GSTAAD CLASSIC CAR AUCTION - December 29th 2019 by Oldtimer Galerie International GmbH

CLASSIC CAR AUCTION in the Festival Tent

Sunday December 29th 2019 Viewing December 28th & 29th 2019

Â©Rob Lewis

www.TheSwissAuctioneers.swiss

35 YEA RS OF PA SSIO N SALES EXHIBITION

AUCTIONS

RESTAURANT

Always about 100 classic cars and motorcycles from various makes and periods.

Classic Car Auction December 29th 2019, 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!

OLDTIMER GALERIE INTERNATIONAL GMBH

Further Auctions: March 28th 2020, Toffen May 23rd 2020, Swiss Classic World Lucerne October 17th 2020, Toffen December 29th 2020, Gstaad

Gürbestrasse 1 | CH-3125 Toffen Phone +41 (0)31 819 61 61 info@oldtimergalerie.ch www.TheSwissAuctioneers.swiss

Consignments and catalogue orders are possible at any time!

Phone +41 (0)31 819 99 90 mail@restaurant-event.ch www.restaurant-event.ch

C L A S S I C C A R AU C T I O N in Gstaad

Sunday December 29th 2019 | 4:00pm Viewing: In the Festival tent of the Sportzentrum in Gstaad Saturday December 28th Sunday December 29th

10:00am - 7:00pm 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 & Collectibles Lot 1 - 26 Classic Cars Lot 101 - 150

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 2019 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 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

Sonntag 29.Dezember 2019 | 16.00 Uhr Vorbesichtigung: Im Festivalzelt des Sportzentrums in Gstaad Samstag 28. Dezember Sonntag 29. Dezember

10.00 - 19.00 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 & Sammlerstücke Lot 1 - 26 Automobile Lot 101 - 150

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 2019, 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 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

Dimanche 29 décembre 2019 | 16 h 00 Visite préliminaire: Au Tente Festival du Sportzentrum à Gstaad Samedi 28 décembre Dimanche 29 décembre

10 h 00 - 19 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 & pièces de collection Lot 1 - 26 Voitures Lot 101 - 150

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 2019 à 20 h 00 avec l‘ordre d‘achat à la page 100 du catalogue. · Enchérir en ligne est possible sur invaluable.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

! WICHTIG / IMPORTANT / IMPORTANTE ! Ermässigter Einfuhrtarif für historische Fahrzeuge welche 30 Jahre oder älter sind: 7% Einfuhrumsatzsteuer, kein Zoll

9% BTW, geen invoerheffing

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 shipping 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 1969 1963 1963 1985 1957 1953 1982 1972 1982 1971 1931 1957 1963 1963 1971 1964 1970 1982 1992 1985 1967 2006 1956 1956 2020 2008 1973 1963 1974 1931 1994 1954 1966 1968 1990 1960 1967 1967 1970 1960 1991 1976 1993 1963 2000 1961 2000 1938 1957 2001

Make & Type Alfa Romeo 1750 GTV Series 1 Alfa Romeo 2600 Spider Touring Alfa Romeo Giulia 1600 Spider Alpina B9 3.5 E28 Alvis TC 108 G Graber Special Aston Martin DB2 Vantage X Audi Quattro Turbo BMW 3.0 CSi BMW 635 CSi BMW 2002 Tii Cadillac 370A V12 Convertible Coupe Cadillac Series 60 Special Fleetwood Chevrolet Corvair Greenbrier Sportswagon Chevrolet Corvette 327 Sting Ray Split Window Chevron B18 Formula 2 ex. Jo Siffert Ferrari 250 GT Berlinetta Lusso Ferrari 365 GT 2+2 Ferrari 512 BBi Ferrari Testarossa Ferrari Testarossa Monospecchio Fiat 600 D Multipla Ford GT Heritage Edition Gilera 500 Saturno Bialbero Gilera 500 Saturno Piuma Gstaad Palace-Challenge Harley-Davidson FXSTSSE2 CVO Softail Springer Jaguar E-Type V12 Roadster Jaguar Mk 10 Saloon Jensen Interceptor III Convertible Lagonda 2-Litre Low Chassis Tourer Lancia Delta HF Integrale EVO 2 Land Rover 86 Series 1 Maserati 3500 GTI Sebring Series 2 Maserati Ghibli 4700 Mercedes 190 E 2.5-16 EVO 2 Mercedes 190 SL MG B Roadster Morris Mini Cooper 1275 S Mk 1 Plymouth `Cuda 440 Six-Pack Porsche 356 B 1600 Super Cabriolet Porsche 911 (964) Carrera Cup Porsche 911 2.7 Targa Porsche 968 CS Porsche-Diesel Junior 109 Rolls-Royce Corniche V Rolls-Royce Phantom V by James Young Sbarro 550 Maranello large SS Jaguar 3 1/2-Litre Drop Head Coupe Studebaker Golden Hawk Supercharged Wiesmann Roadster MF3

Body Coupé Convertible Convertible Sedan Coupé 2+2 Coupé Coupé Coupé Coupé 2+2 Sedan Convertible Sedan Minivan Coupé Monoposto Coupé Coupé 2+2 Coupé Coupé Coupé Minivan Coupé Motorcycle Motorcycle Rallye Motorcycle Convertible Saloon Convertible Tourer Limousine Offroad Coupé 2+2 Coupé Sedan Convertible Convertible Coach Coupé Cabriolet Coupé Targa Coupé Tractor Convertible Saloon Coupé Convertible Coupé Roadster

Lot 112 146 142 128 117 136 108 144 103 123 133 114 122 147 135 137 118 149 110 139 102 138 124 125 141 105 107 129 115 150 121 104 134 116 111 132 101 113 119 148 140 130 126 120 131 145 127 143 109 106

Changements and supplements possible! Änderungen und Nachträge möglich! Changements et suppléments possibles! 5

Lot 1: Book „Silent Cars“ CHF 60 - 80 Photo-Book by Ulrich Gribi about the legendary auto graveyard in Kaufdorf - showing the morbid, fairy-tale atmosphere of this last junkyard in Switzerland, which was auctioned by the Oldtimer Galerie in 2009. Hardcover, 250 pages, 300 pictures.

Lot 2: Book „Motorheads“ CHF 80 - 100 Limited edition of 999 books with 30 extraordinary portraits from the big wide world of engines. In Motorheads, the protagonists behind the vehicles are putted in the limelight. Photographically staged and realized completely differently. Hardcover, 192 pages.

Lot 3: Junkers Ju 52 CHF 600 - 800 Handbuilt scale model of the legendary Junkers Ju 52 (nicknamed Tante Ju („Aunt Ju“) and Iron Annie), about 67 cm with a wingspan of 98 cm. Alloy panels on a wooden frame. Including metal-stand.

Lot 4: Mercedes 300 SL Roadster rear-light cluster CHF 300 - 400 A set of hard to find all original and non restored W198 II Mercedes 300 SL Roadster rear light clusters without lenses.

Lot 5: Hanhart stopwatch CHF 300 - 400 An unused fully funcitonal Hanhart 7 jewel stopwatch of the late sixties. Complete with it‘s original box and using instructions.

Lot 6: Heuer Trackstar stopwatches CHF 1‘000 - 1‘500 Two fully functional Heuer Trackstar 7 jewel stopwatches on a practical Rallye Board. Set of a 30- and a 60-minute adding stopwatch wich is perfect and essential for any historic Rallye.

www.TheSwissAuctioneers.swiss

Lot 7: Ferrari Formula desk watch CHF 400 - 600 Vintage Ferrari Formula desk watch in the original box. Metal-case with quartz movement and a diameter of 11.5 cm, painted in the classic „rosso corsa“.

Lot 8: Ford Mustang workshop showcase CHF 1‘500 - 2‘000 Three-dimensional workshop collage with a 1965 Ford Mustang Fastback. 22/42 cm. Specially manufactured on customer request by the artist Patrick. With certificate.

Lot 9: Wooden Bear „Pöili“ CHF 1‘800 - 2‘000 A hand-carved bear with loving details. Made of maplewood, about 56 cm tall. Since each object is made from a single block of wood, it is a unique piece of art!

Lot 10: Antique wood column CHF 1‘100 - 1‘300 One of a kind hand-built decoration column by „JT Designschmiede“. About 160 cm, made from an antique wooden beam and individually decorated.

Lot 11: Antique wood column CHF 800 - 1‘000 One of a kind hand-built decoration column by „JT Designschmiede“. About 150 cm, made from an antique wooden beam and individually decorated.

Lot 12: Siem boat-searchlight CHF 400 - 600 An antique Siem 4790 searchlight with chromed metal-case and massive stand. 12 Volt Halogen, perfect for a classic boat (e.g. Riva or Boesch) or easy to convert into a unique table-light.

Lot 13: Mercedes-Benz G 65 AMG „Gstaad“ CHF 750 - 950 Highly detailed 1:12 scale model of a 2014 Mercedes-Benz G 65 AMG in black, limited edition #677/2000, built by GTS-Models, sold out by factory, including showcase.

CHF 750 - 950 Lot 14: Jaguar E-Type Cabriolet Highly detailed 1:12 scale model of a 1966 Jaguar E-Type 4.2 Cabriolet in dark blue, limited edition # 093/500, built by GTS-Models, sold out by factory, including showcase.

CHF 950 - 1‘150 Lot 15: Ford GT 40 Gulf # 9 Highly detailed 1:12 scale model of the Ford GT 40 Gulf #9, winner Le Mans 1968, driven by Rodriguez/Bianchi, built by CMR, sold out by factory, including showcase.

CHF 800 - 1‘000 Lot 16: BMW M1 Gr. 4 Highly detailed 1:12 scale model of the BMW M1 Gr. 4 #31 DRM Nürburgring 1982, driven by Kurt König, built by Minichamps, sold out by factory, including showcase.

Lot 17: The 1966 Alan Mann Le Mans race transport CHF 850 - 1‘150 Highly detailed 1:18 scale model of the Alan Mann Racing Truck at the 1966 Le Mans race. The limited edition Bartoletti Truck built by Norev comes with the nearly correct load of three GT40 race cars of the „Legend Series“ built by Shelby Collectibles. A must-have set for any historic racing lover.

Genuine Aston Martin Car Luggage by Tanner, Krolle & Co. Ltd London Lot 18: Leather suitcase, 57x42x15 cm. Lot 19: Leahter suitcase, 75x32x30 cm. Lot 20: Leather Beauty case, 30x21x21 cm.

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CHF 500 - 800 CHF 500 - 800 CHF 500 - 800

Lot 21: Ferrari Dino 246 GT CHF 1‘500 - 2‘000 Very rare and highly detailed 1:14 scale scratchbuilt model by Carlo Brianza, a great and well known artist in the Ferrari collector‘s scene. Comes on a wooden base including showcase.

Lot 22: Ferrari 365 GTB/4 Daytona CHF 1‘400 - 1‘800 Very rare and highly detailed 1:14 scale scratchbuilt model by Carlo Brianza, a great and well known artist in the Ferrari collector‘s scene. Comes on a wooden base including showcase.

CHF 1‘400 - 1‘800 Lot 23: Ferrari 365 GTB/4 Daytona Spyder Very rare and highly detailed 1:14 scale scratchbuilt model by Carlo Brianza, a great and well known artist in the Ferrari collector‘s scene. Comes on a wooden base including showcase.

CHF 1‘500 - 2‘000 Lot 24: Ferrari 512 BB Very rare and highly detailed 1:14 scale scratchbuilt model by Carlo Brianza, a great and well known artist in the Ferrari collector‘s scene. Comes on a wooden base including showcase.

Lot 25: Mortarini Ford Mini GT 40 CHF 10‘000 - 15‘000 French automotive enthusiast Francis Mortarini was known for collecting and restoring children’s pedal cars and small-engined go-karts. His company, Société de Construction des Automobiles Francis, eventually evolved into producing detailled miniature replicas of famous racing cars. This gorgeous Ford Mini GT 40 comes with the original JLO single-cylinder 98 cc 3 hp engine and all original chassis and steering. The body got recently a new paint with new windows, stickers, fuel caps and rear lights. It will make for a wonderful conversation piece in any collection of notable race cars. Or, for the truly adventurous—between the ages of 7 and 12—this future champion would be a thrilling ride at the Little Big Mans race held at Le Mans Classic, where it is sure to best the diminutive Ferraris! Lot 26: De la Chapelle Ferrari 330 P2 Junior CHF 25‘000 - 30‘000 This little sportscar is a very faithful miniature recreation of Ferrari’s famed 330 P2 racing car, of the type that won a number of endurance races in the mid-1960s at such fabled tracks as Monza, the Nürburgring, the Targa Florio, and Reims. Built by the highly respected specialists, De La Chapelle, this junior version is powered by a 2.5 hp Honda petrol engine, mounted at the rear. An affixed plate is inscribed: „Automobile de la Capelle“ Brignais-Lyon, number 68. Since 1990 at the actual owner, this fantastic 330 P2 Junior got a new paint, an original Ferrari lettering on the back and original front and side stickers. To protect the chassis, a wooden floor was installed what‘s easy to undo. In excellent condition, this P2 is ready to participate at the Little Big Mans race in the 2020 edition of the famous Le Mans Classic race. 9

GSTA A D PA LACE SW ITZER LAN D

WINTER SEASON AT THE GSTAAD PALACE from 20 December 2019 to 8 March 2020

Palacestrasse 28 • 3780 Gstaad • Telefon: +41 33 748 50 00 • info@palace.ch • palace.ch

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1967 MG B Roadster

Lot 101

Chassis # GHN3L115880 Design work for the replacement of the MGA started in the late 1950’s under the direction of Syd Enever and was completed by early 1961. The first production car was completed on the 22nd May 1962 a LHD roadster. The car was launched to the British public at the Earls Court motor show in September 1962. The first major change came in the 1965/7 period with the introduction of an all syncro gearbox, five bearing crank engine and a Salisbury rear axle, however the most significant change was the addition of a GT to the range.

This gorgeous MG B Roadster was delivered to Switzerland and first registered in March 1968. The car comes with chromed wire wheels and a wooden Moto-Lita steering wheel. The MG was at the same owner for the last 23 years. A photo documentation shows the restoration of the entire bodywork in the beginning of the nineties. The original engine was replaced by an exchange unit including a confirmation of the official MG importer. About five years ago the gearbox and the overdrive have been overhauled and a new steering has been installed two years later. Literature, additional steel wheels and some spare parts are with the car and can be picked up by a lucky buyer in Toffen. Many receipts of work and maintenance carried out are available. The Roadster is in very good condition and the most recent Swiss MOT including veteran status has been completed in November 2013.

Dieser wunderschöne MG B Roadster wurde in die Schweiz ausgeliefert und im März 1968 erstmals zugelassen. Der Wagen besitzt Chrom-Speichenräder und ein Moto-Lita Holzlenkrad. Während der letzten 23 Jahren war der MG im selben Besitz. Eine Komplettrestauration der Karosserie erfolgte zu Beginn der 90er Jahre, eine Fotodokumentation ist vorhanden. Beim verbauten Motor handelt es sich um ein Austauschaggregat inkl. Bestätigung des offiziellen MG Importeurs. Vor ca. fünf Jahren wurden Getriebe und Overdrive revidiert und zwei Jahre später wurde eine neue Lenkung verbaut. Literatur, zusätzliche Stahl-Felgen und Ersatzteile werden mit dem Fahrzeug verkauft und können vom Käufer in Toffen abgeholt werden. Viele Belege zu Unterhalt und Restauration sind vorhanden. Der Roadster befindet sich in sehr gutem Zustand, die letzte MFK als Veteranenfahrzeug erfolgte im November 2013.

15‘128 cars (1967) in-line 4 cylinder 1‘798 cc 94 hp at 8‘000/min Estimate CHF 20‘000 - 25‘000 Story www.mgb-register.org Photos Oldtimer Galerie

Cette magnifique MG B Roadster a été livrée neuve en Suisse et immatriculée pour la première fois en mars 1968. La voiture profite des jantes à rayons chromés et un volant en bois Moto-Lita. La MG est depuis 23 ans au même propriétaire. Une restauration complète de la carrosserie a été effectuée au début des années 90, une documentation photographique est disponible. La voiture a reçu un échange standard du moteur avec la confirmation de l’importateur officiel MG. La boite a vitesse et l’overdrive ont été révisés il y a cinq ans et, deux ans après, la boîte de direction à été remplacée. Quelque littérature, jantes en acier et différents pièces détachées sont fourni avec la voiture et peuvent récupérés à Toffen par l’acheteur. Beaucoup des factures d’entretien sont disponibles. La Roadster est en très bon état et la dernière expertisé en tant que véhicule vétéran a été passée en novembre 2013.

Lot 102 129‘994 cars (1956-69) in-line 4 cylinder 767 cc 25 hp at 4‘600/min Estimate CHF 30‘000 - 40‘000 Story www. conceptcarz.com Photos www.radical-mag.com

1967 Fiat 600 D Multipla Chassis # 100D108130037 After civilian vehicle production took a back seat during WWII so companies could focus on making materials in support of the war effort, there were plenty of gaps to fill in Europe and American infrastructure. Management of Fiat attempt to build affordable and versatile vehicles that would appeal to a wide range of customers. Their 600 was an instant success with more than 2.7 million cars sold during its production lifespan. The 600 was so successful that in 1956 Fiat created a new version called the 600 Multipla. Its design was loosely styled after a station wagon and it was created as a multi-service vehicle to server many different needs. There were several differences between the 600 and the 600 Multipla, beyond just the visual bodystyle differences. Other differences found on the 600 Multipla included the radiator, front wishbone suspension, different gear ratios allowing for heavier loads, interior lamps and larger fuel tank. In 1960 the 600D was introduced and featured a 767 cc engine now rated at 25 horsepower. Various aesthetic and mechanical improvements were added.

This cute grandfather of all family vans was first registered in Florence on the 21st February 1967 and still proudly wears his original Italian number plates. According to its libretto, the 600 remained with the buyer’s family well into the eighties after which it passed through the hands of four Italian owners before being imported into Switzerland in 2015. The Multipla was repainted a few 12

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years ago and the seats were retrimmed in the correct vinyl. This smart little “space-wonder” provides various possibilities to arrange its seating with four fully disappearing foldable seats and room for six. The Fiat is in good to very good condition and the latest Swiss veteran MOT was successfully passed in September 2017. Dieser niedliche Urvater aller „Grossraumlimousinen“ wurde am 21. Februar 1967 in Florenz erstmals zugelassen und trägt immer noch seine ersten Kennzeichen. Gemäss dem originalen Libretto verblieb der 600er bis in die 80er Jahre im ersten Familienbesitz, um dann nach vermutlich vier weiteren italienischen Besitzern 2015 in die Schweiz importiert zu werden. Der Multipla wurde vor einigen Jahren neu lackiert und die Sitze wurden mit neuem Kunstleder bezogen. Dieses kleine Raumwunder mit 4 vollständig versenkbaren Klappsitzen und 6 eingetragenen Sitzplätzen befindet sich in gutem bis sehr gutem Zustand. Die letzte MFK als Veteranenfahrzeug erfolgte im September 2017. Cette adorable grand-mère des monospaces familiaux a été immatriculée pour la première fois à Florence le 21 février 1967 et porte toujours ses plaques d‘immatriculation italiennes d‘origine. Selon son «Libretto» original, la 600 est restée dans la famille de l’acheteur loin dans les années 80, avant de passer entre les mains de quatre propriétaires italiens puis d’être importée en Suisse en 2015. La Multipla a été repeinte il y a quelques années et les sièges ont été été recouverts de similicuir neuf. Cette petite merveille d’habitabilité offre offre une foule de possibilités pour l’aménagement intérieur avec quatre sièges pliants complètement escamotables et six places assises enregistrées. La Fiat est en bon à très bon état et la dernière expertise vétéran remonte à septembre 2017.

1982 BMW 635 CSi

Lot 103

Chassis # WBA53310005549624 The BMW E24 is the first generation of BMW 6 Series grand tourer coupés which was produced from 1976 to 1989 and replaced the BMW E9 coupés. The initial proposal for the E24 was based on a BMW E9 3.0 CS with an increased height, in order to make it easier for customers to get into the car. However, Bob Lutz rejected the proposal, eventually leading to the shape of the E24 in its production form. The E24 was designed by Paul Bracq. Unlike its E9 predecessor, the body of the E24 has a B pillar. Production started in January 1976 with the 630CS and 633CSi in February 1976. Originally the bodies were manufactured by Karmann, but production was later taken in-house to BMW. Initially, the E24 was available with a 4-speed manual transmission, a 5-speed manual trans-mission, or a 3-speed automatic transmission. In July 1978, the more powerful 635CSi variant was introduced. The 635CSi featured a close-ratio 5-speed gearbox and a single piece black rear spoiler. The M90 engine‘s bigger bore and shorter stroke resulted in 215 hp and increased torque in models without a catalytic converter. The aerodynamic changes reduced uplift at high speeds by almost 15% over the other E24 models. In 1980, the fuel-injection systems changed from Bosch L-jetronic to Bosch Motronic.

This 635 CSi with its sought-after 5-speed sport gearbox, leather interior, electric windows and steel sliding roof was probably delivered new to Andorra. In any case, the car spent many years in this Pyrenee state before it arrived in Switzerland in 2016. The car is equipped with 7 x 15 inch rims of a later 635 but is otherwise completely original. The carefully maintained and original leather interior would indicate the 90’000 km shown to be true. This lovely Coupé is now offered with the last Swiss Veteran MOT completed in October 2019. Dieser 635 CSi mit dem begehrten 5-Gang Sportgetriebe, Lederausstattung, elektrischen Fensterhebern und StahlKurbeldach wurde vermutlich nach Andorra ausgeliefert. Jedenfalls verbrachte das Fahrzeug viele Jahre im Pyrenäenstaat bevor es 2016 in die Schweiz importiert wurde. Das Coupé steht auf 7x15 BMW Leichtmetallrädern der späteren 635er Modelle, befindet sich ansonsten aber im Originalzustand. Die sehr gepflegte und originale Innenausstattung spricht dafür, dass die angezeigten rund 90‘000 km der tatsächlichen Laufleistung entsprechen. Dieses wunderschöne Coupé wird mit der letzten MFK als Veteranenfahrzeug im Oktober 2019 angeboten.

