CLASSIC CAR AUCTION in the Festival Tent
Saturday December 29th 2018 Viewing December 28th & 29th 2018
www.TheSwissAuctioneers.swiss
SALES EXHIBITION
AUCTIONS
RESTAURANT
Always about 100 classic cars and motorcycles from various makes and periods.
Classic Car Auction December 29th 2018, Gstaad
Seasonal à la carte menu – also with thai food. Aperitifs, family celebrations, club excursions and events up to 400 people in the exhibition rooms. Large parking lot, 120 seats, terrace.
5 minutes from Berne Airport. Open Tuesday to Sunday 10:00am to 6:00pm Closed on first Sunday each month!
Further Auctions: March 30th 2019, Toffen May 25th 2019, Swiss Classic World Lucerne October 19th 2019, Toffen December 29th 2019, Gstaad Consignments and catalogue orders are possible at any time!
CL A
DECE SSIC M B E R 2 9 t h CAR G STA AUCTIO N AD
Phone +41 (0)31 819 99 90 mail@restaurant-event.ch www.restaurant-event.ch
OLDTIMER GALERIE INTERNATIONAL GMBH
Gürbestrasse 1 CH-3125 Toffen Tel. +41 (0)31 819 61 61 info@oldtimergalerie.ch www.TheSwissAuctioneers.swiss
C L A S S I C C A R AU C T I O N in Gstaad
Saturday December 29th 2018 | 4:00pm Viewing: In the Festival tent of the Sportzentrum in Gstaad Friday December 28th Saturday December 29th
10:00am - 8:00pm 10:00am - 4:00pm
The vehicle descriptions are based on the owners indications! Additional pictures, complements as well as late entries you will find on www.TheSwissAuctioneers.swiss Ask to see the vehicle documents!
Auction day schedule: Viewing
Auction Automobilia Lot 1 - 20 Classic Cars Lot 101 - 147
from 10:00am 4:00pm 5:00pm
Auction access: Catalogue including admission for one Single entry
CHF/EUR 40.00 CHF/EUR 20.00
Catalogue payment: Valiant Bank , CH-3001 Bern Swift: VABECH22 IBAN: CH31 0630 0016 6018 2620 8 Oldtimer Galerie International GmbH, Gürbestrasse 1, CH-3125 Toffen
Terms and conditions of auction: Any participation in our auction is the recognition and unconditional acceptance of the present Terms & Conditions as printed on page 96 of the catalogue and shown on www.TheSwissAuctioneers.swiss.
To all bidders: · Your bidders paddle is ready at our front desk. · Telephone bids are taken by the following numbers: +41 (0)31 8196161, +41 (0)79 4060141 and +41 (0)79 7447865. · Written bids are accepted with complete filled in form (page 100 in the catalogue) until December 28th 2018 at 8:00pm at the Oldtimer Galerie in Toffen - best sent by e-mail to info@oldtimergalerie.ch · Online bidding is possible on invaluable.com, liveauctioneers.com and swissauctioncompany.com, please register in time on the relevant site!
Viewing and auction: Festival tent of the Sportzentrum Gstaad Sportzentrumstrasse 5 | CH-3780 Gstaad
Host: Oldtimer Galerie International GmbH Guerbestrasse 1 | CH-3125 Toffen Phone +41 (0)31 8196161 | Fax +41 (0)31 8193747 info@oldtimergalerie.ch | www.TheSwissAuctioneers.swiss
C L A S S I C C A R AU C T I O N in Gstaad
Samstag 29.Dezember 2018 | 16.00 Uhr Vorbesichtigung: Im Festivalzelt des Sportzentrums in Gstaad Freitag 28. Dezember Samstag 29. Dezember
10.00 - 20.00 Uhr 10.00 - 16.00 Uhr
Die Fahrzeugbeschriebe erfolgen gemäss Besitzerangaben! Weitere Bilder, Ergänzungen und nach Katalogschluss gemeldete Fahrzeuge finden Sie auf www.TheSwissAuctioneers.swiss Verlangen Sie Einsicht in die Fahrzeugunterlagen !
Ablauf am Auktionstag: Besichtigung
Auktionsbeginn Automobilia Lot 1 - 20 Automobile Lot 101 - 147
ab 10.00 Uhr 16.00 Uhr 17.00 Uhr
Zutritt zur Auktion: Katalog inklusive Eintritt für eine Person Nur Eintritt
CHF/EUR 40.00 CHF/EUR 20.00
Bezahlung des Auktionskataloges: Valiant Bank , CH-3001 Bern Swift: VABECH22 IBAN: CH31 0630 0016 6018 2620 8 Oldtimer Galerie International GmbH, Gürbestrasse 1, CH-3125 Toffen
Auktionsbedingungen: Die Teilnahme an der Auktion erfolgt mit Anerkennung und vorbehaltsloser Annahme der Auktionsbedingungen welche auf Seite 97 des Kataloges oder auf www.TheSwissAuctioneers.swiss nachgelesen werden können.
An alle Bieter: · Ihre Bieterkarte liegt für Sie bei uns bereit. · Telefonische Gebote werden unter den Nummern +41 (0)31 8196161, +41 (0)79 4060141 und +41 (0)79 7447865 entgegen genommen. · Schriftliche Gebote sind bis spätestens 28. Dezember 2018, 20.00 Uhr mit dem Kaufauftrag auf Seite 100 des Kataloges bei der Oldtimer Galerie in Toffen - idealerweise per E-Mail an info@oldtimergalerie.ch - einzureichen. · Online mitbieten ist auf invaluable.com, liveauctioneers.com und swissauctioncompany.com möglich, bitte registrieren Sie sich rechtzeitig auf der entsprechenden Seite!
Vorbesichtigung und Auktion: Festivalzelt des Sportzentrum Gstaad Sportzentrumstrasse 5 | CH-3780 Gstaad
Veranstalter: Oldtimer Galerie International GmbH Gürbestrasse 1 | CH-3125 Toffen Tel. +41 (0)31 8196161 | Fax +41 (0)31 8193747 info@oldtimergalerie.ch | www.TheSwissAuctioneers.swiss
C L A S S I C C A R AU C T I O N à Gstaad
Samedi 29 décembre 2018 | 16 h 00 Visite préliminaire: Au Tente Festival du Sportzentrum à Gstaad Vendredi 28 décembre Samedi 29 décembre
10 h 00 - 20 h 00 10 h 00 - 16 h 00
Les déscriptions des véhicules resultent des informations des propriétaires! Plus de photos, compléments ainsi que les véhicules inscrits après la clôture du catalogue vous trouvez sur www.TheSwissAuctioneers.swiss Prenez connaissance des dossiers des véhicules!
Déroulement du jour de la vente: Visite préliminaire
dès 10 h 00
Vente aux enchères Automobilia Lot 1 - 20 Voitures Lot 101 - 147
16 h 00 17 h 00
Entrée à la vente: Catalogue avec l‘entrée pour une personne inclus Entrée seulement
CHF/EUR 40.00 CHF/EUR 20.00
Versement pour le catalogue: Valiant Bank , CH-3001 Bern Swift: VABECH22 IBAN: CH31 0630 0016 6018 2620 8 Oldtimer Galerie International GmbH, Gürbestrasse 1, CH-3125 Toffen
Conditions des ventes aux enchères: La participation à la vente aux enchères implique l‘acceptation inconditionnelle des conditions de vente qui se trouvent à la page 98 du catalogue ou sur www.TheSwissAuctioneers.swiss.
Pour tous les enchérisseurs: · Votre carte d‘enregistrement sera prête chez nous. · Les offres téléphoniques sont prises en considération aux numéros: +41 (0)31 8196161, +41 (0)79 4060141 et +41 (0)79 7447865. · Les offres écrites doivent parvenir - de préférence par e-mail à info@oldtimergalerie.ch - à l‘Oldtimer Galerie à Toffen jusqu‘au 28 décembre 2018 à 20 h 00 Uhr avec l‘ordre d‘achat à la page 100 du catalogue. · Enchérir en ligne est possible sur invaluable.com, liveauctioneers.com et swissauctioncompany.com, veuillez vous inscrire à temps sur la site correspondante!
Visite préliminaire et vente aux enchères: Tente Festival du Sportzentrum Gstaad Sportzentrumstrasse 5 | CH-3780 Gstaad
Organisateur: Oldtimer Galerie International GmbH Guerbestrasse 1 | CH-3125 Toffen Tél. +41 (0)31 8196161 | Fax +41 (0)31 8193747 info@oldtimergalerie.ch | www.TheSwissAuctioneers.swiss
! IMPORTANT / WICHTIG / IMPORTANTE ! Ermässigter Einfuhrtarif für historische Fahrzeuge welche 30 Jahre oder älter sind: 7% Einfuhrumsatzsteuer, kein Zoll
6% Mehrwertsteuer, kein Zoll - ab 1. Januar 2019 9% Mehrwertsteuer, kein Zoll
13% Einfuhrumsatzsteuer, kein Zoll Zertifikat eines Fachbetriebes nötig um die Originalität des Fahrzeuges zu bestätigen
Réduction de tarif à l’importation pour les véhicules historiques de plus de 30 ans: 5.5% TVA, pas de droit de douane
Reduced import taxes for historic vehicles containing 30 years or more: 5% VAT, no duty
Riduzione per l‘importazione per veicoli storici datati di oltre 30 anni: 10% d‘IVA senza dazio doganale Import taxes for cars: Duty – 2.5% based on the invoice value of the car Merchandise Processing Fee – 0.3464% based on the invoice value of the car ($485.00 max) Harbor Maintenance Fee – 0.125% based on the invoice value of the car Customs Bond – 0.4% based on 3 x times the value of the car, plus the duty amount and users’ fees Note: if the invoice value is more than $66,000.00 we recommend buying an annual bond with US Customs for $800.00. It will cover this import and any import, of any commodity, that the client has over the next 12 months.
Actual situation - provided by:
Full Importation services to Switzerland. Exporting vehicles from Switzerland or other countries. National and international transportation of vehicles. Due to ongoing changes by the authorities, no responsibility is taken for the correctness of the information above! 4
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INDEX Year 1963 1954 1953 1948 1940 1973 1981 2017 1966 1934 1940 1957 1932 1959 1958 1961 1950 1974 1986 1971 1979 2000 1991 1934 1937 1969 1973 1973 1956 1959 1954 1973 1993 1968 1975 2013 1973 1961 1953 1973 2005 1958 1993 2011 1986 1961 1967
Make & Type A.S.A./AFF Tipo 61 Barchetta Alfa Romeo 1900 C Super Sprint Alfa Romeo 6C 2500 Sport Berlina Grand Tourismo Alfa Romeo 6C 2500 Super Sport Cabriolet Pinin Farina Alfa Romeo 6C 2500 Tourismo 5 posti Alfa Romeo Montreal Aston Martin V8 Volante Vantage Specification Aston Martin Vantage GT8 Austin-Healey 3000 Mk III BJ8 ex. John Lennon Bentley 3 1/2-Litre Sport Saloon by Park Ward BMW 327 Cabriolet BMW 503 Coupé Series 1 Bugatti Type 35B by Pur Sang Cadillac Series 62 Convertible Cadillac Series 62 Extended Deck Sedan Chevrolet Corvette C1 Chrysler Town and Country Newport Citroën SM Injection Ducati Mille Mike Hailwood Replica Special Edition Ferrari 365 GTC/4 Ferrari 400 GT Ferrari 456 M GT Ferrari Mondial 3.4 T Cabriolet Fiat Balilla 508 CS Coppa d‘oro Fiat 1500 6C Sport Barchetta Honda S 800 Coupé Jaguar E V12 Coupé Jaguar E V12 Roadster Jaguar Mk VIII Saloon Jaguar XK 150 3.4 S Drop Head Coupe Kaiser Darrin Lamborghini 400 GT Espada Series 3 Lancia Delta HF Integrale EVO 2 Lancia Flaminia 2.8 3C Super Sport Zagato Lancia Stratos HF Stradale Land Rover Defender 110 TD4 Wide Track Maserati Bora 4.9 Mercedes 190 SL Mercedes 220 Cabriolet A Mercedes 250 C 2.8 ex. Richard Burton Mosler MT900 Porsche 356 A 1500 GS Carrera GT Porsche 911 (964) Turbo II 3.6 Porsche 911 GT3 RS 4.0 Porsche 911 Turbo 3.3 Rolls-Royce Silver Cloud II Convertible Mulliner Shelby Cobra 289 FIA Replica
Body Barchetta Coupé Berlina Convertible Sedan Coupé Convertible Coupé Convertible Saloon Convertible Coupé Roadster Convertible Sedan Convertible Coupé Coupé 2+2 Motorcycle Coupé 2+2 Coupé 2+2 Coupé 2+2 Convertible Roadster Barchetta Coupé Coupé 2+2 Convertible Saloon Convertible Roadster Coupé 2+2 Sedan Coupé Coupé Offroad Coupé Convertible Convertible Coupé Coupé Coupé Coupé Coupé Coupé Convertible Roadster
Lot 135 131 145 127 119 105 117 139 142 113 118 128 146 115 102 136 106 122 107 143 116 112 103 121 129 101 109 134 104 144 141 133 111 123 125 137 147 114 132 108 140 124 126 138 110 120 130
Changements and supplements possible! Änderungen und Nachträge möglich! Changements et suppléments possibles! 5
Lot 1: Wooden Bear CHF 1‘500 - 1‘750 A hand-carved bear with loving details. About 48 cm long. Since each object is made from a single block of wood, it is a unique piece of art!
Lot 2: Vintage Helmet Decorative vintage Helmet „MOTO-SALTO Pat. Suisse“ including goggles.
CHF 250 - 350
Lot 3: Vintage Helmet Decorative vintage Helmet including goggles.
CHF 250 - 350
Lot 4: E.R.A. B-Series Monoposto CHF 2‘000 - 2‘500 1/8 scale scratchbuilt model of a 1935 E.R.A. B-Series racecar, built in June 2000 by Javan Smith Studio. Highly detailled, with signature and showcase.
Lot 5: Douglas DC-3 „Dakota“ CHF 650 - 850 Handbuilt scale model of a Douglas DC-3 „Dakota“, about 65 cm with a wingspan of 98 cm. Alloy panels on a wooden frame. Including metal-stand,
Lot 6: Lamborghini Countach 25th Anniversary CHF 1‘500 - 2‘000 Limited cast bronze sculptur of a Lamborghini Countach. #027/650 , produced for the 25th Anniversary of the italian sports car brand.
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Lot 7: Audi Sport Quattro S1 #2 CHF 1‘600 - 1‘800 Highly detailled 1/12 scale model of Walter Roehrl 1986 Rally Monte Carlo Audi Sport Quattro. Limited edition #174/500. Built by OTTO-MOBILE , sold out by factory, including showcase.
Lot 8: Porsche 917 K Gulf #22 CHF 1‘200 - 1‘400 Highly detailled 1/12 scale model of the Team J.W. Engineering 1970 Le Mans Porsche 917 K #22, driven by Hailwood/Hobbs. Sold out by factory, including showcase.
Lot 9: BMW M1 Procar #6 CHF 1‘400 - 1‘600 Highly detailled 1/12 scale model of the 1979 Nelson Piquet BMW M1 Procar #6. Built by CMR, sold out by factory, including showcase.
Lot 10: Aston Martin DB4 Highly detailled 1/12 scale model of a 1964 Aston Martin DB4. Built by Art-Model, sold out by factory, including showcase.
CHF 1‘500 - 1‘800
Lot 11: Enzo Ferraris piloti che gente, with signatures CHF 2‘500 - 3‘000 First edition in italian with a total of 18 original signatures of former Ferrari GP-drivers, including some world champions. For example: Fangio (incl. Date), Surtees, Frère, Taruffi, Trintignant, Andretti, Regazzoni, Tamba, Scheckter, Johansson, Adamich, Arnoux etc. Also signed by Piero Ferrari. Very good condition, extremely rare!
Lot 12: Jaguar XJ 4.2 Series 1 engine CHF 3‘500 - 4‘500 Completely polished Jaguar XJ engine #7L-55722-H. Display engine without camshafts an oil pump. Could easily brought back to life by fitting the missing parts. no reserve
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Lot 13: Ferrari Formula 1 V10 crankshaft CHF 3‘000 - 4‘000 An original Formula 1 F1-2000 crankshaft of the 2000 Scuderia Ferrari World Champion season on a plexi-stand. Including Certificate of Origine. These extremely rare parts were originally sold just to the 2006 „Corse Clienti“ customers.
Lot 14: Ferrari Formula 1 exhaust CHF 7‘000 - 8‘000 A chrome plated original Formula 1 F2001 exhaust of the 2001 Scuderia Ferrari World Champion season on a plexi-stand. Including Certificate of Origine. These extremely rare parts were originally sold just to the 2006 „Corse Clienti“ customers.
Lot 15: Ferrari Formula 1 engine cover & headrest CHF 14‘000 - 16‘000 An original Formula 1 F2002 engine cover of the 2002 Scuderia Ferrari World Champion season and a F2003-GA headrest of the 2003 World Champion season. Including Certificate of Origine. These extremely rare parts were originally sold just to the 2006 „Corse Clienti“ customers.
Being an automotive enthusiast has never been easy; one of the greatest challenges that one must face is that there are just too many automotive collectables on the planet worthy of ownership. For instance, Italian scale-model makers Terzo Dalia has always been on our radar, because their work is simply irresistible. Founded by father and son duo Terzo and Stefano Dalia, Terzo Dalia makes finely detailed limited edition models of Ferrari’s engines and bodywork. Their first 1/3 scale engine model was introduced during the 50th anniversary of Ferrari for the modelling competition “II mito di Ferrari nel modellismo” in 1997, which earned them the grand prize, beating out hundreds of top modellers from all around the world. Adding to the duo’s laurels, Luca Cordero di Montezemolo, the former President of Ferrari, became their first client when he requested to have a model to display in his office. Terzo Dalia crafts their models with the same techniques and materials used by the Ferrari car factory. Constructed with hand-formed sand casts of aluminium and stainless-steel, Terzo Dalia grind, polish and assemble the engine – built from more than 500 parts – by hand, without using any adhesives or plastics. Lot 16 - 19 are the proof Terzo Dalia‘s perfect work
Lot 16: Ferrari 250 GTO engine #42/500 CHF 7‘000 - 9‘000 Highly detailled 1/3 Ferrari 250 GTO scale engine incl. transport box and metal stand. Comes with Terzo Dalia Certificate of Quality.
Lot 17: Ferrari Enzo engine #036/349 CHF 10‘000 - 12‘000 Highly detailled 1/3 Ferrari Enzo scale engine incl. transport box and metal stand. Sold out by factory, comes with Terzo Dalia Certificate of Quality.
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Lot 18: Ferrari 250 Testa Rossa engine #10/99 CHF 8‘000 - 10‘000 Highly detailled 1/3 Ferrari 250 Testa Rossa scale engine incl. transport box and metal stand. Sold out by factory, comes with Terzo Dalia Certificate of Quality.
Lot 19: Ferrari 250 California chassis & engine #13/25 CHF 16‘000 - 18‘000 Highly detailled 1/3 Ferrari 250 GT scale engine and drivetrain in a tubular Ferrari 250 Spyder California chassis. Sold out by factory, comes with Terzo Dalia Certificate of Quality.
As the name Enzo Ferrari is synonymous with the world of championship race and exotic sports cars, so too, the name Michele Conti has achieved the same stature in the world of fine scale miniature models, or may I say, exact scale replicas of these cars. Mr. Conti’s creations, the majority of which were to 1/10 scale, are faithful recreations of the original cars, with both an uncannily realistic and artistic quality. Often when looking at a photograph of one of Mr. Conti’s creations it is difficult to tell it from the full scale automobile. Although the creation of these miniature masterpieces was his principal means of income, I truly believe that they were a labor of love to him, especially in the case of the Ferrari mark. Because of his reputation, craftsmanship, and dedication to realism, many of the original auto manufacturers entrusted Michele with actual factory drawings from which to build his creations. It is said that Michele would spend up to a year painstakingly working to create one of his cars; it is assumed that he would be working on several cars in different stages during that time. After Michele’s death in 1996, his son Maurizio, having worked alongside his father for many years, officially carried on the Conti name. He is also a true master craftsman of the automobile in miniature. Lot 20 - 22 were built by Maurizio Conti on customer‘s demand.
Lot 20: Ferrari 250 GTO CHF 12‘000 - 15‘000 Highly detailled hand-built 1/10 scale model of the 1964 Ferrari 250 GTO. Model #01 was built in 2001 and comes with M. Conti Certificate.
Lot 21: Ferrari 250 GT Spyder California CHF 12‘000 - 15‘000 Highly detailled hand-built 1/10 scale model of the Ferrari 250 GT Spyder California. Model #01 was built in 2008 and comes with M. Conti Certificate.
Lot 22: Ferrari 330 P4 CHF 12‘000 - 15‘000 Highly detailled hand-built 1/10 scale model of the 1967 Ferrari 330 P4, driven by Ludovico Scrfiotti/Mike Parkes, 2nd overall in Le Mans. This one-off model was built in 2009 and comes with M. Conti Certificate.
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WINTER & SUMMER SEASON AT THE GSTAAD PALACE Winter: 21st of December 2018 to the 10th of March 2019 Summer: 22nd of June to the 8th of September 2019
Palacestrasse 28 • 3780 Gstaad • Phone: +41 33 748 50 00 • info@palace.ch • palace.ch 10
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1969 Honda S 800 Coupé
Lot 101
Chassis # AS800C1006855 The S800 is a sports car from Honda. Introduced at the 1965 Tokyo Motor Show, the S800 would replace the successful Honda S600 as the company‘s image car and would compete with the Austin-Healey Sprite, MG Midget, Triumph Spitfire and Fiat 850 Spider. Like the S600, it was available as either a coupe or roadster and continued the advanced technology of its predecessors. The 791 cc straight-4 engine produced 70 hp at 8000 rpm, thus making this Honda‘s first 100 mph automobile. In April 1967 the car was described as the fastest production 1-litre car in the world thanks to its high revving engine (up to 10,000 rpm) and the manufacturer‘s history of manufacturing powerful relatively low capacity motor-cycle engines. In February 1968, the S800M (aka S800MK2) was introduced with flush mounted interior door handles, side marker lights outside, dual-circuit brakes, lean burn carburetion under the bonnet and safety glass.
Honda’s foray into car manufacture was cautious to say the least and initially engines based on motorbike units were used. This car is one of only 7’738 examples built with the high-revving 4 cylinder twin-cam engine with a diminutive 791 cubic centimeters delivering an astounding 70 hp at a heady 8’000 rpm. The little coupe has enjoyed the same caring owner for many years. He had the coachwork restored about 10 years ago. The engine, the mechanics and the interior are all in very
good order and the car is equipped with a stainless steel exhaust system. The master brake cylinder as well as the wheel brake cylinders were recently overhauled. This is an exceedingly rare little sportscar delivering remarkable performance. The last Swiss MOT with Veteran status was completed in May 2015. Eines von nur 7‘738 gebauten Fahrzeuge mit dem drehfreudigen 4 Zylinder DOHC-Motor. Aus 791 cm3 lieferte die Maschine, für damalige Verhältinisse, enorme 70 PS bei 8‘000 min-1. Das kleine Coupé hatte einen langjährigen Vorbesitzer, welcher die Karosserie vor rund 10 Jahren restaurieren liess. Motor, Mechanik und Interieur befinden sich in sehr gutem Zustand. Edelstahl-Auspuffanlage, Radbremszylinder und Hauptbremszylinder wurden kürzlich revidiert. Seltener kleiner Sportwagen mit toller Performance und der letzten MFK als Veteranenfahrzeug im Mai 2015.
7‘738 cars in-line 4 cylinder 791 cc 70 hp at 8‘000/min Estimate CHF 28‘000 - 32‘000 Story www.wikipedia.org Photos Oldtimer Galerie
L‘incursion de Honda dans la construction automobile a été pour le moins prudente et, au départ, des moteurs basés sur des motos ont été utilisés. Cette voiture est l‘une des seules 7‘738 exemplaires construites avec le moteur 4 cylindres à double arbre à cames en tête, d‘une cylindrée de 791 centimètres cubes et d‘une puissance étonnante de 70 chevaux à 8‘000 tr/min. Le petit coupé jouit du même propriétaire depuis de nombreuses années. Il a fait restaurer la carrosserie il y a environ 10 ans. Le moteur, la mécanique et l‘intérieur sont en très bon état et la voiture est équipée d‘un système d‘échappement en Inox. Le maître-cylindre de frein ainsi que les cylindres de frein de roue ont récemment fait l‘objet d‘une révision. Il s‘agit d‘une petite voiture de sport extrêmement rare, offrant des performances remarquables. La dernière expertise en tant que véhicule vétéran a été passée en mai 2015. 11
Lot 102 20‘952 cars V8 5‘971 cc 314 hp at 4‘800/min Estimate CHF 45‘000 - 55‘000
Photos Oldtimer Galerie
1958 Cadillac Series 62 Extended Deck Sedan Chassis # 58N082551 This Cadillac, delivered by the „Sellers Motor Company“ in Jackson, Mississippi on the 5th of June 1958 to its first owner is a rare „extended deck“ version, with a 21 cm longer wheelbase compared to the Series 62 sedan. This model was only offered in 1958, making it one of the rarest Cadillac Sedans. On the 15th August 1990, the car was first registered in Switzerland, bought by the last owner in 2006, from 2008 to 2014 the owner embarked on a comprehensive restoration of the coachwork and the interior, much of it completed by himself. This ultra-rare Cadillac now presents itself in the original combination of „Burma Green Iridescent“ with the roof in „Honey Beige“ and a green interior. Mechanically on the button with all necessary maintenance performed and in excellent condition, the Cadillac is equipped with the ubiquitous automatic gearbox and has the added benefit of an air condition system. The last Swiss MOT as a veteran car was performed in July 2015. Wie der originale Kaufbeleg zeigt, wurde dieser Cadillac am 5. Juni 1958 durch die Sellers Motor Company in Jackson, Mississippi, an den Erstbesitzer übergeben. Die Extended Deck Variante, eine um gut 21 cm verlängerte Version des Series 62 Sedan, wurde nur 1958 angeboten, was diese schöne Limousine zu einer Rarität macht. Am 15. August 1990 erstmals in der Schweiz zugelassen, und 2006 vom letzten Besitzer übernommen, wurden Karosserie und Innenausstattung 2008 bis 2014 mit viel Eigenleistung restauriert. Der seltene Cadillac erstrahlt heute in seiner originalen Kombination „Burma Green Iridescent“ mit der Dachfarbe „Honey Beige“ und grünem Interieur. Mechanisch stets gewartet, mit automatischem Getriebe und originaler Klimaanlage, befindet sich dieser Series 62 in sehr gutem Zustand. Die letzte MFK als Veteranenfahrzeug erfolgte im Juli 2015.
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Cette Cadillac, livrée à son premier propriétaire par la „Sellers Motor Company“ à Jackson (Mississippi) le 5 juin 1958, est une version „Extended Deck“ rare, avec un empattement de 21 cm plus long par rapport à la berline Série 62. Ce modèle n‘a été proposé qu‘en 1958, ce qui en fait l‘une des plus rares berlines Cadillac. Immatriculée pour la première fois en Suisse le 15 août 1990 et repris par le dernier propriétaire en 2006, la carrosserie et l‘intérieur ont été restaurés de 2008 à 2014, dont une grande partie des travaux a été complétée par lui-même. Cette Cadillac ultra-rare se présente aujourd’hui dans la combinaison originale de „Burma Green Iridescent“ avec le toit „Honey Beige“ et un intérieur vert. Mécaniquement à jours, avec tous les entretiens nécessaires effectués et en très bon état, la Cadillac est équipée de la boîte de vitesses automatique et présente l‘avantage supplémentaire d‘un système de climatisation d’origine. La dernière expertise en tant que véhicule vétéran a été réalisée en juillet 2015.
1991 Ferrari Mondial 3.4 T Cabriolet Chassis # ZFFFC33S000091887 This, the most sought after variant of the „Mondial“ Series was delivered to Sonauto in Lugano in October 1991 and registered to its first owner on the 8th January 1992. A Mondial Cabriolet with its truly usable 2 plus 2 seating arrangement, is the only possibility to drive a real „open Family Ferrari“. In the past 26 years, the car has covered a mere 15’000 km, certified by the „Swiss emission control leaflet“ which is accompanying the car. The original service booklet is available but has not been stamped following the very first service. Cambelts (incl. tensioners) were replaced in June 2013, at 14’235 km with a receipt available. In December 2013, the Ferrari was bought by the vendor but has since been driven only 500 km. The car was last serviced in December 2016 by Modena Cars in Geneva, where also the last Swiss MOT was completed. With only 1’010 examples built and in excellent condition, this Mondial should provide a lot of pleasure to the whole family during the next summer!
Im Oktober 1991 ausgeliefert und am 8. Januar 1992 durch Sonauto in Lugano an den ersten Besitzer übergeben, handelt es sich bei diesem Ferrari um das beste und gesuchteste Modell dieser Baureihe. Das Mondial Cabriolet mit der 2+2 Sitzanordnung ist zugleich die
einzige Möglichkeit einen familientauglichen, offenen, Ferrari zu besitzen. In den vergangenen 26 Jahren, wurde dieser Mondial nur gerade 15‘000 km gefahren, welche durch das Abgaswartungsdokument belegt werden. Das originale Serviceheft ist vorhanden, wurde aber nach der ersten Wartung nicht mehr gestempelt. Zahnriemen und die zugehörigen Spanner wurden im Juni 2013 bei 14‘235 km ersetzt, der entsprechende Beleg ist vorhanden. Im Dezember 2013 wurde das Cabrio vom Einlieferer übernommen und während der letzten fünf Jahre nur noch 500 km gefahren. Der letzte Service wurde durch Modena Cars in Genf im Dezember 2016 durchgeführt, bei dieser Gelegenheit erfolgte zugleich die letzte MFK. In sehr gutem Zustand, und mit nur 1‘010 gebauten Fahrzeugen, ist dieser Mondial ein perfektes Spassgerät für den kommenden Sommer.
Lot 103 1‘010 cars (T Cabriolet) V8 3‘403 cc 286 hp at 7‘200/min Estimate CHF 50‘000 - 70‘000
Photos Oldtimer Galerie
Cette variante la plus recherchée de la série „Mondial“ a été livrée à Sonauto à Lugano en octobre 1991 et enregistrée pour son premier propriétaire le 8 janvier 1992. Un Mondial Cabriolet avec son agencement de 2 plus 2 places réellement utilisable est la seule possibilité de conduire une vraie Ferrari familiale ouverte. Au cours des 26 années dernières, la voiture n’a parcourue que 15’000 km, certifiée par la fiche d’entretien du système antipollution qui l’accompagne. Le carnet de service original est disponible mais n‘a pas été suivi après le tout premier service. Les courroies (y compris les tendeurs) ont été remplacés en juin 2013 à 14’235 km avec un reçu disponible. En décembre 2013, la Ferrari avait été achetée par le vendeur mais n‘a parcouru que 500 km depuis. Le dernier service a été effectué par Modena Cars à Genève en décembre 2016, où la dernière expertise a été passée. Avec seulement 1’010 exemplaires construits et en excellent état, cette Mondial devrait faire le bonheur de toute la famille durant l’été prochain! 13
Lot 104 6‘227 cars in-line 6 cylinder 3‘442 cc 213 hp at 5‘750/min Estimate CHF 50‘000 - 70‘000 Story www.wikipedia.org Photos Oldtimer Galerie
1956 Jaguar Mk VIII Saloon Chassis # 780058BW The Jaguar Mark VIII is a luxury four-door sports sedan introduced by the Jaguar company of Coventry at the 1956 London Motor Show. The car shared its 10-foot (3.05 m) wheelbase with its predecessor, the Jaguar Mark VII, which outwardly it closely resembled. However, the interior fittings were more luxurious than those of the Mark VII. Distinguishing visually between the models is facilitated by changes to the front grille, the driving or fog lamps being moved from the front panel to the horizontal panel between bumper & front panel, larger rear lamps and most obviously a curved chrome trim strip below the waistline which allowed the factory to offer a variety of two-tone paint schemes. In addition the new car had rear spats that were cut back to display more of the rear wheels and featured a one-piece slightly curved windscreen, where the Mark VII had incorporated a two-piece front screen of flat glass.
was used. Although introduced subsequent to the ‚C‘ type competition head (as used on the C-Type racer and available as an option on the XK 140) this naming made more sense than might at first appear. The ‚B‘ type head used the larger valves of the ‚C‘ type head, with the smaller intake port diameter of original XK cylinder head that had been introduced on the MK VII, which was now referred to as the ‚A‘ type. The combination of larger valves with the original intake port diameters allowed faster gas flow at low and medium speeds to promote better low and medium range torque. As the MK VIII was not likely to be revved as high as the C-Type racers and the XK 140‘s equipped with the ‚C‘ type head the reduction in flow at high rpm‘s was not seen to be a disadvantage. Engines equipped with the ‚A‘ type head were advertised at 160 bhp; the MK VIII with the ‚B‘ type head were advertised at 190 bhp and engines with the ‚C‘ type head at 210 bhp:. The ‚B‘ type head was painted a light green on the 3.4 litre engines to identify it ( mid-blue on the later mark IX with 3.8 litre engine ). The modified head supported by twin SU carburetors, and employing a manual four-speed transmission, meant that advertised engine output was now increased to 190 bhp: the claimed top speed in excess of 106 mph (170 km/h) was considered impressive, given the car‘s bulk. Transmission options included overdrive or a Borg Warner three-speed automatic box. After a two-year production run of 6‘227 units the Mark VIII was replaced by the Jaguar Mark IX.
