas. It retains its original set of manuals, as well as its original window sticker. Exactly 10 years after the first GT rolled off the production line, Ford’s new GT has proven to be nothing short of a modern-day classic. It was produced in limited numbers, its design harkens back to one of the greatest racing cars of all time, and it has looks to kill, making it easily one of the most iconic automobiles built and designed in the early 21st century. The Andrews’s example is one of the best. This example, finished in Mk IV Red and with the exceptionally rare partial “Stripe-Delete,” has been wonderfully maintained and regularly exercised, and it is ready to be cherished and enjoyed by its next owner.
58
59
192
1990 Lamborghini Countach 25th Anniversary Chassis No. ZA9CA05A1LL A12049
• Incredibly low mileage, showing 1,240 kilometers from new • The final iteration of Lamborghini’s iconic Countach The original LP500 Countach turned the automotive world on its head when it premiered at the 1971 Geneva Motor Show. Automotive styling was only just beginning to transition away from the curvaceous lines seen on cars of the 1950s and 1960s to the more angular designs that are now
characteristic of the 1970s. The Countach, which was designed by Marcello Gandini at Bertone, was low slung, aggressive, and very much different than anything else on the road. The production version wouldn’t arrive until three years later, once again at the Geneva Show in 1974, but it remained largely similar to the original design. Production of the car was slow at first, but as the Countach’s popularity began to grow, not only within the automotive world but also within pop culture, many more examples would leave the factory’s gates over the next 15 years.
Estimate: $375,000 - $475,000
449 bhp, 5,167 cc V-12 engine with six Weber carburetors, five-speed manual transmission, front and rear independent suspension with coil springs and telescopic shock absorbers, and four-wheel Girling ventilated disc brakes. Wheelbase: 96.4 in
60
In celebration of its 25th anniversary, Lamborghini unveiled a special edition of the Countach, which boasted numerous updates over the existing 5000 QV. There were nearly 500 subtle changes and updates to the 25th Anniversary Countach, which is far too many to list individually, but overall, these changes were intended to increase passenger comfort and style. The bodywork was redesigned by none other than Horacio Pagani. Under his leadership, the Countach’s nose was lifted slightly and the front bumper was redesigned with new air intakes in an effort to more effectively channel air to the front brakes. At the same time, the rear bumper also received subtle styling changes. The two most notable changes were to the air intakes that were located just behind the door, which received thicker strakes in body color rather than in black, and the wheels were now two-piece forged alloy rims.
Inside, the Countach’s relatively spartan manual-operated windows were replaced with power-operated units. The seats were also fitted with poweradjustable seatbacks, making them markedly more comfortable than those in the car’s predecessor. A newer steering wheel was fitted, as well as a more powerful air-conditioning system, which once again helped to increase overall comfort. The performance of the 25th Anniversary Countach remained identical to that of the 5000 QV, which was still very impressive. The Countach could reach 100 km/h from a dead stop in 4.7 seconds, and its top speed was an
61
equally exciting 183.3 mph. Overall, these variants are known to be the most drivable, reliable, and comfortable of the series. This 25th Anniversary Countach was produced in April 1990 and built as a North American-specification model. It was delivered new to Canada through Lamborghini dealer Eugene Carrie and was finished just as you see it today, painted in Rosso Siviglia over a Champagne leather interior. It was delivered new to its first owner in May 1990 and remained in Canada until it was purchased for the Andrews Collection in 2014. This near factory-fresh Countach shows remarkably well. Its paint remains in very good condition and exhibits a high gloss in the light.
62
Inside, the leather interior shows very little wear throughout. The odometer displays a mere 1,240 kilometers, which is commensurate with the car’s overall condition. Furthermore, it should also be noted that the Countach is offered with its proper tool kit and owner’s manual.
The Countach 25th Anniversary represents the last iteration for Lamborghini’s most iconic car, and many believe that it is the best of the series in terms of overall refinement and drivability, which is verified by its 15-year production run. The Andrews’s example is in extraordinary condition, and it is, quite simply, nearly flawless.
63
193
1966 Acadian Canso Sport Deluxe Custom Chassis No. 671837001247
• A hot rodded, Canadian-built Pontiac • Fitted with a 555 crate motor and a five-speed transmission • Develops in excess of 600 horsepower
The Acadian was produced by General Motors of Canada from 1962 to 1971 as a compact model to sell in the North. Initially, these car were retrimmed Chevrolet IIs and were offered as a base model. Although the car used Pontiac styling cues, it was never marketed as Pontiac, but more as a make in and of itself. The top-of-the-line version was dubbed the Canso, and it was made available with the Sport Deluxe package, which was similar to the Chevrolet II Super Sport. This package included the same Strato-bucket seats, a consult floor-shift transmission, and unique Sport Deluxe emblems. The Acadian offered here was built at Pontiac’s Oshawa, Ontario, plant before being delivered new to a Mr. J. Holmes through Franklin Prouse Motors, of Sault Ste. Marie, Ontario. Prior to being purchased by the Andrews’, this Acadian Canso had left its native Canada and was residing in California. The car was originally fitted with the Canso Sport Deluxe 350-brake horsepower, 327-cubic inch V-8 engine, but it has since been upgraded with a 555-cubic inch V-8 by Pat Musi Performance, and its original fourspeed manual has been replaced with a five-speed unit. Its suspension, both in the front and rear, was fully upgraded by Chris Alston Chassisworks, and it contains all new components throughout. Additionally, it has been fitted
Estimate: $40,000 - $60,000
Est. 600 bhp, 555 cu. in. Musi/Edelbrock V-8 with Big Stuff 3 fuel injection, five-speed manual transmission, independent front suspension with A-arms and coil springs, rear suspension with coil-over shocks and a live rear axle, and front disc brakes with rear drum brakes. Wheelbase: 110 in.
64
with a new fuel tank and an upgraded Weldon racing fuel pump, which feed its monstrous V-8. The only hint of upgrades from the exterior are the American Racing wheels, which are wrapped in modern tires. Inside, a set of new SW gauges in a custom gauge cluster was installed, along with a detachable three-spoke suede steering wheel. As this Acadian Canso Sport Deluxe puts out nearly twice the horsepower it had when new, there’s no doubt that it is an absolute blast to drive. With suspension and drivetrain upgrades to match, the car’s handling is not compromised by its massive increase in power, making it that much more palatable and manageable on the street. Acadian Canso Sport Deluxes are seldom seen on the open road, and this example is probably one of the fastest of its kind. For the horsepower junkie looking for modern performance with a classic look and a Canadian twist, they need look no further, eh!
65
1953 Aston Martin DB2/4 Drophead Coupe
194
Chassis No. LML /504
engine No. VB6E/50/1230
Coachwork by Bertone • • • • •
The Charles A. Ward car One of two to this design; numerous bespoke features Long-term known and documented history Featured in Automobile Quarterly; three-time Pebble Beach award winner A Gentleman’s Express of singular beauty and importance
A PRESENT TO THE CHIEF At one time, the Brown & Bigelow Company, of St. Paul, Minnesota, was the United States’ leading manufacturer of promotional calendars and products, distributing some 50 million calendars a year at a time when there were only about 160 million Americans, which meant that there was roughly one B&B calendar in circulation for every three people in the U.S.! The company was most famous for its pinup calendars, for which they employed a lineup of such genre-defining artists as Gil Elvgren, Earl Moran, and Rolf Armstrong, and they could be found on the walls of garages, packing sheds, workshops, and loading docks across America. Brown & Bigelow was unusual in more ways than one. Its president and general sales manager was Charles A. Ward, who had been befriended by Herbert Huse Bigelow under the most unusual of circumstances, while both were serving time in the Federal Penitentiary at Leavenworth, Kansas, with Ward there for narcotics possession and Bigelow there for income tax evasion.
Estimate: $1,400,000 - $1,800,000
125 bhp, 2,580 cc DOHC inline six-cylinder engine, four-speed manual transmission, independent front suspension with coil springs, live axle rear suspension with coil springs, and hydraulically actuated four-wheel drum brakes. Wheelbase: 99 in.
66
67
The two men struck up a friendship, and Bigelow hired Ward to work at his company. When Bigelow drowned during a 1933 fishing trip, his young protégé was elected to replace him as the head of the company. By the time of his death in 1959, Ward had built Brown & Bigelow from annual losses of $250,000 in 1933 to total sales of $55 million annually. He was a generous philanthropist who took pride in employing reformed convicts and giving back to his community, but he was also a flamboyant and decadent sort—the kind of man who would be seen behind the wheel of a bespoke, Italian-bodied Aston Martin covered in his initials. Brown & Bigelow’s 60 regional sales managers realized this, and for Christmas 1953, they got together, pooled their funds, and ordered, through Chicago importer and Bertone board member S.H. Arnolt, one of the two Bertone-bodied DB2/4 Drophead Coupes produced. These cars were brilliantly designed by Giovanni Michelotti to feature a combination of unmistakable Aston Martin design cues, including the distinctive radiator grille and curved windshield, both of which had been lightly “tweaked” to smooth their edges. Delicate Italianate features found on the car include thin and shapely bumpers, a gently curved roof line, and a subtle hood scoop. Little else about Ward’s car was subtle, as the sales managers specified a monogramed CAW hood button; a fine-quality two-piece fitted luggage set (also monogrammed), complete with china and picnic accessories; a custom picnic hamper that fit next to the single rear seat and bore a lode of barware; and a set of chrome-plated tools in a varnished wooden box. The car arrived in St. Paul bearing a large commemorative brass plaque under the hood, which had been engraved with the names of all 60 sales managers—lest Mr. Ward forget their names when it came time to assign bonuses?—as well as another plaque on the dashboard, which stated, “This motor car was especially designed and created for Charles A. Ward by S.H. Arnolt, Chicago and Carrozzeria Bertone, Torino, Italy.” The gift attracted attention even in Europe, where a brief article, “A Present to the Chief,” appeared in the November 25, 1953, issue of The Motor. In the halls of Brown & Bigelow, during those days of three-martini lunches, it was a merry Christmas.
68
AFTER MR. WARD Mr. Ward kept and occasionally drove his flamboyant Bertone DB2/4 until his passing in 1959, at the age of 73. Reportedly, he had offered it for sale shortly before, at a price tag of $5,500, but found no takers. The car was sold by his estate back to its original dealer, S.H. Arnolt, who sold it to another prominent St. Paul businessman, William Peters Sr. of Peters Meat Products. Reportedly, Mr. Peters paid $2,000 for the DB2/4, which had a blown engine at the time. That was no problem, as the new owner dropped a Shelby Cobra engine under the hood and proceeded to drive it from St. Paul to Tampa, Florida, for his retirement. He had Mark Doins service the original DB2/4 engine in the meantime, completely rebuilding it and installing new sleeves.
69
In 1975, Mr. Peters sold the Aston Martin to Virgil Campbell, of Omaha, Nebraska, who paid the meat magnate $250 to bring the car up to Omaha, and if he liked the car, he would pay for Peters’ return flight. Needless to say, Mr. Campbell liked the car, and Mr. Peters flew home for free, minus his DB2/4, which had 29,460 recorded miles at the time. The new owner then set about restoring the car and refinishing it in all-over red, including the paint, carpeting, and seats, which were upholstered in red Bridge of Weir leather cut from original patterns. The original top fabric had been
70
a matte material, which was replaced with Haartz cloth that had been cut to the correct pattern. Most importantly, the original engine, having been rebuilt by Mr. Doins, was now reinstalled. On June 30, 1983, the car was sold by Mr. Campbell to Tom and Ellin Dunsworth. Mr. Dunsworth continued to work on the unique DB2/4, extensively investigating correct materials and color combinations, and he eventually completed the restoration, restoring the car back to its original condition, all the way down to its original and correct trim and tools. The completed car attracted a great deal of attention,
even appearing prominently in Stanley Nowak’s article, “Aston Martin Bertone,” in Automobile Quarterly, Vol. 26, No. 4. The Dunsworths were justifiably proud of their Bertone-bodied Aston Martin, which was awarded Third in Class when shown at the Pebble Beach Concours d’Elegance in 1987. Eventually, the DB2/4 passed into the ownership of James Vandergrift, who returned it to Pebble Beach in 1997 and also finished Third in Class. It was then sold to renowned American collector Gene Ponder. The car was offered and sold, in its present, eye-popping red livery, to enthusiast
Michael Schudroff, who again displayed it at Pebble Beach, this time as part of the featured Aston Martin class in 2007, and it finished Second in Class. Later, it was acquired from Schudroff by his friends Paul and Chris Andrews, who had been the underbidders on the car at the Ponder Collection sale and had never forgotten it. Astonishingly, for a car that’s restoration is now two decades old, the Ward Aston Martin is still beautifully preserved, with nary a flaw in its beautiful crimson paint or its tight leather interior. All of the original accoutrements, including the picnic hamper, the tool set, and all the special monogrammed and engraved bits, are still intact and exactly where one would expect them. Most importantly, as a favorite in the Andrews Collection, the car has been lovingly maintained and occasionally exercised, and today, it runs and drives well. It is also accompanied by a thick file of documentation, history, and correspondence that had been compiled by Mr. Dunsworth and has passed with the car ever since. What was true in 1953 is still true today. Charles A. Ward’s sublime Bertone-bodied DB2/4 is the perfect gift, or acquisition, for the chief who has everything.
71
1934 Packard Twelve Coupe Roadster
195
Chassis No. 902535
• • • •
engine No. 902185
The most desirable factory body style from the greatest Packard year A genuine example with an original body, chassis, and engine Documented by 1934 Packard Twelve historian Edward Blend Perhaps the ultimate CCCA CARavan vehicle
In 1931, a handful of Senior Packard chassis were built with semi-custom two-passenger convertible bodies by LeBaron. These cars were distinguished by a subtle beltline molding that ran straight through the doors and into the hood, with a roadster-style “flare” behind the windshield, as well as by a convertible top that folded almost entirely flat and went into a well behind the seat, creating a smooth and flattering line when the top was down. It is no surprise that Packard had, by the time of the 1932 Ninth Series, virtually copied the design for its own factory-built convertible coupe, the Coupe Roadster.
vehicle No. 739-54
Arguably the most desirable of the 1930s Coupe Roadsters are the 12-cylinder models of the Eleventh Series, which became the top model from what is considered to be the most prestigious year for Packard design. Only about 20 original Coupe Roadsters are known to have survived, and they are fiercely prized by the enthusiasts who are fortunate enough to own one. The Eleventh Series Packard Twelve Coupe Roadster offered here is a genuine example that was delivered on April 26, 1934, by the Packard Motor Company, of New York City. Importantly, although the car has a new vehicle number plate on the firewall, the number and delivery information printed on it are confirmed by the roster of authentic examples appearing
Estimate: $450,000 - $550,000
Series 1107. Body Style 739. 160 bhp, 445.5 cu. in. modified L-head V-12 engine, three-speed selective synchromesh manual transmission, vacuum-assisted clutch, shaft drive with a hypoid rear axle, front and rear leaf-spring suspension, and four-wheel vacuum-assisted mechanical drum brakes. Wheelbase: 142 in.
72
Notice that, in appearance, this car is unmistakably a Packard, with the famous identifying lines that make Packard America’s most distinctive car. Then drive this Packard, and ask it to do everything you would like a fine car to do.
1934 Packard advertisement
73
in Edward J. Blend’s standard reference, The Magnificent Packard Twelve of Nineteen Thirty-Four. The engine and chassis numbers listed by Mr. Blend, 902185 and 902535 respectively, can both be matched to those presently found on the car. By the 1970s, this Coupe Roadster was owned by a well-known Twelve enthusiast, Don McCallum of Indiana. In a recent phone conversation, Mr. McCallum recalled that “I bought it from Max Merritt [the famous Packard supplier] in pieces and restored it around 1970. We drove it on five CCCA CARavans. Of the 20 or 30 Packards I restored, it was my favorite car.” In the 1990s, the Coupe Roadster passed into the ownership of Dr. Ralph McCarty, of Everett, Washington. Dr. McCarty spent 10 years painstakingly restoring the car back to its original condition. Following his care, the Packard was enjoyed by two other noted collectors, Roger Willbanks, of Colorado, and Marvin Tamaroff, of Michigan. It was eventually acquired from Mr. Tamaroff for the Andrews Collection, and it has held a special pride of place in their museum ever since.
74
This Packard has been exceptionally well-maintained in the Andrews’s ownership, and it shows today much as it did when acquired. Its finish of rich two-tone Ascot Maroon is still deep and bright, with only light checking around the panel gaps and a slight stretching to the complementary interior. Blackwall tires add a smooth and important air. Accessories found on the car include painted wire wheels, dual side-mounted spares with hard covers, side-view mirrors, and a single driving light, as well as Packard’s traditional (but, in 1934, still optional) cormorant radiator mascot. Any authentic Eleventh Series Coupe Roadster is a significant Packard Twelve. This one, which has benefited from long-term ownership by noted enthusiasts and has verified authenticity, is a superb example.
75
196
1963 Ferrari 400 Superamerica LWB Coupe Aerodinamico Chassis No. 5029 SA
engine No. 5029
Coachwork by P ininfarina
Estimate: $3,500,000 - $4,500,000
340 bhp, 3,967 cc SOHC V-12 engine with three Weber 40 DCZ 6 carburetors, four-speed manual transmission with overdrive, independent front suspension with unequal length A-arms and coil springs, live rear axle with semi-elliptical leaf springs and parallel trailing arms, and four-wheel hydraulic disc brakes. Wheelbase: 102.3 in.
76
• The 15th of 18 Series II long-wheelbase examples • Meticulously restored in its original colors of Grigio Argento over Red leather • Proven vintage rally and concours entrant; Platinum winner at the 2011 Cavallino Classic • Matching-numbers example; a grand touring Ferrari par excellence
THE 400 SUPERAMERICA AERODINAMICO By 1963, Ferrari had established itself not only as a world-class manufacturer of sports racing cars but also as a manufacturer of the world’s best grand touring cars for the road. Enzo Ferrari had come to fully realize that in order to continue the success of his racing program, he needed to be able to create, market, and sell equally exceptional road cars. Throughout the 1950s, the Ferrari GT car had evolved immensely into a top-shelf luxury touring car, namely the 342 America and the 410 Superamerica, which became the last word in sporting luxury. However, these cars were known as heavy and unforgiving to drive, and many believed that such a prestigious automobile should have more refined driving dynamics. To address these changes, Ferrari introduced the 400 Superamerica at the 1959 Turin Motor Show. The 400 SA incorporated a number of changes from its predecessor, chief amongst which was a new Colombo short-block V-12 engine. The new powerplant was bored from its 250 GT dimensions of 3.0 liters to almost 4.0 liters, and it was fitted with the outside-plug arrangement that had proven to be so effective in the Testarossa sports racers. This new Superamerica also benefitted from Dunlop disc brakes at all four corners, which replaced the drum brakes on the 410 Superamerica, and an overdrive that increased the top end ratio by 28 percent. These changes markedly improved the car’s performance and road manners and brought its driving characteristics in line with the car’s overall level of luxury. The earliest 400 Superamericas were constructed on Ferrari’s shorter 2,420-millimeter wheelbase and clothed in open coachwork by Pininfarina. When chassis 2207 SA, dubbed the Superfast II, was introduced at Turin in November 1960, it featured coachwork that had never before been seen
77
on a Superamerica, and it stunned the crowd. The car’s body featured a pointed open-mouth nose that led to a slippery roof and belt lines that converged into a delicately swooped fastback tail that catered towards aerodynamics, helping the Superamerica cut through the air. Two years later, at the London Motor Show in September 1962, Ferrari introduced a secondseries 400 Superamerica. This car retained the distinctive Aerodinamico coachwork of its predecessors, but it now rode on the 250 GTE’s 2,600-millimeter chassis, which eventually replaced the earlier and shorter wheelbase chassis. Approximately 18 long-wheelbase Coupe Aerodinamicos were constructed when production came to a close in 1964, adding to a total of 35 Series II examples, which also included the earlier SWB Superamericas.
78
CHASSIS NUMBER 5029 SA Chassis 5029 SA was built by Ferrari as the thirty-second of a total of thirtyfive 400 Superamericas constructed. According to noted Ferrari historian Marcel Massini, it is also the 15th of 18 long-wheelbase examples built,. The car was completed by Pininfarina on November 14, 1963. It was fitted with desirable Aerodinamico coachwork and covered headlights and finished in Grigio Argento over Red leather, with matching red carpets. In February 1964, this Superamerica was purchased new by its first owner, Autoservizi Maggiore S.r.l., which was located in Florence, Italy, and a month later, it was registered on Italian license plates, which read FI 244188. It would remain in the ownership of the company for just over a year before
it was sold to its second Italian owner, Vittorio Giovanni Maggiore of Rome, and was reregistered in his name. Five years later, it is noted that 5029 SA’s Italian registration was cancelled, as the car was exported to the United States, where it was purchased by Benjamin Caskey, of Palm Beach, Florida, who repainted the car a dark blue metallic. Caskey, a commercial developer, was also an avid enthusiast of classic cars and a member of both the CCCA and AACA. He would go on to own the Superamerica until his passing in 1987, at which time the car was retitled in his widow’s name, Edna H. Caskey. Mrs. Caskey kept the car for another 10 years, until February 1997.
79
Shortly thereafter, the Superamerica was sold to Mark Smith, of Skippack, Pennsylvania, who brought the car back to running condition, as described in an ad placed in the Ferrari Market Letter in October 1997. The car was sold shortly thereafter to Massimo Rossi, of Nyon, Switzerland, and it returned to Europe, being imported on January 7, 1998, and still wearing its dark blue paint, but now with a black interior. Over the next few years, chassis 5029 SA was fully restored by a team of specialists located in both Switzerland and Italy. Carrozzeria Zanasi in Maranello was tasked with bodywork, Tappezzeria Luppi in Modena handled the interior, and Ferrari Suisse SA was commissioned for the engine work. The car was also returned to its original color combination, and the results were truly spectacular. In March 2004, the Superamerica was driven by Rossi in the Coppa Milano San Remo rally, proving the competency of the restoration.
80
81
82
Afterwards, the car was sold by Rossi, and in 2005, after being purchased by noted collector Lee Harrington, it travelled back to the United States. It was subsequently purchased by the Andrews’. Since then, the car has been sparingly used, although meticulously maintained, ever since, and it remains in truly remarkable condition. It received a full service by Bob Smith Coachworks in Gainesville, Texas, prior to being shown by the Andrews’ at the Amelia Island Concours d’Elegance in 2010. Furthermore, it was shown once again by the collection at the Palm Beach Cavallino Classic in January 2011, where it earned a Platinum award,
which further asserted the quality of the car’s restoration. The car retains a proper tool kit and jack and its original manual, as well as invoices from its service by Bob Smith Coachworks. The 400 Superamerica is often considered to be the grandest of Ferrari’s grand touring automobiles, as it is utterly uncompromising in every sense. The Superamerica offered its owners nothing but the finest in terms of automotive technology, with cutting-edge design, performance, and luxury. This particular Ferrari is one of the final examples constructed, and it is truly capable of anything its next owner desires.
83
197
1957 Chevrolet Corvette ‘Fuel-Injected’ Chassis No. E57S104016
• Desirable 283/283 fuel-injected engine with a four-speed manual transmission • Bloomington Gold certified, winner of the NCRS-Duntov Mark of Excellence award, and a three-time NCRS Top Flight award winner • Retained by its original owner for 40 years While the Corvette’s earliest years were somewhat turbulent, America’s sports car started to hit its stride in 1956 and 1957. Thanks to efforts from Zora Arkus-Duntov, the Corvette was now a true no-excuses sports car. The 1957 model year heralded few changes from 1956 in terms of styling, but the 1957 Corvettes offered a plethora of new colors, power accessories,
engine No. F503EL
creature comforts, and most importantly, high-horsepower fuel-injected engines. As the first American production car to ever utilize fuel injection, the new Corvette “Fuelie” was the fastest American car produced that year, and it became an instant collectible. The hottest variant produced 283 horsepower from 283 cubic inches of displacement, with a one-horsepowerper-cubic-inch ratio, which was a truly remarkable figure for a performance car at the time.
Estimate: $120,000 - $140,000
283 bhp, 283 cu. in OHV V-8 engine with Rochester mechanical fuel injection, four-speed manual transmission, independent front suspension with semi-elliptical leaf springs, live axle rear suspension with semi-elliptical leaf springs, and four-wheel hydraulic drum brakes. Wheelbase: 102 in.
84
According to the car’s original invoice, this 1957 Corvette was delivered new to Palmer’s Granite Garage, a Chevrolet dealer in Fulton, New York. It was purchased new by Dr. Howard Lyboldt, a dentist in Webster, New York, who traded in his 1956 Chevrolet to purchase the Corvette, which was invoiced at $4,601. When purchased, the car had such options as the rare power-operated convertible soft-top, as well as a factory hardtop. The Corvette would be Dr. Lyboldt’s prized possession until the 1990s. During his ownership, the car was always meticulously maintained and serviced to ensure that it would be preserved for years to come. In 1998, the car was purchased by Gary Reddick, who commissioned a full bodyoff restoration by noted Corvette experts, Ken and Gary Naber in Houston, Texas. Reddick had the car refinished from its original shade of Aztec Copper to its current shade of Cascade Green. At the same time, he installed a factory-correct and date-coded four-speed manual transmission.
Following the restoration, this car was nothing short of a show-stopper on the Corvette circuit, where it earned its Bloomington Gold certification in 2001 and was awarded the NCRS Duntov Mark of Excellence award the following year. In addition, the Corvette also earned three
separate NCRS Top Flight awards and an NCRS Performance Verification, confirming that every mechanical aspect of the car functions as new. The car, which was purchased for the Andrews Collection in 2010, is still in excellent condition, and it is accompanied by a hearty file of documentation. Not only does this include the car’s awards and certificates but also the Corvette’s original invoice, original owner service policy papers, a pre-delivery inspection form, and judging sheets. It is also important to note that the car still retains its original hardtop. The 1957 Corvette Fuelie, which is thrilling to drive and still quick by modern standards, is nothing short of a sports car icon. No collection of American cars should be without a fuelinjected Corvette, and this example will most certainly not disappoint.
85
198
1938 Lincoln Model K Coupe Chassis No. K9314
engine No. K9314
Coachwork by LeBaron • One of 12 built in this handsome style • Believed to have been owned by King Hussein of Jordan • An outstanding CCCA CARavan car
Estimate: $250,000 - $350,000
Body Style 412. 150 bhp, 414 cu. in. L-head V-12 engine, three-speed manual transmission, solid front and live rear axles with semi-elliptical leaf springs, and four-wheel power-assisted mechanical drum brakes. Wheelbase: 136 in.
86
Among the body styles available for the Model K Lincoln in 1938, the proportions of the LeBaron Coupe are most outstanding, with its relatively small roofline exaggerating the length of the hood and giving the car an appearance of immense power. It is an automobile to strictly carry two people, as there is a full trunk and no rumble seat. Few were the men and women who could have afforded such a delightfully impractical automobile in 1938; specifically, the exact number of people was 12.
The LeBaron Coupe offered here retains its original matching-numbers engine, number K9314, which matches the chassis number and is confirmed by documents on file from the Benson Ford Research Center. The same documents note that the car wore body number 12, making it the final LeBaron Coupe built, and that it was originally finished in all-over Black, as it appears today. It was originally assigned to the New York sales office.
87
88
At some point, the Model K was reportedly acquired by King Hussein of Jordan and transported to that country, where it was on display in his own well-known, highly regarded collection. A document on file, dated December 18, 2002, indicates that the car, “engine no. K9314,” was given by King Hussein’s daughter, Princess Alia, as a gift to Mr. Said Abd Alkareem Rasheed Mohamed Rasheed. It was registered to him in 2004, where the car was once more identified by its number, but purchasing information was not filled out, as the Lincoln was given as a gift. Only a few years later, the car was acquired by the Andrews Collection, and then it proceeded to undergo extensive engine work, which was performed by Hatfield Restorations, of Canton, Texas, with receipts for this work on file. Today, it runs and drives very nicely, and it is in beautiful overall condition, with excellent paint and interior. Much of the exterior chrome has been replated and shines beautifully, while some of the interior trim is original and has a pleasant patina. This royal Lincoln is sporting and dashing in profile, and it could easily continue to be shown by a new owner or toured with, as it would be an outstanding choice for CCCA CARavans and AACA and VMCCA events.
89
199
1965 Toyota FJ45 Land Cruiser Pickup Custom Chassis No. FJ45-21101
• A unique FJ45 Pickup with a 350 Chevrolet V-8 • Charming patina with modern horsepower The pickup truck sibling to Toyota’s successful FJ40 Land Cruiser was the FJ45, and it looked identical to its older brother, with the exception of its pickup bed. This pickup was the working man’s Land Cruiser, and it was perfect for the individual looking for something different than a Jeep yet just as practical. While the FJ40 remained ever popular, the FJ45 proved to be just as competent and reliable, as it was ready and willing to go anywhere and everywhere it was needed.
As many of these vehicles were often used hard by their first owners, it can be difficult to find one in good mechanical and cosmetic condition. Many were also modified to receive larger engines, revised suspensions, and other modifications to increase the truck’s performance both on and off the road. This is one such example. At first glance, this example appears to be nothing more than a weathered FJ45 Pickup in need of a paint job. But, as they say, looks can be deceiving.
Estimate: $20,000 - $30,000
300+ bhp, 350 cu. in. Chevrolet V-8 engine with a single Edelbrock carburetor, GM T5 five-speed manual transmission, leaf-spring front and rear suspension with a solid rear axle, and four-wheel drum brakes. Wheelbase: 90 in.
90
Under the hood is a 350-cubic inch Chevrolet crate motor that can put out more than 300 horsepower. Rather than featuring all the polished and chrome parts that would normally be found on such a custom, the air filter and valve covers have been painted in a matte beige, to match the tough exterior. The engine is mated to a GM T5 five-speed transmission and a Ford nine-inch rear end with a limited slip differential, making this FJ45 a formidable “sleeper.” This pickup has been upgraded with only new, reupholstered leather seats and a compass mounted to the windshield, while the rest of its interior retains the same character as the rest of the Toyota. This FJ45 Pickup boasts as much charm as any of the perfectly restored classics in the Andrews Collection, and it is truly one of most compelling vehicles within the collection. Despite its outward appearance, it runs and drives as new, and it would certainly be just as reliable as a stock FJ45. This is the perfect vehicle for hauling lumber or attending the local Cars and Coffee meet, as there is nothing this Land Cruiser can’t and won’t do.
91
1931 Marmon Sixteen Convertible Coupe
200
Chassis No. 16 144 705
engine No. 16694
body No. 518
Coachwork by LeBaron
• • • • • •
The largest American engine of the Classic Era; a masterpiece One of eight known Convertible Coupes Beautifully restored by Marmon Sixteen expert Harry Sherry Fitted with Ridgley-Severn improved cylinder heads Long-term ownership by known Marmon enthusiasts Documented by Dyke W. Ridgley’s Marmon Sixteen Roster
MARMON’S MASTERPIECE The Marmon Sixteen was introduced in 1931, and it represented automobile pioneer Colonel Howard Marmon’s ultimate, greatest, and most impressive vision for what a luxury car should be. With beautiful coachbuilt bodies by
LeBaron and a state-of-the-art overhead-valve engine that could displace over 490 cubic inches, the Marmon Sixteen was capable of 200 horsepower and a top speed over 100 mph. The Sixteen was a triumph of patternmaking and foundry technology, as its all-aluminum engine construction was matched to a chassis that was state of the art, and the model had an unmatched power-to-weight ratio. In fact, the car was reportedly capable of out-accelerating a Duesenberg Model J, yet it cost buyers only one third as much. This was something that no doubt embarrassed Marmon’s Indianapolis neighbor.
Estimate: $700,000 - $900,000
200 bhp, 490.8 cu. in. OHV V-16 engine, three-speed manual transmission, solid front axle with semi-elliptic leaf springs, live rear axle with semi-elliptic leaf springs, and four-wheel mechanical drum brakes. Wheelbase: 145 in.
92
Credit for the Sixteen’s styling is often given to industrial design legend Walter Dorwin Teague Sr., but it was, in fact, his son, Walter Jr., who penned the beautiful lines that ultimately entered production. Dorwin, as he was known, was a student at MIT and a gifted designer in his father’s mold. He envisioned a sleek and graceful car that was completely devoid of gratuitous ornamentation and characterized by simple shapes, with a bold beltline, low roofline, and raked windshield. Particularly noteworthy were the fenders, which had an understated skirting in the front that served to hide the working components of the suspension and chassis. Unfortunately, Cadillac’s own V-16 beat Marmon to the market by almost two years, stealing the thunder of what otherwise would have taken the automotive world by storm. Also, Howard Marmon lacked a deep-pocketed backer like General Motors to help his company survive the Great Depression. The writing was on the wall, and the end came quietly in 1933. The Sixteen was the final production Marmon automobile, but it was also the car that ensured that this great company—the winner of the first Indianapolis 500 in 1911—would be remembered for its exploits on the road as well as the track. Dyke W. Ridgley, of the Marmon Sixteen Roster, estimates that between 370 and 375 Sixteens were produced. Of the seventy-six known survivors, only eight are convertible coupes. It is no surprise, then, that this particularly desirable and sporty body style almost never comes available for sale.
93
CHASSIS NUMBER 16 144 705 The Convertible Coupe offered here, chassis number 16 144 705, has been thoroughly documented by Mr. Ridgley’s Marmon Sixteen Roster. It has long-term history in the Denver, Colorado, area, where it is believed to have resided in the possession of several early enthusiasts from as early as 1948. Eventually, it was purchased in 1963 by William E. Carney, of Shawnee, Kansas, but by the early 1970s, it had returned again to Colorado, this time in Yuma, where it was purchased by Oliver Kofoed from a fellow enthusiast in 1972. Mr. Kofoed began a restoration of the Convertible Coupe, but he did not complete it before selling the car to Robert Atwell, of Kerrville, Texas, in the late 1980s. Mr. Atwell was one of the
preeminent Southwestern enthusiasts of his era. He was particularly fond of Marmon Sixteens and had assembled the world’s best collection of the cars, one that represented virtually every body style. Most of his cars, including this Convertible Coupe, eventually passed to his son, Rich Atwell, who continued the restoration of chassis number 16 144 705 before selling it to another wellknown Sixteen aficionado, Marvin Tamaroff of Southfield, Michigan, in 1998. It was fortunate that Mr. Tamaroff then chose to have the Convertible Coupe’s restoration completed by his favored restorer, Harry Sherry of Warsaw, Ontario. Mr. Sherry, although now retired, was for many years the world’s foremost Marmon Sixteen restorer, known for his expertise and exquisite level of craftsmanship and detail. He restored this car in its present sparkling maroon and silver livery, with a contrasting maroon interior and grey soft-top.Typical of Mr. Sherry’s restorations, the car is outstanding and has aged almost flawlessly, with only the slightest signs of age. Since 2007, it has been carefully maintained in its present home in the Andrews Collection, as the last and best of several Sixteens that Paul and Chris Andrews have owned and enjoyed over the years, and it is still in superb cosmetic and mechanical
94
condition. It wears Classic Car Club of America Senior badge number 2379. It should also be noted that this Marmon has a new set of cylinder heads installed, as part of a project undertaken by Dyke Ridgley and Gary Severns. These two enthusiasts reverseengineered the cylinder heads and arranged to produce new ones for these cars through the
utilization of the latest techniques in metallurgy. Although they are 100% correct externally and feature the best American castings by Edelbrock, as well as final machining by Carroll Shelby Enterprises, these cylinder heads are fully modern internally and have extra corrosion protection and strength. They also incorporate minor changes that add even more power to the already high-performing Sixteen.
This car is a splendidly restored example of perhaps the most desirable factory Marmon Sixteen style, and it has benefitted from the ownership of some of the most prominent names in Sixteen connoisseurship: Atwell, Tamaroff, and Andrews. It is the ideal choice for any enthusiast who wishes to complete his or her collection with one of the great engineering masterpieces of the Classic Era.
95
201
1959 Mercedes-Benz 300 SL Roadster Chassis No. 198.042.10.002439
engine No. 198.980.10.002477
• • • • •
body No. 198.042.10.00161
A matching-numbers example Exquisitely restored by 300 SL specialist Mark Allin Best in Class at the Amelia Island Concours d’Elegance Formerly owned by Wiley Ballard and Steven Adler One of the finest restored examples available
It goes without saying that Mercedes-Benz’s 300 SL was a hugely important automobile. It started as the brainchild of American Mercedes-Benz importer Max Hoffman, who was convinced that a road-legal version of the successful W194 racer would be profitable in the United States and that his clients would beg for the chance to own an automobile with such brilliant performance and styling. After lobbying the top-brass at Mercedes-Benz to develop such a car, Hoffman’s wish was granted, and the car that resulted exceeded even his wildest dreams. The 300 SL utilized a chassis that had been developed from lessons learned in racing, and it was the first production automobile to use fuel injection as opposed to carburation, which was a technological advancement that allowed it to become the fastest street legal car of its day. The public fell in love with its styling at the 1954 New York Auto Show, where it premiered, and they were mesmerized by its use of roof-hinged “gullwing” doors. The car became such a design icon that it would even catch the eye of Andy Warhol in 1986, who featured it in a painting entitled Cars, which was commissioned by German art dealer Hans Meyer.