45‘213 cars (1978-89) in-line 6 cylinder 3‘451 cc 215 hp at 5‘200/min Estimate CHF 35‘000 - 40‘000 Story www.wikipedia.org Photos Oldtimer Galerie

Cette 635 CSi avec sa très recherchée boîte Sport à 5 vitesses sport, sa sellerie cuir, ses vitres électriques et son toit ouvrant en acier a probablement été livrée neuve en Andorre. Toujours est-il que le véhicule a passé de nombreuses années dans les Pyrénées avant son importation en Suisse en 2016. La voiture est équipée de jantes alliage BMW de 7x15 pouces provenant d‘une 635 plus récente, mais, sinon, complètement dans son état d’origine. L’intérieur d’origine soigneusement entretenu incite à penser que les 90 000 km au compteur sont réalistes. Ce magnifique coupé est vendu avec la dernière expertise vétéran remontant à octobre 2019. 13

RANGE ROVER SPORT PLUG-IN-HYBRID

FAHREN AUF EINEM NEUEN LEVEL.

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5DQJH 5RYHU 6SRUW $XWRELRJUDSK\ '\QDPLF 3 H 3OXJ ,Q +\EULG DXW }36 }N: 1RUPYHUEUDXFK JHVDPW }O} }N:K }NP }J &2 2 N P 'XUFKVFKQLWW DOOHU HUVWPDOV LPPDWULNXOLHUWHQ 3HUVRQHQZDJHQ }J &2 2 N P }J &2 2 N P DXV GHU 7UHLEVWRII XQG 6WURPEHUHLWVWHOOXQJ (QHUJLHHIIL]LHQ] .DWHJRULH }*

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1954 Land Rover 86 Series 1

Lot 104

Chassis # 47161596 Land Rover entered production in 1948 with what has later been termed the Series I. This was launched at the Amsterdam Motor Show. It was designed for farm and light industrial use, with a steel box-section chassis and an aluminium body. Originally the Land Rover was a single model offering, which from 1948 until 1951 used an 80-inch wheelbase and a 1.6-litre petrol engine. The four-speed gearbox from the Rover P3 was used, with a new two-speed transfer box. This incorporated an unusual four-wheel-drive system, with a freewheel unit. This disengaged the front axle from the manual transmission on the overrun, allowing a form of permanent 4WD. In 1952, a larger 2.0-litre petrol engine was fitted. This engine has Siamese bores, meaning that there are no water passages for cooling between the cylinders. During 1950, the unusual semi-permanent 4WD system was replaced with a more conventional setup. The 1954 model year brought major changes. The 80-inch wheelbase model was replaced by an 86-inch wheelbase model, and a 107inch wheelbase „pick up“ version was introduced.

A true British icon, the “Landy” as it is affectionally known to Brits, is as famous as fish and chips. The earlier the better, and this example from 1954 with its first generation siemesed-bore 2 litre engine ticks all the boxes. The car, though delivered new in Switzerland was ordered as a RHD export model with right hand steering. It was

restored to completely original specifications more than 20 years ago. In 2018 a new canvas top and two new leaf springs were installed, and the brakes and carburetor overhauled. This early and sought-after Series 1 Land Rover is in good to very good condition and will be sold to a new owner with a fresh (November 2019) Swiss Veteran MOT. Your chance to follow the ranks of famous Landy owners Winston Churchill and Paul McCartney. Hier handelt es sich um einen sehr seltenen Series 1 Land Rover aus dem letzten Jahrgang der sogenannten „siamese bore“ 2-Liter Motorisierung. Der Wagen stammt aus Schweizer Auslieferung, wurde aber mit Rechtslenkung bestellt – ein right hand drive export Modell. Der Landy wurde vor über 20 Jahren sehr originalgetreu restauriert, 2018 erhielt er ein neues Verdeck und 2 neue Blattfedern, die Bremsen und der Vergaser wurden revidiert. Dieser Series 1 Land Rover befindet sich in gutem bis sehr gutem Zustand und wird mit der letzten MFK als Veteranenfahrzeug im November 2019 an einen neuen Liebhaber übergeben. Ihre Chance, den berühmten Landy-Besitzer Winston Churchill und Paul McCartney zu folgen.

15‘080 cars (86“, 1954) in-line 4 cylinder 1‘997 cc 52 hp at 4‘000/min Estimate CHF 30‘000 - 35‘000 Story www.wikipedia.org Photos Oldtimer Galerie

Il s’agit ici d’une très rare Land Rover Series 1 du dernier millésime de la motorisation 2-litres surnommée « siamese bore ». Livrée en Suisse, la voiture a été commandée avec conduite à droite – un modèle d‘exportation avec volant à droite. La « Landy » a été restaurée aux spécifications d‘origine il y a plus de vingt ans. En 2018, elle a reçu une nouvelle capote et deux ressorts à lames neufs, avec révision des freins et du carburateur. Cette Land Rover Series 1 très recherchée est en bon à très bon état et sera vendue à un nouvel amateur avec la dernière expertise vétéran remontant à novembre 2019. Une chance unique de marcher sur les pas des célèbres propriétaires de Landy, Winston Churchill et Paul McCartney. 15

Lot 105 871 bikes (this colours) V2 1‘802 cc 83 hp at 5‘000/min Estimate CHF 25‘000 - 30‘000 Story www.wikipedia.org Photos Oldtimer Galerie

2008 Harley-Davidson FXSTSSE2 CVO Softail Springer Chassis # 5HD1PT9148Y956387 Harley-Davidson CVO (Custom Vehicle Operations) for motorcycles are a family of models created by Harley-Davidson for the factory custom market. For every model year since the program‘s inception in 1999, Harley-Davidson has chosen a small selection of its mass-produced motorcycle models and created limited-edition customizations of those platforms with larger-displacement engines, costlier paint designs, and additional accessories not found on the mainstream models. Special features for the CVO lineup have included performance upgrades from Harley‘s „Screamin‘ Eagle“ branded parts, hand-painted pinstripes, ostrich leather on seats and trunks, gold leaf incorporated in the paint, and electronic accessories like GPS navigation systems and iPod music players. Accessories created for these customized units are sometimes offered in the HarleyDavidson accessory catalog for all models in later years, but badging and paint are kept exclusively for CVO model owners, and cannot be replaced without providing proof of ownership to the ordering dealer. 2007 CVO models introduced the 110 inch Twin Cam motor in all models (the Softail used the 110B counterbalanced version).

This is not a standard motorbike but a CVO-line (Custom Vehicle Operations) delivered example, individualized and built in limited numbers. It is one of only 871 bikes in this color combination from the penultimate year of Springer production. The price when new was in the region of 50’000 Swiss Francs! An exhaust system without silencers, so-called “dragpipes” as well as the Switzerland-legal silencers are sold with the bike. The Harley, with only 1’500 km driven, has had only one owner and is in “as-new” condition. The most recent Swiss MOT was performed in April 2008. Hier handelt es sich nicht um ein gewöhnliches Motorrad, sondern um ein Fahrzeug aus der CVO (Custom Vehicle Operations) Linie, ab Werk individualisiert und limitiert. Es ist eines von nur 871 produzierten Motorrädern in dieser Farbkombination aus dem vorletzten Jahr der Springer Produktion. Der Neupreis lag bei rund CHF 50‘000.00. Eine Auspuffanlage ohne Schalldämpfer, sogenannte Dragpipes, sowie originale Schalldämpfer nach Schweizer Norm sind vorhanden. Die Harley stammt aus erster Hand, hat erst 1‘500 km gefahren und befindet sich in neuwertigem Zustand. Die letzte MFK erfolgte im April 2008. Il ne s’agit pas ici d’une moto standard, mais bel et bien d’un exemplaire issu de la lignée CVO (Custom Vehicle Operations), produit en édition limitée et personnalisé à l’usine. C’est l‘une des 871 motos fabriquées dans cette combinaison de couleurs l’avant-dernière année de production des Springer. Neuve, elle coûtait 50 000 Fr. en Suisse! Une ligne d‘échappement sans silencieux appelée « dragpipes » et les silencieux conformes à la norme suisse sont vendus avec la moto. La Harley avec seulement 1500 km au compteur n’a eu qu’un seul propriétaire et est à l’état de neuf. La dernière expertise remonte à avril 2008.

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2001 Wiesmann Roadster MF3

Lot 106

Chassis # W09R30201YDW59188 The Wiesmann GmbH was founded in 1988 by Friedhelm und Martin Wiesmann, the sons of the owner of a local car dealership in Dülmen, Germany. At first they produced aftermarket removable hardtops for convertibles, with their dream being that to build their own sportscar, more specifically to connect a classic roadster and the famous German product quality. In 1993 the brother’s dream became reality, and they presented the Wiesmann MF30 to the world. MF stands for Martin Friedhelm, the brothers’ names. The car’s chassis is made of a hot-dipped galvanized steel aluminum clad pipe frame, on top of which fiberglass-composite panels form the curvy body. The car was fitted with BMW’s M54 i6-engine, known from the BMW 530i E60. It has a displacement of 2‘979ccm, putting out 231 hp at 5‘900 rpm. Wiesmann claimed a top speed of 230 kph and 5.9 seconds to reach 100 kph from a standstill, although they made it pretty clear that the car was meant as more of a cruiser than something to break records on the german highway. While the choices regarding the drivetrain was very limited the interior was fully customizable (as was the exterior colour), except that the car could not be fitted with modern safety-features like an airbag-system. The MF30 model was discontinued in order to give way to the new slightly modified model named MF 3.

This rare Roadster, hand built by the “Automanufaktur” in Dülmen/Germany impresses with its high level of

finish, low weight and quite satisfactory power output of 231hp paired with impeccable handling. The car was first registered in Germany in February 2001 and in 2008 it was imported into Switzerland by its current owner. The bespoke neo-classic with reliable BMW technical bits has covered a guaranteed 70’000 km from new, has never been involved in an accident and presents itself in very good condition. The most recent MOT was completed in August 2019, making the MF3 ready and on the button for the next summer. Dieser seltene Roadster der Dülmener Automanufaktur besticht durch hochwertige Verarbeitung, geringes Gewicht, mehr als ausreichende 231 PS und ein fantastisches Handling. Der Wagen wurde im Februar 2001 erstmals in Deutschland zugelassen und 2008 durch den zweiten und letzten Besitzer in die Schweiz importiert. Der handgefertigte Neo-Klassiker mit zuverlässiger BMW Grossserientechnik hat garantiert erst 70‘000 km gefahren, ist garantiert unfallfrei und befindet sich in sehr gutem Zustand. Die letzte MFK erfolgte im August 2019, womit der MF3 für die kommende Sommersaison sofort einsatzbereit ist.

about 860 cars (1993-2013) in-line 6 cylinder 2‘979 cc 231 hp at 5‘900/min Estimate CHF 70‘000 - 80‘000 Story www. carthrottle.com Photos by consignor

Ce rare roadster de la manufacture d’automobiles de Dülmen, en Allemagne, impressionne par son finition de haute qualité, sa légèreté et ses 231 chevaux qui lui confèrent des performances enthousiasmantes et une tenue de route irréprochable. La voiture a d’abord été immatriculée en Allemagne en février 2001 puis importée en Suisse par son propriétaire actuel en 2008. Exemple de style néo-classique à la carte associé à la technologie fiable de BMW, elle n’a parcouru que 70 000 km, sans le moindre accident, et se présente en très bon état. La dernière expertise remonte à août 2019. La MF3 et donc prête pour l‘été prochain. 17

Lot 107 6‘119 cars (all LHD) V12 5‘344 cc 276 hp at 5‘850/min Estimate CHF 65‘000 - 75‘000 at no reserve Story www.hagerty.com Photos Oldtimer Galerie

1973 Jaguar E-Type V12 Roadster Chassis # UD1S21060 Ever-tightening U.S. emission regulations were threatening the very existence of the E-type at the dawn of the ‚70s. The 4.2-liter XK straight-six was at the end of its development so a bore or stroke increase was out of the question. The 5.3-liter aluminum V-12 that was under development at Jaguar seemed to be the answer. It weighed less than the venerable XK six and produced slightly more horsepower than the six had in three carb Series I form. For the V-12 Series III, Jaguar dropped the two-seater coupe and offered only the 2+2 coupe and the convertible, the latter sharing the 2+2’s long wheelbase. Flared wheel arches and an even bigger, busier grille than the Series II rounded out the cosmetic changes. Performance was roughly restored to Series I levels but the car was far less sporting in nature. Still, it could have been remembered better had it not been produced at one of the worst times for the British auto industry. Series III quality control was less than ideal and the cars acquired a reputation for unreliability. All of the things that afflicted the cars when new can be addressed today (and in fact, most have been over the years) but old perceptions die hard. A Series III E-type does, however, get you into top down V-12 motoring for a fraction of the cost of a comparable Ferrari.

This V12 roadster, the final development of this epochal and legendary Jaguar, is equipped with the very rare hardtop and has been with the same owner for many years. The car has been well looked after, as documented with maintenance receipts for around CHF 75’000.- since 1994. The E-type is in good condition technically, proudly wearing its patina of a long and active life. The most recent Veteran MOT was completed in June 2017. Dieser V12 Roadster mit 4-Gang Getriebe und seltenem Hardtop stammt aus langjährigem Besitz. Unterhalts- und Reparaturbelege für rund CHF 75‘000.- seit 1994 sind vorhanden. Es handelt sich um ein technisch gutes Fahrzeug mit altersgerechten Gebrauchsspuren. Die letzte MFK als Veteranenfahrzeug erfolgte im Juni 2017. Roadster V12 avec boîte à 4 vitesses et rare hardtop, il a le même propriétaire depuis de longues années. Voiture entretenue méticuleusement, comme en témoignent les factures d’entretien pour environ 75 000 CHF depuis 1994. La Type E est en bon état mécanique et arbore les traces d’utilisation dues à son âge. La dernière expertise vétéran remonte à juin 2017.

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1982 Audi Quattro Turbo

Lot 108

Chassis # WAUZZZ85ZCA901270 Very well maintained, Swiss delivered „Ur-Quattro“ (meaning „first-generation“). The car was supplied on the 9th August 1982 to Garage Gantenbein in Urnäsch and registered as a demo-car on the 1st March 1983. In Juli 1983 and with 12’000 km on its counter the Audi was sold to its first owner who kept it until May of this year. From May to July 2019 the car was registered in his doughter’s name before being bought by the current owner in August 2019. The Audi has covered a guaranteed 121’000 km from new, with all service work carefully documented and the original receipt from 1983 and all spare keys present. In 2018 the turbo charger unit was disassembled and cleaned and a new wiring loom installed in the engine compartment. In September 2019 the oil was replaced together with the cambelt and waterpump. This iconic rally car presents itself in very good condition and will be sold with the last Veteran MOT completed in September 2019. Sehr gepflegter Ur-Quattro aus Schweizer Auslieferung. Der Wagen wurde am 9. August 1982 an die Garage Gantenbein in Urnäsch geliefert und am 1. März 1983 erstmals als Vorführwagen zugelassen. Im Juli 1983 wurde der Audi mit 12‘000 km vom ersten Privatbesitzer übernommen, welcher diesen bis Mai 2019 zugelassen hatte. Von Mai bis Juli 2019 war der Quattro auf dessen Tochter zugelassen, bevor er im August 2019 vom Einlieferer übernommen wurde. Das Fahrzeug hat garantiert erst 121‘000 km gefahren, sämtliche Serviceunterlagen, der erste Kaufvertrag von 1983 sowie alle originalen Schlüssel sind vorhanden. 2018 wurde der Turbolader ausgebaut und gereinigt sowie ein neuer Hauptkabelstrang im Motorraum verlegt. Im September 2019 wurde ein Ölwechsel durchgeführt und Zahnriemen und Wasserpumpe ersetzt. Diese Rallye Ikone befindet sich in sehr gutem Zustand und wird mit der letzten MFK als Veteranenfahrzeug im September 2019 verkauft.

11‘452 cars (1980-91) turbocharged in-line 5 cylinder 2‘144 cc 200 hp at 5‘500/min Estimate CHF 65‘000 - 75‘000

Photos by consignor « Ur-Quattro » (« Quattro première génération ») très bien entretenue et livrée en Suisse. La voiture a été immatriculé le 9 août 1982 au nom du garage Gantenbein à Urnäsch et a d’abord servi de voiture de démonstration à partir du 1er mars 1983. En juillet 1983, avec 12 000 km au compteur, l’Audi est vendue à son premier propriétaire, qui la conservera jusqu’en mai 2019. De mai à juillet 2019, la voiture a été enregistrée au nom de sa fille avant d’être reprise par l’actuel propriétaire en août 2019. Le kilométrage de 121 000 km est garanti par un carnet d’entretien sans lacune, le premier contrat d’achat datant de 1983 et toutes les clés d’origine étant jointes. En 2018, le turbocompresseur a été démonté puis nettoyé et un faisceau de câbles principal neuf a été installé dans le compartiment moteur. En septembre 2019, une vidange d‘huile a eu lieu, tandis que la courroie de distribution et la pompe à eau ont été remplacées. Cette icône des rallyes se présente en très bon état et est vendue avec la dernière expertise vétéran remontant à septembre 2019.

Lot 109 4‘356 cars (1957) supercharged V8 4‘737 cc 275 hp at 4‘800/min Estimate CHF 65‘000 - 75‘000 Story www.conceptcarz.com Photos Oldtimer Galerie

1957 Studebaker Golden Hawk Supercharged Chassis # 6103090 A two-door pillarless hardtop coupe type vehicle, the Studebaker Golden Hawk was produced in South Bend, Indiana from 1956 through 1958. This was the final Studebaker until the introduction of the Avanti that had its styling influenced by industrial designer Raymond Loewy‘s studio. The Golden Hawk featured the basic shape of the 1953-55 Champion/Commander Starliner hardtop coupe but featured a large, nearly vertical eggcrate grille and raised hoodline rather than the previous vehicles swooping, pointed nose. The rear of the vehicle featured a raised, squared-off trunklid instead of the earlier sloped lid and new vertical fiberglass tailfins were added to the rear quarters. To give room for a larger engine, the raised hood and grille were added to allow for Packard‘s large 352 in³ V8 which delivered 275 bhp. Because the Golden Hawk was so light, this big, heavy engine gave the vehicle an amazing power-to-weight ratio for the time period. The Golden Hawk was second only to the Chrysler 300 B in 1956 American car production, and the pricy Chrysler was a road-legal NASCAR racing car. Much like the Chryslers, the Golden Hawk could be considered a precursor to the muscle cars of the 1960s. The Golden Hawk with its heavy engine came with a bad reputation for poor handling and being nose heavy. Many of the road tests were done by racing drivers, and found that the Golden Hawk could out-perform the Ford Thunderbird, Chevy Corvette and the Ford Thunderbird in both 0-60 mph acceleration and quarter mile times. The fastest reported time in magazine testing was 7.8 seconds while top speeds were quoted at 125 mph. A large variety of colors that included two-tone were available for this year. Initially two-tone schemes involved the front upper body, while the roof and a panel

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on the tail were painted the contrasting color while the rest of the body was the base color. For 1956 the upper body above the tail-line, including trunk were painted the contrast color with the tail panel in 1956 while the roof and body below the belt line trim were painted the base color. To keep the prices down, an increased options list and reduced standard equipment were used in comparison to the earlier year‘s Studebaker President Speedster which was replaced by the Golden Hawk. Turn signals were even an option, technically. In 1956 the Golden Hawk was matched with three other Hawk models and was the only Hawk not technically considered a submodel within one of Studebaker‘s regular passenger car lines. The Flight Hawk coupe was a Champion, the Sky Hawk hardtop was a President and the Power Hawk coupe was a Commander.

For 1957 and 1958 the Golden Hawk continued on with minor changes. Eventually sold to Curtiss-Wright, Packard‘s Utica, Michigan engine plant was leased during 1956 and marked the end of genuine Packard production. For two more years, Packard-badged vehicles were produced, though they were basically dolled-up Studebakers.

The Packard V8 was no longer available and was replaced by the Studebaker 289 in³ V-8. A McCulloch supercharger was also added to the lineup and gave the same 275 horsepower output as the Packard engine. The cars maximum speed was improved and now the best-performing Hawks (before the Gran Turismo Hawk) was improved and was now available with the Avanti‘s R2 supercharged engine for the 1963 model year.

For the 1957 model year, the Golden Hawk featured some updated styling. A new fiberglass overlay was added to the vehicle and now covered a hole in the hood that was needed to clear the supercharger, which was placed high on the front of the engine. The tailfins were now made of metal and were concave and swept out from the sides of the vehicle. Normally painted a contrasting color, the fins were outlined in chrome trim, though some solid-color models were built. The Golden Hawk received 14-inch wheels in place of the 15-inch. And due to this the car now rode slightly lower. The 15 inch wheels were still available as an option though. A new, round Hawk medallion was mounted in the lower center of the grille and new contrasting-color paint was available as an option in both the roof and tailfin application. For 1958 a few minor engineering updates were made for the Golden Hawk that included revisions to the suspension and driveshaft that now allowed designers to create a three-passenger rear seat. Previous models had only featured seating for two passengers in the rear due to the high driveshaft ‚hump‘ that necessitated dividing the seat. A fixed arm rest was also placed between the rear passengers in earlier models, and was later made removable due to customer requests. Unfortunately in the late 1950‘s, sales were drastically hit much like many of the expensive vehicle. The model was discontinued after only 878 models were ever sold in 1958. The only Hawk model was the Silver Hawk and was renamed simply the Studebaker Hawk for the 1960 model year.