The Mark VIII inherited from its predecessor the 3442 cc straight-six engine which it shared with the Jaguar XK140 that appeared two years earlier. In the Mark VIII, a modified cylinder head known as the ‚B‘ type 14
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This imposing limousine, equipped with rare sliding roof, was delivered to the German publishing tycoon Senator Dr. Franz Burda in Offenburg. For the first time he had abandoned his favorite brand Mercedes, something his German industry-captain-friends did not appreciate at all. Burda ruefully relented and, during a 1957 stay at Zurich’s Baur au Lac hotel sold the car on the spot to Henri Huni, a Jaguar dealer situated conveniently next to the hotel, and returned to buying Mercedes cars. In December 1957 The Mk VIII was sold to Julius R. Rueber, a local art expert and in February 1959 registered in his name. The Jaguar remained with Rueber for 44 years, faithfully accompanying him on many journeys all over Europe, taking him for example to London, Paris and Copenhagen and in 1960, 11 months before the Berlin wall was built, the Jaguar majestically passed underneath the Brandenburg gate. In 1991 he parked the car for good in a Zurich underground garage and in 2001 contacted Huni’s son Lukas with the wish that the car should go back to where it had been bought all those years ago. Huni accepted and became the new keeper of the Jaguar which by then had covered only 105’000km. The car underwent a careful recommissioning which involved new tires, brakes and starter motor as well as carefully cleaning the interior and the paint, all in the spirit of saving as much original substance as possible. Only the headlining, which had been a yearlong feast for seemingly millions of moths needed replacing. The Mk VIII was eventually sold to another enthusiast and, once more, memory lane intervened: the new owner wanted the same car which had been his first family car and in which his children had spent their first years. A wonderful car with a sentimental journey if there ever was one! Today the Jaguar Mk VIII is still in very good condition and will be sold with the last Swiss MOT (incl. Veteran Status) completed in June 2003. Diese imposante Limousine mit seltenem Schiebedach wurde 1956 von Senator Dr. Franz Burda aus Offenburg neu gekauft. Erstmals war der bekannte Verleger der Marke Mercedes-Benz untreu geworden, was ihm seine Freunde aus der deutschen Industrie nicht verzeihen wollten. Daher entschied er sich 1957 während eines Aufenthaltes im Hotel Baur au Lac in Zürich, den Jaguar zu veräussern und wieder einen Mercedes zu bestellen. Henri Hüni, welcher sein Geschäft als offizieller Jaguar-Vertreter auf dem Areal des Hotels hatte, kaufte Dr. Burda die Limousine an Ort und Stelle ab. Im Dezember 1957 wurde der Mk VIII von Julius R. Rueber, einem Kunstsachverständigen aus Zürich gekauft, und im Februar 1958 – nach der ersten Zulassung in der Schweiz - übernommen. Der Jaguar begleitete Herrn Rueber während 44 Jahren auf vielen Reisen durch Europa, neben Fahrten nach London, Paris und Kopenhagen, fuhr er damit im September 1960, rund 11 Monate vor dem Mauerbau, durch das Brandenburger Tor. Nachdem er den Jaguar 1991 abgemeldet hatte, wandte er sich 2001 mit dem Anliegen an Lukas Hüni, das Auto sollte doch dahin zurückkehren, wo er es damals gekauft habe. Hüni übernahm den gepflegten Wagen mit 105‘000 gefahrenen Kilometern. In der Folge liess er den Jaguar aus dem Dornröschenschlaf erwecken, hierzu wurden die originale Innenausstat-
tung gereinigt, ein neuer Dachhimmel montiert, der Anlasser, die Bremsen und das automatische Getriebe revidiert, sowie neue Reifen montiert. 2007 entdeckte sich ein Sammler den Jaguar, und kaufte diesen aus emotionalen Gründen - genau dieses Modell war sein erster Familienwagen mit dem seine Kinder die ersten Jahre verbrachten, gewesen - Hüni ab. Dieser Mk VIII befindet sich in sehr gutem Zustand und wird mit der letzten MFK als Veteranenfahrzeug im Juni 2003 an einen neuen Besitzer übergeben. Cette imposante limousine, équipée d‘un toit ouvrant rare, a été livrée à l’éditeur allemand connu, le sénateur Franz Burda de Offenburg. Pour la première fois, il avait abandonné sa marque préférée Mercedes, ce que ses amis capitaines d‘industrie allemands n‘appréciaient pas du tout. Burda céda lamentablement et, lors d‘un séjour à l‘hôtel Baur au Lac de Zurich en 1957, vendit la voiture sur place à Henri Huni, un concessionnaire Jaguar situé tout près de l‘hôtel, et revint acheter des Mercedes. En décembre 1957, la Mk VIII a été vendue à Julius R. Rueber, un expert en art local et en février 1959, il a été enregistré à son nom. La Jaguar est restée avec Rueber pendant 44 ans, l‘accompagnant fidèlement dans de nombreux voyages à travers l‘Europe, l‘emmenant par exemple à Londres, Paris et Copenhague et en 1960, 11 mois avant la construction du mur de Berlin, la Jaguar passa majestueusement sous la porte Brandenburg. En 1991, il a parqué définitivement la voiture dans un garage souterrain zurichois et en 2001, il a contacté Lukas, le fils de Huni, avec le souhait que la voiture retourne là où elle avait été achetée toutes ces années auparavant. Huni a repris la voiture bien entretenue avec 105’000 kilomètres parcourus. La voiture a fait l‘objet d‘une remise en service minutieuse qui a nécessité l‘installation de nouveaux pneus, freins et démarreur, ainsi qu‘un nettoyage complète de l‘intérieur et de la peinture, le tout dans le but de préserver le plus possible la substance originale. Seulement le ciel, qui avait été un festin d‘un an pour des millions de mites, devait être remplacé. La Mk VIII a finalement été vendue à un autre passionné et, une fois de plus, les émotions sont intervenues: le nouveau propriétaire voulait la même voiture qui été sa première voiture familiale et dans laquelle ses enfants avaient passé leurs premières années. Une voiture merveilleuse avec un voyage sentimental s‘il y en a rarement eu! Aujourd‘hui, la Jaguar Mk VIII est toujours en très bon état et sera vendue avec la dernière expertise en tant que véhicule vétéran passée en juin 2003.
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Lot 105 3‘925 cars V8 2‘593 cc 200 hp at 6‘500/min Estimate CHF 75‘000 - 85‘000 Story www.conceptcarz.com Photos www.radical-mag.com
1973 Alfa Romeo Montreal Chassis # AR1427964 ALFA - Anonima Lombarda Fabbrica Automobili - was founded in 1910 in Italy. Nicola Romeo added his name when he took control in 1915. Performance has long been part of the Alfa Romeo DNA; with Alfas racing as far back as the 1911 Targa Florio. The Montreal was introduced as a 2+2 concept car at the Expo 67, in Montreal, Canada. The concept car was displayed without a model name and the public took to calling it The Montreal. When it went into production in 1970, the name stuck. The production version featured a Bertone-designed body and a 2593cc 90-degree dry-sump, fuel-injected V8 engine producing 197 horsepower. It mated to a five-speed ZF manual gearbox. The engine redlined at 7000 RPM, unheard of for a V8 of that era. The grill featured four headlights along with a menacing-looking NACA duct in the center of the hood, though it is actually blocked off and not intended to draw air into the engine, but to optically hide the power bulge. This Montreal was discovered in 2001 as a restauration project in a Dutch garage. A Montreal is a rare and worthwhile find indeed and immediately a restoration of the coachwork was undertaken and the engine received a part-overhaul. All the work has been carefully photo-documented. After a number of years in Dutch hands, the car was imported into Switzerland in 2017 where the SPICA injection system was checked and adjusted by a specialist on all things Montreal. The Montreal was built in only 3’925 examples, and an example in such excellent condition, Veteran-MOT’d in October 2018 and with a sought after color combination is a tempting proposition indeed!
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Dieser Montreal wurde im Juli 2001 als Projekt in einer holländischen Garage entdeckt. Nach der Bergung wurde die Karosserie restauriert und der Motor teilrevidiert, eine Fotodokumentation zu den Arbeiten ist vorhanden. Nach einigen Jahren auf holländischen Strassen, wurde der Alfa 2017 in die Schweiz importiert. Hier wurde die SPICA-Benzineinspritzung von einem Montreal Spezialisten kontrolliert und eingestellt. Einer von nur 3‘925 gebauten Montreal in gesuchter Farbkombination, guten bis sehr guten Zustand, und der letzten MFK als Veteranenfahrzeug im Oktober 2018. En 2001 cette Montreal a été découverte comme projet de restauration dans un garage hollandais. Une Montréal est une trouvaille rare et aussitôt une restauration de la carrosserie a été entreprise. Le moteur a fait l‘objet d‘une révision partielle. Tout le travail a été documenté par des photos. Après quelques années sur les routes néerlandaises, 2017 l‘Alfa a été importée en Suisse, où le système d‘injection SPICA a été vérifié et ajusté par un spécialiste sur tout ce qui concerne Montreal. La Montreal a été construite en seulement 3‘925 exemplaires, et un exemple en si bon état, avec l’expertise en tant que véhicule vétéran passée en octobre 2018, et avec une combinaison de couleurs recherchée est une proposition tentante!
1950 Chrysler Town and Country Newport Chassis # 7411821 This Chrysler, from the last year of „Woody“ Production, was found in the proverbial barn with only 24’000 miles run and still carrying its first coat of paint! Bird droppings had damaged the lacquer to the extent of necessitating a respray though, and the original timber sections were restored as required with all the shiny bits rechromed or replaced. The „Spitfire“ Straight-Eight engine (no relation to a certain aeroplane!) as well as the semi-automatic „Fluid-Drive“ transmission received a precautionary overhaul due to the long period the car had been laid up. The original interior was saved and now shows a wonderful, period-correct patina. After importation into Germany the car was equipped with the mandatory (in Germany) hazard warning lights and European spec. headlights. Of the 700 Town and Countries built, this is one of only two remaining examples in black with a black/ gray interior. An honest, rare and very original example in good condition and just 44’000 driven miles, the car will be sold with US- and EU-documents. Swiss customs fee remains to be paid. Dieser Chrysler aus dem letzten Baujahr der „Woodies“ wurde 1992 mit garantiert erst 24‘000 Meilen im Erstlack in einer Scheune entdeckt. Aufgrund von Vogelkotschäden, wurde das Fahrzeug nach der Bergung neu lackiert, das originale Holz wurde aufgearbeitet, die Chromteile wurden erneuert bzw. restauriert. Der „Spitfire“ Reihenachtzylinder-Motor und das halbautomatische „Fluid-Drive“ Getriebe wurden wegen der langen Standzeit überholt. Der Innenraum befindet sich komplett im Originalzustand mit schöner, altersgerechter Patina. Nach dem Import nach Deutschland wurde das Fahrzeug mit einer Warnblinkanlage und europäischen Scheinwerfern ausgerüstet. Von den 700 jemals gebauten Town and Country, ist dies eines von nur zwei erhaltenen Fahrzeugen in der originalen Farbkombination schwarz mit schwarz/grauer Innenausstattung. Ein
ehrliches, seltenes, und sehr originales Coupé in gutem Zustand und erst 44‘000 gefahrenen Meilen. Der Chrysler wird mit US-Papieren und EU-Verzollung geliefert, in der Schweiz ist der Wagen nicht verzollt. Cette Chrysler, qui date de la dernière année de la production des „Woodies“, a été retrouvée dans une grange avec seulement 24’000 miles parcourus et portant toujours sa première couche de peinture! Les excréments d‘oiseaux avaient endommagé la peinture au point de nécessiter un repeint, et les sections de bois d‘origine ont été restaurées avec tous les éléments chromés ont été renouvelés ou restaurés. Le moteur huit cylindres en ligne „Spitfire“ (sans rapport avec un avion en particulier!) ainsi que la transmission semi-automatique „Fluid-Drive“ ont fait l’objet d’une révision préventive en raison de la longue période de stationnement de la voiture. L‘intérieur d‘origine a été sauvegardé et présente maintenant une magnifique patine d‘époque. Après son importation en Allemagne, la voiture était équipée des feux de détresse obligatoires (en Allemagne) et des phares en spécifications. Parmi les 700 Town and Country construits, il s‘agit de l‘un des deux exemples restants en noir avec un intérieur noir/ gris. Exemple honnête, rare et très original, en bon état et avec seulement 44’000 miles parcourus. La voiture sera vendue avec des documents américains et européens, non dédouané en Suisse.
Lot 106 700 cars in-line 8 cylinder 5‘300 cc 145 hp at 3‘200/min Estimate CHF 50‘000 - 60‘000
Photos Oldtimer Galerie
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Lot 107 25 bikes V2 973 cc 76 hp at 6‘700/min Estimate CHF 35‘000 - 40‘000
Photos Oldtimer Galerie
1986 Ducati Mille Mike Hailwood Replica Special Edition Chassis # ZDM1000R*100976* This sensational bike, a Ducati Mille Mike Hailwood Replica, was constructed by the Ducati Agent Gerold Vogel as the tenth example (of a total of 25 built) of a „GV Ducati Classic One of Twentyfive Limited Edition“ in 1988/89. It is based on a brand new 1986 model and the finished result received the blessing of none other than famed Ducati Construction Engineer Fabio Taglioni himself. As homage to Taglioni who went into retirement in 1983, the master’s signature has been engraved on the left engine casing as well as the sightglass of the layshaft, Since 1992 the Ducati is with its second owner and has been driven only 22’500 km since new. The vendor has equipped the bike with TM handle-bars, KVT footrests, Koni spring/damper units and steel-braiding covering the brake lines. A rare chance to acquire a very limited and highly sought after Ducati in excellent condition with a new MOT completed in September 2018. Als Nummer 10 von nur 25 gebauten Ducati Mille Mike Hailwood Replica Gerold Vogel „GV Ducati Classic One of Twentyfive Limited Edition“ wurde dieses Motorrad 1990 erstmals zugelassen. Dieses Sondermodell wurde durch den Schweizer Händler Gerold Vogel mit dem Segen des Ducati Konstrukteurs Fabio Taglioni 1988/89 auf den letzten brandneuen Fahrzeugen mit Baujahr 1986 aufgebaut. Als Hommage an den seit 1983 pensionierten Taglioni, findet sich dessen Unterschrift als Gravur auf dem linken Motorgehäuse und dem Sichtglas der Königswelle. Die Ducati befindet sich seit 1992 in zweiter Hand und wurde erst 22‘500 km gefahren. Der Einlieferer hat das Fahrzeug mit TM- Lenkerstummel, KVT-Fussrastenanlage Koni Federbeinen und stahlummantelten Bremsleitungen aufgerüstet. Hier bietet sich die seltene Gelegenheit eine dieser limitierten und sehr gesuchten Ducati in sehr gutem Zustand und der letzten MFK im September 2018 zu erwerben.
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Cette moto sensationnelle, une Ducati Mille Mike Hailwood Replica, a été construite par l‘agent Ducati, Gerold Vogel, comme dixième exemple (sur un total de 25 exemplaires construits) de la „GV Ducati Classic One of Twentyfive Limited Edition“ en 1988/89. Elle est basée sur une moto toute neuve de la dernière série de 1986 et le résultat final a reçu la bénédiction de nul autre que le célèbre ingénieur de Ducati, Fabio Taglioni lui-même. En hommage à Taglioni, qui a pris sa retraite en 1983, la signature du capitaine est gravée sur le carter moteur gauche ainsi que sur le hublot du couple conique. Depuis 1992, la Ducati avec sa première mise en circulation en 1990, est avec son deuxième propriétaire et n‘a parcouru que 22‘500 km. Le vendeur a équipée la moto de poignées TM, de repose-pieds KVT, d‘amortisseurs Koni et durites de frein renforcées inox. Une chance rare d’acquérir une Ducati très limitée et très recherchée, en excellent état, avec la dernière expertise passée en septembre 2018.
1973 Mercedes 250 C 2.8
Lot 108
Chassis # 114023-12-009688 This Mercedes Coupe was registered in the name of famous actor Richard Burton on the 9th of January 1973 for his personal use at his Gstaad chalet. He drove the car whenever time allowed him to stay in Switzerland. Following a popular trend at the time, he had a sunroof installed. After Burton’s decease the car remained in his garage until discovered by a Mercedes collector from the Romandie in 1987. He consigned the car to our auction on the 27th November 1993 where the car remained unsold. An interesting accessory which had been installed on Burtons request was a “Alcohol detector”, disabling the ignition system after one too many whiskys. A wise and cautionary measure taken by the man himself who, as we all know, was not immune to the temptation of a drink or two. The car was eventually sold about 12 years ago to the last owner who had all necessary mechanical work done, and, unfortunately also had this very personal gadget removed. The Mercedes is sold with swiss registration, still on the name of Richard Burton. For a Swiss buyer, a new MOT will be completed after the auction. Dieses Mercedes Coupé wurde am 9. Januar 1973 vom verstorbenen Richard Burton als Fahrzeug für sein Chalet in Gstaad zugelassen. Hier nutzte er das Fahrzeug währen seiner Aufenthalte in der Schweiz. Dem Zeitgeist folgend, liess er - wohl zu Beginn der 80er Jahre - ein Sonnendach einbauen. Nach Burtons Tod blieb der Mercedes in einer Garage stehen, bis er 1987 von einem Mercedes-Sammler aus der französischen Schweiz erworben wurde. Dieser bot das Coupé anlässlich unserer Auktion vom 27. November 1993 zum Verkauf an. Zu diesem Zeitpunkt war das Fahrzeug noch mit einem, der Zündung vorgeschalteten Alkoholdetektor ausgestattet – als gebürtiger Waliser war Richard Burton bekanntlich den Verlockungen des Alkohols nicht abgeneigt, und wollte so wohl einer unbedachten Aus-
fahrt vorbeugen. Der Wagen blieb unverkauft, wechselte jedoch vor rund 12 Jahren zum letzten Besitzer. Dieser liess das Coupé mechanisch aufbereiten (hierbei wurde der Alkoholdetektor leider ausgebaut). Der Mercedes wird mit immer noch auf Richard Burton lautendem Schweizer Fahrzeugausweis verkauft. Für Schweizer Käufer wird das Fahrzeug nach der Auktion frisch vorgeführt. Ce Mercedes Coupé a été enregistré au nom de l’acteur célèbre Richard Burton le 9 janvier 1973 pour son usage personnel dans son chalet à Gstaad. Il conduisait la voiture chaque fois que le temps lui permettait de rester en Suisse. Suivant une tendance populaire à l‘époque, il fit installer un toit ouvrant. Après le décès de Burton, la voiture est restée dans son garage jusqu’à sa découverte par un collectionneur Mercedes de la Suisse romande en 1987. Il a confié la voiture à notre vente aux enchères le 27 novembre 1993, où elle est restée invendue. Un accessoire intéressant qui avait été installé à la demande de Burtons était un «détecteur d‘alcool», désactivant le système d‘allumage après un trop grand nombre de whiskys. Une mesure sage et prudente prise par l‘homme lui-même qui, comme nous le savons tous, n‘échappait pas à la tentation d‘un verre ou deux. Environ 12 ans en arrière, la voiture a finalement été vendue au dernier propriétaire qui avait effectué tous les travaux mécaniques nécessaires et, malheureusement, ce gadget très personnel a également été supprimé. La Mercedes est vendue avec immatriculation suisse, toujours sous le nom de Richard Burton. Pour un acheteur suisse, l’expertise cantonale sera passée après la vente.
1‘241 cars (1973-76) in-line 6 cylinder 2‘778 cc 130 hp at 5‘000/min Estimate upon request Story www.wikipedia.org Photos Oldtimer Galerie
Please note: The framed original signatures of Richard Burton and Liz Taylor shown beside, will be sold as Lot 108A directly after the car! 19
Lot 109 5‘182 cars (all LHD) V12 5‘344 cc 276 hp at 5‘850/min Estimate
1973 Jaguar E V12 Coupé Chassis # UC1S73216 In 1971, the Jaguar E-Type Series III introduced the V12 engine to the model. This raised the car’s appeal on paper by having much more exotic specification. Jaguar called it the “Ultimate Cat” and advertised the car’s inherent smoothness and absence of engine noise.
CHF 85‘000 - 95‘000
Photos Oldtimer Galerie
As a Swiss delivered example, equipped with the much sought after 4-speed manual gearbox, this lovely Coupé has been in the same family since 1981. The first owner had the car repainted from Primrose Yellow to the current British Racing Green soon after delivery. After about 20’000 km a defective speedo needed replacement. In 1981, having covered a genuine 23’000 km, the car was sold to its second owner. He in turn sold the E-Type on to his nephew in 2008, having driven the car a mere 7’500 km in 27 years. In the past ten years, the Jaguar has been carefully maintained and it has covered only 4’000 additional kilometers. As a result, this is a unique opportunity to acquire a splendid E-Type with full history and only 34’500 kilometers genuine and documented total mileage. Very good, well cared-for condition with its last MOT (incl. veteran status) completed in June 2015. 20
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Als Schweizer Auslieferung mit begehrter 4-Gang Handschaltung, befindet sich dieses schöne Coupé seit 1981 in Familienbesitz. Der erste Besitzer liess den Jaguar nach kurzer Zeit von „Primrose Yellow“ auf „British Racing Green“ umlackieren. Nach rund 20‘000 km musste er den Kilometerzähler aufgrund eines Defektes ersetzen lassen. 1981 verkaufte er den Wagen, mit garantierten 23‘000 km Gesamtlaufleistung, an den zweiten Besitzer. Dieser verkaufte das Fahrzeug schliesslich 2008 an seinen Neffen, nachdem er weitere 7‘500 km damit zurückgelegt hatte. Während der vergangenen zehn Jahre wurde der Jaguar stets gut gewartet und nur gerade 4‘000 km gefahren. Dieser E-Type ist eine nahezu einmalige Gelegenheit, solch ein Fahrzeug mit guter Geschichte und nur gerade 34‘500 gefahrenen Kilometern zu erwerben. Sehr guter und gepflegter Zustand mit der letzten MFK als Veteranenfahrzeug im Juni 2015. Livré neuf en Suisse équipé de la boîte manuelle à 4 vitesses très recherchée, ce charmant Coupé appartient à la même famille depuis 1981. Le premier propriétaire a fait repeindre la voiture de „Primrose Yellow“ à „British Racing Green“ après un court laps de temps. Après environ 20’000 km, un compteur défectueux devait être remplacé. En 1981, après avoir un kilométrage total de 23‘000 garanti, la voiture a été vendue à son deuxième propriétaire. Il a à son tour vendu la type E à son neveu en 2008, après avoir conduit la voiture à peine 7’500 km en 27 ans. Au cours des dix dernières années, la Jaguar a toujours été bien entretenue, ne parcourant que 4’000 km supplémentaires. C’est donc une occasion unique d’acquérir un splendide type E avec un historique complet et seulement 34’500 kilomètres authentiques. Très bon état, bien entretenu avec la dernière expertise en tant que véhicule vétéran passée en juin 2015.
1986 Porsche 911 Turbo 3.3
Lot 110
Chassis # WPOZZZ93ZGS000989 The Porsche engineers had experienced with turbo chargers on the competition Porsches and chairman Ernst Fuhrman thought it was possible to use a turbo on a production car. Therefore in 1973 a prototype ‚911 Turbo‘ was displayed at several European shows, and in 1974 another prototype 911 Turbo was shown at the Paris Motorshow. When the Turbo went on sale in 1975 it had a 3.0 liter 260 bhp engine and was full of luxury. In 1978 the engine was increased to 3.3 liter and an intercooler was mounted. Together with some other modifications the 3.3 liter engine now produced 300 bhp.
This Porsche 911 Turbo, painted in attractive „Preussian blue“ was delivered by AMAG-Schaffhausen on June 24th, 1986. After changing hands twice, the car has now been with its third owner for more than 20 years. In 1998 the Porsche was equipped with 18 inch „Speedline“ rims which are entered (and thus approved) in the cars registration document. The original rims are still with the car, together with the original front spoiler with its rubber lip. Featuring leather interior, heated seats and a steel sunroof - the air-conditioning unit has been removed in the interest of additional power - the Turbo with „Matching-Numbers“ engine is in good condition. The recorded mileage of 96’000 km is substantiated by the cars (mandatory) emission control certificate. A service booklet is with the car but has not been updated by the last owner. This epitome of a Porsche Turbo 3.3 Supercar comes with its last MOT completed in May 2013.
Dieser schöne preussischblau lackierte Porsche 911 Turbo wurde am 24. Juni 1986 durch die AMAG Schaffhausen ausgeliefert. Nach zwei Vorbesitzern befindet sich der Wagen nun seit über 20 Jahren im selben Besitz. 1998 wurde das Fahrzeug mit 18“ Speedline Felgen ausgestattet, welche im Fahrzeugausweis eingetragen sind - die originalen Fuchs Felgen sind vorhanden, ebenso der originale Frontspoiler mit Gummilippe. Ausgestattet mit Lederinterieur, Sitzheizung, und Stahlschiebedach - die Klimaanlage wurde zu Gunsten der Motorleistung demontiert - befindet sich dieser Turbo mit „Matching-Numbers“ Motor in gutem Zustand. Der Kilometerstand von 96‘000 km ist aufgrund des Abgaswartungsdokumentes nachvollziehbar. ein Serviceheft ist vorhanden, wurde aber vom letzten Besitzer nicht nachgetragen. Mit der letzten MFK im Mai 2013, ist dieser 911 Turbo 3.3 für viele Leute der Inbegriff des Porsche-Supersportlers.
1‘158 cars (1986, ROW) 6 cylinder turbo flat-engine 3‘299 cc 300 hp at 5‘500/min Estimate CHF 125‘000 - 135‘000 Story www.911evolution.com Photos Oldtimer Galerie
Cette Porsche 911 Turbo, peinte en «bleu Preussian», a été livrée par AMAG-Schaffhausen le 24 juin 1986. Après avoir changé de mains deux fois, la voiture appartient à son troisième propriétaire depuis plus de 20 ans. En 1998, la Porsche était équipée de jantes Speedline de 18 pouces qui sont inscrites (et donc homologuées) dans le permis de circulation. Les jantes Fuchs d‘origine sont toujours avec la voiture, ainsi que le spoiler avant d‘origine avec sa lèvre en caoutchouc. Equipée d’un intérieur en cuir, de sièges chauffants et d’un toit ouvrant en acier - la climatisation a été démontée pour gagner en puissance - la Turbo avec moteur „Matching-Numbers“ est en bon état. Le kilométrage de 96’000 km est décelable par le fiche d’entretien du système antipollution. Un carnet de services est avec la voiture mais n‘a pas été mis à jour par le dernier propriétaire. Avec la dernière expertisé passée en mai 2013, cette 911 Turbo 3.3 est la quintessence de la voiture super sport Porsche pour beaucoup de gens. 21
Lot 111 1‘224 cars in-line 4 cylinder turbo 1‘995 cc 377 hp at 6‘000/min Estimate CHF 90‘000 - 100‘000
Photos by consignor
1993 Lancia Delta HF Integrale EVO 2 Chassis # ZLA831AB000582785 With only 1‘224 examples built, a EVO 2 with the 16 valve engine is a rare sight indeed, even more so in view of all the cars which suffered terminal damages during race meetings and other disreputable treatments. We are therefore especially delighted to be able to present this Swiss delivered example with a total mileage of only 31’500 km and a full service history. The coachwork still wears its original paint and the interior, in leather, is still in outstanding condition. The engine was rebuilt in 2003 by Officina Maritotti in Suzzara – recognised Lancia und Abarth specialists – to Group A Specifications. The engine performance diagram now shows a rather impressive 377,2 hp at the flywheel which translates to 291,8 hp at the rear wheels. Clutch and gearbox were brought up to par to cope with all this additional power and the Brembo brake system was recently overhauled with new discs and pads. All the aforementioned work is thoroughly documented. As a result, we have a rare rally legend in outstanding condition, showing a fully documented history and with the last MOT completed in January 2018. Mit nur 1’224 gebauten Fahrzeugen ist der EVO 2 mit 16-Ventil Motor und Katalysator zweifellos eine seltene Erscheinung im Strassenvekehr. Zumal viele dieser Fahrzeuge während der vergangenen Jahre in Rennveranstaltungen und durch unsachgemässe Behandlung zerstört wurden. Umso mehr freut es uns, hier eine Schweizer Auslieferung mit erst 31‘500 km und lückenloser ServiceHistorie anbieten zu können. Die Karosserie dieses Lancia wurde bis heute nie neu lackiert, die Lederausstattung befindet sich hervorragendem Originalzustand, der Motor wurde 2003 durch Officina Maritotti in Suzzara – ein Spezialbetrieb für Lancia und Abarth – nach Gruppe A Spezifikationen neu aufgebaut. Das Leistungsdiagramm zeigt nun 377.2 PS an der Kurbelwelle, bzw. 291.8 PS
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auf der Strasse. Die Kupplung und das Getriebe wurden der Mehrleistung angepasst, und die Brembo Bremsanlage erhielt kürzlich neue Bremsscheiben und –beläge. Sämtliche Rechnungen für die ausgeführten Arbeiten sind vorhanden. Hier steht also eine seltene Rally-Legende in hervorragendem Zustand, belegter Historie, und der letzten MFK im Januar 2018. Avec seulement 1’224 exemplaires construits, un EVO 2 avec un moteur à 16 soupapes est un spectacle rare, encore plus compte tenu de toutes les voitures qui ont subi des dégâts terminaux lors de réunions de course et d’autres traitements peu recommandables. Nous sommes donc particulièrement ravis de pouvoir présenter cet exemple livré en Suisse avec un kilométrage total de seulement 31’500 km et un historique complet. La carrosserie porte toujours sa peinture d‘origine et son intérieur, en cuir, est toujours dans un état exceptionnel. Le moteur a été reconstruit en 2003 à Suzzara par Officina Maritotti - spécialiste reconnu de Lancia et Abarth - selon les spécifications du groupe A. Le diagramme de performances du moteur montre maintenant une puissance assez impressionnante de 377,2 CV au vilebrequin, ce qui correspond à 291,8 CV aux roues arrière. L‘embrayage et la boîte de vitesses ont été optimisés pour faire face à toute cette puissance supplémentaire et le système de freinage Brembo a récemment été révisé avec des disques et plaquettes neufs. Tous les travaux susmentionnés sont bien documentés. En conséquence, nous avons une rare légende de rallye en parfait état, montrant une histoire entièrement documentée et avec la dernière expertise passée en janvier 2018.
2000 Ferrari 456 M GT
Lot 112
Chassis # ZFFWP44B000120131 The Pininfarina-designed Ferrari 456 GT debuted in Europe in 1993 and was first available in the U.S. in 1995, and can be viewed as a replacement for the 365 GT 2+2/400/412 series. This front-engined 2+2 grand tourer had a 436 hp, 5.5-liter V-12 mated to a six-speed gearbox that propelled it from 0-60 in just over 5 seconds on its way to a top speed of 186 mph. All of this performance could be managed from a cockpit that provided Connolly leather appointments for four and every other comfort expected of a $245,000 automobile. In 1998, Ferrari introduced an updated version, the 456M GT. This “Modificata” had a revised interior, some bodywork changes, and a slight increase in horsepower.
Being one of only 640 Ferrari 456 M GT equipped with a manual 6-speed gearbox, this exceedingly elegant GT was delivered on the 8th August 2000 by the Ferrari agent in Lausanne. After changing hands in 2006, the car was bought in 2009 by the vendor with 53’000 km driven. In preparation for the most recent MOT in September 2016 the cambelt (incl. tensioner) all ignition wiring and the Lambda sensor were replaced. All books, including a complete service booklet, are present in their leather pouch as well as all the other maintenance records collected by the vendor. The 456 M presents itself in very good, well cared for and properly maintained condition. The restrained color combination is a perfect complement to this timeless and elegant Ferrari GT.
Als einer von nur 640 gebauten Ferrari 456 mit 6-Gang Handschaltung in der Modificato-Ausführung, wurde dieses Fahrzeug am 8. August 2000 durch die FerrariNiederlassung in Lausanne ausgeliefert. Nach einem Besitzerwechsel 2006, wurde das Coupé 2009 vom Einlieferer mit 53‘000 gefahrenen Kilometern übernommen. Für die letzte MFK im September 2016, wurden die Zahnriemen inlusive Spanner, sämtlich Zündkabel und die Lambda-Sonden ersetzt. Die komplette Bordmappe mit lückenlosem Serviceheft, sowie sämtliche Unterhaltsbelege seit der Übernahme durch den Einlieferer sind vorhanden. Der 456 M befindet sich in sehr gutem, gepflegten, Originalzustand. Ein sehr elegantes Coupé der Sportwagenschmiede aus Maranello in einer klassischen, nicht aggressiven, Farbkombination.
640 cars (6-speed) V12 5‘473 cc 442 hp at 6‘250/min Estimate CHF 60‘000 - 80‘000 Story supercars.net Photos Oldtimer Galerie
Etant une de seulement 640 Ferrari 456 M GT équipées d’une boîte de vitesses manuelle à 6 rapports, cette GT extrêmement élégante a été livrée le 8 août 2000 par l’agent Ferrari à Lausanne. Après un changement de propriétaire en 2006, la voiture a été achetée en 2009 par le vendeur avec 53’000 km parcourus. En préparation de la plus récente contrôle technique en septembre 2016, les courroies de distribution (tendeurs inclus), tous les câbles d‘allumage et les sondes Lambda ont été remplacés. Tous les livres, y compris un carnet de service suivi, sont présents dans leur pochette en cuir ainsi que tous les reçus de maintenance rassemblés par le vendeur. La 456 M se présente en très bon état, soignée et bien entretenue. La combinaison de couleurs sobre complète parfaitement cette Ferrari GT élégante et intemporelle.
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Lot 113 1‘177 cars (all 3 1/2-Litre) in-line 6 cylinder 3‘669 cc approx. 105 hp Estimate CHF 115‘000 - 125‘000 Story rollsroycefoundation.org Photos Oldtimer Galerie
1934 Bentley 3 1/2-Litre Sport Saloon by Park Ward Chassis # B-30-AH When Rolls-Royce bought Bentley Motors, they shut down production of the Vintage Bentley 8 Litre and 4 Litre. Then they had to decide what to do with the Bentley name, as they couldn’t afford to alienate their customer base and not build a new Bentley. The question was what sort of car to build, an especially tricky question given the Rolls-Royce Board’s prior lack of interest in sporting cars. After several false starts, the Experimental Department developed a prototype car based on an earlier 18 HP, 2-3/4 litre experimental chassis called the “Peregrine” and a suitably “tweaked” 20/25 HP engine; this combination proved to be a winner. W.O. Bentley, who came to Rolls-Royce as one of the assets of Bentley Motors and was being used by Rolls-Royce as a glorified tester, tested one of the prototype cars extensively on the Continent and wrote back to the Derby factory giving the car overall praise.
The new Derby Bentley was introduced to the press at the end of September 1933 and to the public at the Olympia Show, which followed soon after. While the new Bentley might have seemed somewhat like the contemporary 20/25 HP Rolls-Royce, in fact the 24
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chassis, engine accessories, manifolding, compression, carburetion, and gear ratios are different. The car had twin S.U. carburetors and fuel pumps, a wheelbase of 126”, and a chassis weight of 2‘550 lbs. The 3-1/2 Litre Derby Bentley was designed to be the “silent sports car,” and it was marketed that way.
With its firm springing, fast steering, low center of gravity, and rugged fast performance, yet with the silky characteristics of the Rolls-Royce and relatively good fuel economy, the car became very popular with sporting motorists, film stars, and the “smart set” of London. Beautiful, sporting coachwork from the finest British and continental builders was mounted on the 3-1/2 Litre chassis. And while Rolls-Royce did not officially sanction racing, E. R. “Eddie” Hall raced his 3-1/2 Litre with notable success in the Tourist Trophy races of 1934 and 1935 and received a great deal of help from the Experimental Department in doing so. Many other racing drivers owned and used Derby Bentleys, particularly in traveling to venues where they were to race in other cars. More than one used his Derby Bentley to learn the course for a given race. Derby Bentleys were seen in races at Brooklands, as
well. Nonetheless, most of the bodies fitted to 3-1/2 Litres were more luxurious than sporting and more elegant than stark. Once again, as with the 3 Litre Bentley from the Old Company, the weight of bodies fitted put a strain on the engines and chassis to which they were fitted. The design and experimental staffs at Derby were concerned about this trend toward heavier bodies, but fortunately the Experimental Department had been working to improve the power of the 3-1/2 Litre engine and to refine the chassis. The result of their work was the 4-1/4 Litre Bentley, introduced in the summer of 1936. The Derby Bentley, whether in 3-1/2 Litre or 4-1/4 Litre form, is practically impossible to wear out if it is well treated. It is a car with performance and reliability such that it is a practical proposition, within reasonable limits, on the roads of the twenty-first century. And it can still be a formidable opponent in vintage car racing. Wunderschöne Limousine mit Park Ward Karosserie und Schiebedach. Ausgeliefert im April 1934, hatte dieser Saloon drei englische Vorbesitzer, bevor er bis 1991 in einem deutschen Museum stand. Während der Jahre in England wurde der originale Motor (L 4 BO) durch ein absolut typengleiches Aggregat (R 2 BO) ersetzt. 1991 wurde das Fahrzeug von einem Liebhaber in die Schweiz importiert und ohne Rücksicht auf Kosten komplett restauriert. 2016 wurde der Wagen vom letzten Besitzer erworben welcher eine FIVA-ID ausstellen liess. Seltener, Mille Miglia tauglicher, Bentley Saloon in sehr gutem und gepflegten Zustand. Letzte MFK als Veteranenfahrzeug im Oktober 2016. Magnifique berline avec carrosserie Park Ward et toit ouvrant. Livrée en avril 1934, cette Bentley avait trois propriétaires au Royaume-Uni, avant d‘être exposée dans un musée allemand jusqu‘en 1991. Au cours des années en Angleterre, le moteur d‘origine (L 4 BO) a été remplacé par une unité identique (R 2 BO). En 1991, le véhicule a été importé en Suisse par un amateur et entièrement restauré sans tenir compte des coûts. En 2016, la Bentley a été acquise par le dernier propriétaire et une carte d‘identité FIVA lui a été délivrée. Rare berline Bentley, éligible pour la Mille Miglia, en très bon état et bien entretenue. Derniere expertise en tant que véhicule vétéran passée en octobre 2016. Beautiful example of „the Silent Sportscar“ clothed in an elegant Park Ward Saloon body with sliding roof. The Bentley, which was delivered in April 1934 has had three keepers in the UK before being exhibited in a German car museum until 1991. During its tenure in England the original engine (L 4 BO) had been replaced by an identical unit (R 2 BO). In 1991 the car was brought to Switzerland where it received a thorough restoration. In 2016 the Bentley was acquired by the current owner and it was issued a FIVA identity card. This is a rare and Mille Miglia eligible Bentley Saloon in very good and well cared-for condition. The latest MOT (incl. Veteran Status) was completed in October 2016.