Estimate: $1,300,000 - $1,600,000
215 bhp (DIN), 240 hp (SAE), 2,996 cc overhead-camshaft inline six-cylinder engine, four-speed manual transmission, coil-spring independent front suspension and coil-spring single-point swing axle rear suspension, and servo-assisted drum brakes. Wheelbase: 94.5 in.
96
97
Hoffman, not keen on settling with a closed version of the 300 SL, also desired a convertible variant of the world’s most desirable sports car, and the Roadster was introduced in short order in 1957. Since the 300 SL would lose its top, engineers reinforced and modified the spaceframe chassis to fit conventionally hinged doors, which simultaneously allowed for greater ease of entry by lowering the height of the chassis at the door line. At the same time, the design team also made a handful of slight changes to the 300 SL’s body, including a smaller grille opening and dual chrome strips on the side sills, which gave the car a more streamlined and glamorous look. Of course, Mercedes-Benz would not allow performance to be compromised due to the 300 SL’s lack of a roof, and all Roadsters were offered with the more sporting NSL engine of the Coupe as standard equipment. This made the Roadster capable of top speeds that ranged from 133 to 155 mph, depending on the final drive ratio specified. This 1959 300 SL Roadster was originally built for the U.S. market, and it was one of just four examples originally finished in Linden Green (DB 218G). While its early history is unknown, the car’s first recorded owner was John DiGiorgio, of Sausalito, California. After DiGiorgio, the car’s next owner was Patrick Smiekel, of Santa Ana, California, who retained the Roadster until 1990, when it was purchased by James Clifford Jr., of Atlanta, Georgia. Clifford retained the 300 SL Roadster for a short period of time before it was purchased
98
by another gentleman from Atlanta, Wiley P. Ballard Jr. During World War II, Ballard was a flight officer and glider pilot in the Air Corp. Later on, he became an oil and gas producer with a penchant for German automobiles, even owning a Mercedes-Benz 600 Limousine. By the time Ballard purchased his 300 SL, it was finished entirely in red and noted as being a “well-used example.” This did not discourage Ballard from using the car in the slightest, and over the following decade, Mr. and Mrs. Ballard drove the car frequently and greatly enjoyed its performance and polite road manners.
When Mrs. Ballard passed away, Mr. Ballard decided that it was time for the 300 SL to be restored, as a tribute to the many years of fond memories he and his wife shared in the car. It was then entrusted to Mark Allin, of Precision Automotive Restoration Inc. (now Rare Drive) in Newburyport, Massachusetts, for a complete restoration. Allin, who had spent many years as the shop foreman at Paul Russell & Company, was intimately familiar with Mercedes-Benzes, 300 SLs in particular. Every aspect of the car was addressed during its two-year restoration, and the car was brought back to an exceptional
standard. It retains the correctly applied factory inspection marks, clamps, hoses, and decals in the engine bay, and it is truly stunning in every respect. Ballard decided to refinish the car in the factorycorrect color of Anthracite Grey, which is a stunning shade that does an excellent job of showing off the Roadster’s delightful contours and shape. The interior was refinished in black leather, and with its correct chrome-plated wheels and Michelin X-stop tires, this 300 SL Roadster is truly in a class of its own. Attesting to the quality of its restoration, the car was shown at the Amelia Island Concours
99
d’Elegance in 2004, where it took home Best in Class honors. Afterwards, the car returned home to Georgia with Ballard, where he enjoyed it for several more years. Ballard finally sold his prized 300 SL Roadster to Scott Lutgert after he was no longer able to comfortably drive it due to age. Lutgert in turn sold the car to renowned collector Steven Adler, of New Vernon, New Jersey, and shortly thereafter, in 2010, it was purchased for the Andrews Collection. The 300 SL Roadster is known as the archetypical post-war Mercedes-Benz convertible, and it is an icon of engineering and design, as it was truly ahead of its time. The 300 SL has been cherished by enthusiasts since the day it was introduced, and no important collection is without one. The Andrews’s 300 SL is in incredible condition, and a wonderful example of its kind. It would surely please its next owner on such long-distance rallies as the Colorado Grand, and it would certainly hold its own on any concours lawn.
100
101
202
1976 Toyota FJ40 Land Cruiser Chassis No. FJ40-215538
• Toyota’s iconic FJ40; an off-road legend • Beautifully presented throughout
engine No. 294282
the FJ40 was popular with outdoorsmen and others with an active lifestyle, and the model quickly gained an excellent reputation as one of the best offroad vehicles that money could buy, cementing itself as a cultural icon.
The Toyota FJ40 Land Cruiser, which was inspired by the American Willys M38 Jeep, quickly found a passionate following when it was introduced in the United States. It was larger, more powerful, and had a higher groundclearance than the Jeep, and FJ40 owners found it to be just as rugged as, and even more reliable than, its American counterpart. It was only natural that
Land Crusiers could be had in a variety of different wheelbases and body styles to suit the customer’s needs. Pickup trucks, soft-tops, hardtops, and even a station wagon were offered, giving the FJ40 a seating capacity of up to seven. With a rugged design and few comforts inside, these were
Estimate: $65,000 - $80,000
135 bhp, 258 cu. in. OHV inline six-cylinder engine with a single Aisin carburetor, four-speed manual transmission with a transfer case, all-wheel drive, front and rear live axle suspension, and hydraulic front disc and rear drum brakes. Wheelbase: 90 in.
102
vehicles built to get from Point A to Point B with no questions asked, and they were absolutely bulletproof when properly maintained. Many FJ40s were modified over their lifespan to suit owners’ specific needs, and today, it is increasingly difficult to find a factory-correct example. The hardtop FJ40 presented here was purchased by the Andrews’ from an individual residing in New Mexico, and it is in wonderful condition. It is finished in Dune Beige with a black interior, and it has clearly been very well restored, as it shows very few signs of wear inside and out. The FJ40’s undercarriage and engine bay are equally clean, and all four off-road tires show very little wear, leading one to believe that this Land Cruiser has led a very pampered life, yet it is still ready to impress off-road. The FJ40 is an excellent vehicle in every regard, and examples are quickly becoming highly desirable to collectors worldwide. They are rugged enough to be used off-road yet versatile enough to be used around town, and as with other Land Cruisers of this era, the FJ40 boasts loads of character. This example truly needs nothing, and it would be the ideal weekend conveyance for an outdoorsman with an eye for quality.
103
203
1955 Chevrolet Bel Air Nomad Chassis No. VC55A060137
• The iconic Nomad station wagon • Exceptional restoration; one of the finest extant • Power brakes, power steering, and a three-speed transmission From its first appearance as a Corvette at GM’s 1954 Waldorf Astoria Motorama, Chevrolet’s dramatic Nomad station wagon was a big hit. It was introduced to the regular passenger line in 1955, and its influence extended far beyond the modest total of 8,386 units built that year. This remained
true over the car’s three-year lifespan, even though production actually diminished slightly year by year. The design originated in Harley Earl’s styling section at General Motors, specifically in a special studio headed by Carl Renner. The show car was built on a 1953 station wagon chassis, with the body rendered in fiberglass, as, of course, all Corvettes were and have been ever since. Its hallmark
Estimate: $100,000 - $120,000
162 bhp, 265 cu. in. OHV V-8 engine, three-speed manual transmission, coil-spring independent front suspension, live rear axle with semi-elliptical leaf springs, and four-wheel power hydraulic drum brakes. Wheelbase: 115 in.
104
was the gracefully forward-slanted B-pillar, which was echoed in the rear contour and was adorned with seven vertical chrome strips. The top had subtle crosswise flutes, which were the work of Renner himself. Production as part of the regular passenger line required steel construction and a higher beltline. Although the show car had an electrically lowered rear window, the production Nomad used a liftgate and employed a die-cast frame to allow for thinner pillars, which resulted in better visibility. The show car’s full cutouts were retained for the production model’s rear wheels. This was so sufficiently prominent that side trim was limited to a short molding from the headlight to the front door. This handsome Nomad has been meticulously restored, with no detail or expense spared. It was acquired for the Andrews Collection from the estate of a local discerning collector, for whom the restoration was performed. It has accrued only break-in mileage since completion.
car includes a Wonder Bar signal-seeking AM radio, an electric clock, a heater-defroster, E-Z-Eye tinted glass, and factory wire wheel covers. The quality of the restoration is exceptional, with no flaws to be seen or unseen. It is painted in the original Shoreline Beige over Gypsy Red, while the interior features the correct matching, red-and-white, waffle-pattern vinyl. It also comes with a build book for the complete restoration. One would have to wander far and wide to find another Nomad rivaling this beautiful ’55 Chevrolet.
The car is somewhat unusual, as it has both power steering and power brakes, along with the standard 162-brake horsepower small block Chevy V-8 and three-speed manual transmission. Other equipment found on the
105
204
1910 Pierce-Arrow Model 48-SS Demi-Tonneau Chassis No. 7540
engine No. 7540
• A sporting Brass Era powerhouse • Formerly owned by Stewart Cook and Sam and Emily Mann • Ideal for HCCA, VMCCA, and Glidden tours By 1910, the luxury car market in the United States had come to be dominated by what would be known as the Three Ps: Packard, Peerless, and Pierce-Arrow. These marques were set apart not only for the vast price and locomotive-like engineering of their products but also for the statement they made. When a buyer took delivery of his Model 48-SS from the George N. Pierce Company’s Buffalo, New York, Works, it was a marker of taste that was
conservative yet fine. It also displayed an appreciation towards quality and solid design over the modern “flash and dash” exhibited by other, less genteel automakers. Nonetheless, the Pierce offered style and power in abundance. It featured 525 cubic inches in six cylinders and 48 horsepower being run to the ground through a four-speed selective sliding-gear transmission, all of which was mounted onto a wheelbase that stretched over 134 inches and was wrapped in Pierce-Arrow’s innovative cast aluminum coachwork. A Pierce was strong and built to last forever, running at speeds that few roads of the era could accommodate.
Estimate: $800,000 - $1,100,000
48 bhp, 525 cu. in. T-head inline six-cylinder engine, four-speed selective sliding-gear manual transmission, live axle suspension with semi-elliptical leaf springs, and dual contracting band and expanding shoe rear-wheel drum brakes. Wheelbase: 134.5 in.
106
As the only Brass Era denizen of the Andrews Collection, one would expect that this automobile, chassis and engine number 7504, would be pretty special, and it is. Reportedly, it is the only 1910 Model 48-SS extant in this body style, the Demi-Tonneau, which is a sportier close-coupled, fivepassenger variant of the standard Touring car but with a smaller rear seat arrangement, making it essentially a four-passenger roadster. This body style was light and sporting, and when combined with the very powerful 48-SS engine, it made for a rapid road machine indeed. It is perfectly at home alongside the other cars in the Andrews Collection, sitting amongst those that, like this Pierce-Arrow, were the great performance beasts of their era.
According to the files of a long-time Pierce-Arrow Society historian, this car’s earliest known caretaker was the late Stewart Cook, of Red Bank, New Jersey, with whom it was listed in 1954, 1957, and 1961 rosters of the Antique Automobile Club of America. Mr. Cook still owned the Pierce at the time of his passing in 1966. It later made its way into the ownership of well-known Brass Era automobile enthusiast Don Meyer, also of New Jersey, and then into the California-based collection of Frank Miller. Afterwards, it returned to the East Coast, where it stayed in the long-term ownership of Sam and Emily Mann. The car is well-known to Pierce-Arrow cognoscenti, and it is pictured (but incorrectly identified as a 1909 and as once having been owned by James Melton) on page 82 of Marc Ralston’s Pierce-Arrow: The Golden Age.
107
108
The car is correct in all important respects, as it was reportedly restored from an excellent original car, with only its front fenders requiring correct replication. It is equipped with acetylene headlamps and an oil tail lamp, as well as a correct Pierce-Arrow muffler and electric self-starting system, and it has a wonderful charm and patina of age about it. Its brass trim and paint have a rich, deep shine, but the interior is lightly worn and beginning to crack around the edges, while the chassis has a well-used but tidy appearance. Overall, it appears as it is: an automobile that has been enjoyed on tours by its owners for decades and one that is ready for continued travels with the HCCA and VMCCA in events such as the Glidden Tour. It is an inviting Pierce-Arrow that is begging for a new owner to slip into a duster, take it out for a spin, and enjoy the utterly modern performance of what may well have been America’s finest automobile of its age.
109
205
1930 Cadillac V-16 Convertible Sedan engine No. 700991
Coachwork by Murphy
Estimate: $1,00,000 - $1,400,000
185 bhp, 452 cu. in. OHV V-16 engine, three-speed manual transmission, front and rear semi-elliptical leaf springs with hydraulic dampers, and four-wheel vacuum-assisted mechanical brakes. Wheelbase: 148 in.
110
• • • • •
Exceptional, one-off, custom California coachwork Built for General Motors VIP and horseracing legend Charles Howard A long-term part of some of the world’s greatest collections Numerous Best in Class victories, including at Pebble Beach One of the most important Cadillac V-16s
When the San Francisco earthquake hit in 1906, one of the few early automobile dealerships in the city that survived was Charles Howard’s Buick agency. This fortune allowed him to provide cars to first responders and then sell them in the aftermath. That brush of awkward luck led to a success that started in the 1920s and 1930s and never stopped rolling for Mr. Howard. He became the most successful Buick dealer on the West Coast, a General Motors VIP, and, in his spare time, a successful breeder of horses, among them no less was legendary thoroughbred Seabiscuit. Members of the Howard family became enthusiastic customers of Pasadena coachbuilder Walter M. Murphy, commissioning such cars from the coachbuilder as the only Bugatti built with American coachwork, a Type 37 which is now owned by Jay Leno, and a Buick modeled after Murphy’s L-29 Cord town cars. Charles himself, the patriarch, ordered up this V-16 Cadillac with Murphy coachwork, forming an entirely appropriate automobile for a man so well-connected to both General Motors and West Coast society.
111
Car number 700991 was originally delivered as a two-passenger roadster through the Don Lee dealership in San Francisco. Conjecture is that a bare V-16 chassis had been unavailable for Howard’s order, so with money not being an object, he ordered the least expensive factory style, and upon its arrival in California, he had Murphy throw out the factory body and install their own. Murphy’s Convertible Sedan was styled by Franklin Q. Hershey and is in many ways similar to the shop’s Duesenberg designs of the era, as it included aluminum-edged wide beltline molding, center-hinged doors, forged aluminum “Clear-Vision” window pillars, and similar lines to the hood. Special features found on the car included particularly exotic inlaid interior woodwork and a second windshield for rear-seat passengers that could be cranked out of sight. Both the front and rear windshields were raked at 22 degrees, giving the car the sporting appearance of a dual-cowl
112
phaeton when the top was lowered. With the top up, ventilation was provided by removable rear quarter windows. Originally, the car was finished in the rather spectacular color combination of a white body with lilac fenders, and it was equipped with a mother of pearl gearshift knob, which has long since been removed.
The completed Cadillac was enjoyed by the Howards for some years. When exactly the family parted with it is not known, although it is likely that it was in the late 1930s or early 1940s, when many large automobiles were abandoned in the onslaught of the Great Depression. By 1961, it had made its way into the ownership of
Bob Gillespie, an early enthusiast in California, who then sold it that year through Fazackerly Cadillac, of San Francisco, to Norman Taunton, of Galt, California. Mr. Taunton was amazed at the car’s well-preserved, largely original condition but had soon set about restoring it to its original condition, with the assistance of former Murphy employee I.E. Burnside. The Cadillac was sold in 1968 to the Brucker family of Santa Barbara, whose members were well-known collectors and operators of the famous Movieworld museum. In 1985, it eventually passed into the ownership of renowned enthusiast John Mozart, and then briefly through the hands of Jim King, of Beverly, Massachusetts, before its acquisition by noted collector John McMullen, of Lapeer, Michigan.
114
Mr. McMullen maintained the car in his famous stable until 2007, and during this time, he had its 1980s restoration freshened to its present appearance, with a repaint in maroon and gloss black and extensive cosmetic and mechanical improvements being made. At some point, the original removable rear quarter windows had been replaced by “peekaboo slits” in the convertible top, à la Hibbard & Darrin, which is a feature that the car retains today. The McMullen Collection displayed the Cadillac at the 1997 Pebble Beach Concours d’Elegance, where it was awarded First in Class. After acquiring the car from Mr. McMullen, the Andrews’ returned it to Pebble Beach in 2008, where it was again a show favorite. It has remained well-preserved in their
collection, although the restoration can now be described as older, with light wear showing around the panel gaps and on the driver’s-seat upholstery. As with most all of the Andrews’s cars, it has been well-maintained by their inhouse mechanics, and it is still in very good mechanical condition, enabling a new owner to enjoy its potential on CCCA CARavans. As this V-16 Cadillac combines a superb history of ownership by noted enthusiasts with some of the best lines of any 1930s automobile, it may well be the most important example extant. It is a one-of-a-kind machine that had been built by California’s finest coachbuilder for a General Motors VIP, one who regarded it as beloved a thoroughbred as his famous Seabiscuit.
115
206
1957 Oldsmobile Starfire Ninety-Eight ‘J-2’ Convertible Chassis No. 579M22578
Body No. 6225
• An engine so fast that it was banned by NASCAR, yet it is found in a luxury convertible • Beautifully restored with numerous options, including air conditioning
Many car enthusiasts think of the 1950s as the decade of bulk. Bigger really was better, and too big was just right, especially in an era when it was frequently joked that most American cars required their own zip codes. However, this was also a decade of performance, when engine technology began to produce more and more horsepower and that magic number became a bone of contention between automakers. Americans finally began to appreciate the joy that came from flooring the gas, and the Big Three answered accordingly, by helping out participants in the newly popular sport of stock car racing. The 1957 Oldsmobile, for instance, could be had with something known as the J-2 option. It began with the stock Olds Rocket V-8, which had been enlarged that year to 371 cubic inches and came with a higher 10:1 compression ratio. Oldsmobile’s mad-scientist engineers then removed the standard four-barrel carburetor and installed a new intake with three Rochester two-barrel carbs. Under standard operation, only the center 280 CFM carb was functioning. When it came time to hit the track, or leave the stoplight, the driver would put “pedal to the metal,” and the outside carburetors, working off the windshield wiper motor, would open up, each flowing 290 CFM. Breathing through dual exhaust, the result was 300 brake horsepower and 415 foot-pounds of torque.
Estimate: $140,000 - $200,000
300 bhp, 371 cu. in. J-2 OHV V-8 engine with three 2-barrel carburetors, four-speed Jetaway Hydra-Matic automatic transmission, independent front suspension with coil springs, live rear axle with semi-elliptical leaf springs, and four-wheel hydraulic drum brakes. Wheelbase: 126 in.
116
Lee Petty’s J-2-outfitted ’57 Olds sailed down Daytona Beach at 144.9 mph. Bill France Sr., recognizing an unfair advantage when he saw it, complained that Oldsmobile wasn’t offering the J-2 to the public, and he was right. Oldsmobile responded by putting the J-2 on the options list for Mom and Dad’s new car, but the Automobile Manufacturers Association’s ban on factory support for racing came down not long after and settled the matter. The J-2 would last on the books until 1958, but they remained rarely ordered, as few people knew about it. Those “in-the-know,” however, likely never forgot it. The buyer who knew about and desired the J-2 would likely have installed it on a stripped, lower-line model, which makes top-of-the-line examples equipped with it, such as this Starfire Ninety-Eight Convertible, all the rarer. According to information included on file, this car was restored by Mark Barker, of Mary-Wayne Motors, who performed a complete, frame-off, nutand-bolt, rotisserie restoration. Later, it was acquired by well-known collector Dr. Edward Dauer and then added to the Andrews Collection.
117
118
In addition to the J-2 engine, the car is equipped with a dual exhaust, a power antenna and brakes, power steering, power windows, a power top, tinted glass, and an under-dashboard air-conditioning unit. The body is finished in the two-tone color scheme of Sapphire Mist and Victoria White, with a beautiful complementary interior, and overall, it has a wonderfully authentic appearance. It has been restored to an extraordinarily nice but not a total concours
standard; instead, it appears just as one would have when it left the factory. It is still “fresh� in all regards, including its beautiful paint and interior, and it has been well-maintained, both cosmetically and mechanically, during its Andrews tenure. This is a tempting highway and road car, with the power that NASCAR legends knew and NASCAR management feared.
119
207
1950 Oldsmobile 88 Deluxe Holiday Coupe Chassis No. 508M67772
• Classic early GM “hardtop design” • Extremely authentic, with numerous correct components • Americana at its finest
BODY No. L 6130
Oldsmobile’s Holiday Coupe was one of the original three GM “hardtop convertibles” introduced in 1949, alongside the Cadillac Coupe deVille and Buick Riviera. Not only were these automobiles the first to wear their long-lived nameplates, they also introduced to the major American market the pillarless door design, which gave the cars the appearance of being convertibles with the top up. Such styling had been earlier used in the 1920s by Chalmers and Chandler, but it was new to major automakers. Only minor changes were made to the Oldsmobile Holiday Coupe for 1950, aside from a mid-year styling upgrade to a one-piece curved windshield. Under the hood was the famous 303.7-cubic inch Rocket V-8, which recorded both remarkable performance and fuel economy for the time, such as reaching 0–60 mph in just 12 seconds and a 1950 Olds winning the Mobilgas Grand Canyon Run at an average of 20.19 mpg. The 88 Deluxe Holiday Coupe offered here was acquired by the Andrews Collection from the well-known Southern California stable of Art Astor, who is known for his extensive and impressive collection of motor cars and
Estimate: $70,000 - $90,000
135 bhp, 303.7 cu. in. OHV V-8 engine with a Carter four-barrel downdraft carburetor, four-speed Hydra-Matic automatic transmission, independent front suspension and a semi-floating rear axle, and four-wheel hydraulic drum brakes. Wheelbase: 119.5 in.
120
memorabilia. It had been treated to a nut-and-bolt restoration, which was reportedly undertaken over a nine-year period, while a previous owner secured all of the necessary new old stock components. Quality and care remains evident throughout the car, including on the radio, dashboard instrumentation and controls, and the two-tone green cloth and leather seats. Both the engine and undercarriage have been consistently welldetailed over the years, and they remain, like the rest of the car, in superb condition, with only light signs of aging. The restored car was shown across the country, and its striking appearance of Adler Green and Black earned it a cover feature in Cars and Parts magazine in June 1993, as well as a feature article in the June 2002 issue of Collectible Automobile magazine. It remains a beautiful example of a pioneering body style, and it is ready for participation in the Woodward Dream Cruise or in AACA and VMCCA events.
121
208
1955 Bentley R-Type Continental Sports Saloon Chassis No. BC67LD
engine No. BCD66
body No. 5732
Coachwork by H.J. Mulliner
Estimate: $1,300,000 - $1,600,000
178 bhp, 4,887 cc OHV inline six-cylinder engine with two SU carburetors, four-speed automatic transmission, independent front suspension with wishbones, coil springs, and an anti-roll bar, live rear axle with semi-elliptical leaf springs, and four-wheel hydraulic drum brakes. Wheelbase: 120 in.
122
• • • •
The ultimate R-Type Continental Factory left-hand drive, lightweight seats, and a 4.9-liter engine Matching-numbers engine and original upholstery Still the ideal gentleman’s driving machine
A MODERN MAGIC CARPET Even after becoming the “Silent Sports Car” in the mid-1930s, Bentley held tight to its performance heritage. Later in the decade, the company began experimenting with aerodynamic designs and eventually created the Georges Paulin-designed Corniche prototype of 1940. The Corniche did not survive World War II, but its spirit did, and after the war, it evolved into H.I.F. Evernden and J.P. Blatchley’s R-Type Continental. It is “a car which would not only look beautiful but possess a high maximum speed, coupled with a correspondingly high rate of acceleration, together with excellent handling and roadability.” H.J. Mulliner was contracted to design and build the prototype Continental, which was based on the frame, suspension, steering, and braking components of a standard R-Type. The body, window, and seat frames were built of light alloy, resulting in a four-passenger body that weighed only 750 pounds and less than 4,000 pounds when mated to the chassis. After extensive road tests in France, the prototype’s overdriven topgear gearbox was found to be unsuitable for the rpms offered by the engine, so it was replaced by a direct-ratio top gear and lower axle ratio, which was a combination that proved best for both high-speed touring and well-spaced gear changes for city driving.
123
Of the 207 production Continentals built between May 1952 and April 1955, Mulliner would body 193 of them to variations of their prototype design, which was dubbed the Sports Saloon. The Mullinerbodied R-Type Continental created a space for itself that was unique. It combined the swiftness of a Ferrari, the driver-friendly agility of an Alfa Romeo, and the luxuriant comfort of a Rolls-Royce in one elite, builtto-order package that cost $18,000. In the early 1950s, there was no other automobile quite like it in the world, which made it a “must-have” for the burgeoning jet set. In the words of Autocar magazine, it was “a modern magic carpet.”
124
CHASSIS NUMBER BC67LD Chassis number BC67LD, the car offered here, is part of the fourth “D” series of R-Type Continentals, and it is, of course, listed in the Bentley R-Type Continental Register. Copies of its original build sheets, which were acquired from the Rolls-Royce Foundation, are also on file. These document and verify its original specifications, which are some of the highest and most desirable of any of its ilk. The car was ordered by J. Guinness, of Monaco. By this time, R-Type Continentals were being equipped with the later, more desirable 4.9-liter engine, which was used as an upgrade on numerous earlier cars. This car has had the 4.9 engine since new, and it has been mated to an especially
smooth and compliant four-speed automatic gearbox. The order of a car with an automatic gearbox caused some consternation at Bentley Motors, as apparently Mr. Guinness was a significant enough customer to warrant a car being built for him without delay, but no chassis with an automatic gearbox was near completion. Bentley paid H.J. Mulliner £157 to remove the body from chassis number B16D, as yet unsold, and install it on this new chassis. Thus, as the register explains, “The body number is lower than that found on other late D series chassis.” Mr. Guinness’s car was also equipped from new with Mulliner’s famous lightweight bucket seats, which are both extraordinarily supportive and sporting.
125
The completed R-Type Continental was flown from Ferryfield Airport to Le Touquet via Silver City Airways on March 1, 1955, and it underwent much testing before being delivered to Mr. Guinness via Franco-Brittanic Automobiles of Paris. FBA would go on to handle the car no fewer than three more times, for its next trio of owners—Monsieurs Chauvel, Bonnal, and Meuli—all of whom were French residents. In 1980, the car was purchased by French collector Christian Teissier through Frank Dale & Stepsons. It later passed to Belgian owner Michel Kruch during a private sale on January 1, 1998, and it then joined the well-known and highly regarded stable of Friedhelm Loh prior to joining the Andrews Collection several years ago. The car has a wonderfully patinated appearance throughout, including on its original maroon leather interior, which is beautifully worn and as comfortable as a favorite baseball glove. Its bodywork is finished in rich, deep black, which is perhaps the best color for this body style, and it is accentuated by the original Wilmot
126
Breedon bumpers, dual driving lights, and subtle blackwall tires. Presently, the car records 27,816 kilometers on its odometer. Under the hood, its finishes are somewhat worn but tidy, in keeping with a car that has been driven and enjoyed for some years, and it still wears its original firewall-mounted serial number tag, its original body number, and the delivery plate from Franco-Brittanic Automobiles. Accompanying this R-Type Continental is a small but rather fascinating file, which includes not only the aforementioned build sheets but also such valuable original literature as maintenance instructions for H.J. Mulliner Coachwork, a guidebook to Rolls-Royce Service Facilities worldwide, and, amusingly, a directory for Lucas electrical system service in Europe. R-Type Continentals are beloved by collectors for being superb long-distance touring automobiles, and few are better suited for continued road trips and rallies than this charmingly original, well-maintained, and eminently drivable Sports Saloon.
127
209
1937 Ford Pickup Custom Chassis No. 18-3577907
• Featured in Rod & Custom and Hot Rod magazine • Winner of numerous awards in period • Completely unrestored and presented in time-warp condition If this truck’s bold color scheme doesn’t immediately pull you in, its story definitely will. The vehicle was originally purchased as a four-door sedan by Ray Nish, the service manager for an Oakland, California, Lincoln-Mercury dealership, and over the course of 13 years, it was transformed into what you see today: a full custom pickup like no other vehicle on the road. The truck went through eight different engines, four transmissions, and five rear axles before Nish
settled on the current 368-cubic inch Lincoln V-8, which was mated to a Ford-O-Matic transmission from a 1957 Thunderbird. The engine remained stock, yet it received many chrome accessories, and the car was also fitted with power steering and power brakes, which improved drivability. At the rear, Nish fitted a 1957 Lincoln Power-Lock rear end with 3.31 gears and a shortened driveshaft. According to the profile on the car in the September 1963 issue of Hot Rod magazine, Nish needed to haul some dirt around while he was doing landscaping, which prompted him to turn his sedan into a pickup for work duty before it hit the show circuit as a fully customized hot rod!
Estimate: $50,000 - $75,000
300 bhp, 368 cu. in. Lincoln V-8 engine, two-speed Ford-O-Matic transmission, front suspension with coil-over shocks, solid rear axle with leaf springs, and four-wheel power drum brakes. Wheelbase: 114 in.
128
Its next biggest structural change came when Nish decided to discard the aging 1937 chassis and suspension for those of a 1956 Mercury, which meant narrowing and shortening the frame to fit the existing body. A 1940 Ford hood was installed and blended into the body, and at the back, 1961 Mercury taillights were fitted into a custom “diamond plate” trim piece. The truck also received custom removable running boards to complete the look. The truck’s unique two-tone Pearl and Byzantine Gold theme, which was chosen by Ray’s wife, Sally, carries through to the interior in a very dramatic fashion, as white and gold leather stripes can be found on the seats and door panel. Nish installed 1961 Thunderbird gauges into the dash of a 1940 Ford, sourced a steering wheel from a 1961 Mercury Comet, and utilized Lincoln window switches for the power windows. The bucket seats are from a 1953 Mercedes-Benz 220 Cabriolet, and they are quite comfortable. After it stopped making the rounds on the show circuit, this car received careful preservation by Nish and previous owners, one of which was noted collector Bob Pond. Ray Nish’s custom pickup presents just as well today as it did at the Oakland Grand National Roadster Show, where it won awards in 1961 and 1962. Its odometer reads 6,524 miles, all of which are believed to be original. In 2006, the car was purchased by the Andrews’, and it remains a highly compelling and period-correct custom that is in stunning condition.
129
210
1932 Ford Lakes Roadster Custom Chassis No. 18-155453
Coachwork by Khougaz
• Clocked at 141.95 mph at El Mirage Dry Lake in 1949 • Winner of numerous concours awards and featured in many hot rod publications • Driven on the Colorado Grand, the California Mille, and at the Monterey Historics • One of the most iconic and historically important hot rods During his childhood, while growing up in Van Nuys, California, Jim Khougaz was fascinated with hot rods. After years of lustfully watching these machines rumble down the street en route to local races, Khougaz
finally got his first taste of racing when he managed to tag along with a friend’s brother to Muroc in 1938. In high school, Khougaz purchased a basket-case ’32 Roadster for $50 and managed to get the car in running order to do some minor racing before duty called. After returning from serving overseas as a waist gunner in an Army Air Corps B-17 Flying Fortress, Khougaz decided it was time to dive into hot rods full time and compete with the best.
Estimate: $300,000 - $375,000
Est. 225+ bhp, 286 cu. in. flathead V-8 engine with four Stromberg 81 carburetors, three-speed manual transmission, solid front axle with a semi-elliptical leaf spring, solid rear axle with a semi-elliptical leaf spring, and four-wheel hydraulic drum brakes. Wheelbase: 106 in
130
THE KHOUGAZ LAKES ROADSTER Starting with another ’32 Ford Roadster, Khougaz channeled the car a full seven inches over the frame and handcrafted a sectioned grille shell to match. The body was faired into the frame, and Khougaz fabricated a full-length aluminum belly pan. The hood was extended by two inches, with the hot engine enclosed between custom louvered side panels. With a flat spoiler affixed to the grille to keep the nose down at speed, and with the windshield removed (Khougaz used a chopped windshield from a ’32 Ford for street use), the Roadster cut through the air like a hot knife through butter.
The Khougaz Lakes Roadster at El Mirage in July 1949, where it ran 141.95 mph.
At the Roadster’s heart was a high-output 286-cubic inch flathead V-8 that had been modified with such features as a Winfield SUAM cam, finned high-compression Edelbrock cylinder heads, and a quad-carb Edelbrock intake manifold. Furthermore, the car was fitted with twin Wilco magnetos, which were later replaced by a single Harman and Collins magneto. The engine block was ported and relieved, with all reciprocating parts carefully balanced, which was a specialty that would later help Jim to earn his living. He also built a custom column-shift setup for the three-speed manual transmission and fitted it to a ’48 Ford steering wheel Interestingly enough, the Roadster doubled as Khougaz’s daily driver, but as the car became more successful and focused, it became his dedicated lakes racer. While racing on the lake beds, the car proved to be quite successful, becoming faster and faster with each successive run. In 1949, the car topped out at 141.95 miles at El Mirage Dry Lake. After winning a sizable collection of coveted Southern California Timing Association (SCTA) timing tags, Khougaz retired the car in the mid-1950s.
Jim Khougaz at speed in his Roadster.
131
RESTORATION As Khougaz’s engine-balancing business and other priorities took hold, his Roadster remained in storage in his loft for over 40 years. He finally sold the car to Dr. Mark Van Buskirk, an Indiana-based dentist, who subsequently shipped it to Dave Simard’s East Coast Custom in Leominister, Massachusetts, for a full, body-off restoration. Thankfully, when the Roadster emerged from storage it was largely complete and unscathed, allowing Simard to save a sizable amount of the car’s original sheet metal. A new belly pan was fabricated, and original or NOS parts were used in the restoration whenever possible. Steve Pierce, of Gilford, New Hampshire, matched the original interior with pleated cordovan leather and fabricated an authentic tonneau cover, while Viking Auto matched the paint to a sample found on the car. The 286-cubic inch flathead was built by Mark Kirby, of Motor City Flathead. During this process, Kirby used all the correct parts, including four carefully rebuilt and tuned Stromberg 81 carburetors. The engine is equipped with a set of chromed lakes pipes that can be uncapped, or the exhaust can be routed underneath the car through a pair of Smithy’s mufflers. When the restoration was complete, the Khougaz Lakes Roadster made its grand debut at the 2001 National Roadster Show, where it won the Bruce Meyer Preservation Award.
132
RETURN TO ROAD AND TRACK After its painstaking restoration and a few concours events, the Khougaz Roadster hit the road, just as its builder would have intended. Dr. Van Buskirk drove the Ford on the Colorado Grand and California Mille, and he even lapped Laguna Seca at the Monterey Historics. It travelled to Hershey, Pennsylvania, in 2004 and earned a First Junior award. It was also certified by the AACA as an authentic race car before racking up numerous trophies from such events as the Eyes on Classic Design and Rodeo Drive Concours d’Elegance. Additionally, the Roadster has graced numerous publications, such as Rodder’s Journal, Street Rodder Magazine, Rod & Custom, Old Cars Weekly, and Hop Up. The 1932 Ford Roadster will always play a pivotal role in American automotive history for its place in hot rod culture, and few cars played a more active role in hot rod history than the Khougaz Lakes Roadster. Its design, a masterpiece of automotive artwork and ingenuity, transcends generations, and it remains as timeless today as it was in the hands of its builder in 1949. Paul and Chris Andrews have had the distinct privilege of preserving this Khougaz Roadster for the past five years, and they are finally ready to pass it along to its next caretaker. The winning bidder of this lot will not only purchase one awesome roadster but also a hot rod legend that is ready for anything. Make no mistake: this ’32 Roadster is of monumental importance.
133
211
1955 Kurtis 500 Swallow Coupe Chassis No. KK 43
Coachwork by Allied
• Reportedly built for the 1955 Carrera Panamericana • Equipped from new with this Cisitalia-inspired body • A thrilling modern rally racer The 1948 Cisitalia 202 by Pinin Farina is widely recognized as having set the styling mold for just about every other Italian sports car of its era, and it is so influential that one is kept in the permanent collection of the Museum of
Modern Art in New York City. Even in its day it was recognized as something special, to the point where it was copied not only by Italian coachbuilders and manufacturers but also Southern California customizers. Bill Burke, the builder of a famous “belly tanker” and an employee of “Pete” Petersen, made a mold off of a 202 that had been purchased by
Estimate: $140,000 - $200,000
257 bhp, 317 cu. in. Lincoln Y-block eight-cylinder, five-speed manual transmission, front and rear solid axels with torsion bar suspension, and front disc and rear drum brakes. Wheelbase: 99.5 in.