This relatively rare car, one of 4’356 Golden Hawk examples produced with a 4.7 litre V8 engine and a “Jet Stream” radial compressor, was completed on the 5th March 1957 and delivered to California. The Studebaker with its matching numbers engine and rare 3-speed manual gearbox with overdrive was completely restored in the USA in 2012/13. Receipts and documentation incl. pictures of the restoration accompany the car. A “Birth certificate” issued by the Studebaker National Museum confirms that the restoration was done to the highest standards of authenticity and originality. In 2014 the car was bought by a collector and consequently imported into Switzerland. This gorgeous Coupé has since been driven only sparingly and still is in good to very good condition. The Studebaker still has its US vehicle documents and Swiss customs duties have been paid. Als eines von nur 4‘356 gebauten Fahrzeugen mit 4.7Liter V8 und Jet Stream Radialkompressor wurde dieser Golden Hawk am 5. März 1957 fertiggestellt und nach Kalifornien ausgeliefert. Der Studebaker mit matching numbers Motor und dem sehr seltenen 3-Gang Schaltgetriebe mit Overdrive wurde 2012/2013 in den USA komplett restauriert und revidiert. Eine Fotodokumentation sowie entsprechende Belege sind vorhanden. Die „Geburtsurkunde“ des Studebaker National Museum belegt die absolut originalgetreue Restaurierung. 2014 wurde der Wagen von einem Sammler erworben und in die Schweiz importiert. Das wunderschöne Coupé wurde seither nur sehr wenig gefahren und befindet sich in gutem bis sehr gutem Zustand. Der Studebaker besitzt US-Fahrzeugpapiere und ist in der Schweiz verzollt. Cette Golden Hawk – l’un de seulement 4354 exemplaires à moteur V8 de 4,7 l et compresseur radial Jet Stream – a été fabriquée le 5 mars 1957 et livrée en Californie. La Studebaker , avec son moteur matching numbers et sa très rare boîte manuelle à 3 vitesses overdrive, a bénéficié d’une restauration intégrale aux États-Unis en 2012/13. Une documentation photographique et une liasse de factures le prouvent. Un « certificat de naissance » délivré par le Musée National Studebaker confirme la restauration selon les critères d‘authenticité et d‘originalité les plus sévères. En 2014, la voiture a été achetée par un collectionneur qui l’a importée en Suisse. Ce magnifique coupé a très peu roulé depuis et est en bon à très bon état. La Studebaker possède des papiers américains et les droits de douane suisses ont été payés.

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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1992 Ferrari Testarossa

Lot 110

Chassis # ZFFSA17S000091036 The Testarossa name paid homage to the famed World Sportscar Championship winner 1957 250 Testa Rossa sports racing car. Testa Rossa, which literally means „red head“ in Italian, refers to the red-painted cam covers sported by both cars‘ 12-cylinder engines. The Testarossa traces its roots back to the faults of the 1981 BB 512i. The problems that the Testarossa was conceived to fix, included a cabin that got increasingly hot from the indoor plumbing that ran between the frontmounted radiator and the midships-mounted engine and a lack of luggage space. To fix these problems the Testarossa was designed to be larger than its predecessor. The design came from Pininfarina. The design team at Pininfarina consisted of Ian Cameron, Guido Campoli, Diego Ottina and Emanuele Nicosia. They were led by design chief Leonardo Fioravanti, who also designed many other contemporary Ferrari models. The styling was a departure from the curvaceous boxer—one which caused some controversy. The side strakes sometimes referred to as „cheese graters“ or „egg slicers,“ that spanned from the doors to the rear fenders were needed for rules in several countries outlawing large openings on cars. Unlike the Berlinetta Boxer, the Testarossa had twin side radiators near the engine at the rear instead of a single radiator upfront - eliminating lots of piping and allowing for a much cooler cabin. After passing through the engine bay, the cooling air exited through the vents at the engine lid and the tail. The strakes also made the Testarossa wider at the rear than at the front, thus increasing stability and handling. One last unique addition to the new design was a single high mounted side view mirror on the driver‘s side. On US based cars, the mirror was lowered to a more normal placement for the 1987 model year and was quickly joined by a passenger side view mirror for the driver to be able to make safe lane changes.

7‘177 cars 180° V12 4‘941 cc 380 hp at 5‘750/min Estimate CHF 95‘000 - 105‘000 This Ferrari was delivered through Ferrari agent Walter Hasler to its first owner on the 1st June 1992. Since 2000 the Testarossa has been with its second owner and has enjoyed regular maintenance with marque specialists. In August 2017, at 23’954 km, the cambelt was replaced. With now only 24’500 km showing, this Eighties icon is in very good, cherished and original condition. The latest Swiss MOT was completed in April 2019.

Story wikipedia.org Photos Oldtimer Galerie

Dieser Ferrari wurde am 1. Juni 1992 durch die Ferrari Vertretung Walter Hasler an den Erstbesitzer geliefert. Seit 2000 befindet sich der Testarossa in zweiter Hand und wurde stets durch einen Marken-Spezialisten gewartet. Im August 2017, bei 23‘954 km, wurde der Zahnriemen ersetzt. Mit garantiert erst 24‘500 gefahrenen km befindet sich das Fahrzeug in sehr gutem und gepflegten Originalzustand. Die letzte MFK erfolgte im April 2019. Cette Ferrari a été livrée à son premier propriétaire par l’agent Ferrari Walter Hasler le 1er juin 1992. Depuis l’an 2000, la Testarossa est en deuxième main et bénéficie d‘un entretien régulier chez un spécialiste de la marque. En août 2017, à 23 954 km, la courroie de distribution a été remplacée. Avec seulement 24 500 km parcourus, cette icône des années 80 est dans un remarquable état d’entretien et d’origine. La dernière expertise remonte à avril 2019. 23

Lot 111 502 cars (incl. 2 Prototype) in-line 4 cylinder 2‘461 cc 235 hp at 7‘200/min Estimate CHF 155‘000 - 175‘000 Story www.wikipedia.org Photos Oldtimer Galerie

1990 Mercedes 190 E 2.5-16 EVO 2 Chassis # WDB2010361F735772 In the late 1970s, Mercedes competed in rallying with the big V8-powered Coupés of the R107 Series, mainly the light-weight Mercedes 450 SLC 5.0. Mercedes wished to take the 190 E rallying, and asked British engineering company Cosworth to develop an engine with 320 hp for the rally car. This project was known as project WAA by Cosworth. The Cosworth engine was based on the M102 four cylinder 2.3-litre 8-valve unit producing 136 hp, already fitted to the 190 and E-Class. Cosworth developed the cylinder head. It was made from light alloy using Coscast‘s unique casting process and brought with it dual overhead camshafts and four valves per cylinder, meaning 16 valves total which were developed to be the „largest that could practically be fitted into the combustion chamber“. The road-going version of the engine was reconfigured with reduced inlet and exhaust port sizes, different camshaft profiles, no dry sump configuration and Bosch K-jetronic replacing the specialised Kugelfischer fuel injection. These changes helped bring power down to the required 185 bhp specification, but still resulted in a „remarkably flexible engine, with a very flat torque curve and a wide power band“. An enlarged 2.5 L engine replaced the 2.3 L in 1988. It offered double-row timing chains to fix the easily snapping single chains on early 2.3 engines, and increased peak output by 17 bhp with a slight increase in torque. For the European market, the car delivered up to 204 hp (without a catalytic converter. Catalytic converter cars equipped with the 2.5-litre 16V engine generated a slightly reduced power output of 197 hp. Mercedes were not keen to publicise the fact that their most ca-pable saloon had an engine developed by a British company.

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At the inauguration of the new, shorter Nürburgring in 1984, a race with identical cars was held, with former and current F1 drivers at the wheel. A then unknown Ayrton Senna took first place. Private Teams such as AMG later entered the 2.3-16 in touring cars races, especially the DTM. In the late 1980s, the 2.5-16 raced many times, against the similar BMW M3 and even the turbocharged Ford Sierra RS Cosworth.

With the debut of the BMW M3 Sport Evolution, the 190 E‘s direct competitor, it became obvious that the 2.516V model needed a boost in power in order to achieve better performance than its competitor. In March 1989, the 190 E 2.5-16 Evolution debuted at the Geneva Auto Show. The Evo I, as it came to be called, had a new rear spoiler and wider wheel arches. Many changes were made to under-the-skin components such as brakes and suspension. The car featured an adjustable suspension system allowing the ride height to be adjusted from an interior switch. All were intended to allow the Evolution cars to be even more effective around a track. The Evo I‘s power output is similar to the 202 hp of the „regular“ 2.5-16. However, it had a redesigned engine of similar capacity but most importantly, a shorter stroke

and bigger bore which would allow for a higher rev limit and improved generation of power. Additional changes stretch to improved rotating mass, improved lubrication system along with improved cam timing. Cosworth also list a project code „WAC“ for the development of the short-stroke Evolution engine. Only 502 units of the Evolution model were produced for homologation in compliance with the DTM rules. For those customers desiring even more performance, a PowerPack option engineered by AMG was available for DM 18‘000. The PowerPack option included improved camshafts, a larger diameter throttle body, more responsive ignition and fuel management system as well as improved intake and exhaust systems. The net result was an increase in power by 30 hp over the standard car bringing the total to 235 hp.

In March 1990, at the Geneva Auto Show, the 190 E 2.5-16 Evolution II was shown. With the success of the first Evolution model, this model‘s 502-unit production was already sold before it was unveiled. This car retailed in 1990 for DM 136‘720. The „Evo II“ included the AMG PowerPack fitted to the same short-stroke 2‘461 cc (2.5 L) inline-four engine as the Evolution, producing a maximum power output of 235 hp at 7‘200 rpm, as well as a full SLS adjustable suspension allowing the ride height to be adjusted from an interior switch. An obvious modification to the Evolution II was the radical body kit (designed by Prof. Richard Eppler from the University of Stuttgart) with a large adjustable rear wing, rear window spoiler, and Evolution II 17-inch alloy wheels. The kit served an aerodynamic purpose—it was wind tunnel tested to reduce drag to 0.29, while at the same time increasing downforce. Period anecdotes tell of BMW research and development chief, Wolfgang Reitzle, saying „the laws of aerodynamics must be different between Munich and Stuttgart; if that rear wing works, we‘ll have to redesign our wind tunnel.“ The anecdote claims that BMW did redesign its wind tunnel afterwards. 500 examples were painted in „blauschwarz“ blue/ black metallic. But the last two, numbers 501 and 502 were painted in astral silver making them the rarest of the Evolution models. The Evo II had the shortest production run of the 190 series models with production starting in 1990 and ending in 1991.

This is No. 140 of only 500 examples built and it was sold through the Mercedes-Benz agency in Bern to its first and only registered owner on the 5th September 1990. He initially used the car for long journeys throughout Europe. Around 40’000 km ago the cylinder head was overhauled. Today, this EVO 2, with about 130’500 km covered, is in a well-cared-for, unmolested condition and comes with a complete service record. A second bootlid, with the Swiss Authority approved (smaller) rear wing, is supplied with the car. The last Swiss MOT was completed in July 2017. Nummer 140 von nur 500 gebauten Fahrzeugen wurde durch die Mercedes-Benz Vertretung in Bern am 5. September 1990 an den ersten und letzten eingetragenen Halter übergeben. Dieser nutzte den Wagen in den ersten Jahren regelmässig für Fahrten durch ganz Europa. Vor ca. 40‘000 km wurde der Zylinderkopf revidiert. Der EVO 2 befindet sich in gepflegtem und unverbasteltem Originalzustand, wurde rund 130‘500 km gefahren und kommt mit einem lückenlosen Serviceheft. Ein zweiter Kofferraumdeckel mit kleinerem Heckflügel für die Schweizer MFK ist vorhanden. Die letzte MFK erfolgte im Juli 2017. 140 e de seulement 500 exemplaires construits, la voiture été vendue le 5 septembre 1990 par le concessionnaire Mercedes-Benz de Berne à son seul et unique propriétaire enregistré. Les premières années, il a sillonné l’Europe à son volant. La culasse a été révisée Il y a environ 40 000 km. Aujourd’hui, cette EVO 2 avec 130 500 km au compteur est dans son état orignal, soigné et non bricolé. Elle est livrée avec son carnet de service suivi. Un deuxième couvercle de malle avec l‘aileron arrière plus petit aux normes suisses est joint à la voiture. La dernière expertise remonte à juillet 2017.

Lot 112 8‘705 cars (1969) in-line 4 cylinder 1‘779 cc 132 SAE hp at 5‘500/min Estimate CHF 55‘000 - 65‘000 Story www.wikipedia.org Photos Oldtimer Galerie

1969 Alfa Romeo 1750 GTV Series 1 Chassis # AR*1368924* Every time I see an Alfa Romeo, I tip my hat,‘ said Henry Ford. A class completely on its own, the Milan based company has produced both auto sport and sports vehicles since 1910. The Alfa Romeo 1750 GT Veloce (also known as 1750 GTV) entered production in late 1967 along with the 1750 Berlina sedan and 1750 Spider. The cars were first shown to the press in January 1968. The same type of engine was used to power all three versions; this rationalisation was a first for Alfa Romeo. The 1750 GTV replaced the Giulia Sprint GT Veloce and introduced many updates and modifications. Most significantly, the engine capacity was increased to 1‘779 cc displacement. Peak power from the engine was increased to 132 SAE hp at 5‘500 rpm. The stroke was lengthened from 82 to 88.5 mm over the 1600 engine, and a reduced rev limit from 7‘000 rpm to 6‘000 rpm. A higher ratio final drive was fitted but the same gearbox ratios were retained. The result was that, on paper, the car had only slightly improved performance compared to the Giulia Sprint GT Veloce, but on the road it was much more flexible to drive and it was easier to maintain higher average speeds for fast touring. The chassis was also significantly modified. Tire size went to 165/14 Pirelli Cinturato or Michelin XAS from 155/15 Pirelli Cinturato and wheel size to 5 1/2J x 14 instead of 5J x 15, giving a wider section and slightly smaller rolling diameter. The suspension geometry was also revised, and an anti-roll bar was fitted to the rear suspension. ATE disc brakes were fitted from the outset, but with bigger front discs and calipers than the ones fitted to GT 1300 Juniors and late Giulia Sprint GT Veloces. The changes resulted in significant improvements to the handling and braking, which once again made it easier for the driver to maintain high average speeds for fast touring.

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The 1750 GTV also departed significantly from the earlier cars externally. New nose styling eliminated the „stepped“ hood of the Giulia Sprint GT, GTC, GTA and early GT 1300 Juniors and incorporated four headlamps. For the 1971 model year, United States market 1750 GTV‘s also featured larger rear light clusters. Besides the chrome „1750“ badge on the bootlid, there was also a round Alfa Romeo badge. Similar Quadrifoglio badges to those on the Giulia Sprint GT Veloce were fitted on C pillars, but the Quadrifoglio was coloured gold instead of green. The car also adopted the higher rear wheelarches first seen on the GT 1300 Junior.

The interior was also much modified over that of earlier cars. There was a new dashboard with large speedometer and tachometer instruments in twin binnacles closer to the driver‘s line of sight. The instruments were mounted at a more conventional angle, avoiding the reflections caused by the upward angled flat dash of earlier cars. Conversely, auxiliary instruments were moved to angled bezels in the centre console, further from the driver‘s line of sight than before. The new seats introduced adjustable headrests which merged with the top of the seat when fully down. The window winder levers, the door release

levers and the quarterlight vent knobs were also restyled. The GT Veloce 1750 Series 1 could be ordered in the Bertone De Luxe body which included extra options. One of the extra options was a leather interior (seats and door cards). The only leather colours available for the GT Veloce 1750 Series 1 were dark brown or red leather. The seats had perforations in the leather. Early (Series 1) 1750 GTV‘s featured the same bumpers as the Giulia Sprint GT Veloce, with the front bumper modified to mount the indicator / sidelight units on the top of its corners, or under the bumper on US market cars. The Series 2 1750 GTV of 1970 introduced other mechanical changes, including a dual circuit braking system (split front and rear, with separate servos). The brake and clutch pedals on left hand drive cars were also of an improved pendant design, instead of the earlier floorhinged type. On right hand drive cars the floor-hinged pedals were retained, as there was no space for the pedal box behind the carburetors. Externally, the series 2 1750 GTV is identified by new, slimmer bumpers with front and rear overriders. The combined front indicator and sidelight units were now mounted to the front panel instead of the front bumper. The interior was slightly modified, with the seats retaining the same basic outline but following a simpler design. The 1750 GTV could race under FIA rules with aluminum doors and boot lid. The 1750 GTV was allowed to have aluminum doors and boot lid in one of two ways. The first way was to use any 1750 GTV car and then use homologation FIA 1565 Group 2 plus the FIA rules of 1st Jan 1970 and have them installed to run in FIA Group 2 in 1970/71. The second way was to use any 1750 GTV USA LHD car that had been homologated as a GTAm and this time use the homologation FIA 1576 Group 2 variation 3/2V and have them installed to run in FIA Group 2 in 1970/71. In 1972 FIA rules changed and 1750 GTVs could not race with aluminum doors and boot lid in FIA events.

Dieser 1750 GTV der ersten Serie mit stehenden Pedalen wurde im Oktober 1969 in die Schweiz ausgeliefert und erstmals zugelassen. Aufgrund des laufenden Modellwechsels, hat der Wagen bereits die Blinker und Stossstangen der zweiten Serie. Der Alfa Romeo hat nur einen eingetragenen Halter seit seiner Auslieferung, verbrachte aber die letzten 13 Jahre in der Sammlung eines Markenliebhabers. Die originale Bordmappe mit Betriebsanleitung und Serviceheft ist vorhanden. Der Motor wurde vor einigen Jahren revidiert und mittels leichterem Schwungrad und einer Sportnockenwelle optimiert. 2019 erhielt das Fahrzeug einen Neulack im Originalfarbton „Giallo Ocra“. Dieser seltene GTV steht auf 14“ GTA-Style Rädern und befindet sich in sehr gutem Allgemeinzustand. Die letzte MFK erfolgte im Mai 2003. Für einen Schweizer Käufer wird das Fahrzeug nach der Auktion frisch vorgeführt. Cette 1750 GTV première série à pédalier ancré au plancher a été livrées et immatriculées pour la première fois en Suisse en octobre 1960. Produite au moment du restylage, la voiture arbore d’ores et déjà les clignotants et les pare-chocs de la deuxième série. L’Alfa-Romeo a eu un seul propriétaire enregistré depuis sa livraison, mais elle a passé les 13 dernières années de sa vie dans la collection d’un amoureux de la marque. Le classeur de bord d’origine avec le mode d’emploi et le carnet de service se trouve toujours dans la voiture. Révisé il y a quelques années, le moteur a été optimisé avec un volant-masse plus léger et un arbre à cames Sport. En 2019, la voiture a été repeinte dans sa couleur originale « Giallo Ocra ». Elle possède des jantes style GTA de 14 pouces et son état général est très bon. La dernière expertise remonte à mai 2003. Pour un acheteur suisse, l‘expertise cantonale sera obtenue à l’issue de la vente.

The Giulia GT is certainly one of Giugiaro’s outstanding designs and an all time classic. This first Series 1750 GTV, a sought-after early Veloce version, still with floormounted pedals, was sold new in Switzerland in October 1969. Alfa introduced changes in its production on a running basis, so this car was delivered with bumpers and indicators from the second series. The Alfa has only had one registered keeper but spent the last 13 years with an Alfa enthusiast and collector. The original document folder with service booklet and owner’s manual is still with the car. The engine received an overhaul a number of years ago and a lightened flywheel and a sports camshaft provides some extra punch. In 2019 this beautiful Giulia was repainted in its original shade of “Giallo Ocra”. It also sports 14-inch GTA-style rims and presents itself in very good overall condition. The most recent MOT has been completed in May 2003. For a Swiss buyer, a new MOT will be completed after the auction. 27

Lot 113 7‘824 cars in-line 4 cylinder 1‘275 cc 75 hp at 6‘000/min Estimate CHF 55‘000 - 65‘000 Story www.conceptcarz.com Photos Daniel Reinhard / OG

1967 Morris Mini Cooper 1275 S Mk 1 Chassis # KA2S4L956380 The British Motor Corporation came into existence in 1952 by the merging of two manufacturers, Nuffield Motors and Austin. Nuffield was known for its Morris line of vehicles, while Austin had its ‚Seven‘ model line. The transition for the two manufacturers was difficult and had been forced out of necessity. After World War II, many vehicle manufacturers could not stay in business due to destroyed factories, recovering economies, strained resources, and lack of funds. Combining the two companies was a means to stay in business.

A fuel shortage was occurring. German engineers quickly adapted and began producing fuel-efficient vehicles. Examples include the Volkswagen Beetle. Leonard Lord, Chairman of BMC and former head of Austin, commissioned Sir Alec Issigonis to design a vehicle to compete with the German-made vehicles. Alec Issigonis was a graduate of Battersea Technical College. After graduation he worked as a draftsman for a plethora of engineering projects. Later, he joined 28

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Morris Motors where he was tasked with creating and fitting suspensions to the Morris vehicles. Issigonis was outfitted with requirements to create a fuel-efficient, affordable, safe vehicle capable of carrying four individuals including luggage. To save on development costs, it was requested that an existing BMC engine be used. What he created was a vehicle that sat atop of 10 inch wheels. By using smaller wheels there was little need for wheel wells. The car was expected to carry four individuals; the combined weight of the passengers being greater than the entire vehicle. A suspension was needed that could accept this pay-load. With his prior experience creating and working with suspensions, Issigonis designed a rubber cone suspension.