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1961 Mercedes 190 SL
Lot 114
Chassis # 121040-10-018982 Max Hoffman was responsible for the sporty two-seat Mercedes-Benz 190SL sports car. The S represented ‚Sports‘ while the L meant Light, or ‚Sehr Leicht‘. With a curb weight of 2560 pounds, it was hardly ‚light‘ when compared with other vehicles in it class, some 500 through 1000 pounds less. It was however an excellent alternative to the higher-priced Mercedes-Benz 300SL. The gullwing-door 300SL was available only as a coupe while the 190 SL could be purchased as a Roadster with a soft top convertible or with a removable hardtop roof. In 1954, Mercedes introduced its two-door 190SL at the New York Auto Show. Fifteen months later the production version was displayed at the 1955 Geneva Auto Show. Gone was the air-scoop that had been on the hood, along with other aesthetic aspects. The 300SL was initially priced at $7‘460 while the 190SL was $3‘998. As a result the 190SL outsold the 300SL by nearly eight to one.
This lovely 190 SL in its original color DB334G „light blue“ with red leather interior has been in Switzerland since 1961 and with ts last owner since 2006. The car has received new paint and a new top many years ago but the leather is still the original one. As an added bonus, the car comes with its ultra-rare „Panorama-hardtop“ painted in the same color. It has to be collected at the vendors residence. The Mercedes was recently serviced and its last MOT (incl. Veteran status) was completed in October 2018. In icon of the Fifties and early Sixties in probably the most attractive and elegant color combination available at the time.
Dieser schöne 190 SL in seiner seltenen Originalfarbe DB 334G „hellblau“ mit roter Innenausstattung war seit 1961 in der Schweiz und befindet sich seit 2006 im selben Besitz. Vor vielen Jahren neu lackiert, ist das Interieur immer noch im originalen Leder gehalten, das Verdeck wurde ebenfalls vor einigen Jahren ersetzt und befindet sich in sehr gutem Zustand. Ausserdem wird der SL mit einem originalen Panorama-Hardtop in Wagenfarbe verkauft, welches beim Einlieferer abgeholt werden kann. Der Mercedes erhielt kürzlich einen Service, und die letzte MFK als Veteranenfahrzeug erfolgte im Oktober 2018. Eine Ikone der späten 50er und frühen 60er Jahre in einer der schönsten und elegantesten Farbkombinationen dieser Zeit.
25‘881 cars in-line 4 cylinder 1‘897 cc 105 hp at 5‘700/min Estimate CHF 125‘000 - 135‘000
Photos Oldtimer Galerie
Cette belle 190 SL dans sa couleur d‘origine DB334G „bleu clair“ avec intérieur en cuir rouge est en Suisse depuis 1961 et est au même propriétaire depuis 2006. La voiture a reçu une nouvelle peinture et une nouvelle capote il y a de nombreuses années, mais le cuir reste l’original. En surplus, la voiture est livrée avec son hardtop panoramique très rare, peint de la même couleur. Il doit être récupéré à la résidence du vendeur. La Mercedes a récemment fait l‘objet d‘un entretien et la dernière expertise en tant que véhicule vétéran a été achevée en octobre 2018. L’incarnation des icônes des années 50 et du début des années 60, elle est probablement la combinaison de couleurs la plus attrayante et élégante disponible à l‘époque.
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Lot 115 11‘130 cars V8 6‘384 cc 330 hp at 4‘800/min Estimate CHF 75‘000 - 95‘000 Story www.100megsfree4.com Photos www.zwischengas.com
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1959 Cadillac Series 62 Convertible Chassis # 59F031395 The ‚59 Caddy had it all -- looks, performance, and comfort. It stood as the ultimate symbol of success, impressive and -- yes -- controversial. The outrageous tail fins and jet pod taillights evoked either a love it or leave it attitude with the public. It is interesting to note that Maurice D. Hendry, author of Cadillac: Standard of the World, The Complete Seventy-Year History, refused to include a picture of the regular production ‚59 Cadillac in his book. He said that, „This year saw the tail fins reach a literally ridiculous height.... The fins had plenty of critics.... Nevertheless, the 1959s overall were excellent.... As cars -- rocket fins or not -- they were undeniably excellent.“ Walter M. P. McCall, in 80 Years of Cadillac-LaSalle agreed, commenting that the 1948 tailfins „soon became Cadillac‘s most famous styling feature, but with each successive series of new cars these rear fender appendages grew higher and more flamboyant. By the late 1950s they had reached ludicrous proportions and were of questionable taste.“ He called them „Cadillac‘s spectacular ‚zap‘ fins!“ Up front, McCall observed that „The new grille was a glittering cliff of chrome. And as if one toothy grille wasn‘t enough there was even a dummy grille across the lower rear deck of most models. A thin, horizontal blade divided the jewelled front grille into upper and lower sections. Parking and turn signal lights were paired in pods at the outer ends of the massive new front bumper. The new rear bumper had huge, chrome outer pods with backup lights recessed in their centers.“ Of course, just about everybody knows about the monster fins on the ‚59 Cadillac. But how many have ever heard about the Cadillac designed around a Buick door? The 1959 Cadillac was. General Motors had gone through three expensive years of tooling up for new models and the head honchos wanted to trim costs. They decided to make the basic Buick front door a common interchangeable element throughout the GM C-body line. This was
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a tough directive because the door tapered rearward, but an order was an order and the Cadillac design team worked around it, turning out an unforgettable product in the process.
Dave Hols, now Director of Design with the General Motors Design Staff, was a designer at the Cadillac styling studio in 1956. He remembers the Buick door challenge quite well. „Boy, did you guys see those ‚57s parked down at the end of Mound Road?, „ Hols recalls one designer asking as he came into the studio one morning. The designer was referring to the befinned 1957 Chrysler cars. Actually, Cadillac had started the great automotive fins race in 1948 after styling chief Harley Earl had sent a group of designers out to Selfridge Field near Detroit to study a Lockheed Lightening P-38, particularly its rear stabilizers. Now, almost a decade later, Chrysler‘s cars were out-finning Cadillac -- and in a bold way at that. In point of fact, Chrysler had temporarily wrested design leadership from GM, and that could not be tolerated. Thus, Chrysler‘s challenge set the Cadillac design team‘s creative course -- the ‚59 Cadillac was going to have flamboyant fins. All the designers were disenchanted (some to the point of hate) with the ‚58 Caddy and they were going to abandon most of its design themes. And
just as the 1958 Lincoln and Continental Mark III set out to „out-Cadillac“ Cadillac in 1958, Cadillac found itself in the curious situation of trying to „out-Chrysler“ Chrysler in 1959! Retired Vice-President of Design, Bill Mitchell, remembers the battle with Chrysler. „I think what happened is that at the time Exner at Chrysler and we at GM tried to out-fin each other. I think the worst year we had was ‚58 when we were putting on chrome with a trowel. We had chrome on everything, and in ‚59 we tried to out-fin Exner. You know, we went on to ‚60 and ‚61 and brought the fins down and made them a little more sane -- a little more ‚sanitary.‘“ The head of GM styling at the time was Harley Earl, the Father of modern automotive design. But he was away in Europe when this inspiration came to the Cadillac design staff. „When the cat‘s away....“ Every designer on the project was enamored of jet aircraft. It was nothing to see a stack of books on the subject on their desks. This was an exciting time in aviation and the designers were awed by the shapes of the latest jets. True, the P-38 influence continued on the ‚59 Cadillac with the flow-through lines. As Mitchell said, „Seeing the P-38, you saw how you could go from the headlight straight back to the tailfin in one line.“ But, as Hols puts it, „By the midFifties, jet aircraft were the thing.“ If you look at the rear of the ‚59 Caddy, it looks like the exhaust ports of a jet. It‘s no wonder the ‚59 Caddy looks like it‘s really moving even when it‘s just sitting in the driveway.
Dieser Cadillac wurde 2010, kurz bevor er von einem Schweizer Sammler erworben wurde, in den USA komplett restauriert. Mit kräftigem V8-Motor, automatischem Getriebe, elektrischem Verdeck, Servolenkung, Klimaanlage, und den wohl grössten, je in Serie produzierten Heckflossen, ist dieses Cabriolet der Inbegriff des „American way of drive“ Ende der fünziger Jahre. Das wunderschöne und imposante Fahrzeug wird mit US-Papieren und Schweizer Verzollung angeboten. Für Schweizer Käufer wird das Fahrzeug nach der Auktion frisch vorgeführt. Cette Cadillac a été entièrement restaurée aux États-Unis en 2010, juste avant d‘être achetée par un collectionneur suisse. Avec son moteur V8 puissant, sa transmission automatique, sa capote électrique, sa direction assistée, sa climatisation et des ailerons les plus extravagants et les plus imposants jamais installés sur une voiture de route, ce cabriolet doit certainement être l‘incarnation même du „ American Way of Drive „ de la fin des années cinquante. Pas pour les timides et les retraités, cette voiture magnifique et imposante est offerte avec papiers américains et dédouanement suisse. Pour un acheteur suisse, l‘expertise cantonale sera faite après la vente.
This Cadillac was completely restored in the USA in 2010, just before being bought by a Swiss collector. Equipped with a powerful V8 engine, automatic gearbox, electrically operated convertible top, power steering, air-condition and the most outrageous and biggest fins ever installed on a road car, this Convertible must surely be the epitome of „American Way of Drive“, certainly fulfilling every 50ies Cliché imaginable. Not for the shy and retiring, this beautiful and breathtaking automobile is offered with US title documents and Swiss customs clearance paid (13.20). For a Swiss buyer, a new MOT will be completed after the auction. 29
Lot 116 147 cars (5-speed, carburettor) V12 4‘821 cc 340 hp at 6‘500/min Estimate CHF 95‘000 - 105‘000 Story www.wikipedia.org Photos Oldtimer Galerie
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1979 Ferrari 400 GT Chassis # F101CL27795 The Ferrari 365 GT4 2+2, Ferrari 400 and Ferrari 412 (Tipo F101) are front-engined V12 2+2 grand tourers made by Italian manufacturer Ferrari between 1972 and 1989. The three cars are closely related, using the same body, chassis and engine evolved over time. Ferrari turned to frequent styling partner Leonardo Fioravanti at Pininfarina, whose three-box design for the 365 GT4 2+2 was a clear departure from its fastback predecessor, the 365 GTC/4. It followed Fioravanti‘s Ferrari 365 GTB/4 Daytona as the second Ferrari to feature the characteristic swage line dividing the body into upper and lower halves. The tubular steel chassis was based on that of the GTC/4, but the wheelbase was lengthened 200 mm to 2‘700 mm. The bodies were steel, with a fiberglass floor; they were manufactured by Pininfarina at its Turin plant, then shipped fully finished to Modena where Ferrari assembled the cars. Suspension consisted of double wishbones, coil springs coaxial with the shock absorbers, and anti-roll bars all around; the rear axle featured an hydraulic selflevelling system. Under the bonnet there was a Tipo F 101 Colombo V12 that underwent many changes through the years. It was an alloy head and block, four overhead cams, 24-valve unit using wet sump lubrication. The transmission was conventionally coupled directly to the engine, as on the GTC/4, with a driveshaft connecting it to the rear limited slip differential. The steering was servoassisted. Brakes were discs on all four wheels. In 1972, just a year after the launch of the GTC/4, a new 2+2 debuted at the Paris Motor Show: the 365 GT4 2+2. The name refers to the single cylinder displacement (365 cc), four overhead camshafts (GT4) and seat configuration (2+2). Most of the mechanicals, including the 4‘390 cc engine, were carried over from its predecessor. The V12 used six side-draft Weber 38 DCOE 59/60 carburetors
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and produced 340 PS at 6200 rpm. The gearbox was a five-speed, all-synchromesh manual with a single-plate clutch. Five-spoke alloy wheels were mounted on Rudge knock-off hubs; Borrani wire wheels were still offered at extra cost. Fittingly for a large grand tourer, standard equipment included leather upholstery, electric windows and air conditioning. The GT4 was replaced in 1976 by the nearly identical looking Ferrari 400.
At the 1976 Paris Motor Show Ferrari unveiled the replacement for the 365 GT4 2+2. The new 400 was offered in two models: 400 Automatic, using a GM THM400 3-speed automatic transmission, and 400 GT, using a five-speed transmission. The 400 Automatic was the first Ferrari to have an automatic transmission. The 365‘s V12 engine had been stroked to a displacement of 4.8 L and given six 38 DCOE 110-111 Webers, and now produced 340 PS. 0–60 mph took 7.1 seconds. Other changes compared to the 365 GT4 included five-stud wheels to replace the knock-off hubs (Borrani wheels weren‘t offered anymore), a revised interior, the addition of a lip to the front spoiler, and double circular tail light assemblies instead of triple.
With only 147 examples built with the 5-speed manual gearbox, this 400GT is indeed a rare find in any Ferrari collection. This car was first registered in the name of the Poetschke Company in Frankfurt on the 15th June 1979. Following current fashion, the car received the latest Panasonic RM-710 Cockpit stereo system - the most advanced and expensive system available in period. On the 7th of March 1980 the car was laid up and only repatriated in 1986 after having been bought by a Swiss architect. After recommissioning by the Ferrari specialists Peter Rosenmeier in Markgröningen, the Ferrari was imported into Switzerland on the 3rd February 1987 and received its first Swiss MOT with only 22’907 km total mileage covered by then. As can be seen from the Swiss mandatory emissions control document, in the following 18 years, a mere 6’000 km had been added. In January 2006, the 400GT was bought by the vendor. After using it sparingly (only another 2’000km in the following nine years) the engine received a cylinder head overhaul, new gaskets and the radiator as well as the clutch were overhauled or replaced. Receipts in excess of 30’000 CHF are available. A true 2 plus 2 with the classic V12 front engine layout and the timeless elegance of its Pininfarina designed body, this 31’500 km example is in excellent condition and has successfully passed its most recent MOT (incl. veteran code) in August 2015. Als eines von nur 147 Fahrzeugen mit 5-Gang Handschaltung, dürfte dieser 400 GT in vielen Ferrari Sammlungen fehlen. Der Wagen wurde am 15. Juni 1979 erstmals in Deutschland auf die Firma Poetschke und Co. KG in Frankfurt zugelassen. Dem damaligen Zeitgeist folgend, liess der Erstbesitzer eine Panasonic RM-710 Cockpit-Stereoanlage einbauen - das damals beste und teuerste Produkt. Gemäss dem deutschen Brief, wurde der Ferrari bereits am 7. März 1980 abgemeldet, und bis zum Kauf durch einen Schweizer Architekten im Juni 1986 nicht wieder zugelassen. Nach den Bereitstellungsarbeiten durch die Ferrari Vertragswerkstatt Peter Rosenmaier in Markgröningen wurde der 400er am 3. Februar 1987 in die Schweiz importiert, und am 7. Juli 1988 mit damals 22‘907 Kilometern auf der Uhr erstmals hier beim zuständigen Strassenverkehrsamt geprüft. Wie das Abgas-Wartungsdokument zeigt, wurde der Ferrari in den folgenden 18 Jahren nur knapp 6‘000 Kilometer gefahren. Im Januar 2006 schliesslich, wurde der V12 vom Einlieferer übernommen. Nach weiteren 2‘000 Kilometern in 9 Jahren, liess er 2015 den Motor komplett neu abdichten, die Zylinderköpfe und den Wasserkühler revidieren, die Kupplung ersetzen, neue Reifen montieren, und weitere Instandstellungsarbeiten durchführen – Belege für über CHF 30‘000.00 sind vorhanden. Ein vollwertiger 2+2 mit klassischem V12 Frontmotor-Layout und einer zeitlosen Pininfarina Karosserie in gutem, sehr originalen Zustand mit gerade einmal 31‘500 Kilometern auf der Uhr. Die letzte MFK als Veteranenfahrzeug erfolgte im August 2015.
En tant que l’un des 147 exemplaires construits avec la boîte de vitesses manuelle à 5 vitesses, cette 400 GT est en effet une découverte rare dans toute collection Ferrari. Cette voiture a été enregistrée pour la première fois au nom de la société Poetschke à Francfort le 15 juin 1979. Conformément à la mode actuelle, la voiture a reçu le dernier système stéréo Panasonic RM-710 Cockpit - le système le plus avancé et le plus coûteux disponible à ce jour. Selon la registration allemande, la Ferrari avait déjà retire de la circulation le 7 mars 1980 et n‘avait pas été remis en service avant son achat par un architecte suisse en juin 1986. Après avoir été remis en service par les spécialistes de Ferrari, Peter Rosenmeier, à Markgröningen, la Ferrari a été importée en Suisse le 3 février 1987 et a reçu sa première expertise suisse avec seulement 22’907 km parcourus. Comme la fiche d’entretien du système antipollution obligatoire montre, la Ferrari a parcouru un peu moins de 6’000 km au cours des 18 années suivantes. En janvier 2006, la 400 GT a été achetée par le vendeur. Après une utilisation parcimonieuse (seulement 2’000 km supplémentaires au cours des neuf années suivantes), en 2015, le moteur a fait l’objet d’une révision des culasses, de nouveaux joints et le radiateur ainsi que l’embrayage ont été révisés ou remplacés. Des reçus supérieures à CHF 30‘000.- sont disponibles. Véritable 2 plus 2 avec la disposition classique du moteur avant V12 et l’élégance intemporelle de sa carrosserie dessinée par Pininfarina, cet exemple avec 31‘500 kilomètres au compteur est en bon état et a passée la dernière expertise en tant que véhicule vétéran en août 2015.
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Lot 117 439 cars (carburettor) V8 5‘338 cc approx. 380 hp Estimate CHF 175‘000 - 205‘000 Story www.astonmartins.com Photos Oldtimer Galerie
1981 Aston Martin V8 Volante Vantage Specification Chassis # V8C0L15215 Aston Martin Lagonda was pulled back from total closure in 1975, but the new owners couldn‘t afford to replace the V8 despite it‘s advancing age. Fortunately, for less money, the range could be broadened to include various variations based on the saloon. For instance, from 1970, Aston Martin were unable to offer a convertible following the demise of the DB6 Mark II Volante. It was a similar story for many other manufacturers as the US safety lobby appeared to be killing off all soft tops. But as attitudes in the US began to change, the convertible V8 Volante was unveiled in June 1978 and became in immediate success.
The separate chassis of the V8 needed some additional strengthening to compensate for the lack of a roof and thus added an additional 70 kg to the weight. This blunted performance slightly as did the standard fit automatic gearbox; yet a maximum speed of a little over 140mph and 0-60mph 7.7 seconds was more than satisfactory. The car was so popular in the US that for many months, the only right hand drive example was the prototype (pictured above). This car was shown at the UK motor show in 1978, was extensively road tested and reviewed in motoring magazines and was the personal car of Alan Curtis, who at the time was Managing Director of AML. It is still finished in it’s original Tourmaline Blue although it no longer carries the prestigious AML1 numberplate. 32
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The early series one Volante can be easily identified by the bulge in the bonnet needed to clear the four Weber carburettors. Indeed, this style of bonnet was first seen on the Volante and only transferred to the saloon with the introduction of the ‘Oscar India’ four months later. This was once a works car and thus wore the famous AML 1 registration number . Walnut veneers made a welcome return to Aston Martins in the Volante. And again, a few months later, the saloon also received the rich burr walnut veneers. Wood has been a feature of Aston Martins ever since then and until 2001 with the Vanquish, which has no wood inside whatsoever.
As one might expect, the Volante is more sought after than the closed saloon and often used values are at least 100% higher. But the blue car above was somewhat the exception to the rule at the Brookes/ AML auction in May 2000. Whilst only described as ‘fair’ condition, the early Volante found a new owner for a modest £19,550 including commission. I would doubt you could buy the same car today for such little money.
This magnificent Aston Martin Volante, in rare LHD form and equipped with the much sought after 5-speed manual box, was delivered in 1981 to its first owner, Oil magnate Fred C. Alcorn of Texas USA. The perfect shade of „British Racing Green“ completed the desirable specification of the car. Shortly after delivery, a Swiss financier bought the car from Alcorn and imported it into Switzerland. In 1989, he decided to have a “Vantage” conversion carried out by specialists Chapman Spooner Ltd of Aldridge in the UK. Together with a repaint in Blue and a new interior trimmed in Magnolia, the total cost of this project amounted to around 90’000 Swiss Francs. In 2013 the Aston Volante was acquired by the vendor. In 2014 Aston Martin specialists Roos Engineering fitted a set of Borrani wire wheels with new tyres - the original rims are still with the car of course. At the end of 2014, corrosion was found in the outer sills, necessitating a partial restoration, completed by Roos Engineering. Receipts for various tasks undertaken between 2013 and 2017, amounting to roughly 90’000 CHF, are available. With 77’000 kilometers driven in total and the last Swiss MOT completed in May 2018, this Aston Volante is guaranteed to provide many delightful miles to its new owner and a prime spot at future AMOC meetings. Dieser wunderschöne Aston Martin Volante wurde 1981 als seltener Linkslenker mit begehrenswerter 5-Gang Handschaltung in der Farbe „british racing green“ an den Texanischen Ölmagnaten Fred C. Alcorn ausgeliefert. Schon nach kurzer Zeit kaufte ein Schweizer Financier den Wagen und importierte das Fahrzeug in die Schweiz. 1989 entschied sich dieser, den V8 durch die Firma Chapman Spooner Limited in Aldridge auf „Vantage“ Spezifikationen aufrüsten zu lassen. Zusammen mit der blauen Lackierung und einer neuen Innenausstattung in Magnolia beliefen sich die Umbaukosten auf umgerechnet rund CHF 90‘000.00. 2013 wurde der Volante vom Einlieferer übernommen, welcher 2014 durch den Aston Martin Spezialisten Roos Engineering einen Satz Borrani-Speichenräder mit neuen Reifen montieren liess – die originalen Aston Martin Felgen sind selbstverständlich noch vorhanden. Ende 2014 entdeckte man bei Unterhaltsarbeiten Unterrostungen bei den seitlichen Chromblenden worauf die Karosserie, auch durch die Firma Roos, teilrestauriert wurde. Belege für Unterhalts- und Restaurationsarbeiten zwischen 2013 und 2017 für rund CHF 90‘000.00 sind vorhanden. Mit 77‘000 Kilometern auf der Uhr und der letzten MFK im Mai 2018 befindet sich der Aston Martin in sehr gutem Zustand und wird einem künftigen Besitzer viel Freude und Bewunderung auf den kommenden Ausfahrten bescheren.
Cette magnifique Aston Martin Volante, avec conduite à gauche rare et équipée de la boîte manuelle à 5 vitesses très recherché, a été livrée en 1981 à son premier propriétaire, le magnat du pétrole Fred C. Alcorn du Texas, aux États-Unis. La nuance parfaite de «British Racing Green» complétait les spécifications souhaitables de la voiture. Peu de temps après la livraison, un financier suisse a acheté la voiture à Acorn et l‘a importée en Suisse. En 1989, il a décidé de faire effectuer une conversion „Vantage“ par les spécialistes Chapman Spooner Ltd de Aldridge au Royaume-Uni. Avec le repeinte en bleu et le nouvel intérieur en magnolia, le coût total de ce projet s’élevait à environ CHF 90‘000.-. En 2013, la Volante a été acquise par le vendeur. En 2014, les spécialistes d‘Aston Martin, Roos Engineering, ont équipé de pneus neufs sur des roues à rayons Borrani. Bien sûr les jantes d‘origine sont toujours disponibles. Fin 2014, une corrosion a été constatée en dessous les caches latéraux, nécessitant une restauration partielle, réalisée par Roos Engineering. Des reçus d’un montant d’environ CHF 90‘000.- pour maintenance et restauration entre 2013 et 2017 sont disponibles. Avec 77‘000 kilomètres au compteur et la dernière expertise passée en mai 2018, cette Aston Volante offrira à son nouveau propriétaire beaucoup de plaisir et d‘admiration lors des futures sorties.
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Lot 118 1‘124 cars in-line 6 cylinder 1‘971 cc 55 hp at 4‘500/min Estimate CHF 185‘000 - 195‘000 Story www.conceptcarz.com Photos Oldtimer Galerie
1940 BMW 327 Cabriolet Chassis # 87244 In this day and age Bayerische Motoren Werke (BMW) is almost entirely associated with automobile production. But, this simply was not the case in the company‘s earliest days. The same would be true of one of its early designs. While the 328 would garner much of the praise over time, the 327, in the day, would be the model that would make BMW a household name.
However, it wouldn‘t necessarily be the speeds but the look that would make the difference. Much more streamlined, the 326 would lay the groundwork for a series of models that would make BMW one of the premier automakers prior to and following the Second World War.
BMW‘s first attempts in motor works would be in motorcyles. Then, in the late 1920s and early 1930s, BMW would venture into automobiles, however, the first ones would be produced under license from other companies. But then came the 326.
BMW‘s popularity would really take off following the debut of its latest model in 1937. Having a wheelbase shorter than the 326 and having an engine producing 5 more horsepower the new 327 would be lighter and faster than the 326. Additionally, the sport cabriolet design would capture the imaginations of the people and lead to the 327 becoming one of the most popular designs for the company. BWM had been building its Type 315 which boasted of engine producing 40 brake horsepower. This helped BMW grow and become all the more popular. However, at the 1936 Berlin Auto Show BMW would unveil an important new development known as the 326. This would be the company‘s first four-door sedan. Having an engine producing 50 bhp, the car was capable of touching speeds in excess of 70 mph. 34
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The popularity of the 327 would lead to the car being produced from 1937 to 1941, at least at BMW‘s Munich facility. Following the war, however, the 327 would rise again, but this time in the Easter Zone of Germany. Though rebadged an EMW it was still a 327 through and through.
This rare BMW Cabriolet was bought new by the family of Engineer Hess from Zurich, imported into Switzerland and registered in his name in 1941. Around 50 years ago, a niece of Mr. Hess took possession of the car and used it regularly until about 20 years ago. Regular maintenance during that time was carried out by Bjarsch Automobiles in Schlieren, Zurich. The car had formed part of a family trust, from which the vendor was able to buy the BMW in March 2008. He immediately had the car inspected and a technical overhaul performed by See-Garage Portmann in 2008/09. Between 2010 and 2012, the coachwork received the necessary attention and the ash-frame and the top were completely dismantled and restored. The original interior however was saved and still has the irreplaceable charm of years gone by. A complete documentation on the BMW is available and the most recent Swiss MOT (incl. veteran status) was completed in August 2015. A unique chance to own a rare Cabriolet in good condition and an important model from BMW’s history.
Cette BMW Cabriolet rare a été achetée neuve par la famille de l‘ingénieur Hess de Zurich, importée en Suisse et enregistrée à son nom en juillet 1941. Il y a environ 50 ans, une nièce de M. Hess a pris possession de la voiture et l‘a utilisée régulièrement jusque environ 20 ans en arrière. Bjarsch Automobiles, à Schlieren, à Zurich, assurait une maintenance régulière pendant cette période. La voiture appartenait à une fondation familiale, à partir de laquelle le vendeur a pu acheter la BMW en mars 2008. Il a immédiatement fait inspecter la voiture et procédé à une révision technique effectuée par la See-Garage Portmann en 2008/09. Entre 2010 et 2012, la voiture a été complètement démontée et restaurée, y compris la charpente en bois et la capote. L‘intérieur d‘origine a cependant été préservé et a toujours le charme irremplaçable des années passées. Une documentation complète sur la restauration est disponible et la dernière expertise en tant que véhicule vétéran a été passée en août 2015. Une chance unique de posséder un cabriolet rare en très bon état et un modèle important de l’histoire de BMW.
Dieses seltene BMW Cabriolet wurde 1940 durch die Familie des Ing. Hess aus Zürich neu gekauft, in die Schweiz importiert, und im Juli 1941 erstmals zugelassen. Vor rund 50 Jahren, wurde der BMW durch die Nichte des Erstbesitzers übernommen, welche das Fahrzeug bis vor ca. 20 Jahren auch regelmässig gefahren hatte. Währen dieser Zeit wurde das Cabriolet durch die Firma Bjarsch Automobile in Schlieren regelmässig gewartet. Das Fahrzeug war in die Familienstiftung eingebracht worden, von welcher der Einlieferer es im März 2008 erstehen konnte. Nach der Übernahme liess er den Wagen durch die See-Garage Portmann 2008/09 technisch komplett überholen. In den Jahren 2010 bis 2012 wurde der Wagen komplett zerlegt und, inklusive Holzrahmen und Dach, restauriert – wobei die gepflegte Innenausstattung im Originalzustand belassen wurde um den Charme der vergangenen Zeit zu erhalten. Eine Dokumentation ist vorhanden. Seltenes Cabriolet in sehr gutem Zustand und der letzten MFK als Veteranenfahrzeug im August 2015.
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Lot 119 279 cars in-line 6 cylinder 2‘443 cc 87 hp at 4‘600/min Estimate CHF 185‘000 - 225‘000 Story www.wikipedia.org Photos Oldtimer Galerie
1940 Alfa Romeo 6C 2500 Tourismo 5 posti Chassis # 913182 The Alfa Romeo 6C name was used on road, race, and sports cars produced between 1927 and 1954 by Alfa Romeo; the „6C“ name refers to six cylinders of the car‘s straight-six engine. Bodies for these cars were made by coachbuilders such as James Young, Zagato, Touring, Castagna, and Pininfarina. Starting from 1933 there was also a 6C version with a factory Alfa body, built in Portello. In the early 1920s Vittorio Jano received a commission to create a lightweight, high performance vehicle to replace the Giuseppe Merosi designed RL and RM models. The car was introduced in April 1925 at the Salone dell‘ Automobile di Milano as the 6C 1500. It was based on the P2 racing car, using single overhead cam 1‘487 cc in-line six-cylinder motor producing 44 horsepower, in 1928 the 1500 Sport was presented which was the first Alfa Romeo road car with double overhead camshafts.
1951, with bodies by Alfa. The 2500 had enlarged engine compared to the predecessor model, this Vittorio Jano designed double overhead cam engine was available either one or three Weber carburetors. The triple carburetor version was used in the top of line SS (Super Sport) version. The 2‘443 cc engine was mounted to a steel ladder frame chassis, which was offered with three wheelbase lengths: 3‘250 mm on the Turismo, 3‘000 mm on the Sport and 2‘700 mm on the Super Sport. Various coachbuilders made their own versions of the 2500, but most of the bodyworks was made by Touring of Milan.
#913182 in Winter 1952/53 on the Susten Pass
camping with #913182 just bought by Sahli in 1952 Introduced in 1938, the 2500 (2‘443 cc) was the last 6C road car. World War II was coming and car development was stopped, but a few hundred 6C 2500s were built from 1940 to 1945. Postwar, the first new Alfa model was the 1946 6C 2500 Freccia d‘Oro(Golden Arrow), of which 680 were built through 36
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The Tipo 256 was a racing version of 2500 made eight copies between 1939 and 1940 for Mille Miglia and the 24 Hours of Le Mans. It was made as Spider (convertible) and Berlinetta (coupe) Touring bodystyles. With power of 125 bhp it could achieve top speed of 200 kilometres per hour (120 mph). It was sold to wealthy customers like King Farouk, Alì Khan, Rita Hayworth, Tyrone Power, and Prince Rainier. One was also featured in The Godfather in 1972. The 2500 was one of the most expensive cars available at its own time. The last 6C was produced in 1952, and was replaced by the 1900.
The 6C Series cars were the last Alfa Romeos capable of bringing some of the prewar handbuilt glamour and feel into the modern postwar age. Always a step above the rest, they still remind us of the golden age of motoring. This example is one of only 279 examples built with 5-seater Tourismo factory coachwork. Its first owner was the Bruggmühle Goldach, where the car was most probably used to transport members of the management. In the early fifties, Alfa Romeo specialist and race mechanic Bruno Picco bought the 6C, only to pass it on in 1952 to his friend and owner of a well-known body shop, Emil Sahli near Zurich. He in turn did not hesitate to remove the aged black paint and replace it with a fashionable and dashing green metallic. Sahli then used the elegant car for Sunday family outings and one of his longer trips took him, his sons and Bruno Picco to the Formula 1 Grand Prix at Monza. When Sahli bought a camping trailer, he needed a suitable car to pull it and the 6C had to go. It was bought by his friend, the caretaker at the National Museum in Zurich, Walter Nyffeler. This gentleman, nearly 2 meters tall and weighing the better part of 100 kg never really felt comfortable in the car, so it was sold again after a few years to its next owner. Here, unfortunately the trace goes cold for a number of years. The current owner bought the car, with only three previously owners recorded, in 1978. From 1988 to 1991 he had the 6C comprehensively restored and repainted in the current Alfa red. The restoration records and photographs are available. Boasting a matching numbers engine, this splendid saloon is in excellent condition. A further, not inconsiderable bonus is the eligibility to enter the car in the historic Mille Miglia! The last Swiss MOT (with veteran code of course) was completed in July 2017. Einer von nur 279 gebauten 5-Sitzer Tourismo mit Werkskarosserie. Dieser Alfa Romeo war erstmals, vermutlich als Direktionsfahrzeug, auf die Bruggmühle Goldach zugelassen. Zu Beginn der 50er Jahre übernahm der Alfa-Spezialist und Rennmechaniker Bruno Picco den 6C, verkaufte diesen aber bereits 1952 an seinen Freund und Inhaber eines Autospritzwerkes, Emil Sahli in Zürich. Dieser ersetzte die in die Jahre gekommene schwarze Lackierung durch einen Neulack in, damals modernem, grün metallic. Fortan nutzte er den Alfa als Sonntags- und Reisefahrzeug für die Familie. Eine der Reisen führten Ihn und seine Söhne, zusammen mit Bruno Picco, zum Formel 1 Grand Prix in Monza. Als Sahli sich einen Wohnwagen zulegte, musste ein geeignetes Zufahrzeug her und der 6C wurde an seinen Freund, den Hausmeister im Schweizerischen Landesmuseum, Walter Nyffeler verkauft. Mit 2 Metern Körpergrösse und mindestens 100 kg auf den Rippen, fühlte Nyffeler sich im Alfa nicht behaglich und verkaufte den Wagen daher einige Jahre später. Hier verliert sich die Spur für einige Jahre… 1978 wurde der seltene Tourismo schliesslich mit nur drei amtlich eingetragenen Vorbesitzern durch den letzen Besitzer gekauft. Von 1988 bis 1991 liess dieser den Wagen komplett und aufwändig restaurieren, und im aktuellen Alfa Romeo rot lackieren. Eine Fotodokumentation der Restauration ist vorhanden. Mit Matching-Numbers Motor befindet sich diese herrliche, und sogar Mille Miglia taugliche, Limousine in sehr gutem Zustand und der letzten MFK als Veteranenfahrzeug im Juli 2017.