134
his boss. With Mickey Thompson and Roy Kinch, he formed the Atlas Company, which later became known as Allied, and they began building fiberglass copies of the Cisitalia’s styling for various American chassis and drivetrains. The car offered here is one of two Kurtis Kraft 500 racing chassis known to have been fitted with Allied bodies; in this case, the car is fitted with the short-wheelbase Swallow model. It was equipped from new with a potent Lincoln V-8 engine and three-speed manual transmission, and it was reportedly originally intended for the 1955 Carrera Panamericana, but the event was unfortunately cancelled. In 1990, the car was prepared for the modernday incarnation of the Carrera Panamericana by Phil Denny, of PRD Engineering in Sonoma, California, and it was driven in that year’s race by Jeffrey Patinson. It has continued to be vintageraced by its owners since, including in the 2007 and 2008 Carrera Panamericanas, as well as in
135
136
the 2009 Chihuahua Express. Today, it is built as a full vintage racing car, with a complete roll cage, racing seats, a removable steering wheel, a fuel cell, an oil pressure warning light, and a late model Tilton pedal and master cylinders for its front disc brakes. The Lincoln Y-block engine was rebuilt by JMS Racing Engines, of El Monte, California, and it was reportedly dyno-tested at 257 brake horsepower and 308 foot-pounds of torque.
The car looks as if it has been driven, but charmingly so, with just enough road wear to its paint to indicate that it is, indeed, fully and robustly functional. It was featured in the June 2008 issue of Hot Rod magazine, which is a testament to the continued appeal of this thrilling vintage racer, as it combines Italian styling with California ingenuity and American rip-roaring power.
137
212
1965 Shelby GT350 R Chassis No. SFM 5R108
Estimate: $850,000 - $1,000,000
Est. 325 hp, 289 cu in V-8 engine, four-speed manual transmission, independent front suspension with coil springs, live axle rear suspension with leaf springs, and front disc and rear drum brakes. Wheelbase: 108 in.
138
• The 1966 SCCA Southwest Division and 1967 B-Production class champion • First in Class at the 1967 12 Hours of Sebring • An early production example; one of only 36 examples built • Returned to its 1967 AARC racing livery; eligible for historic racing events What would become SFM 5R108 arrived at Shelby’s facilities in Los Angeles on December 18, 1964, in the form of a fastback “K-Code” Mustang. According to the SAAC Shelby Registry, work began on the Mustang on March 1, 1965, and it would take over six months to convert it into one of the 36 GT350 Rs. In August of that year, it was shipped to Dearborn to be tested by Ford, under the care of Bill Humphries, and then, a week and a half later, it returned to Southern California. This car was the last R-Model to be finished during the first round of production, and once it was fully complete, it was shipped to Gene Hamon Ford, on September 22, 1965.
139
“SI, I WIN”
Chassis 5R108 leads a Porshe out of a corner at the 12 Hour of Sebring in 1967. Courtesy of the Benson Ford Research Center.
In February 1966, at the Southern Polar Prix at Green Valley Raceway in Smithfield, Texas, 5R108 took to the track with noted grand prix and sports car racer Pedro Rodriguez behind the wheel, and there, it went up against Jerry Titus in the factory prototype GT350 R, chassis 5R002. As noted in the SAAC Shelby Registry, Bill Steele was supposed to drive for Gene Hamon but refused, stating that he was intimidated by the car. Hamon asked Rodriguez if he could handle the car, and “Rodriguez replied in broken English, ‘Si, I win,’” and sure enough, he did. Rodriguez handedly trounced Titus and the factory prototype, even finishing in front of a competition-spec 289 Cobra driven by Al Goldman, proving not only Rodriguez’s skill behind the wheel but also the ferocity of the GT350 R in the hands of a skilled driver. Chassis 5R108 was purchased from Gene Hamon Ford by noted racing driver Freddy van Buren, of Mexico City, Mexico, who immediately got to work preparing the Shelby for track use. Fittingly, van Buren decided to have the car finished in Mexican racing livery, and as such, the original Shelby white and blue stripes were replaced with red, white, and green stripes that went down the center of its body. With van Buren behind the wheel, the GT350 R handedly won the SCCA Southwest Division title in 1966, after racing at San Antonio, Smithfield, Galveston, Baton Rouge, Austin and Wichita. Furthermore, van Buren finished 3rd in the AARC races at Riverside that same year.
Freddy van Boren and Paul Jett celebrate their 1st in class finish at the 1967 12 Hour of Sebring. Courtesy of the Benson Ford Research Center. 140
For the first outing of the 1967 season, the daunting 24 Hours of Daytona, van Buren was joined behind the wheel by Paul Jett and Don Pike. Unfortunately, the trio was forced to retire after 313 laps and 14.5 hours into the race due to a blown engine. At that time, 5R108 was running an impressive 7th overall and 1st in class. Van Buren was looking for a better result at the 12 Hours of Sebring the following month, and the GT350 R did not disappoint. With van Buren behind the wheel, 5R108 went on to finish 16th overall and win its class, which was a spectacular result for a privately
entered customer car in a very hotly contested race. The Shelby competed once again in SCCA competition, at many of the same venues it ran in 1966, and it would go on to take the 1967 B-Production Championship at Daytona in the SCCA run-offs. As a result of its successful 1966 and 1967 seasons, SFM 5R108 saw lots of press, being featured in Car & Driver’s racing annual for 1968 and appearing in ads for Champion Spark Plugs and Amaline oil in Sportscar magazine. The car passed through Donald Hallmark, of
Houston, Texas, before being sold to Sidney Finkel, of Pittsburgh. Finkel continued to race the car, campaigning it at Marlboro in 1968 and 1969 and Cumberland in 1971. It was raced once more by Finkel in 1972. Additionally, the car was also driven by John Norris, Finkel’s associate and mechanic, in 1971, and it was also driven twice by Walter G. Hannig during this time. Norris finished in 4th place in the Northeast Division of the SCCA in 1971. Following an invitation to the ARRC at Road Atlanta as an alternate, this would mark the end of SFM 5R108’s period racing career.
141
AFTER COMPETITION In 1972, the Shelby was put into storage by Finkel, and it remained there for the next 10 years, until it was discovered and subsequently purchased by Bill Maney and Lee Wilmot, of Fayetteville and Roswell, Georgia. In their custody, the car was restored to its 1967 championship-winning appearance and distinctive Mexican livery prior to SAAC-8 at Dearborn in July 1983, where it was run up to speed at Ford’s proving grounds. Afterwards, the GT350 R was purchased by Fernando Lozano, of Jamul, California, who used the car in vintage racing events in his native California over the next few years. Lozano sold SFM 5R108 to Richard Rothenberger, of Mohrsville, Pennsylvania, who also continued to vintage race the car, primarily at events at Pocono Raceway and Watkins Glen in 1989 and 1990. The Shelby would return to California, where it would pass through two subsequent owners before being purchased by a gentleman in England. This European owner had the car’s 289-cubic inch engine rebuilt to FIA specifications and
142
campaigned it at a number of European tracks, including Castle Combe, Silverstone, Oulton Park, and Spa-Francorchamps. Off the track, this Shelby-Ford Mustang has been featured in a number of publications, including Vintage Racecar, Autocollezioni, and Classic Cars. Additionally, it was also driven by Alain de Cadenet in the “Ford Muscle” episode of the Victory by Design series. After its stint in England, 5R108 returned to California, and in 2011, it was purchased for the Andrews Collection.
Today, the GT350 R is a favorite of historic racers, as it combines reliability with American muscle, which makes for a highly competent race car. Chassis SFM 5R108’s incredible period racing history, which includes a class win at Sebring and two championship-winning seasons, makes it one of the most desirable Shelby Mustangs in existence. It begs to be returned to the track with is next owner, and there is no doubt that its unique history and period-correct livery will always be a topic of conversation wherever it goes.
143
213
1934 Ford Coupe Custom Chassis No. 18-1099916
• Built to a very high standard • Features a 350 Chevrolet V-8 • Upgraded with air conditioning for comfortable touring This 1934 Ford Coupe was built in the mid-1990s to be a show car. It boasts an original steel body and fenders, which have been mounted on a chassis that was built by Total Coast Involved Engineering, of Ontario, California, and it features a roll-out front windshield, as well as a roll-down
rear window and a smoker’s window on the driver’s-side door. The car is finished in black with red pinstriping, and it sits on reproduction Halibrandstyle wheels that have been wrapped in modern Goodyear tires. The car’s underbody is just as attractive as its exterior and interior, and the driveshaft and rear axle have been highly polished to showcase the build’s exquisite craftsmanship and attention to detail.
Estimate: $60,000 - $80,000
350 bhp, 350 cu. in. Chevrolet V-8 engine with a single Edelbrock carburetor, GM TH350 four-speed automatic transmission, tubular front axle and suspension, solid rear axle, and power-assisted front disc brakes with rear drum brakes. Wheelbase: 112 in.
144
The engine is a Chevrolet 350-cubic inch V-8 that has been fitted with Edelbrock Performer cylinder heads, as well as an Edelbrock intake and carburetor, and it is cooled by a modern Walker radiator. The engine is mated to a fourspeed TH350 automatic transmission that puts the engine’s power to a solid nine-inch Ford rear axle. The car is fitted with power-assisted disc brakes and a tubular front axle and suspension up front, while 11-inch drum brakes are mounted at the rear. The car’s interior is finished in a highly attractive brown leather, which carries through to the trunk. Keen eyes will be quick to notice the tilt steering column, as well as the tastefully installed air conditioning, which is a must-have for a classic car that was intended to be used in the summer months around Dallas-Fort Worth. The dashboard is black with red pinstriping, and the instrument panel is of machine-turned aluminum and features period-correct Stewart Warner gauges. What makes this 1934 Ford Custom stand out from the rest is the incredible attention to detail evident throughout. It showcases incredible craftsmanship both inside and out, and it garners attention anywhere it is shown.
145
214
1916 Ford Model T Custom “Trojan” Chassis No. V2225975
• Harry Markiecki’s legendary early 1960s creation • Winner of six Best of Shows in its heyday • Exceptional and authentic restoration This stunning show rod owes its existence to Harry Markiecki, of Toledo, Ohio. He built it in 1961, after a year of hard work and a $3,000 investment, and performed all of the work himself, except for the upholstery and paint, which were outsourced to local Toledo shops. This hot T-bucket, named Trojan, graced the cover of multiple magazines, with Hot Rod proclaiming it to be a “Space Age ‘T’” and recording its victories as such: “Harry Markiecki’s updated 1916 Ford missile has conquered 18 trophies in 7 showings, including 6 Best of Shows.”
Trojan was powered by a 322-cubic inch Buick Nailhead V-8 that was topped with a Weiand Drag Star intake manifold with six Stromberg 94 carburetors and was mated to a Dynaflow transmission. The body was finished in Lime Fire Metallic, with black and white pinstriping and the traditional yellow/ orange period flames. The rear deck showcased Markiecki’s metalworking abilities, as a 1958 Ford deck lid was fused with a 1959 Chevrolet hood to create the fenders. Taillights were borrowed from a 1958 Impala, and the chromed headlights were taken from a tractor! Other notable features on the car include a cut-down ’32 grille shell, white overstuffed Naugahyde upholstery with a matching folding top, and black-painted steelies with Lancer hubcaps at all four corners.
Estimate: $70,000 - $90,000
322 cu. in. OHV Buick Nailhead V-8 engine with two Stromberg 94 carburetors, two-speed Dynaflow automatic transmission, solid front and live rear axles with transverse semi-elliptical leaf-spring suspension, and Ford four-wheel drum brakes. Wheelbase: 96 in. Please note that this lot is titled as a 1960.
146
By 1971, Trojan had been acquired by Chester Cary, of Lima, Ohio, and then it was owned by Mike Guffey, prior to joining America’s Car Collection, a large private museum in Winnemucca, Nevada, from which it was purchased for the Andrews Collection.
While part of America’s Car Collection, Trojan underwent a comprehensive nut-and-bolt restoration by the collection. Historian Mark Moriarty assisted in locating period photos, which primarily came from an article in the May 1962 issue of Rodding & Re-Styling, a piece in
the December 1961 issue of Car Craft, and another feature in Showtime. These photos ended up being invaluable when returning the show rod to “how it had been.” Dave Bengochea, Parker Arrien, and Ken Lutzow, of Flying A Garage, conducted the restoration and were joined by Dale Weber, of Sparks, Nevada, who did the impressive pinstriping. Martinez Custom Upholstery, of Burbank, California, was commissioned for the interior and top work, while the extensive chrome plating was conducted by Advanced Plating, of Nashville, Tennessee. Following the completion of the restoration, the hot rod was invited to the 2009 Detroit Autorama, and it appeared there alongside such legendary vehicles as Orbitron, Outlaw, and Dream Rod, as well as in the company of Harry Markiecki’s wife, son, and daughter, the car’s original pinstriper, and Bob Hogg, its original painter. It won Best in Class at the Autorama, followed by Terrific T and Excellence awards at Del Mar and another First in Class and an Outstanding Detail award in Boise. The car was the cover feature in the October 2009 issue of Rod & Custom, with a six-page story to complement its numerous recent awards. Trojan retains its original bodywork, engine, and frame, and it is show-quality in every respect. It will fit nicely into any hot rodder’s stable.
147
1953 Cadillac Eldorado
215
engine No. 536234856
• The original and most prestigious Eldorado • Subject of an exceptional restoration • One of the very best in existence
body No. FW 288
most glorious automobile that the company had ever produced. It was the first production Cadillac to carry the name that would continue to mean the finest in American luxury for generations to come.
“EL DORADO!” Over the passing decades, the name Eldorado has come to refer to a legendary “City of Gold,” which has long been sought after but never acquired by all those who seek fame, fortune, and plunder. Only slightly less desirable in 1953 was Cadillac’s Eldorado, which was, at the time, the
It was one of the 1952 General Motors Motorama dream cars that were ushered, largely unchanged, into limited production the following year. It was, essentially, a Series 62 Convertible Coupe; however, the body was radically reshaped, incorporating a wraparound windshield, Packard Darrinlike “dips” in the doors, and an acrylic fabric convertible top that disappeared neatly behind a metal boot when lowered. This being the 1950s, comfort
Estimate: $240,000 - $300,000
Series 62. 210 bhp, 331 cu. in. OHV V-8 engine, four-speed Hydra-Matic automatic transmission, coil-spring independent front suspension, live rear axle with semi-elliptical leaf springs, and four-wheel hydraulic drum brakes. Wheelbase: 126 in.
148
abounded within. Power seats, windows, and steering were all standard in the leathertrimmed cockpit, as was a signal-seeking radio, an automatic heating system, and windshield washers. The package was finished with wire wheels that were shod with wide whitewall tires. In a public relations coup for the ages, the first production Eldorado literally rolled out with the
president of the United States in the backseat, as Dwight Eisenhower used it for his inaugural parade in January 1953. Only 533 lucky souls got to experience what it felt to be like Ike. The original Eldorado has gone down in history as the most unique and rarest of the many cars to carry the famous name, and it remains among the most desired of all post-war Cadillacs.
The car offered here, number 288, is actually the second 1953 Eldorado to have been owned by the Andrews, as they are a family that loves its Cadillacs, having owned just about every important post-war model over the years. As Chris Andrews tells it, “We had purchased our first 1953 Eldorado and then came across this one, which was being finished by its owners. It was clearly such an exceptional restoration that when they finished it, we bought it and sold the other one.” The aforementioned prior owner, Ronnie Branch, spent five years on the Eldorado’s restoration, with the work being accurately described in a note to Cadillac historian Yann Saunders as being “very expensive but…very beautiful.”
149
Today, this is, without a doubt, one of the finest Eldorados known to exist. It is finished in its original color of Azure Blue, and it has a deep, rich shine, which is indicative of careful, correct paintwork over bare metal. The interior is tight, fresh, and simply without complaint. The chrome throughout sparkles, down to the tiniest trim pieces, all of which have been restored to the same extremely high standards, and the dashboard gauges are jewelclear. Under the hood is correctly and accurately finished to the original standards of factory fit and finish, and it includes its proper tags, decals, and labels, as well as authentic wiring. Panel fit throughout is superb. This Eldorado is the finest example that RM Auctions has ever had the pleasure of offering, and it is the one that every serious collector has been waiting for. It would surely stand out in any collection, even in the “City of Gold.�
150
151
216
1958 Cadillac Eldorado Biarritz ‘Raindrop’ Prototype engine No. 58G049932
Estimate: $400,000 - $600,000
Series 62. 335 bhp, 365 cu. in. OHV V-8 engine, four-speed Hydra-Matic automatic transmission, coil-spring independent front suspension, live rear axle with semi-elliptical leaf-spring suspension, and four-wheel hydraulically actuated power drum brakes. Wheelbase: 129.5 in.
152
• A one-off GM Design prototype with numerous unique features • Equipped with the fascinating Raindrop prototype top • Reportedly used by Harley Earl during his retirement in Florida • Documented and well-researched • An important landmark in 1950s GM styling This car is called a 1958 Cadillac Eldorado Biarritz, but very little of it is shared with the Biarritz that you could have purchased from a dealer that year. The body, from the doors back, is paneled in hand-laminated fiberglass, including the 1959 prototype fins, which are identical to those used on the production cars, save for the small “bullet” lights that screw on from the outside and the molded chrome spears on the front fenders and doors. All of the body moldings were eliminated, save for the wheel opening moldings; the lower part of both the front and rear bumpers were color-matched to the car; and the backup lights were relocated under the license plate frame. Numerous codes and numbers appear throughout, with a metal tag bearing original styling project codes and numbers on the back of the rear seat, and many of the unique trim pieces have the designation SO 90175, 90175, or #5 on them throughout. In addition, many of the hard trim pieces have drawing numbers stamped, molded, or etched on them, which confirms the car’s original custom-built authenticity.
153
The interior is just as special, with four bucket seats arranged around a console that contains an ice bucket and a humidity sensor. That sensor is part of the most special feature of this car, the “Raindrop,” which is one of General Motors’ most fascinating gadgets of the 1950s. The Raindrop never actually made it out of the prototype stage, but it is believed to have been installed for testing on three 1958 Eldorado Biarritz, of which this car is one. On this particular car, the Raindrop system utilizes three major components, the convertible top itself, a three-piece metal top boot, and a humidity sensor mounted between the front bucket seats. When a few drops of water strike the humidity sensor, the main center section of the top boot moves rearward into the trunk area, while the two pieces alongside fold down into the rear quarter panels. The top then rises automatically and lowers onto the windshield’s header bar, where it automatically screws down. The power-vent windows close, followed by the windows in the doors and then the rear quarter windows. Voila! A top that has closed on its own, with no human intervention required.
154
The car was reportedly given to former GM Styling Director Harley Earl for his Florida retirement, and there is a 1991 letter on file from Richard H. Stout, of Delray Beach, which attests to his having seen Earl in the automobile and that the car was equipped with a Raindrop system at that time. Later, it was purchased by a Cadillac dealership in Dayton, which began a restoration that utilized a new 1958 Coupe deVille frame, engine, and drivetrain, along with the original car’s bodywork and special features. The restoration was completed by the next owner, with the car
appearing as the cover feature of the March 1998 issue of Cars & Parts magazine. It was eventually sold to prominent Florida collector Al Wiseman before passing into the ownership of the Andrews Collection, where it has remained a well-maintained visitor-favorite for a decade. As one of only two Raindrop cars that survive, and the only example with a functional top system and special design features, this is arguably one of the most important and historic of all post-war Cadillacs.
155
1932 Ford Roadster Custom
217
Chassis No. 18-173049
• Built by Scandinavian Street Rods • Fitted with a 392 Hemi V-8 engine This 1932 Ford Roadster was custom-built in 2006 by Scandinavian Street Rods, of Huntington Beach, California. Its Brookville steel body sits on a custom chassis that was built in-house, and it features a custom louvered hood and trunk lid. The car boasts a very menacing look, thanks
to a chopped windshield and its matte black finish with red pinstriping, which was applied by James Crawford; consequently, he is the same artist that applied the pinstriping to Chris Andrews’s own custom, Loose Change. Additionally, the car wears a custom-made one-piece removable carson-style hardtop, which is finished in white and was built by One-Off Technologies, of Gilford, New Hampshire.
Estimate: $60,000 - $80,000
Est. 400 bhp, 392 cu. in. Chrysler Hemi V-8 engine with Hilborn electronic fuel injection, four-speed automatic transmission, front I-beam suspension and ladder bar rear suspension with a buggy spring and solid nine-inch Ford rear axle, and front disc brakes with rear drum brakes. Wheelbase: 105 in.
156
The chrome I-beam front suspension is fitted with So-Cal Speed Shop concealed Wilwood front disc brakes and 15-inch wheels, while the rear ladder bar suspension supports the car’s solid nine-inch Ford rear axle, which is fitted to drum brakes and 18-inch wheels, adding to the car’s aggressive stance. At the machine’s heart is a 392-cubic inch Chrysler V-8 engine that is topped with Hilborn electronic fuel injection. The engine is also fitted with custombuilt lakes-style headers with internal mufflers and a Mallory ignition. It is capable of putting out an estimated 400-plus horsepower, it is mated to a 200R4 automatic transmission, and it is cooled by a Walker radiator.
Inside, the interior is trimmed in red leather, to match the red pinstriping, and German weave carpeting. The dashboard is of machine-turned aluminum, and it is fitted with period-correct Stewart Warner gauges, including a Sun tachometer, which help to give this modern-built roadster an authentic look. For many, modern-built hot rods offer the best of both worlds, as they have a period-correct look and feel that is combined with the added benefit of a modern drivetrain and electronics, which allow the car to drive just as good as it looks. This custom boasts an exaggerated stance that is backed up with venerable Hemi power, and it would certainly make for an exciting cruise.
157
1957 Dual-Ghia Convertible
218
Chassis No. 162
• • • •
An exceptionally restored example Formerly the personal car of Dual-Ghia expert Joe Morgan Shown at the Pebble Beach Concours d’Elegance The height of Jet Age luxury
When Chrysler opted out of putting its striking Dodge Firearrow show cars into production, Detroit trucking magnate Eugene Casaroll purchased the rights to the design. By 1957, his Dual Motors, named for the twin-
engine trucks that the factory once produced, had a modified version of the Firearrow in production. It was known as the Dual-Ghia, and it featured an unbeatable combination of reliable Motor City-bred Dodge V-8 power and gorgeous hand-formed bodywork by noted Italian carrozzeria Ghia, of Turin. Exhaustive attention to detail and extensive handcraftsmanship resulted in a beautifully finished automobile with a luxurious interior, one that featured such sporty notions as front bucket seats and a dashboard with a full set of instruments that was set against engine-turned aluminum.
Estimate: $400,000 - $475,000
230 bhp, 315 cu. in. Dodge D-500 Red Ram V-8 engine with a Carter four-barrel carburetor, two-speed Chrysler Powerflite automatic transmission, independent front suspension with unequal length A-arms and coil springs, live rear axle with semi-elliptical leaf-spring suspension, and four-wheel hydraulic drum brakes. Wheelbase: 115 in.
158
Casaroll’s genius was in recognizing the value of social status and upper-class appeal. Long before the Ferrari factory studied how many of a car they could sell and then built one fewer to ensure demand, the father of the Dual-Ghia personally hand-chose his customers from a list of clamoring applicants. Frank Sinatra, who was the brightest of all stars at the time, was a natural choice, as were his friends Peter Lawford and Eddie Fisher. Writing in their seminal Dual-Ghia history, which was published in Automobile Quarterly, John Martens and Dr. Paul Sable recounted when a would-be buyer in Brooklyn was refused a car on the grounds that one had already been delivered there. He then offered to move to Connecticut, only to be told that one had already been sent to the Constitution State as well. It was this one-upmanship that led legendary Hollywood columnist Dorothy Kilgallen to wisecrack that a Rolls-Royce was the “status symbol for those who can’t get a Ghia.” Presumably, there were a lot of Rolls-Royces delivered in the late 1950s, but only about 100 Dual-Ghias were made between 1956 and 1958. With the exception of a duo of prototype coupes, all were convertibles.
159
CHASSIS NUMBER 162 The Dual-Ghia Convertible offered here, chassis number 162, was formerly the personal car of Joe Morgan, of New Hampshire, who was one of the most prominent Dual-Ghia experts and restorers. Mr. Morgan restored the car himself, paying his usual attention to authenticity, accuracy, and detail. The body was finished in deep, rich Maroon, with excellent, high-quality chrome plating throughout, including on the correct Motor Wheel wire wheels, and the interior was beautifully tailored with tan leather upholstery, which contrasted with the body-color carpeting and dashboard trim. Under the hood was faithfully detailed, with correct wiring and labels, and it is presented to a factory-correct standard.
160
Upon completion, the Dual-Ghia was sold to Bebe Schudroff, of Pound Ridge, Connecticut. Mrs. Schudroff was thrilled with her new acquisition, writing to Dual-Ghia historian Dr. Paul Sable to tell him that “when he opened his garage door, my mouth dropped. No words can describe the Dual-Ghia…I knew it was mine!!” In her hands, the car made its debut at the 2006 Greenwich Concours d’Elegance, where it was awarded Chairman’s Choice. In 2007, it moved on to the Pebble Beach Concours d’Elegance, appearing in the Postwar Custom Coachwork class and taking part in the Pebble Beach Motoring Classic.
The Andrews’ purchased the Dual-Ghia directly from Mrs. Schudroff in June 2009 and added it to their prominent collection, where it has continued to be professionally maintained and looked after by their full-time team. It remains in utterly spectacular condition throughout, with mirrorsmooth paint, excellent body gaps, and a superb interior that looks as if it were just installed, and it is ready for continued concours competition, which is a testament to the lasting excellence of Mr. Morgan’s work. This is one of the finest Dual-Ghias known to survive, as it has been restored by one of the best for his own personal use, and it would be as appropriate for a collection of fine coachbuilt classics as for a gathering of modern sporting cars. It is fast, it is elegant, it is powerful, and it is, as it was in 1957, utterly exclusive.
161
1953 Cunningham C3 Coupe
219
Chassis No. 5206
engine No. IND 20-1004
Coachwork by Vignale • • • •
The first Vignale-bodied C3; a Cunningham factory prototype Used by the factory for promotional photography Originally delivered to Carl Kiekhaefer, of Mercury Marine fame Formerly owned by Tom Armstrong and Bud Lyon
Like many sportsmen of the 1950s, Briggs Cunningham dreamed of winning at Le Mans. Unlike many of those men, Cunningham, the heir to the Swift meatpacking fortune, had the virtually limitless funds required to enable such efforts. After finding that production American cars, such as Cadillacs, were “close but no cigar,” he turned his bank account and energy towards developing his own all-new automobile, one that could run at Le Mans and emerge victorious, but also be, at its core, American. Cunningham’s cars were smooth, low-slung designs that had strong tubular chassis, independent coil-spring front suspension, and tuned Chrysler Hemi V-8 power. The racing models evolved throughout the early 1950s, winning at Road America and Watkins Glen in 1951, but the Le Mans organizers threw Cunningham a curve ball when he started
Estimate: $900,000 - $1,200,000
Est. 350 bhp, 392 cu. in. OHV Chrysler V-8 engine with four Zenith single-barrel carburetors, five-speed manual transmission, independent front suspension with coil springs, live rear axle with coil springs, and four-wheel hydraulic drum brakes. Wheelbase: 107 in.
162
163
his preparations to enter their 1952 event. They specified that at least 25 road going cars had to be built in order to qualify the entrant as an automobile manufacturer. Cunningham gave it some thought and concluded that a road going version of his racing car would not be such a bad idea; in fact, it would actually help to offset the astronomical expenses being incurred by his racing team. Production of an entire car in Cunningham’s West Palm Beach facility would have been costprohibitive, so the maestro contracted Italian coachbuilder Alfredo Vignale to build him coupe and cabriolet bodies, which were based on a design that had been penned by Giovanni Michelotti and had obvious Ferrari influences. The C3, as it was known, was still not cheap, as it was based on a modified racing chassis and still had a Hemi V-8. It was essentially a larger, hotter Ferrari but with American grunt under the hood, and it cost about $9,000. However, no one could argue that the power was not worth the cost, as the C-3 was good for 0–60 mph in around 7 seconds and could hit a top speed of nearly 150 mph. Cunningham had limited production of the C3 underway by early 1953, but the project was dogged by delays. While his shop could build a chassis every week, it took Vignale, working with time-honored handcraftsmanship, almost two months to complete the rest of a car. Ultimately, C3 production wound to a close with nine cabriolets and eighteen coupes produced. Although the Cunningham team never won at Le Mans, he did finish 3rd overall in both 1953 and 1954, and he would continue to race with evermodified versions of his own design, along with a staggering roster of Jaguars, Listers, Maseratis, and Corvettes, until 1963. The C3 was as close as he ever came to building a true production model, and it was the only Cunningham ever built for the public.
164
CHASSIS NUMBER 5206: THE PROTOTYPE According to Richard Harman’s invaluable book, Cunningham: The Passion, The Cars, The Legacy, chassis number 5206 was the first C3 built with Vignale coachwork, which was installed following a costly initial one-off effort of being assembled entirely in West Palm Beach. This particular car is the one referred to by the Cunningham factory as “the prototype,” and it was originally built with numerous unique characteristics, including a unique bumper, no chrome rubbing strip beneath the doors, special Cunningham script on the nose, a chrome windshield surround, and a Chrysler Hemi V-8 with four Zenith singlebarrel carburetors and a custom Cunningham intake manifold, as well as additional special performance modifications. Interestingly, the car borrowed numerous Ford interior components, including its radio, heater, and hand brake.
Cunningham used the prototype for publicity photographs, which were taken in July 1952 and widely published by the motoring press, such as a photo of the interior being published in the September issue of Road & Track magazine. After its publicity uses, the car was delivered to Carl Kiekhaefer, the owner of Mercury Marine and one of the most famous boosters of American racing efforts in the 1950s. Kiekhaefer had earlier owned the West Palm Beach-built C3 and was unhappy with it, so this new Vignale-bodied model was an effort to make amends. In October 1954, Kiekhaefer sold chassis number 5206 to Empire Motors, of Iowa. It later passed to James Toensing, of Newport Beach, California, and then to Jack Woods, of Tulsa, Oklahoma, in whose ownership it appeared in the motion picture State Fair in 1962. It is believed that the car was taken off the road that year, and it remained unregistered until 2004, when it was discovered in pieces by well known and respected enthusiast Tom Armstrong, of Issaquah, Washington. Mr. Armstrong purchased the C3 and commissioned
165
its restoration, refinishing it in cream and black, removing the bumpers, and installing contemporary Halibrand bolt-on wheels. The car next passed into the ownership of the late, beloved collector and friend to many, Ervin “Bud� Lyon, for whom it was further sorted extensively by the renowned shop of Paul Russell & Company in Essex, Massachusetts. The Cunningham was modified lightly for racing purposes, with a five-speed manual gearbox and a mildly hot rodded 1957 Chrysler 300C engine
installed, both of which remain under the hood today. The original Cunningham engine and four-speed transmission have been crated and remain with the car. The Andrews Collection acquired the Cunningham from Mr. Lyon in 2009, and it has remained a favorite rally and tour car in their stable ever since, being used for such events as the Colorado Grand. It has continued to be well-maintained, both cosmetically and mechanically, and it remains virtually as it
appeared when the restoration was completed. Also included with the car is a set of custommachined wheels for rally and tour use. Most importantly, it is reported by the Andrews’s collection manager, John Standifer, to be one of his favorite automobiles to drive, which is a testament to its thrilling road abilities. As the prototype for the only road car built by an American legend, this is an exceptionally important sporting car, and a collection of sports cars without one could ever be considered complete.
167
1962 MG MGB Lightweight
220
Chassis No. GHN 3L /112
• • • •
Finished 4th in class at the 12 Hours of Sebring in 1964 One of four genuine lightweight MGBs built using factory parts Amongst the earliest MGBs built and shipped to the U.S. Restored to its Sebring livery; ready to return to competition
SAFETY FAST: THE MGB AT SEBRING IN 1964 As they were facing a relative failure at Sebring in 1963, MG was hoping that 1964 would bring a change in fortune for the proud marque. By this time, the MGB had been on sale for over a year, and MG was hoping to add to the car’s image with some success at international racing events. Abington took note of the success that Kjell Qvale, of British Motor Cars Distributors, experienced in San Francisco in 1963, where he had finished 7th overall behind a streak of Ferraris, and he hoped that Qvale and his team could bring the success they were looking for in 1964.
Qvale was instructed by BMC to modify a trio of stock MGBs with upgraded components that had been sent over from MG in the UK and to build the cars to competition specifications. This included adding aluminum front fenders, an aluminum bonnet, a boot lid, and aluminum doors fitted with Perspex windows. Competition-specification four-cylinder motors were delivered to Qvale and immediately rebuilt by Joe Huffaker, the head of the competition department at BMCD, who added new pistons, revised porting, and his own custom-made camshafts. These engines were fed by dual gas tanks, and multi-speed windshield wipers were fitted to combat the possibility of rain. Of course, as they were British cars campaigned by an American distributor with factory support, deciding on a racing livery for the three cars was quite simple: red, white, and blue.
Estimate: $140,000 - $180,000
140 bhp, 1,798 cc inline four-cylinder engine with a single Weber 45 DCOE carburetor, four-speed close-ratio manual transmission, Salisbury limited slip differential, independent front suspension with coil springs, live axle rear suspension with leaf springs, and front disc and rear drum brakes. Wheelbase: 91 in. Please note that this lot is offered on a Bill of Sale.
168
For Sebring, the white #46 would be driven by Jack Flaherty and Jim Parkinson, while Jack Dalton and Ed Leslie would be behind the wheel of the red #47 and Jim Adams and Merle Brennan would pilot the blue #48. Although the MGs got off to a good start when the green flag was dropped, they faced fierce competition from a pair of factory-supported Porsche-Abarth Carreras, and the team hoped that they would outlast the cars over the following 12 hours. However, the team’s resolve would be tested when, after just 15 laps, the white #46 car was forced to retire from a failed differential.
The three BMCD MGBs in the team garage at the 1964 12 Hours of Sebring. Courtesy of the Benson Ford Research Center.
As the race continued, the remaining red and blue MGs pressed on, slowly working their way towards the front of the field. Twelve hours after the start, the remaining MGs finished 3rd and 4th in class, with the red #47 car taking 17th overall and the blue #48 car taking 22nd overall, which were good results for the two cars from Abington. For #48, the MGB offered here, Sebring would be the MG’s last competitive outing under the umbrella of the BMCD. Just 10 days after the race, it was sold by BMCD to Bill Schmidt, an MG enthusiast from Walnut Creek, California. Schmidt was so smitten with the little blue MGB that he traded in both his street and racingspecification MGs to afford the car. Obviously, as Schmidt had to grossly stretch his finances to make the purchase possible, this became his only car, and he would use it as a daily driver for a period of time, until he had the means to purchase a different one.
This car, wearing #48, en route to a 4th in class finish at the 1964 12 Hours of Sebring. Courtesy of the Benson Ford Research Center.
169
Schmidt campaigned the car a handful of times at SCCA events across California over the next few years, but he had to remove its aluminum body panels and Weber carburetor (which was replaced with twin SU carburetors) in order to adhere to SCCA regulations. Luckily, Schmidt had the foresight to retain these parts and ensure that they were passed along to the car’s subsequent owners. Schmidt sold the car in 1968 to another Californian, William Robert Smith of Monterey, who continued to campaign the car in SCCA events. In 1974, Smith passed it to Mac Townsend, who in turn sold it to Butch Gilbert, the owner of the red #47 MGB, in 1984. Finally, the cars were reunited some 20 years after they both competed at Sebring. In 2002, Gilbert decided to restore #48 to its correct Sebring configuration. As he was in possession of the car’s aluminum body panels, thanks to the thoughtful preservation of Bill Schmidt, those parts were once again reinstalled on the car. Furthermore, the car
170
retained its upgraded BMC competition engine built by Joe Huffaker, which was also restored to as-new condition and still resides in the car. Following the completion of the restoration, both #48 and #47 were featured at the HMSA Sebring reunion at Laguna Seca in 2004. That event was chronicled in the July 2004 issue of the Vintage Racecar journal. The car was also featured in articles in Classic Motorsports and Sports Car International. This car, #48, is a truly fascinating automobile and an important piece of MG history. It is offered with a healthy file of documentation, which includes Schmidt’s purchase order for the car, a letter signed by Bill
Schmidt that confirms the car’s authenticity in 2004, and an FIA Historical Technical Passport, and as such, there is no question as to its provenance. Additionally, it is documented by a British Motor Industry Heritage Trust Certificate, which notes that although its chassis number identifies it as the 12th MGB built, the date of its actual build signifies that it is actually the 6th or 7th built. This MGB Factory Lightweight, one of just four produced, is an ideal entrant for concours and historic racing events. It would look fantastic blasting around the circuit at the Goodwood Revival, and it begs to be returned to the race track with its new owner.