A 950 cc, four cylinder, BMC engine was selected. It was mounted in the front and expected to power the front wheels, a system that was revolutionary at the time. Instead of mounting the engine longitudinally, it was placed transversely. The transmission was placed under the engine due to space constraints.

When Issigonis presented his designs and recommendations to Lord in 1958, changes were requested. Instead of the 950 cc engine, a 34 horsepower, 848 cc engine would be used, making the vehicle slower but more importantly, more safe. The other request was to make the vehicle two inches wider. There were two versions of the car when it was first introduced on August 26, 1959. The only difference between the 1959 Austin and Morris versions was their badges. John Cooper had designed vehicles that successfully won the Formula One championships in 1959 and 1960. He proposed a marriage between his 1000 cc Formula Junior engine with the Mini. Lord approved the idea and in 1961 the Mini Cooper was born. It was fitted with a 997 cc engine producing 55 horsepower. Later, the Cooper S came into being with the advent of the 970 cc and the 1275 cc engine - the latter capable of 76 horsepower. From 1964 through 1967 the little car dominated the Monte Carlo Rally. The car easily achieved these victories using a 91 horsepower engine.

Originaler Mini Cooper S 1275 Mk 1 aus Schweizer Auslieferung. Karosserie und Interieur wurden vor einigen Jahren restauriert. Der Motor wurde komplett revidiert, leider sind hierzu keine Belege vorhanden. Ehrliches Fahrzeug in sehr gutem Zustand, idealer Begleiter für verschiedenste Oldtimer-Rallyes. Letzte MFK als Veteranenfahrzeug im Juni 2016. Mini Cooper S 1275 Mk 1 d’origine livrée en Suisse. Carrosserie et intérieur ont été restaurés il y a quelques années. Le moteur a été complètement révisé ; malheureusement, aucun dossier ne l’atteste. Voiture honnête en très bon état et compagnon de route idéal pour divers rallyes de classiques. La dernière expertise vétéran remonte à juin 2016.

Minis became more than just a practical car, they became a fashion statement. This, combined with their practicality, fuel efficiency, and success on the race track, created an overwhelming demand for the little car.

This is an original, Swiss delivered Mini Cooper S 1275 Mk 1. The coachwork and interior were restored a number of years ago. The motor was overhauled, unfortunately no records remain for this. An honest car in very good condition and the perfect companion to a variety of classic rallies. The most recent Veteran MOT was completed in June 2016. 29

Lot 114 24‘000 cars V8 5‘982 cc 304 hp at 4‘800/min Estimate CHF 40‘000 - 50‘000 Story www.hagerty.com Photos Oldtimer Galerie

1957 Cadillac Series 60 Special Fleetwood Chassis # 5760132970 The US auto industry famously entered a period of excess in 1957, one that would peak in 1959. Leading the way was Cadillac, whose 1959 tailfins, love them or hate them, remain a benchmark for 1950s car design. Bodywork was starting down the “flivvers dripping with chrome” route in 1957 and the redesigned Fleetwood Sixty Special gave a taste of things to come. Cadillac had introduced the new X-frame for 1957, which was stronger and more rigid but also allowed cars to be lower without sacrificing interior space. The Sixty Special was changed from a four-door sedan to four-door hardtop. The 133inch wheelbase remained the same, but the whole automobile was much lower. The vertical chrome trim was stripped off the flanks for the first time in 15 years, but the trade-off was a huge, eye-catching alloy panel that stretched the entire length of the rear fenders below the beltline.

Under the hood, the 365 cubic inch Cadillac V-8 now cranked out 300 bhp and with an optional dual four-barrel carburetor the number climbed to 325 bhp. The parking brake was changed to a foot brake, which automatically disengaged when the car 30

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was put in gear, and air conditioning was repositioned to underneath the dash instead of in the trunk. The changes paid off and the Sixty Special was a hit with 24,000 units sold, up from 17,000 the year before.

General Motors observed its 50th anniversary in 1958, but it wasn’t all festivities and self-congratulating as the market slumped alarmingly. Cadillac sales dropped from 146,841 units to 120,246 and Sixty Special sales dropped almost 50 percent, from 24,000 to 12,900, despite numerous changes and improvements including a jump in power from the 365 cubic-inch V-8 to 310 bhp and 335 bhp from the dual four-barrel op-tion. All Cadillacs now had four headlights, and power door locks were an option, as was the advanced but distressingly unreliable air suspension. The Sixty Special was cloaked with even more trim than the year before, with the entire rear fender covered in ribbed alloy and bordered by brightwork. The grille was a fence of bright, floating “cleats”, looking almost as if the car was fitted with braces. Rubber-tipped bumper overriders were also

placed further apart. 1958, the last year for the sixth generation of the Sixty Special, was also the last year that Sixty Special script actually appeared on the car. Tailfins got more flamboyant in 1959 before the Sixty Special gradually became more restrained in its looks, so the 1957-58 cars offer the quintessential 1950s American look along with legendary Cadillac comfort and performance.

The Series 60 Special Fleetwood was one of the most expensive Cadillacs in 1957. With a price tag of CHF 41’000, the car was more expensive than an Aston Martin DB2/4 and cost nearly as much as a Ferrari 250 GT. Fully optioned with automatic gearbox, electrically adjustable seats and electric windows as well as a record player in the glovebox, these Cadillacs really didn’t leave much to be desired. This example has been in Switzerland for many years and received a restoration about 11 years ago. At the same time, in the interest of safety, the brakes were modified to a dual circuit system and discs at the front. This most imposing limousine is in very good condition and, with its abundance of chrome and fins, represents the American way of drive like nothing else. Let others practice restraint! The most recent Swiss veteran MOT was passed in June 2013.

Der Series 60 Special Fleetwood war eines der teuersten Cadillac Modelle des Baujahres. Mit einem Neupreis von CHF 41‘000.- war der Wagen teurer als ein Aston Martin DB 2/4, und beinahe gleich teuer wie ein Ferrari 250 GT. Voll ausgestattet inklusive automatischem Getriebe, elektrischen Sitzen und Fenstern sowie Plattenspieler im Handschuhfach liess dieser Cadillac wirklich nicht viele Wünsche offen. Seit vielen Jahren in der Schweiz, wurde der Wagen vor ca. 11 Jahren restauriert und, zur Verbesserung der Sicherheit, mit einem Zweikreis-Bremssystem und Scheibenbremsen vorne ausgerüstet. Diese imposante Limousine befindet sich in sehr gutem Zustand und verkörpert mit viel Chrom und grossen Heckflossen den typischen „american way of drive“ der späten 50er Jahre. Die letzte MFK als Veteranenfahrzeug erfolgte im Juni 2013. La Series 60 Special Fleetwood était l’une des Cadillac les plus onéreuses en 1957. Avec un prix de 41 000 CHF, la voiture coûtait plus cher qu’une Aston Martin DB2/4 et presque autant qu‘une Ferrari 250 GT. Avec un équipement sans lacune – boîte automatique, sièges et vitres électriques ainsi que tourne-disque dans la boîte à gants – cette Cadillac comblera les plus exigeants. En Suisse depuis plusieurs années déjà, elle a été restaurée il y a à peu près onze ans et, pour améliorer la sécurité, a reçu un circuit de freinage double avec des freins à disques à l’avant. C’est imposante limousine est en très bon état et, avec cette débauche de chrome et ses immenses ailerons à l’arrière, incarne l’« American way of drive » de la fin des années 50. La dernière expertise vétéran remonte à juin 2013.

Lot 115 456 cars V8 7‘206 cc 284 hp at 4‘800/min Estimate CHF 90‘000 - 110‘000

1974 Jensen Interceptor III Convertible Chassis # 2311 1505 The combination of an American engine into an European sports car had worked well for Allard. After a chance meeting of Nash-Kelvinator CEO George W. Mason and Donald Healey aboard the Queen Elizabeth, the result was the Nash Haley, a British/ American effort that produced a sleek and stylish car. Perhaps one of the most famous unions was Carrol Shelby‘s marriage of a European body with American power resulting in the AC/Shelby Cobra.

Story www.conceptcarz.com Photos www.zwischengas.com

Jensen is another example of American powered sports cars with a European flare. However, their car went a step beyond and featured exclusive luxury in a performance packaged machine. In 1966, Jensen introduced the Interceptor as a Grand Touring car with design work by Carrosseria Touring of Italy. It had classic sports car styling with plenty of power thanks to the 440 cubic-inch Chrysler V8 engine that was more than adequate to move the 3,500 pound Interceptor.

At the March, 1974 Geneva Motor Show, the Interceptor Convertible made its debut. It used the same tubular chassis as its fixed-head sibling plus the addition of strengthened sill sections and windscreen pillars. It had the same independent coil and wishbone front suspension, a ‚live‘ rear axle and four-wheel disc brakes. Power was from a 440 cubic-inch Chrysler V8 engine mated to a TorqueFlite automatic transmission. Zero-to-sixty was achieved in 7.6 seconds and had a top speed of 126 mph. Celebrities who purchased an opentop Interceptor included Cher, Frank Sinatra, Lynda ‚Wonder Woman‘ Carter and financier Winthrop P. Rockerfeller.

In late 1975, it was upgraded with the introduction of the ‚Qvale dashboard,‘ a full-width wooden affair. It remained in production for just two years and during that time, 267 examples were sold. 87 of those were supplied to the home market. The Interceptor was powered by Chrysler V8 engines beginning with the 6276 cc with optional manu-

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al or TorqueFlite automatic transmissions that drove the rear wheels in a conventional Salisbury rear axle through a limited slip differential. Producing 335 hp SAE gross or 270 hp SAE net was the 383 c.i. in 1970. Only producing 250 hp SAE net in 1971, this engine was detuned by Chrysler for use with regular gas only and the automotive company chose instead to the use the 440 c.i. Chrysler engine for 1971. Two available offerings for 1971 were two 440 c.i. engines, one with a 4-barrel carb producing 305 hp SAE net, and the other with three 2-barrel carbs producing 330 SAE net, only available in 1971. Holding the distinct honor of being the most powerful Jensen built car, only 232 Interceptors were made with the impressive 440 Six Pak. The 440 c.i. engine with three 2-barrel carbs weren‘t available for 1972 and the 440 c.i. engine still available was detuned to 280 SAE net. Through 1976 Chrysler continued to offer a high performance 440 c.i. engine when it only pumped 255 hp SAE net.

The Jensen Interceptor was in production from 1966 through 1976 at the Kelvin Way factory near Birming-ham, England. Standard equipment included power windows, power steering, air conditioning and reclining front bucket seats.

One of only 456 original Jensen Interceptor dropheads (or convertibles) built. Coachwork and interior were both restored a number of years ago and are in outstanding condition. The easy to maintain and utterly reliable Chrysler mechanicals are in very good shape. Rare and even classic rally-proven car which will doubtless provide immensive pleasure to a new owner. The most recent Swiss Veteran MOT was performed in December 2019. Eines von nur 456 originalen Jensen Interceptor Cabriolets. Karosserie und Interieur wurden vor einigen Jahren restauriert und befinden sich in hervorragendem Zustand. Die problemlose Chrysler Technik befindet sich in sehr gutem Zustand. Seltenes und Rallyerprobtes Fahrzeug welches einem künftigen Besitzer viel Freude bereiten wird. Die letzte MFK als Veteranenfahrzeug erfolgte im Dezember 2019. En cabriolet, la Jensen Interceptor n’a été fabriquée qu’à 456 exemplaires. La carrosserie et l’habitacle, restaurés il y a quelques années, sont en excellent état. La mécanique Chrysler sans souci est elle aussi dans un très bon état. Véhicule rare qui a même tâté du rallye, elle procurera énormément de plaisir à son futur propriétaire. La dernière expertise vétéran remonte à décembre 2019.

Lot 116 1‘170 cars (incl. SS) V8 4‘709 cc 310 hp at 5‘500/min Estimate

1968 Maserati Ghibli 4700 Chassis # AM115 478 The Maserati Ghibli was an Italian gran turismo produced from 1967 to 1973. With its long, sleek Giugiaro-styled steel body and aggressive posture, the car debuted at the Turin Motor Show in 1966 to much fanfare.

CHF 275‘000 - 295‘000 Story www.hagerty.com Photos Oldtimer Galerie

Ghiblis share their underpinnings and mechanicals with the Mexico 2+2 coupe and Quattroporte sedan, and power came from a dry-sump, twin-cam 4.7-liter V-8. The engine breathed through four twin-choke Weber carburetors, produced 310 horsepower and 341 ft-lb of torque, and was mated either to a ZF five-speed manual or three-speed automatic transmission. Top speed was rated at 154 mph, with 60 mph coming in just under seven seconds. The Ghibli benefitted from four-wheel disc brakes, with double wishbone suspension, coil springs and an antiroll bar up front, and leaf springs and an anti-roll bar in the back. Twin 13-gallon fuel tanks fed the thirsty V-8. With a curb weight of 3,637 pounds, it was no lightweight, but no one ever seemed to lament a lack of performance. As if the standard Ghibli weren‘t enough, in 1969 Maserati unveiled the Ghibli SS, which carried the same powerplant, but enlarged to 4.9 liters. Horsepower was 34

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bumped up accordingly, to 335, and the SS topped out at 175 mph, making the car the fastest production Maserati. SS Ghiblis came fully loaded, with niceties such as leather seating, tinted power windows, a heated rear window, air conditioning, and more. Also available in 1969 was the Ghibli Spyder and SS Spyder. Mechanically, each was identical to the coupe on which it was based, but while the hard top car was a 2+2, the Spyders were strictly two-seaters. A factory hard top was available, though only a handful were ordered so equipped.

In 1970, minor changes appeared on the Ghibli, with revisions made to the headlights, dash, and headrests. In 1973, the Ghibli‘s final year of production, only SS variants were offered. When the model gave way to its Khamsin successor, a total of 1,170 coupes had been built, and only 125 Spyders—25 of which were SS models. While the Maserati Ghibli may have lacked the V-12 cachet of its Ferrari Daytona rivals, the gorgeous gran turismos never lacked for power, sophistication, or admirers. The same can be said today.

This breathtakingly beautiful coupé was registered new in Switzerland on the 20th June 1968. Research on the Ghibli has found two owners before the vendor was able to buy the car in very poor state in 2006. A 10 year meticulous restoration was carried out with a view to maintain originality as much as possible. The (matching-number) engine, the gearbox, axle, suspension and brakes were all thoroughly overhauled. The body was restored and starting with the bare metal, it received a primer, two coats of paint as well as three coats of clear varnish in the original shade of „oro metallico“. The interior received a thorough cleaning and the seats, as well as the middle console and the instrument panel were covered in new Conolly hide. The giant effort was rewarded in May 2017 with a successful Veteran MOT. This Maserati offers a chance to buy a much sought after first series example (with the more beautiful and desirable instrument panel) in its absolute original specification and in outstanding condition. Dieses wunderschöne Coupé wurde am 20. Juni 1968 erstmals in der Schweiz zugelassen. Die Recherchen ergaben, dass der Maserati zwei eingetragene Halter hatte, bevor er 2006 vom Einlieferer in desolatem Zustand erworben wurde. Während der nächsten 10 Jahre hat dieser den Maserati so originalgetreu wie möglich restauriert. Der Matching-Numbers Motor, das Getriebe, die Achsen und die Bremsen wurden komplett revidiert. Die Karosserie komplett restauriert und ab dem blanken Blech mit Gundierung, zwei Lackschichten sowie drei Klarlackschichten im Originalfarbton „oro metallico“ neu lackiert. Bei der Innenausstattung wurden die originalen Teppiche sowie sämtliche Paneele gründlich gereinigt und die Sitze mit neuem Conolly-Leder neu aufgebaut. Die Mittelkonsole und die Instrumententafel wurden ebenfalls neu bezogen. Der enorme Aufwand wurde im Mai 2017 durch die erfolgreiche MFK als Veteranenfahrzeug belohnt. Hier bietet sich die äusserst seltene Gelegenheit einen Ghibli der ersten Serie in absolut originalgetreuer Konstellation und in hervorragendem Zustand zu erwerben.

Ce coupé d’une rare beauté a été immatriculé neuf en Suisse le 20 juin 1968. Les recherches ont révélé que la Maserati avait eu deux propriétaires enregistrés avant d’être rachetée en 2006 – dans un état désolant – par le vendeur. Au fil des 10 dernières années, cette Maserati a été restaurée de la façon la plus fidèle possible à l’original. Le moteur (matching numbers), la boîte de vitesses, les essieux, la suspension et les freins ont révisés de A à Z. La carrosserie a été restaurée frame off apprêt sur la tôle nue, deux couches de peinture et trois couches de vernis transparent dans sa teinte d‘origine « oro metallico ». Dans l’habitacle, les moquettes d’origine et tous les panneaux ont été nettoyés minutieusement alors que les sièges ont été rhabillés avec un cuir Conolly neuf. La console centrale et le tableau de bord ont également été reconditionnés. Cette débauche d’effort a été récompensée en mai 2017 avec l’obtention du statut de vétéran. Cette Ghibli offre l’opportunité extrêmement rare d’acheter un exemplaire de la première série dans sa constellation absolument d’origine et dans un état exceptionnel.

Lot 117 15 cars (Coupé) in-line 6 cylinder 2‘993 cc 108 hp at 4‘000/min Estimate

1957 Alvis TC 108 G Graber Special Chassis # 25929 Alvis began in the years before the First World War, as its founder Thomas John began learning about production through Armstrong Whitworth Armaments and SiddeleyDeasey light cars. John then bought a small foundry in London and started producing cars.

CHF 115‘000 - 125‘000 Story www.hagerty.com Photos Daniel Reinhard

After John passed away in 1946, a man by the name of J.J. Parkes took over the company. In 1950 a new chassis based on the TA14 and six-cylinder 3–litre engine was announced and this highly successful engine became the basis of all Alvis models until production ceased in 1967. Saloon bodies for the TA 21, as the new model was called, again came from Mulliners of Birmingham as they had for the TA 14, with Tickford producing the dropheads. But with the first of these committing themselves in October 1954 to supply only Standard Triumph who purchased it in 1958 and the second being acquired by David Brown owner of Aston Martin Lagonda in late 1955, it was becoming clear that new arrangements would have to be made. Some of the most original and beautiful designs on the 3 Litre chassis were being produced by master coachbuilder Carrosserie Herman Graber of Switzerland and indeed these often one-off–designed cars are highly sought after today. Graber had begun to use TA 14 chassis soon after 36

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the war building three Tropic coupés which were much admired. When the Three Litre chassis was introduced his bodies displayed at the Geneva Motor Shows in 1951 and 1952 attracted sufficient interest for Graber to set up a standing order of 30 chassis per year. Swiss-built Graber coupés were displayed on the Alvis stand at both Paris and London Motor Shows in October 1955. With a licence in place, from late 1955 all Alvis bodies became based on Graber designs however few chassis and few bodies were built over the next two years. Around 15 or 16 TC108/Gs were built by Willowbrook Limited of Loughborough and Willowbrook was subsequently taken over by Duple Coachbuilders. Over the same two years Graber built 22 TC 108Gs and complained that if he had received chassis he would have committed himself to buying 20 a year.

Only after late 1958 with the launch of the TD 21 did something resembling full-scale production resume as Rolls-Royce subsidiary Park Ward began to build the new bodies now modified in many small ways. These cars, the TD 21 and its later variants, the TE 21 and finally the TF 21 are well built, attractive and fast cars. However it was clear by the mid-1960s that with a price tag of nearly double that of the mass-produced Jaguar, the end could not be far off.