Cette Alfa Romeo 6C est l’un des 279 exemples construits avec la carrosserie d’usine Tourismo à 5 places. Son premier propriétaire était la Bruggmühle Goldach, où la voiture était probablement utilisée pour transporter des membres de la direction. Au début des années 50, Bruno Picco, spécialiste et mécanicien de course chez Alfa Romeo, racheta la 6C, pour la transmettre ensuite en 1952 à son ami et propriétaire d‘un célèbre carrossier, Emil Sahli, près de Zurich. À son tour, il n‘hésitait pas à enlever la vieille peinture noire et à la remplacer par un vert métallisé à la mode. Sahli a ensuite utilisé la voiture élégante pour les sorties en famille du dimanche. Un des voyages l‘a amené, lui et ses fils, ainsi que Bruno Picco, au Grand Prix de Formule 1 à Monza. Lorsque Sahli a acheté une remorque de camping, il a eu besoin d‘une voiture appropriée pour la tirer et la 6C a dû partir. Il a été acheté par son ami Walter Nyffeler, le gardien du Musée national à Zurich. Ce monsieur, mesurant près de 2 mètres et pesant plus de 100 kg, ne s’est jamais senti à l’aise dans la voiture, elle a donc été revendue au bout de quelques années à son prochain propriétaire. Ici, malheureusement, la trace se refroidit pendant plusieurs années. En 1978, la Tourismo rare fut finalement achetée, avec seulement trois propriétaires officiellement enregistrés, par le dernier propriétaire. De 1988 à 1991, la 6C a été complètement restaurée et repeint à l‘aide de la couleur rouge Alfa actuelle. Le dossier de restauration avec les photographies est disponible. Bénéficiant d‘un moteur à numéros correspondants, cette splendide berline est en excellent état. Un autre bonus non négligeable est l’admissibilité à entrer la voiture dans la Mille Miglia! La dernière expertise en tant que véhicule vétéran a été passée en juillet 2017.
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Lot 120 107 cars V8 6‘250 cc approx. 200 hp at 4‘500/min Estimate CHF 380‘000 - 420‘000
1961 Rolls-Royce Silver Cloud II Convertible Mulliner Chassis # SZD 475 The last of the Rolls-Royce separate-chassis cars from Crewe, the Silver Cloud was the main vehicle manufactured by Rolls-Royce from April 1955 until March 1966. The Silver Cloud replaced the Silver Dawn and was eventually replaced by the Silver Shadow. A major update from the pre-war models, the main design work was accomplished by J.P. Blatchley.
Story www.conceptcarz.com Photos Oldtimer Galerie
With a simple steel box section, the chassis was welded together and was very rigid while construction was still split into chassis and pressed steel and aluminum coachwork. It wasn‘t until the Silver Shadow that the uni-body construction arrived. Weighing a total of 1.95 ton‘s, the Silver Cloud measured 5.38 m long and 1.90 m wide. Transmission was a four-speed automatic with an engine that was a 4.9 L six-cylinder unit. Suspension was independent coils at the front and semi-elliptic springs at the rear while the brakes were servo-assisted hydraulic drums.
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In 1959 the Silver Cloud II was introduced with minor changes externally, but with the addition of a 6.2 L V8 engine with now pushed the vehicles weight to 2.11 tons. The top speed jumped to 183 km/h while the biggest improvements were showcased in acceleration and torque. Essentially the Silver Cloud with a different engine, the Rolls-Royce new 6.2-liter light-alloy V8 has been said to have been inspired by Cadillac‘s 1949 OHV unit. Identical in everything but the nameplate, and of course, the Rolls-Royce radiator and mascot, the Silver Cloud II favored the companion Bentley S-Type Series II. 229 units of this model were long-wheelbase limo‘s with division window and handcrafted coachwork, though most of these vehicles had the ‘standard steel‘ sedan body. Though falling behind the rising standard of chassis refinement, the 1959-1962 Rolls-Royce Silver Cloud II was still the ‘Best Car in the World‘.
According to works-records this gorgeous and very substantial motorcar was ordered in 1961 by Peter Rogers, specifying a „Drophead Conversion“, right hand drive and „Regal Red“ paint with a white interior. After changing hands in England for a number of times the Rolls-Royce was eventually exported to Sweden, where it received a comprehensive restoration a few years ago. The owner at the time decided to have the car converted to left hand drive and chose the color combination in which the Rolls is presented here today. In 2015 this breathtakingly elegant car was purchased and imported into Switzerland by the vendor. As one of only 107 original Dropheads built, the car features an electrically operated top, automatic gearbox of course, and rear pick-nick tables. Original SC II Dropheads rarely come onto the market and this example offers the unique chance to own one of the most elegant open top touring cars thinkable, in excellent condition, and with a recent MOT (incl. veteran status) completed in May 2018.
Selon les documents de travail de Rolls-Royce, Peter Rogers a commandé cette superbe et très importante voiture en 1961, en spécifiant de „Drophead Conversion“, conduite à droite et une peinture „Regal Red“ avec un intérieur blanc. Après avoir changé de mains plusieurs fois en Angleterre, la Rolls-Royce a finalement été exportée en Suède, où elle a fait l’objet d’une restauration complète il ya quelques années. Le propriétaire de l‘époque a alors décidé de convertir la voiture en conduite à gauche et a choisi la combinaison de couleurs dans laquelle la Rolls est présentée aujourd‘hui. En 2015, cette voiture imposante et élégante a été achetée et importée en Suisse par le vendeur. En tant que l’un des 107 Dropheads construits à l’origine, la voiture est équipée d’une capote à commande électrique, d’une boîte de vitesses automatique bien sûr et de tables de piquenique à l’arrière. Les cabriolets originaux SC II arrivent rarement sur le marché et cet exemple offre l’occasion unique de posséder l’une des voitures de tourisme les plus élégantes qui soit, pensable, en excellent état et avec la dernière expertise en tant que véhicule vétéran passée en mai 2018.
Dieses Rolls-Royce Cabriolet wurde gemäss den offiziellen Konstruktionsaufzeichnungen 1961 durch Peter Rogers als sogenannte „Drophead Conversion“, mit Rechtslenkung und in der Farbe „Regal Red“ mit weisser Innenausstattung bestellt. Nach einigen englischen Vorbesitzern wurde der Wagen nach Schweden überführt, wo er vor einigen Jahren komplett restauriert wurde. Der damalige Besitzer entschied sich, den Rolls-Royce auf Linkslenkung umzubauen und in der aktuellen Farbkombination lackieren zu lassen. 2015 schliesslich, wurde das imposante Cabriolet vom Einlieferer erworben und in die Schweiz importiert. Als eines von nur 107 gebauten Original-Cabriolets, bietet der Silver Cloud mit elektrischem Verdeck, automatischem Getriebe, Servolenkung und hinteren Picknick-Tischen den Luxus seiner Zeit. Das traumhafte Fahrzeug befindet sich in sehr gutem Zustand und kommt ab MFK als Veteranenfahrzeug im Mai 2018.
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Lot 121 approx. 1‘600 cars (all Sport) in-line 4 cylinder 995 cc 36 hp at 4‘400/min Estimate CHF 135‘000 - 155‘000 Story www.conceptcarz.com Photos Oldtimer Galerie
1934 Fiat Balilla 508 CS Coppa d‘oro Chassis # 508S046793 The 508/Balilla, introduced at the Milan Motorshow of 1932, was a rather conventional small car available in several body styles including a two-door sedan, spider, and light van. Powered by a Zenith-carbureted 995cc side-valve four producing 22bhp, the 508 could comfortably reach 55mph and deliver 35mpg. Fiat fitted the 508 with standard hydraulic brakes. In 1933, Fiat introduced a more powerful 508S (Sport) with 30bhp and revised the list of available body styles to include a spider by Ghia and an aerodynamic coupe. More updates followed in 1934, with the introduction of a 4-speed gearbox to replace the original 3-speed and an even more powerful engine for the 508S with overhead valves and 36bhp. A modest 2bhp power increase was given to the standard engine.
To distinguish the revised-engine models from their predecessors, the 508 became the 508 C or Balilla 1100. Fiat produced military and civilian versions of the 508 C during World War II, and in 1939 the Fiat 1100, essentially a 508 C with a new grille, was introduced. The 1100 continued in production after the end of the war, proving the longevity of the initial 508 design.
It was for the 1938 Mille Miglia that Dante Giacosa turned the 508 into a successful racer. Giacosa, born in 1905 and working for Fiat since 1928 after earning his engineering degree in 1927, was still a young man at the time of the 508‘s introduction. His enthusiastic spirit served him well at Fiat, though, enabling him to foster the creation of the 508 C MM (Mille Miglia) while in his early thirties. In 1937, several important changes were made to the Balilla lineup. The styling was revised in order to make the 508 fit in with other Fiat-branded contemporaries and more body styles were offered, but perhaps the most important news was that the Balilla received a new engine. This updated power plant displaced 1,089cc and used an aluminum head with overhead valves to produce 32bhp in standard trim. 40
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Giacosa daringly experimented with aerodynamics while at Fiat, so it is fitting that the 508 C MM was created with a body as slippery as it was pretty. The sleek Fiat featured a 42bhp version of the 1,089cc overhead-valve engine. With its improved power output and aerodynamic shape, the 508 C MM was a superb car. Fiat and Giacosa were rewarded for their efforts when a 508 C MM placed first in its class at the 1938 Mille Miglia.
This rare and, most importantly, Mille Miglia eligible Spider was delivered new in Switzerland. Before WW2 broke out, the Fiat had been raced in several hillclimbs also by Emmanuel „Tuolo“ de Graffenried before it disappeared into long term storage. In 1955 the little Fiat was discovered in Igis by Ueli Hartmann, a collector from Sargans. He restored the car, using original drawings, to return it to its original specification. After Hartmann’s decease, the Balilla was sold by his son to another collector in 1994. Between 1999 and 2000 the coachwork and the Chassis were restored again, while Roos Engineering overhauled the engine in 2000/2001. In 2015 the current owner acquired the car and used it for excursions and local rallies. The last MOT (with veteran code) was completed in October 2015 and this exceedingly rare and beautiful Fiat with a lovely patina is now more than ready to tackle the next Mille Miglia and other classic events!
Cette spider rare et éligible pour la Mille Miglia a été livrée neuve en Suisse. Avant le déclenchement de la Seconde Guerre mondiale, Emmanuel „Toulo“ de Graffenried avait déjà couru plusieurs fois sur la Fiat avant de la ranger à long terme. En 1955, Ueli Hartmann, un collectionneur de Sargans, découvrit la petite Fiat à Igis. Il a restauré la voiture, en utilisant des plans originaux, pour lui redonner ses spécifications d‘origine. Après le décès de Hartmann, son fils vendit la Balilla à un autre collectionneur en 1994. Entre 1999 et 2000, la carrosserie et le châssis furent restaurés, tandis que Roos Engineering procédait à une révision complète du moteur en 2000/2001. En 2015, le dernier propriétaire a acquis la voiture et l‘a utilisée pour des excursions et des rallyes locaux. La dernière expertise en tant que véhicule vétéran a eu lieu en octobre 2015 et cette très rare et magnifique Fiat se présente en très bon état avec une belle patine, et elle est maintenant plus que prête pour s‘attaquer au prochain Mille Miglia et à d‘autres événements classiques!
#046793 with Ueli Hartman at the Nuerburgring Dieser seltene und Mille Miglia taugliche Spider stammt aus Schweizer Auslieferung. Vor dem zweiten Weltkrieg wurde das Fahrzeug, auch durch Emmanuel „Toulo“ de Graffenried an einigen Bergrennen eingesetzt und wurde dann eingestellt. Ca. 1955 wurde der Fiat durch den Sammler Ueli Hartmann aus Sargans in Igis entdeckt. Dieser hat den Wagen aufgrund von Originalplänen restauriert und in den Urzustand versetzt. Nach dem Tod von Ueli Harmann hat dessen Sohn den Balilla 1994 an einen anderen Liebhaber verkauft. 1999 bis 2000 wurden Karosserie und Chassis erneut restauriert, der Motor wurde 2000/2001 durch die Firma Roos Engineering komplett revidiert. 2015 wurde der Spider vom letzten Besitzer erworben um für Ausfahrten und lokale Rallyes eingesetzt zu werden. Die letzte MFK als Veteranenfahrzeug erfolgte im Oktober 2015, und der sehr seltene und schöne Fiat präsentiert sich in sehr gutem Zustand mit schöner Patina - bereit für die nächste Mille Miglia oder andere Veranstaltungen! 41
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1974 Citroën SM Injection
Lot 122
Chassis # SBSC00SC2882 The name SM stands for Serie Maserati. It began production in 1970. The Italian based company Maserati was the supplier of the engine. The quad-cam V-6 engine, located in the front of the vehicle, was based on Maserati‘s V8. The V8 would have been used but it was too powerful for the front-wheel drive vehicle and would have extended the hood of the car too far. The V6 ended up being an unreliable engine that needed constant re-tuning. Fuel consumption was poor, but on the bright side, it could go from zero-to-sixty in 8.5 seconds and reach a top speed of around 142 miles-per-hour. The SM featured a self-leveling hydro-pneumatic suspension that gave the car a soft, smooth ride. There was a lot of body roll during cornering and under high velocity. The height of the vehicle could be set from inside the vehicle. The cramped interior had a single-spoke steering wheel and oval instruments that was intended to be futuristic in appearance. The outside of this super-car was sleek and smooth. The SM was very innovative and used technology that was rather creative.
One of only 3‘500 examples of the sensational fuelinjected SM built. This Citroen was delivered to its first owner on the 20th April 1974 through Schneiter + Co in Trimbach. A number of years ago, this splendid SM has been completely restored by a renowned Swiss
Citroen specialist for his own use. In 2012 the car was bought by the current owner/collector who now wishes to re-organise his collection and therefore has decided to sell the SM, probably the best example available anywhere. This is a must for any serious Citroen collector. The car has passed its last MOT (incl. veteran status) in June 2012. Einer von nur 3‘500 gebauten SM mit Einspritzung. Der Citroën stammt aus Schweizer Auslieferung und wurde am 20. April 1974 durch die Garage Schneiter + Co in Trimbach an seinen Erstbesitzer verkauft. Vor einigen Jahren wurde der traumhaft schöne SM durch einen Namhaften Schweizer Citroën Spezialisten für den Eigenbedarf komplett restauriert und revidiert. 2012 wurde das Fahrzeug vom letzten Besitzer, einem Sammler verschiedener Marken, erworben. In hervorragendem Zustand handelt es sich wohl um den besten Citroën SM der aktuell, aufgrund einer Neuorientierung der Sammlung, angeboten wird. Ein Muss für jeden Citroën-Liebhaber. Letzte MFK als Veteranenfahrzeug im Juni 2012.
3‘500 cars (Injection) V6 2‘674 cc 178 hp at 5‘500/min Estimate CHF 90‘000 - 120‘000 Story www.conceptcarz.com Photos Oldtimer Galerie
L’un des seuls 3‘500 exemplaires du modèle SM construits avec injection. Cette Citroën a été livrée à son premier propriétaire le 20 avril 1974 par Schneiter + Co à Trimbach. Il y a quelques années, la superbe SM a été entièrement restauré et révisé par un spécialiste suisse de Citroën bien connu, pour son usage personnel. En 2012, le véhicule a été acquis par le dernier propriétaire, un collectionneur de différentes marques. En raison d‘une réorganisation de sa collection, il a décidé maintenant de s’en séparer de la Citroën. En excellent état, c‘est sans doute la meilleure Citroën SM actuellement proposée sur le marché. C‘est un must pour tout collectionneur Citroën sérieux. La voiture a passé la dernière expertise en tant que véhicule vétéran en juin 2012. 43
Lot 123 187 cars V6 2‘775 cc 148 hp at 5‘900/min Estimate CHF 195‘000 - 245‘000 Story www.autozine.org Photos Oldtimer Galerie
1968 Lancia Flaminia 2.8 3C Super Sport Zagato Chassis # 826232002130 Zagato knew exactly what was required for the fastest Flaminia, Lancia’s flagship luxury car, and produced an exciting, well-balanced design with none of the madness of its earlier take on the Flavia. More to the point, there are hints aplenty of other seminal Zagato creations, such as those based on the Aston Martin DB4GT and Ferrari 250 GT. And this late-model Flaminia Zagato Super Sport’s Kamm tail is a result of a design by Zagato’s chief stylist, Ercole Spada. It’s in good company, that’s for sure. Lancia certainly knew how to engineer cars in those days. The Flaminia succeeded the Aurelia (both being named after significant Roman roads), which was an advanced car for its time, designed by Vittorio Jano and featuring the world’s first V6.
Flaminias, too, were powered by this V6, with the most potent coupés (some 14in shorter in wheelbase than the saloons) in Super Sport form packing three 40 DCN Weber carburettors mounted on a 2.8-litre, 152bhp engine. As an up-to-date car, the Flaminia also had allindependent front suspension and disc brakes. 44
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You will notice the famous Zagato ‘double bubble’ roofline and the final, open headlamp treatment – only the first cars had fully faired-in lights. Inside, the red leather seats are more traditional (think Ferrari, Maserati or Aston) than the super-light – and usually uncomfortable – Zagato versions fitted to racing cars such as the Alfa SZ. In fact, the interior bears comparison with the equivalent Ferrari; plain polished wood fascia with classic turn-and-push ignition, plain dials and a big wood-rimmed Nardi wheel.
As with the Aurelia, the advanced car has a rear-mounted transaxle. The slim gear lever falls neatly to the driver’s right hand in this LHD car. Once underway, the V6 makes life easy for driver and passenger alike. It’s smooth and quiet, and this beautifully maintained example gives the impression of a good long-distance ground-coverer. You have to remember that, in period, the Flaminia series was an alternative to a Mercedes or Jaguar, and driven by Italy’s most powerful industrialists, racing drivers and show business stars. It’s the sort of ‘daily driver’ that
Enzo Ferrari or any one of his Grand Prix pilots would use for cross-European trips from circuit to circuit. The rev-counter reads to over 6500rpm, giving the car a 160km/h capability and the evenly spaced, close-ratio gears allow the enthusiastic Lancia driver to work the sophisticated engine to the max. And ‘sophisticated’ neatly sums this car up. It’s a grownup car for serious drivers. And for serious collectors, too – for less than half the outlay on a DB5, you have something rarer, with no price-premium for left-hand drive and most certainly the more technically advanced. So let’s add ‘undervalued’, too, and it is a worthy chapter ‚twixt Aurelia and Fulvia in the possibly soon to be outof-print volume that is ‘Lancia’.
This Lancia Flaminia Super Sport Zagato, one of only 187 examples made, was bought by a French Lancia enthusiast - himself an honorary member of the Lancia Classic Car Club - in Brittany. He commissioned a thorough restoration and regularly drove and enjoyed the car for the next thirty years. A number of years ago, the Lancia received a new paint and at the same time, the corroded sills and jacking points were replaced. With his thorough knowledge of Italian mechanics he was able to perform an engine and clutch overhaul himself in 2013. In 2014 the owner replaced the front brake calipers. Up to the sale of the car at the Rétromobile auction in 2015 the overhauled engine had, according to its owner, covered a mere 2’000km. The buyer, a Swiss gentleman, imported the car into Switzerland but never had it registered. This desirable Lancia with its 2.8 litre engine and three Weber carburetor setup is now offered with French documents and Swiss customs clearance 13.20.
Dieser Lancia Flaminia Super Sport Zagato, eines von nur 187 gebauten Fahrzeugen, wurde Ende der 70er Jahre von einem französischen Lancia Liebhaber, Ehrenmitglied des Lancia Classic Clubs, in der Bretagne gekauft. Nachdem er das Fahrzeug besessen hatte, unterzog er ihn einer Restaurierung welche es ihm erlaubte es die nächsten drei Jahrzehnte regelmässig zu fahren. Vor einigen Jahren wurde der Zagato neu lackiert, bei dieser Gelegenheit wurden die Türschweller und Wagenheberaufnahmen ersetzt. Als Kenner der italienischen Mechanik, war es ihm möglich 2013 Motor und Kupplung selbstständig zu revidieren. 2014 ersetzte er die vorderen Bremszangen. Bis zum Verkauf des Lancia im Jahr 2015 anlässlich einer Auktion an der Retromobile in Paris, wurden gemäss seinen Angaben erst 2‘000 km mit dem revidierten Motor zurückgelegt. Der Käufer, ein Schweizer Sammler, importierte den Wagen in die Schweiz – hat das Auto aber nie zugelassen. Dieser begehrenswerte Lancia mit 2.8-Liter Motor und 3 Weber Doppelvergasern wird mit französischen Papieren und Schweizer Verzollung angeboten. Cette Lancia Flaminia Super Sport Zagato, l‘un des 187 exemplaires fabriqués, a été achetée par un passionné français de Lancia - lui-même membre d‘honneur du Lancia Classic Car Club - en Bretagne fin des années 70. Il a soumis la voiture d’une restauration qui lui permettrait de la conduire régulièrement pendant les trente années qui ont suivi. Il y a quelques années, la Lancia a reçu une nouvelle peinture et en même temps, les bas de caisse et les points de levage corrodés ont été remplacés. Grâce à ses connaissances approfondies de la mécanique italienne, il a pu procéder lui-même une révision du moteur et de l‘embrayage en 2013. En 2014, le propriétaire a remplacé les étriers de frein avant. Jusqu‘à la vente de la voiture à la vente aux enchères Rétromobile en 2015, le moteur révisé n‘avait parcouru que 2‘000 km selon son propriétaire. L‘acheteur, un collectionneur suisse, a importé la voiture en Suisse mais ne l‘a jamais fait immatriculer. Cette Lancia, avec son moteur de 2,8 litres et ses trois carburateurs Weber double-corps, est proposée avec les documents français et le dédouanement suisse.
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Lot 124 35 cars (1500, 110hp) 4 cylinder flat-engine 1‘498 cc 110 hp at 6‘400/min
1958 Porsche 356 A 1500 GS Carrera GT Chassis # 103325 In May of 1957, Porsche offered two distinct versions of the Carrera, one called the de Luxe for the street and this model, the Gran Turismo, for the track. The main difference between the two models was weight.
Estimate upon request Story www.supercars.net Photos by consignor
The Carrera GT was a purpose-built car with little on board amenities. For instance, no heater was fitted giving the car its ‘icebox’ nickname. Furthermore, the interior was stripped of sound deadening, side windows were replaced by pull-up Perspex units and only simple door panels were fitted. Further weight reduction was found on components like the lightened bumper brackets (if bumpers were fitted), optional Nardi aluminum steering wheel and no undercoating. Mechanically, the GT model was only slightly more powerful than the de Luxe, having sports muffler which provided little deadening and no heater. At the front, a 21 gallon tank was fitted instead of the 13.8 gallon unit. Front braking was provided by 550RS units that were 20mm thicker and had cooling scoops. The torsion bars were also changed at the rear to provide one degree of negative camber. 46
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Offered as both Coupe and Speedster the GT version was considerably lighter than any previous 356. The weight was 1903 lbs for coupe and 1848 for the speedster. Naturally performance values were slightly different between the two versions. Some of the first Carrera GTs were raced in 1957 at the 12 Hours of Reims by von Hanstein and Hild, but with enlarged engines using slighly larger pistons to make a displacement of 1529cc. They won their class and finished sixth and seventh overall. Probably the GT’s best moment came when Claude Storez used a Speedster to claim victory at the LiegeRome-Liege rally in 1957. He used the same car to place fifth overall at the Tour de France.
For 1958, the output of the Porsche 356 A 1500 GS Carrera GT was boosted to 110 bhp. In early 1958 the new T2 body style was released and Porsche offered an even better version of the Carrera GT. Offered both as a Coupe or Speedster the new car featured aluminum doors and engine hoods. These can be identified by louvers on the rear deck and, from late 1958, an opening for the fuel filler cap on the front hood. Other less known refinements included a larger steering box, stronger front spindles and improved transmission.
With only 35 examples built, this is one of the „holy grails“ of Porsche lore and a centerpiece in any Porsche collection! Delivered new by Porsche Schinznach to the Calderari company in Biel in April 1958, the car was immediately entered in competition and, driven by Robert Calderari himself, achieved a fine third place at the famous Ollon-Villars hillclimb in August of the same year. After a number of further races the car was sold and eventually found its way across the pond to the USA. There it was found and bought by the vendor in 2013 and ultimately imported into Austria where the Carrera received a well-deserved ground-up restoration. The coachwork and Interior were completely restored while the legendary Fuhrmann lay-shaft driven four-cam engine (a work of art in itself) was recently completely rebuilt. A copy of the Porsche delivery card and the Reutter delivery certificate attest both the matching numbers of the engine and the faithful restoration. In fact, the engine still has to be properly and carefully run in and the first post running-in inspection after about 500 to 1’000 km will be provided and paid for by the vendor! The car has its US-title and duty has been paid for EU-importation. Swiss customs duties remain to be settled. A rare chance to own a legendary Porsche in outstanding condition! Als eines von nur 35 gebauten Fahrzeugen in dieser Ausführung, wurde dieser Carrera im April 1958 durch die AMAG in Schinznach an die Firma Calderari in Biel ausgeliefert. Am 31. August 1958 belegte Robert Calderari am internationalen Bergrennen von Ollon-Villars mit dem Porsche den 3. Platz. Nach einigen weiteren Einsätzen wurde der Wagen verkauft, und gelangte schliesslich in die USA. Dort wurde er 2013 vom Einlieferer erstanden und nach Österreich überführt. Anschliessend wurde der 356er komplett neu aufgebaut. Hierbei wurden Karosserie und Interieur von Grund auf restauriert. Der legendäre Fuhrmann Motor mit Königswelle und zwei obenliegenden Nockenwellen wurde komplett revidiert. Eine Kopie der Porsche-Auslieferungskarte und die Reutter-Auslieferungsbescheinigung belegen sowohl die Matching-Numbers des Motors, als auch die originalgetreue Restaurierung. Der Motor befindet sich noch in der Einfahr-Phase, der erste Service nach 500-1‘000 km wird für einen neuen Besitzer durch den Einlieferer durchgeführt und ist im Kaufpreis enthalten. Der Wagen besitzt US-Papiere, eine EU-Verzollung und ist in der Schweiz nicht verzollt. Dieser Carrera bietet die seltene Gelegenheit ein Stück Porsche Sportgeschichte in hervorragendem Zustand zu erwerben.
Avec seulement 35 exemplaires construits, il s‘agit de l‘un des „saints grails“ de la tradition Porsche et d‘une pièce maîtresse de toute collection de la marque! Livrée neuve par l’AMAG Schinznach à la société Calderari à Bienne en avril 1958, la voiture a été immédiatement inscrite en compétition et, conduite par Robert Calderari lui-même, a obtenu une belle troisième place sur la montée internationale d‘Ollon-Villars en août de la même année. Après plusieurs courses, la voiture fut vendue et finit par traverser l’étang aux États-Unis. Là, elle a été trouvée et achetée par le vendeur en 2013 et finalement importé en Autriche où la Carrera a bénéficié d‘une restauration à partir du sol. La carrosserie et l‘intérieur ont été entièrement restaurés, tandis que le moteur légendaire à arbre principal et deux arbres à cames en tête Fuhrmann (une œuvre d‘art en soi) a été complètement révisé. Une copie de la carte de livraison Porsche et du certificat de livraison Reutter attestent à la fois les numéros corrects du moteur et la restauration fidèle. En fait, le moteur est toujours en phase de rodage et la première inspection après environ 500 à 1’000 km qui sera effectué par le vendeur est inclus dans le prix d‘achat! La voiture a des papiers américains et est dédounée en Europe. Les droits de douane suisses restent à régler. Une occasion rare de posséder une Porsche légendaire dans un état exceptionnel!
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Lot 125 approx. 492 cars V6 2‘418 cc 190 hp at 7‘000/min Estimate CHF 550‘000 - 575‘000 Story www.conceptcarz.com Photos www.zwischengas.com
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1975 Lancia Stratos HF Stradale Chassis # 829ARO*001666* Within the motor sport of rally racing there are numerous examples of an iconic road car becomes a popular rally car. However, there are only a very few examples of specifically-built rally cars becoming greatly sought after road cars. One example of a rally car that did manage to become an iconic road car would be the Lancia Stratos ‚Stradale‘. Toward the later-part of the 1960s, a team within Lancia would have an interest in competing in rally races. However, the team behind the rallying project at Lancia would approach the situation from a different point of view. Instead of making do with an existing road car and turning it into a rally car, the team would figure on designing and building a specially-built car that would dominate the competition. Marcello Gandini at Bertone would end up designing a truly mean and aggressive looking car. Gandini would design a car sporting a crescent-shaped windshield to provide maximum forward visibility and a low, wide body that would provide the car with a low center of gravity thereby providing good handling. Then, in 1971, Lancia would make the announcement that they would procure the use of a Dino Ferrari V6. Combined with the car‘s wide shape and compact size, the Ferrari engine producing 192 hp would help to make a truly potent rally car. When the car made its first appearance during the early 1970s, the Lancia Stratos represented a new era in rallying. The Stratos represented the first purpose-built rally car ever. And it would prove to be very successful. In fact, it would be one of the most successful rally cars of all time. But while Lancia believed it had designed and built the best rally car it still had to contend with homologation rules regarding European rallying. This presented something of an issue considering the car had been built
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with very little in the way of amenities inside the car. It had been built as a rally car, and therefore, was void of anything that would add any unnecessary weight and mass that would hinder the car‘s performance.
Yet, despite being devoid of many of the comforts one would want, or, that one could get in something like a Grand Tourer, there was something about the Stratos that made people really want one. Perhaps it was the fact, for many, it would be the closest he or she would ever come to owning a driving a rally car. Or, perhaps for others it was simply the truly wicked design Gandini had produced at Bertone. But whatever the reason, the Stratos would become a favorite that would have something of a cult following. Lancia couldn‘t just sell 500 examples of the outright Stratos to meet the homologation rules. The car certainly seemed dangerous in the hands of anyone else other than professional rally drivers. So, Lancia would tunedown the Dino V6. Known as the ‚Stradale‘, Lancia‘s de-tuned example of the Stratos would still be a very potent performer in its own right. While pushing 280 bhp in rally trim, the Stradale would utilize the base Dino V6 that would produce a still respectable 192 bhp. And when combined with Bertone‘s futuristic and wicked design, non-professionals would still have the opportunity to experience the sensations of rally driving.
This rare Lancia Stratos, carrying chassis-no. 829ARO*001666* was delivered on the 22nd May 1975 to its first owner, Sig. Domenico Magagna from Padova. In 1976, a spirited drive in wet and soggy conditions ended in tragedy with Magagna losing control and hitting a tree. The impact was hard enough to bend the chassis beyond repair and a new chassis was ordered. About a month later he received his car, fully rebuilt on a factory new chassis – but without a chassis number stamped. On the occasion of the next authority inspection on the 14th January 1977, a new chassis no. 51921/76 was allocated. On the 15th September 1986 Magagna sold the Lancia to Guido Ferrari of Reggio Nell’Emilia who in turn sold the car in 1994 to Mauro Zanichelli, also from Reggio Nell’Emilia. From 2004 to 2006 The Stratos was owned by Keysport company and later sold to Fausto Marino. At the end of 2008 the car was finally imported into Switzerland and in 2016 received a Swiss registration. This Lancia Stratos is in very good condition and provides the new owner with the chance to own a piece of international Rally history. It has completed its last Swiss MOT (incl. Veteran status) in November 2018, where the original chassis-no. *001666* was confirmed by the highest authority, and is now „ready to go“. Just mind those trees, please! Dieser seltene Lancia Stratos mit der Fahrgestellnummer 829ARO*001666* wurde am 22. Mai 1975 vom Erstbesitzer Domenico Magagna in Padova zugelassen. 1976, an einem regnerischen Tag, verlor er während einer Ausfahrt die Kontrolle über das Fahrzeug und fuhr gegen einen Baum. Der Unfall war so heftig, dass Herr Magagna beim Lancia Händler ein neues Chassis bestellen musste. Rund einen Monat später bekam er den Stratos mit neuem Chassis ohne Nummer zurück. Bei der nächsten amtlichen Kontrolle, wurde am 14. Januar 1977 die neue Fahrgestellnummer 51921/76 vergeben. Am 15. September 1986 verkaufte Magagna den Lancia an Guido Ferrari in Reggio Nell’Emilia. 1994 verkaufte Ferrari den Stratos an Mauro Zanichelli, ebenfalls in Reggio Nell’Emilia. Von 2004 bis 2006 war der Wagen im Besitz der Firma Keysport, welche ihn dann an Fausto Marino verkaufte. Ende 2008 schliesslich, wurde der Lancia in die Schweiz importiert und 2016 erstmals hier zugelassen. Dieser Lancia Stratos befindet sich in sehr gutem Zustand, und bietet einem Käufer die Gelegenheit ein Stück Rally-Geschichte zu erwerben. Mit der letzten MFK als Veteranenfahrzeug im November 2018, bei welcher auch von höchster Stelle die originale Fahrgestellummer *001666* bestätigt wurde, ist der Sportwagen „ready to go“. Passen Sie aber bitte auf die Bäume auf!
Cette rare Lancia Stratos, portant le numéro de châssis 829ARO*001666* a été livré le 22 mai 1975 à son premier propriétaire, Sig. Domenico Magagna de Padoue. En 1976, une conduite énergique dans des conditions humides s’est soldée par une tragédie: Magagna a perdu le contrôle de son véhicule et a heurté un arbre. L’impact a été si violent que M. Magagna a dû commander un nouveau châssis chez le concessionnaire Lancia. Environ un mois plus tard, il a reçu sa voiture, entièrement reconstruite sur un nouveau châssis d‘origine, mais sans numéro de châssis. À l‘occasion de la prochaine inspection de l‘autorité, le 14 janvier 1977, un nouveau numéro châssis 51921/76 a été attribué. Le 15 septembre 1986, Magagna vendit la Lancia à Guido Ferrari de Reggio Nell’Emilia, qui la vendit à son tour en 1994 à Mauro Zanichelli, également de Reggio Nell’Emilia. De 2004 à 2006, la Stratos appartenait à la société Keysport et a ensuite été vendu à Fausto Marino. Fin 2008, la voiture a finalement été importée en Suisse et en 2016 elle a été immatriculée en Suisse. Cette Lancia Stratos est en très bon état et offre au nouveau propriétaire l’opportunité de posséder un morceau de l’histoire du rallye international. Elle a passé la dernière expertise en tant que véhicule véteran en novembre 2018, où le numéro de châssis d‘origine *001666* a été confirmé par la plus haute autorité, et est maintenant prêt à partir. Faites attention à ces arbres, s‘il vous plaît!
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1993 Porsche 911 (964) Turbo II 3.6 Chassis # WPOZZZ96ZPS470094 Porsche introduced the 964 Turbo model in March, 1990 as the successor to the 930. Unfortunately, they hadn‘t had the necessary time to develop a turbocharged version of the 3.6 litre M64 engine, and chose to re-use the 3.3 litre engine from the 930. In January 1993, Porsche released the 964 Turbo 3.6, now featuring a KKK K27 turbocharged version of the 3.6 litre M64 engine developing 360 PS @ 5,500 rpm, produced only for model year 1993/1994, making it one of the rarest and most sought after Porsches produced since the 959.
This car, one of only 590 Turbo 3.6 Coupés built in 1993, was delivered to Porsche Salzburg on the 28th January 1993. Fully optioned with electrically operated and heated Sports seats in leather, air condition, electric sunroof and 18 inch RS-rims, the car had two owners in Austria before it was importet into Switzerland in 1998. Here it was first registered in Gstaad. Having spent a number of years with Le Mans Winner and Audi DTM Pilot Loïc Duval (but never used in anger) the Porsche was eventually sold to the vendor at the end of 2015. The most recent Swiss MOT was completed in March 2015. With 72’000 km driven, the car is in very good original condition, still with its original engine, certified as „Matching-Numbers“ with the enclosed Porsche Works certificate. A splendid addition to any Porsche collection!