171
221
1934 Packard Twelve Sport Coupe Chassis No. 750795
engine No. 901601
vehicle No. 1106-4 / 783-4 (see text)
Coachwork by LeBaron
Estimate: $1,600,000 - $2,500,000
Series 1106. Body Style 4070. 160 bhp, 445.5 cu. in. modified L-head V-12 engine, three-speed selective synchromesh manual transmission, vacuum-assisted clutch, shaft drive with a hypoid rear axle, front and rear leaf-spring suspension, and four-wheel vacuum-assisted mechanical drum brakes. Wheelbase: 135 in.
172
• • • • •
The last of four built; numerous one-off features The 1934 New York Auto Show car Distinguished provenance, including long-term Texas history One of the most important Classic Era Packards A once-in-a-lifetime opportunity
Packard’s most beautiful automobiles of the 1930s were arguably produced as part of the Eleventh Series, and they boasted the first gentle hints of streamlining, such as a slightly angled radiator shell, more deeply skirted fenders, and vee’d headlamp lenses. The 12-cylinder models of this series were the ultimate Packards, and the ultimate of the ultimate were the versions designed by Alexis de Sakhnoffsky and built by LeBaron, of Detroit. These scarce cars featured the latest in aerodynamics, including separate sensuously rounded pontoon fenders, curved running boards nearly blended into the body, and tapered tails. They were the hottest thing to come from East Grand Boulevard in years. Two of the LeBaron styles, the Runabout Speedster and the Sport Coupe, were given their own unique, sporty chassis, which ended up being a shortened 136-inch wheelbase variant of the Twelve platform, known as the 1106. The chassis was mounted on a sturdy Standard Eight frame, and it utilized the V-12 engine. The Sport Coupe, with its fastback roofline inspired by the Mercedes-Benz Autobahn-Kurier, was the real shape of things to come, so it is no wonder that Packard tried to claim credit for it; the bodies may have been built by LeBaron, but they were attributed to the Packard Custom Body Division. Packard historians generally agree that four Sport Coupes were produced, while older references list only three survivors. Today, all four have been located, and one of them is the car offered here.
173
THE NEW YORK SPORT COUPE: VEHICLE NUMBER 1106-4 The fourth and final car, vehicle number 11064, is the vehicle offered here. It is powered by engine number 901601—a number that is important to verifying its history, as will soon be seen. The engine is, in itself, the lowest engine serial number known of the Eleventh Series, and it is either the first or second V-12 engine built for that series. Vehicle number 1106-4 was photographed when new on the famous “turntable” at the Packard factory. This photograph clearly shows that when it was first built, the car had the same fixed rear quarter “teardrop” windows and steel roof as the other three Sport Coupes that preceded it, as well as conventional 1934 Eleventh Series front end styling. Following the 1934 show season, 1106-4 was returned to the Packard factory and updated with the Twelfth Series’ new front sheet metal, which included a more angular grille and head lamps, as well as a leather-covered padded roof that obscured the rear quarter windows. It was then returned to the turntable and photographed again, this time as it appears today.
The Sport Coupe, vehicle number 1106-04, as displayed at the 1934 New York Auto Show. Courtesy of Michigan State University. Copies of these photographs, which feature the car in both its Eleventh Series and Twelfth Series forms, are reproduced here courtesy of Michigan State University. The MSU copies are, importantly, both inscribed with “engine no. 901-601,” which is the engine that is still under the hood of this important Packard today, and they also identify this car in both its forms as being the 1934 New York Auto Show car.
Vehicle number 1106-04 following its factory restyling for the 1935 Twelfth Series. Courtesy of Michigan State University.
174
According to Edward J. Blend’s book, The Magnificent Packard Twelve of Nineteen ThirtyFour, vehicle number 1106-4 remained with Packard for five years, and it was originally delivered to a Pittsburgh industrialist, Mr. Braeburn, in 1939, which was also the year that it was first titled in Pennsylvania. It was kept at the garage of the Morrowfield, an exclusive hotel and apartment complex in Pittsburgh’s Oakland district.
Mr. Blend notes that the car was sold out of Pittsburgh 10 years later. It made its way to Texas, and for many years it was part of the collection of James Tagliabue, a Houston-area funeral director with a large stable of Packards, which all had padded roofs and were painted dark green. The late Robert K. Voss, a longtime Packard enthusiast from Texas, recalled seeing the car in the Tagliabue Collection, and he confirmed that, at the time, it was still in its original and unrestored condition and finished in Packard Green, as it is today. By this time, the car is recorded by Blend as having adopted its present vehicle number, 783-4, which is a reference to its Packard style number and body number. The car was restored in the 1980s while part of the prominent Jerry J. Moore Collection in Houston, and it was exhibited by Moore at numerous concours d’elegance. Today, it has a 1983 AACA National First Prize badge and a CCCA National First Prize badge, number 1049. It was eventually sold into the ownership of renowned collector Arturo Keller, in whose stable it remained for many years. Mr. Keller traded the car to David Kane, of New Jersey, for another Packard, of which he was enamored, and it was then passed to well-known enthusiast Carmine Zeccardi, from whom it was attained by the Andrews’. This well-known and highly regarded Sport Coupe is featured in Hugo Pfau’s The CustomBodied Packard (page 151), Dennis Adler’s Packard (page 57), Beverly Rae Kimes’s Packard: A History of the Motor Car and the Company (page 438), and Michael Lamm and Dave Holls’s A Century of Automotive Style (page 221). It has been well-maintained and properly conserved as part of the Andrews Collection, with only the gentle patina of age found in its paint and matching leather interior. The temptation is to drive it and see what that hot drivetrain will do, but also equally tempting is the thought of a show restoration, one that will see this onetime dazzler once again entrance audiences. Simply put, the New York Sport Coupe remains very much a showstopper.
176
177
222
1962 Ferrari 400 Superamerica SWB Cabriolet Chassis No. 3309 SA
engine No. 3309 SA
Coachwork by P ininfarina
Estimate: $7,000,000 - $8,500,000
340 bhp, 3,967 cc 60-degree V-12 engine with three Weber carburetors, four-speed manual transmission, independent front suspension with double wishbones and coil springs, rear suspension with a live rear axle, semi-elliptical leaf springs, and telescopic shock absorbers, and four-wheel disc brakes. Wheelbase: 95.27 in
178
• • • • • • •
The 1962 Geneva and New York show car The final short-wheelbase Superamerica Factory covered headlights and removable hardtop Formerly owned by R.J. Stallings, Norman Silver, and William Grimsley Raced by its original owner at the Bonneville Salt Flats Brilliantly restored and Ferrari Classiche certified The ultimate in open-air sporting extravagance
As the undisputed mecca of speed in the United States, thousands of speed enthusiasts make their way to the Bonneville Salt Flats in Utah each year, seeking to test both themselves and their machines at the limit. With miles of unobstructed salt on a dry lake bed, it was the perfect place to drive an automobile flat out. In the early 1960s, Bonneville was the domain of hot rodders and American racers. The last vehicle people expected to see flying across the salt at over 140 mph was a Ferrari, and not just any Ferrari, a 400 Superamerica SWB Cabriolet, the most expensive Ferrari produced. It was assumed that such reckless behavior was simply beneath the owner of such a refined automobile. Unless, of course, that owner was R.J. Stallings. However, before it was making tracks in the salt in Utah, Stallings’ Superamerica lead a different life, one that was arguably much more glamorous, yet just as exciting.
179
CHASSIS NUMBER 3309 SA: THE MOTOR SHOW STARLET Chassis 3309 SA’s tale started earlier in 1962, albeit thousands of miles away from the salt flats of Bonneville. This Ferrari 400 Superamerica Cabriolet was built in March, and it would be the last short-wheelbase model built, as noted by Ferrari historian Marcel Massini. It was finished in Rosso Metallizzato Speciale Italver (262) over Avorio (3323) and fitted with both covered headlights and a factory hardtop. It goes without saying that this was perhaps the ultimate example of its breed. Interestingly enough, the Ferrari’s first destination would not be to a private owner’s garage, but to the 32nd Geneva Motor Show, where was displayed on Ferrari’s stand just over one week after it was completed. However, this would not be the last event 3309 SA would attend. After being airfreighted to Luigi Chinetti Motors in Greenwich, Connecticut, it was displayed by Chinetti’s distributorship at the sixth annual New York International Auto Show at the famed New York Coliseum. Sometime thereafter, the car was sold to its first private owner, R.J. Stallings of Phoenix, Arizona.
180
Chassis 3309 SA at rest on the Bonneville Salt Flats while in Gus Stallings’ ownership. Photo by Jack Brady.
GUS STALLINGS AT THE SALT FLATS Perhaps Griffith Borgeson of Car and Driver told Stallings’ story best in December 1961: J.A. [sic] “Gus” Stallings…a dedicated follower of C/D, is a semi-retired Phoenix, Arizona, automobile dealer who, though rich in years, stays exuberantly youthful thanks to straight-away racing and a charming, equally enthusiastic wife. In ’59 he drove his ’57 300 SL to the D Sports Racing class record of 143.769. Due mainly to the Salt’s superior traction this year, he raised that record to 144.839 mph with the same car. In ’59 and ’60, Stallings also drove a 4.9 Ferrari, with which he clocked a oneway 154.90.
Needless to say, Stallings was quite familiar with high-speed machinery, and chassis number 3309 SA eventually found its way to the salt flats. Clearly looking to test his new car’s limits, Stallings took the Ferrari to the Jerome A2 Hill Climb in his native Arizona and then made the pilgrimage to Bonneville, where the car achieved a top speed of 145 mph, which was a very impressive time for the car’s first stint on the salt. His outing with the car was chronicled in the November 1962 issue of Road & Track and it can also be found pictured there. Two years later, Stallings sold the Superamerica to Robert M. Grossman, of Nyack, New York, and in his custody, it was apparently loaned to Ferrari and Superamerica enthusiast Peter S. Kalikow for a day. By 1967, it was back in
181
Chassis 3309 SA lines up for it’s next run at Bonneville. Photo by Jack Brady.
the hands of Luigi Chinetti’s distributorship, and in February of that month, it was sold to another well-respected enthusiast, Norman Silver of High Point, North Carolina, along with a 212 (chassis number 0076E), in trade for his new 330 GT 2+2 Series I (chassis number 7023 GT). Norman Silver would go on to keep the car for the next year, parting ways with the Superamerica in May 1973. The car then traveled back across the Atlantic to Europe and was purchased by Charles Robert, of Nogent-surMarne and Paris, France, through noted Ferrari dealer and customizer Tom Meade. Robert had the car restored by Carrozzeria Fantuzzi in Modena, which repainted it in a darker shade of maroon and fitted it with a tan interior. Robert retained the car for the next 20 years, showing it at the Club Ferrari France Meeting in Mas du Clos in June 1994. Six years later, Robert showed it at the special Ferrari exhibit at Retromobile in Paris. In 2005, he parted ways with the car, and it was subsequently sold to William Grimsley.
At the Virginia International Raceway in 1967.
182
RESTORATION AND RETURN TO THE LIMELIGHT Upon its arrival in the United States in 2005, Grimsley commissioned a no-expense-spared, full restoration with a team of California’s best restorers. The project was managed by noted Ferrari restorer Patrick Ottis, of Berkeley, California, who was also responsible for restoring the car’s mechanical components. The body was finished in black paint, and the chrome trim was restored by Brian Hoyt, of Perfect Restorations in Hayward, California. Finally, the interior was trimmed in red leather by Ken Nemanic. Chassis number 3309 SA’s first outing following the completion of its restoration was to Cavallino Classic XVIII in 2009, where it was awarded Platinum and pictured in the April/May 2009 issue of Cavallino magazine. Following a return to California, where it received further preparation by the restoration team, the Superamerica graced the 18th green at the Pebble Beach Concours d’Elegance in August, where it earned Third in Class and 98 points in judging.
Gus Stallings at the wheel of his Superamerica on the Bonnieville Salt Flats. Photo by Jack Brady.
183
184
185
186
Since their acquisition of chassis 3309 SA in 2010, this Superamerica Cabriolet has remained one of the crown jewels in the Andrews Collection. Just shy of 50 years after its motor show premier, the car was displayed by the Andrews’ at the 2011 Amelia Island Concours d’Elegance, and it received just as many compliments as it had while on the stand at Geneva and New York in 1962. This incredibly well documented car is accompanied by numerous invoices from its most recent restoration, a detailed historical file that has several photos of the car from its early ownership, the sales invoice from Norm Silver’s ownership, and judging sheets from Pebble Beach in 2009. The car is also accompanied by its Ferrari Classiche certification binder, tools, a jack, and an original owner’s manual.
The Ferrari 400 Superamerica, perhaps the most exclusive automobile in the world when new, was a vehicle fit for royalty, and it was one that would suit its owner’s every desire. While most Superamericas were indeed destined for the carriage houses of royalty, heads of state, captains of industry, celebrities, and the like, chassis number 3309 SA’s history, characterized by its appearances at two of the world’s most famous motor shows when new and the Bonneville Salt Flats, is truly unique. The acquisition of such an automobile is to be taken seriously, as there is no limit as to what 3309 SA can do with its next owner. Be it concours events, vintage rallies, or even a high-speed run at Bonneville, make no mistake…this Superamerica is ready for anything.
187
1960 Watson Indianapolis Roadster
223
engine No. 210
• • • •
One of 23 original Roadsters built by A.J. Watson A three-time entrant in the Indianapolis 500 Beautifully restored by Floyd and Ron Trevis One of the most authentic privately owned Indy Roadsters
The “Roadster Era” at Indianapolis was characterized by lower, wider, offsetdriveline cars that began after World War II. It was an exciting and very
dangerous time, with drivers earning their rides at Indy by exhibiting skill, tenacity, and bravery while driving their midgets and sprint cars on rough and tumble tracks from coast to coast. The unique chassis and body designs varied from builder to builder, but the most famous of these powerful brutes were powered by the famously rowdy Offenhauser four-cylinder engines.
Estimate: $700,000 - $800,000
255 cu. in. DOHC Offenhauser inline four-cylinder engine with fuel injection, Meyer-Drake two-speed manual transmission with reverse, tubular steel chassis with solid axles and torsion bar suspension, and Halibrand four-wheel disc brakes. Wheelbase: 96 in. Please note that this lot is offered on a Bill of Sale.
188
THE WATSON ROADSTERS A.J. Watson built his first track car for CRA Hot Rod races in 1947, but ultimately, he became disinterested in driving. Instead, he came to Indianapolis off-and-on as a builder and mechanic; that is until 1954, when he was hired as the chief mechanic for renowned racing team owner and sponsor John Zink Jr. Success came quickly, with Bob Swiekert driving Zink’s Kurtis KK500C Roadster, which had been modified by Watson, to victory in the 1955 Indy 500.
Len Sutton, at the 1960 Indy 500, pulls into the pits for a quick drink. Courtesy of the Indianapolis Motor Speedway.
The following year, Watson built the first true Watson Indianapolis Roadster for Zink. Recognizing that saving weight would translate into higher speeds, he departed from the usual Kurtis-derived design, narrowing the chassis slightly and removing any steel or bracing that he considered unnecessary. Rather than placing the Offy powerplant 36 degrees to the right, he mounted it upright, which allowed for increased left-side weight bias and easier maintenance. Lightweight 4130 chromoly tubing was used wherever practical, and the driveline parts were made of magnesium, with sheet magnesium used for body panels. At 1,640 pounds, the finished car was 220 pounds less than the winning Kurtis of the previous year. Not surprisingly, driver Pat Flaherty handily won the 500 in this car in 1956, and Watson would continue on to build another 22 Roadsters, with some slight refinements and design work being performed by Larry Shinoda, of Corvette fame. Watson Roadsters would win the Indianapolis 500 six times in just nine years.
189
THE ANDREWS’S WATSON ROADSTER The Roadster offered here was built in 1960 for Pete Salemi and Nick Rini, of Cleveland, Ohio. It was driven in the 1960 Indy 500, as the S-R Special #9, by Len Sutton, who qualified a strong 5th before engine trouble forced him out of the race on lap 47. The team went on to run four other races with the car that year, and it ultimately won at the Milwaukee 200. For 1961, Len Sutton was back and posted strong qualifying times prior to that year’s 500. In this car, which was now sponsored as the Bryant Heating and Cooling Special #8, Sutton qualified 8th and ran with the leaders early in the race. Unfortunately, a clutch failure ended his race on lap 110, resulting in a 19th place finish. This did not deter Sutton, as he went on to score a 2nd place finish at the Milwaukee 200 that year. For the 1962 Indianapolis 500, the Watson returned a third time, as the S&R Racing Special #83, and it was driven by rookie Allen Crowe.
After qualifying in 22nd place, Crowe bumped another car while attempting to pass in turn four on the 17th lap, which resulted in a wreck that ended the racing season for Salemi and Rini. This was the last time that this particular Watson Roadster ran in competition. The car faded into oblivion until the summer of 1981, when Mike Fulper found it by chance in Wauseon, Ohio, where it was owned by the proprietor of a local Dairy Queen. The car still showed the scars of Allen Crowe’s crash, and it looked much as it had when it left Trevis’s shop, with its 1962 race-day paint largely intact. A deal was quickly made for its purchase. Bud Miller and Bill Chapin subsequently purchased the Watson from Fulper, and they had well-respected Indy Roadster fabricator and craftsmen Floyd Trevis and his son, Ron, restore it back to its original condition, which took two years to do. Originality was paramount and guided by Floyd’s knowledge and craftsmanship, which was supplemented by careful examination of period photos of the car. The 1961 Bryant Heating and Cooling Special livery was chosen for the car specifically for its striking blue color.
190
Chapin eventually bought out Miller’s interest in the car, and in 1992, he returned it to Indianapolis as one of seven privately owned Indy Roadsters invited to take a few parade laps prior to that year’s 500. Fittingly, Chapin asked Len Sutton to drive his old mount for a sentimental trip around the track. Thereafter, the car was purchased by well-known collector Joe MacPherson, who displayed it at the NHRA Museum and, later, at his own Joe’s Garage facility in Tustin, California, from where it was acquired by the Andrews’ in 2008.
As offered today, this car remains in wonderful condition, and it is extremely period-correct, which is a testament to its restorers’ attention to detail and perfectionism, as well as to its maintenance in the Andrews Collection. Complementing its rarity, it has never been butchered or turned into a Supermodified, which adds greatly to its stature among other restored Watson Roadsters and significantly contributes to its utterly remarkable history.
191
224
1956 Austin-Healey 100 M ‘Le Mans’ Chassis No. BN2-L /233008
• The hottest factory Austin-Healey variant; one of 640 built • Authenticated by the 100 M Le Mans Registry • Accompanied by a BMIHT Certificate
engine No. 1B/233008
In the early 1950s, former British rally driver Donald Healey looked for a new automobile to build. Using his own talents, he cooked up a car that borrowed the powertrain of Austin’s quirky A90 Atlantic—a 2,660-cubic centimeter, four-cylinder unit that had four overhead valves and 90 brake horsepower—and new sporting bodywork in the Triumph or MG mold. This car was badged as the Healey Hundred, and it was displayed at the 1952 Earls Court Motor Show, entrancing Austin Chairman Leonard Lord, who immediately struck a deal for his company to build it as the Austin-Healey. As a car that was developed by a racing driver, the Austin-Healey was capable of everything that its designers had intended it to do. Healey, for instance, took one that was only lightly modified to the Bonneville Salt Flats in 1953, and he proceeded to set a number of speed and endurance records, with a recorded top speed of 142.636 mph. “It’s fast! It’s dependable! It’s record breaking!” ads screamed. After building more than 10,000 BN1s in three years, more than half of which were exported to the United States, Austin introduced a new
Estimate: $140,000 - $180,000
110 bhp, 2,660 cc OHV inline four-cylinder engine, four-speed manual transmission with overdrive, coil-spring independent front suspension, live rear axle with semi-elliptical leaf springs, and hydraulic front disc and rear drum brakes. Wheelbase: 92 in.
192
Healey, known as the BN2, for 1955. This car featured a four-speed transmission and was offered both in standard trim and as a new “hot� model, the 100 M. This model adopted larger carburetors, a high-lift cam, higher 8.1:1 compression, stiffer front suspension, and a louvered hood, which was secured by a leather strap. These engine modifications, with the exception of the high-compression pistons, could be dealer-installed as the Le Mans kit, and they were also available at the parts counter for owner application. True factory-built 100M Le Mans Competition Roadsters accounted for only 640 cars, which are all tracked and documented by a dedicated registry and the British Motor Industry Heritage Trust.
193
194
This factory-built car is documented by a BMIHT Certificate, as well as a registry certificate, as being one of those 640 100 Ms. It is also accompanied by a selection of documentation from earlier owners, who provided detailed information on its restoration. It was originally built with left-hand drive for American export and finished in the color combination that it wears today, Black and Reno Red. It is also still powered by its original engine. This car has been well-preserved over
the years, and it displays an impressive level of craftsmanship, including a new red and black interior with color-coordinated carpet and a black top. The engine bay, with its polished surfaces, is also very presentable. Undoubtedly, this genuine factory-built 100 M Roadster will attract a great deal of attention at vintage events for its superb performance and at shows for its striking good looks.
195
225
1961 Pontiac Ventura Super Duty 421 Sport Coupe Chassis No. 561S3274
• The ultimate high-performance Pontiac of the early 1960s • Features a 405-horsepower Super Duty V-8 with a four speed transmission
The late 1950s was a good time for Pontiac. With numerous wins, ranging from NASCAR to the local drag strips, Pontiac was regarded by many as the performance division of General Motors, especially following the introduction of its famous “Wide Track” chassis layout in 1959. The cars that were built on these chassis were often credited as being the besthandling full-size cars in the industry. Pontiac’s success continued in 1960 with four NASCAR Grand National victories, Mickey Thompson’s quadruple Pontiac V-8 Challenger landspeed record car, and Jim Wagners’ NHRA Top Eliminator drag racing title. Nineteen sixty-one proved to be just as fruitful, with 21 more NASCAR Grand National victories, and accordingly, the full-size Catalina Super Stock drag racing car was unleashed later that year. The defining feature of the Super Stock package was the 421-cubic inch Super Duty V-8 engine. The unit was developed from the slightly smaller 389 Super Duty motor, and it was listed as being capable of producing 405 horsepower, which is a figure that many believed to be drastically lower than its true rating. Both of these engines were originally dealer-installed options, but since the NHRA moved to limit racing eligibility to factory-available options on cars available to the public, Pontiac made the SD 421 a factory option for 1962, and most of the approximately 164 SD 421 engines were installed in the Catalina, with another 16 being installed in the upscale Grand Prix.
Estimate: $80,000 - $120,000
405 bhp, 421 cu. in. Super Duty V-8 engine with two Carter four-barrel carburetors, Borg-Warner T-10 four-speed manual transmission, independent front suspension with unequal length A-arms and coil springs, semi-floating rear axle with coil springs, and four-wheel hydraulic drum brakes. Wheelbase: 119 in.
196
While not an original SD 421 car, the Ventura was purchased with a stock drivetrain in California during the late 1980s by Ed Giolma, who performed a frame-off restoration. He added the SD 421 engine and changed the color combination to a black paint finish over a green interior. It is also equipped with a T-10 four-speed and a Safe-T-Track rear end with 4.10:1 gears. These upgrades were performed with paramount importance placed on factory correctness, and the car continues to show quite well as a result. After its restoration, the car was purchased in 2002 by noted collector Milton Robson, who retained the car until 2010, when it was acquired for the Andrews Collection. As this Ventura is fitted with the highest performance engine built by Pontiac at the time, there is no doubt that it goes off like a rocket. The car’s unique color scheme only adds to its menacing appeal. The engine bay, as well as the exterior and interior of the car, is in wonderful condition, and this Ventura would certainly revel out on the open road or down at the local quarter-mile.
197
226
2008 Ferrari 599 GTB Chassis No. ZFFFC60AX80159828
• Two owners and 2,800 miles from new • Tastefully modified in the style of the 599 GTO • A wonderful, modern grand touring Ferrari Ferrari’s 599 GTB was introduced as the successor to the 575M Maranello when it was launched at the Geneva Motor Show in 2006. While that car was largely based on the 550 Maranello, the 599 GTB would be an all-new car throughout. The 599 GTB boasted bodywork designed by Pininfarina, which sought to improve the car’s aerodynamics and was defined by rear buttresses that helped to channel air to the rear deck and increase downforce. Mechanically, the car’s engine retained the same basic architecture of the V-12 in the Enzo, and it could produce 611 horsepower, which was a 71-horsepower increase over the engine in the 575M Maranello. The engine was mated to a new F1-SuperFast gearbox that could shift in just 60 milliseconds, which helped propel the 599 from 0 to 60 in 3.7 seconds and to a top speed of 205 mph.
Estimate: $240 000 - $280 000
611 bhp, 5,999 cc 65-degree V-12 engine, six-speed F1 automated manual transmission, independent front and rear wishbone suspension with SCM Magnetoreological damping, and four-wheel carbon-ceramic disc brakes. Wheelbase: 108.3 in
198
199
This 599 GTB, finished in Rosso Corsa over Beige, was produced in February 2008 and purchased new by Jay Gilbert, of Old Westbury, New York, in July of that year. The car was lavished with a number of options, including Scuderia shields embossed on the fenders, front and rear parking sensors, brake calipers in matching Rosso Corsa, fully electric Daytona sport seats, a rear parcel shelf trimmed in Beige leather, carbon fiber paddles and steering wheel with LED shift indicator lights, carbon fiber dashboard trim, a carbon fiber central tunnel, and contrasting Rosso stitching throughout. Gilbert drove the car just over 1,000 miles during his ownership, and then it was purchased by the Andrews Collection, making them the Ferrari’s second owners.
200
Seeking to emulate the 599 GTO with their GTB, the Andrews’ had the roof and side-view mirrors painted matte black and had the car fitted with matching 20-inch aftermarket wheels that were shod in Pirelli PZero tires. In their tenure, the Andrews’ have put another 1,700 miles on the 599 GTB from driving it around the Fort Worth area, adding to a total mileage of just 2,800. It remains in spectacular condition both inside and out, which is appropriate for such a low-mileage example. The car comes accompanied
by its original wheels and tires, car cover, owner’s manuals, battery tender, a set of aftermarket and original floor mats, and some service invoices. It’s only natural that the Andrews’ sought to purchase a 599 GTB after having a pair of Superamericas in their collection, as this car recalls the stunning levels of performance and comfort that the Superamerica offered when new. With limited mileage and two owners from new, this 599 GTB won’t disappoint.
201
1954 Buick Skylark
227
Chassis No. A1047113
• • • •
The last of the exclusive Skylarks One of only 836 built An AACA Junior First award winner Beautiful condition throughout
For its second year, 1954, Buick’s Skylark became its own separate series, resulting in a sort of corporate hot rod that was based on the 122-inch wheelbase Special/Century chassis but had the “hot” Roadmaster engine. Yes, Buick called the result a “sports car.” Its
body No. G 39
bodywork was substantially redesigned, the rear fenders were bobbed and sloped gently downward, and large chrome taillight nacelles were added. A wraparound windshield was shared with other 1954 Buicks, but the wheel cut-outs, which had been enlarged, elongated, and their inner wells had been painted a contrasting color to the body, were exclusive and unusual.
Estimate: $180,000 - $260,000
Series 100. 200 bhp, 322 cu. in. OHV V-8 engine, two-speed Dynaflow automatic transmission, independent coil-spring front suspension, live rear axle with semi-elliptical leaf springs, and four-wheel hydraulic drum brakes. Wheelbase: 122 in.
202
At $4,355, the Skylark continued the tradition of being the most expensive Buick offering, as it was priced at more than $400 above the priciest Roadmaster. It was also the most exclusive, as only 836 sports cars were produced in 1954. The Skylark presented here was beautifully restored while in the ownership of a former collector. During this time, it was finished in the correct and attractive factory color of Lido Green, with a matching two-tone interior, which features the correct “waffled� fabric. Every element, from the beautiful Kelsey-Hayes
203
chrome wire wheels to the unusual but attractive dark green convertible top, was restored or replaced, and utmost attention to detail and accuracy was paid throughout. The restoration was awarded an AACA Junior National First prize, and since joining the Andrews Collection, it has been consistently well-maintained to that same very high standard of excellence. The 1954 Skylark, like its earlier 1953 brethren, is an automobile that no collection of 1950s convertibles is complete without. It is a unique car, as it was only produced this one year and has styling features that are stunning and exclusive to the model. The car offered here shows off the design and opulence of this supreme Buick to its full advantage, thanks to an excellent restoration.
204
205
228
1934 Packard Twelve Individual Custom Convertible Sedan Chassis No. 902670
engine No. 901752
vehicle No. 1108-26
Coachwork by Dietrich
Estimate: $1,200,000 - $1,600,000
Series 1108. Body Style 4070. 160 bhp, 445.5 cu. in. modified L-head V-12 engine, three-speed selective synchromesh manual transmission, vacuum-assisted clutch, shaft drive with a hypoid rear axle, front and rear leaf-spring suspension, and four-wheel vacuum-assisted mechanical drum brakes. Wheelbase: 147 in.
206
• Never before offered for public sale • Best in Class winner at the Pebble Beach Concours d’Elegance • Exquisitely restored by a marque specialist • An exceptional example A competitor is said to have famously described Raymond Dietrich as “a man that the gods smiled upon.” Indeed, before striking out on his own in 1925, the redheaded young designer built an enviable résumé that included some of America’s most prestigious custom coachbuilders. He was an apprentice draftsman at Brewster, where he met Thomas Hibbard, with whom he would co-found LeBaron in New York City. Hibbard eventually went to Paris and decided to stay, while Dietrich was lured to Detroit by the Murray Body Corporation, through Edsel Ford’s influence. There, he took 50 percent ownership of a new firm, Dietrich Inc., which initially worked largely on Lincoln chassis, no doubt to the enthusiasm of the intellectual Mr. Ford. However, Dietrich’s lasting glory would come as the result of the custom bodies that he produced for several Packard agencies. One of these agencies took three custom show cars that he bodied on a nationwide tour in 1926. At tour’s end, Dietrich received a shocking 150 orders. This was a number that did not escape Packard President Alvan Macauley’s notice. Macauley ordered another 175 bodies, beginning a long association with Detroit and Packard, which resulted in hundreds of custom and semi-custom bodies being ordered for the cars of East Grand Boulevard.
207
The most prestigious of these were the so-called Individual Customs, which were produced on Super Eight and Twelve chassis from 1932 to 1934. These cars were built largely to individual tastes, as true “factory customs” are. Their striking bodies were known for their lithe and sporty lines, which were created by the vee’d windshields, a beltline that curved away from the windshield, and an extraordinarily long hood line, and they were assembled on massive 147.5-inch wheelbase chassis. They were tremendously expensive, particularly in 12-cylinder form, and with a modified L-head V-12 that could displace 445.5 cubic centimeters and develop 160 brake horsepower, the Dietrich Packard had power to match its style. It was a masterpiece of form and function.
208
VEHICLE NUMBER 1108-26 The Eleventh Series Twelve Convertible Sedan is one of the most famous, prestigious, and desirable of all Dietrich Individual Customs, especially for this model year, when it was the only open fourdoor body style offered by Dietrich. Examples of this style can be found in the prestigious Nethercutt Collection, whose Orello is worldfamous, as well as in numerous esteemed private stables worldwide. Yet, with only between 10 and 12 known to have persisted, survivors are extraordinarily rare. The car offered here, vehicle number 110826, was owned by Felix Carpenter, of Florida and New Hampshire, until his passing in the early 1980s. In his ownership, it was recorded by its “theft-proof” firewall, number 184678, in Edward J. Blend’s The Magnificent Packard Twelve of Nineteen Thirty-Four. It is not known how long Mr. Carpenter owned the car, but it was likely a long-term acquisition. Eventually, it was acquired from Carpenter’s estate by Arthur Smith, of Connecticut, and after some three decades in Smith’s collection, it was purchased for the Andrews Collection. Steve Babinsky, whose respected Lebanon, New Jersey, facility would restore the Packard, recorded the numbers off the car when it was purchased; the Dietrich body number of 6626 is stamped on the windshield, and it matches the number that was found on the original body wood. He further noted that the car had been sold new by the famous Earle C. Anthony dealership in Los Angeles. “It had never been taken apart,” he states, “with the body never off the chassis, and the engine and chassis numbers are very close
209
together, which indicates that both are original.” A new vehicle number plate was installed, with the empty delivery location and date typical of an Individual Custom. Much of the wood, including in the door sills, required replacement, but the shop was able to use all of the original sheet metal, which was expertly refinished in an extremely dark auburn. The fenders had never been off the car, and they still have their original welting around the edges. It was only missing the windows in the doors, but Mr. Babinsky was able to borrow the windows from another car and copy them exactly. The original top was good for patterns, as was the interior, both of which Mr. Babinsky and his team were able to reproduce to exacting original specifications, in light brown leather and tan canvas, respectively. The car has been tremendously successful in national competition. It was awarded Best in Class in the notorious and fiercely competitive American Classic Open class at the 2010 Pebble Beach Concours d’Elegance, where it also received the Classic Car Club of America Trophy. In 2011, the car received an Amelia Award at the Amelia Island Concours d’Elegance, and in 2012, it went on to become a CCCA Senior award winner, being awarded badge number 2981S. As this Packard is still exhaustively finished and thoroughly accurate in all of its details, with nearly perfect panel gaps, it presents as a concoursfinished automobile in all regards, and it is set to continue making successful show appearances with a new owner. It is beautiful from virtually any angle.
210
211
1927 Ford Custom “Voodoo Doll”
229
Identification No. T14774921
• • • •
Kim Vranas’s famed 1927 touring car One of 12 contenders for America’s Most Beautiful Roadster in 2009 The subject of numerous magazine feature articles A thrilling, beautifully detailed modern hot rod
As with many of the world’s great ideas, Voodoo Doll began with a sketch on a napkin over dinner. The meal was shared by Chuck and Kim Vranas, one of hot rodding’s most active couples, and their good friend, who was the editor of Street Rodder magazine, Eric Geisert. It continued with the acquisition of a genuine 1927 Ford touring body (ex-clown car) and a 425-horsepower 1964 Buick Super Wildcat Nailhead V-8, which was a Christmas gift from Chuck to Kim, as it was, after all, her favorite engine.
The body was mounted on a pair of Deuce Factory ’32 frame rails, with a stock 1932 106-inch wheelbase. The rails were boxed, pinched in the front, and equipped with a Model A front crossmember. The front axle was dropped, drilled, and filled with split and drilled wishbones and 1940 Ford spindles, as a foundation for 1940 Ford four-wheel drum brakes, and it was retrofitted with 90-pin aluminum drums. A Posies transverse leaf spring with curved edges and a pair of Houdaille shocks were also fitted, along with a 1937 Lincoln rear end with 1935 Ford split wishbones and a custom Panhard bar. All of this rides on Gennie steel wheels with 1940 Ford DeLuxe covers, which have been wrapped in Coker blackwall bias-ply tires.
Estimate: $90,000 - $125,000
425 bhp, 437 cu. in. OHV Buick Nailhead V-8 engine, Muncie M20 four-speed manual transmission, wishbone front and rear suspension with Houdaille shock absorbers, and four-wheel aluminum drum brakes. Wheelbase: 106 in.
212
The engine was built up to 437 cubic inches of raw power by Reid’s Automotive, and it has been dressed with dual Edelbrock 500 CFM carburetors, a Joe Hunt distributor, and custom one-off lakesstyle headers. It is mated to a Muncie M20 fourspeed transmission with a custom shift handle, and it rests within a steel body that has a custom firewall to accommodate for the various “hot” engine components, which are hiding behind a Deuce grille shell from Brookville Roadsters that has a polished stainless steel insert and a Hallock windshield. Kim spent the most time searching for the correct paint color: Root Beer Metallic, a Sherwin Williams/Planet Color shade, which was pinstriped by Larry Hook. Prior to its acquisition for the Andrews Collection, Voodoo Doll was shown, by invitation, by Kim Vranas at the Grand National Roadster Show, where she was the second woman in 60 years to contend for the famous America’s Most Beautiful Roadster award. It has appeared in numerous publications, including Custom Car (November 2010, feature article), Hot Rod (May 2009), Rod & Custom (June 2009), Street Rodder (August 2009, cover article), and Rolls & Pleats (Issue 31), and it was also featured in the Bruce Meyer Hot Rod Gallery of the Petersen Automotive Museum in Los Angeles. This is one of the most creative, exciting, and, yes, beautiful modern hot rods, and it is sure to be a centerpiece in any collection of modern customizing art.