This TC 108 G FHC, one of only 15 examples built, was purchased by the vendors grandfather on the 17th of May 1957 through the official Alvis agent in Switzerland, Hermann Graber in Wichtrach. In 1961 the owner decided to exchange the car for a new Graber bodied TD21. In June of the same year, Hermann Graber sold the TC to his trusted woodwork specialist Alfred Bieri, a furniture manufacturer in Rubigen near Bern. He had the car converted to full four-seater configuration together with a color change from light beige to blue. The red Connolly leather interior remained unchanged however. In 1974 the TC appeared in the USA, still wearing its Swiss export number plates. It appears that the car then went through an eventful period until, in 1986, it was discovered in a rather dilapidated stage in a Daytona junk yard by Alvis collector Wayne Brooks. He bought the car with the intention of restoring or using it for spares. The TC 108 G was put in storage but the planned restoration was never started. In 1995, British Alvis connoisseur and specialist Nick Simpson (Early Engineering Ltd in the UK) bought the wreck unseen and he finally commissioned a complete restoration which took place between 1996 and 2000. Simpson decided to have the Alvis painted in “acqua verde”, the color it still wears today and have the interior retrimmed in beige. He also installed the (very desirable) 5-speed ZF gearbox and changed the front brakes to discs. All restoration work has been carefully documented of course. On completion the Alvis was frequently shown at meetings and events until, in 2007, the vendor found out, that his grandfather’s Alvis Coupé was on the market once more. He immediately travelled to the UK and bought the car on the spot. In March 2008 the TC finally returned to its place of origin and was registered with a Veteran status. Always carefully maintained and cherished, this rare Alvis still presents in very good condition with its last (Veteran-) MOT completed in April 2015. Als eines von nur 15 gebauten TC 108 G Coupé wurde dieses Fahrzeug am 17. Mai 1957 durch den Grossvater des Einlieferers bei Hermann Graber in Wichtrach gekauft. Bereits 1961 tauschte dieser den Wagen gegen einen neuen TD 21, ebenfalls mit Graber Karosserie, ein. Im Juni des Jahres verkaufte Graber den Wagen an seinen Fachmann für Holzarbeiten, den Möbelfabrikanten Alfred Bieri in Rubigen bei Bern. Dieser liess den Wagen zum vollwertigen 4-Plätzer umbauen, und von ursprünglich hellbeige auf blau umlackieren. Die damals rote Connolly Innenausstattung wurde beibehalten. Ungefähr 1974 tauchte das Coupé, immer noch mit Schweizer Exportkennzeichen versehen, in den USA auf. Hier scheint der Wagen eine bewegte Geschichte erlebt zu haben, bis er schliesslich 1986 vom amerikanischen Alvis Liebhaber Wayne Brooks als Restaurationsobjekt bzw. Teileträger auf einem Schrottplatz in Daytona erworben wurde. Der TC 108 G wurde eingelagert, die geplante Restauration jedoch nie begonnen. 1995 kaufte der englische Alvis Spezialist und Liebhaber Nick Simpson (Early Engineering Ltd) das Wrack ungesehen. Von Dezember 1996 bis April 2000 wurde der Graber Special komplett restauriert und neu aufgebaut. Simpson entschied sich für die aktuelle Aussenfarbe „aqua verde“ und eine Lederausstattung in beige, und montierte zudem ein ZF 5-Gang Getriebe sowie Scheibenbremsen an der Vorderachse. Eine Fotodokumentation und sämtliche Belege zu den ausgeführten Arbeiten ist vorhanden. Nach

der Fertigstellung durfte das Coupé seine Zuverlässigkeit einige Jahre mit Fahrten zu diversen Treffen und Veranstaltungen beweisen. 2007 erfuhr der Einlieferer, dass das Alvis Coupé seines Grossvaters zum Verkauf stehe, worauf er nach England reiste und den Wagen erwarb. Im März 2008 gelangte der Graber wieder in seine Heimat und wurde erfolgreich als Veteranenfahrzeug zugelassen. Stets gut gewartet und liebevoll gepflegt, befindet sich der TC 108 G in sehr gutem Zustand. Die letzte MFK als Veteranenfahrzeug erfolgte im April 2015. Cette voiture, l’un de seulement quinze TC 108 G Coupé construits, a été acquis par le grand-père du vendeur, le 17 mai 1957, chez Hermann Graber, à Wichtrach. Mais, dès 1961, il l’échange contre une nouvelle TD21, elle aussi à carrosserie Graber. En juin de la même année, Graber revend la TC à Alfred Bieri, son spécialiste du travail du bois et ébéniste à Rubigen, près de Berne. Celui-ci fait transformer la voiture en une quatre-place à part entière et la fait repeindre de son beige clair d’origine en bleu. Il conserve toutefois l’aménagement intérieur en cuir Connolly rouge. Vers 1974, la TC ré apparaît aux ÉtatsUnis, toujours avec ses plaques d’exportation suisses. La voiture semble dès lors avoir vécu une période mouvementée avant d’être finalement rachetée, en 1986, dans une casse de Daytona par un amateur d’Alvis américain, Wayne Brooks, comme objet de restauration ou banque d’organes. La TC 108 G a donc été mise de côté, mais la restauration prévue n‘a jamais eu lieu. En 1995, un amoureux et spécialiste d’Alvis britannique, Nick Simpson (Early Engineering Ltd), achète alors l’épave en l’état. De décembre 1996 à avril 2000, la Graber Special est complètement restaurée et assemblée. Simpson choisit la couleur de carrosserie actuelle « acqua verde » et une sellerie cuir beige. Il fait aussi installer une boîte ZF à cinq vitesses ainsi que des freins à disques à l’avant. Une documentation photographique et la totalité des justificatifs des travaux accomplis sont jointes à la voiture. Après son achèvement, le coupé a pu administrer la preuve de sa fiabilité durant plusieurs années lors de concentrations et d’événements divers. En 2007, le vendeur apprend que le Coupé Alvis de son grand-père est à vendre et il se rend donc au Royaume-Uni pour acheter la voiture. En mars 2008, la Graber retrouve son lieu d‘origine et obtient le statut de vétéran. Toujours soigneusement et amoureusement entretenue, la TC 108 G est en très bon état. La dernière expertise vétéran remonte à avril 2015.

Lot 118 803 cars V12 4‘390 cc 320 hp at 6‘600/min Estimate CHF 300‘000 - 350‘000 Story www.topspeed.com Photos Oldtimer Galerie

1970 Ferrari 365 GT 2+2 Chassis # 365GT13565 In its early days, Ferrari had an interesting take on grand touring cars. Although there were quite a few that had GT in their name, these tended to be essentially just slightly more comfortable versions of Ferrari’s race cars. The exception were the America cars, bigger cars with more comfortable interiors and more luggage space for use, as the name implies, in a country where distances were much greater and road trips lasted much longer. These were built in very small numbers, but by the end of the ’50s, Ferrari had realized that this same idea could work in a mass market car, and the 250 GT/E that followed was such a massive hit as to become the primary reason that Ferrari was able to remain solvent through the ’60s. So popular was the 250 GT/E that Ferrari followed it up with the 330 GT 2+2. And while more early 330s were nothing more than 250s with bigger engines, the 2+2 was an actual new car, designed to be a comfortable grand tourer. This car was an even bigger hit than the GT/E, and when Ferrari debuted the 365, the 365 GT 2+2 became the most popular of all the 365 body styles. As with other Ferrari models in the ’50s and ’60s, there were a variety of different versions of the 365, and each has a slightly different sort of a look to it. This included the 365 GTB/4, also known as the Daytona, and the mid-engine 365 GT4 Berlinetta Boxer, neither of which looked anything like the 2+2. But it still didn’t hurt sales too much that the same year the 2+2 debuted, the fastest production car in the world at the time (the Daytona) was also designated as a 365. But one good thing about the 2+2, at least from the perspective of keeping the different cars straight, was that there was only one 2+2 body, designed and built by Pininfarina.

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The 2+2 was first shown at the Paris Auto Show in 1967 and went on sale in 1968. It was the largest and most luxurious Ferrari ever made at that point, and it caused quite a stir. The car’s styling is most similar to that of the 365 GTC/GTS, but made slightly longer to accommodate the back seat. The interior of the 2+2 is vastly different from not only Ferrari’s sports cars of the time, but it is even a departure from the prancing horse’s other GT cars. Gone are the bare metal dash and cramped spaces of earlier 250s. The 365 GT 2+2 came with power windows, a stereo and was the first production Ferrari to have standard air conditioning for North America. There is leather upholstery on everything, and there are even armrests.

Those expecting nothing more than a token back seat will be surprised to see one that is as spacious and comfortable as you could expect to see in any 2+2 of the day. The back seat has a center armrest and an ash tray (it was the ’60s), suggesting that Ferrari intended for adults to sit back there. Unfortunately, this is the last production Ferrari to get a wooden steering wheel.

This gorgeous „Queen Mary“, one of the last true Enzo Ferrari period cars before the FIAT takeover, in its original shade of „Marrone Colorado“ was delivered to official agent S.A.V.A.F. in Geneva in 1970 and registered for the first time in October of the same year. Since 2008 the car has been with its current owner and in 2008/9 was completely restored (photo documentation included) by a reputed Ferrari-specialist. The car is equipped, amongst others, with the desirable (and available only as a costly option) Borrani wire wheels, an enlarged radiator and more powerful alternator. The 365 GT 2+2 is Ferrari Classiche certified and presents itself in outstanding condition, with a Swiss registration and the most recent Veteran MOT completed in August 2015.

From the early ’60s to the late ’60s, Ferrari dramatically increased the size of the V-12 engines going into its cars. The 250 models from the beginning of the decade had 3.0-liter power plants, while the 365 bumped displacement way up to 4.4 liters. But for all of that extra displacement, they didn’t produce a whole lot more power than some of the later and more powerful 250s, with the GTO making 300 horsepower to the 265 GT 2+2’s 320 horsepower.

Diese wunderschöne „Queen Mary“ in der Originalfarbe „Marrone Colorado“ wurde im Juli 1970 an die S.A.V.A.F. in Genf geliefert und im Oktober des Jahres erstmals zugelassen. Seit 2008 befindet sich der Wagen im Besitz des Einlieferers und wurde 2008/09 durch einen namhaften Ferrari-Spezialisten komplett restauriert und revidiert. Eine Fotodokumentation hierzu ist vorhanden. Der Wagen verfügt über Borrani Speichenräder, einen grösseren Kühler, eine stärkere Lichtmaschine, etc. Der 365 GT 2+2 ist Ferrari Classiche zertifiziert, befindet sich in hervorragendem Zustand, und besitzt einen Schweizer Fahrzeugausweis mit der letzten MFK als Veteranenfahrzeug im August 2015. Cette magnifique « Queen Mary » dans sa couleur originale « Marrone Colorado » a été livrée à la S.A.V.A.F., à Genève, en juillet 1970 et a reçu sa première immatriculation en octobre de la même année. La voiture appartient au vendeur depuis 2008 et a été entièrement restaurée en 2008/09 (dossier photographique à l’appui) par un spécialiste réputé de Ferrari. La voiture est équipée de roues à rayons Borrani, d’un plus gros radiateur, d’un alternateur plus puissant, etc. La 365 GT 2 + 2 est certifiée Ferrari Classiche, se trouve en excellent état et possède des papiers suisses avec une dernière expertise vétéran remontant à août 2015.

But the new engines made a lot more torque, 217 pounds-feet in the smaller 250 engine compared to 308 pounds-feet in the 365 engine. The bigger engine also reached peak horsepower lower in the rev band, at 6600rpm instead of 7500rpm. In all, the power was much more usable in everyday situations, a more important quality than peak horsepower numbers when you’re talking about a grand tourer. There was power steering and power brakes as well, adding to the ease of driving. The 2+2 was also the first Ferrari with independent rear suspension, a self-leveling setup developed jointly between Ferrari and Koni.

Lot 119 468 cars (440-6, 4-Speed, TP) V8 7‘206 cc 394 SAE hp at 4‘700/min Estimate CHF 95‘000 - 115‘000 Story www.conceptcarz.com Photos Oldtimer Galerie

1970 Plymouth `Cuda 440 Six-Pack Chassis # BS23V0B138051 The first series of the Barracuda was produced from 1964 through 1969, distinguished by its A-body construction. From 1970 through 1974 the second series was produced using an E-body construction. In 1964, Plymouth offered the Barracuda as an option of the Valiant model line, meaning it wore both the Valiant and Barracuda emblems. The base offering was a 225 cubic-inch six-cylinder engine that produced with 180 horsepower. An optional Commando 273 cubic-inch eight-cylinder engine was available with a four-barrel carburetor, high-compression heads and revised cams. The vehicle was outfitted with a live rear axle and semi-elliptic springs. Unfortunately, the Barracuda was introduced at the same time, separated by only two weeks, as the Ford Mustang. The Mustang proved to be the more popular car outselling the Valiant Barracuda by a ratio of 8 to 1.

The interior was given a floor-shifter, vinyl semi-bucket seats, and rear seating. The rear seats folded down allowing ample space for cargo.

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By 1967, Plymouth redesigned the Barracuda and added a coupe and convertible to the model line-up. To accommodate larger engines, the engine bay was enlarged. There were multiple engine offerings that ranged in configuration and horsepower ratings. The 225 cubic-inch six-cylinder was the base engine while the 383 cubic-inch 8-cylinder was the top-of-the-line producing 280 horsepower. That was impressive, especially considering the horsepower to weight ratio. Many chose the 340 cubic-inch eight-cylinder because the 383 and Hemi were reported to make the Barracuda nose-heavy while the 340 offered optimal handling.

In 1968 Plymouth offered a Super Stock 426 Hemi package. The lightweight body and race-tuned Hemi were perfect for the drag racing circuit. Glass was replaced with lexan, non-essential items were removed, and lightweight seats with aluminum brackets replaced the factory bench, and were given a sticker that indicated the car was not to be driven on public highways but for supervised acceleration trials. The result was a car that could run the quarter mile in the ten-second range.

For 1969 a limited number of 440 Barracudas were produced, giving the vehicle a zero-to-sixty time of around 5.6 seconds. In 1970 the Barracuda were restyled but shared similarities to the 1967 through 1969 models. The Barracuda was available in convertible and hardtop configuration; the fastback was no longer offered. Sales were strong in 1970 but declined in the years that followed. The muscle car era was coming to a close due to the rising government safety and emission regulations and insurance premiums. Manufacturers were forced to detune their engines. The market segment was slowly shifting from muscle-cars to luxury automobiles. 1974 was the final year Plymouth offered the Barracuda.

Der angebotene `Cuda ist eines von nur 468 gebauten Fahrzeugen mit 3 Doppelvergasern, „Shaker“ Haube, „Pistol Grip“ 4-Gang Handschaltung und Track Pack. Vor einigen Jahren in der originalen Farbkombination „Sandpepple Beige“ mit schwarzem Vinyldach und weissen Sportsitzen komplett restauriert, eine Fotodokumentation ist vorhanden. Gemäss Chrysler Register handelt es sich um das einzig bekannte Fahrzeug in dieser Farb/Ausstattungskombination! Einmaliges Muscle-Car in sehr gutem und gepflegten Zustand. Letzte MFK als Veteranenfahrzeug im Juni 2016. La `Cuda proposé est l‘un des 468 exemplaires à 3 carburateurs double-corps, capot « Shaker », boîte manuelle à 4 vitesses avec pommeau « Pistol Grip » et Track Pack. Entièrement restaurée (documentation photos jointe) il y a quelques années en gardant la combinaison de couleurs d‘origine « Sandpepple Beige » avec toit en vinyle noir et sièges Sport blancs. Selon le registre Chrysler, il s’agit de la seule avec cette combinaison de couleurs et d’options ! Un spécimen unique de « Muscle-Car » en très bon état et bien entretenu. La dernière expertise vétéran remonte à juin 2016.

This `Cuda on offer, is one of only 468 examples delivered with the much sought after „tri-pack“ carburetor set-up, „shaker“-hood, „pistol-grip“ 4-speed manual box and track pack. Completely restored (photo documented) a number of years ago by keeping the original „sandpebble“ beige paint, black vinyl roof and white sports seats. According to the Chrysler registry this was the only example delivered with those extras and this color combination. A unique and fantastic specimen of the quintessential muscle car in very good and well cared for condition. The last Swiss MOT (incl. veteran status) was completed in June 2016. 41

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4425 &www.TheSwissAuctioneers.swiss */t"35t/"563t%&4*(/t)0-;t'&6&3t.&5"--

1963 Porsche-Diesel Junior 109

Lot 120

Chassis # 10915575 In the early 1930’s Prof. Dr. F. Porsche started design work on the “people tractor” right along with the design work of the “people car”. Eventually, both designs materialized into historical products that are still enjoyed by thousands of people 60 years later. Interestingly enough, the first design of the Volk-Schlepper had many similarities to the Volkswagen. It certainly did not look like a tractor of the 1950’s and 1960’s. Yes, it had 4 wheels, but that is where it ended. Prof. Dr. F. Porsche produced three prototype tractors in 1934, all equipped with gasoline engines. The Porsche diesel engine design with its unique air-cooled feature was just not quite ready for production at that time. Through numerous tests this design let to a fully developed air-cooled diesel engine with a power range from 14 hp to 55 hp. By the early 1950’s Prof. Dr. F. Porsche had designed 4 basic models, 1 cyl., 2 cyl., 3 cyl., and 4 cyl. versions, all have individual and interchangeable cylinders and heads. After WWII only companies in Germany who were producing farm tractors during and prior to WWII were allowed to continue producing those tractors. Since Porsche was not one of these companies, but had a very modern and unique design, it signed licensing agreements with the German company Allgaier GmbH and the Austrian company Hofherr Schrantz. By 1956 Mannesmann AG decided to get into the tractor business and bought the license for the Porsche diesel engine design and the Allgaier tractor design. They rebuilt and expanded the old Zeppelin factory just west of Friedrichshafen on Lake Konstanz to a state-of-the-art manufacturing facility with the most modern machine tool and assembly complex available at that time. PorscheDiesel tractors were produced in this facility until the end of 1963 by a division of Mannesmann AG, called Porsche-Diesel Motorenbau GmbH.

2‘500 tractors (Junior 109) 1 cylinder Diesel 875 cc 15 hp at 2‘250/min Estimate CHF 20‘000 - 25‘000 This cute Porsche tractor was first registered in Switzerland in 1974. The registration was issued by using the homologation of model 108. The Junior comes with the rare optional Gotec rear hydraulic system and was restored some years ago. The little tractor is in very good condition and will enrich every Porsche collection. Last Swiss MOT including veteran status completed in June 2014.

Story www.porsche-diesel.com Photos Oldtimer Galerie

Dieser hübsche Porsche Traktor wurde 1974 erstmals in der Schweiz zugelassen. Der Fahrzeugausweis wurde nach dem Typenschein für das Modell 108 erstellt. Der Junior verfügt über die seltene optionale Gotec Heck-Hydraulik und wurde vor einigen Jahren restauriert. Der kleine Traktor befindet sich in sehr gutem Zustand und stellt sicher eine Bereicherung für jede Porsche Sammlung dar. Die letzte MFK als Veteranenfahrzeug erfolgte im Juni 2014. Ce joli tracteur Porsche a été immatriculé pour la première fois en Suisse en 1974. Le permis de circulation a été délivré selon la réception par type du modèle 108. La Junior dispose du système hydraulique arrière optionelle de Gotec rare et a été restaurée il y a plusieurs années. Le petit tracteur est en très bon état et enrichira à coup sûr toute collection Porsche. La dernière expertise vétéran remonte à juin 2014.

We live passion!

RIWAX-Chemie AG | Tannholzstrasse 3 | CH-3052 Zollikofen | office.ch@riwax.com | www.riwax.com

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1994 Lancia Delta HF Integrale EVO 2 Chassis # ZLA831AB000585747 This beautiful Delta Integrale was originally delivered in Switzerland and handed over to its first lucky owner in November 1994. In November 2000 the Delta, with roughly 110’000 km on the counter, was sold to the second owner. At the end of 2002, with 126’000 km showing, he commissioned a cylinder head overhaul including the replacement of all valves. At 147’000 km the catalytic converter was replaced and at 151’000km the shock absorbers, the starter motor as well as cambelt and tensioner were renewed. In 2017 the coachwork received a partial restoration and in 2018 the EVO2 was finally bought by the current owner. This legendary Lancia is in very good condition and the 160’500 km are well documented with all service records and spare keys available. The Apex-Sports springs have been recorded in the car’s „carte grise“ and there is an approved document (Beiblatt) for the sports exhaust silencer. The most recent MOT has been completed in November 2016. Dieser wunderschöne Delta Integrale stammt aus Schweizer Auslieferung und wurde am 1. November 1994 an den Erstbesitzer übergeben. Im November 2000 wurde der Lancia mit knapp 110‘000 gefahrenen km vom zweiten Besitzer übernommen. Ende 2002, bei knapp 126‘000 km liess dieser den Zylinderkopf mit neuen Ventilen revidieren. Bei 147‘000 km wurde der Katalysator ersetzt. Bei 151‘000 km wurden alle Stossdämpfer, der Anlasser sowie Zahnriemen und Spannrolle ersetzt. 2017 wurde die Karosserie teilrestauriert und, 2018 schliesslich, wurde der EVO 2 vom Einlieferer übernommen. Dieser Lancia befindet sich in sehr gutem Zustand, hat 160‘500 gefahrene km und wird mit sämtlichen Serviceunterlagen und allen originalen Schlüsseln abgegeben. Die Apex-Sportfedern sind im Fahrzeugausweis eingetragen und für den Sportschalldämpfer existiert ein Beiblatt. Die letzte MFK erfolgte im November 2016.

Lot 121 1‘224 cars in-line 4 cylinder 1‘995 cc 215 hp at 5‘750/min Estimate CHF 60‘000 - 70‘000

Photos by consignor Cette belle Delta Integrale a été livrée en Suisse et remise à son premier propriétaire le 1er novembre 1994. En novembre 2000, la Lancia a été reprise par son propriétaire avec environ 110 000 km au compteur. Fin 2002, à près de 126 000 km, il a fait réviser la culasse avec des soupapes neuves. Le catalyseur a été remplacé à 147 000 km. Tous les amortisseurs, le démarreur, la courroie de distribution et le tendeur l’ont été à 151 000 km. En 2017, la carrosserie a bénéficiait d‘une restauration partielle et, enfin, en 2018, l‘EVO 2 a été rachetée par le vendeur. Cette Lancia est en très bon état, a couvert 160 500 km et est livrée avec la documentation au grand complet et toutes les clés d’origine. Les ressorts Sport Apex sont enregistrés sur la carte grise du véhicule et une fiche d’approbation est jointe pour le silencieux Sport. Le dernier contrôle technique remonte à novembre 2016.

Lot 122 11‘993 cars (1963) 6 cylinder flat-engine 2‘375 cc 80 hp at 4‘400/min Estimate CHF 45‘000 - 55‘000 Story www.wikipedia.org Photos Oldtimer Galerie

1963 Chevrolet Corvair Greenbrier Sportswagon Chassis # 3R126F104434 The name Chevrolet Greenbrier was used by Chevrolet for two vehicles. The first vehicles were a 6 to 9 passenger window van version of the Corvair 95 van. The Corvair 95 series also included the Loadside pickup truck and Rampside pickup truck which had a right side ramp. All used the Corvair powertrain (with exhaust valve rotators for durability) in a truck body and were produced between model years 1961 to 1965. The Greenbrier name was used a second time from 1969 until 1972; for the mid level Chevelle station wagon.