Als eines von nur 590 Turbo 3.6 Coupés des Modelljahres 1993 wurde dieser Porsche am 28. Januar 1993 an die Porsche Niederlassung in Salzburg mit etlichen Optionen wie elektrischen Leder-Sportsitzen mit Sitzheizung, Klimaanlage, elektrischem Schiebedach und 18“ RS-Felgen ausgeliefert. Nach zwei österreichischen Vorbesitzern wurde der 911er 1998 in die Schweiz importiert und in Gstaad zugelassen. Anschliessen war der Turbo einige Jahre im Besitz des Le Mans Siegers und Audi DTM Piloten Loïc Duval (ohne Rennstreckeneinsätze), und wurde Ende 2015 durch den Einlieferer übernommen. Die letzte MFK erfolgte im März 2015. Bei aktuell 72‘000 gefahrenen Kilometern und in sehr gutem Originalzustand, besitzt der angebotene Turbo immer noch seinen Originalmotor - das mitgelieferte Porsche Zertifikat bestätigt die „Matching-Numbers“ - und ist somit perfekt für eine gepflegte Porsche-Sammlung geeignet.
Lot 126 590 cars (1993) 6 cylinder turbo flat-engine 3‘599 cc 360 hp at 5‘500/min Estimate CHF 320‘000 - 340‘000 Story www.wikipedia.org Photos Oldtimer Galerie
En tant que l’un des seulement 590 Turbo 3.6 fabriqués en 1993, cette Porsche a été livrée le 28 janvier 1993 à l‘agence Porsche de Salzbourg, portant plusieurs options, telles que des sièges sport en cuir électriques avec sièges chauffants, la climatisation, le toit ouvrant électrique et des jantes RS 18“. Après deux propriétaires en Autriche, la 911 a été importée en Suisse en 1998 et registrée à Gstaad. Après avoir passé plusieurs années avec le vainqueur du Mans et pilote de Audi DTM, Loïc Duval (mais jamais roulé sur la piste), la Porsche a finalement été acquis par le vendeur à la fin de 2015. La dernière expertise a été passée en mars 2015. Avec 72‘000 km parcourus, la voiture est en très bon état d‘origine, toujours avec son moteur d‘origine, le certificat Porsche fourni confirme les „Matching-Numbers“. Un ajout splendide à toute collection Porsche.
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Lot 127 25-30 cars (Series 1, alloy) in-line 6 cylinder 2‘443 cc 105 hp at 4‘800/min Estimate CHF 495‘000 - 595‘000 Story www.conceptcarz.com Photos Oldtimer Galerie
1948 Alfa Romeo 6C 2500 Super Sport Cabriolet Chassis # 915566 The Alfa Romeo 6C 2500 was introduced near the end of the 1930‘s. The 6C name was derived from the engine size, an inline-six while the 2500 represented the engines cubic-centimeter displacement size. The engine was a version of Vittorio Jano designed sixcylinder engine. The 6C was available in a plethora of body styles and wheelbases and was produced during two different times in history. Most of the coachwork was handled by Touring of Italy or by Pinin Farina. The body styles ranged from coupes and convertible to four-seater saloon. In 1939 Alfa Romeo introduced the SS version, a short-wheelbase model, dubbed ‚SS‘ for Super Sport, that had a high-compression 6C engine rated at 105 horsepower. It was the top-of-the line 6C model that married style and performance together to create the perfect road-going vehicle.
World War II had interrupted production for many automobile manufacturers. During this time many switched their efforts to support the war, such as building engines for marine and aircraft or by producing vehicles that were suitable for war time. When Alfa Romeo resumed production, their vehicles were similar to those they had offered in 1939. The main difference was that Alfa 52
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Romeo now bodied the cars themselves rather than providing the rolling chassis for custom coachbuilders to body. The designs had become standard but they were still based on sketches and designs produced by coachbuilders such as Pinin Farina and Touring. Pinin Farina built the exclusive bodies such as the Cabriolet. These vehicles were elegant and stylish and had a price tag that matched. Touring built the Coupes which became known as the Villa d‘Este in 1949 after winning the famous Concours d‘Elegance Villa d‘Este. When outfitted with the Superleggera, meaning light weight, bodies they were capable of speed of over 100 mph.
The engines were similar to the Jano designed six-cylinder power plant, capable of producing 110 horsepower. Independent suspension was installed to soften the ride while improving performance and handling characteristics. A four-speed manual transmission was similar to the one used prior to the onset of the war. The history of the Alfa Romeo 6C 2500 automobiles is extensive. The various designs and body-styles matched with their mechanical capabilities make these one of the finest Alfa Romeos ever produced.
The car we have on offer is one of only about 25 to 30 Super Sport “Convertibiles”, clothed in aluminium by Pinin Farina. Ordered in 1947 and finished in 1948, the car was delivered through Franz Gouvin, the Brussels Alfa agent to its first owner, Mr. Ophorst in August of the same year. Ophorst moved from Antwerp to Rotterdam in 1960 and in 1979 the Alfa was bought by Alfa Romeo collector Roy Karstens from Nordwijk, who in turn sold it to Maurice Krusemann from Maastricht in 1995. In 2008 the SS was acquired by a Mr. H. Zappeij of Groenloe and he finally commissioned the necessary full restoration which was finished in 2013. Photos and other documentation of the restoration are available. In 2015, the now beautifully restored Alfa was bought by a Swiss gentleman and imported into Switzerland. After a yearlong inactivity, Graber Sportgarage in Toffen overhauled the brakes, Radiator and water pump. This breathtaking Alfa Romeo with its gorgeous Pinin Farina coachwork now presents itself in beautiful condition, still has its matching numbers engine and will be sold with Belgian documents and Swiss importation clearance form. A fantastic opportunity to become the next owner of this ultra-rare and stunningly elegant Alfa Romeo 6C. Das hier angebotene Fahrzeug ist eines von nur 25-30, durch Pinin Farina in Aluminium eingekleideten Super Sport Cabriolets. 1947 bestellt und mit dem Bau begonnen, wurde der Alfa am 5. August 1948 über den Händler Franz Gouvin in Brüssel an den ersten Besitzer, ein Herr Ophorst, ausgeliefert. 1960 zog dieser von Antwerpen nach Rotterdam. 1979 wurde das Cabriolet vom Alfa Romeo Sammler Roy Karstens aus Noordwijk gekauft, welcher es 1995 an Maurice Kruseman aus Maastricht verkaufte. 2008 erwarb H. Zappeij aus Groenloe den 6C und liess diesen komplett restaurieren, was bis 2013 dauerte. Fotos und Belege dieser Arbeiten sind vorhanden. 2015 schliesslich wurde das wunderschöne Cabriolet von einem Schweizer Sammler gekauft und importiert. Nach über einem Jahr Standzeit wurden 2017 Bremsen, Kühler und Wasserpumpe durch die Graber Sportgarage in Toffen revidiert. Dieses herrliche Pinin Farina Cabriolet der ersten Serie mit Aluminiumkarosserie befindet sich in sehr gutem Zustand, besitzt noch immer seinen „Matching-Numbers“ Motor und wird mit belgischen Papieren und Schweizer Verzollung an einen neuen Besitzer übergeben. Eine fantastische Gelegenheit einen dieser äusserst seltenen Alfa Romeo 6C zu erwerben.
La voiture que nous vous proposons est l‘une des quelque 25 à 30 Cabriolets Super Sport, carrossé en aluminium par Pinin Farina. Commandée en 1947 et achevée en 1948, la voiture a été livrée par Franz Gouvin, l‘agent Alfa de Bruxelles, à son premier propriétaire, M. Ophorst, en août de la même année. Ophorst a déménagé d‘Anvers à Rotterdam en 1960 et en 1979, l‘Alfa a été achetée par Roy Karstens, collectionneur Alfa Romeo de Nordwijk, qui l‘a vendue à Maurice Krusemann de Maastricht en 1995. En 2008, la SS a été acquise par M. H. Zappeij de Groenloe et il a finalement commandé la restauration complète qui a été terminée en 2013. Des photos et de reçus de la restauration sont disponibles. En 2015, l‘Alfa, aujourd‘hui magnifiquement restaurée, a été achetée par un collectionneur suisse et importée en Suisse. Après un an d‘inactivité, Graber Sportgarage à Toffen a révisé les freins, le radiateur et la pompe à eau. Cette Alfa Romeo avec sa superbe carrosserie Pinin Farina se présente maintenant dans un très bon état, a toujours son moteur de numéros correspondants et sera vendue avec les documents belges et le formulaire d‘importation suisse. Une opportunité fantastique de devenir le prochain propriétaire de cette Alfa Romeo 6C ultra-rare et d‘une élégance époustouflante.
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Lot 128 216 cars (Series 1) V8 3‘168 cc 140 hp at 4‘800/min Estimate CHF 190‘000 - 220‘000 Story www.wikipedia.org Photos OG/Daniel Reinhard
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1957 BMW 503 Coupé Series 1 Chassis # 69150 Hanns Grewenig, sales manager of BMW, repeatedly requested the development of a sports car based on their 501 and 502 luxury sedans. In early 1954, influenced by the public reaction to Mercedes-Benz 300SL and 190SL show cars in New York in February 1954, the management of BMW approved the project. Max Hoffman, an influential automobile importer in the United States, saw early design sketches by BMW‘s Ernst Loof, and suggested to industrial designer Albrecht von Goertz that he should submit design proposals to BMW. Based on these proposals, BMW contracted Goertz to design the 503 and 507 in November 1954. The 503 was a 2+2 grand tourer that was available as either a coupe or a convertible. It was noted for having a cleaner and more modern design than the „Baroque Angel“ 501-based sedans. The convertible version of the 503 was the first European convertible with an electrically operated top. Tasked with designing rolling chassis for two cars while using as much as possible from the existing 502 sedan, engineer Fritz Fiedler designed two versions of a new ladder frame, one with the same wheelbase as the 502, and one with a shortened wheelbase. The long-wheelbase version was used in the 503. Both cars used the steering system and a variant of the front suspension system from the 502; the 503 also used the 502‘s rear suspension. As originally designed, the 503 used the 502‘s remote gearbox placement and shift linkage. Both cars used the braking system developed for the 3.2 sedan, using drum brakes with vacuum assist. All 503s were configured for left hand drive. Both cars used the 3.2 L version of the 502‘s V8 engine developed for the 3.2 sedan, but with two carburetors and with an improved lubrication system using a chaindriven oil pump. The 503‘s V8 had a compression ratio of 7.5:1 and yielded 140 bhp at 4800 rpm.
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The 503 had sixteen inch wheels and standard final drive ratio of 3.90:1, A final drive ratio of 3.42:1 was optional. Acceleration of the 503 from standstill to 100 km/h (62 mph) had been measured at 13 seconds; the top speed of the 503 is about 115 miles per hour (185 km/h). In September 1957, the 503‘s drivetrain was revised. The gearbox was bolted to the transmission and the shifter was moved from the steering column to the floor.
Hoffman had wanted BMW‘s sports and GT cars to be positioned between Triumph‘s sports cars and the Mercedes-Benz 300 SL, at a selling price close to US$5000. He told BMW he would order thousands of their sports cars at a purchase price of DM12,000. After introduction at the Frankfurt Motor Show in September 1955, the 503 began production in May 1956 with a selling price of DM29,500, while the 507 roadster sold for DM26,500 when it began production seven months later. Despite Battista „Pinin“ Farina‘s opinion that the 503 was superior in design to the 507, the 503 was largely overshadowed by the 507. However, while neither the 503 nor the 507 sold well enough to earn a profit.
This BMW was delivered on the 3. June 1957 as one of only 216 cars from the first Series to the Swiss importer Motag in Zurich. On the 12th June, the car was delivered to its first owner, the local „Tile Manufacturing Co.“ in Zurich. The original customs documents, the first registration and the original service booklet, „Pflegedienstheft“, with stampings to 60’000 km in 1961 still exist. In the early 60-ies the BMW was laid up until acquired in 1991 from its first owner by a BMW enthusiast and owner of an engineering company. He decided to undertake the necessary restoration himself and, at the same time, change the color from “Rivierasand” to a more attractive light blue metallic. The work which also included an engine and clutch overhaul as well as changing the complete interior from brown to the current red leather was completed in 2011. In 2015 the 503 was bought by another collector but never actually registered in his name. Due to its long period of inactivity, Graber Sportgarage replaced all wheel bearings, overhauled the brakes and installed a new fuel pump in 2016. With its last MOT (incl. Veteran status) completed in 2012, this lovely BMW 503 is in very good condition and offers a rare chance to own this exclusive model as a Swiss delivered car, with only three previous owners, matching numbers engine and a BMW Classic Certification. Dieser BMW wurde am 3. Juni 1957 als eines von nur 216 Fahrzeugen der ersten Serie an den Schweizer Importeur Motag in Zürich geliefert. Am 12. Juni 1957 wurde das Fahrzeug auf den Erstbesitzer, die Zürcher Ziegeleien AG, zugelassen. Der originale Verzollungsausweis, der originale erste Fahrzeugausweis, sowie das originale „Pflegedienstheft“ (gestempelt bis 60‘000 km im Jahr 1961) sind vorhanden. In den frühen 60er Jahren wurde das Coupé stillgelegt und harrte der Dinge die da kommen. 1991 wurde es von einem BMW Liebhaber und Inhaber einer Maschinenbaufirma aus erster Hand übernommen. Dieser entschied sich, den Wagen in Eigenregie zu restaurieren und bei der Gelegenheit von der Auslieferungsfarbe „Rivierasand“ auf das aktuelle hellblau metallic umlackieren zu lassen. Die Arbeiten, bei welchen sowohl Motor und Kupplung revidiert, und die ursprünglich braune Innenausstattung durch neues rotes Leder ersetzt wurden, zog sich bis ins Jahr 2011. 2015 wurde der 503er schliesslich von einem Sammler, welcher den Wagen nie zuliess, erworben. Aufgrund des mehrheitlichen Stillstandes des BMW, wurden im Folgejahr durch die Graber Sportgarage sämtlich Radlager gewechselt, die Bremsen revidiert, und eine neue Benzinpumpe montiert. Mit der letzten MFK als Veteranenfahrzeug im April 2012 befindet sich dieser wunderschöne BMW 503 in sehr gutem Zustand, und bietet die seltene Gelegenheit ein solches Modell aus Schweizer Auslieferung, mit nur drei Vorbesitzern, Matching-Numbers Motor und BMW Classic Zertifikat zu erwerben.
Cette BMW a été livrée le 3 juin 1957 comme l‘une des 216 voitures de la première série à l‘importateur suisse Motag à Zurich. Le 12 juin, la voiture a été immatriculée au nom de son premier propriétaire, la société Briqueteries Zurichoise SA. L‘original du certificat d’acquittement de douane, le premier permis de circulation et le carnet de service original, „Pflegedienstheft“, avec des poinçonnages jusqu‘à 60‘000 km en 1961 existent toujours. Au début des années 60, la BMW a été abandonnée jusqu‘à ce qu‘elle soit rachetée en 1991 à ses premiers propriétaires par un passionné de BMW et propriétaire d‘une entreprise de construction mécanique. Il a décidé d‘entreprendre lui-même la restauration nécessaire et, en même temps, de changer la couleur de „Rivierasand“ à un bleu clair métallique. Les travaux, qui comprenaient également une révision du moteur et de l‘embrayage ainsi qu‘un changement complet de l‘intérieur de brun au cuir rouge actuel, ont été achevés en 2011. En 2015, la 503 a été achetée par un autre collectionneur, mais jamais enregistrée à son nom. En raison de sa période d‘inactivité, Graber Sportgarage a remplacé tous les roulements de roue, révisé les freins et installé une nouvelle pompe à essence en 2016. Avec la dernière expertise en tant que véhicule vétéran passée en 2012, cette belle BMW 503 est en très bon état, et offre une chance rare de posséder ce modèle exclusif comme une voiture livrée en Suisse, avec seulement trois propriétaires précédents, moteur à numéros correspondants et un certificat de BMW Classic.
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1937 Fiat 1500 6C Sport Barchetta Chassis # 015026
one-off car! in-line 6 cylinder 1‘493 cc approx. 70 hp at 4‘400/min Estimate CHF 250‘000 - 275‘000 Story www.wikipedia.org Photos Oldtimer Galerie / Div. Mille Miglia 2013 The Fiat 1500 was a six-cylinder car produced by the Fiat from 1935 to 1950. It was one of the first cars tested in a wind tunnel, following the Chrysler Airflow produced one year earlier. The streamlined styling achieved an aerodynamic efficiency unequalled before it in a touring car and (contrary to the failure of the „lumpen“ Airflow) disproved the thesis aerodynamic cars would not sell.
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The Fiat 1500 was introduced at the November 1935 Salone dell‘automobile di Milano (Milan Motor Show). It was powered by a 1,493 cc (91.1 cu in) overhead valve straight-six engine, producing 45 PS at 4,400 rpm. The transmission had four speeds, and synchromesh on the top two gears. Top speed was 115 km/h (71 mph). For the first time on a Fiat there were independent suspensions at the front, of the Dubonnet type. The frame was X-shaped, with a boxed centre section. Fiat offered two factory body styles, a 4-door pillarless saloon with suicide doors at the rear, and a 2-door convertible with suicide doors as well; both lacked a boot lid, as the luggage compartment was only accessible folding the rear seat, and carried an external spare wheel in a recess at the rear of the body. As an alternative the 1500 was also available as bare chassis, and numerous cars received coachbuilt bodies.
Mille Miglia 2010 Delivered new with Berlina (saloon) coachwork and powered by a 6 cylinder 1.5 litre engine, this example received the dashing Barchetta body, designed and built by Carrozzeria Reda in Modena, as early as 1945. In order to make the engine more competitive, a Weber carburetor was installed raising the engine’s output to a heady 70 hp. After having been abandoned in the proverbial barn for many years, the little Fiat was finally discovered and bought in 1995 by a Mr. Silvestro Specchia. A restoration with the aim of a Mille Miglia entry was duly commissioned resulting not only in a participation in this legendary event but also a lengthy article on the car in the April 2010 issue of the Italian publication “Ruoteclassiche”. Armed with a Fiat registry entry, a CSAI Identity card and successful MM participations in 2010, 13 and 14, a further entry shouldn’t present any obstacles. This lovely Barchetta is in excellent condition and has completed its most recent MOT (incl. veteran status) in January 2014. Ausgeliefert als Limousine mit 1.5-Liter 6 Zylinder Motor, wurde dieser Fiat 1945 durch die Firma Reda in Modena zum Unikat mit neuer Barchetta Karosserie umgebaut. Um an Rennen teilzunehmen, wurde die Maschine mit einem Weber Vergaser auf ca. 70 PS Leistungsgesteigert. Nachdem das Fahrzeug viele Jahre in einer Scheune abgestellt war, wurde es 1995 durch Silvestro Specchia erworben. Anschliessen wurde der Fiat, nicht zuletzt mit dem Ziel die Mille Miglia zu fahren, restauriert. Nach der Teilnahme an diesem legendären Rennen erschien in der Zeitschrift Ruoteclassiche vom April 2010 eine ausführliche Reportage zu diesem Unikat. Mit Fiat Register ID und CSAI Wagenpass, sowie den Teilnahmen an der Mille Miglia 2010, 2013 und 2014, steht einer erneuten Anmeldung Nichts im Wege. Die Barchetta befindet sich in sehr gutem Zustand und erhielt die letzte MFK als Veteranenfahrzeug im Januar 2014.
Livré neuf avec carrosserie berline et motorisé par un moteur 6 cylindres de 1.5 litre, cet exemple a reçu dès 1945 la superbe carrosserie Barchetta, conçue et construite par Carrozzeria Reda à Modène. Afin de rendre le moteur plus compétitif, un carburateur Weber a été installé, portant la puissance du moteur à 70 ch. Après avoir été abandonnée dans une grange proverbiale pendant de nombreuses années, la petite Fiat a finalement été découverte et achetée en 1995 par un certain Silvestro Specchia. Une restauration en vue d‘une participation aux Mille Miglia a été dûment commandée, ce qui a donné lieu non seulement à une participation à cet événement légendaire, mais aussi à un long article sur la voiture dans l‘édition d‘avril 2010 de la publication italienne „Ruoteclassiche“. Equipé d‘une inscription au registre Fiat, d‘une carte d‘identité CSAI et de participations MM réussies en 2010, 13 et 14, une inscription supplémentaire ne devrait présenter aucun problème. Cette belle Barchetta est en très bon état et elle a passée sa dernière expertise en tant que véhicule vétéran en Janvier 2014.
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1967 Shelby Cobra 289 FIA Replica Chassis # SFC1414 The formula for the success of the Cobra came through a man named Carroll Shelby adapting a powerful Ford engine into a nimble, British sports car. A.C. Cars of Thames Ditton in Surrey, England had been producing the Ace since 1954. It was designed by John Tojeiro and featured an independent suspension by transverse leaf springs. The tubular frame body of the vehicle took its styling cues from Ferrari. The original engine used in the Ace was a 1991 cc, overhead-cam engine designed by John Weller, the founder of AC, in the 1920s. In 1956, an optional Bristol engine became available. In 1959, Bristol ceased its six-cylinder engine production. When Bristol stopped supplying A.C. with the engine, the production of the Ace ceased. Carroll Shelby quickly negotiated a deal where A.C. would supply him with the chassis. Now all Shelby needed was an appropriate engine. In 1961, Ford introduced the 221 cubic-inch small block engine. This was a new lightweight, thin wall-cast, V8 engine that produced 164 horsepower. Shelby approached Ford about the use of the engine for the 2-seat sports car. Ford agrees, and what follows is history.
A outstanding replica of Allan Grant’s Coventry Motors Racing-Cobra! The car was carefully built on the basis of a Kirkham aluminium body, using a tubular chassis and adjustable racing suspension components. Powered by
a stroked Ford 347 cubic inch V8, fed by four Twin-Weber carburetors and delivering about 400 hp, the Cobra with a 5-speed transmission and weighing only 880 kg is indeed a seriously fast piece of kit! The car is in outstanding condition, with UK documents and Swiss customs clearance 13.20. Just make sure the front wheels point straight ahead before flooring the throttle! Ein hervorragender Nachbau von Allan Grant’s Coventry Motors Renn-Cobra. Das Fahrzeug wurde aufwändig mittels einer Kirkham Aluminium-Karosserie und einem Rohrrahmen-Chassis mit einstellbarem Rennfahrwerk aufgebaut. Als Antrieb dient ein Ford 347 cui V8 Stroker Motor mit vier Weber Doppelvergasern und ca. 400 PS, gekoppelt an ein 5-Gang Getriebe mit kürzlich ersetzter Rennkupplung. Mit einem Leergewicht von nur 880 kg ist diese Giftschlange definitv ein schnelles und brutales Fahrzeug in hervorragendem Zustand. Die Cobra wird mit UK-Papieren und Schweizer Verzollung angeboten. Versichern Sie sich bitte, dass die Vorderräder geradeaus zeigen bevor Sie Gas geben!
Lot 130 one-off car! V8 5‘686 cc approx. 400 hp Estimate CHF 145‘000 - 155‘000 Story www.conceptcarz.com Photos Daniel Reinhard
Une excellente réplique de la Coventry Motors Cobra de course d‘Allan Grant! La voiture a été soigneusement construite sur la base d‘une carrosserie en aluminium Kirkham, utilisant un châssis tubulaire et des composants de suspension de course réglables. Propulsée par un V8 Ford Stroker de 347 cubic inch, alimenté par quatre carburateurs Weber double-corps et développant environ 400 chevaux, la Cobra avec une transmission à 5 rapports, embrayage de course, et ne pesant que 880 kg est vraiment un projectile très rapide! La voiture est en excellent état, avec les documents britanniques et le dédouanement suisse. Assurez-vous que les roues avant sont bien orientées vers l‘avant avant d‘appuyer sur l‘accélérateur! 59
Lot 131 approx. 255 cars (1954-1958) in-line 4 cylinder 1‘975 cc 115 hp at 5‘500/min Estimate CHF 275‘000 - 300‘000 Story www.conceptcarz.com Photos Oldtimer Galerie
1954 Alfa Romeo 1900 C Super Sprint Chassis # AR1900C01795 The Alfa Romeo 1900 Series was produced from the very early 1900s through 1959. It was designed by Italian designer, Orazio Satta, and became the company‘s first car built on a production line. This vehicle signaled a radical departure from the type of business Alfa Romeo had constructed in the pre-War era. This shift towards an affordable production automobile was a necessary evolution for the company and a gamble that would prove to be the correct endeavour. In the pre-War era, the company had created expensive and powerful performance machines. Other marque‘s, such as Delahaye and Talbot Lago, had also be renowned for their performance machines, and had continued to cater only to this type of business in the post-War era. By the close of the 1950‘s, Alfa Romeo was still in business, while Talbot and Delahaye both were not.
In keeping with Alfa Romeo‘s tradition, Satta was given the difficult task of creating a vehicle that was affordable and could be mass produced, yet still retain the company‘s heritage of quality and performance. What was created was a major advancement, as the vehicle was given a unitary construction where the body worked as part of the chassis and housed many of the mechani60
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cal components. Prior to this, the body and chassis had been constructed separately, which was a traditional method by most marque‘s. The unitary construction made mass production much easier, allowed cost to remain low, and kept the vehicles performance to maximum. The major drawback to this type of construction was the difficulty it provided with custom coachwork.
The design of the vehicle was perfected by the Alfa Romeo designers with the help of wind tunnels. The vehicle was given a very aerodynamic body that was elegant and memorable. Under the bonnet was a four-cylinder engine that displaced 1884cc and fitted with dual overhead camshafts. Horsepower was impressive considering the engines size, rated at around 90 which put it on par with the larger 6C 2500 six-cylinder engine. The engine was placed in the bay at a longitudinally angle, matted to a four-speed manual gearbox with steering-column levers, and powered the rear wheels. Top speed was achieved at just over 105 mph. The vehicle was attractive, sporty, and elegant. It was a fine addition to Alfa Romeo‘s proud heritage and their quest to create a more affordable, mass produced au-
tomobile. 7‘400 base model examples were produced between 1950 through 1954 making it their most popular vehicle to date.
One year after the vehicles introduction, Alfa Romeo introduced the Ti and Super versions. Both were created in a way that provided flexibility to coachbuilders to create a wide range of custom bodies. The list of builders included Ghia, Touring, and Pinin Farina. The list of body styles ranged from racing machines to two-seater luxury automobiles. The Super body style had a shorter wheelbase and was an excellent platform to create sporty versions of the 1900. By 1954, Alfa Romeo introduced a larger engine that increased horsepower even further. The top-of-the-line version in terms of performance was the Super Sprint, which offered 115 horsepower. It seems that after Alfa Romeo secured their initial goals of creating an affordable automobile, they immediately searched for ways to improve upon its performance.
Dieser Alfa Romeo wurde neu als Linkslenker an Nigel Mann in England ausgeliefert. Dieser setzte das Fahrzeug bei diversen Rennveranstaltungen ein. Später wurde der Wagen von einem Mr. Rennie, ebenfalls in England, übernommen. 1984 wurde der Alfa von einem Monsieur Thoma nach Paris importiert, welcher ihn dann an Herrn Koot in Holland verkaufte. 2009 wurden die Karosserie und die Innenausstattung durch die Carrozzeria Touring Superleggera in Mailand komplett restauriert und der Wagen wurde in der Originalfarbe „Verde Bottiglia“ neu lackiert. Motor und Mechanik wurden 2010 durch die Firma Red Willow Racing in Monza komplett revidiert. Fotos zu den Arbeiten sind vorhanden. 2012 schliesslich, wurde der Wagen durch den letzten Besitzer erworben und in der Schweiz zugelassen. Bei nur rund 255 gebauten Fahrzeugen, stellt das hier angebotene Fahrzeuge eine seltene Gelegenheit dar, eines dieser wunderschönen und Mille Miglia tauglichen Coupés zu erstehen. Der Alfa Romeo wird mit FIVA-ID und der letzen MFK als Veteranenfahrzeug im September 2012 angeboten. La série 1900 fut une percée pour l‘entreprise milanaise et ce fut l‘entrée réussie d‘Alfa dans une nouvelle ère. Cette Alfa Romeo a été livrée à Nigel Mann en Angleterre comme exemple de conduite à gauche. Il a utilisé la voiture lors de diverses réunions de course. Plus tard, l‘Alfa a été achetée par M. Rennie, un autre gentleman anglais. En 1984, la voiture a été importée en France par un certain Monsieur Thoma qui l‘a ensuite vendue à un certain M. Koot en Hollande. En 2009, la carrosserie et l‘intérieur ont été restaurés par Carrozzeria Touring Suppeleggera à Milan où l‘Alfa a été repeinte dans sa couleur originale de „Verde Bottiglia“. Le moteur et le reste de la mécanique ont été restaurés en 2010 par la société „Red Willow Racing“ à Monza. La restauration est documentée avec un dossier photographique. En 2012, l‘Alfa a finalement été importée en Suisse par son dernier propriétaire. Avec seulement environ 255 exemplaires construits, cette voiture offre une fantastique opportunité d‘acquérir non seulement une Alfa Romeo rare et belle, mais aussi la chance de posséder un Coupé éligible pour la Mille Miglia. L‘Alfa est vendue avec une carte d‘identité FIVA et la dernière expertise en tant que véhicule vétéran passée en septembre 2012.
Nigel Mann, April 12th 1955, Goodwood Easter Race This Alfa Romeo was delivered as a LHD example to Nigel Mann in England. He entered the car at various race meetings. Later the Alfa was bought by a Mr. Rennie, another English gentleman. In 1984 the car was imported into France by a Monsieur Thoma who in turn passed it on to a Mr. Koot in Holland. In 2009 the coachwork and the interior were restored by non other than Carrozzeria Touring Suppeleggera in Milano where the Alfa was repainted in its original shade of “Verde Bottiglia”. The engine and the rest of the mechanics were restored in 2010 by “Red Willow Racing” in Monza. The restoration is well documented with a photographic record. In 2012, the Alfa was finally imported into Switzerland by its last owner. With only about 255 examples built, this car provides a fantastic opportunity to acquire not only a rare and beautiful Alfa Romeo but also the chance to own a Mille Miglia eligible Coupé. The Alfa is sold with a FIVA ID and the last Swiss MOT (incl. Veteran Status) has been completed in September 2012. 61
Lot 132 1‘278 cars in-line 6 cylinder 2‘195 cc 80 hp at 4‘850/min Estimate CHF 175‘000 - 185‘000 Story www.wikipedia.org Photos Oldtimer Galerie
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1953 Mercedes 220 Cabriolet A Chassis # 187012 01128/53 The Mercedes-Benz W187 is a full-size luxury car produced by Mercedes-Benz from 1951 to 1955. Introduced at the Frankfurt Motor Show in April 1951, the W187 was powered by a single overhead camshaft inline six-cylinder M180 engine and available as a saloon, coupé, and cabriolet, all designated with the 220 model name. Despite its pre-World War II reputation as a manufacturer of luxury cars, in the immediate post-war years Mercedes-Benz produced only four-cylinder-engined passenger cars. The W187 Mercedes-Benz 220 and flagship W186 Mercedes-Benz 300 Adenauer introduced together in 1951 were the first Mercedes to once again feature six-cylinder engines. The styling was similar to that of the Mercedes-Benz 170S except that the 170‘s freestanding headlights were for the 220 integrated into the fenders for a slightly more modern look. Two different cabriolet models were built, conceived as exclusive sporting cars of exclusive character, but these only sold 1,278 and 997 for the „A“ (2-door, 2/3-seat) and „B“ (2-door, 4-seat) versions, respectively. In December 1953, just as the saloon and cabriolet „B“ models were about to be replaced, a „Cabriolet A“ derived W187 Coupé was announced for 1954. The Mercedes-Benz sales department let it be known that this development was a direct response to pressing requests from leading celebrities of the time.[citation needed] During 1953 the manufacturer replaced the conventionally flat windscreen on the 2/3 seater „Cabriolet A“ with a slightly curved screen, which also found its way on to the new coupé: this was a way of highlighting the sporting nature of both models.[citation needed] Nevertheless, the coupé once fitted, as many were, with a steel sunroof, was at the end of 1953 offered for 22,000 Marks which was nearly twice the
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price for the standard W187 „Limousine“, and only 85 of the W187 coupés were actually sold. Between August 1952 and May 1953, 41 special soft top „OTP“ bodied W187 220s were produced for the police.
All 220s used newly developed M180 six cylinder 2195cc engine producing 80 hp. In contrast with the rather old fashioned look of the car‘s body, the new engines attracted much attention in the motoring press[citation needed], being the first new engine presented by Mercedes-Benz in more than ten years. The valves were operated by short rocker arms from an overhead camshaft. The engine was unusual in Europe at this time in having oversquare cylinder dimensions with a bore of 80.0mm and a stroke of only 72.8mm, which facilitated the design of an efficient cylinder head. The manufacturer claimed a top speed of 140 km/h (87 mph) for the saloons and 145 km/h (90 mph) for the cabriolets which was faster than the 52 PS powered 170S Cabriolet which the cabriolet version of the W187 replaced and from which its bodywork was derived. The new six-cylinder engine would form the basis, repeatedly enlarged and upgraded as the years went on, for a long line of six-cylinder engines powering mainstream
Mercedes-Benz models including the six-cylinder version of the early S-Class models in the 1970s. Because of the extra power in what was, by modern standards, a heavy car, the W187 was equipped with Duplex drum brakes.
With the sedan/saloon bodied cars about to be delisted by the manufacturer in May 1954, in April 1954 the „Cabriolet A“ and its Coupé derivative were fitted with a new higher compression 85 PS engine that had been developed for the soon to be announced Ponton bodied Mercedes-Benz W180. These faster sporting versions of the W187 continued in production for a further year.
This Mercedes 220 „Cabriolet A“ was delivered new in 1953 to its first Swiss owner and subsequently maintained by specialists at the „Lindengut Garage“ in Wil. After the owners decease the car was registered in the name of the widow who, in turn, wanted her daughter to have the car. After lengthy discussions and negotiations, a Mercedes enthusiast succeeded in buying the car in 2004. He had the engine checked and the cylinder head overhauled in May/June 2007 through a marque specialist. At the end of 2017 the owner decided to do something about some cracks which had developed in the original paint of the right hand front mudguard, and he had the damaged area repainted in the original nitro-cellulose paint. The Mercedes, as it is presented today, is therefore still wearing its (mostly) original paint, shows its unrestored but superb interior and even has the original luggage set in the trunk! A certificate issued by the works, together with the original importation documents from 1953 confirm the original color combination and the „matching numbers“. A fantastic testimonial of build quality of the highest order and a worthy addition to any Mercedes collection. The total mileage stands at 148’000 km and the latest MOT (with veteran status) was performed in January 2018.
geben wollte. Nach monatelangen Gesprächen und Preisverhandlungen konnte der Mercedes schliesslich 2004 vom Vorbesitzer, einem Mercedes Liebhaber, erstanden werden. Im Mai/Juni 2007 liess dieser den Motor durch einen Fachbetrieb kontrollieren und der Zylinderkopf wurde revidiert. Ende 2017 entschied er sich die Lackrisse im vorderen rechten Kotflügel durch eine Teillackierung in Nitrolack (!) enfernen zu lassen. Heute befindet sich das seltene Cabriolet immer noch in einem einmaligen Originalzustand, grösstenteils im Erstlack mit absolut originaler Innenausstattung und originalem Koffersatz. Ein Mercedes-Benz Zertifikat und der Verzollungsausweis von 1953 bestätigen die originale Farbkombination sowie die Matching-Numbers. Ein fantastischer Zeitzeuge mit hervorragender Geschichte und erst 148‘000 gefahrenen Kilometern, welcher perfekt in jede Mercedes Sammlung passt. Die letzte MFK als Veteranenfahrzeug erfolgte im Januar 2018. Cette Mercedes 220 Cabriolet A a été livrée neuve en 1953 à son premier propriétaire suisse et ensuite entretenue par des spécialistes de la Lindengut Garage à Wil. Après le décès du propriétaire, la voiture a été enregistrée au nom de la veuve qui, à son tour, a souhaité la remettre à sa fille. Après des mois de discussions et négociations, un passionné de Mercedes a réussi à acheter la voiture en 2004. Il a fait vérifier le moteur et réviser la culasse en mai/juin 2007 par un spécialiste de la marque. À la fin de 2017, le propriétaire a décidé de remédier aux fissures apparues dans la peinture d‘origine du garde-boue avant droit et a fait repeindre la zone endommagée avec la peinture à la nitrocellulose (!) d‘origine. La Mercedes, telle qu‘elle est présentée aujourd‘hui, porte donc toujours sa peinture (principalement) originale, montre son intérieur non restauré mais superbe et possède même le jeu de valises d‘origine dans le coffre! Un certificat Mercedes-Benz ainsi que les documents d‘importation originaux datant de 1953 confirment la combinaison de couleurs d‘origine et les « Matching-Numbers ». Un témoin de l’époque fantastique avec une historique remarquable et seulement 148’000 kilomètres parcourus, qui sera un ajout précieux à toute collection Mercedes. La dernière expertise en tant que véhicule vétéran a été passée en janvier 2018.