213
2000 Buick Blackhawk Factory Custom
230
serial No. 1G4gD2211T4700610
• • • • •
The “factory custom” built for Buick to celebrate its centenary Built using the best components from 100 years of Buick One of the most famous modern GM show vehicles Aquired by Paul and Chris Andrews from the GM Heritage Collection “The modern Y-Job”
In 1938, Harley Earl virtually created a modern concept vehicle that was based on his original “dream car,” resulting in the so-called Y-Job, which was a one-off rolling laboratory of new design and engineering ideas that he famously used as a daily driver. The Y-Job’s styling and mechanical ideas would influence two generations of GM products, but it is worth noting that this car was badged as a Buick, which was something that Buick designers
never really forgot, as, over the years, they would return again and again to this special vehicle for design inspiration. Fast forward to 2000. Buick was preparing to celebrate its 100th anniversary in 2003, and the company’s designers looked for an appropriate way to do so. It was eventually decided to build a modern custom car, just as a “customizer” from Detroit would do for the Woodward Dream Cruise, but they would solely use the best production parts from 100 years of Buick. Actual construction of the vehicle would be farmed out to Advanced Automotive Technologies, of Rochester, Michigan, the firm that builds most of GM’s concept vehicles.
Estimate: $300,000 - $450,000
463 bhp, 455 cu. in. OHV GS Stage III V-8 engine with fuel injection, four-speed electronically controlled automatic transmission, four-wheel independent suspension, and four-wheel disc brakes. Wheelbase: 129 in. Please note that this vehicle will run and drive but cannot be registered for highway use in the United States, and it is offered on a Bill of Sale.
214
“NO, REALLY, IT’S A BUICK” The car shown here is the result, and it was a tremendous success at auto shows across the country upon its introduction. This Buick, known as the Blackhawk, had a sensuously curvaceous body that was inspired by the 1941 and 1948 Roadmasters, and in keeping with the theme of a “custom,” the door handles were shaved and the curves were smoothed. The car features a split windshield, as correct for the 1940s, but in a modern touch, the glass panes are curved. The 1939 Buick inspired the distinctive shape of the grille, with its thin vertical bars, while the car’s spiritual ancestor, the Y-Job, donated the ideas of hidden headlights and a retractable hardtop. In keeping with modern engineering, the hardtop’s retraction system was hand-fabricated, and the top itself was built of lightweight carbon fiber. The body was finished in rich, deep Black Cherry, and it housed an interior that was borrowed largely from the 1996 Riviera, one of Buick’s most heralded modern interior designs. Underneath the bodywork was a custom chassis with a 1970 GS Stage III V-8 as its centerpiece. This engine could produce 463 brake horsepower and 510 foot-pounds of torque at 4,200 rpm, and it was mated to an electronically controlled four-speed automatic transmission. All that power was fed to five-spoke alloy wheels, which were wrapped in high-speed Z-rated tires.
215
The Blackhawk captured the attention of the automotive world in 2000, as it was the cover feature of the November 19, 2000, issue of Autoweek, which was amusingly headlined “No, Really, It’s a Buick,” and it made numerous auto show and promotional appearances across North America, including at the 2001 North American International Auto Show in Detroit. Eventually, it retired to the austere ranks of the General Motors Heritage Collection, and it remained a visitor favorite there until 2009, when it was sold to Paul and Chris Andrews. As much as the Andrews’ love the Blackhawk, they are the first to admit that when purchased, it was very much a “show car, not a go car.” Their expert maintenance and restoration team, led by
John Standifer, went over the Blackhawk from top to bottom, working out the bugs in its engineering and making it into a fully functional automobile that can actually be driven. It has been shown in its current ownership at the Amelia Island Concours d’Elegance in 2009, where it was reunited with designer Steve Pasteiner. The car is accompanied by a book of photographs and promotional materials, including a brochure signed by Mr. Pasteiner, and it is, without exaggeration, the most important Buick of modern times. It was a figurehead that led to the brand’s current renaissance and which continues to embody the truth that… “When Better Cars Are Built, Buick Will Build Them.”
216
If you’re talking about customized cars, the Blackhawk is the ultimate expression of Buick. Michael E. Doble, Buick Special Vehicles Manager, 2003
217
1935 Duesenberg Model SJ Town Car
231
Chassis No. 2582
engine No. J-553
Coachwork by Bohman & Schwartz • • • • • •
A one-off streamlined creation on a factory-supercharged chassis Designed for Mae West; built for candy heiress Ethel Mars Formerly owned by William Harrah and Richard Dicker Featured in all of the important Duesenberg texts Original engine, chassis, and body; ACD Certified Category 1 (D-044) The ultimate SJ Duesenberg
After the Walter M. Murphy Company, of Pasadena, California, closed its doors in 1932, former employees Christian Bohman and Maurice Schwartz continued work on their own. They rapidly took up Murphy’s surviving customer base and evolved many of their former employer’s designs, as well as created several new bodies on Model J and SJ chassis. Many of the latter were designed by Duesenberg’s new chief factory designer, J. Herbert Newport, who brought with him a more flamboyant line than his predecessor, Gordon Buehrig.
Estimate: $3,400,000 - $4,500,000
320 bhp, 420 cu. in. DOHC inline eight-cylinder engine with a centrifugal supercharger, three-speed manual transmission, beam-type front and live rear axles with semi-elliptic leaf springs, and four-wheel vacuum-assisted hydraulic drum brakes. Wheelbase: 153.5 in.
218
219
The Bohman & Shwartz factory photograph of the Mars Town Car.
In the book that he later co-wrote with Louis Steinwedel, Duesenberg, Newport included his original sketch of a streamlined design for a formal open-drive town car, along with a caption that read, “A design originally created by J. Herbert Newport for Mae West in 1934.” This would have been one of Newport’s first designs for a Duesenberg chassis, but it clearly showed ahead-of-its-time thinking, with its sweeping, curvaceous fender lines, European-style rear wheel “spats,” and side-mounted spare “shrouds” that eventually made it onto the final car. Ms. West, the famously vivacious actress, eventually declined the design on the basis of either cost or impatience for its creation, depending upon whom you ask. It was instead picked up by another fascinating lady, Ethel V. Mars, who would will and fund it into being on a factorysupercharged, 320-horsepower SJ chassis. Duesenberg built only 38 superchargers, which were moved around to roughly 50 different chassis during the “factory era.” The Mars car, engine number J-553, is significant for having been supercharged from new and for being one of very few four-door “formal” cars that were so-equipped. More importantly, its styling cues would inspire future Bohman & Schwartz and Newport designs, as well as set the design curve that would be followed by the last remaining West Coast Duesenbergs.
220
ETHEL’S YEAR The year 1935 was a good one to be Ethel Mars. She was the widow of the inventor of the Milky Way and Snickers bars, among other confections, and had begun raising and training race horses on their 2,800-acre Tennessee farm. Within a year of her husband’s death, she had proved herself to be both a capable businesswoman and a superb judge of equine talent. Milky Way Farms’ top-of-the-line horses had won $107,565 in 1935 alone, after which their owner went on bit of a spending spree, leaving behind $108,000 for 29 yearlings at the annual Saratoga
sales. She also picked up a new Duesenberg SJ chassis, the car offered here, which she promptly sent off to be bodied with the design that had originally been created for Mae West. The car reportedly cost $20,000, which would put it in the realm of the most expensive Duesenberg ever built. It was finished in Chinchilla Grey, with fur carpeting in the rear passenger compartment and grey upholstery, to which Mrs. Mars had her chauffeur’s uniform made to match. The distinctive art deco interior design, with its delicate door moldings and
plush rounded cushions, was fully Bohman & Schwartz, although it had been adapted from Murphy’s design for a Cord L-29 The completed Duesenberg was extensively photographed when new, including by Bohman & Schwartz at the factory in Pasadena, and it also had a brief appearance in the November 16, 1936, issue of Time magazine, during its New York Auto Show coverage. It was also used, with Mrs. Mars’s chauffeur at the wheel, in advertisements for Vogue Tires, whose doublesided whitewalls could be found on the car.
221
222
223
KNOWN PROVENANCE According to the records of Duesenberg historian Dwight Schooling, the Model SJ remained with Mrs. Mars until her passing in 1945. The following year, it was sold by her estate to renowned Chicago Duesenberg dealer John Troka for $2,500. Over the next six years, it would be passed from Troka to a handful of Chicago-area owners, at one point being used as a taxi and then as a local bank president’s “rainy day car.” In 1951, the Duesenberg was sold by Troka to Walter and Wladzia Podbielniak. The Podbielniaks, both talented engineers and inventors, had made a considerable fortune in manufacturing laboratory equipment and lived a flamboyant nouveaux riche lifestyle. Mrs. Podbielniak would be chauffeured between the couple’s State Street offices and their Lake Shore Drive castle in the Duesenberg or drive herself in a Delahaye upholstered in leopard skin.
them en masse to William Harrah for his famous Automobile Collection in Sparks, Nevada.
The Podbielniaks’ lifestyle was brought down by their eventual divorce, the breathless details of which occupied Chicago’s gossip pages for some time. A liquidation sale of the Lake Shore Drive house was held in 1961, but Wladzia’s reserves on her cars were not met, and she held onto the three automobiles until 1966, when she sold
The Duesenberg remained on display in the Harrah Collection, in largely original and somewhat shopworn condition, for 20 years. Prior to its sale in 1986, it was refinished in bright red by the Harrah’s shop and was then sold to retired railroad executive and car collector Richard Dicker.
Mr. Dicker proceeded to give the Town Car the total restoration that such an important car justifiably deserved, which was left in the hands of Robert Turnquist’s Hibernia Auto Restoration of New Jersey. Hibernia refinished it in Chinchilla Grey Poly, correctly reupholstered the interior, and installed a correct reproduction supercharger after replacing the original unit, which, as on most SJs, had been removed in the 1940s. In this form, the car was widely shown all over North America at various concours d’elegance. Following Mr. Dicker’s passing in 1995, his Duesenberg was sold to the Blackhawk Collection. It went on to be owned by two further respected enthusiasts in the coming years, and then it found its way into the Andrews Collection. By this time, the car had been refinished by RM Auto Restoration in its present menacing black livery and with an interior to the original design but in bright coral, as a dazzling counterpart appropriate for a wealthy socialite. The car has been beautifully preserved during its time in the Andrews Collection, still appearing fresh in every detail, and it has made only a handful of appearances at major concours d’elegance, including Amelia Island.
225
IN EVERY BOOK As an exceptionally well-known and important Duesenberg, the so-called “Mars Town Car” has been the subject of numerous magazine feature articles, with the most prominent being the December 1987 issue of Car Collector magazine. It is noteworthy for appearing in every book published on the Duesenberg marque, including Josh Malks’s Illustrated Duesenberg Buyer’s Guide (page 94), J.L. Elbert’s The Mightiest American Motor Car (page 58; photos on pages 62 and 63), Fred Roe’s The Pursuit of Perfection (page 139), and Dennis Adler’s Duesenberg (pages 120 and 121). Its history file includes not only Mr. Schooling’s report on the car but also the large reference file from the National Automobile Museum and its certification paperwork from the Auburn Cord Duesenberg Club, which recognizes it as a Category 1 car, number D-044, which was issued during Harrah’s ownership. This Duesenberg is a singular car that had been owned by singular people, and it has few equals.
226
227
232
1961 Chevrolet Corvette Chassis No. 10867S101971
• Finished in Jewel Blue with White coves; a single-year option • Features a matching hardtop By the early 1960s, the Corvette was a common sight on main streets and highways throughout America, but that did nothing to diminish the car’s appeal. It was still widely adored by almost everyone, and parking a Corvette in your garage was a dream for many hard-working Americans. It was as much a symbol of success as it was a symbol of American design and engineering. Not only was it a desirable street machine, but the Corvette was also earning victories on race tracks both at home and abroad. In short, the ‘Vette was finally coming into its own.
engine No. 101971
In terms of the first generation of Corvettes, 1961 saw a handful of important changes, with the most noticeable being the cars’ refreshed rearend styling. It was much more angular than previous years, incorporating four taillights, and it was a design that would carry through to the second generation in 1963. The exhaust was relocated under the bumper rather than being integrated within it. The interior remained similar to Corvettes of years past, but the transmission tunnel was narrowed by 20 percent in an effort to provide more interior room. Not only would this be the final year for the Corvette’s now signature 283-cubic inch V-8 engine, but it would also be the last year for two-tone color combinations, which was a look that had come to define “America’s Sports Car” in years past.
Estimate: $75,000 - $100,000
230 bhp, 283 cu. in. V-8 engine with a single Carter four-barrel carburetor, four-speed transmission, independent front suspension with unequal length upper and lower A-arms, coil springs, and an anti-roll bar, live rear axle with semi-elliptical leaf springs and trailing radius rods, and four-wheel hydraulic drum brakes. Wheelbase: 102 in
228
The Andrews’s 1961 Corvette 283/230 presents very well, with its finish in Jewel Blue with White coves and its matching hardtop. The paint shines just as bright as the chrome trim, and the matching whitewalls work well with the car’s paint work. Inside, the car’s blue leather interior shows very few signs of wear. It is fitted with both a four-speed manual transmission and a Wonder-bar radio, which help to make it a wonderful weekend driver. It is also important to note that this Corvette still retains its matchingnumbers engine. Seemingly bridging the styling gap between the first- and second-generation Corvettes, the 1961 and 1962 models represent the end of the line for the iconic “C1” but hint at the forthcoming “Sting Ray,” which quickly became an American icon. To this day, the Corvette remains America’s iconic sports car—a car that was designed to be just as stylish as it was exciting to drive. The Andrews’s example surely won’t disappoint in any regard, and it would stand proud parked in the garage of any enthusiast that is ready to reward themselves.
229
233
1934 Packard Twelve Individual Custom Stationary Coupe Chassis No. 901968
engine No. 901979
Vehicle No. 1108-32
Coachwork by Dietrich
Estimate: $2,400,000 - $3,000,000
Series 1108. Body Style 4068. 160 bhp, 445.5 cu. in. modified L-head V-12 engine, three-speed selective synchromesh manual transmission, vacuum-assisted clutch, shaft drive with a hypoid rear axle, front and rear leaf-spring suspension, and four-wheel vacuum-assisted mechanical drum brakes. Wheelbase: 147 in.
230
• • • • •
A sumptuous, beautiful Dietrich design on the Eleventh Series chassis One of five known survivors; long-term enthusiast ownership Well-known history, with fascinating original ownership Exquisite Pebble Beach Best in Class-winning restoration Simply put, the epitome of CCCA Full Classic design
Packard management, while conservative, was always on the lookout for new talent. When Raymond Dietrich set up Dietrich Inc. in Detroit as the design arm of Murray Body Corporation, his smart and elegant designs attracted the attention of East Grand Boulevard. As a result, Packard soon became one of Dietrich’s best customers, to the point where they incorporated his styling cues in later production cars. After 1933, all open Packards carried Dietrich body tags, as they recognized the influence of Dietrich’s work. However, as all true Packard aficionados know, Dietrich does not necessarily mean “Dietrich.” True Dietrichs are the so-called Individual Custom cars that were built and offered on a limited-production basis, with only a few of each style being produced per year between 1931 and 1934. These Individual Customs were offered only on Packard’s Senior Eight and Twelve chassis, and their lines were simply exquisite, beginning with its graceful vee’d windshield, continuing on to the Dietrich’s trademark beltline, and finishing with a superb and elegantly tailored roofline and tail. One of the most impressive Dietrich bodies was the two-passenger stationary coupe, so-named to set it apart from the coupe roadster. This body was the ultimate in Classic Era logic, and it rode the same 147-inch-wheelbase 1108 chassis as other Eleventh Series Individual Custom Dietrichs, but it could hold only a comfortable pair of adults and their luggage. It was a stunning machine that looked as powerful as, indeed, it was. Five surviving 1934 Eleventh Series Twelve Individual Custom Stationary Coupes are known, of which all but the car offered here are held in long-term, private museum collections, from which they are unlikely to soon emerge.
231
MRS. EKEN’S PACKARD The Stationary Coupe offered here is vehicle number 1108-32, and it was delivered on November 1, 1933, to Morristown Packard, of New Jersey, as is indisputably proven by the original vehicle number plaque still attached to the firewall. While the original Dietrich brass tag is no longer mounted to the wood below the driver’s seat, it was fortunately photographed on the car by a previous owner, identifying it as being body style number 4068 (the stationary coupe) and body number 8232. Most impressively, we know the name of the original owner, thanks to a properly filled-out service booklet for Packard Lubrication Service, which accompanies the car. The booklet notes that model 1108, with engine number 901979, was sold new on November 2, 1933, to Mrs. A.J. Eken, who had addresses in both Morristown and Madison. Given that the date of sale is so near to that of the car’s delivery, it is likely that rather than being built as a showroom display model,
this car was specifically crafted for Mrs. Eken. Mrs. Eken is believed to have been the spouse of Andrew Jackson Eken, one of the contractors who built the Empire State Building. The next owner of record for vehicle number 1108-32 was Charles Earle Theall, who purchased it on August 27, 1957, from Valerie Motors, of Mamaroneck, New York. Mr. Theall’s ownership of the car was no secret, and it was definitely known to enthusiasts, as he is listed with the car in Edward J. Blend’s The Magnificent Packard Twelve of Nineteen Thirty-Four. He worked on its restoration for over 40 years, in a garage that had been built specifically for this purpose, as it was completely walled-in and without a garage door, to keep prying eyes away and to make theft considerably more difficult. The car was acquired from the Theall Estate by Ralph Marano, the first of several important modern-day Packard enthusiasts to have since owned this Stationary Coupe. Its restoration,
232
233
which was performed by well-known Stone Barn Restorations, of Alpha, New Jersey, was begun for Carmine Zeccardi, but it was completed for J. Frank Ricciardelli, who had fallen in love with the car’s elegant lines and masterful detailing. Reportedly, the car’s long, careful storage in the Theall garage had preserved it well, and the panels and paint surfaces were able to be fit laser-tight, with only minor repairs. Considerable research was required to determine the correct colors for the car, which ended up being a lovely, very subtle two-tone mint green arrangement that had been taken from the original sales manual for the Individual Customs. A small square of the original upholstery provided proof of the original materials and weave, while a period photograph reportedly determined the colors. The result is a truly wonderful car with an undeniably authentic look.
The completed car debuted at the 2005 Pebble Beach Concours d’Elegance, where, in a virtually unprecedented performance, it was recognized with a First in Class, the CCCA Award of Excellence, and the Most Elegant Closed Car. Given that historical factory documentation simply does not exist for Packards, it is rare indeed to find a Dietrich Individual Custom with proof of its origins, but in this case, not only does this car have its original firewall-mounted data tag, it also has the service booklet, which confirms its original engine number, original owner, and delivery details. This confirmed history, coupled with the best modern, authentic restoration, which has been recognized as superlative by the most finicky of judges, has resulted in a truly superb Packard Twelve, one that has lines that are anything but stationary!
235
234
1938 Packard Eight Cabriolet Chassis No. 1601-2039
engine No. A311499A
Coachwork by Graber
• • • • •
The 1938 Geneva Auto Salon car Stunning one-off Swiss coachwork Exceptional Steve Babinsky restoration A Best in Class winner at the 2011 Pebble Beach Concours The most beautiful “junior” Packard ever built
Packard had a roaring export business for much of its history, as it was one of the few American automobiles that enjoyed the same prestige in Europe as in its home country. Much of the Packards exported were sold as rolling chassis and then custom-bodied once they reached their destinations. Some of the most beautiful of these were crafted by Hermann Graber, the renowned carrossier of Bern, who is perhaps the most famous and highly regarded of all Swiss coachbuilders. Graber was renowned for the beautiful, solid construction of his bodies, as well as for a surprising range that ran from elegant formal cars to one-off curvaceous showstoppers.
Estimate: $1,400,000 - $1,800,000
Series 1601. 110 bhp, 282 cu. in. inline eight-cylinder engine, three-speed selective synchromesh manual transmission, independent front suspension, solid axle rear suspension with semi-elliptical leaf springs, and four-wheel hydraulic brakes. Wheelbase: 127 in.
236
238
The car on display in Geneva in 1938. Courtesy of David Mitchell.
THE GRABER CABRIOLET This 1938 Packard, a 127-inch wheelbase “junior” Eight, is among the latter. It was bodied by Graber for the 1938 Geneva Auto Salon, and its body virtually duplicates, albeit to a smaller scale, one built for Model J Duesenberg, number J-246. The body was ahead of its time, as the lines include sweeping French-inspired pontoon fenders with fully skirted rear wheels and a single tailfin dropping down the rear deck lid. The hood is covered in dozens of small louvers, and beautiful hints of chrome trim appear everywhere. For many years, the spectacular Packard was lost to most authorities; that is, until it was miraculously uncovered in the early 21st century. The car had been plucked by well-known Swiss enthusiast Erich Traber from an old cinderblock garage, where it had resided for decades. Traber had reportedly spent 20 years pursuing the Packard before finally succeeding in purchasing it. This Cabriolet, still in unrestored condition, down to the years of dust, was taken to the 2010 Pebble Beach Concours d’Elegance, where it was shown in the Prewar Preservation class. Steve Babinsky, the respected Lebanon, New Jersey-based restorer who has long been involved in that class, described it as being in “good original condition, including its original interior; a car that was just ‘on the edge’ of being too original to restore. The paint was a little tired but the interior not so bad.”
239
240
Following Pebble Beach, Mr. Traber sold the Packard to Paul and Chris Andrews, who took it to Mr. Babinsky’s shop for restoration. The car had originally been white, as it was shown at Geneva, but it had worn the present shade of dark green for many years. The decision to restore the car in green was made after the restorers began to take it apart and found dark green under all of the upholstery and weatherstripping. This indicated that “the car had been shown white but probably not delivered in white; Graber probably repainted it for the original owner.” As a solid original car, it took only a year to return this Packard to as near its original condition
as possible. The body was repainted in that beautiful, rich, almost black shade of deep green, and it featured chrome wheel covers that were surrounded by blackwall tires and a snug-fitting beige canvas top. The interior, in rich olivine green, is tight, fresh, and stunning. It is no surprise that this has been one of the Andrews’s favorite automobiles and a muchadmired car by judges as well. It won Best in Class at the Pebble Beach Concours in 2011, followed by a 100-point First Primary score at the 2012 CCCA Annual Meeting. It is ready to stun more judges in continued competition as the sleek, sexy automobile that it is—the best-looking and most sensuous junior Packard ever built.
241
235
1955 Lincoln Indianapolis Exclusive Study Chassis No. 55WA10902
Coachwork by Boano
Estimate: $1,250,000 - $1,600,000
225 bhp, 341 cu. in. overhead-valve pushrod V-8 engine with a single four-barrel carburetor, four-speed automatic transmission, independent front suspension with coil springs and tubular shock absorbers, live rear axle with leaf springs and tubular shock absorbers, and four-wheel drum brakes. Wheelbase: 123 in.
242
• • • • •
A sensation at the 1955 Turin Motor Show Formerly owned by Henry Ford II and Thomas Kerr Exquisitely restored by Jim Cox in its original colors Always an attention-getter and crowd favorite Once seen, never forgotten
On his deathbed, Giacinto Ghia instructed his wife to call Felice Mario Boano and have him save the company. It is indisputable that without Boano’s skill and management, Ghia would not have survived to become one of the great coachbuilders of the post-war era. Before that, in the thirties, it was Boano who quietly, and without fanfare, executed many of the great designs of Farina, Castagna, Ghia, Viotti, and Bertone. However, the names affixed to his work were those of the designers. When relations with Luigi Segre at Ghia grew untenable, Boano, a quiet man, surrendered his interest in the company to Segre and his backers. Yet, Boano’s presence continued among the elite Italian coachbuilders, and it is no surprise that Pinin Farina chose Boano to execute the first design, which he created for series production for Ferrari. It was with Batista “Pinin” Farina that Boano first gained coachbuilding experience, and it was Boano whom Farina chose as one of the small cadre who followed him when he left Stabilimenti Farina to set up his own namesake firm. A few years later, Farina became one of the F.M. Boano Company’s first clients when Boano, in turn, set out on his own. Boano’s steady, long-term view was evident, as he began to teach his son, Gian Paolo, the family craft. Gian Paolo studied at the Liceo Artistico and then apprenticed in the classic style of skilled artisans at his father’s company. His ideas carried many of the characteristics of contemporary American design, yet they had been softened and refined with Italian style and flair. It is no surprise that, as Boano was on his own, he kept his son on as a full-fledged counterpart and collaborator.
243
“IS THIS THE NEXT LINCOLN?” After World War II, Henry Ford II took control of the Ford Motor Company, and he began mentoring projects to bring Ford’s design into the modern era. His interest in European design was well-known, and numerous Italian coachbuilders dreamed of securing a lucrative contract with Ford. Boano was no exception, but he had a secret weapon, an “inside man,” who ended up being a friend that just happened to work for Ford. As the tale is told, the friend said that if Boano would create a dramatic, exciting, and futuristic design on a Ford Motor Company chassis, the friend would serve as a go-between and introduce it to Ford management. Boano agreed, took up a Lincoln chassis, and gave it to his son, who embarked on a fast-track project to complete the car in time for display at the 1955 Turin International Automobile Show, which was, at the time, the preeminent showcase for Italian coachbuilders. The Indianapolis was a typical Italian coachbuilder’s project of the era, as it began with little more than some large-scale sketches, a chassis, sheet metal, and tubing. Boano gave it an extended nose, which had no visible cooling air intake and was flanked by vertical quad headlights. The front fenders reached back into the doors, to end in three shrouded chromed faux exhaust pipes, which were balanced by tall air intakes in the forward edges of the rear fenders and five chromed exhaust splitters. The front wheels nearly disappeared under the orange flow of the fenders, and the wraparound windshield was complemented by a huge rear window that had streamlined C-pillars in the roof. Its body was finished in a bright shade of orange—all the better to draw eyes in a show crowded with coachbuilt confections—and it had an interior that was patterned in checkered black and white cloth, in a nod to the famous “checkered flag.” The completed Indianapolis was every bit the showstopper that Boano had dreamed it would be, even garnering a cover feature in the November 1955 issue of Auto Age magazine, which asked, “Is This the Next Lincoln?” In what must have been a glorious moment for the Boano family, they were offered a contract by Ford, but in a rather odd move, Mario Boano let the offer be known to Fiat, becoming the lever that moved Fiat to commit to establishing their Centro Stile Department and the Boanos as its leaders. As a result, rather than taking up the Ford contract for which they had worked, the Boanos parried it into a new business, running Fiat’s first inhouse styling department. With all the sound and fury done, the Indianapolis itself seemed to have been left behind in the fray.
244
245
THE BOANO EXCLUSIVE STUDY Following its appearance at Turin, the Indianapolis was shipped to the United States and consigned not to Ford Motor Company but directly to Henry Ford II. The car’s history in his hands is not known; however, persistent “word of mouth” suggests that he eventually gave it to his friend, famous swashbuckling actor Errol Flynn. Reportedly, it was later shown in Boston, Massachusetts, where it sustained damage to the interior. In the 1960s, the car was acquired from an owner in Boston by Felix Duclos, of Manchester, New Hampshire. It sat, unrestored, until 1972. At this time, it passed through a series of short-time East Coast owners and then joined the important collection of Thomas Kerr, who, after acquiring some parts from previous owners, stored it for nearly 20 years, as his personal passion for 1930s Packards took precedence. Eventually Kerr came to recognize the car’s importance, and he handed it over to his favored restorer, Jim Cox, to be returned back to “the way
Gian Paolo Boano would have built in 1955, had he had the time.” The work took over two years to complete, and the result remains breathtaking, as the car is finished in its original nuclear shade of orange, with the correct, eye-popping “checkered” interior. The instruments and power steering, which were originally nonfunctional, were rebuilt to working order. The restoration was extensively covered in Automobile Quarterly, Vol. 41, No. 3, in a feature by the legendary Beverly Rae Kimes, who, as Cox’s wife, had firsthand experience with the work.
The exclusive study on display in Turin in 1955.
246
The completed restoration marked the beginning of the Indianapolis’s return to the show circuit, after nearly 50 years. As the car was forgotten by many, it astonished at its debut at the Pebble Beach Concours d’Elegance in 2001, where it completed the Tour d’Elegance and won top honors in the Postwar Custom Coachwork class. It continued to garner awards at the Amelia Island Concours, the Burn Prevention Foundation Concours, and the Bethlehem Concours, as well as at Greenwich in 2003, where it received the Most Outstanding Lincoln award.
In the Andrews’s ownership, the Indianapolis made a grand reappearance at the Pebble Beach Concours in 2013, where it again completed the tour and this time won the Lincoln Trophy. This was a significant honor, as this was the year in which the Lincoln was a featured marque at Pebble Beach and the finest examples of all eras could be found lining the coast of Monterey. Today, the Boano Indianapolis stands as one of the most creative, imaginative, and unrestrained designs from a golden age of Italian coachwork. Gian Paolo Boano’s sole purpose was to attract attention with it, and a half century after it was built, it still does exactly that. Its charm and appeal is accentuated by its restoration, which does things “right” rather than resorting to the whimsical expediency that accompanied Boano’s five-month odyssey from sketch to finished object. This car is flamboyant, exuberant, enthusiastic, and fanciful. It is eye candy, a feast of details, and a feat of unbridled creativity.
247
236
1965 Chevrolet Corvette Demonstration Stand • Used on the 1965 show circuit to demonstrate features of the new Corvette • Built for GM and Chevrolet from an authentic, road-ready 1965 Coupe • Fully functional display piece; sure to be a hit in any collection
The 1965 Corvette Sting Ray sitting atop this demonstration stand was not originally purpose-built for this use. It actually began its life as a roadready early-production example that was finished in Le Mans Blue and had a white interior. When new, it was shipped to a specialty company that produced dramatic and attention-grabbing exhibits for commercial and industrial shows. There, the car was fully disassembled and rebuilt as this one-of-a-kind display stand for use by General Motors and Chevrolet on the auto show circuit.
On display at the opening of Ross Chevrolet in St. Petersburg, Florida, in September 1964.
In order to properly demonstrate all of the hidden mechanical components of the car, the body was mounted on elevating rams that would raise the exterior nearly two feet off of the chassis, leaving its internal running gear exposed. Careful and well-thought-out incisions were made into all of the
Estimate: $1,000,000 - $1,400,000
327 cu. in. V-8 engine, M-20 four-speed transmission, four-wheel independent suspension, and four-wheel disc brakes with four-piston calipers. Wheelbase: 98 in. Please note that this lot is offered on a Bill of Sale.
248
major components to further illustrate its build quality and overall operation. The exterior of the engine, transmission, driveshaft, and other mechanical parts were finished in bright red to clearly contrast the body, and the casting of the four-speed manual gearbox was “cut-out” to showcase the clutch and flywheel. The heads received custom-made, transparent valve covers, with additional cut-out panels revealing the critical inner workings of the fuel-injection unit, exhaust, intake manifolds, and the block itself. The muffler’s exhaust chambers, sections of the chassis, and the right front disc brake were exposed as well, to allow for further inspection of their designs.
At the show, a series of electric motors would lift the body off its chassis by its elevating rams, and then it would operate all of the “cut-away” internal components. Rather than function in real time, the components were geared to work at just a few revolutions per minute, as this would allow for observers to fully digest and understand how the underlying mechanical components functioned. Just like any other engine, the turning cam pushed the corresponding intake or exhaust valve, while the crankshaft pushed each piston to and fro. Brightly plated U-joints, which were attached to the Positraction rear axle, drew onlookers’ eyes to where
249
Amazing detail is exhibited throughout the demonstration stand, as evidenced by the myriad of exposed parts and components. the wheels spun and moved, activating the rear suspension and thus demonstrating the Corvette’s road-holding abilities. Throughout the display, Chevrolet had placed placards that explained each component’s operation in an effort to demonstrate the Corvette’s performance over its competitors. After it left the show circuit in 1965, the display stand’s history is largely unknown. It was discovered in South Africa in the mid-1990s, and from there, it was sent back to the United States with a new owner. Later, it became a centerpiece of the famed collection of Al Wiseman and was then purchased by the Andrews’ in 2007. Under Mr. Wiseman’s ownership, the display stand received a sympathetic restoration, which returned it to the condition that it
250
would have been seen in on the show circuit in 1965. All of the car’s original instrumentation, including the speedometer, tachometer, gauges, a teakwood steering wheel, and amusingly, even its AM/FM radio, are still intact, and the car is still fitted with its original wide sidewall Rayon cord tires. All of the car’s mechanical demonstrations remain in fully functional and working order, including the initial lifting of the body, which is accomplished by the simple push of a button, allowing for its ornate mechanical dance to be enjoyed by all who see it. This unique Corvette demonstration stand is a highly compelling showpiece from Chevrolet’s marketing team. It is truly captivating, and there is no doubt that it helped to woo clients to the Corvette, as well as demonstrate to budding enthusiasts why the Sting Ray was so special. Be it on display in a private collection or in a public museum, it will continue to wow onlookers of all ages. For the Sting Ray enthusiast, there is simply no better, more desirable, or bigger “toy.”
251
1962 Shelby 289 Competition Cobra
237
Chassis No. CSX 2011
• • • •
The first racing-specification Shelby Cobra sold to the public Incredibly well preserved and presented in period livery Single ownership for over 40 years A favorite in the Andrews Collection, with numerous vintage rally outings
CHASSIS CSX 2011: THE PUBLIC’S FIRST RACING COBRA Chassis CSX 2011 was purchased for $7,471 by John A. Everly, of Winfield Kansas, on October 23, 1962, and with that, it became the first Shelby Cobra race car to be sold to the public. Everley, a seasoned racer, traded his Ferrari 375 MM Spider (chassis 0376 AM) for the privilege, and it soon replaced the Ferrari as his racing car of choice, which was no doubt a decision that would have brought a smile to Carroll Shelby’s face.
Estimate: $2,200,000 - $2,600,000
Est. 340 bhp, 289 cu. in. OHV V-8 engine with two Carter four-barrel carburetors, four-speed Borg Warner T-10 transmission, independent front and rear suspension with A-arms, transverse leaf springs, and tube shock absorbers, and four-wheel hydraulic disc brakes. Wheelbase: 90 in.
252
253
Chassis CSX 2011 leading a Ferrari 250 GTO at Daytona in February 1964. Courtesy of the Benson Ford Research Center. The car was fitted with front and rear sway bars, a roll bar, a long-range fuel tank, a flame thrower ignition, and Goodyear T-4 race tires, and it bore oblong “Shelby-AC Cobra” badges, T-handle hood latches, and 5.5-inch-wide painted wire wheels. CSX 2011 was indeed born ready for competition. The car was finished in red with a black interior when new, but it bore a unique blue and white livery when it appeared at its first competitive outing, the Nassau, Bahamas Speed Week in December 1961. In the second race of the Nassau Torist Trophy, Everly and CSX 2011 placed 7th overall. They took to the race track
254
once again in the Nassau Trophy on December 9, placing 26th overall out of a field of 63 competitors. Everly would campaign his new Cobra, wearing #106, in a pair of races at Nassau in 1963, finishing 6th overall and 2nd in class in Race 2 on December 1, 1963. Following a DNF on September 6, Everly and his Cobra finished 16th overall and 3rd in class out of a massive 62 entrants in the Nassau Trophy race on December 8. After a quick break for the holidays, Everley was back on the track in CSX 2011 at the Daytona
Continental 2800 KM on February 16, 1964. Unfortunately, Everly failed to finish, and the car would have a string of DNFs over the next few races at Watkins Glen, Mid-Ohio, and Elkhart Lake. That same year, Everley sold the car to John Archer, of Dallas, Texas, in exchange for the wages he was owed by South West Lotus. Archer proceeded to remove CSX 2011’s original engine and install a Gemini-Ford. The car would not be left without a Shelby heart for long, as Archer soon installed a racing-specification engine from a GT350 that had dual four-barrel Carter carburetors.
FORTY YEARS IN DALLAS
Chassis CSX 2011 at speed on the banking at Daytona in February 1964. Courtesy of the Benson Ford Research Center.