Chevrolet introduced the Corvair lineup for the 1960 model year as the first of a series of generations of passenger compact cars. Chevrolet introduced a more utilitarian style of vehicle the following year under the model designation „Corvair 95“. In appearance and design the vehicles were similar to the competing Volkswagen Transporter, which was essentially a buslike adaptation of the Volkswagen Beetle that moved the driver over the front wheels (Forward control), also commonly defined as a cab over vehicle. The air-cooled horizontally opposed Chevrolet TurboAir 6 engine was located in the rear of the vehicle 46

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under a slightly raised cargo floor. It was similar in principle to the 4-cylinder engine of the Volkswagen, but unusual for most contemporary cars. The 145 cu in (2‘375 cc) engine developed 80 hp at 4‘400 rpm. Engine size was increased to 164 cu in (2‘683 cc) for the 1964 model year, raising output to 95 hp. Unlike the Corvair cars, the Corvair Greenbrier had a 95 in (2,413 mm) wheelbase and were thus known as „95s.“ They came standard with a three-speed manual transmission but could be ordered with a two-speed Corvair Powerglide automatic transmission (distinct from the usual Powerglide); eventually a four-speed manual was also made available. There were essentially two different bodies available in the 95 series: the van and the truck. The base version was the panel van (Corvan) with no side or rear windows. The van was named Greenbrier. The Greenbrier normally had windows all around and six doors, although an option was to have eight doors where there were opening double doors on both sides. The Greenbrier seated up to nine people with the available third-row seat. The 95s and cars had an optional heater running off of gasoline from the vehicle‘s tank. The Greenbrier also had a camper option.

Ford and Chrysler introduced compact vans of their own (the Ford Econoline and Dodge A100), using a more conventional water-cooled engine mounted between the front seats. As these became successful, General Motors responded with its own design which placed the Chevy II sourced engine in a „dog-house“ between and behind the front seats. The forward engine design allowed a flat rear floor with low deck heights in the rear of the van for loading/unloading cargo. General Motors stopped producing the truck versions of the Corvair in 1964 and the Greenbrier was the only remaining 95 in (2,413 mm) wheelbase Corvair for 1965. Eventually, Chevrolet and Volkswagen would abandon rear-engined vans in favor of conventional or front-wheel-drive water-cooled engines.

Dieser in Europa äusserst seltene Minivan stammt aus Schweizer Auslieferung. Mit vermutlich erst 123‘000 gefahrenen km und einem Stockmass von gerade einmal 1.75 m, stellt der Greenbrier eine attraktive Alternative zum VW Bus dar. Der 2.4-Liter 6 Zylinder Boxermotor mit 80 PS ist an ein 4-Gang Getriebe gekoppelt und sorgt für ansprechende Fahrleistungen. Dieser hübsche 9-Sitzer wurde teilrestauriert, vor einigen Jahren neu lackiert und befindet sich in gutem Zustand. Die letzte MFK als Veteranenfahrzeug erfolgte im Dezember 2019. Ce minibus extrêmement rare en Europe a été livré en Suisse. Avec probablement 123 000 km seulement au compteur et une hauteur de tout juste 1,75 m, le Greenbrier est une alternative attrayante au Combi VW. Avec son six-cylindres à plat de 2,4 l et 80 ch associé à une boîte à quatre vitesses, il offre d’excellentes performances. Cette séduisante neufplaces a été restaurée partiellement, repeinte il y a quelques années et est en bon état. La dernière expertise vétéran remonte à décembre 2019.

This Minivan, a rare sight indeed in Europe, was delivered in Switzerland. With only 123’000 km driven and a height of only 175 cm, the Greenbrier presents an attractive alternative to a VW Bus. The 2.4 litre flat six engine with its 80 hp coupled to a 4-speed gearbox provides spirited performance. This pretty 9-seater has enjoyed a partial restoration and a repaint a number of years ago. It is in good condition and will be sold with the most recent Swiss veteran MOT performed in December 2019. 47

Lot 123 38‘703 cars (incl. Touring) in-line 4 cylinder 1‘990 cc 130 hp at 5‘800/min Estimate CHF 60‘000 - 70‘000 Story www.wikipedia.org Photos Oldtimer Galerie

1971 BMW 2002 Tii Chassis # 2703841 The BMW 02 Series is a range of compact executive cars produced by German automaker BMW between 1966 and 1977, based on a shortened version of the New Class Sedans. The 1600-2, as the first „02 Series“ BMW was designated, was an entry-level BMW, and was smaller, less expensive, and less well-appointed than the New Class Sedan on which it was based. BMW‘s design direc-tor Wilhelm Hofmeister assigned the two-door project to staff designers Georg Bertram and Manfred Ren-nen. The 23 cm (9.1 in) shorter length and wheelbase and lighter weight of the two-door sedan made it more suitable than the original New Class sedan for sporting applications. As a result, the two door sedan became the basis of the sporting 02 Series.

The 1600-2 (the „-2“ meaning „2-door“) made its debut at the Geneva Motor Show in March 1966 and was sold through 1975, with the designation being simplified to „1602“ in 1971. The 1.6 L M10 engine produced 84 hp at 5‘700 rpm. In 1968, Road & Track declared the US$2‘676 1600 „a great automobile for the price“. 48

A high performance version, the 1600 TI, was introduced in September 1967. With a compression ratio of 9.5:1 and the dual Solex PHH side-draft carburettor system from the 1800 TI, the 1600 TI produced 110 hp at 6‘000 rpm.

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Helmut Werner Bönsch, BMW‘s director of product planning, and Alex von Falkenhausen, designer of the M10 engine, each had a two-litre engine installed in a 1600-2 for their respective personal use. When they realized they had both made the same modification to their own cars, they prepared a joint proposal to BMW‘s board to manufacture a two-litre version of the 1600-2. At the same time, American importer Max Hoffman was asking BMW for a sporting version of the 02 series that could be sold in the United States. As per the larger coupe and 4-door sedan models, the 2.0 engine was sold in two states of tune: the base single-carburetor 2002 producing 101 hp and the dualcarburetor high compression 2002 ti producing 119 hp. The 2002 Automatic, with the base engine and a ZF 3HP12 3 speed automatic transmission, became available in 1969.

In 1971, the Baur cabriolet was switched from the 1.6 L engine to the 2.0 L engine to become the 2002 cabriolet, the Touring hatchback version of the 02 Series became available with all engine sizes available in the 02 Series at the time and the 2002 tii was introduced (only 422 examples made) as the replacement for the 2002 ti. The 2002 tii used the fuel-injected 130 hp engine from the 2000 tii, which resulted in a top speed of 185 km/h (115 mph). A 2002 tii Touring model was available throughout the run of the tii engine and the Touring body, both of which ended production in 1974.

This beautiful 2002 Tii was delivered to Italy and first registered in Milano on the 16th December 1971. The car remained with its first owner until it was imported into Switzerland in 2016. The original Italian Libretto and Owner’s manual are still with the car. In order to get the car ready for the Swiss MOT inspection, five new aluminum rims shod with new Michelin XAS were installed and the rear exhaust silencer replaced. At the same time the front brake calipers were overhauled and new brake rotors and pads installed. There is documentation available for roughly 10’000 Swiss Francs worth of work done. This rare BMW with its mechanical Kugelfischer injected engine has covered a mere 73’000 km from new and is in outstanding condition with the last Swiss veteran MOT successfully completed in May 2017.

Dieser wunderschöne 2002 Tii wurde nach Italien ausgeliefert und am 16. Dezember 1971 in Mailand erstmals zugelassen. Bis zum Import in die Schweiz 2016 war der Wagen immer noch im Erstbesitz, das originale italienische Libretto sowie die originale Betriebsanleitung in Italienisch sind vorhanden. Anlässlich der Vorbereitung für die Motorfahrzeugkontrolle wurden unter Anderem 5 neue OriginalBMW Leichtmetallfelgen mit neuen Michelin XAS reifen montiert, der Endschalldämpfer ersetzt, die vorderen Bremszangen überholt sowie neue Bremsscheiben und –beläge montiert. Belege für knapp CHF 10‘000.- sind vorhanden. Dieser seltene BMW mit mechanischer Kugelfischer Benzineinspritzung hat erst rund 73‘000 km gefahren und befindet sich in hervorragendem Zustand. Die letzte MFK als Veteranenfahrzeug erfolgte im Mai 2017. Cette magnifique Tii 2002 a été livrée en Italie et mise en circulation à Milan le 16 décembre 1971. Jusqu’à son importation Suisse en 2016, la voiture a toujours été détenue par son premier propriétaire. Le Libretto italien d’origine ainsi que le mode d’emploi original en italien ont été conservés. Lors du passage de la voiture au contrôle technique suisse, celle-ci a reçu cinq nouvelles jantes alu BMW chaussées de pneus Michelin XAS neufs et la sortie d’échappement a été remplacée. Les mâchoires de freins avant ont aussi été révisées à l’occasion du montage de nouveaux disques et plaquettes de freins. Liasse de factures pour près de 10 000 CHF. Cette rare BMW à injection mécanique Kugelfischer qui n’a parcouru que 73 000 est dans un état exceptionnel. La dernière expertise vétéran remonte à mai 2017.

Lot 124 one-off bike 1 cylinder 498 cc approx. 60 hp at 6‘000/min Estimate CHF 35‘000 - 40‘000

Photos Oldtimer Galerie

1956 Gilera 500 Saturno Bialbero Engine # 269812 This great racer was commissioned by the vendor in 2002 through Gilera luminary Willi Rüfenacht in Uerkheim. The original idea was to recreate Jakob Kellers famous DOHC from 1950. Following Kellers idea, the overhead cams are driven through a gear cascade mounted on the side of the engine and operating the valves via bucket tappets. This exceedingly complex and unique construction was carefully planned and built by Rüfenacht with the aim of achieving a reliable 50 to 60 hp (from 500 cc only!) from the engine. The frame used was a PIUMA racing frame with reinforced rear wheel fork on roller bearings as well as a reinforced front wheel fork employing massive tubes. Front and rear braking is achieved through bespoke copies of the original twin cam brake units from the Fifties Gilera four cylinder racing bikes. After many years of head scratching, calculating, re-calculating, constructing and re-constructing the finished bike was finally handed over to its proud owner. Since then the Gilera has run only about half an hour! This Gilera is now in excellent condition, totally “on the button” and waiting to be let loose on its first historic racing event. Diese tolle Rennmaschine wurde 2002 vom Einlieferer beim Gilera Spezialisten Willi Rüfenacht in Uerkheim in Auftrag gegeben. Die Idee war, einen Nachbau der Doppelnockenwellen-Rennmaschine von Jakob Keller aus dem Jahr 1950 zu erstellen. Nach Kellers Idee werden die beiden obenliegenden Nockenwellen durch eine angeflanschte Zahnradkaskade angetrieben und die Ventilbetätigung erfolgt über Tassenstössel. Der gesamte Ventilantrieb ist eine aufwändige Einzelanfertigung und wurde mit dem Leistungsziel von 50 – 60 PS von Rüfenacht geplant und gebaut. Als Fahrgestell dienen ein PIUMA Rennrahmen mit verstärkter Hinterradschwinge und Walzenlagerung, sowie eine verstärkte Teleskopgabel

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mit massiven Standrohren. Vorder- und Hinterradbremsen sind ein Nachbau der Doppelnockenbremsen der Gilera Vierzylinder Rennmaschine aus den 50er Jahren und wurden von Rüfenacht extra angefertigt. Nach vielen Jahren der Tüftelei, vielen Berechnungen und einigen Sonderanfertigungen wurde die Maschine an den stolzen Besitzer übergeben. Seither war die Gilera nur ca. ½ Stunde in Betrieb. Diese Saturno befindet sich in sehr gutem, fahrbereitem Zustand, und wartet auf ihren nächsten Einsatz bei einer Oldtimer-Rennveranstaltung. Cette splendide moto de compétition a été commandée par le vendeur en 2002 à Willi Rüfenacht, le spécialiste Gilera d’Uerkheim. L’idée initiale était de créer une réplique de la machine de course à double arbre à cames de Jakob Keller de 1950. Suivant l’idée de Keller, les arbres à cames sont entraînés par une cascade d’engrenages montée sur le côté du moteur et actionnant les soupapes par des poussoirs. Cette distribution des soupapes extrêmement complexe et unique a été soigneusement conçue et construite par Rüfenacht en vue d’obtenir une performance de 50 à 60 ch. Le châssis utilisé est un cadre compétition PIUMA avec fourche oscillante à l’arrière et roulements à billes ainsi que fourche télescopique renforcée à tubes verticaux. Les freins avant et arrière sont une copie des freins à double came de la Gilera compétition à quatre cylindres des années 50, fabriqués sur mesure par Rüfenacht. La machine a été remise à son fier propriétaire après des années de casse-tête et de calculs ponctuées de quelques créations spéciales. Depuis lors, la Gilera n‘a fonctionné qu’environ une demi-heure ! Cette Saturno est en très bon état, prête à rouler et n’attend plus que son inscription à la prochaine course de motos historiques.

1956 Gilera 500 Saturno Piuma

Lot 125

Chassis # 2612382 The Saturno was bought by the vendor in 1990 out of a Gilera collection. In 1993 the engine was overhauled and all bearings replaced. The chance of purchasing a works Gilera Piuma frame, suspension parts, brakes and wheels in 1994 from an ex-works mechanic in Arcore/It led to the decision of converting the bike to full Piuma specification. In 1995 the valve gear was converted, in the interest of reduced wear, to roller rockers, resulting in lower wear and easier maintenance. In 1996, Angelo Lotti from Modena supplied the large cylinder and head, the valve gear and crankshaft drive components from the Piuma racing engine. Well known Gilera tuner Willi Rüfenacht then took care of the engine conversion and with the help of a special camshaft achieved an impressive power output of 40 hp. To make sure that the power reliably reached the rear wheel, a racing gearbox was installed. A fuel tank with an integrated rev-counter especially commissioned from Ruggero Libanore in Monza, was manufactured in aluminium following original Gilera drawings. Since its completion in 1999, the Gilera has been in reliable use at different historic events as well as being driven on the road, resulting in about 6’000 km covered since completion. This 500 Saturno presents itself in very good condition, on the button and will be handed over to the new owner with the last Veteran MOT completed in October 2016. Die Saturno wurde vom Einlieferer 1990 aus einer Gilera Sammlung gekauft. 1993 wurde der Motor revidiert und sämtliche Lager ersetzt. Nachdem der Einlieferer 1994 den Rahmen sowie Vorder- und Hinterrad inklusive Bremsen einer Werks-Gilera Piuma von einem ehemaligen Rennmechaniker in Arcore/ Italien erstehen konnte, entschied er sich das Motorrad nach Piuma-Spezifikationen umzubauen. 1995 wurde der Ventiltrieb zu Gunsten des Materialverschleisses auf Rollenschlepphebel umgebaut, was eine Wartungs- und Verschleissarme Ventilsteuerung einbringt. 1996 lieferte Angelo Lotti aus Modena den grossen Zylinder und Zylinderkopf, den Ventiltrieb sowie den Kurbeltrieb des Piuma Rennmotors. Der bekannte Gilera Tuner Willi Rüfenacht kümmerte sich um den Motorenumbau und sorgte

durch den Einbau einer Spezialnockenwelle für eine Leistung von 40 PS. Um sicherzugehen, dass die gesteigerte Leistung am Hinterrad ankommt wurde ein Renngetriebe eingebaut. Der Benzintank wurde gemäss der Werksrennmaschine mit integriertem Drehzahlmesser durch Ruggero Libanore in Monza nach Gilera Werksplänen eigens in Aluminium angefertigt. Nach der Fertigstellung war die Maschine ab 1999 bei verschiedenen Motorradveranstaltungen und im Strassenbetrieb unterwegs, wobei nur rund 6‘000 km zurückgelegt wurden. Diese 500er Saturno befindet sich in sehr gutem Zustand, ist absolut fahrbereit, und wird mit der letzten MFK als Veteranenfahrzeug im Oktober 2016 an einen künftigen Besitzer übergeben.

one-off bike 1cylinder 498 cc approx. 40 hp at 6‘000/min Estimate CHF 22‘000 - 28‘000

Photos Oldtimer Galerie

Le vendeur a acquis la Saturno dans une collection Gilera en 1990. En 1993, le moteur a été révisé et tous les roulements ont été remplacés. La chance d’acheter un cadre, des pièces de suspension, des freins et des roues de Gilera Piuma d’usine en 1994 auprès d’un ancien mécanicien de course à Arcore/Italie a a permis de convertir la moto aux spécifications de la Piuma. En 1995, pour des considérations de maintenance et d’usure du matériau, la distribution a été modifiée avec l’adoption de poussoirs de came à galet. En 1996, Angelo Lotti, de Modène, a fourni le gros cylindre, la culasse, la distribution et l’empilage moteur de course Piuma. Willi Rüfenacht, le célèbre préparateur de Gilera s‘est ensuite occupé de la conversion du moteur avec le montage d‘un arbre à cames spécial faisant passer la puissance à 40 ch. Une boîte de vitesses Course a été installée pour garantir une bonne transmission de la puissance majorée à la roue arrière. En aluminium, le réservoir à compte- tours intégré a été fabriqué tout spécialement par Ruggero Libanore, de Monza, selon des plans originaux de l’usine Gilera. Depuis son achèvement en 1999, la Gilera a disputé des courses sur circuit et roulé sur route, mais n’a couvert qu’environ 6000 km. Cette Saturno 500 est en très bon état, prête à courir et être remise à son futur propriétaire avec la dernière expertise vétéran remontant à octobre 2016.

Lot 126 1‘743 cars in-line 4 cylinder 2‘989 cc 240 hp at 6‘700/min Estimate CHF 60‘000 - 70‘000 www.automobilemag.com Photos Oldtimer Galerie

1993 Porsche 968 CS Chassis # WPOZZZ96ZPS815469 Of course, the modern „RS“ badge has effectively replaced the old Clubsport badge. Bummer - Clubsport is much more evocative, especially when scrawled across the rear decklid of cars like the Porsche 968. Well, in the case of this Speed Yellow 1992 Porsche 968 Clubsport, the rear decklid simply reads „968 CS.“ Catch a glimpse of the side profile, though, and the package is unmistakable, as huge „Club Sport“ lettering runs from wheel to wheel. For most Porsche enthusiasts, the 968 Clubsport was the hottest of the breed ever offered to the buying public. So, for someone who wanted „more“ from their 968, the Clubsport was it. Predictably, adding this package meant removing a heap of other equipment, namely the power windows, high-end sound system, heated windshield washers, and underhood plastic covers, and turned the A/C and sunroof into optional extras. This asceticism shaved around 100 pounds compared to the regular coupe. Not much else was done aside from the crash diet, though the suspension is stiffer and the car sits on larger, wider 17-inch wheels that improved handling and grip.

Produced for only three years and in only 1’743 examples, a 968 Club-Sport is a rare animal indeed. The car we have on offer was delivered through the official Porsche agency in Bern and first registered on the 31st March 1993. Recaro bucket seats, a Heigo rollcage and 17 inch cup rims give an indication to the 52

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sporting ambitions of its first owner. The 968 has had three owners and was allowed to stretch its legs on occasional club meets. With around 91’500 km driven, a full service booklet and a cambelt change in August 2018, this “speed-yellow” Porsche is in rude health and very good, cherished and very original condition. The last Swiss MOT was performed in November 2017. Von diesem Porsche Club-Sport wurden während drei Jahren nur gerade 1‘743 Fahrzeuge hergestellt. Durch die Porsche Vertretung in Bern ausgeliefert und am 31. März 1993 erstmals zugelassen. Die Recaro Schalensitze, der Heigo-Überrollkäfig und die 17“ Cup-Räder sprechen für die sportlichen Ambitionen des Erstbesitzers. Der 968er hatte drei Besitzer und wurde gelegentlich bei Clubveranstaltungen eingesetzt. Mit rund 91‘500 gefahrenen km, lückenlosem Serviceheft und Zahnriemenwechsel im August 2018 befindet sich dieser speedgelbe Porsche in sehr gutem und gepflegten Originalzustand. Die letzte MFK erfolgte im November 2017. Pendant trois ans, tout juste 1743 exemplaires ont été fabriqués de cette Porsche Club-Sport. Elle a été livrée le 30 mars 1993 à la concession Porsche de Berne et immatriculée le lendemain. Les sièges baquets Recaro, un arceau de sécurité Heigo et des jantes Cup de 17 pouces trahissent la fibre sportive de son premier propriétaire. La 968 en a eu trois et a occasionnellement participer à des événements de club. Avec environ 91 500 km au compteur, incarne le service sans lacune et un remplacement de la courroie en août 2018, cette Porsche jaune Speed est dans un parfait état d’origine. Le dernier contrôle technique remonte à novembre 2017.

2000 Sbarro 550 Maranello large Chassis # ZFFZR49B000122176 Only two examples of the Ferrari 550 Maranello were ever equipped with the Sbarro body kit, with one of the two eventually suffering terminal accident damage. In 2003 the first owner delivered this stock Maranello to Franco Sbarro commissioning the transformation. Some time later and after handing over a roughly 70’000 Swiss Francs cheque, he took delivery of his very exclusive bolide. During official registration, all the modifications were duly recorded and listed in the car’s “carte grise”. In 2006 the gearbox received an overhaul. In 2017 the Berlinetta was purchased by its current owner and is now offered due to a reorganisation of his collection. This last surviving Sbarro 550 Maranello has been driven 98’000 km, is in very good overall condition and has successfully completed the latest Swiss MOT in November 2019. A guaranteed eye-catcher and centerpiece of any Ferrari club meet the new owner wishes to attend. Von diesem Ferrari 550 Maranello mit aufwändig produziertem Sbarro Karosserie-Kit wurden nur 2 Exemplare gebaut, wobei eines der beiden Fahrzeuge bei einem Unfall zerstört wurde. 2003 lieferte der Erstbesitzer einen „normalen“ Maranello bei Franco Sbarro an und gab den Umbau in Auftrag - einige Zeit und wohl rund CHF 70‘000.- später konnte er den Boliden in Empfang nehmen. Bei der anschliessenden Zulassung wurden alle Änderungen eingetragen. 2006 wurde das Getriebe komplett revidiert. 2017 wurde der Sbarro vom letzten Besitzer übernommen, und wird nun wegen Umstrukturierung dessen Sammlung angeboten. Der letzte überlebenden Sbarro Maranello 550 large wurde 98‘000 km gefahren, befindet sich in sehr gutem Allgemeinzustand und wird mit der letzten MFK im November 2019 verkauft.