Dieses Mercedes 220 Cabriolet A wurde 1953 an seinen Schweizer Erstbesitzer ausgeliefert und laufend bei der Lindengut-Garage in Wil gewartet. Nach dessen Tod wurde das Fahrzeug auf dessen Witwe zugelassen, welche den Wagen an die Tochter weiter63
Sie vertrauen auf optimale Mobilität, wir bleiben für Sie beweglich Ihre Autos in den besten Händen: Als unabhängiger Spezialist rund um den Transport und die Logistik von Automobilen steht Cotra seit 1965 im Dienste der Schweizer Autoindustrie. Als Bindeglied zwischen Hersteller, Importeur und Händler bieten wir Ihnen rund um Ihre Fahrzeuge ganzheitliche Massarbeit. Unsere moderne Flotte liefert Autos aller Art sicher und termingerecht. In unseren Logistikzentren übernehmen wir für Sie das gesamte Spektrum der Fahrzeugabwicklung, von der Qualitätskontrolle bis zur mechanischen Bereitstellung. In unseren Carrosseriewerken bieten wir Ihnen hochwertige Dienstleistungen vom Flottenmanagement bis zum Ausbeulen. Dank diesem umfassenden Angebot sind Ihre Fahrzeuge bei der Cotra in besten Händen.
Cotra Autotransport AG Hübelacherstrasse 16 5242 Lupfig-Birrfeld info@cotra.ch Telefon +41 58 710 30 00 www.cotra.ch
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1973 Lamborghini 400 GT Espada Series 3 Chassis # 8940 As one of just 463 cars built, this Espada from the third (and most refined) series was delivered in 1973 to Naples, painted in „Luci del bosco“ a brown metallic, and upholstered in „Senape“ (mustard) colored leather. After the passing of the first owner, the car was bought by an American enthusiast and imported into the USA where, in 1994, the car was repainted in the actual shade of „Merlot Mica“ with the interior left in its original „Senape“. The American enthusiast must clearly have loved his Espada, after all he kept it for 20 years before selling it to the next owner in January of 2009. In April of the same year he commissioned a partial overhaul of the cylinder heads. In 2011 the Espada was bought and imported into Switzerland by a Swiss gentleman. In 45 years the total mileage stands at a mere 67’000 km. Due to preparation in 2018, the Lamborghini received a new stainless steel exhaust system. With US title and Swiss customs duties paid, a new MOT will be completed for a Swiss buyer after the auction. Als eines von nur 463 gebauten Fahrzeugen, wurde dieser Espada aus der dritten und ausgereiftesten Serie 1973 in der Farbe „Luci del bosco“ (braun metallic) und „Senape“ (senffarben) Lederausstattung nach Neapel geliefert. Nach dem Tod des Erstbesitzers wurde das Fahrzeug 1987 von einem amerikanischen Liebhaber erworben und in die USA überführt. Dieser liess den Lamborghini 1994 in die aktuelle Farbe „Merlot Mica“ umlackieren, beliess das Leder aber im Originalzustand. In zwanzig Jahren im Zweitbesitz wurde dieser liebevoll gewartet um im Januar 2009 einen neuen Liebhaber zu erfreuen. Im April 2009 wurden in dessen Auftrag die Zylinderköpfe demontiert, kontrolliert und teilrevidiert. 2011 schliesslich, wurde der Espada durch einen Schweizer Sammler gekauft und in die Schweiz importiert. Gemäss den vorhanden Unterlagen wurde der Wagen in seinen 45 Jahren nur gerade 67‘000
km gefahren. Im Zuge der Bereitstellung 2018 erhielt der Lamborghini eine neue Edelstahl-Auspuffanlage. Mit USPapieren und in der Schweiz verzollt, wird das Fahrzeug für Schweizer Käufer nach der Auktion frisch vorgeführt. Comme l‘un des seulement 463 véhicules produits, cette Espada de la troisième série (la plus raffinée) a été livrée en 1973 à Naples, peinte en „Luci del bosco“ (brun métallique), et l’intérieur en cuir de couleur „Senape“ (moutarde). Après le décès du premier propriétaire, la voiture a été achetée par un passionné américain et importée aux Etats-Unis où, en 1994, la voiture a été repeinte dans la teinte actuelle du „Merlot Mica“ avec l‘intérieur laissé dans son état d‘origine. Le passionné américain doit clairement avoir aimé son Espada, après tout il l‘a gardé pendant 20 ans avant de le vendre au prochain propriétaire en janvier 2009. En avril de la même année, les culasses ont été démontées, inspectées et partiellement révisées en son nom. Enfin, en 2011, l‘Espada a été achetée par un collectionneur suisse et importée en Suisse. Selon les documents disponibles, la voiture n‘a parcouru que 67’000 km en 45 ans. Lors de la préparation en 2018, la Lamborghini a été équipée d‘un système d‘échappement en Inox neuf. Avec les papiers américains et dédouané en Suisse, la voiture sera expertisée après la vente pour un acheteur Suisse.
Lot 133 463 cars (Series 3) V12 3‘929 cc 350 hp at 7‘500/min Estimate CHF 115‘000 - 135‘000
Photos Oldtimer Galerie
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Lot 134 6‘119 cars (all LHD) V12 5‘344 cc 276 hp at 5‘850/min Estimate CHF 115‘000 - 125‘000 Story www.wikipedia.org Photos Oldtimer Galerie
1973 Jaguar E V12 Roadster Chassis # UD1S21057 The Jaguar E-Type, or the Jaguar XK-E for the North American market, is a British sports car that was manufactured by Jaguar Cars Ltd between 1961 and 1975. Its combination of beauty, high performance, and competitive pricing established the model as an icon of the motoring world. The E-Type‘s 150 mph (241 km/h) top speed, sub-7-second 0 to 60 mph (97 km/h) acceleration, monocoque construction, disc brakes, rack-and-pinion steering, and independent front and rear suspension distinguished the car and spurred industry-wide changes. The E-Type was based on Jaguar‘s D-Type racing car, which had won the 24 Hours of Le Mans three consecutive years beginning 1955, and employed what was, for the early 1960s, a novel racing design principle, with a front subframe carrying the engine, front suspension and front bodywork bolted directly to the body tub. No ladderframe chassis, as was common at the time, was needed and as such the first cars weighed only 1‘315kg.
On its release in March 1961 Enzo Ferrari called it „the most beautiful car ever made“. In 2004, Sports Car International magazine placed the E-Type at number one on their list of Top Sports Cars of the 1960s. In 66
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March 2008, the Jaguar E-Type ranked first in The Daily Telegraph online list of the world‘s „100 most beautiful cars“ of all time. Outside automotive circles, the E-type received prominent placement in Diabolik comic series, Austin Powers films and the television series Mad Men. The E-Type was initially designed and shown to the public as a rear-wheel drive grand tourer in two-seater coupé form (FHC or Fixed Head Coupé) and as a twoseater convertible „roadster“ (OTS or Open Two Seater). A „2+2“ four-seater version of the coupé, with a lengthened wheelbase, was released several years later.
The Series 1 was introduced, initially for export only, in March 1961. The domestic market launch came four months later in July 1961. The cars at this time used the triple SU carburetted 3.8-litre six-cylinder Jaguar XK6 engine from the XK150S. The 3.8-litre engine was increased to 4.2 litres (4‘235 cc) in October 1964. The Series 2 introduced a number of design changes, largely due to U.S. design legislation. The most distinctive exterior feature is the absence of the glass headlight covers, which affected several other imported cars, like the Citroën DS, as well. Unlike other cars, this step was applied worldwide for the E-Type.
The E-Type Series 3 was introduced in 1971, with a new 5.3 L twelve cylinder Jaguar V12 engine, uprated brakes and standard power steering. Optionally an automatic transmission, wire wheels and air conditioning were available. The brand new V12 engine was originally developed for the 24 Hours of Le Mans. It was equipped with four Zenith carburettors. The final engine was claimed to produce 276 hp, more torque, and a 0-60 mph acceleration of less than 7 seconds. The short wheelbase FHC body style was discontinued, with the Series 3 available only as a convertible and 2+2 coupé.
This elegant E-Type V12 Roadster was acquired by the vendor in 2006 from the previous owner who had owned the car for about 15 years. The mileage at that time stood at 92’943km. Since the car had not seen much use for a number of years, some recommissioning was needed to bring it back to peak performance. This included a brake and steering box overhaul, a new exhaust system in stainless steel, new wire wheel rims as well as a new top and a replacement of all water hoses. In 2007, on request from the vendor, the front and rear shock absorbers were replaced and a year later the complete interior was re-trimmed in new leather. In 2012, with 1’000 km driven since purchase, the owner decided to install a modern 5-speed gearbox for more relaxed cruising. Annoyed by abnormal noises during excursions with his E-Type, he also decided to have the CV joints in the drive shafts replaced and four new Michelin tires fitted. All this amounted to more than 95’000 CHF in receipts between 2008 and 2016. This noble Brit is now in impeccable condition, and, with the last MOT completed in 2013, the car will receive a fresh Swiss MOT after the sale. Dieser elegante E V12 Roadster wurde 2006 nach rund 15 Jahren beim Vorbesitzer mit 92‘943 Kilometern auf der Uhr vom Einlieferer übernommen. Da der Jaguar die vorherigen Jahre mehrheitlich gestanden hatte, waren einige Arbeiten nötig um die Raubkatze wieder fit zu machen. So wurden die Bremsen und das Lenkgetriebe revidiert, eine neue Edelstahl-Auspuffanlage, neue Speichenräder, sowie ein neues Verdeck montiert, und sämtliche Wasserschläuche ersetzt. Auf Wunsch des Einlieferers wurden 2007 die Stossdämpfer vorne und hinten ersetzt, und im Folgejahr entschied er sich eine komplett neue Leder-Innenausstattung montieren zu lassen. 2012, 1‘000 km nach der Übernahme, beschloss er zugunsten einer besseren Übersetzung ein 5-Gang Getriebe einbauen zu lassen. Nachdem der Einlieferer auf kleineren Ausfahrten störende Geräusche festgestellt hatte, wurden 2016 vier neue Michelin-Reifen montiert und die Kreuzgelenke an den Antriebswellen ersetzt. Belege für Restaurationen, Revisionen und Unterhalt von 2008 bis 2016 für über CHF 95‘000.00 sind vorhanden. Der edle Brite befindet sich nun in sehr gutem Zustand und die letzte MFK als Veteranenfahrzeug erfolgte im Juli 2013. Für Schweizer Käufer wird das Fahrzeug nach der Auktion frisch vorgeführt.
En 2006, le vendeur a fait l‘acquisition de cet élégant Roadster E-Type V12 par le propriétaire précédent, propriétaire de la voiture depuis environ 15 ans. Le kilométrage à cette époque était de 92’943 km. Étant donné que la voiture n’avait pas été beaucoup utilisée depuis un certain nombre d’années, il était nécessaire de la remettre en service pour la ramener à des performances optimales. Cela incluait une révision du frein et du boîtier de direction, un nouveau système d‘échappement en Inox, de nouvelles roues à rayons ainsi qu‘une nouvelle capote et un remplacement de tous les tuyaux d‘arrosage. En 2007, à la demande du vendeur, les amortisseurs avant et arrière ont été remplacés et un an plus tard, il a décidé de faire installer un tout nouvel intérieur en cuir. En 2012, avec 1’000 km parcourus depuis l‘achat, le propriétaire a décidé d‘installer une boîte de vitesses moderne à 5 vitesses pour des balades plus détendues. Ennuyé par des bruits anormaux lors des excursions avec son type E, il a également décidé de faire remplacer les joints universels du cardan et d’installer quatre pneus Michelin neufs. Tout cela a rapporté plus de CHF 95‘000.- de reçus entre 2008 et 2016. Ce noble britannique est maintenant en très bon état et, avec la dernière expertise en tant que véhicule vétéran qui a eu lieu en juillet 2013. Pour un acheteur suisse l’expertise sera renouvelée après la vente.
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1963 A.S.A./AFF Tipo 61 Barchetta Chassis # BA61-1 This Barchetta, built by Reklus in Buenos Aires was designed in the true spirit of the legendary Maserati 300S. The high quality standard and accuracy of sheet metal work has even led to commissions for Reklus on coachwork restorations for other classic cars. The car was built using old A.S.A./AFF papers, and on the occasion of the Techno-Classica in Essen 2009 the Barchetta was handed over to the first Swiss owner. The car was then imported and registered in Switzerland. The tubular frame and wire wheels are very evocative reminders of traditional fifties race car construction. The car is powered by an in-line six fed by three Weber DCOE-carbs. It delivers around 170 hp, enough to provide rapid progress to a car weighing a mere 980kg. In 2015, the cylinder head was overhauled. This Maserati replica is in very good condition overall and has had only two Swiss owners. Being road registered and MOT’d in 2015, (incl. Veteran status!), the Barchetta offers the added benefit of driving to and from events, truly a racer for the road! Diese Barchetta wurde durch die Firma Reklus in Buenos Aires hergestellt, wobei die Aluminium-Karosserie eine sehr genaue Kopie des legendären Maserati 300 S darstellt. Nicht zuletzt wegen der Genauigkeit, wird die Firma gerne mit dem Karosseriebau bei Restaurationen beauftragt. Die Barchetta wurde mittels alter A.S.A./AFF Papieren aufgebaut, und anlässlich der Techno-Classica in Essen 2009 an den ersten Schweizer Besitzer übergeben. Anschliessend wurde der Wagen importiert und in der Schweiz zugelassen. Mit seinem Gitterrohr-Rahmen und den Speichenrädern erinnert der Wagen an den klassischen Rennwagenbau der späten 50er Jahre. Als Antrieb dient ein Reihensechszylinder mit drei Weber Doppelvergasern und rund 170 PS. Bei nur 980 kg Leergewicht ergeben sich sehr sportliche Fahrleistungen. 2015 wurde der Zylinderkopf revidiert, daher befindet sich diese
wunderschöne Maserati-Replica nach nur zwei Schweizer Besitzern in sehr gutem Zustand, und wird einem Käufer viel Fahrspass bereiten. Dank dem Schweizer Fahrzeugausweis und der letzten MFK als Veteranenfahrzeug im Juni 2015, kann dieser Sportwagen auch auf eigener Achse zu den verschiedenen Veranstaltungen anreisen. Cette Barchetta, construite par Reklus à Buenos Aires a été conçue dans l‘esprit de la légendaire Maserati 300S. Le haut niveau de qualité et la précision de la tôlerie ont même conduit à des commandes pour Reklus pour des restaurations de carrosseries d‘autres voitures anciennes. La Barchetta a été construite à l‘aide d‘anciens papiers A.S.A./AFF, et à l‘occasion de la Techno-Classica à Essen en 2009, la voiture à été livrée au premier propriétaire suisse. Ensuite, la voiture a été importée et immatriculée en Suisse. Le châssis tubulaire et les roues à rayons rappellent de façon très évocatrice la construction traditionnelle des voitures de course des années 50. Le moteur est un six cylindres en ligne respiré par trois carburateurs Weber DCOE. Il développe environ 170 ch, ce qui est suffisant pour faire progresser rapidement une voiture de 980 kg è peine. En 2015, la culasse a été révisée. Cette réplique de Maserati est en très bon état général et n‘a eu que deux propriétaires suisses. Immatriculée pour la route et avec la dernière expertise en tant que véhicule vétéran (!) passée en juin 2015, la Barchetta offre l‘avantage supplémentaire de conduire pour se rendre à des événements, un véritable bolide pour la route!
Lot 135 one-off car in-line 6 cylinder 4‘464 cc approx. 170 hp Estimate CHF 230‘000 - 250‘000
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RIWAX-Chemie AG | Tannholzstrasse 3 | CH-3052 Zollikofen | office.ch@riwax.com | www.riwax.com
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1961 Chevrolet Corvette C1
Lot 136
Chassis # 10867S109412 The Corvette on offer was purchased in 1961 by the vendor’s mother. It is one of only 358 examples delivered in Fawn Beige with White, a colour combination available only in 1961. She drove and clearly loved her car until she passed away. After having been stored for many years, the Corvette was recommissioned by the vendor in 2010. The brakes and the engine needed an overhaul, and all hoses, the radiator and the convertible top were replaced. The seats were retrimmed in leather. Unfortunately, the cylinder heads, having been incorrectly reworked, needed yet another overhaul in 2012 and the camshaft had to be replaced at the same time. In 2015 the automatic gearbox received a specialist’s overhaul and now this Corvette is presented in very good, well cared-for condition with the most recent MOT (with veteran status) completed in September 2015. A unique chance to purchase a matching-numbers Corvette with hardtop, just one family owner and still wearing its original paint. A must for any serious Corvette collector! Die angebotene Corvette wurde 1961 durch die Mutter des Einlieferers als eines von nur 358 in der - nur 1961 erhältlichen - Farbkombination „Fawn Beige / White“ gebauten Fahrzeuge, neu bestellt und bis zu Ihrem Tod gefahren. Nach vielen Jahren in der Garage, wurde der Wagen 2010 durch den Einlieferer wieder in Betrieb genommen. Hierzu wurden Motor und Bremsen komplett revidiert, ein neuer Kühler wurde montiert und sämtliche Schläuche ausgewechselt, ein neues Verdeck wurde montiert, und die Sitze wurden neu mit Leder bezogen. Leider mussten die Zylinderköpfe wegen unsachgemässer Arbeit 2012 erneut revidiert, und eine neue Nockenwelle eingebaut werden. 2015 wurde das automatische Getriebe durch einen bekannten Fachbetrieb revidiert. Sehr guter und gepflegter Zustand mit der letzten MFK als Veteranenfahrzeug im September 2015. Diese wunderschöne Corvette
ist eine einmalige Gelegenheit, solche ein Fahrzeug mit Matching-Numbers, Hardtop, aus erstem Familienbesitz und im Erstlack zu erwerben – ein „Must have“ für jeden Corvette-Sammler! La Corvette proposée a été achetée en 1961 par la mère du vendeur. Il s’agit de l’un des seulement 358 exemplaires livrés en „Fawn Beige/White“, une combinaison de couleurs disponible que en 1961. Elle a conduit et clairement aimé sa voiture jusqu‘à son décès. Après de nombreuses années dans le garage, la Corvette a été remise en service par le vendeur en 2010. Le moteur et les freins ont été complètement révisés, un nouveau radiateur a été monté et a remplacé tous les tuyaux, une nouvelle capote a été installé et les sièges ont été récemment recouverts de cuir. Malheureusement, les culasses ayant été mal retravaillées, il était nécessaire de procéder à une nouvelle révision en 2012 et de remplacer l‘arbre à cames en même temps. En 2015, la boîte automatique a fait l‘objet d‘une révision par un spécialiste. Cette Corvette est maintenant présentée en très bon état et très bien entretenue. La dernière expertise en tant que véhicule vétéran a été passée en septembre 2015. Une chance unique d‘acquérir une Corvette à „Matching-Numbers“ avec hardtop, de la première propriété famille et toujours en peinture originale. Un must pour tout collectionneur sérieux de Corvette!
358 cars (Fawn Beige/White) V8 4‘637 cc 230 hp at 4‘800/min Estimate upon request
Photos Oldtimer Galerie
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Lot 137 one-off car in-line 4 cylinder Diesel 2‘198 cc 148 hp at 3‘780/min Estimate CHF 145‘000 - 175‘000 Story www.wikipedia.org Photos Oldtimer Galerie
2013 Land Rover Defender 110 TD4 Wide Track Chassis # SALLDHMP8DA439714 Like the VW Beetle, Citroën 2CV and its British Leyland brother-in-arms the Mini, the Defender - known by that name since 1983 - is one of those vehicles that defeated fashion while somehow epitomising it, and transcended its original remit to knit itself firmly into the fabric of the nation that created it. Two million have been made since 1948, when the Series 1 arrived, channelling the spirit of the American Jeep and utilising a post-war surplus of aluminium in its accidentally yet perfectly proportioned form. An estimated 75 percent of Landies are still running wherever in the world they ended up - most likely in all 195 of the planet‘s countries. The model was introduced in 1983 as „Land Rover One Ten“, and in 1984 the „Land Rover Ninety“ was added - the numbers representing the respective wheelbases in inches. The number was spelled in full in advertising and in handbooks and manuals, and the vehicles also carried badges above the radiator grille which read „Land Rover 90“ or „Land Rover 110“, with the number rendered numerically. The Ninety and One Ten replaced the earlier Land Rover Series, and at the time of launch, the only other Land Rover model in production was the Range Rover. The biggest change to the Land Rover came in late 1990, when it became the Land Rover Defender, instead of the Land Rover 90 or 110. This was because in 1989 the company had introduced the Discovery model, requiring the original Land Rover to acquire a name. The Discovery also had a new turbodiesel engine, the 200TDi. This was also loosely based on the existing 2.5-litre turbo unit, and was built on the same production line, but had a modern alloy cylinder head, improved turbocharging, intercooling and direct injec-
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tion. It retained the block, crankshaft, main bearings, cambelt system, and other ancillaries as the Diesel Turbo. The breather system included an oil separator filter to remove oil from the air in the system, thus finally solving the Diesel Turbo‘s main weakness of re-breathing its own sump oil. The 200Tdi, produced 107 hp and 264 N•m of torque, which was nearly a 25% improvement on the engine it replaced. In 1998, the Defender was fitted with an all-new 2.5litre, five-cylinder in-line turbodiesel engine, badged the Td5. The Tdi could not meet upcoming Euro III emissions regulations so the Td5 replaced the Tdi as the only available power unit. The engine used electronic control systems and produced 122 hp @ 4‘850 rpmt. Traditionalists were critical of the electronic systems deployed throughout the vehicle, but concerns that these would fail when used in extreme conditions proved unfounded.
After a continuous run of 67 years production finally ended on 29 January 2016 when the last Defender, H166 HUE, rolled off the production line at 09:22GMT
Navigationssystem, Chiptuning auf 148 PS, Anhängerkupplung, etc. wurden - ohne Arbeitszeit - über CHF 140‘000.- in Neuteile und Sonderanfertigungen investiert. Sämtliche Arbeiten wurden durch die Garage du Lac Crescia SA in absoluter Perfektion durchgeführt. Die Krönung dieses, rund ein Jahr in Anspruch nehmenden, Projektes war die MFK im August 2018, bei welcher sämtliche Änderungen geprüft und im Fahrzeugausweis eingetragen wurden. Dieser Land Rover ist der einzige, in der Schweiz zugelassene, Defender dieser Art und befindet sich in perfektem Zustand - ein must-have in der hügeligen Umgebung von Gstaad.
This unique automobile was delivered as a standard Land Rover 110 by Emil Frey AG in Bern. After having bought the „Landie“ in June 2017, with a recorded mileage of 38’600 km, the new owner decided to make some slight changes to his car... :he ordered parts from the „Chelsea Truck Company“, whose owner Afzal Khan regularly undertakes conversions on cars for showbiz- and sports-greats. The trim and chrome embellishments, wheels and tires alone amounted to 18’000.- CHF (parts alone!). The complete interior was replaced by specially commissioned leather, another 42’500 CHF if you please, ...the boot was lined with oak and moor-oak, ehrm... another 6’500.- CHF, and finally, paint, adjustable air suspension, navigation system, chip-tuning to 148hp, towing hitch etc. amounted to a grand total of more than 140’000.- CHF. That, ehrm, would be only for the parts then, sir! All the work was performed to the highest standards by „Garage du Lac Crescia SA“ and rewarded with a successful MOT inspection in August 2018, where the long list of modifications was correctly entered in the cars registration document, thus being blessed by the highest authority! Needless to say, this is the only Defender of its kind approved and registered in Switzerland and, being in impeccable condition of course, is the essential accessoire to have in the mountainous Gstaad area.
Cette voiture unique a été livrée le 3 octobre 2013 comme Land Rover 110 „normale“ par Emil Frey AG à Berne. Après la reprise de la „Landy“ par le vendeur en juin 2017 avec 38’600 kilomètres parcourus, il a décidé de faire reconstruction extrêmement complexe. Il a commandé des pièces à la „Chelsea Truck Company“, dont le propriétaire Afzal Khan effectue régulièrement des transformations de voitures pour le showbiz et les grands de sport. Elles seules, ces pièces décoratives et accessoires, roues et pneus spéciaux ont débité le compte de plus de CHF 18‘000 - sans montage ni peinture. L‘intérieur complet a été remplacé par du cuir spécialement commandé, CHF 42‘500.- supplémentaires si vous le souhaitez. Les bois sur mesure du coffre en chêne et chêne des tourbières a absorbé CHF 6‘500.- de plus. Les investissements dans les pièces, la peinture, la suspension pneumatique réglable, le système de navigation, la augmentation de puissance à 148 ch, le crochet de remorquage, etc., ont représenté plus de CHF 140‘000.- au total, sans compter les heures de travail. Tous les travaux ont été réalisés dans les règles de l‘art par „Garage du Lac Crescia SA“. Le point culminant de ce projet, qui a duré environ un an, a été l’expertise passée en août 2018, où la longue liste des modifications a été correctement inscrite dans le permis de circulation du véhicule. Il va sans dire qu‘il s‘agit du seul Defender de ce type expertisé et homologué en Suisse et qu‘il s‘agit de l‘accessoire indispensable à avoir dans la région montagneuse de Gstaad, en parfait état bien entendu.
Dieses Unikat wurde am 3. Oktober 2013 als „normaler“ Land Rover 110 durch die Emil Frey AG in Bern ausgeliefert. Nachdem der Einlieferer den Landy im Juni 2017 mit 38‘600 gefahrenen Kilometern übernommen hatte, entschied er sich für einen äusserst aufwändigen Neuaufbau. Hierbei wählte er Teile der englischen Firma „Chelsea Truck Company“, deren Inhaber Afzal Kahn regelmässig Aufträge internationaler Sport- und Showgrössen erhält. Allein diese Zier- und Anbauteile, Räder und spezielle Reifen belasteten das Konto mit über CHF 18‘000.- ohne Montage und Lackierung. Die Innenausstattung wurde mit Spezial-Leder komplett neu angefertigt - weitere CHF 42‘500.- waren somit investiert. Die massgefertigte Holzverkleidung des Laderaumes in Eiche und Mooreiche verschlang weitere CHF 6‘500.-. Mit Lackierung, einstellbarer Luftfederung, 73
Lot 138 600 cars 6 cylinder flat-engine 3‘996 cc 500 hp at 8‘250/min Estimate CHF 395‘000 - 415‘000 Story www.supercars.net Photos Oldtimer Galerie
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2011 Porsche 911 GT3 RS 4.0 Chassis # WPOZZZ99ZBS785313 - Car # 341/600 Put simply, the prospect of making this car was too much to resist for Andreas Preuninger and his team at Weissach. The GT3 R and RSR racing cars already use a 4.0-litre version of the Mezger engine, and amid the excitement and then crushing disappointment of last year’s Nürburgring 24-hour race, a plan was hatched to bring the extra displacement of these models to the road cars. It wasn’t long after that race that a prototype engine had a genuine 4.0-litre RSR crankshaft dropped into it, and, fitted to a development hack, began racking up the test miles. Getting this far was easy, and in this form the engine produced 475bhp, already 25bhp up on the 3.8-litre GT3 RS. But, like many things in life, what the engine team had achieved now also presented them with a new problem. The intake and exhaust systems of the 3.8 RS were proving a bottleneck for the new engine, and anyway, it had by now been decided that if there were to be a run-out ‘ultimate’ RS, then it would have to reach the magic 500bhp marker. More work was required. The answer has been to develop a version of the intake system used on the GT3 R Hybrid, and team it with freer-flowing catalytic converters (the same size due to packaging restrictions but with a more efficient coating and less cells) to get more air through the engine and out again. Porsche found that it was beneficial to lower the compression ratio slightly, compared to the 3.8 model, so that the ignition timing could be advanced to the benefit of outright power. And what numbers they are: 493bhp (500PS) at 8,250rpm and 460Nm at 5,750rpm. Understandably, it’s the headline power figure that grabs the limelight, for that’s more than the Le Mans class-winning RSR (albeit with punitive air restrictors) and all from a road-legal, emissionscompliant engine that doesn’t resort to any form of forced induction. But it’s worth noting, not only how
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the torque has improved over the 3.8, but also that the peak is developed lower down the rev range. It is this that will change the character of the car as much as anything, as we shall see.
There are further changes to the drivetrain, such as new titanium connecting rods, reworked heads, strengthened cam-chain tensioners and a more resilient clutch. Beyond these mechanical items, it’s simplest to picture the RS 4.0 as a car that enjoys all the best toys in the cupboard that have been developed by the factory for the 997. In practice, this means effectively a chassis and body closely related to the GT2 RS on top of the performance and lightweight modifications featured on the GT3 RS 3.8. So therefore the already lightened interior and exterior now features the carbonfibre bonnet and carbon front wings as standard, plus there is a plastic rear window and rear side windows. The lower suspension arms are now rose jointed, and there are small helper springs on the rear axle that take some of the initial load, in theory allowing the main springs to be stiff but without compromising ride quality. It worked well on the GT2 RS, so it’ll be interesting to see the differences here. Finally, the aerodynamics have had a tweak, with that massive rear wing increased in angle of attack and
the nose featuring mini vertical spoilers on either side; all told, ‘true’ downforce at 186mph is said to have increased by 20kg to 190kg.
Although this is a car with far more about it than mere figures alone, they do make interesting reading nonetheless. The 0-62mph dash is quoted as just 3.9 seconds (especially impressive when you consider a traditional six-speed manual gearbox is the only transmission option, with no PDK ’box offered) and the top speed is 193mph – academic, but certainly quick when you consider the wings featured on the car. Weight – with a full tank of fuel but no occupants – is quoted at 1,360kg, while the efficiency of that engine – a stunning 125hp per litre no less – helps the RS 4.0 to achieve 20.5mpg on the combined cycle. In practice, when taking it easy I saw a fair bit more than that on the trip computer. Enough of the numbers; the RS 4.0 positively fizzes with latent energy the moment you set eyes on it. It’s pointless applying the old cliché that it looks like a racing car for the road, because we know that it really is a racing car for the road, as Porsche proved with the road-going RS 3.8 in the Nürburgring 24-hour last year. I’m certain that there are plenty who are outraged by the visual statement that the car makes, and it’s true that it’s not a car in which to collect admiring glances from passers by, as would, say, a modern Aston Martin. In return, when a fellow enthusiast does spot the 4.0, they make their excitement clear – this is a car very much for those ‘in the know’.
Nummer 341/600 wurde am 10. Oktober 2011an das Porsche Zentrum Altötting in Deutschland geliefert und am 3. April 2012 erstmals zugelassen. 2014 wurde der GT3 von seinem zweiten Besitzer in die Schweiz importiert. Aufgrund bekannter Probleme erhielt der RS 2016 nach 23‘313 gefahrenen Kilometern einen neuen Motor sowie eine neue Kupplung - diese Garantiearbeiten wurden durch das Porsche Zentrum in Genf durchgeführt, entsprechende Belege sind selbstverständlich vorhanden. 2017 wurde der Porsche vom dritten Besitzer übernommen und in dessen Sammlung integriert. Mit nun erst 23‘500 gefahrenen Kilometern, befindet sich das Fahrzeug in nahezu neuwertigem Zustand. Die letzte MFK erfolgte im Mai 2017. Als eines der wenigen limitierten und nummerierten Porsche Modelle, gehört der GT3 RS 4.0 in jede gut sortierte Sammlung der Marke aus Stuttgart-Zuffenhausen. Le numéro 341/600 a été livré le 10 octobre 2011 à l‘agent Porsche d‘Altötting / Allemagne et a été enregistré pour la première fois le 3 avril 2012. En 2014, la GT3 a été importée en Suisse par son deuxième propriétaire. En raison de problèmes connus, la RS a reçu un nouveau moteur et un nouvel embrayage après 23’313 kilomètres parcourus en 2016. Ces travaux de garantie ont été effectués par le Centre Porsche à Genève et les documents correspondants sont bien sûr disponibles. En 2017, la Porsche a été vendue à la collection de son troisième propriétaire. Avec seulement 23’500 kilomètres parcourus, la voiture est pratiquement en état neuf. La dernière expertise a été passée en mai 2017. Faisant partie d‘une série très limitée, une GT3 RS 4.0 est un must dans toute collection Porsche respectable!
Number 341/600 was delivered on the 10th October 2011 to the Porsche agent in Altötting/Germany and first registered on the 3rd April 2012. In 2014 the GT3 was imported into Switzerland by its second owner. Due to a (known) engine problem, the RS received a new engine and clutch in 2016 with 23’313 km driven, on warranty from Porsche Centre Geneva. The work is well documented of course. In 2017 the Porsche was sold into the collection of its third owner. Having now covered a mere 23’500 km, the car is in virtually new condition. The most recent Swiss MOT was completed in May 2017. Being one of a very limited Series, a GT3 RS 4.0 is a „must have“ in any respectable Porsche collection! 75
Lot 139 150 cars V8 4‘735 cc 446 hp at 7‘300/min Estimate CHF 265‘000 - 285‘000 Story www.autocar.co.uk Photos Oldtimer Galerie
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2017 Aston Martin Vantage GT8 Chassis # SCFGKBKL2HGC21442 - Car # 115/150 The Aston Martin Vantage GT8 is another bite of the cherry for some, and another hefty jab thrown in the direction of Porsche by a car maker with designs on the track day niche monopolised by the 911 GT3. It’s a car specifically intended for anyone who admired the British sports car maker’s ambition in creating its first road-legal track special last year – the incredible Vantage GT12 – but who baulked at that car’s quarter of a millionpound price. Or those who, for one reason or another, dithered and dallied for just long enough to miss out on Gaydon’s 100-unit limited production run. Low-volume special editions are going to be an increasingly important part of Aston’s business model, and if it’s to be a successful part the company needs to be smart enough to satisfy appetites like the one the GT12 left in its wake. And so here it goes: this is track-ready Vantage, take two. While the GT12 took Aston’s 12-cylinder Vantage GT3 customer racing car as its inspiration, the GT8 flows forth from the slipstream of the Vantage GTE. That means the GT8’s styling is quite different from the GT12’s, although no less determinedly aerodynamic. Large carbonfibre body addenda add downforce at the front (splitter) and rear (wing spoiler and diffuser) without adding mass. The GT8’s extended sills, bumpers, extra-wide wings and roof are also carbonfibre. Taking account of the pared-back cabin, jettisoned noise insulation materials, lightweight magnesium wheels, lightweight brakes, polycarbonate rear glazing and lithium ion 12V battery, the car can be made to weigh as much as 100kg less than a normal Vantage V8 - depending on options. The GT8’s axle tracks are considerably wider than those of a normal Vantage V8, while its suspension springs, dampers and anti-roll bars have been respecified and retuned for circuit suitability and its wheels are wrapped in Michelin Pilot Sport Cup 2 tyres.
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Powering the car is Aston’s familiar 4.7-litre V8, sharpened here for an additional 10bhp over the specification of the Vantage V8 S and N430, so 440bhp in all. That power is delivered to the rear wheels via a rear-mounted transaxle gearbox, available in either six-speed manual or sevenspeed paddleshift automated manual forms.