In 1965, the car was purchased by Ron West, also of Dallas, who decided that he would return CSX 2011 to the track, betting it would prove to be quite competitive with its new motor. From 1965 to 1967, West entered the car in a number of SCCA events, where he had considerable success, finishing several races within the top five, with a handful of overall wins included! In 1967, West finished 3rd in the SCCA’s Southwest Division and subsequently received an invitation to compete in the 1967 American Road Race of Champions at Daytona. In order to adhere to an SCCA regulation, his dual-carburetor setup was replaced with a single four-barrel, and with that setup, CSX 2011 went on to finish in a very respectable 8th place. According to the SAAC World Registry of Cobras and GT40s, CSX 2011 made several “midnight runs on the streets of Dallas” before West placed the car in storage at his home. It would emerge from storage a few times over the years to be shown at several SAAC conventions, appearing in unrestored condition and still sporting an inspection sticker from the Bahamas Speed Week in 1963. The car always attracted a lot of attention at SAAC conventions, winning Second Place in the popular vote for 289s at SAAC-10 in Great Gorge, New Jersey, in 1985; Third Place at SAAC-11 in Dearborn, Michigan, the year after; and First Place, as well as Best Cobra, at SAAC12 in Charlotte, North Carolina, in 1987. The Cobra also appeared in a handful of publications, including Tevor Legate’s Cobra: The First 40 Years and Dave Friedman’s Shelby Cobra.
Everly enters CSX 2011 at Daytona in February 1964. Courtesy of the Benson Ford Research Center. 255
256
West eventually decided to put the car up for sale in 1996, but it still remained in his ownership and travelled with him when he moved to Oregon several years later. West continued to own the car until 2007, when it was purchased by a new owner, the car’s first in over 30 years. At the time of purchase, he decided to refresh the car for use, yet he also kept a strict eye on preservation. It was decided that the Cobra would be brought back to the same configuration it appeared in at Daytona in 1964. The owner went to great lengths to preserve the car as much as possible, even leaving the scratch it received at Daytona untouched and retaining traces of the car’s original red paint. Following a rebuild of the car’s 289-cubic inch engine—the same engine installed by John Archer in 1964—the car passed through Charles Wegner
and was then purchased for the Andrews Collection. In their care, CSX 2011 has seen frequent use on vintage rallies, including the Copperstate 1000 in 2013 and 2014, as well as the 2012 Colorado Grand. It is accompanied by a handful of period photographs, several of which have been autographed by Carroll Shelby, and it remains ready for further use on vintage rallies or historic races, appearing just as it did 50 years ago. It is clear why CSX 2011 appealed to Paul and Chris Andrews. As the first Cobra race car sold new to the public, with long-term Dallas ownership and a successful SCCA career, it is the perfect example to enjoy on the open road. Even amongst the Andrews’s incredible collection, this example stands out as a wonderful example of preservation, attention to detail, and racing provenance.
257
238
1957 Pontiac Bonneville Chassis No. P857H33383
• The only fuel-injected example originally finished in Raven Black • Extremely well optioned and fitted with its original 347 fuel-injected engine • Formerly owned by noted collector Brent Merrill In the mid-1950s, many regarded Pontiac as a producer of reliable yet mundane family cars. With the introduction of the Bonneville in January 1957, that reputation quickly went out the window about as fast as the Bonneville traveled. Offered was a car loaded to the brim with every
engine No. P857H33383
power accessory imaginable, resulting in a luxury convertible that made absolutely no compromises whatsoever in terms of comfort. If that didn’t woo prospective buyers, the engine certainly did. The car was powered by a dynamite 347-cubic inch V-8 that was fitted with Rochester mechanical fuel injection, and as such, it was capable of producing 315 horsepower and running from 0 to 60 in 8.1 seconds, which was alarmingly fast for such a heavy car.
Estimate: $300,000 - $400,000
315 bhp, 347 cu. in OHV V-8 engine with Rochester mechanical fuel injection, four-speed Strato-Flight Hydra-Matic transmission, independent front suspension with coil springs, live rear axle with semi-elliptical leaf springs, and four-wheel power drum brakes. Wheelbase: 124 in.
258
Of course, this level of luxury and performance came at a price, $5,782 to be exact, which was over $1,000 more expensive than a fuel-injected Corvette and more than twice the price of a Star Chief Convertible. Only 630 Bonnevilles were produced, making it a truly rare car in terms of overall GM production. Every Pontiac dealer was allocated just one car, bringing a great deal of exclusivity to the individual who was lucky enough to get their hands on one. The example presented here is even rarer yet. It is the only fuel-injected example finished in Raven Black, with a matching Black and Ivory interior and white convertible top. Following a full frame-off restoration to concours standards, it is truly one of the finest examples in existence. This Bonneville shows a high degree of factory correctness, down to the appropriate inspection markings and tags in the engine bay. A correct original spare tire, complete with an original
sticker, tonneau cover, and jack, reside in the trunk. This Bonneville is near flawless throughout, showing few signs of use despite having been restored over 10 years ago. It was previously owned by noted collector Brent Merrill, and it has continued to be preserved in wonderful condition within the Andrews Collection. It is one of the finest examples of its kind in existence.
The Bonneville offered each of its buyers an almost inconceivable choice of power options and even more horsepower, leaving those lucky few wanting for nothing. The Andrews’s example is a one-of-a-kind Bonneville that truly needs nothing, and it would be a wonderful addition to any collection of high-performance American muscle.
259
1989 Ferrari 328 GTS
239
Chassis No. ZFFXA20A6K0079517
• Finished in the iconic Rosso Corsa over Nero • Just over 26,000 original miles • Remarkably well-preserved The 308, boasting one of the most recognizable silhouettes ever penned by Pininfarina, wore a markedly different design from Ferrari’s first twoseat, mid-engined road car, the 246 Dino. While the Dino’s design was curvaceous and voluptuous, the 308’s was angular, sharp, and more progressive. Despite its differences in design, the 308 was an instant hit, and its lines came to define Ferrari’s late ’70s and early ’80s sports cars. Regardless of the 308’s success, after a few years Ferrari was able to refine both its design and mechanical attributes, and in 1985, they released a new model, the 328.
Stylistically, the 328 was very similar to its predecessor, albeit with a few small differences. It received molded bumpers, a slightly smaller front grille, and its most readily distinguishable feature: a small roof spoiler that was mounted just aft of the rear seats. Pininfarina’s designers also took the time to smooth out the lines on the body, to make it appear slightly less aggressive but more refined. The 328’s interior received more supportive seats, along with superior ergonomics and improved general quality, which made the car’s driving experience more intuitive. Mechanically, the V-8’s bore and stroke were increased, which increased capacity to 3,186 cubic centimeters. As a result, horsepower was increased to 270 brake horsepower at 7,000 rpms. This made the 328 capable of a top speed of 160 mph and a sprint from 0 to 60 mph in just 5.5 seconds. The Ferrari was lightning quick when new and remains fast enough to outrun most cars on the road today.
Estimate: $75 000 - $125 000
270 bhp, 3,185 cc DOHC transverse-mounted V-8 engine, five-speed manual transaxle, front and rear independent suspension with unequal length A-arms, coil springs, a stabilizer bar, and telescopic dampers, and four-wheel ventilated disc brakes. Wheelbase: 92.5 in.
260
000
YYY MAKE MAKE model model Chassis No. ###########
engine No. ###########
Coachwork by P ininfarina
This particular 328 GTS was produced in November 1988 as a 1989 model, and it has received several minor interior upgrades by a previous owner. It is finished in iconic Rosso Corsa over Nero and sports aluminum pedals and a slightly larger gear shifter and knob, as well as a modern Alpine stereo with a CD player. This car was purchased for the Andrews Collection from an owner in Canada, and it still remains in remarkably well-maintained condition. Additionally, it retains its original jack, tools, and tool roll, a red Ferrari-branded car cover, and its original shift knob.
The 328 is widely considered by tifosi to be one of the most reliable Ferraris to have ever left Maranello, and they are also considered to be excellent drivers by enthusiasts, not only for their exciting performance but also their wonderful road manners and relative comfort. The 328, truly one of the best cars produced in the Fiat era, is considered by many to be the best car for a first-time Ferrari owner, and the Andrews’s example will surely not disappoint.
261
240
1948 Cadillac Series 62 Club Coupe Custom Chassis No. 486211324
• Customized by Charlie Brewer and Bobby Griffey • A modern custom with a period look and feel The Cadillac presented here, originally a low-mileage Series 62 Club Coupe, was discovered in Northern California in the 1970s and then shipped to Ohio. At that time, it was completely stock, with the exception of being fitted with its present 472-cubic inch Cadillac V-8. It was enjoyed in that state over the next few years, until it was decided that the car would undergo mechanical and cosmetic customization. In the 1980s, the Cadillac was sent to custom car builder Charlie Brewer. Brewer began with chopping the top by two inches in the front and two and a half inches in the rear. At the same time, the rear deck lid was spliced and refitted. To continue the car’s smooth and streamlined look, all of the emblems, the hood ornament, and other trim were removed, as were the door handles. The Cadillac’s original split windshield was replaced with a cut-down wraparound windscreen from a 1950 Oldsmobile 98. The bumper guards were removed, and a single dual over rider from a 1952-53 Kaiser was added to the rear. The Cadillac was finished with 48-spoke wire wheels that were fitted with whitewall tires, as well as twin Appleton spotlights and twin exhausts.
Estimate: $130,000 - $160,000
Est. 375 hp, 472 cu. in. Cadillac V-8 engine, GM Turbo 400 three-speed automatic transmission, independent front suspension with A-arms and coil springs, rear air suspension with an Oldsmobile 98 solid axle, and four-wheel disc brakes. Wheelbase: 126 in
262
The car’s current 472 V-8 was completely rebuilt and fitted with largerdisplacement 500-cubic inch cylinder heads. Power was sent through a GM Turbo 400 three-speed automatic transmission to a solid rear axle from an Oldsmobile 98. Under the hood, the engine compartment was detailed and the air cleaner was painted to match the exterior finish. The interior work was left to noted specialist Bobby Griffey, and it included reupholstering the car in a two-tone maroon and white to match the exterior. Both the headliner and carpets were finished in a matching maroon as well. Furthermore, the dash was completely refinished to match. For ease of access, an under-dash trunk release was installed and a control panel for the rear air suspension was placed in the glove box. Like the interior, the trunk is finished in a matching maroon, and it also houses a matching spare. This custom “Sedanette” was acquired by the Andrews’ in 2007, and it still remains in remarkable condition, ready to cruise and enjoy.
263
241
1956 Ford F-100 Custom Chassis No. F10D6L-15174
• Commissioned for noted hot rod and racing enthusiast Joe MacPherson • Tastefully customized to MacPherson’s “five-percent” rule • Simply one of the finest custom trucks extant The Ford F-100 has been a favorite of hot rodders since they were new, and to many, it is the quintessential American pickup hot rod. It bore a unique style that could be easily enhanced with minor customization, yet it was
still a truck and inherently practical. Under Joe MacPherson’s ownership, this 1956 F-100 was extensively customized by “Squeak” White and the renowned Mike Chrisman. MacPherson customized the truck to stay within his “five-percent” rule, meaning that the truck would be recognized for what it was yet slightly cleaner and smoother cosmetically over stock.
Estimate: $350,000 - $450,000
Est. 600 bhp, 427 cu. in. SOHC Ford V-8 engine with electronic fuel injection, Ford C-6 automatic transmission, independent front suspension with A-arms, coil springs, and shock absorbers, custom four-link rear suspension with Spax coil-over shocks and a solid rear axle, and four-wheel disc brakes. Wheelbase: 118 in
264
Under the hood is a 1965 Ford 427 V-8 that utilizes 9:1 JE pistons, stainless steel valves, and a high-capacity oiling system, and it is estimated to make roughly 600 horsepower. The engine is fed by a Hilborn fuel-injection system that has been converted to modern electronic operation and is mated to a Ford C-6 automatic transmission. The exhaust flows though custom two-inch headers to a 2½-inch exhaust system with Mega Flow mufflers. Furthermore, the truck is fitted with disc brakes and power steering, for added drivability, as well as the front suspension from a 1978 Ford and a custom four-link rear suspension with a nine-inch rear axle. In order to attain a more pleasing overall profile, the front sheet metal of the truck was rotated downward and the core support was shortened in order to relocate the hood and fenders. The truck’s cab and bed were tilted forward on the same angle to match. The drip rails were completely removed, and the upper cab seams were filled and smoothed. The gas filler, cowl, heater vents, front fender, and hood seams were filled as well. Further smoothing out the look of the F-100 included shortening the hood
peak, rounding out the door corners, and removing the wind wings. The bed boasts a very modern look, as it is trimmed with stainless steel and oak and the floor has been lifted two inches over stock. Custom hinges and latches were installed for the tailgate, and the taillights from a 1934 Ford were fitted for a retro look. Inside, the truck was fitted with a gauge cluster from a 1999 Mustang and bucket seats from a Chevrolet Tahoe, which are divided by a customfabricated aluminum console with a built-in switch panel to control the ignition, headlights, windshield wipers, drop-down license plate, and high beams. The interior was reupholstered in burgundy by Little John’s Interior Concepts, and it features a GM steering column and column-mounted shifter that has been fitted with a steering wheel from a 1952 Ford. The leather door panels were fitted with armrests from a 1956 Chevrolet, and the stainless steel trim was sourced from Chevrolets of the same era. Although the truck appeared unfinished and in bare metal in issue number nine of The Rodder’s Journal, it now wears a brilliant shade of PPG Twilight Blue polyurethane paint, which wonderfully complements its oak-trimmed bed and burgundy interior. What sets this F-100 apart from the rest is its incredible look, as it is more streamlined and aggressive than stock but not overtly so. Its painstaking attention to detail and build quality only make it that much more tastefully unique.
265
242
1963 Meskowski Sheraton-Thompson Dirt Championship Car engine No. 255-231
• Two-time USAC National Championship winner • Driven by the legendary A.J. Foyt • Comprehensively and authentically restored For the 1964 USAC season, reigning champion Sheraton-Thompson Racing, led by George Bignotti, returned in grand style, armed with a beautiful, stateof-the art Dirt Championship car built by the legendary Wally Meskowski. Although it was similar to the very successful 1960–1963 car, Meskowski made a number of subtle improvements that effectively exploited the hardcharging driving style of A.J. Foyt. The new chassis continued to utilize Meskowski’s trademark placement of two hydraulic shock absorbers at each wheel, except for the left-rear position, where only one shock absorber was mounted. Power-assisted steering was added to reduce steering effort and driver fatigue, and
the oil tank was repositioned internally to the rear of the chassis, which improved weight distribution slightly. The most significant improvement was an upswept frame and belly pan, otherwise known as a “kick up,” which had been designed into the right-rear corner of the car. This feature was added in response to Foyt’s flat-out driving style, and it prevented the right-rear chassis and belly pan from bottoming out while exiting corners under full throttle. The well-seasoned team absolutely dominated the 1964 USAC calendar, winning its fourth National Championship in only five seasons. Its recordsetting 10 victories out of 14 races, which includes five victories with the team’s Watson roadster on pavement and five dirt-track wins in the new Meskowski, is an achievement that has been duplicated just once, by Al Unser in 1970.
Estimate: $550,000 - $700,000
255 cu. in. Offenhauser DOHC inline four-cylinder engine, Meyer-Drake two-speed transmission with reverse, tubular front axle and a Halibrand Championship rear end with a three-inch open tube axle, front and rear cross-torsion bar suspension, and Halibrand four-wheel disc brakes. Wheelbase: 96in. Please note that this lot is offered on a Bill of Sale.
266
A.J. Foyt driving flat-out around the Langhorne Speedway. He would win the race and ultimately the 1964 USAC Championship. Courtesy of Walter Imlay. The eventful 1965 season was marred by a severe accident during the January NASCAR race at Riverside, where Foyt, driving another car, suffered a broken back and other serious injuries. Incredibly, Foyt later attempted to qualify for the Indianapolis 500 and managed to score two dirt-track wins, along with three victories on pavement. While Foyt did capture the pole in 10 events, the National Championship proved elusive. However, Foyt and the Meskowski are best remembered for what was later hailed as “Foyt’s Greatest Ride.” Although the new wave of rearengined “funny cars” began to overwhelm the traditional roadster-style Champ cars by 1965, Foyt and the Meskowski were still able to stun the racing world at Milwaukee on August 12. Transporter delays prevented the SheratonThompson team from delivering their LotusFord in time for qualifying sessions, but Foyt, undeterred, chose to qualify with the Meskowski
267
dirt car instead. After literally spraying off the mud of the previous day’s dirt race and a quick switch to pavement tires, Foyt received permission to take two extra practice laps before qualifying. Incredibly, Foyt grabbed pole position! Only tire problems and a late pit stop denied Foyt the win, but he did manage to take 2nd place, behind Gordon Johncock. In 1966, Foyt was sidelined once more, as he was suffering from severe burns that he had received during an accident at an Indy car practice at Milwaukee in June of that year, but he managed a stunning comeback in 1967. Foyt won his fifth USAC Championship, including three victories on the dirt, as well as a third Indianapolis 500 victory and two other wins in the Ford/Coyote rear-engined pavement car. This car retired in 1968 and was then sold by Foyt to Lou Senter, a long-running USAC team owner. The faithful “Offy” was replaced with a Ford four-cam racing engine at some point, and later, it was replaced with a small block Chevrolet V-8 engine that had an eight-inch setback. A roll cage was added, and the car was actively campaigned by Senter, with Bob Cicconi at the wheel, until as late as 1984, when the car was in a crash at Eldora, Ohio. Vic Yerardi, who had wanted to purchase the car, happened to be at Eldora that very day, and he immediately offered to purchase the car. According to Yerardi, Senter accepted, and he even threw in the original tail and upholstery, some original wheels, and the original rear end assembly. Over a three-month period, Yerardi and Bobby Seymour restored the chassis, with help from Louie Seymour. Reportedly, while at the Hoosier 100, Yerardi met a stranger who had introduced himself as a former crewmember on this car, and he offered the car’s original front axle to Yerardi. The car was then restored to its former glory, carrying its original tail, rear end, and upholstery. Body work, including the faithful refabrication of several panels, was performed by Jerry Weeks,
268
who utilized period photography to ensure accuracy. Keith Hanson recreated the beautiful white finish, along with the blue, red, and gold leaf accents, which were originally applied by Dean Jeffries. In the interest of authenticity, Jeffries was consulted to correctly match the paint codes. After the restoration was completed in 1988, the historic car was actively campaigned and displayed by Yerardi at vintage races and shows throughout the United States, and it ultimately won an AACA National Senior award in 1988. In late 1999, the car was purchased by Joe MacPherson and then displayed at Joe’s Garage,
along with other significant Sprint cars. In 2008, it was acquired by the Andrews Collection, along with their Watson Roadster. This 1963 Meskowski-built Sheraton-Thompson Championship Dirt Car has been impeccably restored, with many period competition victories to its name and having been driven to two USAC National Championships by the great A.J. Foyt, and as such, it is a lasting tribute to its owners, drivers, and restorers. It will certainly provide a welcome entry to a growing number of vintage racing car events, including, most appropriately, the Vic Yerardi Memorial, where it may very well be the star attraction.
269
243
1989 Porsche 911 Turbo Coupe Chassis No. WP0JB0935KS050251
• Believed to have been sold new in the Dallas area • Last year of the 930 Turbo; the most sought-after model • Includes Porsche Certificate of Authenticity It goes without saying that the 911 Turbo is a highly important automobile for Porsche. Not only was it the first street-legal automobile to feature turbocharging, a technology that had previously only been utilized on race cars, but it also confirmed that the 911 could compete with the higherhorsepower cars produced elsewhere in Europe. Its performance was incredible, as the Turbo boasted a top speed of just over 155 mph and a 0–60 time of 4.9 seconds.
However, like other high-horsepower cars, the Turbo demanded 100 percent from its drivers due to its tendency to oversteer at the limit and the engine’s significant “turbo lag.” The Turbo quickly gained a reputation for being unforgiving in the hands of inexperienced drivers. Nevertheless, customers loved it, and the 911 Turbo proved to be a huge success in both the European and North American markets. As a result, turbocharged variants have been a staple of Porsche models, particularly 911s, ever since.
Estimate: $80,000 - $100,000
Type 930. 300 bhp, 3,299 cc SOHC horizontally opposed air-cooled six-cylinder engine with a single turbocharger and Bosch electronic fuel injection, G50 five-speed manual transmission, independent front and rear suspension, and ventilated and cross-drilled power disc brakes. Wheelbase: 89.4 in
270
Enthusiasts often consider the 1989 Turbos to be the best year, as it was the only year that the Turbo was fitted with Porsche’s bulletproof G50 five-speed manual transmission. They also boasted slightly increased performance over the original 3.0-liter models, as their 3.3-liter engine allowed for a 0–60 time of 4.6 seconds and a top speed of 172 mph. Productionof the 930 ceased the following year, and Porsche transitioned to the new Type 964 Turbo in March 1990. The 1989 911 Turbo in the Andrews Collection is a U.S.-delivery example that is believed to have spent its entire life in the Dallas-Fort Worth area. When delivered, it was finished in Black over a linen leather interior and fitted with an amplifier system, limited slip differential, a shorter gear shift lever, a sport steering wheel with a raised hub, and the highly desirable factory sliding sunroof. The odometer currently shows just over 57,360 miles, all of which are believed to be original and commensurate with the Porsche’s overall condition. It’s also important to note that this 911 Turbo comes complete with a factory-correct set of manuals, a proper tool kit, and its space-saver spare wheel.
Ever since its introduction, the Porsche 911 Turbo has been the performance benchmark for the sports car industry. Nineteen eighty-nine models have always been highly sought after, as they are the final year of what many consider to be the finest generation of 911 Turbos. The Andrews’s example is ready for whatever its new owner has in store, making it a wonderful acquisition for any enthusiast looking to experience the legendary Turbo.
271
244
1931 Duesenberg Model J ‘Disappearing Top’ Convertible Coupe Chassis No. 2414
engine No. J-395
body No. 921
Coachwork by Murphy
Estimate: $2,500,000 - $3,000,000
265 bhp, 420 cu. in. DOHC inline eight-cylinder engine, three-speed Warner Hi-Flex manual transmission, beam-type front and live rear axles with semi-elliptical leaf springs, and vacuum-assisted four-wheel hydraulic drum brakes. Wheelbase: 142.5 in.
272
• • • •
One of about 25 original Murphy Disappearing Tops built Original chassis, engine, and body Painstakingly restored and a multiple award winner ACD Club Certified Category 1 (D-146)
The Walter M. Murphy Company, of Pasadena, California, produced roughly 100 bodies for Duesenberg, which was more than any other coachbuilder, and it more or less served as the de facto Model J body maker on the West Coast. Their most popular body style was the twopassenger convertible coupe with a rumble seat, of which about 60 were made, but not all of these were equal. Murphy initially produced the convertible coupe with a top that folded down into a low pile and was exposed behind the driver’s seat, in the fashion of most convertibles of the time. Roughly 25 of these were produced, followed by a series of interim cars, mostly one-off designs, in which the top folded down into a well behind the seat and was covered by a low leather snap-on tonneau. This eventually evolved into a true “disappearing top” model, in which a flush-fitting metal lid replaced the tonneau, creating a smooth, flat line that ran from the edges of the hood to the doors and down over the rear deck. This top, coupled with Murphy’s signature thin “Clear-Vision” windshield pillars and disappearing side windows, gave the convertible coupe the sporting appearance of a true roadster. Unlike the standard convertible coupes, which were often produced for Duesenberg factory stock, the disappearing top models were all fully custom, as recognized by their 900-series body numbers, and they were built for their original owners. This special status, along with their spectacular lines, has made them perhaps the most iconic bodies on the Model J chassis.
273
Jim Talmadge’s photo of J-395 in Hollywood in 1941. Courtesy of Dwight Schooling.
This Duesenberg displaying its well-preserved original condition in 1985. Courtesy of Dwight Schooling.
A HOLLYWOOD MODEL J Body number 921 was installed on a short-wheelbase Model J chassis, number 2414, and featured engine number J-395, which, according to the notes of late Duesenberg historian Ray Wolff, had been tested on August 12, 1930. The body was delivered to the Duesenberg company on May 4, 1930, and it cost the original owner $2,130. According to the records of Duesenberg historian Dwight Schooling, the earliest owner of J-395 was Blake Garner, who owned the car in Chicago as of 1936. Despite much research on the part of RM Sotheby’s, little is known about Mr. Garner. The car is likely to have been originally primrose yellow with apple green fenders, as this is the color scheme it wore for many years. By 1941, the car had come to Los Angeles, where, at a gas station, it was photographed in its yellow and green livery by Jim Talmadge, the son of silent film stars Buster Keaton and Natalie Talmadge and a well-known Model J enthusiast himself.
275
The car had been purchased by George Schweiger Sr., a dentist who was also a part owner of an auto rental company. Pacific Auto Rentals, as it was known, specialized in a very useful business in Hollywood: supplying prop cars for the film studios. The company operated out of 310 South Barendo Street, in what is now Koreatown, in Los Angeles, and it boasted an enviable inventory of just about every imaginable vintage vehicle, from Model Ts to Mercedes-Benzes to Isotta Fraschinis and even a few Duesenbergs. If you see a great car in a 1930s Hollywood film, chances are that Pacific Auto Rentals was behind it, and the firm has become a legendary name to Southern California car enthusiasts, equating them with the fabled hordes of the Brucker Family and Art Austria. According to a February 1951 Popular Mechanics article on the Pacific Auto Rentals fleet, “a very fine Duesenberg Convertible Coupe became ‘camera shy’ and was sadly sold to a Duesenberg enthusiast.” In May 1949, J-395 was sold by Schweiger to John Guthrie, a man with homes in New York City and Coalinga, California. By October 1950, it had passed to H.D. Carmichael, also of Coalinga. In 1956, J-395 rejoined the Pacific Auto Rentals fleet. It would remain with PAR for the next three decades, during which time it became a considerably well-known automobile in West Coast ACD circles, as well as one of the most widely known Duesenbergs by the public. In 1962, it appeared alongside Bette Davis and Joan Crawford in the famous thriller What Ever Happened to Baby Jane? In the 1970s, it was a regular in the television series Bring ‘Em Back Alive, as well as a featured player in the 1976 film Gable and Lombard. The car was also the subject of a feature article in the August 1970 issue of Car Classics magazine.
276
277
Following the passing of George Schweiger Sr. in the early 1980s, the entire Pacific Auto Rentals Collection was sold to the Imperial Palace of Las Vegas, which cherry-picked the cars and sold the remainder at an auction on the front lawn of the Ambassador Hotel on August 18, 1985. Here, J-395 was sold to renowned Philadelphia collector Oscar Davis, who had it refinished in all-over cream with a maroon chassis. In 1993, J-395 was sold back to the Imperial Palace, reportedly as the 50th Duesenberg in their vast collection. When the collection dispersed in 1998, it spent time in the Blackhawk Collection, and then it was acquired by Chris and Kathleen Koch, of Palm Coast, Florida.
The Kochs reportedly invested more than $500,000 in the Duesenberg’s present restoration, which included a full mechanical restoration by Brian Joseph’s highly respected Classic & Exotic Service, of Troy, Michigan. A cosmetic restoration and final assembly were handled by a talented Florida-based restorer, Steve Cooley Jr., of Tavares. After three years of painstakingly rebuilding virtually every component, the car was presented at its first concours, the Pebble Beach Concours d’Elegance, where it was awarded a Best in Class. It went on to be shown a further 17 times in a two-year period, and it won nothing less than first place each time.
Today, as a long-term resident of the Andrews Collection, there is no doubt that this car remains one of the finest Disappearing Top Convertible Coupes extant, and it is still capable of winning many more times on the concours field. Its restoration still appears fresh, even after participation in two 1,000-mile Duesenberg Tours, with the first one being in Texas in 2010 and the second in Virginia in 2014, and it shows no significant signs of wear and tear. With its impeccable provenance, its original chassis, engine, and body, and its ACD Club Category 1 Certification, as well as an important file of history and photographs, it is surely the preeminent example of what may well be the greatest Duesenberg body style.
279
1935 Cadillac V-16 Imperial Convertible Sedan
245
engine No. 5100043
body No. 86
Coachwork by Fleetwood • • • • •
One of only six built; originally delivered to the Lilly family Formerly owned by Richard Gold and Dr. Barbara Atwood Award-winning restoration by a marque specialist Documented by its original build sheet A “Sixteen” of tremendous presence
By 1935, the era of the Cadillac V-16 was rolling towards an end. The car still offered matchless engineering, which operated under the same durable, smooth, and beautifully built overhead-valve engine with hydraulic valve lifters that had been created by Owen Nacker for the 1930 season. Its styling had been updated to follow other Cadillacs over the years, with increasingly more full-bodied and streamlined lines, and in turn, it grew even longer, with the car finally measuring over 20 feet from stem to stern. There may have been more modern luxury cars in the offering by 1935, but absolutely none had the V-16’s presence and personality. It was a grand car for the grand person who could still afford one, which was a description that was applying to fewer and fewer people as the Great Depression wore on. Cadillac built only fifty V-16s in 1935, and survivors are few and far between, probably numbering fewer than a dozen altogether.
Estimate: $750,000 - $1,000,000
Series 452D. Body Style 5880. 185 bhp, 452 cu. in. overhead-valve V-16 engine, three-speed selective synchromesh manual transmission, independent front suspension with coil springs, three-quarter floating rear axle with semi-elliptical leaf springs, and four-wheel mechanical drum brakes. Wheelbase: 154 in.
280
281
The car offered here is believed to be one of six Imperial Convertible Sedans built on the V-16 chassis in 1935. Its original build sheet clearly identifies body number 86, the number which can still be found on the original tag on the firewall today, and body style number 5880, although the build sheet misidentifies it as a “Conv. Coupe.” One wonders about the mindset of the employee typing Cadillac’s build sheets, as the same sheet also identifies this car’s engine number as 5100143, while the engine is clearly stamped 5100043, which is an error on either the part of the stamper or the build sheet creator. Interestingly, the build sheet records the car as having been delivered through Hoosier Cadillac Company, of Indianapolis, with “Tag – E.B. Lilly.” The “Tag,” in Cadillac parlance of this era, meant to hold the car for a special customer, in this case for someone who was likely a member of Indianapolis’s prominent Eli Lilly pharmaceutical family. In the November/December 1963 issue of The Self-Starter, page 13, further ownership history of the car is detailed, beginning with a U.S. Army captain who sold it to a St. Paul, Minnesota, used car dealer in the 1950s. It was sold by the dealer to the late Dexter Buell, next passing to John Morgan,
then to a Mrs. Norval, and finally, in 1957, to Alden O. Johnson, of Minneapolis. It was still recorded with Mr. Johnson in 1963, and in a roster of extant V-16s that had been prepared by Stan Squires in the early 1970s, it was said to be “disassembled, with no running boards, but otherwise [in] good condition.”
According to a long-time Classic Car Club of America member and past president, the late Richard Gold, he found the Cadillac courtesy of a mailman whom he had paid to peek into garages located in the Twin Cities area, where Gold also lived. At the time of its discovery, it was, according to restorer Steve Babinsky, “an amazing original car, with excellent and untouched original paint, chrome, and upholstery.” Photographs on file show what appears to be this car in the ownership of Thomas Barrett, and it is still in its original condition, as this was prior to its acquisition in the mid-1980s by one of the most famous collectors, the late Dr. Barbara Atwood. As Dr. Atwood was never one to leave a stone unturned in her prized collection, she elected to have Mr. Babinsky restore the superb original car; this was a job that he completed with no little amount of trepidation, stating later that “she should never have restored it.” The paint was precisely matched to the correct factory color of Diana Cream, and the interior was upholstered in brown leather, which was specially ordered to match the factory material, as was the brown carpeting.
282
As an Imperial model, the car has a limousine-style interior, with a division window twixt the driver and passengers. The fully restored instrument panel holds an authentic Master radio, as listed on the build sheet, with its power being supplied by a Cadillac “B� Eliminator that is located under the hood.
fine older restoration, one that would require only further detailing for continued show appearances. It is accompanied by a copy of its build sheet, as well as by a small file that includes invoices and documents from its Atwood restoration.
As the car had been regularly shown but seldom driven in the quartercentury that it spent with Dr. Atwood, it required thorough servicing and detailing upon its acquisition by the Andrews Collection. Today, its paint is still shining, and overall, it is in excellent condition, with only a few minor blemishes from age and use. The interior is lightly stretched on the driver’s seat but otherwise pristine. Overall, the Cadillac features a
There are few Cadillacs that have the tremendous power and presence of an original V-16, especially one from the later years of production. With so few built, fewer still have survived, and even less of those are original convertible models. Offered here is a superb example that has always been well-maintained, first by its original family and more recently in the hands of renowned enthusiasts.
283
246
1966 Pontiac GTO Hardtop Coupe Chassis No. 242176P217751
• Fitted with the desirable “Tri-Power” 389 and four-speed transmission • The first year of the GTO as a separate Pontiac model In late 1963, the GTO was developed by John Z. DeLorean as a performance option for the Pontiac Tempest, and it was conceived to give Pontiac some additional performance in their lineup. The GTO combined aggressive styling and even more aggressive performance to lure muscle car buyers
engine No. 545327
to Pontiac. Interestingly enough, the entire project circumvented GM’s prohibition of fitting an engine over 330 cubic inches in their intermediate models, making the car somewhat of an in-house hot rod. Nevertheless, it proved to be successful and helped cement DeLorean’s reputation in the industry. The GTO option attracted 32,540 buyers in 1964, and according to legend, Pontiac received 5,000 orders before the GM brass even learned of the car’s existence!
Estimate: $40,000 - $60,000
360 bhp, 389 cu. in V-8 engine with three Rochester Two Jet two-barrel carburetors, four-speed manual transmission, independent front suspension with coil springs, live rear axle with semi-elliptical leaf springs, and four-wheel drum brakes. Wheelbase: 115 in.
284
By 1966, the GTO had been introduced as its own specific model within Pontiac’s lineup. Fittingly, it was restyled with a slightly more curvaceous design, and it would gain what would become known as “Coke bottle” styling cues for its rear fender lines. The standard 389-cubic inch engine was tuned to belt out 335 horsepower, but the most desirable option was the “Tri-Power” setup, which had triple two-barrel carburetors that could bring horsepower to 360, making this high-powered version a fierce competitor on drag strips across America. According to the car’s window sticker, when this 1966 Pontiac GTO Hardtop Coupe was delivered to Ray Steidle Pontiac, of Milford, Ohio, it was equipped with a Tri-Power 389 that was mated to a four-speed manual transmission; the “Ride and Handling” package with heavy duty shocks and a stabilizer bar; and Rally wheels. It wore Barrier Blue paint with a Blue interior, which is the same color combination it sports today. Documentation accompanying the car suggests that after leaving Ohio, the GTO remained in the Southeastern United States, with owners in Tennessee, Virginia, and North Carolina, before finding its way to the Andrews’s in Fort Worth, Texas.
The GTO proved to be a massive success for Pontiac, with a total of 96,946 examples sold, and the 1966 model remains one of the most beloved by enthusiasts. The Andrews’s example checks all the right boxes. With the TriPower 389 and a four-speed transmission, it is ready to trounce Mustangs at the stoplight, just as it did when new.
285
1960 Fiat 500 Jolly
247
Chassis No. 100 032743
engine No. 110.000 037618
Coachwork by Ghia
• The iconic high-society beach car • Simple yet stylish; the ultimate accessory • Ready for waterfront use Normally when one imagines the automobiles of the rich and famous, grand European marques such as Rolls-Royce, Bentley, Ferrari, and Maserati come to mind. However, when those well-to-do are spending time at the beach, more often than not they are seen behind the wheel of the amicable Fiat Jolly. The 500 Jolly was based on the reliable mechanicals of the Italian “people’s car,” and it featured dune buggy-like coachwork by Ghia, of Turin, with open sides, a simple surrey top, and wicker seats. They often sported
brightly colored paintwork, making them quite the automotive beachfront accessory. As such, they were all the rage in resort towns like Nassau or Key West, and they could often be spotted on the deck of one’s yacht as a tender. In fact, the Jolly was the brainchild of Fiat Chairman Gianni Agnelli, who himself desired a small yet usable car that could be easily transported aboard his 82-foot ketch, Agneta. This 500 Jolly is finished in a very attractive shade of light green metallic paint, and to call it “eye-catching” would be an understatement. It was fully restored nearly 10 years ago, after having spent its whole life in California, and it was reportedly primarily used within a private golf community for several years prior to restoration. The traditional wicker seats are covered
Estimate: $90,000 - $125,000
16.5 bhp, 479 cc OHV two-cylinder engine, four-speed manual transmission, front and rear A-arm suspension with coil springs, and four-wheel hydraulic drum brakes. Wheelbase: short
286
with white leather seat covers, which match the Jolly’s green and white leather-trimmed top. It has been upgraded with a modern stereo that has a CD player and speaker, providing the driver and passengers with the opportunity to enjoy their favorite tunes while cruising down to the waterfront. Fiat Jollys are incredibly simple yet eternally stylish, making them the perfect vehicle for getting out and about in beachfront towns and thus eliminating the hassle of a full-sized automobile (with doors). Although the Andrews’s example could fit in the bed of the average pickup truck in Texas, there’s no denying that it carries much more in terms of personality.