Lot 127 2 cars (one destroyed) V12 5‘474 cc 485 hp at 7‘000/min Estimate CHF 150‘000 - 160‘000

Photos Oldtimer Galerie

Deux exemplaires seulement de la Ferrari 550 Maranello ont reçu le sophistiqué kit de carrosserie Sbarro, l‘un des deux ayant finalement été détruit lors d‘un accident. En 2003, le premier propriétaire a livré une Maranello « normale » à Franco Sbarro pour la faire transformer – un peu plus tard et probablement allégé d’environ 70 000 CHF, il a pu reprendre possession. Toutes les modifications ont été inscrites dans la carte grise lors de son immatriculation consécutive. La boîte de vitesses a été révisée en 2006. En 2017, la Sbarro a été achetée par son dernier propriétaire, qui le met en vente pour cause de refonte de sa collection. La derniere Sbarro 550 Maranello à avoir survécu a couvert 98 000 km, est en très bon état général et sera vendue avec la dernière expertise de novembre 2019.

Lot 128 500 cars in-line 6 cylinder 3‘428 cc 245 hp at 5‘700/min Estimate CHF 40‘000 - 50‘000 Story www.motor1.com Photos Oldtimer Galerie

1985 Alpina B9 3.5 E28 Chassis # WAPB935L04B910488 When someone says they collect BMWs, you can usually guess the classic roundel-adorned cars in question — a few M3 coupes here, an E24 M6 there, and of course the BMW M5 saloons. This car, however, throws a wrench in that conventional lineup. This is an Alpina B9 3.5, and fans will tell you it is a completely separate car from the E28 5-series sedan upon which it it is based…and they certainly have a point. The B9 sported a BMW 3.5-liter straight-six, a full three years before BMW introduced the big six in the E28 535i. It is claimed that 500 were ever built, between 1981 and 1985.

While it’s a story that’s been told before, the origins of Alpina deserve another mention. Alpina, the BMW tuner, came into existence after typewriter manufacturer and industrialist Burkard Bovensiepen began install-ing a revised intake and dual Weber downdraft carburetors to the BMW 1500 in 1962, unlocking substantially more power and netting the eyes of BMW’s upper echelon. In the years that followed, the BMW-Alpina rela-tionship grew strong through motorsport and soon bore more scintillating cars like the 1600-2 Alpina, the 300-horsepower B7 Turbo, and 54

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this B9 5-series. To turn the early E28 5-series into an edgier animal, Alpina swapped the 528i’s 2.8-liter six in favor of a modified version of the firm’s 3.5-liter mill, which featured a revised cylinder head, highercompression pistons, new aggressive camshaft, and revamped Motronic fuel injection system. The end result was that the B9 boasted 245 horsepower, 236 lb-ft of torque, a zero to 60 mph dash of 6.7 seconds, and a top speed of 150 miles per hour. Heady stuff for the early 1980s. A five-speed Getrag manual gearbox managed the B9’s hair-raising performance, put to the ground with the help of Bilstein suspension components and 16-inch wheels. An automatic was optional. As with many Alpi-nas, the B9’s interior received an injection of high luxury, and came fitted with bespoke upholstery, Recaro seats, special gauges, a new gear knob, and a leather-wrapped steering wheel. On the outside, the B9’s red badging complements the addition of an intimidating front splitter and rear spoiler.

Only 500 examples of the 528i E28 based Alpina B9’s were built. This B9, with its Serial number 488 was delivered by the works as a normal 528i to Alpina in Buchloe (D) in June 1984. In July of the same year the completed B9 was delivered to Max Heidegger Co. in Triesen and finally registered in February 1985. The car had some expensive options such as the ABS, the electric roof, sport-seats with Alpina fabric covering and electrically operated windows. After changing ownership twice the BMW was repainted to Ford Imperial blue in July 2001 and decorated with the classic Alpina decor stripes in silver. In November of the same year, at around 190’000 km, the cylinder head was overhauled. In October 2003 the car was sold to a collector but rarely driven during the next 10 years. In 2014, it received a major service, the steering rods were replaced together with the lower front wishbones as well as new mid and aft exhaust silencers. In 2019 the Alpina was finally returned to its original specifications and repainted in the original “Achat-green” with gold decor stripes and an original steering wheel and new tyres in the correct dimension (205/55-16 front and 225/55/-16 back) were installed. With around 196’000 km driven and full service records until 2001 this rare Alpina is now in very good condition. The last Swiss MOT was done in April 2001 but this will be renewed for a Swiss buyer. Vom Alpina B9 auf Basis des BMW 528i E28 wurden nur 500 Fahrzeuge gebaut. Dieser B9 mit der Nummer 488 wurde im Juni 1984 vom BMW Werk als normaler 528i an Alpina in Buchloe übergeben, im Juli 1984 wurde der fertige Wagen an die Max Heidegger AG in Triesen geliefert und schliesslich im Februar 1985 erstmals Zugelassen. Das ABS, die Sportsitze mit Alpina Stoffbezug, das elektrische Schiebedach sowie die elektrischen Fensterheber vorne und hinten waren kostspielige Optionen welche bei der Bestellung angekreuzt wurden. Nach zwei Besitzerwechseln wurde der Alpina im Juli 2001 in Ford Imperialblau neu lackiert und mit silbernem Alpina Dekor versehen, im November des Jahres wurde bei rund 190‘000 km der Zylinderkopf revidiert. Im Oktober 2003 wurde das Fahrzeug an einen Alpina Sammler verkauft und die folgenden 10 Jahre nahezu nicht mehr gefahren. 2014 erhielt es einen grossen Service, neue Spurstangen, neue Koppelstangen, neue untere Querlenker vorne sowie neue Mittel- und Endschalldämpfer. 2019 schliesslich wurde der B9 wieder der Auslieferung entsprechend aufbereitet: er erhielt einen Neulack im originalen Achatgrün mit Golddekor und es wurde ein originales Lenkrad sowie ein Satz neuer Reifen in den korrekten Dimensionen 205/55-16 vorne bzw. 225/50-16 hinten montiert. Mit rund 196‘000 gefahrenen km und bis 2001 lückenlosem Serviceheft, befindet sich dieser sehr seltene Alpina in sehr gutem Zustand. Letzte MFK erfolgte im April 2001. Für Schweizer Käufer wird das Fahrzeug frisch vorgeführt.

Seuls 500 exemplaires de l’Alpina B9 sur base de BMW 528i E28 ont été construits. Cette B9 portant le numéro de série 488 a été livrée par BMW à Alpina, à Buchloe, comme 528i normale en juin 1984. La voiture terminée est remise en juillet 1984 à Max Heidegger SA, à Triesen, et est finalement immatriculée en février 1985. L’ABS, les sièges Sport à capitonnage en tissu Alpina, le toit ouvrant électrique ainsi que les lève vitres électriques à l’avant et à l’arrière sont des options coûteuses cochées lors de la commande. Après deux changements de propriétaire, la BMW a été repeinte en bleu impérial Ford en juillet 2001 avec décoration Alpina argentée et la culasse a été révisée en novembre de la même année à environ 190 000 km. La voiture a été revendue en octobre 2003 un collectionneur d’Alpina qui ne s’en est pratiquement pas servi pendant 10 ans. Elle a bénéficié d’une profonde révision en 2014 avec de nouvelles biellettes de direction, de nouvelles barres de liaison, de nouveaux bras transversaux inférieurs à l’avant ainsi qu’une ligne d’échappement central et terminale neuve. En 2019, l‘Alpina a finalement retrouvé ses spécifications d‘origine : elle a reçu une peinture neuve dans la nuance d’origine Vert Agate avec décoration dorée et un volant d’origine ainsi qu’un train de pneus neufs dans la dimension correcte (205/55-16 à l‘avant et 225/55-16 à l‘arrière). Avec environ 196 000 km couverts et un carnet d’entretien sans lacune jusqu’en 2001, cette Alpina d’une grande rareté est en très bon état. Le dernier passage au contrôle technique remonte à avril 2001. En cas d’acheteur suisse, elle ne passera à nouveau dès après la vente.

Lot 129 3‘848 cars (3.8 LHD) in-line 6 cylinder 3‘781 cc 265 hp at 5‘500/min Estimate CHF 75‘000 - 80‘000 Story www.wikipedia.org Photos Oldtimer Galerie

1963 Jaguar Mk 10 Saloon Chassis # 352812DN The Jaguar Mark X (Mark ten), later renamed the Jaguar 420G, was British manufacturer Jaguar‘s top-of-therange saloon car for a decade, from 1961 to 1970. The large, luxurious Mark X succeeded the Mark IX as the company‘s top saloon model, and was primarily aimed at the United States market. The company hoped to appeal to heads of state, diplomats and film stars. Introduced in the same year as Jaguar‘s iconic E-Type, the Mark X impressed with its technical specification and innovations. Contrary to its predecessors, the car featured integrated, unitary bodywork – the largest in the UK at the time, as well as independent rear suspension, unheard for early 1960s British luxury cars. Combined with the 3.8-litre, triple carburettor engine as fitted to the E-type, it gave Jaguar‘s flagship a top speed of 120 mph and capable handling at less than half the price of the contemporary Rolls-Royce Silver Cloud.

gated form, long after Mark X production ended, forming the basis of the Daimler DS420 Limousine until 1992. But at the same time, the interior was Jaguar‘s last to feature abundant stan-dard woodwork, including the dashboard, escutcheons, window trim, a pair of large bookmatched fold out rear picnic tables, and a front seat pullout picnic table stowed beneath the instrument cluster. Later, air conditioning and a sound-proof glass division between the front and rear seats were added as options. The substantial doors required helical torsion springs inside the door pillars to enable them to be opened from the inside with an acceptably low level of effort.

Despite press acclaim from both sides of the Atlantic, the Mark X never achieved its sales targets. When Jaguar decided to replace its entire saloon range with a single new model, the resulting XJ6 of 1968 used the Mark X as a template – albeit with a reduced size. In 1961 the Mark X introduced a new upright, and slightly forward-leaning nose design for Jaguar saloons, with four headlamps set into rounded front fenders (derived from Daimler DK400), and a vaned grill. This front-end style reappeared on many of the manufacturer‘s successive saloons, thereby forging Jaguar saloons‘ look for almost half a century. Instead of relying on body-on-frame construction, like its predecessors and most of its competitors, the Mark X received a unitary bodyshell, codenamed „Zenith“ during its development. Its floorpan remained in production in elon56

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From its introduction in mid-October 1961 until the arrival in 1992 of the low-slung XJ220, the Mark X stood as one of the widest production Jaguars ever built. Asked in 1972 if he thought the Mark X had grown rather too large, Jaguar chairman William Lyons, agreed that it „definitely“ had: he opined that the then recently introduced and notably more compact Jaguar XJ6 was, by contrast an „ideal size“.

The Mark X was the first Jaguar saloon to feature independent rear suspension. It differed from earlier large Jaguar saloons in having 14“ wheels instead of the more common 15“. It used a wider-track version of Jaguar‘s IRS unit first seen on the E Type, which was subsequently used on Jaguar vehicles until XJ-S production ended in 1996. The front suspension used double wishbones with coil springs and telescopic dampers.

Power initially came from the E-type‘s version of Jaguar‘s 3‘781 cc XK in-line six-cylinder engine, developing either 250 bhp or 265 bhp, depending on compression ratio. For the London Motor Show in October 1964 the enlarged 4‘235 cc unit took over, although the 3.8-litre unit could still be specified until October 1965. Triple SU carburettors were fitted, fed from an AC Delco air filter mounted ahead of the right hand front wheel. Transmission options were manual, manual with overdrive, or automatic. The arrival of the 4.2-litre power unit coincided with the introduction of a newly developed all-synchromesh four-speed gear box, replacing the venerable box inherited by the 3.8-litre Mark X from the Mark IX, which had featured synchromesh only on the top three ratios. Many domestic market cars and almost all cars destined for the important North American markets left the factory with a Borg Warner automatic gear-box. The 4.2-litre engine‘s introduction was also marked by a transmission upgrade for buyers of the automatic cars, who saw the Borg Warner transmission system switched from a DG to a Type 8 unit. T

The Mk X is one of the most outstanding cars produced by Jaguar. If there was a price for the “coolest saloon ever”, the Mk X would take it hands down! The biggest and widest car ever designed in Coventry, a Mk X is still a spectacular sight and with E-type technology under the skin (3.8 litre twincam straight six matched to a 4-speed/overdrive transmission), it has the performance to match its ultra-suave looks. The dashboard alone must be one of the most beautiful in automotive history, and there is probably half a forest in this absolutely splendid interior. The cherry on the cake is the fact that this is a Swiss delivered car, originally sold through Emil Frey in Zurich. It is matching numbers and a Jaguar Heritage certificate is proof of its originality and integrity. The last owner invested an astounding 100’000 Euros in a complete and thorough, fully documented restoration in 2014/15. These cars are very complex and therefore expensive to restore and this splendid example must be the best Mk X currently available anywhere! The last Swiss veteran MOT was completed in December 2015. A once in a lifetime chance to own such a fantastic and very rare Jaguar. Wunderschöner Mk 10 mit 3.8-Liter Motor und 4-Gang Getriebe mit Overdrive. Schweizer Auslieferung durch Emil Frey in Zürich, mit Matching-Numbers und Jaguar Heritage Certificate. Das Fahrzeug wurde 2014/2015 im Auftrag des letzten Besitzers für rund EUR 100‘000.- komplett restauriert. Eine Fotodokumentation ist vorhanden. Diese Autos sind sehr komplex und entsprechend teuer zu restaurieren daher dürfte dieses großartige Fahrzeug der derzeit beste Mk 10 auf dem Markt sein! Die letzte MFK als Veteranenfahrzeug erfolgte im Dezember 2015. Eine einmalige Chance, einen solch fantastischen und sehr seltenen Jaguar zu besitzen. Magnifique Mk 10 à moteur de 3,8 l et boîte à overdrive à quatre vitesses. Elle a été livrée en Suisse par Emil Frey, à Zurich, avec matching numbers et certificat de Jaguar Heritage. En 2014/2015, le dernier propriétaire a investi environ 100 000 € dans une restauration complète. Une documentation photographique en atteste. Ces voitures d’une très grande complexité sont donc coûteuses à restaurer et il s’agit très certainement de l’actuellement meilleure Mk 10 du marché ! La dernière expertise vétéran remonte à décembre 2015. Une chance unique de posséder une Jaguar aussi fantastique et très rare.

Stopping power for this heavy car came from powerassisted disc-brakes on all four wheels. Power-assisted steering was standard, the later 4.2 cars receiving Marles Varamatic Bendix (Adwest) variable ratio steering boxes, designed by an Australian, Arthur Bishop.

Lot 130 1‘576 cars (1976) 6 cylinder flat-engine 2‘687 cc 165 hp at 5‘800/min Estimate CHF 58‘000 - 68‘000 Story www.hagerty.com Photos Oldtimer Galerie

1976 Porsche 911 2.7 Targa Chassis # 9116310769 The mid 1970s are sort of the forgotten years for Porsche in the U.S. (or at least the years Porsche wishes they could forget). Ever-tightening emission control laws played havoc with engine longevity from 1975 until 1977. Unbelievably, Porsche’s answer to smog regs was heat. Thermal reactors burned exhaust gasses and they even removed some fan blades to raise running temperatures. Few 2.7 liter U.S. spec cars made it past 75,000 miles before the engines went kablooey. Experienced Porsche engine builders can fix these issues today, but not if the car still has to pass smog tests. It’s a bit of a moot point anyway as few 1975-77 911s seem to have survived. Other changes included the start of the so-called “short hood” cars, which included 5 mph bumpers. Porsche did a far better job integrating these than most other manufacturers. In 1974 and 1975, Porsche offered a 2.7 liter Carrera but it was nothing like the Euro cars. It was mainly fender flares, decals and a rear spoiler. They had the same 160 hp motor as the 911S. Finally, from 1976 on, all 911s got a dip in a zinc galvanizing bath prior to paint. The result was the most rust-resistant 911 yet.

One of only 1‘576 Targas built in 1976, this car, a European specification model in Viper-green with a light brown leather interior and 16 inch Fuchs rims was delivered through the Swiss main agent AMAG. The Porsche has had only two owners and shows a total mileage of 173’000 km. All service records are present and the car is in very good, well cared-for condition. The clutch has been replaced in 2018 and at the same time some slight engine oil leaks were repaired. A large amount of maintenance records from the last 20 years is available for this beautiful and classic 911 icon with a fresh Swiss Veteran MOT having been successfully completed in February 2019. Einer von nur 1‘576 gebauten 1976er 911 Targa in europäischer Ausführung. Schweizer AMAG Auslieferung in Viper-Grün mit hellbrauner Lederausstattung und 16“ Fuchs Felgen. Aus zweiter Hand, mit 173‘000 km und Serviceheft befindet sich der Porsche in sehr gutem und gepflegten Zustand. Die Kupplung wurde 2018 ersetzt und der Motor wurde neu abgedichtet, viele Unterhaltsbelege der letzten 20 Jahre vorhanden. Sehr schöner, klassischer 911er mit der letzten MFK als Veteranenfahrzeug im Februar 2019. L’une de seulement 1576 Targa aux spécifications européennes de 1976. Livraison en Suisse par AMAG en Vert Vipère avec sellerie cuir Tan jantes Fuchs de 16“. De seconde main avec 173 000 km au compteur et carnet d’entretien, la Porsche se trouve dans un bon état d’entretien. L’embrayage a été remplacé en 2018 et l’étanchéité du moteur a été refaite, de nombreux justificatifs d’entretien de ces 20 dernières années le prouvant. Très belle 911 classique avec dernière expertise vétéran remontant à février 2019.

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2000 Rolls-Royce Corniche V

Lot 131

Chassis # SCAZK29EX1CX68541 The Corniche V’s place in Rolls-Royce lore cannot be overestimated, being the last new construction before the BMW takeover. Some would even call it the last true Rolls-Royce. Built in only 374 examples, this car, a 2001-year model, was delivered to its first lucky owner on the 18th December 2000 through the official Rolls-Royce agents in Lausanne. For the princely sum of CHF 547’000 he received an interior in the finest of Connolly hides, electric windows and seats (with memory), two level air conditioning, cruise control, electrically operated roof and countless other luxury amenities. This breathtaking Drophead Coupe has been with only its second owner since 2012 and has been driven a mere 17’000 km from new. Needless to say, the Corniche is in impeccable and cherished condition throughout. The most recent Swiss MOT was completed in November 2019, enabling the enviable new owner to enjoy his latest acquisition right away.

374 exemplaires seulement de cette Rolls-Royce Corniche d’ultime conception inédite ont été fabriqués avant la reprise par BMW. Ce modèle du millésime 2001 a été remis à son premier propriétaire le 18 décembre 2000 par Rolls-Royce Lausanne. Pour un prix neuf de 547 000 CHF, la Corniche offrait une somptueuse sellerie cuir Connolly, climatisation, système de navigation, lève-vitres électriques, réglage électrique des sièges avec fonction Mémoire, capote électrique et bien d’autres agréments encore. Le merveilleux cabriolet est en seconde main depuis 2012, a un kilométrage garanti de 17 000 km seulement et se trouve en un parfait état d’entretien originel. Le dernier passage au contrôle technique remonte à novembre 2019, la voiture est donc utilisable immédiatement.

347 cars turbocharched V8 6‘750 cc 329 hp at 4‘000/min Estimate CHF 145‘000 - 155‘000

Photos Oldtimer Galerie

Als letzte Neukonstruktion vor der Übernahme durch BMW wurden von diesem Rolls-Royce Corniche nur 374 Fahrzeuge gebaut. Dieses Fahrzeug mit Modelljahr 2001 wurde am 18. Dezember 2000 durch Rolls-Royce Lausanne an seinen Erstbesitzer übergeben. Für den Neupreis von CHF 547‘000.- war der Corniche mit opulenter Connolly-Lederausstattung, Klimaanlage, Navigation, elektrischen Fensterhebern, elektrischer Sitzverstellung mit Memoryfunktion, elektrischem Verdeck und vielen anderen Annehmlichkeiten ausgerüstet. Das wunderschöne Cabriolet war seit 2012 in zweiter Hand, hat garantiert erst 17‘000 km gefahren und befindet sich in sehr gutem und gepflegten Originalzustand. Die letzte MFK erfolgte im November 2019, womit dieses herrliche Fahrzeug sofort einsatzbereit ist. 59

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Since its founding, Pichler GFG AG offers vehicles of various brands for sale. Our broad brand portfolio offers the ideal opportunity to meet very different needs.

Classic cars deserve real attention and real competence. With our experienced team, we help to preserve and restore precious collectors and emotional items.

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You have a wish? Visit us. Good service is the result of training and experience. We offer our customers both and perform service and repair of the offered brands.