The GT8’s super-aggressive sills, splitter, spoiler and diffuser give this Vantage truly jaw-dropping presence when you first lay eyes on it. The cut-outs at the lowest part of the trailing edge of the front wheel arches also look especially pointy and angry. Bits of the car are still pretty, just as the Vantage always has been, but other parts are savagely, gorgeously functional. There’s another treat in store when you open the door to find it dressed on the interior side in a one-piece carbonfibre panel. But the cabin isn‘t so sparsely done out as to be missing niceties such as air conditioning or a colour infotainment system, and the seats aren’t so deeply dished as to threaten anyone’s long-distance touring comfort. Start the engine, then, and prepare for a bigger shock to your eardrums than the late, great Lemmy might once have supplied. We’re used to Vantage V8s being loud – particularly since early owners discovered the function of ‘fuse 22’. But the GT8 sounds as if it’s had the fuse for
its active exhaust removed, spat on, stamped on, driven over and then set on fire, before having a megaphone held up to its 4.7-litre V8. Lordy, it’s noisy - and fantastically, deliciously so. The car’s controls are uniformly heavy, so it takes plenty of muscle to punt around at low speeds. But as ever with the Vantage, they give the car a wonderfully evocative throwback character instantly redolent of a 1960s frontengined GT. You imagine you’ll need strong wrists and plenty of brave pills if you’re going to drive really quickly. And yet in the event, nothing could be further from the truth. The more speed you carry in the GT8, the lighter and more manageable the steering becomes, while continually feeling supremely feelsome, and positive towards the direction in which the front wheels are actually travelling. Start to time your gear changes carefully as you come down the ratios and the weight and spongy resistance in the linkage melts away. You’re speeding up; the car is responding in turn. The 4.7-litre V8 still feels somewhat light on mid-range torque, needing to spin to 5000rpm before it peaks, and even then not producing so much of it as to make the GT8 feel effortlessly quick. But there’s a new-found urgency to the car’s acceleration between 5000rpm and the 7500rpm redline, which does ratchet your perception of its outright performance level up a notch. It also comes accompanied by a V8 soundtrack so full-blooded that you’d probably consider wearing earplugs under your helmet if you were going to spend a long track stint at the wheel. The lightness of the GT8’s V8, compared with the 6.0-litre V12 in the GT12, lends the car a keener and more precise front axle than its bigger sibling – according to Aston’s chassis engineers. And you’d better believe ‘em. Handling balance is first-rate and turn-in is as crisp as any frontengined machine we can think of. The suspension spreads the car’s weight quickly and evenly during hard cornering and lateral grip levels are high – albeit not quite at the level of a Porsche 911 GT3 RS or a McLaren 675LT. Where the Aston outstrips those cars is exactly where a well-sorted front-engined GT ought to: on handling controllability at the limit. The GT8 is sublimely adjustable and forgiving when it slides. The rear wheels are easy to unload with a lift of the accelerator, and their path relative to the front ones can be pushed ever wider almost by the centimetre. With the electronics in ‘DSC Track’ mode you get some handling adjustability; with them off, you get as much opposite lock as you can handle, as often as you want it. That’s what the glorious linearity of the GT8’s power delivery and the vivid communication of grip levels that comes flowing through rim and seat will do.
As a limited edition model, this Aston Martin, No. 115 of 150, was delivered through Emil Frey AG in the special color „Chiltern Green“ with a 7-speed Sportshift II Gearbox, black Alcantara trim and Carbon Aero-Pack. On the 7th March 2017, the GT8 was handed over to its one and only owner. Having been driven only 12’000 kilometers the car is in outstanding original condition. The most recent MOT was completed in February 2017 and this limited special-edition GT8 provides a rare chance to buy a worthy addition to any Aston Martin collection. Nummer 115 von 150 wurde am 18. Juni 2016 durch die Emil Frey AG in der Sonderfarbe „Chiltern Green“ mit 7-Gang Sportshift II Getriebe, schwarzer Alcantara Ausstattung und Carbon Aero-Pack bestellt. Am 7. März 2017 wurde der GT8 an seinen ersten und einzigen Besitzer übergeben. Mit erst 12‘000 gefahrenen Kilometern befindet sich der Aston Martin in hervorragendem Originalzustand. Die letzte MFK erfolgte im Februar 2017. Der GT8 stellt eine äusserst seltene Gelegenheit dar, eine Aston Martin Sammlung mit diesem limitierten Sondermodell zu ergänzen. Cette Aston Martin, No 115 sur 150, a été livrée par l’Emil Frey SA dans la couleur spéciale „Chiltern Green“ avec boîte Sportshift II à 7 vitesses, garniture en alcantara noir et Aero-Pack en carbon. Le 7 mars 2017, la GT8 a été remise à son seul et unique propriétaire. Après avoir parcouru seulement 12’000 kilomètres, la voiture est en parfait état d’origine. La dernière expertise a été passée en février 2017, et cette GT8, une édition spéciale limitée, offre une chance rare d’acheter un ajout intéressant à n’importe quelle collection Aston Martin.
Usable, talkative and hugely endearing, the Vantage GT8 offers a different sort of track day entertainment than its immediate rivals. That it still feels like a relatively heavy, old-fashioned, visceral, unreconstructed sort of a sports car may limit its appeal to those who prefer machines that make it easier to drive fast and which soften the effect of that speed on your senses. But despite being sufficiently gentle-riding that you could drive it every day, the GT8 is here to make you feel every camber and hollow you cross. It doesn‘t exist to make your life easier, but louder. And it may not be the fastest track machine of its kind, either in a straight line or past an apex, but it might be the most exciting.
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Lot 140 approx. 35 cars (street) supercharged V8 5‘660 cc approx. 600 hp Estimate CHF 235‘000 - 255‘000 Story www.wikipedia.org Photos www.zwischengas.com
2005 Mosler MT900 Chassis # SA9LM2XJX6D105008 Mosler Automotive was an American supercar manufacturer headquartered in Riviera Beach, Florida. It was founded in 1985 by Warren Mosler as Consulier Industries, and manufactured the now-defunct Consulier GTP, which was later rebranded and updated as the Mosler Intruder/Raptor when the company spun off its automotive division as Mosler Automotive. The company produced the MT900R racer and the street-legal MT900S, as well as several unique project vehicles, until its demise in June 2013. Additional manufacturing facilities were based in St Ives, Cambridgeshire, England. Filmmaker George Lucas was the first to take delivery of the MT900S.
In 1985, Warren Mosler, a bond trader who managed a hedge fund with $5 billion under management, started a company called Consulier Industries and introduced the Consulier GTP, a 2200 lb. mid-engined car powered by a mid-mounted turbocharged Chrysler2.2 L engine producing 190 hp. The chassis was a fiberglass-andfoam monocoque. In 1993, Consulier Industries spun off its automotive division as Mosler Automotive. The newly named Mosler Automotive introduced the Intruder, a rebodied Consu78
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lier with a new 300 hp GM LT1 engine. This car raced at the 24 hours of Nelson Ledges for two consecutive years, winning both years – unfortunately, the Intruder was also banned after its dominating 1993-4 performances. In 1996, an Intruder modified by Lingenfelter Performance Engineering to yield 450 hp won Car and Driver‘s One Lap of America. It too was banned after three victories.
In 1997 the Intruder was given a V-shaped windshield that reduced drag, and renamed the Raptor, once again winning the 1997 One Lap of America. It also went on to win the 1999 One Lap. The Raptor entered in the 1997 One Lap weighed 2773 lb (1,258 kg) and had 443 hp (330 kW) from a Lingenfelter modified 6.3 L V8 engine. In 2001, an all-new Mosler debuted – the Mosler MT900. This carbon-fiber chassis, rear wheel drive supercar was designed by using Siemens advanced design software, and used a 350 hp (261 kW), mid-mounted GM LS1 engine. An early prototype MT900S, despite being 390 pounds (177 kg) heavier and having 65 hp (49 kW) less power than the production version could achieve a 0-60 mph time of 3.5 seconds, and a quarter-mile time of 12
seconds flat. Since then, the MT900 has undergone several revisions to become the 2005 MT900S, which has 435 hp (324 kW) from its Corvette Z06-derived LS-6 V8, powering a 2,500 lb (1136 kg) car (without fuel). A Photon variant was available which added a Hewland transmission, thinwall subframes, BBS magnesium wheels, titanium springs, and carbon fiber seats and bodywork, reducing the car‘s mass to 1,980 lb (900 kg). Motor Trend with its guest hot shoe, Le Mans winner Justin Bell, behind the wheel reported a 0-60 time of 3.1 seconds, a standing quarter-mile time of 11.72 seconds and a standing mile time of 30.4 seconds. In addition to breaking acceleration records, Motor Trend also reported 60-0 braking in 100 feet, braking from 100-0 in 275 feet and the ultimate test, 0-100-0 in 10.98 seconds, breaking the 11.15 second record previously held by the McLaren F1 LM. It was discovered after the Motor Trend test that the Mosler MT900 test car had a faulty O2 sensor and was very down on power. Introduced concurrently was the MT900R, a race prepared version of the MT900. In 2003, the MT900R won the GTS Division of the Rolex 24 Hours at Daytona. In Europe, the MT900R has successfully raced and won in the British GT Championship, FIA GT Tourist Trophy races, International Open GT Championship, Britcar Championship, Spanish GT Championship as well as selected races in other series. In 2008, The Mosler Dutch Supercar Challenge, an MT900R only race series ran its inaugural event at the famed Nürburgring F1 track.
With only 35 examples constructed, a Mosler is a rare sight in any case, seeing one road registered in Switzerland is indeed unique! The car was imported from the USA by the vendor in 2015 and he succeeded in having it road registered here, not an easy task by all means! The 5.7 litre Corvette C5 engine deliveres 600 hp, curtesy of a Magna Compressor and all this power is handled by a race-spec chassis resulting in a total weight of around 1’400 kg only. Truly a race car for the road and the perfect track-tool for blisteringly fast times on any circuit. The Mosler is in very good condition, having covered a mere 13’600 km since new with the most recent MOT completed in March 2016 - this can be renewed through the vendor at extra cost.
Avec seulement 35 exemples routiers construits, une Mosler est un spectacle rare en tout cas, voir une homologuée pour la route en Suisse est vraiment unique! La voiture a été importée des États-Unis par le vendeur en 2015 et il a réussi à la faire immatriculer ici, ce qui n’est pas une tâche facile à tous égards! Le moteur Corvette C5 de 5.7 litres développe 600 ch, avec l’assistance d’un Compressor Magna. Toute cette puissance est gérée par un châssis conçu pour la course, avec un poids à vide de 1’400 kg. Vraiment une voiture de course pour la route et un outil de piste idéal pour des temps incroyablement rapides sur tous les circuits. La Mosler est en très bon état avec 13‘600 km parcouru. La dernière expertise été passée en mars 2016. Il est possible de la renouveler par le vendeur moyennant un supplément.
Mit nur rund 35 gebauten Strassenfahrzeugen, ist ein Mosler MT900 sowieso eine seltene Erscheinung mit Schweizer Strassenzulassung ist das angebotene Fahrzeug absolut einmalig! Das Fahrzeug wurde 2015 vom Einlieferer aus den USA importiert und anschliessend aufwändig für den Strassenverkehr zugelassen. Der 5.7-Liter Chevrolet Corvette C5 Motor mit Magna Kompressor liefert 600 PS - mit Rennsport-Chassis und 1‘400 kg Leergewicht ist der Mosler als Rennwagen mit Strassenzulassung ein perfektes Track-Tool für schnelle Rundenzeiten. Sehr guter Zustand mit 13‘600 km. Letzte MFK im März 2016 - auf Wunsch und gegen Aufpreis wird eine erneute MFK vom Einlieferer durchgeführt. 79
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1954 Kaiser Darrin
Lot 141
Chassis # 161001280 Having been built for barely a year and with a total of only 435 examples leaving the Kaiser factory, a Darrin, with its revolutionary and futuristic sliding doors is as rare as the proverbial hen’s teeth! The robust mechanics have their origins in countless Willys-Overland automobiles built by Kaiser-Frazer. Between 1994 and 1998, “Tom Black’s Garage” in Portland completely restored the example offered here, before it was bought and imported into Switzerland by a Swiss collector in August 1998. The Darrin is most probably the only example existing in Switzerland, as noted by Adriano Cimarosti in an article in the “Automobil Revue” on the 30th April 2008. The rarity of a Darrin in Europe is further confirmed by another article in the Italian „Ruoteclassiche“ in June 2008. The „Pine Tint“ lacquer and the unique shape of the grill is guaranteed to create a lot of attention wherever a future owner turns up with his Darrin. The car is in very good condition and has US documents as well as Swiss customs clearance 13.20. Certainly a unique opportunity to buy such an exotic car in Switzerland. Mit nur knapp einem Jahr Bauzeit, und 435 gebauten Fahrzeugen, ist der Kaiser Darrin mit der damals neuartigen Kunststoff-Karosserie und seinen futuristischen Schiebetüren definitiv eine Rarität. Die robuste Technik stammt aus dem Kaiser-Frazer Konzernregal und hat sich auch in vielen Willys-Overland Fahrzeugen bewährt. Der Angebotene Roadster wurde von 1994 bis 1998 durch Tom Black’s Garage in Portland, Oregon, komplett restauriert. Im August 1998 wurde der Kaiser von einem Schweizer Sammler gekauft und anschliessend importiert. Es handelt sich um das vermutlich einzige Exemplar in der Schweiz, wie Adriano Cimarosti anlässlich einer Reportage in der Automobil Revue vom 30. April 2008 bemerkte. Wie selten der Darrin in Europa ist, zeigt sich durch einen weiteren Presseauftritt im Juni 2008 in der Zeitschrift Ruoteclassiche in Italien. Mit
seinem „Kussmund“ Kühlergrill und der Originalfarbe „Pine Tint“ strahlt der Kaiser Darrin Hollywood-Flair aus und wird einem künftigen Besitzer viel Beachtung bereiten. In sehr gutem Zustand und mit US-Papieren und Schweizer Verzollung, ist dieser Roadster die wohl einmaligen Gelegenheit in der Schweiz solch ein Fahrzeug zu erwerben. Construit un peu moins d‘un an et avec un total de seulement 435 exemplaires quittant l’usine Kaiser, un Darrin, avec ses portes coulissantes révolutionnaires et futuristes, est aussi difficile à trouver que la proverbiale aiguille dans une botte de foin! La mécanique robuste provient de Kaiser-Frazer, et a fait ses preuves dans d‘innombrables automobiles Willys-Overland. Entre 1994 et 1998, „Tom Black‘s Garage“ à Portland a entièrement restauré l’exemple proposé ici, avant qu’il ait été acheté et importé en Suisse par un collectionneur suisse en août 1998. Le Darrin est probablement le seul exemple existant en Suisse, comme le notent Adriano Cimarosti dans un article paru dans la Revue Automobile du 30 avril 2008. La rareté d‘un Darrin en Europe est confirmée par un autre article dans la revue italienne „Ruoteclassiche“ de juin 2008. La couleur d‘origine „Pine Tint“ et sa calandre en forme de „bouche en coeur“ unique sont la garanti pour créer beaucoup d‘attention chaque fois qu‘un futur propriétaire se présente avec son Darrin. La voiture est en très bon état et possède des documents américains ainsi que le dédouanement suisse. Une opportunité unique d’acheter une voiture aussi exotique en Suisse.
435 cars in-line 6 cylinder 2‘639 cc 90 hp at 4‘200/min Estimate CHF 80‘000 - 100‘000
Photos Oldtimer Galerie
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Lot 142 16‘322 cars (BJ8) in-line 6 cylinder 2‘912 cc 148 hp at 5‘250/min Estimate CHF 125‘000 - 135‘000
1966 Austin-Healey 3000 Mk III BJ8 Chassis # HBJ8L35442 During the 1950s and the first half of 1960s, the global sports car market was dominated by British marques. At the lower end was MG and Triumph. At the top end was Jaguar. In the middle was Austin-Healey. Interestingly, all of them belonged to BMC (British Motor Corporation) / British Leyland. The giant company carefully managed these marques such that they did not compete from each other.
Story www.autozine.org Photos Oldtimer Galerie
The Austin-Healey line sports car was originated by Donald Healey, a racing driver and talented engineer. In 1952 he designed the Healey 100 sports car based on Austin‘s components. As his company lacked mass production capability, he cooperated with Austin (then merged with Morris to become BMC) to put the car into mass production. Therefore the car was branded as „Austin-Healey“. The 100 looked handsome and characterized by a big laughing grille. It ran a big, 2660 cc four-cylinder engine. It offered fine performance and handling thus grabbed 15,000 units sales in 3 years. Later, the car was upgraded to a 2639 cc sixcylinder engine and became 100-6, another 11,000 cars were sold. 82
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However, the definitive model was the 3000 described here. Based on the 100-6, its inline-6 engine was upgraded again to 2912 cc and 124hp, and then tuned to 132hp (Mk2) and 148hp (Mk3). The so-called „Big Healey“ won a lot of class victories in touring car races as well as rally races, thanks to its robust chassis, front disc brakes and tunable engine. With 43,000 units sold from 1959-1967, Austin-Healey 3000 was one of the favourite affordable sports cars of the 1960s. It was loved for graceful design and all-round manner. On the one hand it was extensively used by its owners in motor racing (still a favourite in vintage racing today), on the other hand it was an excellent grand tourer for everyday use, especially the later Mk3 which got full weather protection, walnut wood dashboard, softer ride and servo brakes. This set it apart from the rawer early 100.
Unfortunately, since the mid-60s BMC / British Leyland stopped developing the Big Healey. This handed the market to Alfa, Porsche and the rising Japanese. Since then the British sports car marques had never recovered…
According to information supplied, this Healey was delivered in 1966 to a certain Mr. John Lennon. Delivered originally in green, the car was soon repainted in the (then fashionable) shade of red-brown. In the following years, the Healey was used mostly by Yoko Ono or John’s half-sister. It remained with relatives of John Lennon until 1988 when a Swiss collector, Kurt Salzmann, managed to buy the car through a broker called Janel. According to Salzmann, Yoko Ono, at the time, demanded a modest 10’000 Dollars extra for her signature alone, an offer which Salzmann kindly but firmly declined – he knew the cars history anyway! After arrival in Switzerland the Healey was driven regularly over a number of years but at the same time received a “running restoration”. Purchased by the vendor in 2018, he had the brakes overhauled and a new MOT (incl. veteran status) completed. There are many Healeys around but none with such an intriguing history and it certainly will make a great collector’s piece for any fan of the legendary musical genius John Lennon Gemäss den vorhandenen Informationen wurde dieser Healey 1966 von John Lennon erworben. Bei Auslieferung war der Wagen grün, wurde aber bereits nach kurzer Zeit in der damals modernen Farbe rotbraun neu lackiert. Während der kommenden Jahre wurde der Sportwagen meist von Yoko Ono und John Lennons Halbschwester gefahren. Das Fahrzeug blieb bis 1988 im Besitz der Angehörigen von John Lennon, welche den Healey dann durch die Firma Janel an den Schweizer Kurt Salzmann verkaufte. Gemäss Salzmann verlangte Yoko Ono damals 10‘000 Dollar extra für Ihre Unterschrift, worauf er sich entschloss darauf zu verzichten – er wusste ja woher das Auto stammte. In der Schweiz angekommen wurde der Wagen im Laufe der Jahre restauriert und für gelegentliche Ausfahrten genutzt. 2018 wurde der Healey vom Einlieferer übernommen, welcher kürzlich die Bremsen revidieren, und eine neue Motorfahrzeugkontrolle durchführen liess. Dieser AustinHealey ist ein Stück Geschichte in sehr gutem Zustand, und mit der letzten MFK als Veteranenfahrzeug im September 2018 bereit einem Fan des legendären Musikers viel Freude zu bereiten.
Selon les informations fournies, cette Healey aurait été livrée en 1966 à un certain M. John Lennon. Livrée à l‘origine en vert, la voiture a été rapidement repeinte dans la teinte (alors à la mode) de brun-rouge. Au cours des années suivantes, la Healey était principalement utilisée par Yoko Ono ou la demi-soeur de John. Elle est restée avec la famille de John Lennon jusqu‘en 1988, date à laquelle un collectionneur suisse, Kurt Salzmann, a réussi à acheter la voiture par l‘intermédiaire d‘un courtier appelé Janel. Selon Salzmann, Yoko Ono demandait alors un modeste supplément de 10’000 dollars pour sa seule signature, une offre que Salzmann a gentiment refusée - il connaissait quand même l’histoire de la voiture! Arrivée en Suisse, la Healey a été conduite régulièrement pendant plusieurs années, tout en bénéficiant d‘une restauration en étapes. Acheté par le vendeur en 2018, il fait réviser les freins et compléter une nouvelle expertise en tant que véhicule vétéran en mois de septembre. Il y a beaucoup de Healeys sur le marché, mais aucune avec une histoire aussi fascinante et ce sera certainement une excellente pièce de collection pour tout fan du musicien légendaire. Please note: The original Beatles Fan-Watch in wooden guitar box, originally sold in 1993 by Apple Corp Ltd. as shown beside, will be sold as Lot 142A directly after the car!
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Suter & Kocher I
The independent real estate experts from the Unterland.
L��ng you c�c�tr� � what’s �ay import�t.
Free evaluation and sale of your property with no commission and marketing costs!
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Lot 143 505 cars V12 4‘390 cc 340 hp at 6‘800/min Estimate CHF 250‘000 - 280‘000 Story www.conceptcarz.com Photos Oldtimer Galerie
86
1971 Ferrari 365 GTC/4 Chassis # F101 AC100 14833 Though it‘s only a letter off from the Ferrari 365 GTB/4 a.k.a. Daytona, the GTC/4 has a personality all its own. On the surface, the GTC/4 seems little more than a softened take on the Daytona theme. But the car has unique merits and deserves to be recognized as a brilliant grand tourer in its own right and not just as an easy to live with plaything for the rich. While the GTC/4 will never command the same respect as a Daytona, it is an undoubtedly important car in Ferrari‘s history. The GTC/4 marked the turn of a new era for the Maranello-based firm. In 1971, the year of the GTC/4‘s introduction, Fiat purchased a 40% stake of Ferrari under the guidance of Gianni Agnelli. This Ferrari was one of the first of the fabled manufacturer‘s creations to be produced by a no-longer independent company. Purists may cry at the loss of independence to such a pedestrian car builder. As expected, Fiat brought an end to many of Ferrari‘s wasteful but delightfully extravagant habits. A period of dazzling one-offs and show cars was succeeded by a newfound consistency that only an expert in mass-production could bring. All this startled Ferrari faithful. Though nobody can be blamed for lamenting the loss of some of the charisma that once characterized Ferrari, it has to be said that Fiat‘s buying into the company was no bad idea. Enzo Ferrari knew how to race cars, and he did a great job learning how to build them as well. He wasn‘t a businessman in the same vein as Gianni Agnelli, though. Great car manufactures have come and gone, but thanks to Fiat‘s intervention, Ferrari is poised to remain a world leader secure in both its historical and financial success. Now back to 1971. Under Ferrari‘s new dependence, the GTC/4 was introduced in March at the Geneva Motor Show. Sharing mechanical similarities with
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the Daytona, the GTC/4 rode on a wheelbase of an extra 100mm and was sheathed in crisply pleated Pininfarina lines with just enough curvature to soften their visual impact. Under the sheet metal was an all-alloy V12, mounted up front in the manner of a traditional Ferrari GT. It displaced 4.4L and boasted a compression ratio of 8.8:1. With two Marelli distributors, four camshafts, and six Weber carbs, the engine was able to produce a hearty 340hp at 6‘800rpm. Torque was rated at 318lbft at 4‘000rpm. These numbers were impressive, and remain so even today, for a naturally aspirated mill of relatively modest displacement.
Controlling the flow of power to the rear axle was a 5-speed with synchros for all gears. The car was suspended by an independent layout of unequal-length control arms at all corners. Four-wheel vented discs were standard fare. Few concessions to Fiat‘s new leadership could be found in the mechanicals, most of which were familiar Ferrari touches. A couple giveaways of Fiat‘s desire to make this car‘s driving experience more accessible, though, could be found in the GTC/4‘s self-leveling rear suspension and ZF power steering. Both were
standard, and both were hated by purists as much as they were loved by the American market. Two rear seats were included with the GTC/4. These uninhabitable perches added little practicality to the Ferrari, but their presence has established the GTC/4 as a legitimate predecessor of the 400, 412, 456, and current 612 Scaglietti.
Rear seats and power steering aside, the GTC/4 looked and drove like a real Ferrari. It was the first production Ferrari to have a design aided by Pininfarina‘s new wind tunnel. The resulting shape had proportions a tad more relaxed than the Daytona, with a purity rivaled by few other 1970‘s exotics. Five-spoke Cromodora rims finished off the corners with the same clean detail. Four tail pipes trumpeted the GTC/4‘s arrival while complimenting the circular taillights. This Ferrari‘s design has aged well. The body‘s beltline follows cleanly from the sweeping hood, and swoops down at the front windows before sloping back up at the rear quarter windows and ending crisply as it converges with the fastback roofline. In the process, distinctly triangular quarter windows are formed. The door handles, though used on many other Pininfarina designs including mass-produced cars like the Alfa Romeo Spider, carry the triangular theme and work surprisingly well for parts-bin pieces. The bumpers themselves are great accomplishments. Federal safety regulations were growing relentless by the 1970‘s. Most companies assumed that to keep passengers safe, a car‘s design must inevitably suffer. Bumpers got bigger and cars got blockier. Ferrari‘s approach to the dreaded rubber bumper mandate, though, proved the existence of stylish means with which to counter strict new regulations. The GTC/4‘s rear bumper was light, delicate, and clean, free of fuss and well-incorporated with the design. Up front, the situation was even better. A matte black ring offsetting the sparkling grille, the front bumper was seamless in its execution and matched the GTC/4‘s design perfectly. From any angle, the GTC/4 stands ready to cut into the landscape and turn miles into memories. An honest grand tourer, it can hold 27.6 gallons of fuel. With its power steering and sophisticated suspension, the GTC/4 can cruise effortlessly on the interstate. Maybe it lacks some of the soul of its ancestors. It remains, though, a perfect balance of Ferrari firepower and cool calm. An ideal car for the American market, Ferrari produced 500 of them in just two years. Whether viewed as a saving grace for Ferrari or as a diluted interpretation of a once pure brand, the GTC/4 defined a new age for its parent company.
Built in December 1971, the Ferrari was delivered to Chinetti in New York in 1972. In 1997/98 the „Gobbone“ was acquired by Ferrari enthusiast Al Crecca in Manhasset NY and regularly maintained and improved by specialists in the area. Receipts for roughly 90’000 US Dollars from 1998 are available. In 2015, the vendor bought the GTC/4, equipped with Borrani wire wheels and the complete tool set (in itself worth a small fortune!) and had it imported into Switzerland. Modena Cars in Geneva were commissioned to check and register the Ferrari in this country. With the indicated mileage of 65’000 Miles probably correct and being in excellent condition, the car passed its Veteran-SwissMOT in September 2017 with flying colors. Being one of only 505 GTC/4’s produced, it will make a worthy addition to any serious Ferrari collection. Produziert im Dezember 1971, wurde dieser Ferrari 1972 an Chinetti in die USA geliefert. 1997/98 wurde der „Gobbone“ vom Ferrari Liebhaber Al Crecca in Manhasset übernommen und anschliessend regelmässig durch Fachbetriebe gewartet und verbessert. Belege für knapp USD 90‘000.- ab 1998 sind vorhanden. 2015 erwarb der Einlieferer den GTC/4 mit Borrani-Speichenrädern und komplettem Werkzeugsatz (welcher alleine ein kleines Vermögen wert ist) in den USA, und importierte diesen in die Schweiz. Er beauftragte die Spezialisten von Modena Cars in Genf mit der Zulassung. Da sich das Coupé mit vermutlich erst 65‘000 gefahrenen Meilen in sehr gutem Zustand befindet, wurde die MFK als Veteranenfahrzeug im September 2017 erfolgreich durchgeführt. Einer von den nur 505 produzierten Ferrari 365 GTC/4 sollte in keiner Ferrari-Sammlung fehlen! Fabriqué en décembre 1971, la Ferrari a été livrée à Chinetti à New York en 1972. En 1997/98, la „Gobbone“ a été acquise par le passionné de Ferrari Al Crecca à Manhasset NY et régulièrement entretenu et amélioré par des spécialistes de la région. Des reçus pour environ USD 90‘000.- à partir de 1998 sont disponibles. En 2015, le vendeur a achetée la GTC / 4, équipée de roues à rayons Borrani et de son ensemble d‘outils complet (lui-même valant une petite fortune!), et l‘avait importée en Suisse. Modena Cars à Genève a été chargé de vérifier et d’immatriculer la Ferrari dans ce pays. Comme le coupé est en très bon état et le kilométrage indiqué de 65’000 miles est probablement correct, l’expertise en tant que véhicule vétéran a été achevé avec succès en septembre 2017. Etant l’un des seuls 505 GTC / 4 produits, il s’agira d’un ajout précieux à toute collection Ferrari sérieuse.
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Lot 144 104 cars (3.4 S DHC) in-line 6 cylinder 3‘442 cc 253 hp at 5‘500/min Estimate CHF 145‘000 - 155‘000 Story www.conceptcarz.com Photos Oldtimer Galerie
1959 Jaguar XK 150 3.4 S Drop Head Coupe Chassis # T838008DN In 1957 Jaguar introduced the XK150, a replacement for the XK140. The XK140 had been a replacement for the XK120 which had started the XK series with its elegant styling and impressive 120 mph capabilities. At the time, the XK120 was the fastest production vehicle in the world. The XK150 had many similarities to its predecessors but it featured modern styling and improved mechanics.
The XK120 suffered from poor steering. This was resolved by the adaptation of a rack-and-pinion unit on the XK140. The XK150 used the similar rack-and-pinion configuration, though still lacking power-assistance. The chassis was also similar to its predecessor. Disc brakes were standard on all four corners of the vehicle. The wheels could be ordered as Wire or as discs wheels.
When the XK150 was introduced, it could be purchased in DropHead Coupe or FixedHead Coupe configuration. The Open Two Seater (OTS) Roadster version appeared a year later.
Improvements continued in the interior of the vehicle. With roll-up door windows and door handles, the XK150 was more civilized. The longer hood meant the XK150 Roadsters were just a two seater unlike its 2+2 predecessors. The base engine was a DOHC 3.4 liter straight-six that produced 180 horsepower. Most of the vehicles were outfitted with the SE version which had a modified cylinder head, dual SU HD6 carburetors, and larger exhaust valves bringing the horsepower rating to 210. Performance was further increased in 1958 when Jaguar enlarged the bore bringing the liter capacity to 3.8 and the horsepower rating to 220. The ‚S‘ model featured three SU HD8 carburetors and a modified cylinder head bringing the horsepower rating to 260. 88
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During its production lifespan lasting from 1958 through 1961, the Fixed Head Coupes were the most popular with 4445 examples being created. That figure was followed by the Drop Head Coupes with around 2670 examples. There were around 2260 Roadsters produced. The Roadster production figures would have been higher if they had not been introduced ten months after the Fixed and Drophead Coupe versions.
The XK150 continued the elegance and performance established by the XK120 and reinforced by the XK140. The long flowing lines of the hood gracefully curved towards the vertical grille which hid a potent engine that made the car legendary.
Being one of only 104 „S“ specification 3.4 litre Drophead Coupés built, this example was exported to New York on the 26th January 1959. In 1997/98 the Jaguar was completely restored in Germany with an extensive photo documentation substantiating all the work done. Bought in 2004 by the current owner, the car had always enjoyed expert maintenance with a Jaguar specialist. The XK is „matching numbers“ and has the all important Heritage Trust certificate. A rare chance to acquire an original „S“ Specification DHC in an attractive (original) colour combination. The last MOT (incl. Veteran status) completed in Mai 2018 is the right prerequisite for future excursions and events.
Etant l’un des seulement 104 modèles Drop Head Coupé construits selon la spécification S de 3,4 litres, ce cabriolet a été livré à New York le 26 janvier 1959. En 1997/1998, cette Jaguar a été entièrement restaurée et révisée en Allemagne. Une documentation photographique complète justifiant l‘ensemble du travail effectué est disponible. Achetée en 2004 par le dernier propriétaire, la voiture avait toujours bénéficié d‘une maintenance par un spécialiste Jaguar. La XK a des numéros correspondants et possède un certificat Heritage Trust. Une chance rare d’acquérir un DHC original en spécification „S“ original en très bon état et dans une combinaison de couleurs attrayante et originale. La dernière expertise en tant que véhicule vétéran en mai 2018 est la bonne condition préalable aux futures excursions et manifestations.
Als eines von nur 104 gebauten 3.4-Liter Drop Head Coupé in S-Spezifikation am 26. Januar 1959 nach New York ausgeliefert. 1997/1998 wurde dieser Jaguar in Deutschland komplett restauriert und revidiert, eine Fotodokumentation ist vorhanden. 2004 vom letzten Besitzer übernommen, wurde das Fahrzeug seither stets von einem Jaguar Spezialisten gewartet. Der Wagen verfügt über Matching-Numbers und ein Heritage Trust Zertifikat. Originales „S“ Modell in sehr gutem Zustand und in sehr schöner, originaler Farbkombination. Mit der letzten MFK als Veteranenfahrzeug im Mai 2018 ist der Jaguar bereit einem neuen Besitzer viel Spass bei künftigen Unternehmungen zu bereiten.
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Lot 145 118 cars in-line 6 cylinder 2‘443 cc 105 hp at 4‘800/min Estimate
1953 Alfa Romeo 6C 2500 Sport Berlina Grand Tourismo Chassis # 918 140 Alfa Romeo’s long-lived 6C model made its debut in 1925. It was designed by the brilliant engineer Vittorio Jano and first appeared with 1‘487 cubic centimetres of displacement and a single overhead camshaft. Twin cams were introduced in 1928, and they were joined by a 1‘750-cubic centimetre sibling a year later.
CHF 250‘000 - 275‘000 Story www.topspeed.ccom Photos www.zwischengas.com
That year, the 6C 1750 won every racing event it entered. A 1‘900-cubic centimetre version came in 1933, followed by the 6C 2300 the next year. The final variant, the 2500, of which this car is an excellent example, was introduced in 1938, and it remained in production until 1952.
As Alfa’s post-war cars followed pre-war practices, so did the coachwork of Turin’s Pinin Farina, although the Art Deco obsession somewhat faded. Thus, postwar bodies omitted much of the brightwork, which allowed for their handsome lines to make their own statement. Such is the nature of this beautiful 6C 2500, which is the most desirable short-wheelbase model with the most powerful engine, known as the SS, or Super Sport.
One of the most expensive cars of its time, it was a model whose clientele included numerous celebrity luminaries—and this car was certainly no exception to that rule.
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Diese wunderschöne Berlina GT mit Alfa Romeo Werkskarosserie wurde am 10. Juli 1953 als sogenannter Tipo Sport mit Super Sport Motor an den Schweizer Alfa Romeo Importeur in Lugano geliefert. Am 29. Oktober des Jahres wurde der Wagen, von welchem in dieser Ausführung nur gerade einmal 118 Fahrzeuge hergestellt wurden, durch den Erstbesitzer Max Buhofer aus Lenzburg erstmals zugelassen. 1955 entschied sich Buhofer den Alfa auf seine Firma zuzulassen. Später wurde der Wagen an einen Sammler verkauft und Jahrelang nicht mehr gefahren. Der damalige Besitzer besass ein Autospritzwerk und lackierte den 6C neu. Erst 2015, nach einer grossen Wartung, wurde der Wagen wieder durch einen neuen Besitzer zugelassen. 2018 schliesslich, erfolgte der dritte und letzte amtliche Halterwechsel. Der Pflegezustand des originalen Innenraumes spricht dafür, dass die angezeigten 62‘000 km der tatsächlichen Laufleistung entsprechen dürften. Das Fahrzeug besitzt immer noch seinen originalen „MatchingNumbers“ Motor, was durch das Auslieferungszertifikat von 1953 belegt wird, und befindet sich in sehr gutem Zustand. Hier wird ein äusserst seltener 6C 2500 angeboten, bei welchem die letzte MFK als Veteranenfahrzeug im April 2015 erfolgte.