287
248
1949 Mercury Convertible Chassis No. 9CM-163072
body No. 5338
• An American icon • Beautifully restored, with subtle custom features • Correctly finished and detailed Although it is a much larger looking car than the new Ford, the 1949 Mercury actually preserved its former 118-inch wheelbase. It also had a stepped feature line that ran from the front fenders, across the doors, back along the rear quarter, and dipped down to the bumper. While Mercury shared Ford’s new independent front suspension and open driveline, it departed from the
common engine program that was in place between 1946 and 1948, and it received a larger 255-cubic inch version of the flathead V-8. The new car, which was introduced in April 1948, was well-received. Model year sales expanded six-fold from 1948, which was aided in part by a longer model year. In all, more than 300,000 were sold.
Estimate: $100,000 - $140,000
Series 9CM. 110 bhp, 255.4 cu. in. L-head V-8 engine, three-speed manual transmission, coil-spring independent front suspension, solid rear axle with semi-elliptical leaf-spring suspension, and four-wheel hydraulic drum brakes. Wheelbase: 118 in.
288
The iconic Convertible offered here, one of 16,765 produced, underwent a complete restoration in its previous ownership, during which it was beautifully refinished in showquality Metallic Red Firemist, with a durable and tasteful two-tone grey vinyl interior and a matching silver-grey dashboard and trim, as well as a full power black Haartz cloth top. Gleaming replated chrome and polished stainless trim can be found on the grille guard, the correct Mercury full-disc wheel covers, and the gas door molding. The package is completed by power windows, a factory AM radio, a clock, rear fender skirts, and wide whitewall tires. Slight custom features, including tinted glass, slightly lowered suspension, and chrome headlamp “eyelids,� give the car a period look. Under the hood, the powerful V-8 engine is fully painted and carefully detailed to factory standards, with correct decals, Ford-scripted hoses, and proper wiring clips and hose clamps. The dual exhaust, which was not standard in 1949 but still fun, provides just the right throaty exhaust note. As this handsome and beautifully presented Mercury features one of the most popular, attractive, and collectible designs of the 1950s, it will look right at home at the local cruise night or malt shop.
289
249
1959 Lister-Chevrolet Chassis No. BHL 127
engine No. 3789935
• British chassis engineering and American grunt • Cost-no-object restoration by Lister experts • Winner of the Sussex Trophy at Goodwood and the BRDC ’50s Sportscar Championship • All-time lap record holder for a 1950s sports car at Oulton Park, Goodwood, and Spa • Perhaps the fastest 1950s vintage racer available today Numerous privateer racing drivers got it in their mind to build their own car in the 1950s, with each experiencing varying degrees of luck on the track. Brian Lister had the money and the engineering know-how, so his first racing car, which was built in the mid-1950s with the able assistance of Don Moore and Archie Scott-Brown, was an incredible success, collecting a 1st or 2nd place finish wherever it roamed. Its success with MG and Bristol was such that Lister soon had the financial backing of Shell/BP, as well as a deal with Jaguar to supply engines for a car that would be capable of winning the World Sports Car Championship. The result, the Lister-Jaguar, was also a world-beater, and it was eventually developed into the now-legendary “Knobbly,” nicknamed for its curvaceous but rather bumpy bodywork. Nothing performed like a Knobbly Lister…and nothing quite looked like one either.
Estimate: $500,000 - $650,000
436 bhp, 283 cu. in. Chevrolet OHV V-8 engine, four-speed Borg-Warner T-10 manual transmission, parallel wishbone front suspension with coil springs, de Dion rear axle, and four-wheel Girling disc brakes. Wheelbase: 90.75 in. Please note that this lot is offered on a Bill of Sale.
290
Eventually, as often happened in the 1960s, a U.S.-built engine was dropped into a British-built sports car. The result was the Lister-Chevrolet. It boasted hairy performance and was more than competitive, as it became “the car to beat.” The Listers swept the SCCA Championships in 1958 and 1959. Unfortunately, with the success of the Lister-Chevrolet, the “ultimate” Lister came at the end of the company’s life, as production wound down in 1959, after fewer than 50 cars had been produced, only 16 of which were Chevrolet-powered.
The cars were virtually forgotten for many years, but their fame has recently caught a second wind, as a new generation of owners has come to appreciate the performance that once delighted friends and terrified enemies. The short supply of Listers when new, and the relatively few that have survived the hard life of track cars, has added to their increasing desirability. They are wonderful vintage racing machines, and they remain capable of holding their own against anything else Europe has to offer.
291
The Lister-Chevrolet offered here is chassis number BHL127. In 1959, this example was finished as a Frank Costin-bodied car, and it came with a Chevrolet engine. It was reportedly owned in its early years by Chuck Howard and Tracy Bird, who raced it at such tracks as Road America and Elkhart Lake. Definitive records on Listers are in short supply for various reasons, and there is no factory documentation available for any car, but this car’s identity as chassis number BHL127 is fortunately supported by the lettering stamped into the chassis, which is in Brian Lister’s unique and instantly identifiable font. Later, the car was definitively owned by Jim Mullen, and documentation from the 1970s indicates that it was approved by the Vintage
Sports Car Club of America. Not long afterward, it journeyed to England and was owned by Barry Simpson, David Clark, and Walter Becker, of Switzerland. At some point, the car was rebodied with its present Knobblystyle bodywork, which is believed to date back to Simpson’s ownership and to have hailed from his shop.
Any lack of contemporary racing history was obliterated when the car, which had been rebuilt by Mark Lewis Design Engineering, won the BRDC Championship outright, leaving such worthy competition as Cobras and E-Types in its dust at the British Grand Prix support race, and also when it won the Sussex Trophy race at Goodwood twice. In the early 21st century, this car has achieved 34 top-three finishes at some of the most prestigious races in the world, as well as set all-time lap records for a ’50s sports car at Oulton Park, Goodwood, and Spa. This car has seen serious racing at such events as the BRDC, the Stirling Moss Trophy, the VSCC, and the HGPCA, and it has never failed to leave without a place among the winners. The engine of the car is presently built to produce about 435 horsepower at 6,400 rpm, as it has been tuned for its most recent racing season. The lightweight Knobbly bodywork makes this a very, very fast automobile indeed. The car is accompanied by a dynamometer sheet that confirms its horsepower reading, as well as the proper FIA paperwork, a large binder of historical and technical information, and an extensive spares package, which includes, among many
292
other things, a spare engine, a gearbox, and an extra hood panel. Simply put, this Lister-Chevrolet made a lot of people in considerably more famous and considerably less quick racing cars very angry when it tore through the European racing circuit, and it has been called one of the fastest 1950s racing cars in existence. It is now positioned to possibly do the very same in historic racing in the United States, from which its roaring engine came and where it would be eligible for many of the most prestigious events and fully capable of winning them. Its body may be “knobbly,� but no one will ever joke about its power and effectiveness on the track!
293
1953 Pontiac Chieftain Deluxe Eight Custom Catalina
250
Chassis No. P8XS31497
• • • •
A limited-production model; offered only in 1953 Well-restored by a previous owner Engine and transmission rebuilt in 2006 A wonderful local “cruiser”
For 1953, Pontiacs were all-new once again. The Chieftain line was now the only series offered, but it appeared in two trim levels, Special and Deluxe, with one-piece windshields, a wraparound rear window, new hood ornaments, “stepped” rear fenders that hinted at Cadillac’s tailfins, large chrome headlight housings, a new grille design that incorporated parking lights, and Panorama View gauge clusters.
One of the new models, which was available with both six- and eightcylinder power, was the Custom Catalina, a comfortably appointed and stylish two-door “hardtop” design that had pillarless doors. It was distinguished by horizontally grooved chrome plates at the leading edge of the rear roof pillar, and it could be had only in Laurel Green, Milano Ivory, or a two-tone combination. The Custom Catalina offered here is finished in the latter, and it features a lovely older restoration, which was completed by its previous owner, a
Estimate: $40,000 - $60,000
118 bhp, 268.4 cu. in. L-head inline eight-cylinder engine, column-shift three-speed manual synchromesh transmission, independent front suspension, solid axle rear suspension, and four-wheel hydraulic drum brakes. Wheelbase: 122 in.
294
schoolteacher who had grown up with and loved Pontiacs. While the restoration has worn lightly with age and occasional use, it holds up well overall, which is a testament to the passion of its restorer, and the car has also benefitted from a more recent rebuild of its engine and transmission in 2006. The chrome throughout is in good condition, and the interior shows only light wear to the driver’s seat, from the car having been used and enjoyed as intended. The plush vinyl and cloth upholstery is correct, as are the additional features of a three-speed synchromesh transmission, a sun visor, rear fender skirts, a clock, a heater, and a pushbutton AM radio. Recorded on its odometer are 53,601 miles, which is likely the correct mileage from new. This is a handsome Pontiac, one that will be welcomed at local shows and cruise-ins, as it is a wonderful weekend driver.
295
251
1962 Chevrolet Corvette “Gulf Oil” Race Car Chassis No. 20867S103980
engine No. 2103980
• The 1962 SCCA A/Production champion • Driven by the legendary Dr. Dick Thompson for Grady Davis’s Gulf Oil Racing team • Winner of the first-ever NCRS American Heritage Award • Extensively documented, authentically restored, and beautifully maintained • One of the most significant of all Corvette racing cars
AMERICA’S SPORTS CAR Undoubtedly the most cherished and desirable Corvettes of all time are those that took to the race track in the 1950s and 1960s, where they would do battle with Europe’s finest. In this regard, the Corvette was truly America’s sports car and a symbol of the Land of the Free’s ingenuity, tenacity, and a never-ending desire to be and beat the best. The 1962 Corvette offered here is one of the most iconic Corvettes in existence. It wrote its name into the history books over the course of the 1962 racing season, and it was associated with a number of individuals who were hugely important not only to the history of the Corvette but also American sports car racing.
Estimate: $2,000,000 - $2,750,000
360+ bhp, 327 cu in. OHV V-8 engine with Rochester mechanical fuel injection, four-speed manual transmission, independent front suspension with upper and lower A-arms, unequal length wishbones, coil springs, an anti-roll bar, and tubular shocks, live axle rear suspension with semi-elliptic leaf springs and tubular shock absorbers, and four-wheel heavy-duty drum brakes. Wheelbase: 102 in.
296
297
The Corvette was already a very desirable car by the time it came off the production line, as it was fitted with the 327/360 fuel-injected engine, a massive 37 gallon fuel tank, and the highly capable RPO 687 package, which was a package that only 246 Corvettes received that model year. This option put the car in virtually race-ready condition “as-is,” as it added heavyduty brakes, suspension with special rear shocks, additional air scoops for the brakes, and a quicker steering ratio. After being completed, it was sent to Don Yenko’s famous Chevrolet dealership in Cannonsburg, Pennsylvania, from which it was sold to Grady Davis’s highly successful Gulf Oil Racing team, who prepared it for competition in the 1962 SCCA A-Production series.
298
A CORVETTE AND A DENTIST The racing record that followed was truly astounding. Starting with the Daytona National race on January 28, Dick Thompson, known as “The Flying Dentist” for his somewhat less glamorous day job, piloted the Corvette to a 2nd place finish in this highly competitive event. That would be just the beginning of the Corvette’s success, and the lowest place it would sit on the podium that year. It returned to Daytona a few weeks later, for the Continental 3 Hour race, and it won its class. The car would see an identical result at the 12 Hours of Sebring, with Duncan Black and M.J.R. Wylie behind the wheel, thus cementing the Corvette’s credibility on the world stage.
Tony Denman en route to a 2nd in class finish at the Daytona Continental 3 Hour race in 1963. Courtesy of ISC archives.
Sebring was the only event that Thompson sat out of, but he would be behind the wheel of the Corvette for the remainder of the year. Throughout 14 races, the Corvette chalked up an incredible 12 wins following Daytona and Sebring, at such race tracks across the northeastern United States as Watkins Glen, Road America, and the Virginia International Raceway. That season helped to cement Dr. Thompson’s reputation as not only one of the greatest drivers in SCCA history but also one of the greatest drivers to have ever piloted a Corvette in competition. Following the end of the 1962 season, the Corvette returned to Yenko Chevrolet and was purchased by Tony Denman, who continued to campaign the car. It returned to Daytona for the 250-mile race, as well as the 3 Hours of Daytona, placing 6th and 22nd overall, respectively, which translated to a 2nd in class on both occasions. This was quite impressive considering that Denman had been racing for less than a year at the SCCA Driver’s School (with Thompson as his instructor). Nineteen sixty-three would be the end of the Corvette’s racing career, as it was converted to street specifications and sold at the end of the season.
The Yenko team inspects the Corvette prior to the 1962 12 Hours of Sebring. 299
Date Event
Driver Finish Race number
January 26, 1962 Daytona National Dr. Dick Thompson
13th overall; 2nd in class
February 11, 1962 Daytona Continental 3 Hour Dr. Dick Thompson
13th overall; 1st in class
11
March 23-24, 1962
12 Hours of Sebring M.J.R. Wylie and Duncan Black
1st in class: 18th overall
2
April 13-15, 1962
Washington Marlboro Governor’s Cup Dr. Dick Thompson DNF
April 28-29, 1962 Virginia International President’s Cup Dr. Dick Thompson
1st in class
11
May 12-13, 1962 Cumberland Steel Cities National Dr. Dick Thompson
1st in class
11
May 26-27, 1962 Arkansas Stuttgart National Dr. Dick Thompson
1st in class
June 2-3, 1962 New York Bridgehampton National Dr. Dick Thompson
1st in class
June 13, 1962 Elkhart Lake Dr. Dick Thompson
1st in class
June 16-17, 1962 Road America Dr. Dick Thompson
1st in class
11
July 7-8, 1962
Lake Garnett Grand Prix Dr. Dick Thompson
1st in class
11
August 4-5, 1962
Wisconsin Grand Prix Dr. Dick Thompson
1st in class
11
August 26, 1962 Connellsville Divisionals Dr. Dick Thompson
1st in class
September 21-22, 1962
1st in class
11
February 16, 1963 Daytona 250 Miles-American Challenge Cup Tony Denman
6th overall
19
February 17, 1963 Daytona Continental 3 Hour Tony Denman
22nd overall; 2nd in class
19
September 22, 1963 USRRC-GT at Mid Ohio Tony Denman
4th overall
19
Watkins Glen Grand Prix Dr. Dick Thompson
Racing to a 1st in class finish at the 1962 12 Hours of Sebring.
REDISCOVERED BY REVEREND ERNST For the next 20 years, the Corvette’s racing history remained unknown, as it was driven as a street car, repainted green, and then red, and then passed through just four owners during this time. It was purchased by Rev. Mike Ernst, a Lutheran minister and a known Corvette expert, who found the car being used as a daily driver by a college student who was completely unaware of its racing history. Ernst confirmed not only that the car was sold new with the RPO 687 package but also that it was a legendary piece of Corvette history. He was further able to confirm the car’s identity throughout the disassembly process, prior to a restoration.
Although a number of the car’s racing components were missing, Ernst was able to track down the missing parts through Tony Denman, who had kept the components in his parents’ garage before selling them in 1979. Ernst was able to buy the missing parts back in May 1985, reuniting the Corvette with its original engine block, cylinder heads, exhaust manifold, Yenko heavy-duty suspension, Stewart Warner gauges, and roll bar, amongst other original components. Following the completion of the restoration back to its Gulf Oil livery in 1987, the Corvette hit the show circuit and almost instantly began receiving awards. The car appeared at Bloomington Gold in 1987, where it was displayed as part of the Special
Collection, which was made up of historically significant Corvettes. That summer, it was invited to the Monterey Historic Automobile Races, where it would take to the track for the first time in over 30 years. It was only fitting that Tony Denman, the last person to race the Corvette competitively, would be invited to get behind the wheel at this event. Under Rev. Ernst’s ownership, the Corvette returned to Bloomington in 1994 and 1997, and it also received the NCRS’ first-ever American Heritage Award, further celebrating its historic significance. Rev. Ernst sold the Corvette to Vic Preisler, who had the car restored once again, and he continued to proudly show it off on the race track and at concours events.
301
302
In 2003, the 50th anniversary of the Corvette, this car was quite a frequent sight at numerous events that celebrated Chevrolet’s milestone. It was displayed and raced at the Monterey Historic Automobile Races, the Corvette 50th Anniversary celebration in Nashville, the Los Angeles Auto Show, the Petersen Automotive Museum, and the Sebring Race Corvette display. Following an invitation to participate at the Corvettes at Carlisle Race Car Reunion in 2004, the car was inducted to into the Bloomington Gold Hall of Fame. The car received another restoration in 2007 and was once again invited to Corvettes at Carlisle, where it was part of the Chip’s Choice display in 2007. The Corvette was purchased by the Andrews’ in 2008, and it has remained in their collection ever since, amongst many other great performance cars of the era. This Corvette is accompanied by an extremely impressive and comprehensive file that contains documents and photos from throughout its life, and it remains ready to return to the show field or the race track, where it would be welcome with the best.
303
252
1939 Ford DeLuxe Tudor Custom Chassis No. 18-5150549
• Formerly of the John Ridings Lee Collection • Modern performance with “stock” good looks • Subtle, powerful, and a lot of fun The 1939 Ford is considered by many to be one of the most stylish Fords of all time. Its good looks are owed to designer Eugene T. “Bob” Gregorie, who is most famous for penning the original Lincoln-Zephyr, and the keen aesthetic sense of Edsel Ford. Teardrop headlights, a vertical bar grille, and body-side trim strips are details that add to the car’s great looks.
Not surprisingly, the 1939 Ford has become a great favorite for modern hot rodders and customizers. The car offered here, as one would expect from an automobile from the Andrews Collection, is a bit different than most customs; in that, at least from the outside, it appears completely stock. Underneath, however, features very modern performance, which is found in the form of a 340-horsepower, 327-cubic inch 1965 Corvette V-8 engine and the original 1939 Ford three-speed manual transmission, which has been adapted to fit.
Estimate: $50,000 - $75,000
340 bhp, 327 cu in. Chevrolet OHV V-8 with a single four-barrel carburetor, Ford three-speed manual transmission, solid front axle with a transverse leaf spring, ¾-floating rear axle with a transverse leaf spring, and four-wheel hydraulic drum brakes. Wheelbase: 112 in.
304
The Suede Green Pearl Metallic finish appears totally correct to the era, while the 15-inch Ford wheels have actually been cut down from standard 16-inch rims and are wrapped in wide whitewall tires with special hubcaps and trim rings. Further detail extends to its 1955 Thunderbird-style interior, which is upholstered in brown leather by Vaughn’s Upholstery and is surrounded by complementary metallic chestnut trim and hardware. Even the chrome throughout is of an excellent, high quality. The “build” of this DeLuxe Tudor is second to none, and indeed, the car spent several years in the prominent Texas collection of John Ridings Lee, alongside coachbuilt Bugattis and Alfa Romeos. It is a car true to the Andrews Collection’s proudly Western roots, and it is an automobile that will look right at home cruising along local two-lane highways or heading downtown for the local cruise night during the summer months.
305
253
1953 Chevrolet Bel Air Convertible Chassis No. C53B088834
• An exquisitely detailed restoration • Finished in the original color of Target Red • One of the finest survivors of the original Bel Air
body No. 265
the Corvette that stole all the headlines, it was the all-new Bel Air that was Chevrolet’s crown jewel, with advertisements declaring it to be: “Startingly New! Wonderfully Different!”
To say the least, 1953 was an active year for Chevrolet, as it had introduced three new models, which gave them a total range of 17 different offerings— the largest range in the company’s history. While it was the introduction of
In truth, the Bel Air was not all that new or different, but it was a beautifully built and well-equipped American family car, and it was offered with everything that was standard on lower-priced series but with a lot more
Estimate: $60,000 - $80,000
Series 240. 115 bhp, 235.5 cu. in. OHV inline six-cylinder engine, two-speed Powerglide automatic transmission, independent front suspension with coil springs, semi-floating rear axle with semi-elliptical leaf springs, and four-wheel hydraulic drum brakes. Wheelbase: 115 in.
306
comfort, convenience, and styling features. Americans embraced the new Fisher Unisteel body, with its enlarged luggage and passenger space and one-piece curved windshield, while the all-new 115-horsepower Blue Flame inline-six, which came standard with the selection of Powerglide automatic transmission, was the most powerful version yet of the famous “Stovebolt.” The Convertible offered here features an exceptional restoration, and it is certainly among the finest, if not the finest, available today. The body has been taken back to its original color of Target Red, which was applied over laser-straight panels that have outstanding fit, and the vinyl interior is tight, fresh, and as-new. The chrome trim is bright and lustrous throughout, down to the dashboard. There is an abundant amount of options and accessories found on the car, including an AM radio, a correct Chevrolet heater, chromed wheel covers, a driver’s-side mirror with a spotlight, and wide whitewall tires. A correct spare wheel and tire reside in the trunk. Underneath and under the hood are as clean as the rest of the car, with correct wiring, decals, and detailing found throughout.
This is an outstanding Bel Air that had only 52 miles recorded on its odometer at the time of cataloguing, and it is one that is surely to be a great favorite of crowds and judges, wherever it ventures. Compared to all others on the market, it is, indeed, “Wonderfully Different!”
307
254
1987 Land Rover Range Rover Chassis No. SALHV1142HA296603
• The first year of the Range Rover’s return to the U.S. market • Finished in brilliant Tuscan Blue In the world of SUVs, the Range Rover is the gold standard. As it is capable of getting through, by, or over almost any obstacle in its path, while also providing its occupants the very best in British luxury, it is no wonder that the Range Rover is often the first choice of heads of state and barons of industry when it comes to off-road vehicles.
Although the Range Rover saw great success in Great Britain and overseas, it didn’t quite catch on in the United States, and it pulled out of the U.S. market in 1974. Thirteen years later, in 1987, Land Rover decided it was time to give the American market another shot. Unlike overseas, the only powertrain available to U.S. customers was the 3.5-liter V-8 engine with a four-speed automatic transmission. That first
Estimate: $20,000 - $30,000
150 bhp, 3,532 cc aluminum V-8 engine with Lucas electronic-port fuel injection, ZF four-speed automatic transmission, front suspension with a rigid axle, a Panhard rod, and coil springs, solid rear axle with trailing links, coil springs, and a Boge Hydromat ride-leveling unit, and four-wheel power disc brakes. Wheelbase: 100 in.
308
year, just 1,762 examples were sold stateside, at a price of $30,825, which was quite a hefty premium over comparable models from Toyota and Jeep. For 1988, over twice that amount would be sold to the U.S. market, and from that point onwards, the Range Rover’s popularity stateside would only increase. The SUV offered here was purchased by the Andrews’ from an individual in California. It was refinished in its current eye-catching shade of Tuscan Blue, a popular color for earlier Range Rovers, by a previous owner. The interior is finished in Pembroke Grey leather, the only available color for 1987, and it contrasts wonderfully with the walnut veneer, making for a rugged yet stately appearance. It is fitted with off-road tires and is said to be equally comfortable both on and off the road. Although it got off to somewhat of a rocky start in the U.S., the Range Rover has established itself as the finest four-wheel-drive vehicle that money can buy. While many would have seen the reintroduction of the SUV as a risky maneuver, it certainly paid off after customers who were willing to pay the price realized that this was unlike any other off-road vehicle they had ever driven. This Range Rover is ready to continue turning heads, and as such, it would make a wonderful daily driver for the off-road enthusiast or a vacation-home toy for the enthusiast looking for something a little different.
309
255
1955 Chevrolet 3100 Cameo Pickup Chassis No. VH2550022560
• One of the most important post-war Chevrolet trucks • Rare and desirable example • Beautifully restored Nineteen fifty-five was a hugely important year for Chevrolet. Not only did their passenger car lineup receive numerous updates, but their trucks received a similar treatment as well. Although the majority of the 1955 lineup was introduced in the fall of 1954, the all-new-for-1955 trucks weren’t quite ready for the unveiling, resulting in a first and second series
of trucks for the model year. This newer style would feature lower and sleeker hood and fender lines, a panoramic wraparound windshield, and an egg-crate grille. For 1955, the most chic and sporty Chevrolet pickup truck one could buy was the half-ton 3100 Cameo Pickup. The truck was marketed towards a more suburban crowd, who would use their pickup around town rather
Estimate: $50,000 - $60,000
180 bhp, 235 cu. in. V-8 engine with a single Holley carburetor, Hydra-Matic transmission, front and rear suspension with leaf springs and shock absorbers, solid rear axle, and hydraulically operated front disc brakes with rear drum brakes. Wheelbase: 114 in.
310
than on the farm. Every example that left the factory was finished in Bombay Ivory with a red interior and had a bed with red-painted trim. Other identifying characteristics found on the truck included vertical chrome moldings covering the gap between the box and the cabin. The slab-sided rear fender skins were made of fiberglass, as was the tailgate panel, which attached directly to the steel tailgate to conceal a hidden compartment that housed the spare tire. The Cameo also received unique taillights, and a red-painted Chevrolet bow-tie emblem was emblazoned on the tailgate. This 1955 Cameo Pickup was purchased by the Andrews’ in 2011 and was refinished with their Flying A logo on both the driver’s- and passenger-side doors, which beautifully highlight the car’s Bombay Ivory over red color scheme. This truck has clearly been very well restored, as it appears virtually as-new, with the exception of an upgraded Holley carburetor sitting atop its 235-cubic inch V-8. Inside, the truck comes equipped with the optional heater and defroster, as well as an AM radio. Nineteen fifties-era pickup trucks have always had a loyal following for a number of reasons. As they are often the subject of performance and cosmetic modifications, it can be difficult to find Chevrolet pickups of the era restored to its correct configuration. With allegedly only 5,220 produced for the 1955 model year, this Cameo is a must-have truck for any Chevrolet enthusiast, and it would look especially fetching next to a matching Corvette of the same year.
311
1955 MG TF-1500
256
Chassis No. HDP467/7691
By the time production ceased in March 1955, just 9,600 TF roadsters had been built, with about 3,400 of those being TF-1500s.
• The last of the traditionally styled MG sports cars • An ideal British sports car The TF was introduced as the replacement to the TD in 1953, and it shared many similarities with its predecessor. The mid-section of the body was retained, but at the front end, it bore a shorter and slightly more sloping radiator grille and the headlamps were integrated into the wings rather than mounted on their own. The interior remained largely similar as well, albeit for independently adjustable seats. At first, MG continued to use the 1,250-cubic centimeter engine found in the TD, but as time went on, it became apparent that the TF could use an increase in power. November of 1954 brought about the larger displacement TF-1500, which would eventually account for more than half of TF production. This engine did an incredible job of increasing performance. Top speed was increased to nearly 145 km/h, and the TF-1500’s 0–100 km/h time was also reduced to 16 seconds, which was some two seconds faster than the outgoing TF-1250.
The example presented here is perhaps the most classic example of a MG TF, as it is finished in the traditional British color scheme of green over a tan leather interior, with a beige convertible soft-top and tonneau cover. The MG’s green finish presents quite nicely, and the exterior chrome shines bright, while the top exhibits no flaws whatsoever. Step inside, and it’s clear that the interior has been maintained just as well as the exterior, as both seats show only slight wear from normal road use. Nothing but the octagon-shaped gauges (to echo the MG badge) are present to distract the driver from the task at hand. With the introduction of the MGA as the replacement to the TF-1500, the long line of traditionally styled MG sports cars, which began with the TA in 1936 and straddled both pre-war and post-war production, came to an end. This particular MG TF-1500, perhaps the most desirable of the series thanks to its larger engine, shows very well, and it would certainly make for an exciting driver.
Estimate: $25,000 - $35,000
63 bhp, 1,466 cc inline four-cylinder engine with two SU carburetors, four-speed manual transmission, independent front suspension, rear suspension with a solid axle and semi-elliptical leaf springs, and four hydraulic drum brakes. Wheelbase: 94 in.
312
313
1941 Packard Custom Super Eight One Eighty Sport Brougham
257
vehicle No. 1452-2063
Coachwork by LeBaron
• • • •
One of only 99 built and about 30 known survivors Documented as having appeared in The Godfather Formerly of the Don Rook Raspberry Manor Collection An ideal, solid restoration project
As the custom coachbuilding industry faded out of existence in the early 1940s, American luxury automakers slowly discontinued the factorycatalogued “semi-customs” that had topped their lines for over a decade. Packard was among the last to offer bodies by coachbuilders Rollson and LeBaron, with the latter being a division of Briggs by 1941, but it still produced beautifully appointed and largely hand-built bodies in limited numbers.
Most of LeBaron’s final Packard offerings were formal limousines, which were to be driven by a chauffeur. However, in 1941 only, an “owner-driver” variant, the Sport Brougham, could also be had. It was essentially Packard’s version of the Cadillac Series 60 Special, and it featured a striking design, with narrow chromed window frames and a “formal” rear window on the shorter 1907-series chassis, as well as a sumptuously appointed fivepassenger interior. Only 99 Sport Broughams were built, and survivors are quite rare.
Estimate: $40,000 - $60,000
Series 1907. 160 bhp, 356 cu. in. L-head inline eight-cylinder engine, three-speed manual transmission with factory overdrive, independent front suspension with coil springs, live rear axle with semi-elliptical leaf springs, and four-wheel hydraulic drum brakes. Wheelbase: 138 in.
314
Mr. Rook was an active collector of both Packards and Chrysler “Letter Cars,” keeping his collections in large barns on the grounds of his bed and breakfast, the Raspberry Manor in Mena, Arkansas. After his passing in 2010, the collection was dispersed and this Sport Brougham was acquired for the Andrews Collection. The car wears what is strongly believed to be its original factory paint, as well as a completely original interior, which is in remarkably good condition. While the engine number cannot be discerned, it is almost certainly the original unit, as its appearance is consistent with the patina found on the rest of the Packard. At one point, the Andrews family had been planning to make the car a reliable runner and driver by cleaning it up and using it “asis,” but they simply never got around to the project, and they have decided to pass it to a new owner. The car offered here, which is identified by its original firewall plate as vehicle number 1452-2063, is equipped with dual side-mounted spares and running boards, both of which were optional features in 1941, and it was sold new in Philadelphia. It was used in the classic 1972 Francis Ford Coppola film The Godfather. The car appears in a scene early in the film, as part of a group of cars lined up outside the Corleone family compound to attend Connie Corleone’s wedding. Alfran Productions, Mr. Coppola’s production company, rented the car from its owner of many years, the late Don Rook, as is documented by a lettter on file that identifies this Packard by its vehicle number.
This handsome CCCA Full Classic is ideal for cleaning up, driving, and enjoying, or it could be the best possible basis for a complete restoration, as it is a solid survivor from the last days of coachbuilding, with its own special Hollywood connection.
315
258
1949 Cadillac Club Coupe Custom engine No. 49752352
Coachwork by Aust in Speed Shop
• A collaboration between Austin Speed Shop, Jesse James, and the Andrews’ • Powered by a Buick “Nailhead” V-8
This unique custom Cadillac Club Coupe was built as a collaboration between Austin Speed Shop, Jesse James, and the Andrews’s own in-house team. Its body sits on a custom-built chassis and sports a lowered roof that
has been chopped by three inches, as well as shaved door handles. The onepiece front and rear bumpers were custom-made, as were the numerous other unique touches found throughout. Powering the Cadillac is a 425-cubic inch Buick V-8 engine that has been fully rebuilt with new pistons, rings, bearings, valve guides and springs, and a Competition Cams Thumpr camshaft, which is mated to a new GM 700R4
Estimate: $25,000 - $50,000
400 bhp, 425 cu. in. Buick Nailhead V-8 engine, GM 700R4 four-speed automatic transmission, Ride Tech air suspension with front A-arm suspension and a solid rear axle, and power-operated front disc brakes and rear drum brakes. Wheelbase: 126 in.
316
four-speed automatic transmission. Power is sent to the wheels through a solid nine-inch Ford rear axle. The engine also boasts custom-built polished stainless steel headers, as well as a similarly polished stainless steel exhaust system. The engine is cooled by a new four-row aluminum radiator. The Cadillac rides on a Ride Tech air suspension with custom-fabricated upper and lower control arms for the front and rear suspension. To reel in the Buick’s horsepower, the car has been fitted with power front disc brakes and drum brakes at the rear. The interior of the Cadillac has not been finished, but it should be noted that all of the seat and interior panels have been fabricated, along with the custom-built floors. Those panels and covers are finished in Blue Pearl Essence leather, which creates a remarkable contrast to the brushed steel body. Although the car is incomplete, it comes with the vast majority of the parts required to complete the build. Interested parties should contact an RM specialist in advance of the sale for a complete list of all of the available parts.
Thanks to its body modifications and air-ride suspension, this custom Cadillac boasts an incredible stance, which is a look that is further enhanced by its bare steel body. It represents a remarkable collaboration between the Andrews’, Austin Speed Shop, and Jesse James, which are some of the best names in the industry. All it needs are some finishing touches from the next owner, and this Cadillac will certainly be quite the show-stopper.
317
259
2011 Custom Electric Motorcycle Identification No. 1P94TE809BM676006
• A recreation of the Tron: Legacy motorcycle • Functional electric motorcycle • The ultimate homage for any fan This custom electric vehicle was built especially for the Andrews Collection to recreate the unique motorcycles seen in the 2010 movie Tron: Legacy. It is a highly compelling work of mobile art that has an enduring connection to pop culture. The bike was partially built by an outside firm and then sent to the Andrews’s own shop for completion. It is a fully functioning motorcycle that can be ridden, as it is powered by a direct-drive electric motor that has lithium batteries and is mated to a computer-controlled digital electronic transmission. This custom Tron tribute boasts a very low seat height of
28.5 inches, making it easy to ride even at low speeds. The motorcycle is finished in black with a white stripe and boasts an imposing stance to match its performance. After its completion by the Andrews’ in 2012, the bike has only been ridden around their facilities to ensure that it remains in functioning condition. As such, it is in as-new condition and would be an ideal piece for any collection of movie memorabilia. It is unlikely that a similar motorcycle will ever be produced or made available for purchase, making this a truly unique opportunity.
Estimate: $25,000 - $40,000
96 volt, direct-drive electric motor with lithium batteries and a computer-controlled throttle, rebound and compression damping with spring-preload front suspension and rigid rear suspension, and front and rear hydraulic brakes. Please note that this lot is offered on a Bill of Sale.
318
319
260
A Pair of Marmon Sixteen Chassis, c. 1931 Chassis No. 16 140 942
• Includes one original V-16 engine • Ideal for parts or display use
Keeping some of the world’s great automobiles running requires a considerable amount of work, as well as a source for parts. At one point, the Andrews Collection included no fewer than three surviving examples of the Marmon Sixteen, the Indianapolis automaker’s crown jewel. In order to care for the cars, the Andrews’ set about looking for sources of “spares,” eventually locating this pair of chassis. One chassis is identified by Dyke W. Ridgley’s Marmon Sixteen Roster as being chassis number 16 140 942, and it is still mounted with its original engine, number 16878, as well as a partial dashboard. The chassis was acquired in the 1950s by well-known former Duesenberg factory mechanic
Estimate: $30,000 - $50,000
engine No. 16878
Marion Roberts and his British Motor Company, of Niagara Falls, New York. It was eventually abandoned in the Carolinas and then later passed through the hands of well-known Marmon enthusiasts Bill Snyder and Marvin Tamaroff. Although quite rusty, the chassis is very complete mechanically, less the engine’s carburetor. The finished chassis without an engine was purchased from the world’s foremost Sixteen collector, Rich Atwell of Texas, and it bears no visible identifying mark or numbers. It has a steering column, steering wheel, and steering gears mounted, and it rides on correct axles, with wire wheels and blackwall tires mounted. With the acquisition of a correct engine and transmission, it would be ideal for further restoration and the owner’s choice of bodywork.
offered without reserve
200 bhp, 490.8 cu. in. OHV V-16 engine, three-speed manual transmission, solid front axle with semi-elliptical leaf-spring suspension, live rear axle with semi-elliptical leaf-spring suspension, and four-wheel mechanical drum brakes. Wheelbase: 145 in. Please note that this lot is offered on a Bill of Sale.
320
321
261
1958 Flying A Garage Dragster “Little Nailhead”
• A modern 1950s era dragster recreation built by Mike Guffey • Features a Flying A Garage motif Buick’s 322-cubic inch V-8, nicknamed the “Nailhead” for its unique valve placement, was a favorite of drag racers in the 1950s, thanks to its durability, high-compression design, and responsiveness to performance upgrades.
At this time, Ford’s flathead V-8 had received as much customization and upgrades as it could handle, and the Buick Nailhead was a welcome addition to the drag racing scene. This, coupled with the evolution of the chassis— namely the advent of the “slingshot” design, which placed the driver behind the rear axle—created a golden era of drag racing.
Estimate: $25,000 - $40,000
322 cu. in. Buick Nailhead V-8 engine with Hilborn fuel injection, in-and-out transmission, live front axle with transverse semi-elliptical leaf-springs and hydraulic shock absorbers, and live rear axle with two-wheel hydraulic brakes at the rear wheels. Wheelbase: 119.5 in. Please note that this lot is offered on a Bill of Sale.
322
At its heart is a Buick Nailhead V-8 engine that is topped with a periodstyle Hillborn fuel-injection system, Offenhauser valve covers, and tubular exhaust headers. It is mated to a simple “in-and-out” transmission and does a fine job of not only harnessing the engine’s power but also providing consistent starts time and time again.
About six years ago, this dragster was built by noted racing car collector Mike Guffey, who based its design on an original square-tube chassis that was found outside of Chicago and is believed to be from 1958. Minimal bodywork was used to keep the dragster as light and simple as possible. It is also as period-correct as possible, such as being fitted with aircraft-style racing harnesses for the driver. Its rear wheels are wrapped with ribbed M&H Racemaster drag slicks, and the narrow front wheels and tires are accented by a set of aluminum wheel covers. The inner covers sport a highly attractive engine-turned finish, and the outer covers have a brushed aluminum finish.
This unique dragster was acquired by the Andrews in 2009, and accordingly, it is finished with the Andrews’s Flying A Garage motif that is featured throughout their collection. Though it has not been run competitively since its acquisition, it would only require some additional sorting to make it once again fully operable. This dragster is known affectionately as the “Little Nailhead,” and it is a great example of early slingshot dragster design. Although it features a modern build, it displays an exceptional fit, finish, and detailing that would be hard to find on any of the original dragsters of the period.
323
STEFAN MARJORAM Stefan Marjoram has spent a large part of his career working as a freelance creative director, working with such studios as Aardman Animations on a wide range of exciting TV idents, commercials, and films. He shares his appetite for animation with his love of cars, motorsport, and design. Stefan’s passion for all things automotive runs in his family, as one of his grandfathers worked as a racing car mechanic and the other photographed the Auto Union Grand Prix cars at Avus in 1934. Stefan has photographed cars at various events, including Goodwood and Le Mans, for numerous magazines and publication, but he has increasingly found himself leaving his camera in its bag and capturing the essence of these vehicles with a pencil and paper instead. He will routinely sit in front of a car for hours, taking in all the tiny details. Stefan finds his sketching to be equally rewarding, as are the friendly chats with the people he meets along the way. His sketches can be found throughout this Andrews Collection catalogue, providing a unique perspective on every vehicle offered. Although he has been working as a freelancer for the last three years, Stefan has been involved as the photographer and filmmaker for the Bloodhound SSC Land Speed Record team. Their goal is to inspire a new generation of engineers by building a 1,000-mph car. As Stefan puts it, “it’s been a fascinating adventure.”
324
Acknowledgements
Creative Department Manager Craig Plowman
Art Director Adriaan Geluk
Photography Darin Schnabel
Creative Team
Research & Editorial
Martin Steele Patrick Olds Joe Martin Anthony Poupard Kristen Robert Aaron Summerfield
Lianna Bruhlman Rick Carey Greg Duckloe Kit Foster Stacy Puckett Eugene Robertson Melissa Segeren Jonathan Sierakowski Chris Summers Marcus Willis
Printer Sinclair Printing Los Angeles, CA
Special Thank You AACA Library Ahmed Al-Jaishi Aston Service Dorset Steve Babinsky Jürgen Barth Benson Ford Research Center British Motor Industry Heritage Trust Cadillac Historical Services Christopher Cummings Richard Harman David Kane Simon Khachadourian Terry Larson The Lone Star State Marcel Massini Dr. Donald McCallum Marshall McEwin Michigan State University Libraries David Mitchell Joe MorganNational Automotive History Collection
National Automobile Museum (The Harrah Collection) Jim O’Brien Whiskers Olson Willem Oosthoek Paul Russell & Company Porsche Cars North America Dyke W. Ridgley Rolls-Royce Enthusiasts’ Club (Hunt House) Rolls-Royce Foundation Jarrett Rothmeier Dr. Paul Sable Giorgio Santanbrogio Yann Saunders Greg Schneider Dwight Schooling Arthur Smith John and Shelly Standifer Marvin Tamaroff Franco Varani Bernard Weis 325
WITH GREAT CARS COMES GREAT RESPONSIBILITY (AND SERIOUS BRAGGING RIGHTS)
PROTECTING THE WORLD’S FINEST COLLECTIONS
8 0 0 . 9 2 2 . 4 0 5 0 | H A G E R T Y. C O M
8 7 7 . 9 2 2 . 9 7 0 1 | H A G E R T Y. C A
0844 824 1136 | HAGERTYINSURANCE.CO.UK
BUYING AT AUCTION Post-Sale Settlement
Domestic Shipping
In the event of a successful bid, our Administration Department will e-mail you a copy of your Bill of Sale and wire transfer instructions following the sale. We ask that all payments be received in full on or before 5:00 p.m. on the first business day following the auction by certified funds. Acceptable methods of payment include wire transfer or personal/certified checks accompanied by a Bank Letter of Guarantee (please refer to the sample included with this catalogue). International clients are advised that wire transfers may take multiple days for funds to transfer, and as such, we ask for banking institutions to confirm the transfer directly with our Administration Department once initiated.
Additional Fees In addition to your final bid price, you are responsible to pay a 10% buyer’s commission on all automotive lots purchased, a Department of Motor Vehicle fee, and Texas sales tax. Registering dealers must provide a copy of your dealer license at the time of registering to bid in order to qualify for exemption. Cars being shipped out of the state of Texas via ICC Carrier will not be charged sales tax if a Bill of Lading is provided to our Administration Department. International clients are also advised to inform themselves of potential import duties that would be due upon import of the lot to its final destination.
Representatives from Reliable Carriers will be on site to assist clients wishing to transport an automobile purchased at auction. For further information, please contact:
Specialized Automotive Transportation
Reliable Carriers, Inc. Call 1 877 744 7889 or visit www.reliablecarriers.com For your convenience, RM Sotheby’s has secured a national packing and shipping company, Navis Pack & Ship, to assist with the shipping of nonautomotive lots. Their on-site representatives are Leticia Wilson, Justin Clark, and Rusty Johnson. Call 1 877 305 8866, e-mail Andrews@goNavis.com, or visit www.goNavis.com
International Shipping Please contact our Administration Department at the numbers provided below for recommendations and assistance.
Lot Removal All lots must be removed from the auction premises no later than Monday, May 4, at 5:00 p.m. Should transportation arrangements not be made by this point, removal and storage fees will apply.
Insurance
Title Transfer In an effort to ensure all titles are free and clear of liens or encumbrances, RM Sotheby’s manages the process of title reassignment on your behalf. Buyers will receive titles in the mail up to 15 business days following the auction.
RM Sotheby’s official insurance partner is Hagerty, the global leader in classic car insurance. Hagerty representatives will be available on site for assistance. For more information, please contact:
Call 1 800 922 4050 or visit hagerty.com
Adminstration Contact Information Rebecca Johnson Tel: +1 519 437 3006 Mobile: +1 818 456 2156 rjohnson@rmauctions.com
Heather Clark Tel: +1 519 437 3049 Mobile: +1 818 703 2814 hclark@rmauctions.com
Transportation Contact Information Tanya Pawlak Tel: +1 519 437 3029 Mobile: +1 734 660 0015 tpawlak@rmauctions.com
Mark Santavy Tel: +1 519 437 3028 Mobile: +1 519 784 5986 msantavy@rmauctions.com 327
WE WRAP UP EVERY DETAIL.
800.521.6393
RELIABLECARRIERS.COM
From our precise GPS tracking to our fleet of air-ride transpor ters with $ 5 million of insurance on ever y load, Reliable covers all the bases, so you don’t have to.
V E H I C L E S T A K E N S E R I O U S L Y.
TM
E
X C
L U
S
I
V
E
C A
R
R
I
E
R
O
F
CONSIGNORS’ CONDITIONS OF BUSINESS Please ensure that you have read and understand these Conditions of Business prior to consigning a vehicle at this or any other RM Auctions Inc. (“RM”) sale. 1. No-Sale of Vehicle. At the termination of this agreement due to a no-sale, RM shall return the vehicle (meaning multiple vehicles if the Consignor consigns multiple vehicles) to the Consignor or, at the option of both the Consignor and RM, enter into a new agreement. 2. RM Receiving Vehicles in Trust. The consigned vehicle or asset is delivered to RM in trust for the exact terms set forth in this agreement. RM agrees to receive this vehicle in trust and not to permit its use for any other purpose other than contained in this agreement, without the expressed written consent of the Consignor. 3. Services. RM agrees to provide auction services, a sale facility, clerks and support staff, and event advertising and promotion. 4. Commissions. In the event that the vehicle is sold, the Consignor agrees to pay the sales commission on the last accepted bid to RM, as indicated in the Commissions Section on the previous page in this package. Further, the Consignor acknowledges that RM will collect a buyer’s premium from the Buyer of the vehicle in question based on the last accepted bid on the vehicle. 5. Exclusivity. The Consignor grants to RM the exclusive right and authority to advertise and sell the vehicle for a period beginning with the date of this agreement and ending thirty (30) business days following the sale. If, during this period, the vehicle should be sold or exchanged for money or other goods, or an introduction should be made that results in the subsequent sale or exchange of the vehicle to any third party, the Consignor agrees to make immediate payment to RM for the sales commission described in the paragraph above. The commission will be based upon the sale price. RM may retain possession of the vehicle or title until payment is made, in addition to any other legal remedies that may be available. 6. Title. The Consignor warrants that the Consignor is the sole and only owner of the vehicle and that the Consignor has full right and authority to sell the vehicle, which includes possessing a clear title and consent from any lienholders. The Consignor agrees to provide the Buyer with a good, clear, and transferable title to the vehicle and to correct, at the Consignor’s expense, any title defects and to pay any expenses associated with providing the Buyer with a good, clear, and transferrable title according to the requirements of the state, province, or country where the Buyer seeks to register the vehicle. Salvage titles or lien papers are not acceptable. Please note that if title searches are not returned clean, at RM’s sole discretion, the lot will not be entered in the auction and the marketing fee will be retained by RM. 7. No Sale Titles. Titles for vehicles that are not sold will be returned by mail within thirty (30) business days following the conclusion of the auction. 8. Payment. As an accommodation to the Consignor, RM agrees to act as an intermediary between the Consignor and the Buyer, to accept the purchase price from the Buyer, to transfer the vehicle to the Buyer, and to deliver the amounts due to the Consignor under this agreement. If the vehicle is sold by RM during the term of this agreement, the money due to the Consignor shall be disbursed within twenty (20) business days after the sale, in accordance with the terms of this agreement. As used in this agreement, a “sale” occurs either (i) when RM receives the purchase price, or its equivalent, or executes a conditional sales contract for the vehicle or (ii) when the Buyer takes delivery of the vehicle, whichever occurs first.
Within twenty (20) business days after being sold, RM shall make an account for the Consignor of all of the following: the date of sale, repairs authorized by the Consignor (supported by work records), an exact amount of any liens payable to lienholders, evidence of payment of any liens, and the total sales price. The Consignor authorizes RM to release the vehicle to the successful Buyer and agrees to rely solely upon the Buyer for payment. The Consignor specifically releases RM from any and all legal obligation for collection costs, attorneys’ or legal fees, or any other expenses associated with the sale of the vehicle and the collection of payment. If, as a convenience to the Consignor, RM should issue payment to the Consignor on behalf of the Buyer, the payment can be revoked, cancelled, or withheld at any time, at RM’s sole discretion, until payment has been received from the Buyer. All or a portion of the sale proceeds may be withheld by RM to satisfy any debt or obligation owed by the Consignor to RM with respect to this or any other agreement. Upon payment of the money due to the Consignor, the Consignor agrees to provide RM with the documents necessary to transfer the ownership of the vehicle or asset to the Buyer. 9. Non-Payment by Buyer. In the event of non-payment by the Buyer, RM has no obligation to enforce payment on them. If the Buyer does not pay RM, RM, in their sole discretion, may cancel the sale and return the vehicle to the Consignor, enforce payment by the Buyer, or take other actions permitted by law. Notwithstanding the proceeding sentences, if RM has paid any portion of the purchase price to the Consignor but the purchase price has not been collected from the Buyer of the vehicle, the Consignor hereby agrees, simultaneously with such payment, to assign to RM any and all rights that the Consignor may have against such Buyer to the extent of such payment, whether at law, in equity, or under the Conditions of Business. The Consignor agrees to execute any documents reasonably necessary to evidence this assignment, including, with respect to the Consignor’s representations, warranties and indemnities set forth in this agreement. The Consignor authorizes RM, in RM’s sole discretion, to impose on any Buyer, and retain for RM’s account, a late charge if payment is not made in accordance with the Conditions of Business. 10. Representations. The Consignor acknowledges that it is impossible to accurately predict the selling price or the time of sale for the vehicle, and accordingly, no such representations are made by RM. 11. Vehicle Description. The Consignor agrees that the Consignor accepts sole responsibility and liability for any representations made by RM based upon information supplied by the Consignor as to the character, features, condition, correctness, authenticity, or history of the vehicle, and the Consignor agrees to indemnify, defend, and hold RM harmless, as provided in this agreement, from any claims that may be made with respect to any such representations. 12. Vehicle Operation. The Consignor warrants that the vehicle is in safe, operable condition to be driven by RM’s employees or representatives. The Consignor acknowledges that should RM, in RM’s sole discretion, determine that the vehicle is not safe to operate, then the vehicle will not be allowed across the block under its own power. 13. Drivers. The Consignor acknowledges and grants permission for RM and its employees and agents to drive or move the vehicle from time to time before, during, or after the sale. The Consignor acknowledges that it is the Consignor’s responsibility to maintain sufficient insurance coverage to permit such driving, and the Consignor specifically agrees to indemnify, defend, and hold RM harmless, as provided in this agreement, from any liability that may result from such driving or movement of the vehicle. 329
RM 50-01 LOTUS F1 TEAM TOURBILLON ROMAIN GROSJEAN
CONSIGNORS’ CONDITIONS OF BUSINESS 14. Cancellation of Sale. RM may, at RM’s sole discretion and without any obligation to do so, cancel or rescind the sale of the vehicle if it determines or has reason to believe that the offer for sale has or may subject RM, the Consignor, or both to any liability, including, but not limited to, liabilities due to representations made by the Consignor or due to insufficient title or authority. In the event of such cancelation, RM shall have the right to refund or credit the Buyer the full purchase price. In the event that the Consignor has received all or part of the proceeds, the Consignor agrees to repay such amounts. The Consignor also agrees to accept the return of the vehicle as full and complete settlement of this agreement. 15. Estimates and Catalogue Descriptions. Presale estimates, if any, are intended as guides for prospective bidders. RM makes no representation or warranty of the anticipated selling price of the vehicle, and no estimate anywhere by RM of the selling price of the vehicle may be relied upon as a prediction of the actual selling price. Estimates included in receipts, catalogues, or elsewhere are preliminary only, and they are subject to revision by RM from time to time in its sole discretion. The Consignor acknowledges that RM will not be liable for any errors or omissions in the catalogue or other descriptions of the vehicle, and they make no guarantees, representations, or warranties whatsoever to the Consignor with respect to the vehicle, its attribution, legal title, condition, value, or otherwise. 16. Odometer Statement. The Consignor agrees to provide a duly executed odometer statement on or before the first day of the sale and to accept sole responsibility for the accuracy or inaccuracy of such statement. 17. Reserve Price. The reserve price bid noted on the reserve of this contract is the lowest bid acceptable to the Consignor. The reserve bid may be lowered at any time by the Consignor, either verbally or in writing, but it may not be raised. The reserve bid does not include commissions to RM. RM reserves the right to sell the vehicle at a price below the agreed verbal or written reserve price, provided that the Consignor receives the same net proceeds as the Consignor would have received had the reserve bid been met. If no reserve, indicate clearly by writing “NONE” in the space provided. 18. Insurance. The Consignor will be responsible for maintaining adequate property insurance on the vehicle at all times, and it is to be at least equal to the aggregate low presale auction estimate for the vehicle, which in each case shall include insurance for damages to the vehicle and shall not be cancellable by the insurance company until after ownership and title has passed to the Buyer and the Buyer takes possession of the vehicle from RM. RM does not maintain insurance with respect to the Consignor’s vehicle, but RM does carry Garage Keeper’s Insurance to cover RM employees’ acts of gross negligence while the vehicle is in the care, custody, and control of RM. With the exception of RM’s employees’ acts of gross negligence, the Consignor agrees that RM and their respective affiliates and agents will not be responsible for, and the Consignor releases RM and their respective affiliates, agents, and warehouses from, any and all liability for loss of, theft, or damage to the vehicle. 19. Withdrawn Lots. The Consignor acknowledges that RM has incurred and will incur significant costs and expenses in fulfilling its obligations under this agreement. The Consignor further acknowledges that its withdrawal of the vehicle from the auction constitutes a breach of this agreement and the damages for which would be difficult and impractical to determine. As a result, the parties agree that the amounts payable, as set forth in this paragraph, constitute reasonable liquidated damages. Should the Consignor choose to remove its vehicle following the signing of this agreement, the Consignor agrees to pay RM twenty percent (20%) of the reserve for vehicles listed with a reserve or twenty percent (20%) of the low estimate for vehicles listed without a reserve, or if neither a reserve or a low estimate is listed, then twenty percent (20%) of the fair market value of the vehicle.
20. Liability. The Consignor shall indemnify, defend, and hold harmless RM and its shareholders, officers, directors, employees, agents, and auctioneers from any and all loss, costs, damage, expense, or liability, including, without limitation to, court costs and attorneys’ fees arising out of, or in any way related to, the Consignor’s consignment of the vehicle to RM under this agreement, except where such liability relates solely to RM’s gross negligence or willful misconduct. 21. Legal Action. In the event either party brings action against the other arising from or relating to the provisions of this agreement, the prevailing party, as determined by the court, shall be entitled to recover its reasonable attorneys’ fees and costs. The law of the state in which the auction is held shall govern the provisions of this agreement. 22. Marketing Fee. The marketing fee is non-refundable and cannot be credited towards the sales commission. 23. Bidding Restrictions. The Consignor hereby agrees not to bid on the vehicle. Although the auctioneer shall be entitled to bid on the Consignor’s behalf up to the amount of the reserve (if applicable), the Consignor shall not instruct or permit any other person to bid on behalf of the Consignor for the vehicle. If, however, in violation of the foregoing, the Consignor (or his agent) bids on the vehicle and becomes the successful bidder, the expenses, buyer’s premium, and seller’s commission on the hammer price shall be payable by the Consignor, the vehicle may be sold without reserve, and the Consignor will not be entitled to the benefit of any warranties under the Conditions of Sale. 24. Advances. If an advance is given by RM, the Consignor grants a security interest to RM in the vehicles pledged in support of any and all advances provided by RM. The Consignor shall deliver (i) original titles of the vehicles, (ii) an executed power of attorney, granting RM authority to register a lien on the vehicles and/or sell the vehicles, and (iii) any related supporting documentation. In the event the Consignor withdraws lots, terminates the Consignment Agreement, defaults, or there occurs a dispute between the Consignor and RM, the Consignor shall return the full amount of all advances and costs to RM within ten (10) business days of demand, following which RM shall return the original titles of the vehicles to the Consignor within five (5) business days of receipt of the full amount of all advances and costs. If the advances are not returned to RM within ten (10) business days of demand, the Consignor shall deliver the vehicles to RM, and RM shall have the right to sell the vehicles to recover the full amount of the advances and costs, with any excess from such sales being delivered to the Consignor. 25. Entire Agreement. This document contains the entire agreement between the parties and shall be binding upon them and their respective heirs, personal representatives, and assigns. Except as otherwise expressly provided herein, this agreement shall not be modified, except in writing. Whenever used in this agreement, as the contract requires, the singular number shall include the plural, the plural number shall include the singular, the masculine gender shall include the feminine and neuter, the feminine gender shall include the masculine and neuter, and the neuter gender shall include the masculine and feminine. 26. Notice to Consignor. Failure of RM to comply with the terms of this agreement may be in violation of statue, which could result in criminal or administrative sanctions or both. If you feel RM has not compiled with the terms of this agreement, please contact an investigator of the Department of Motor Vehicles.
331
BIDDERS’ CONDITIONS OF BUSINESS Please ensure that you have read and understand these Conditions of Business prior to bidding at this or any other RM Auctions Inc. (“RM”) sale. Please note that the winning Bidder becomes a Buyer who is also bound by these Conditions of Business. 1. ALL BIDS ARE FINAL AT AUCTION. At auction, there is no “cooling off period.” If you are awarded the final bid, ownership changes hands at the drop of the gavel. You own the lot (“lot” meaning any item sold at auction) and are responsible for payment in full. No Bidder may retract a bid made during the sale for any reason.
332
4. The Bidder is responsible for all risk of loss or damage immediately upon purchase of the lot. All lots purchased must be removed from the auction site at the Buyer’s expense immediately following the sale. If not removed by the end of the day following the sale, RM will remove the lot, with all costs of moving and storage to be paid by the Buyer. 5. The final bid price does not include the buyer’s premium or applicable taxes on each lot purchased. The Buyer is responsible to pay all city, state, or other taxes due for which the Buyer does not qualify as exempt. Proof of exemption is the Buyer’s responsibility.
2. Payment is due in full on or before 5:00 p.m. of the next business day following the auction (“payment deadline”), and payment is to be made to RM. All payments must be in the form of cash or certified funds, unless other arrangements have been approved in advance. Cash payments will be reported according to U.S. federal government requirements. The title in a purchased lot will not pass until RM has received the full purchase price in cleared funds. RM is not obligated to release a lot to the Buyer until the title to the lot has passed, and any earlier release does not affect the passing of the title or the winning Bidder’s unconditional obligation to pay the full purchase price (the purchase price is comprised of the winning bid, the buyer’s fee, and other approved costs). In the event that the winning Bidder does not pay any portion of the purchase price by the payment deadline, the Bidder agrees to and acknowledges the following: If RM elects to pay the consignor any portion of the sale proceeds, RM shall have all of the rights of the consignor to pursue the Buyer for any amounts paid to the consignor, whether at law, in equity, or under these Conditions of Business. The Bidder hereby authorizes RM to deduct the purchase price from the Bidder’s cash deposit or to charge this amount to the credit card that the Bidder has provided. If the Bidder’s cash deposit and/or credit card payment does not cover the purchase price, in addition to other remedies available by law, RM reserves the right to impose from the payment deadline a late charge of ten percent (10%) interest per annum on the (1) purchase price, (2) maximum published seller’s commission, (3) maximum published buyer’s fee, (4) expenses, (5) any collection costs, attorney fees, and court costs incurred to enforce payment, and (6) other damages.
6. Buyer’s premiums are as follows: a ten percent (10%) commission will be added to the final bid of each motor car lot purchased and a fifteen percent (15%) commission will be added to the final bid of any other lot purchased.
3. All sales are “as is” and “where is.” The Bidder is responsible for inspections and verification of condition, authenticity, and completeness of any lot purchased. No warranties or representations of any type whatsoever are made by RM. Statements printed in catalogues, brochures, signs, and window cards, as well as verbal statements made by auctioneers or auction staff, are representations made by the consignor, and RM has no obligation to verify or authenticate any such claims or representations. Any announcements made at the time of sale supersede any earlier printed information. Except as herein provided, all lots are sold as is, where is, with no representations or warranties, expressed or implied. THE CONSIGNOR AND RM DISCLAIM ALL WARRANTIES, EXPRESSED OR IMPLIED, AS TO CONDITION, ORIGINALITY, OR AUTHENTICITY; ORIGIN OR PROVENANCE; PREVIOUS USE OR OWNERSHIP; MANUFACTURING OR RESTORATION PROCESSES; YEAR OR AGE; SERIAL NUMBER, MAKE, OR MODEL; OPTIONS AND TOOLS; ENGINE HOURS; AND MILEAGE OF ANY LOT OR COMPONENT OF ANY LOT, AND THEY SPECIFICALLY DISCLAIM ANY WARRANTIES OF MERCHANTABILITY OR FITNESS FOR ANY PARTICULAR PURPOSE.
10. Online Services are “as is” and “as available.” Bidders may be able to bid via websites, telephone services, applications, and tools (collectively “Services”).
7. Lots not marked as “no reserve” (or similar) are subject to a reserve bid set by the consignor. When a lot is sold subject to such a reserve bid, the auctioneer may bid on the Consignor’s behalf in an amount not to exceed the amount of the reserve bid. 8. In the event either party brings action against the other, arising from or relating to this auction, the prevailing party, as determined by the court, shall be entitled to recover its reasonable attorneys’ fees and costs. Jurisdiction for any action brought shall lie exclusively in a court of competent jurisdiction in the judicial district in which the auction is located. 9. Absentee and telephone bidding are services provided by RM for your benefit, and RM cannot be held responsible for errors or omissions with respect to the bidding process, including failure to execute any bid. By submitting these bids, you have entered in a binding contract to purchase each lot if your bid is successful. If your bid is successful, you are to pay the purchase price, including the buyer’s premium and sales tax, if not otherwise exempt. It is your responsibility to provide proof of exemption from sales tax at the time of registering to bid. By participating in telephone bidding, you acknowledge that RM has the right to record all telephone calls.
RM tries to keep the Services safe, secure, and functioning properly, but RM cannot guarantee the continuous operation of or access to the Services. Bid update and other notification functionality may not occur in real time. Such functionality is subject to delays beyond RM’s control.
BIDDERS’ CONDITIONS OF BUSINESS Bidders agree that they are making use of the Services at their own risk and that they are being provided to Bidders on an “AS IS” and “AS AVAILABLE” basis. Accordingly, to the extent permitted by applicable law, RM excludes all expressed or implied warranties, terms, and conditions, including, but not limited to, implied warranties of merchantability, fitness for a particular purpose, and non-infringement. In addition, to the extent permitted by applicable law, RM (including any parent, subsidiaries, affiliates, officers, directors, agents, and employees) are not liable, and Bidders agree not to hold RM responsible for any damages or losses (including, but not limited to, loss of money, goodwill or reputation, profits, other intangible losses, or any special, indirect, or consequential damages) resulting directly or indirectly from: • The inability to use RM’s Services • Pricing, shipping, or other guidance provided by RM • Delays or disruptions in RM’s Services • Viruses or other malicious software obtained by accessing or linking to the Services • Glitches, bugs, errors, or inaccuracies of any kind in the Services
11. Any and all terms of sale posted on the auction premises, printed in sale brochures or forms, described in this catalogue, publicly announced, or otherwise published are incorporated herein by reference. It is the Bidder’s responsibility to familiarize themselves with these terms. 12. You are responsible for all bids made with your assigned bidder number, whether or not made by you and whether or not authorized by you. If your bidder card is lost or stolen, immediately report it to RM, as all bids made with your bidder number will be your responsibility. 13. RM may, at RM’s sole discretion and without any obligation to do so, rescind a bid on or sale of a lot if RM believes the bid or sale could subject RM to liability. RM is not responsible for any damages or losses that are claimed to have resulted from the rescission of the bid or sale. 14. RM may use a currency display in the saleroom for informational purposes only. The currencies listed on the currency converter are not real-time conversions pegged to market rates and are not to be relied on by anyone. Errors and inaccuracies may occur in the operation of the currency converter. To be clear, the bid price stated by the auctioneer is the prevailing and binding bid price.
• Damage to any hardware device from the use of any RM Services • The content, actions, or inactions of third parties, including items listed using RM’s Services or the destruction of allegedly fake items • The duration or manner in which the listings appear in search results • The need to modify practices, content, or behavior or the loss of or inability to do business as a result of changes to this user agreement or RM policies
333
monterey Corporate +1 519 352 4575
California +1 310 559 4575
portola hotel & spa 14-15 august 2015 Europe +44 (0) 20 7851 7070
if its last big trip was around the block Maybe it’s time to make the trip across ours
Consign Today
www.rmauctions.com/consign
ART AUTOMOB
BILES
Corporate +1 519 352 4575
Nov ember 18, 201 5 Contact Us Now About Limited Consignment Opportunities
California +1 310 559 4575
Europe +44 (0) 20 7851 7070
NYC
www.rmauctions.com
The Competitive Advantage Around the world, RM Sotheby’s is known for its incredible reach in the collector car market. Our in-house photography, design, marketing, and PR teams ensure that every consignment is presented to a prime audience in the best possible light and with the widest possible exposure. Whatever your automobile is worth, it will have the best chance of achieving an excellent result with us.
villa erba 23 may
Motor City 25 July
MOnterey 14-15 August
London 7 September
Consign Today
Corporate +1 519 352 4575
California +1 310 559 4575
Europe +44 (0) 20 7851 7070
www.rmauctions.com/consign
the New York Sale auctioN 1 april 2015
Sotheby’s is delighted to hold an auction of items celebrating New York city. with works spanning several fields from photographs to prints to iconic memorabilia, this inaugural sale reflects the diversity, energy, and creativity inherent to the city that Never Sleeps. the New York Sale will spark your interest with more than 85 lots that can be viewed both in our York avenue galleries and online. please join us on april 1st for this quintessential New York moment.
Viewing 26 March – 1 april New York Mets Bullpen cart, circa 1967. estimate $20,000-30,000. enquiries +1 212 606 7916. Sotheby’s 72 & York. register now at sothebys.com SotheBY’S, iNc. liceNSe No. 1216058. © SotheBY’S, iNc. 2015
iNvitAtioN to CoNSiGN iMPoRtANt WAtCheS AuCtioN NeW YoRk 11 JuNe 2015
Now Accepting Consignments in New York PAtek PhiliPPe Retailed by tiffany & Co. A Fine limited edition White Gold Annual Calendar With Moon Phases. Ref 5396. Circa 2013. estimate $50,000-$70,000. Sold for $118,750. enquiries +1 212 606 7184. Sotheby’s 72 & York. Register now at sothebys.com SothebY’S, iNC. liCeNSe No. 1216058. © SothebY’S, iNC. 2015
MAGNiFiCeNt JeWelS AuCtioN NeW YoRk 21 APRil 2015
viewing 17 – 20 April the ultimate emerald-Cut Diamond, Weighing 100.20 carats, D Color, internally Flawless, type iia. estimate $19,000,000–25,000,000. enquiries +1 212 606 7392. Sotheby’s 72 & York. Register now at sothebys.com SothebY’S, iNC. liCeNSe No. 1216058. © SothebY’S, iNC. 2015
Index YEAR/MAKE/MODEL
LOT
YEAR/MAKE/MODEL
LOT
1966 Acadian Canso Sport Deluxe Custom . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 193
1939 Ford DeLuxe Tudor Custom . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 252
1953 Aston Martin DB2/4 Drophead Coupe by Bertone . . . . . . . . . . . . . . . . . . . . . . . 194
1956 Ford F-100 Custom. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 241
1956 Austin-Healey 100 M ‘Le Mans’ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 224
2005 Ford GT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 191
1955 Bentley R-Type Continental Sports Saloon by H.J. Mulliner. . . . . . . . . . . . . . . . 208
1955 Kurtis 500 Swallow Coupe by Allied. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211
1954 Buick Skylark . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 227
1990 Lamborghini Countach 25th Anniversary. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 192
2000 Buick Blackhawk Factory Custom . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 230
1987 Land Rover Range Rover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 254
1930 Cadillac V-16 Convertible Sedan by Murphy. . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
1938 Lincoln Model K Coupe by LeBaron. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 198
1935 Cadillac V-16 Imperial Convertible Sedan by Fleetwood . . . . . . . . . . . . . . . . . . 245
1955 Lincoln Indianapolis Exclusive Study by Boano. . . . . . . . . . . . . . . . . . . . . . . . . . 235
1948 Cadillac Series 62 Club Coupe Custom. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 240
1959 Lister-Chevrolet. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 249
1949 Cadillac Club Coupe Custom by Austin Speed Shop. . . . . . . . . . . . . . . . . . . . . . 258
1931 Marmon Sixteen Convertible Coupe by LeBaron. . . . . . . . . . . . . . . . . . . . . . . . . 200
1953 Cadillac Eldorado. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 215
A Pair of Marmon Sixteen Chassis, c. 1931. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 260
1958 Cadillac Eldorado Biarritz ‘Raindrop’ Prototype. . . . . . . . . . . . . . . . . . . . . . . . . . 216
1959 Mercedes-Benz 300 SL Roadster. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
1953 Chevrolet Bel Air Convertible. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 253
1949 Mercury Convertible. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 248
1955 Chevrolet 3100 Cameo Pickup. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 255
1953 Mercury M100 Pickup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 184
1955 Chevrolet Bel Air Nomad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
1963 Meskowski Sheraton-Thompson Dirt Championship Car. . . . . . . . . . . . . . . . . . 242
1957 Chevrolet Corvette ‘Fuel-Injected’. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 197
1955 MG TF-1500. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 256
1961 Chevrolet Corvette. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 232
1962 MG MGB Lightweight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 220
1962 Chevrolet Corvette ”Gulf Oil” Race Car. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 251
1950 Oldsmobile 88 Deluxe Holiday Coupe. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207
1963 Chevrolet Corvette Sting Ray ‘Split-Window’ Coupe . . . . . . . . . . . . . . . . . . . . . 189
1957 Oldsmobile Starfire Ninety-Eight ‘J-2’ Convertible. . . . . . . . . . . . . . . . . . . . . . . 206
1965 Chevrolet Corvette Demonstration Stand. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 236
1934 Packard Twelve Coupe Roadster. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 195
1970 Chevrolet El Camino Custom. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 186
1934 Packard Twelve Individual Custom Convertible Sedan by Dietrich. . . . . . . . . . . 228
1972 Chevrolet C10 Cheyenne Custom. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 190
1934 Packard Twelve Individual Custom Stationary Coupe by Dietrich. . . . . . . . . . . . 233
1953 Cunningham C3 Coupe by Vignale. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 219
1934 Packard Twelve Sport Coupe by LeBaron . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 221
2011 Custom Electric Motorcycle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 259
1938 Packard Eight Cabriolet by Graber. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 234
1957 Dual-Ghia Convertible. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 218
1941 Packard Custom Super Eight One Eighty Sport Brougham by LeBaron. . . . . . . . 257
1931 Duesenberg Model J ‘Disappearing Top’ Convertible Coupe by Murphy. . . . . . 244
1910 Pierce-Arrow Model 48-SS Demi-Tonneau. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
1935 Duesenberg Model SJ Town Car by Bohman & Schwartz . . . . . . . . . . . . . . . . . 231
1953 Pontiac Chieftain Deluxe Eight Custom Catalina. . . . . . . . . . . . . . . . . . . . . . . . 250
1962 Ferrari 400 Superamerica SWB Cabriolet by Pininfarina . . . . . . . . . . . . . . . . . . 222
1957 Pontiac Bonneville. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 238
1963 Ferrari 400 Superamerica LWB Coupe Aerodinamico by Pininfarina. . . . . . . . . 196
1961 Pontiac Ventura Super Duty 421 Sport Coupe. . . . . . . . . . . . . . . . . . . . . . . . . . . 225
1989 Ferrari 328 GTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 239
1966 Pontiac GTO Hardtop Coupe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 246
2008 Ferrari 599 GTB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 226
1989 Porsche 911 Turbo Coupe. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 243
1960 Fiat 500 Jolly by Ghia. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 247
2008 Porsche Cayman S Track Car. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 185
1958 Flying A Garage Dragster ”Little Nailhead” . . . . . . . . . . . . . . . . . . . . . . . . . . . . 261
1962 Shelby 289 Competition Cobra . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 237
1916 Ford Model T Custom ”Trojan” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 214
1965 Shelby GT350 R. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212
1927 Ford Custom “Voodoo Doll”. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 229
2008 Shelby GT500 KR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 187
1932 Ford Lakes Roadster Custom by Khougaz . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
1965 Toyota FJ45 Land Cruiser Pickup Custom . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 199
1932 Ford Pickup Custom ”Loose Change” by Chris Andrews. . . . . . . . . . . . . . . . . . . 188
1976 Toyota FJ40 Land Cruiser. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
1932 Ford Roadster Custom. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 217
1960 Watson Indianapolis Roadster. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 223
1934 Ford Coupe Custom . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 213 1937 Ford Pickup Custom. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209
344
Memorabila. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101 - 183
www.rmauctions.com