This extraordinary Berlina GT, clothed in elegant Alfa Romeo works saloon coachwork, was delivered as a Tipo Sport with a Super Sport engine to the Swiss Alfa Romeo agent in Lugano on the 10th July 1953. On the 29th October of the same year, the car, of which only 118 examples were ever built in this version, was registered in the name of its first ower, Max Buhofer in Lenzburg, Argovia. In 1955 he had the Alfa re-registered in his company’s name and eventually it was sold to a collector and disappeared into hibernation for many years. The owner at the time was running an automobile paintshop and he had the Alfa repainted over the years. Only in 2015 was the car properly recommissioned and finally registered again for a new owner. In 2018, the 6C’s ownership changed for the third, and so far last time. The wonderful condition of the interior may well be proof for the indicated mileage of 62’000km to be correct. The car is still carrying its original “matching-numbers” engine, as shown on the delivery certificate from 1953, and is in very good condition. A rare chance to buy an excellent example of one of the last truly handbuilt Alfa Romeos, much sought after and with its last Veteran-MOT completed in April 2015, „on the button“ and ready to go.
Cette extraordinaire Berlina GT, avec l‘élégante carrosserie Alfa Romeo, a été livrée sous forme de Tipo Sport avec moteur Super Sport à l‘importateur suisse Alfa Romeo à Lugano le 10 juillet 1953. Le 29 octobre de la même année, la voiture, dont seulement 118 exemplaires ont été construits dans cette version, a été immatriculée au nom de son premier propriétaire, Max Buhofer à Lenzburg, en Argovie. En 1955, il fit ré-immatriculer l’Alfa au nom de son entreprise. Finalement, elle a été vendue à un collectionneur et disparut en hibernation pendant de nombreuses années. À l‘époque, le propriétaire exploitait un atelier de peinture pour automobiles et il avait fait repeindre l‘Alfa. Ce n‘est qu‘en 2015 que la voiture a été correctement remise en service et finalement enregistrée pour un nouveau propriétaire. En 2018, la propriété des 6C a changé pour la troisième, et jusqu’à présent pour la dernière fois. L’état original bien soigné de l’intérieur pourrait bien prouver que le kilométrage de 62‘000 indiqué est correct. La voiture est en très bon état et porte toujours son moteur d‘origine „Matching-Numbers“, comme indiqué sur le certificat de livraison de 1953. Une chance rare d‘acheter un excellent exemple d‘une des dernières Alfa Romeo véritablement fabriquées à la main, très recherchées et dont la dernière expertise en tant que véhicule vétéran a été passée en avril 2015.
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Lot 146 production numbers unknown supercharged in-line 8 cylinder 2‘261 cc 140 hp Estimate CHF 350‘000 - 375‘000 Story www.conceptcarz.com Photos Oldtimer Galerie
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1932 Bugatti Type 35B by Pur Sang Chassis # 280 B0 Though it is personal preference the Bugatti Type 35 is regarded by many as one of the most beautiful pre-war racer from the legendary Bugatti Company. Its beauty is matched by its accomplishments, being one of the most successful pre-war racer winning over 1000 races and capturing the 1926 Grand Prix World Championship with 351 races. During that two year period it also claimed 47 records. From 1925 through 1929 the Bugatti Type 35 dominated the Targa Florio. The first Bugatti Type 35 was introduced on August 3rd, 1924. It was powered by a modified engine used in the Type 29. The 3-valve 2-liter overhead cam straight-eight engine had five main bearings and producing around 90 horsepower. The suspension was comprised of leaf springs attached to solid axles. Stopping power was provided by drum brakes in the rear operated by cables which could be seen on the exterior of the vehicle. There were multiple versions of the Type 35 which were specifically designed to accommodate many types of racers. The Type 35A, nicknamed ‚Tecla‘ was an inexpensive version of the Type 35 and made its first appeared in May of 1925. Its nickname was given by the public after a maker of imitation jewelry. The engine was a reliable unit borrowed from the Type 30. It used three bearings, had smaller valves, coil ignition, and produced less horsepower than its Type 35 sibling. In total 139 examples of the Type 35A were created. The Bugatti Type 35B was introduced in 1927 and was the final iteration of the Type 35 series. The name Type 35TC was pondered since it shared the same 2.3 liter engine as the Type 35T and a supercharger just like the Type 35C. The engine produced an astonishing 138 horsepower, by far the most of the Type 35 series. In total there were only 45 examples produced with one of their greatest accomplishments being the victory at the 1929 French Grand Prix.
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Built in Molsheim, Alsace, Ettore Bugatti’s diminutive masterpiece racked up nearly 2000 victories in the late 1920s, making it arguably the most successful racing car of all time. Type 35s won the Targa Florio road race in Sicily five times in a row, and the Monaco Grand Prix twice. Excepting the success of Bentleys at Le Mans in the same period, Bugattis dominated racing until arrival of the Vittoria Jano-engineered Alfa Romeos. Like the original, Pur Sang’s meticulously accurate reproduction weighs only 1500 pounds — roughly half the weight of supercars from Ferrari, McLaren, Lamborghini and Porsche. Pur Sang’s Type 35 delivers an exhilarating experience indistinguishable from an original, its 150horsepower 2.3-liter supercharged straight-eight engine cracking the air with a vicious, distinctive bark. Using both the craftsmen in Argentina where the company was originally founded plus considerable talent added in recent years in California, Pur Sang can recreate almost anything, from 1890s motorized buggies to 1950s sports cars. Pur Sang accepts one-off commissions, though the words of a friend and colleague, a semi-retired chief engineer who has created high-performance cars, should be considered: You can make any car once, and it costs at least a million dollars.
The original Type 35 works so well that after a test drive people assume we have cheated on the original design, and we have not. Ettore Bugatti got it right in the Twenties. Pur Sang has only adopted a few updates that are commonly used by most owners of the original cars. Pur Sang engines are virtually identical to the originals, such that owners of the Molsheim cars often substitute Pur Sang engines when they plan to campaign a real Type 35 hard in vintage racing or rallying. Subjective proof of Pur Sang authenticity? Two direct descendants of Ettore Bugatti own Pur Sang Type 35s. Michel Bugatti is Ettore Bugatti’s son, his only living offspring. He and his daughter, Caroline Bugatti, each own a Pur Sang. No greater endorsement exists for the authenticity of the engineering, build quality and driving experience of a Pur Sang Type 35.
Bugattis built by the Argentinian company Pur Sang have gained an enviable reputation of being true „copy-paste“ to the Molsheim originals and many parts built by Pur Sang are in fact used all over the world in restorations of original Bugattis. Since the Eighties, the company based in Villa Lola, about 500 km from Buenos Aires, has been building Bugatti and Alfa Romeo racecar replicas of the highest standard. In fact, Pur Sang creations are the only replicas recognized and admitted to events organized by the various Bugatti Owners Clubs. The 35B on offer with its supercharged 2.3 litre straight eight was imported into Switzerland in 2009 and was, as one of only very few examples, registered for road use. After having been acquired by the vendor, the car was able to show its mettle in various historic competition events. The engine has recently received a specialist’s overhaul, with receipts for the work available. This Bugatti, with its FIA-HRCP passport offers a unique chance to drive such an exciting machine on public roads. The car is in very good condition and will be sold with Swiss title and the last MOT completed in July 2016.
Ausfahrten akzeptiert werden. Der angebotene Type 35B mit kompressorgeladenem 2.3-Liter Achtzylinder wurde 2009 in die Schweiz importiert, und als eines der sehr wenigen Fahrzeuge dieser Art für den Strassenverkehr zugelassen. Nachdem der Wagen 2015 vom Einlieferer übernommen wurde, durfte es seine Leistungsfähigkeit an verschiedenen historischen Sportveranstaltungen beweisen. Kürzlich wurde der Motor durch einen Schweizer Fachbetrieb komplett revidiert, die Belege hierzu sind vorhanden. Dieser Bugatti mit FIA-HRCP Wagenpass bietet einem künftigen Besitzer die seltene Gelegenheit solch ein Fahrzeug mit Schweizer Strassenzulassung zu erwerben. Das Fahrzeug befindet sich in sehr gutem Zustand und wird mit schweizer Fahrzeugausweis und der letzten MFK im Juli 2016 verkauft. Les Bugattis construites par la société argentine Pur Sang ont acquis la réputation enviable d’être les meilleures répliques au monde des originaux de Molsheim. De nombreuses pièces construites par Pur Sang sont en fait utilisées dans le monde entier pour la restauration de Bugattis originaux. Depuis les années 80, la société basée à Villa Lola, à environ 500 km de Buenos Aires, fabrique des répliques de voitures de course Bugatti et Alfa Romeo de la plus haute qualité. En fait, les créations Pur Sang sont les seules répliques reconnues et admises aux événements organisés par les différents clubs de propriétaires Bugatti. La 35B proposée, avec son moteur huit cylindres en ligne à 2.3 litres de cylindrée aspiré par un compresseur, a été importée en Suisse en 2009 et, comme l’un des très rares exemples, est immatriculée pour un usage routier. Après avoir été acquis par le vendeur, la voiture a pu montrer sa performance lors de diverses compétitions historiques. Le moteur a récemment fait l’objet d’une révision par un spécialiste, avec des reçus pour les travaux disponibles. Cette Bugatti, avec son passeport FIA-HRCP, offre une chance unique de conduire une machine aussi passionnante sur les routes publiques. La voiture est en très bon état et sera vendue avec le permis suisse et la dernière expertise passée en juillet 2016.
Die perfekt konstruierten Bugatti der argentinischen Firma Pur Sang gelten als die weltweit besten Nachbauten der legendären Sportwagen aus Molsheim. Da es sich bei diesen Fahrzeugen um eine eins-zu-eins Kopie von Ettore Bugattis Rennern handelt, werden bei Restaurationen häufig auch Teile dieses Herstellers verwendet. Seit den achtziger Jahren werden in Villa Lola, rund 500 km von Buenos Aires, akribisch genaue Kopien verschiedener Bugatti und Alfa Romeo Rennwagen in aufwändiger Handarbeit fertiggestellt. Dies führt dazu, dass die Pur Sang Bugatti als einzige Replicas von den verschiedenen Bugatti Clubs auf deren Treffen und 93
Lot 147 235 cars (4.9) V8 4‘930 cc 320 hp at 5‘500/min Estimate CHF 195‘000 - 225‘000
1973 Maserati Bora 4.9 Chassis # 117 494 Powered by Maserati’s proven 90° V8, the Bora was a true supercar which promised 170 mph performance. It was Maerati’s first mid-engine car and debuted at the Geneva Motor Show in March of 1971. Not long afterward, Maserati went into full production of this car which introduced many new ideas to the Maserati brand.
hp output (300 hp in America due to restrictions on emissions) permitted a top speed of 260 km/h (162 mph). At the end of 1971 Giugiaro presented a seminal concept car based on the Bora: the Boomerang.
Story www.supercars.net Photos Oldtimer Galerie
After the success of the Ghibli, Maserati once again turned to Giorgetto Giugiaro and his newly founded Italdesign studio to style the new model named after a brisk breeze off of the Eastern Adriatic coast. Pietro Frua also submitted a full-size mock-up, but Giugiaro’s proposal proved to better encapsulate the modern era whilst concurrently fitting in harmoniously with other models in the range. The bodies were produced in Modena by Officine Padane. The 5-speed ZF gearbox was mounted in a sub-frame together with the rear suspension. With Maserati now under Citroën ownership, the Bora made use of the French manufacturer’s hydrualic system that operated the brakes, pop-up headlamps, driver seat and the adjustable pedal block. The 310 94
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564 Boras rolled of the production line in eight years, nearly half of them in the 4.9 guise. Amongst original Bora owners was long-time Maserati customer Karim Aga Khan and movie producer Carlo Ponti, Sophia Loren’s husband. A racing version of the Bora was developed in 1973 following the French importer Thepenier’s request to compete in Group Four, but at that time – and after extracting over 430 hp from the car – Maserati could not reach the production figure of 500 cars required to obtain its homologation. The oil crisis, combined with new tax restrictions passed by the Italian government, had, in effect, significantly reduced the market for such high performance cars. Production of the Bora stopped in 1978.
Even though Maserati had tried a mid-engine concept in race cars more than 10 years previously, it took some time to warm to the idea of a similar layout for a road car but when the Bora finally entered the stage it did it with a bang! More useable than a Miura or a BB and exceedingly elegant. Like so many Boras, this example was first delivered to the US but has been in Switzerland for many years, where the ungainly USspecification bumpers and lights were replaced by European items and the coachwork was partly restored. The interior is still in good, unrestored condition. This also applies to the Matching-Numbers engine, the gearbox and the remaining mechanics. The last MOT (with Veteran Code) was completed in April 2011. A rare occasion to acquire one of only 235 examples delivered with the desirable 4.9 litre V8 engine.
La première Maserati de série avec moteur central! Comme tant d‘autres Boras, cet exemple a d‘abord été livré aux États-Unis, mais il se trouve en Suisse depuis de nombreuses années, où les pare-chocs et les feux aux spécifications américaines disgracieuses ont été remplacés par des pièces européennes et où la carrosserie a été partiellement restaurée. L‘intérieur est en bon état, non restauré. Ceci s‘applique également au moteur (Matching-Numbers), à la boîte de vitesses et aux autres éléments mécaniques. La dernière expertise en tant que véhicule vétéran a été passée en avril 2011. Une occasion rare d‘acquérir l‘un des 235 exemplaires livrés avec le désirable moteur V8 de 4.9 litres.
Der erste serienmässig hergestellte MittelmotorMaserati! US-Auslieferung mit Matching-Numbers. Der Wagen befindet sich seit vielen Jahren in der Schweiz, hier wurde die Karosserie teilrestauriert und auf europäische Stossstangen und Beleuchtung umgerüstet. Das Interieur ist in gutem Originalzustand. Motor, Getriebe und Mechanik befinden sich ebenfalls in gutem Zustand. Die letzte MFK als Veteranenfahrzeug erfolgte im April 2011. Eine seltene Gelegenheit um eines von nur 235 gebauten Fahrzeugen mit dem 4.9-Liter V8 Motor zu erwerben.
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· Vehicles ready for delivery at the time of the auction/allocation have to be picked up at the auction site until Friday, January 4th, 2019. · Items / vehicles not picked up in due time will be taken to the Toffen Classic Car Gallery on the purchaser’s account. This will incur costs amounting to CHF 350,00 per item for transportation, plus storage fees of CHF 15,00 plus VAT per day and item (starting from January 7th, 2019). · Vehicles offered with Motor Vehicle Control (MOT to be completed after the auction, have to be picked up at the Oldtimer Galerie International GmbH, Guerbestrasse 1, CH-3125 Toffen, when the MOT is passed. The buyer will be informed when the MOT has been passed to discuss the picking up. 7. LEGAL MATTERS / LIABILITY · OG reserves the right to apply changes and notes to the item’s catalog description before and/or during the exhibition or up to the time of allocation. Any notice of defects will have to be brought forth before the item’s allocation. · OG acts on its own or on the sellers’ account. According to Sub-paragraph 2, any liability for defects shall be excluded. Agents and/or employees of OG are generally not entitled to grant any guarantees whatsoever. · The auction’s management shall be entitled to offer lots deviating from the numerical order and/or to unite, separate, or cancel catalog numbers. · Any participation in auctions shall be at the participant’s own risk. For damage to exhibited items, the respective cause shall be liable. · Any removal of auctioned items is associated to individual expenses and risk, even if it is performed by third parties. · Invoices for auctioned items are to be paid as set forth under Sub paragraph 5 hereof. If the purchaser fails to do so, the auctioneer shall be entitled to demand the sales contract’s fulfillment by charging 1% default interest per month on the hammer price, plus a premium and the costs for collection. However, the auctioneer shall also be entitled to withdraw from the sales contract by canceling allocation and hammer price, and to subsequently sell the item independently. In suchlike cases, the successful bidder shall be liable for any and all damage and loss arising from late or non-payment, in particular for possibly reduced proceeds. Any advance payment made shall be credited to respective damage and loss. · The auction as well as any and all disputes arising therefrom or in relation thereto shall be subject to Swiss law and the judgment of Bernese jurisdiction. The aforesaid shall apply under the provision of forwarding respective cases to the Swiss Federal Court in Lausanne and independent of the legal domicile of the parties involved. · With respect to the judgment of disputes, the German language version of the present Terms & Conditions of Sale or Auction Terms and Conditions shall prevail. Bern in Switzerland shall be place of jurisdiction. 8. GENERAL · The Terms and Conditions for Auction and Sale shall be disclosed to all interested parties and shall be posted in the auction hall during exhibition and auction. · Bidding for and purchasing items requires registration (name, address, signature). The auction catalog including the registration serves as bidding authorization. · It shall be within the purchaser’s responsibility to effect insurance coverage in due time in order to protect itself against risks such as loss, theft, damage, and/or destruction of items. Toffen/Gstaad December 29th 2018
AUKTIONSBEDINGUNGEN · Die zum Zeitpunkt der Auktion, resp. des Zuschlages, auslieferungsbereiten Fahrzeuge sind bis Freitag 4. Januar 2019 am Auktionsort abzuholen. · Nicht fristgerecht abgeholte Objekte / Fahrzeuge werden zu Lasten des 1. GEBOTE Käufers in die Oldtimer Galerie nach Toffen transportiert. Hierbei fallen · Die Abgabe eines Gebotes bedeutet eine verbindliche Offerte. Kosten in Höhe von CHF 350.00 pro Objekt für den Transport, zuzüglich · Der Bieter bleibt an sein Gebot gebunden, bis dieses entweder überboten einer Lagergebühr von CHF 15.00 plus MwSt Tag und Objekt an (ab oder von der Auktionsleitung abgelehnt wird. 7. Januar 2019). · Gebote Unbekannter können von der Auktionsleitung zurückgewiesen werden. · Fahrzeuge welche nach der Auktion zu Lasten des Einlieferers geprüft · Nicht anwesende Personen können der Auktionsleitung Steigerungsgebote werden, sind nach erfolgter Motorfahrzeugkontrolle in der Oldtimer Galerie schriftlich mitteilen. Diese Gebote gelten als maximale Gebote ohne Aufgeld, International GmbH, Gürbestrasse 1, CH-3125 Toffen, abzuholen. MwSt und Zoll. Aenderungen eines schriftlichen Gebotes bedürfen der Schrift- Der Käufer wird nach erfolgter Motorfahrzeugkontrolle kontaktiert um die form; sie müssen spätestens am Vorabend des Auktionstages vorliegen. Abholung abzusprechen. · Online mitbieten ist auf invaluable.com, liveauctioneers.com und swissauctioncompany.com möglich, bitte registrieren Sie sich rechtzeitig 7. RECHTSFRAGEN / HAFTUNG auf der entsprechenden Seite! · Die OG behält sich das Recht vor, Aenderungen und Hinweise bezüglich der Katalog-Beschreibung der Objekte, vor und während der Ausstellung oder 2. VERSTEIGERUNGSOBJEKTE bis zum Zuschlag hin, anzubringen. · Die Objekte werden im Namen und auf Rechnung der Ein Sobald der Zuschlag erfolgt ist, können keine Mängelrügen mehr lieferer oder aus Eigenbestand angeboten und verkauft! zugelassen werden. · Sowohl die Oldtimer Galerie International GmbH (OG) als auch die · Die OG, als Verkaufskommissionärin gemäss Artikel 425 ff OR, handelt für Verkäuferschaft lehnen jede Gewährleistung für Alter, Herkunft, Rechnung des Einlieferers. Jede Haftung für Mängel ist nach Massgabe von Zustand und Qualität der zur Versteigerung gelangenden Objekte Ziff.2 wegbedungen. Allfällige Mängelrügen, Wandelungs- oder Minderungs ab. Die Objekte werden in dem Zustand verkauft, in welchem sie ansprüche sind direkt an den Einlieferer als Verkäuferschaft zu richten. sich zum Zeitpunkt des Zuschlages befinden. Tacho-Stände gelten, Kein Vertreter bzw. Angestellter der OG ist legitimiert, davon soweit nicht ausdrücklich anders vereinbart, als nicht garantiert. abweichende Garantien abzugeben. · Sämtliche Objekte sind an der vorausgehenden Ausstellung zu besichtigen. · Die Auktionsleitung kann ohne Begründung ausserhalb der numerischen Es besteht die Möglichkeit, sich über deren Zustand und Wert ins Bild zu Reihenfolge Lots anbieten sowie Katalognummern vereinigen, trennen oder setzen und zu informieren. zurückziehen. · Die Beschreibung der Objekte erfolgt auf Grund des letzten aktuellen · Jede Teilnahme an der Auktion erfolgt auf eigenes Risiko. Bei Kenntnisstandes nach bestem Wissen und Gewissen. Beschädigung ausgestellter Objekte ist der Verursacher haftbar. Die OG haftet nicht für offene oder verdeckte Mängel. · Jede Wegschaffung der ersteigerten Objekte, auch durch Dritte, ist mit · Sämtliche Fahrzeuge, welche ab Motorfahrzeugkontrolle (MFK) angeboten eigenen Kosten und Risiken verbunden. werden und die zum Zeitpunkt des Zuschlages noch ungeprüft sind, · Die Rechnung der ersteigerten Objekte ist gemäss Ziffer 5 zu bezahlen. werden nach der Auktion zu Lasten der Einlieferer geprüft. Für Wird dies versäumt, kann der Versteigerer wahlweise die Erfüllung des diese Fahrzeuge gewährt die OG, bis zum Termin der durchgeführten MFK, Kaufvertrages unter Verrechnung eines Verzugszinses von 1% monatlich auf eine «Gratis-Garagierung». den Zuschlagspreis plus Aufgeld und der Kosten für das Inkasso verlangen. Er kann aber auch ohne Fristansetzung oder sonstige Mitteilung unter 3. ZUSCHLAG / EIGENTUM Annullierung des Zuschlages vom Kaufvertrag zurücktreten und das Objekt · Das Objekt wird dem Meistbietenden zugeschlagen. Das Objekt wird erst freihändig veräussern. Der Ersteigerer haftet in diesem Fall für alle aus der nach vollständiger Bezahlung an den Käufer ausgeliefert. Nichtzahlung oder Zahlungsverspätung entstehenden Schäden, insbeson· Der Zuschlag kann unter Vorbehalt erfolgen: d.h. die OG kann Rücksprache dere für einen Mindererlös. Eine eventuell geleistete Anzahlung wird auf mit dem Einlieferer nehmen und den Bieter bis spätestens innerhalb von10 den Schaden angerechnet. Tagen über sein Gebot informieren. · Die Versteigerung und sämtliche daraus resultierenden Streitigkeiten Bis zu diesem Zeitpunkt bleibt das Angebot für den Bieter bindend! unterliegen dem Schweizer Recht und der Beurteilung durch die Bernische · Bei Differenzen zwischen zwei oder mehreren Bietern kann das Objekt Gerichtsbarkeit, unter Vorbehalt des Weiterzuges an das Schweizerische noch einmal ausgeboten werden. Bundesgericht in Lausanne. Dies gilt ungeachtet des Rechtsdomizils der · Ist der Zuschlag erfolgt, werden keine Beanstandungen mehr beteiligten Parteien. zugelassen. · Für die Beurteilung von Streitigkeiten ist die deutsche Fassung vorliegender Verkaufsbedingungen, resp. Auktionsbedingungen massgebend. 4. ZUSCHLAGPREIS / KOSTEN Der Gerichtsstand ist Bern. · Auf jedes ersteigerte Objekt ist ein Aufgeld von 12 % auf den Zuschlags preis zu entrichten. 8. ALLGEMEINES 5. BEZAHLUNG DER STEIGERUNGSOBJEKTE · Die Versteigerungs- und Verkaufsbedingungen werden jeder interessierten · Die Bezahlung der ersteigerten, geprüften oder ungeprüften Fahrzeuge Person bekannt gemacht und sind während der Ausstellung und Auktion im muss innert 5 Tagen, in Schweizer Franken oder mit Bankcheck, ab Auktionssaal angeschlagen. Auktionstag gerechnet, erfolgt sein. · Zum Mitbieten und Ersteigern eines Objektes sind Formalitäten, Name und Jeder Käufer wird vor dem Verlassen des Auktionssaales Adresse des Käufers erforderlich. Das Registrieren berechtigt zum Bieten. gebeten, im Auktionsbüro die entsprechenden Formalitäten in · Es ist Sache des Käufers, sich gegen Risiken von Verlust, Diebstahl, Empfang zu nehmen. Beschädigung und Zerstörung der betreffenden Objekte durch Ab schluss einer Versicherung rechtzeitig zu schützen. 6. AUSLIEFERUNG / ABHOLUNG DER STEIGERUNGSOBJEKTE · Die Auslieferung der ersteigerten Objekte erfolgt erst nach der Auktion und Toffen/Gstaad, 29. Dezember 2018 nach vollständiger Bezahlung. Die Teilnahme an der Auktion erfolgt mit der Anerkennung und vorbehaltsloser Annahme vorliegender Auktionsbedingungen.
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CONDITIONS DES VENTES AUX ENCHÈRES La participation à la vente aux enchères implique l’acceptation inconditionnelle des présentes conditions de vente. 1. LES OFFRES · L’enchérisseur est lié par l’offre qu’il formule. Il le demeure, jusque ce que son offre soit dépassée par celle d’un autre enchérisseur ou refusée par le responsable de la vente. · Les offres émanant de personnes inconnues peuvent être refusées par le responsable de la vente. · Les personnes qui ne peuvent être présentes lors de la vente peuvent communiquer par écrit à la direction de la vente aux enchères des ordres d’achat. Les prix mentionnés dans ces ordres constituent le prix maximum d’adjudication, sans frais, TVA et frais de douane. La modification d’un ordre d’achat écrit doit revêtir la forme écrite et être déposée au plus tard la veille au soir du jour des enchères. · Enchérir en ligne est possible sur invaluable.com, liveauctioneers.com et swissauctioncompany.com, veuillez vous inscrire à temps sur la site correspondante!
enchères et après le règlement complet de la facture. · Les véhicules prêts à être remis lors des enchères, respectivement lors de l´adjudication, doivent être enlevés sur le lieu des enchères jusqu´au vendredi 4 janvier 2019. · Tout objet/véhicule qui n´est pas enlevé selon les délais, sera transporté jusqu´à la Oldtimer Galerie de Toffen aux coûts de l´acheteur. Les coûts de transport s´élèvent à CHF 350.00 par objet, plus une taxe d´entrepôt de CHF 15.00, TVA exclue (calculée à partir du 7 janvier 2019). · Les véhicules mis en vente avec l´expertise du véhicule par le Service des automobiles faite après la vente, doivent être enlevés chez l‘Oldtimer Galerie International GmbH, Gürbestrasse 1, CH-3125 Toffen, quant l‘expertise a été effectuée. L‘acheteur sera informé dès que l‘expertise est faite pour discuter l‘enlèvement.
7. QUESTIONS DE DROIT / RESPONSABILITÉ · La OG se réserve le droit d’apporter des modifications et des indications complémentaires concernant la description de l’objet qui figure dans le catalogue, cela avant et pendant l’exposition précédant les enchères ou jusqu’à l’adjudication. Plus aucun avis des défauts ne pourra être 2. LES OBJETS DE LA VENTE accepté une fois l’adjudication intervenue. · Tous les objets sont offerts et vendus aux risques et · OG agit en qualité de commissionaire chargée de la vente conformément périls du fournisseur ou du stock! aux articles 425 ss CO pour le compte du vendeur. Elle décline toute re· Oldtimer Galerie International GmbH (ci-après OG) et les proprié sponsabilité pour les défauts conformément au chiffre 2 ci-dessus. taires des objets soumis aux enchères déclinent toute garantie con D’éventuels avis des défauts et prétentions en résiliation ou en diminution cernant l’âge, la provenance, l’état et la qualité des véhicules et ob du prix doivent être adressées directement au vendeur. Aucun représen jets offerts en vente. Ceux-ci sont vendus dans l’état où ils se trou tant ou employé de la OG n’est autorisé à délivrer une garantie en vent au moment de l’adjudication. Les indications fournies par les ta- dérogation à ce qui précède. chymètres ne sont pas garanties, sauf convention contraire exprèsse. · La direction des enchères a le pouvoir discrétionnaire d’offrir des lots sans · Au cours de l’exposition précédant la vente, les visiteurs auront la possibilité suivre la numérotation de ces derniers, ainsi que de joindre, séparer ou d’examiner tous les objets mis en vente ainsi que de se renseigner sur leur retirer des lots figurant dans le catalogue. état et leur valeur actuelle. La description des objets est fournie de bonne · Chaque personne participant aux enchères le fait à ses risques et périls. foi en tenant compte des dernières connaissances actuelles. La personne endommageant des objets exposés sera responsable du La OG n’assume aucune responsabilité aussi bien pour les défauts dommage causé. visibles que pour les défauts cachés. · Tout adjudicataire qui fait expédier le lot acquis, même par l’entremise d’un · Les véhicules qui sont offerts expertisés mais ne l’ont pas encore été au tiers, le fait à ses frais et à ses propres risques. moment de l’adjudication le seront par le service cantonal des · Le prix des objets adjugés doit être réglé conformément au chiffre 5 ci automobiles aux frais du vendeur. dessus. Si tel n’est pas le cas, la direction des enchères peut soit exiger · OG offre gratuitement à l’acheteur d’un véhicule qui doit être expertisé une l’exécution du contrat de vente en calculant un intérêt d’un pour cent par place dans sa galerie jusqu’à l’expertise. mois sur le prix d’adjudication et la surtaxe ainsi que les frais d’encaissement. 3. ADJUDICATION / PROPRIÉTÉ Elle peut également sans fixation de délai ou autre communication à · L’adjudication est faite au plus offrant. L’objet adjugé ne sera transféré l’adjudicataire annuler l’adjudication, se départir du contrat de vente et à l’adjudicataire qu’après complet paiement du prix. vendre l’objet de gré à gré. Dans ce cas, l’enchérisseur répond de tous · L’adjudication peut avoir lieu sous réserve: cela signifie que OG peut dommages résultant du non paiement ou du retard dans le paiement, en reprendre contact avec le propriétaire de l‘objet mis en vente et aviser particulier d’une différence du prix de vente. Un éventuel acompte versé l‘adjudicataire au plus tard dans les 10 jours de la position adoptée par sera imputé au montant du dommage. le propriétaire concernant le montant offert par l’adjudicataire. · Les enchères et tous litiges en résultant sont soumis au droit suisse et à la L‘offrant est lié par son offre jusqu‘à l‘expiration de ce délai! juridication bernoise, sous réserve de recours au Tribunal fédéral, à · En cas de litige entre deux ou plusieurs enchérisseurs, l’objet contesté Lausanne, cela quel que soit le domicile des parties intéressées. sera immédiatement remis aux enchères. · En cas de litige, le texte allemand des présentes conditions de vente · Il ne sera admis aucune réclamation une fois l’adjudication prononcée. fait foi. Le for est à Berne. 4. LE PRIX D’ADJUDICATION / LES FRAIS 8. GÉNÉRALITÉS · Il est perçu de l’adjudicataire une surtaxe de 12 % en sus du prix · Les conditions d’enchères et de vente seront communiquées à toute d’adjudication de chaque lot. personne intéressée et affichées dans la salle de vente pendant l’exposition et pendant les enchères. 5. LE PAIEMENT DES LOTS VENDUS · Les personnes intéressées donneront à OG leur nom et adresse. Leur · Le paiement des véhicules vendus, expertisés ou non, doit intervenir dans enregistrement leur donnera le droit de participer aux enchères. les 5 jours dès la date des enchères. · Il appartient à l’acheteur de se prémunir contre les risques de perte, vol et · Il doit s’effectuer au comptant ou par chèque bancaire. dommages des objets concernés en contractant à temps une assurance. Avant de quitter la salle de vente, chaque acheteur est prié de passer au bureau pour régler les formalités administratives. 6. LIVRAISON DES OBJETS ADJUGÉS · La remise des objets vendus aux enchères est faite seulement après les 98
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Toffen/Gstaad, 29 décembre 2018
Custom Cycle AG, 3125 Toffen, Schweiz Tel.: +41 (0)31 819 2281 www.customcycle.ch Custom Cycle
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Guerbestrasse 1 | CH-3125 Toffen/Berne Phone +41 (0)31 8196161 | Fax +41 (0)31 8193747 Mail: info@oldtimergalerie.ch
Written bid | schriftlicher Kaufauftrag | ordre d’achat Telephone bidding | telefonische Gebote | miser par téléphone
CLASSIC CAR AUCTION - December 29th 2018 in Gstaad Mandatory / Auftraggeber / mandant: Address / Anschrift / adresse:
Place / Ort / lieu:
Tel. / FAX:
Mobile:
E-Mail:
Homepage:
Phone-No. during the auction day: Tel. für telefonische Gebote: No. pour miser par téléphone: In case of a written bid the indicated price is taken as maximum offer excluding the 12 % buyer’s premium. So the knocking down may also be at a lower price. With the indication of a written offer or the order for bidding by telephone the conditions of auction are accepted. The written bids and orders for telephone bidding are accepted with complete filled in form until December 28th 2018 at 8:00pm by the Oldtimer Galerie International GmbH, AUCTION, CH-3125 Toffen. Bei schriftlichen Geboten gilt der angegebene Preis als Höchstgebot, ohne Aufgeld. Der Zuschlag kann somit auch zu einem niedrigeren Preis erfolgen. Mit der Angabe der/des bindenden Gebote(s) bzw. der Anmeldung telefonischer Gebote werden die Auktionsbedingungen des Auktionshauses anerkannt. Die schriftlichen Aufträge und Anmeldungen für telefonische Gebote werden bis zum 28. Dezember 2018, 20.00 Uhr, in der Oldtimer Galerie International GmbH, AUKTION, CH-3125 Toffen, entgegengenommen und bei vollständig ausgefülltem Talon registriert. Les prix mentionnés sur les ordres d’achat sont des prix maximums d’adjudication sans surtaxe. Par conséquent, il se peut que, parfois, le prix d’adjudication soit plus bas. La participation à la vente aux enchères, par écrit ou par téléphone, implique l’acceptation inconditionnelle des présentes conditions de vente de l’organisateur de la vente aux enchères. Les offres écrites ainsi que les demandes pour miser par téléphone doivent parvenir à l’Oldtimer Galerie International GmbH, VENTE, CH-3125 Toffen, jusqu’au 28 décembre 2018 à 20 heures.
Lot No.
Maximum offer in CHF Höchstgebot in CHF Prix maximum en CHF
Description | Beschreibung
Date | Datum:
Signature | Unterschrift:
Send to | einsenden an | envoyer à to: Oldtimer Galerie International GmbH, AUCTION, Guerbestrasse 1, CH-3125 Toffen oder by e-mail to | per E-Mail an | ou par e-mail à: info@oldtimergalerie.ch 100
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SAVE THE DATE !
CLASSIC CAR AUCTION @ Saturday May 25th 2019 | 4:00pm
For the first time, about 40 selected vehicles will be offered at the Swiss Classic World in Lucerne. Now open for high quality car consignments. Just limited space available! Consign early! This is important for optimal promotion and communication. OLDTIMER GALERIE INTERNATIONAL GMBH | Guerbestrasse 1 | CH-3125 Tof fen Phone +41-31-8196161 | info@oldtimergalerie.ch | www.TheSwissAuctioneers.swiss
DEF Y EL PRIMERO 21
Z E N I T H , T H E F U T U R E O F S W I S S W AT C H M A K I N G
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