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1960 Mercedes 190 SL

Lot 132

Chassis # 121040-10-016944 This Mercedes 190 SL „Coupé“ (Mercedes lingo for any cabriolet leaving the works equipped with a hardtop) was first registered in Zurich in May 1960. In 1963 the cabriolet arrived with its second owner who kept and cherished the car for the next 55 (!) years, until 2018. To this day, the 190SL carries its original shade of “mother of pearl-green” (213G) which was ordered on only 14 cars apparently and the interior in crème leather has never been restored. Naturally the engine and gearbox are the original “numbers-matching” items and the cabriolet is in very original condition, still with its original softtop and a very charming patina. The original hardtop is still with the vendor and may be collected at his residence by the new owner. In 2019, the fuel tank and the fuel pump have been overhauled, and the fuel float as well as the steering-rods and steering-damper were replaced. The most recent Swiss veteran MOT was completed in September 2015. The extraordinary shade of “mother of pearl-green” makes this example an absolute rarity and a must-addition to any comprehensive Mercedes collection. Dieses Mercedes 190 SL „Coupé“ (so war die Bezeichnung, wenn das Fahrzeug das Werk mit Hardtop verliess) wurde im Mai 1960 erstmals in Zürich zugelassen. 1963 wechselte das Cabriolet zum zweiten Besitzer, welcher dem Wagen die nächsten 55 Jahre die Treue hielt. Bis heute trägt der 190er seine Originalfarbe „perlmuttgrün“ 213 G, welche scheinbar nur bei 14 Fahrzeugen bestellt wurde, und die Innenausstattung in cremefarbenem Leder wurde nie restauriert. Motor- und Getriebenummer entsprechen der Auslieferung - sogenannte „matching numbers“. Das Cabriolet befindet sich in sehr originalem Zustand mit altersgerechter Patina, das Verdeck wurde nie ersetzt und das originale Panorama Hardtop ist vorhanden und kann durch den Käufer beim Einlieferer abgeholt werden. 2019 wurden Benzinpumpe und Tank revidiert sowie der Tankschwimmer, die Spurstangen,

die Lenkstange und der Lenkungsdämpfer ersetzt. Die letzte MFK als Veteranenfahrzeug erfolgte im September 2015. Die Farbe „perlmuttgrün“ macht diesen 190 SL zu einer absoluten Rarität, welche eigentlich in keiner gut sortierten Mercedes Sammlung fehlen darf. Cette Mercedes 190 SL « Coupé » (désignation d‘origine si la voiture quittait l‘usine dotée d‘un hardtop) a été immatriculée à Zurich en mai 1960. En 1963, le cabriolet a rejoint son deuxième propriétaire, qui lui est resté fidèle durant les 55 années suivantes – jusqu’en 2018. Aujourd’hui encore, la 190 arbore sa teinte d‘origine « Vert Nacre » 213 G, qui n‘aurait été commandée que pour quatorze véhicules, et sa sellerie cuir crème jamais restaurée. Les numéros du moteur et de la boîte de vitesses sont les mêmes que lors de sa livraison – les fameux « matching numbers ». Le cabriolet est absolument dans son état d’origine avec une patine digne de son âge, la capote n’ayant jamais été remplacée, avec en prime son hardtop Panorama d’origine. Celui-ci pourra être récupéré chez le vendeur. En 2019, la pompe à essence et le réservoir ont été révisés alors que les biellettes d’accouplement, la colonne de direction et l’amortisseur de direction ont été remplacés. Le dernier passage au contrôle technique comme vétéran a eu lieu en septembre 2015. La nuance « Vert Nacre » fait de cette 190 SL une rareté absolue qui, à vrai dire, ne devrait manquer dans aucune collection de Mercedes bien assortie.

25‘881 cars in-line 4 cylinder 1‘897 cc 105 hp at 5‘700/min Estimate CHF 135‘000 - 145‘000

Photos Oldtimer Galerie

©Rob Lewis

Lot 133 5‘725 cars (all 370/370A V12) V12 6‘030 cc 135 hp at 3‘400/min Estimate CHF 175‘000 - 215‘000

1931 Cadillac 370A V12 Convertible Coupe Chassis # 103440 The Detroit, MI based Cadillac Company offered three different and very distinct chassis and drive trains, a V8, V12 and the massive V16 in 1931. The series 355-A had eight cylinders, the 370-A had twelve-cylinders, and a continuation of the 1930 and 1931 series 452 and 452-A V-16. A total of 10‘717 automobile were produced.

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Over 5‘725 307/370A vehicles were produced from 1930 to 1931. It was available in the two door coupe, 4 door limousine, 2 door roadster, 4 door sedan and the 2 door Tourer. Model year sales were 5,733. The 370-A series was very similar to the 1930-31 V-16 except some bodies were built by Fisher, but all body interiors were built by Fleetwood. The hood was four inches shorter than the V-16, and five inches longer than the V-8. The battery was mounted in the right front fender, and the coach sill was modified with a single molding on the splash shield. The headlights were smaller in diameter than the V-16 headlights by one inch, and the instrument panel was very similar to the V-8 panel. It also had ball shaped dual rear headlights like the V-8 and dual hors that were smaller than on the V-16. 62

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The front tread was the same as the V-8, and the frame had divergent side rails like the Series 355. Rear springs were mounted under the frame rails. The sedans had two wheelbases, 140‘ and 143‘, though the semi-commercial unit had a 152‘ wheelbase. Featuring very fine Fleetwood coachwork in standard Fisher bodies, the Fleetwood Body Company was also located in Detroit Michigan. With a OHV V12 engine, 368 cid and 135 hp, the 370A was priced at $4‘895 when new. Able to reach 160km/h, the Cadillac Fleetwood Sport Phaeton came with a narrow-angle V16 power unit. The 370-A engine had dual intake silencers that were slightly smaller than the single unit on the V-8 engine. The silencers were positioned at the rear were the V-16 vacuum tanks were mounted. It also had carburetors that were reversed yet very similar to the V-16 so the air inlet was located at the rear. The V-16 oil filter was mounted on the center of the dash near a single vacuum tank. The Cadillac V-12 was the official pace car in 1931 for the Indianapolis 500.

In the late Twenties and early Thirties the automotive race in the USA for bigger, better and faster was in full swing and manufacturers resorted to ever larger engines with a number of manufacturers introducing 12 and even 16 cylinder engines. Only few people could afford such extravagance and the 12 cylinder Cadillac we have on offer is a very rare sight indeed. It was delivered as a Convertible Coupé with dickie seat in Switzerland in May 1932. Amazingly the original registration document (carte grise) still exists! After an eventful life and used as a promotional vehicle in the recent past, the chassis, coachwork and interior were restored in 1991. A photographic record of the restoration is available. The last owner purchased the Cadillac in 1995 and in 1999 commissioned a full engine overhaul, well documented as well, of course. This imposing and beautiful Convertible is in very good condition and the most recent Swiss veteran MOT was performed in July 2015.

Cette très rare Cadillac V12 Convertible Coupé avec siège de belle-mère a été immatriculée pour la première fois en Suisse en mai 1932 – la carte grise d’origine a même été conservée ! Après une vie mouvementée – notamment comme véhicule publicitaire – le châssis, la carrosserie et l‘intérieur ont été restaurés en 1991 - photos à l’appui. Le dernier propriétaire a racheté la Cadillac en 1995 et, en 1999, il a ordonné une révision complète du moteur, laquelle est bien évidemment elle aussi documentée. Le splendide cabriolet au puissant moteur à 12-cylindres est donc très bon état et sera livré à son nouveau propriétaire avec la dernière expertise vétéran remontant à juillet 2015.

Dieses sehr seltene Cadillac V12 Convertible Coupé mit Schwiegermuttersitz besitzt eine Schweizer Erstzulassung vom Mai 1932 – der originale Fahrzeugausweis ist heute noch vorhanden! Nach einem bewegten Autoleben, zuletzt wohl als Werbeträger, wurden 1991 Chassis, Karosserie und Interieur restauriert – Fotos hierzu sind vorhanden. Der letzte Besitzer erwarb den Cadillac 1995 und liess 1999 den Motor komplett revidieren – selbstverständlich sind auch hierzu die entsprechenden Belege vorhanden. Das wunderschöne Cabriolet mit seinem kraftvollen Zwölfzylindermotor befindet sich in sehr gutem Zustand und wird mit der letzten MFK als Veteranenfahrzeug im Juli 2015 einem neuen Besitzer übergeben.

Lot 134 243 cars (Series 2) in-line 6 cylinder 3‘485 cc 235 hp at 5‘500/min Estimate CHF 225‘000 - 245‘000

1966 Maserati 3500 GTI Sebring Series 2 Chassis # AM101/10*399* A 2+2 grand tourer coupe produced by Maserati, the rare and exotic Sebring was introduced in 1962 and produced through 1968. Heavily based on the Maserati 3500, the Sebring was primarily aimed at the profitable American Gran Turismo market and received its name following the 1957 racing victory at the 12 Hour race. Joining the aggressive-looking Sebring was a single two-seat spyder in 1963 that never entered production, also built by Alfredo Vignale.

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Debuted at Salon International de l‘Auto in 1962 in prototype form, the world received its first glimpse of the Series I (Tipo AM 101/S), and then again at the Salone dell‘automobile di Torino the following year in its definitive form. The hand built Sebring was a roomy steel-bodied vehicle with a trunk and hood composed of aluminum that carried room in the rear for two smaller passengers. The Sebring design was a bit more angular than the 3500 and gave the vehicle a more compact look. With an impressive top speed of 137 mph, the Sebring featured everything from the Maserati 3500, except for its coachwork, and could achieve 0-60 mph in just 8.5 seconds on 185x15 Pirelli Cinturato tires. New for 64

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the Italian cars, a Borg-Warner automatic transmission was offered for the first time. The standard Sebring was quite well equipped, but Maserati did offer many optional extras that included air conditioning, automatic transmission, tinted glass, a radio and special paintwork. Series 1 models left the factory with Pirelli Cinturato 205VR15 tires (CN72). Between 1962 and 1965 a total of 348 Series 1 Sebring‘s were produced. In 1963 the engine was updated with an additional 15PS for a total of 235 PS. The following year the 3700 engine was first introduced, though only a select few received this engine. All Maserati Sebrings were fitted with five-speed ZF gearboxes.

In 1965 the Maserati Sebring Series II (Tipo AM 101/10) was debuted. The new model featured newly redesigned headlamps, updated more modern bumpers, new turn signals at the front and new side grilles that took the place of the lower extraction vents. The Series II took its design cues from the contemporary Quattroporte. The trunk lid opening was narrowed slightly, the bumpers were now more squared off, and the taillights were mounted horizontally instead of vertically. 245 Series II models were produced during its four-year production run, riding on larger 205x15 Pirelli Cinturatos.

Der wunderschöne Sebring mit Borrani-Speichenrädern wurde am 26. April 1966 durch die MaseratiVertretung Hubert Patthey in Neuchâtel an einen Industriellen in La Chaux-de-Fonds übergeben. In späteren Jahren war der Maserati, einer von nur 243 gebauten Series 2, im Besitz eines Schweizer Privatbankiers, bis das Fahrzeug 2013 von einem Sammler übernommen wurde. Die Karosserie wurde vor vielen Jahren neu lackiert, der letzte Besitzer liess die Innenausstattung erneuern und einen Satz neuer Avon Turbosteel Reifen montieren. Das mitgelieferte Maserati Classiche Zertifikat bestätigt die originale Farbkombination „Blue Ischia“ (dunkelblau) mit Connolly PAC 1544 (beigeweiss) Lederausstattung sowie die „matching numbers“ von Chassis und Motor. Mit vermutlich erst drei Besitzern und wahrscheinlich knapp 104‘000 gefahrenen km präsentiert sich der Sebring in sehr gutem und sehr originalem Allgemeinzustand womit er eine Bereicherung für jede Maserati Sammlung sein dürfte. Die letzte MFK als Veteranenfahrzeug erfolgte im November 2019.

Powering the Series II was the 3500 engine, the 3700 engine with a lengthened stroke that enlarged its engine to 3‘694 cc, and the even larger 4000 engine with a 4‘012 cc engine that produced 255 PS at 5‘200 rpm. The Series II Sebring continued in production until 1968 when Maserati was forced to drop its older models from production. The last three years of the production run didn‘t have any major updates anyways except for a slight power increase for the 4000, now up to 265 PS. A total of 593 units were produced from 1962 through 1969.

Cette magnifique Sebring à roues à rayons Borrani a été remis à un industriel de La Chaux-de-Fonds, le 26 avril 1966, par le concessionnaire Maserati Hubert Patthey, de Neuchâtel. Les années suivantes, la Sebring, l‘un des rares 243 exemplaires de la série 2 construits, a appartenu à un banquier privé suisse jusqu‘en 2013, année de son acquisition par un collectionneur. La carrosserie a été repeinte il y a de nombreuses années. Le dernier propriétaire a fait restaurer l‘intérieur et monter un train de pneus neufs Avon Turbosteel. Le certificat Maserati Classiche accompagne la voiture, confirmant la couleur d‘origine « Blue Ischia » (bleu foncé) avec cuir Connolly PAC 1544 (beige clair) ainsi que les numéros correspondants pour le châssis et le moteur. Avait probablement trois propriétaires seulement et, sans doute, à peine 104 000 km au compteur, la Sebring brillée par son très bel et très original état général qui ne manquera pas d’enrichir toute collection de Maserati. La dernière expertise vétéran remonte à novembre 2019.

This gorgeous Michelotti designed Sebring, equipped with the optional and expensive Borrani wire rims, was delivered to its first owner, an industrialist from La Chaux-de-Fonds, through Maserati agent Hubert Patthey in Neuchatel on the 26th April 1966. In later years the Sebring, one of only 243 Series 2 examples built, was in the possession of a Swiss private banker until 2013, when it was acquired by a collector. The coachwork has been repainted many years ago and the last owner had the interior retrimmed and a set of new Avon Turbosteels now graces those beautiful Borranis. The Maserati Classiche Certificate accompanies the car, confirming the original “Blue Ischia” (dark blue) color with Connolly PAC 1544 (light beige) leather and matching numbers for the chassis and engine. With reputedly three owners only and a total of 104’000 km driven, the Sebring presents itself in very good and very original condition and would certainly be a worthy addition to any Maserati collection. The most recent Swiss Veteran MOT was completed in November 2019. 65

Lot 135 6 cars (F2, F3, F Atlantic) in-line 4 cylinder 1‘598 cc approx. 195 hp Estimate CHF 95‘000 - 125‘000

Photos Daniel Reinhard

1971 Chevron B18 Formula 2 ex. Jo Siffert Chassis # 71/3 This car, Chevron B18 Nr. 71/3, made Jo Siffert the “King of Bogota” on the 7th of February 1971, when he managed to win twice from a lowly ninth position on the starting grid! He was in outstanding form that weekend, beating Graham Hill in his Lotus 69 and Peter Westbury in a Brabham BT30, scoring the fastest lap with 1:27.6 and winning both 30-lappers on the circuit in the “Distrito Capital of Bogota”. Only a week later, he nearly repeated his success with a pole position lap time of 1:24.82 in front of Henri Pescarolo and Rolf Stommelen and a resounding win in the first race. Unfortunately he had to abandon the second run two laps to the flag resulting in a 6th place overall. Siffert further competed the B18 on 14th March in Mallory Park, on 11th April at Thruxton, on the 2nd of May on the Nürburgring and on the 31st May at Crystal Palace. Two further drivers, Francois Mazet and Chris Craft competed in the Siffert-Chevron at Pau on the 25th April and at Mantorp Park on the 8th August respectively. After this, 71/3’s frontline career had come to a close. In 1972, the car was sold, without engine, through the Chevron works to Bob Howlings. In 1973 it went to its next owner, Richard Thwaites, still engine-less. Three more owners and 15 years later, the Chevron F2 arrived, still undriven (difficult without an engine...), in Bob Campell’s ownership. He finally performed a thorough restoration of the car and installed the dry-sump Ford BDA engine on Webers and a Hewland FT200 box with which the car is equipped to this day. From 1988 to 1991 the Chevron was used in a variety of historic race meetings in the UK, before it was bought, in 1993, by Sheila and Tim Hassel. The Chevron once again remained inactive, save for a 5 lap shake-down in 1996. In 1999, it was purchased by „Mr. Big Healey“ Denis Welch but was not used. In 2003 the ex-Siffert car finally made its way back to Switzerland, where it was shown in various events and demo-runs

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but never raced in anger. In 2007, the Chevron was bought by the current owner who restored the chassis and bodywork once more. From 2008 the car was occasionally driven in historic meetings but mostly displayed statically in a number of exhibitions. A 1990 copy of the FIA Historic Vehicle Identity Form is available, certainly facilitating the issuance of a new FIA-HTP. This racing monoposto has considerable national significance and value, having been successfully raced by the immortal Jo Siffert. Whoever wishes to show and race a relatively uncomplicated, easy to maintain and drive monoposto with a practically guaranteed invitation to the most prestigious historic race meetings, could not wish for a more suitable racer.

©J.Reinhard - Mallory Park, March 14th 1971 Siffert wurde mit diesem Chevron B18 Nr. 71/3 am 7. Februar 1971 zum König von Bogota, denn es gelangen ihm trotz seiner 9. Startposition zwei Laufsiege. Als Gesamtsieger über die zweimal 30 Runden auf der Strecke im Distrito Capital von Bogota, vor Graham Hill im Lotus 69 und Peter Westbury im Brabham BT30 und mit der schnellsten Rennrunde von 1:27,6 s blieb er an diesem

Wochenende ungeschlagen. Nur eine Woche später am 14. Februar fuhr Siffert an selber Stelle in 1:24.82 auf die Pole Position vor Henri Pescarolo und Rolf Stommelen. Den ersten Lauf gewinnt er wieder souverän, muss leider im Zweiten nur zwei Runden vor Schluss aufgeben, trotzdem wird er noch als gesamt 6. gewertet. Weitere Starts von Siffert im B18 waren am 14. März in Mallory Park, am 11. April in Thruxton, am 2. Mai auf dem Nürburgring und am 31. Mai in Crystal Palace. Dazu kamen noch die zwei Fremd-Einsätze. Francois Mazet trat in Pau am 25. April im Siffert-Chevron an, Chris Craft in Mantorp Park am 8. August. Danach wurde 71/3 nicht mehr eingesetzt. 1972 wurde der Renner, ohne Motor, durch Chevron an Bob Howlings verkauft. 1973, immer noch ohne Motor, wurde das Fahrzeug an Richard Thwaites weiterverkauft. Nach drei weiteren Besitzerwechseln, und immer noch ungefahren da ohne Motor, landete der Formel 2 1988 bei Bob Campell. Dieser restaurierte den Monoposto und erweckte ihn mittels des aktuell montierten Ford BDA Motors mit zwei Weber Doppelvergasern, Trockensumpfschmierung und Hewland FT 200 5-Gang Getriebe wieder zum Leben. Von 1988 bis 1991 wurde der Chevron an verschiedenen historischen Veranstaltungen in England eingesetzt. 1993 wurde der Bolide von Sheila und Tim Hassel übernommen, welche ihn lediglich 1996 für einen 5-Runden Test einsetzten. 1999 kaufte „Mr. Big Healey“ Denis Welch den Chevron, setzte ihn jedoch nie ein. 2003 schliesslich, wurde das ex. Jo Siffert Fahrzeug von einem Liebhaber zurück in die Schweiz geholt und danach an verschiedenen Veranstaltungen, meist zu Demonstrationszwecken, gefahren. 2007 kaufte der letzte Besitzer den historischen Renner und restaurierte anschliessend das gesamte Chassis und die Karosserie. Ab 2008 wurde das Fahrzeug vereinzelt an historischen Veranstaltungen gefahren, die letzten Jahre jedoch nur noch für Ausstellungen eingesetzt. Eine Kopie des 1990 ausgestellten FIA Historic Vehicle Identity Form ist vorhanden, was die Erstellung eine FIA-HTP sicherlich erleichtern wird. Dieser Rennwagen ist aus Schweizer Sicht ein historisch sehr wertvolles Auto. Wer sich einen relativ unkomplizierten, gut dokumentierten Rennwagen mit grossem „Einladungspotential“ zu verschiedensten Historischen Rennveranstaltungen wünscht, ist damit sicher bestens gerüstet.

fois trente tours sur le circuit du « Distrito Capital » de Bogota. Une semaine plus tard seulement, le 14 février, au même endroit, Siffert décroche la pole position en 1:24,82 devant Henri Pescarolo et Rolf Stommelen. Il gagne à nouveau haut la main la première manche, mais doit malheureusement se résoudre à l’abandon lors de la deuxième, à deux boucles de la fin. Il termine néanmoins 6e au classement général. Siffert courra aussi avec sa B18 à Mallory Park le 14 mars et à Thruxton le 11 avril, sur le Nürburgring le 2 mai et à Crystal Palace le 31 mai. La voiture sera aussi conduite par deux autres pilotes, François Mazet à Pau le 25 avril et Chris Craft à Mantorp Park le 8 août, ultime course de 71/3. En 1972, l’usine Chevron revend la voiture sans moteur à Bob Howlings, qu’il revend, en 1973 à son prochain propriétaire, Richard Thwaites, toujours sans moteur. Trois autres propriétaires plus tard, n’ayant toujours pas roulé car sans moteur, la Formule 2 atterrit en 1988 chez Bob Campell. Celui-ci va restaurer la monoplace et lui redonner vie du moteur actuel, un Ford BDA à carter sec, à deux carburateurs Weber double-corps et boîte à 5 vitesses Hewland FT200 dont la voiture est encore équipée. De 1988 à 1991, la Chevron participe à diverses courses de voitures historiques en Angleterre. En 1993, Sheila et Tim Hassel rachète la voiture, qu’ils n’utiliseront qu’en 1996 pour une série de cinq tours. En 1999, la Chevron est rachetée par « Mr. Big Healey », Denis Welch, qui ne l’utilisera jamais. En 2003, enfin, l‘ex-voiture de Jo Siffert est rapatriée en Suisse par un amateur qui la pilotera lors de divers événements, la plupart du temps en démonstration. En 2007, la Chevron est rachetée par son actuel propriétaire qui restaure une fois de plus le châssis et la carrosserie. À partir de 2008, la voiture est présentée ponctuellement lors d‘événements historiques, mais, ces dernières années, n‘a été utilisée que pour des expositions. Une copie de l’Historic Vehicle Identity Form délivré par la FIA en 1990 est joint à la voiture, ce qui facilitera assurément la délivrance d’un nouveau pass FIA-HTP. Du point de vue de la Suisse, cette monoplace est une voiture historiquement très précieuse. Quiconque recherche une voiture de course relativement peu compliquée, à l’historique bien documenté et avec un grand « potentiel d’invitation » à différentes manifestations VHC sera comblé avec elle.

C’est au volant de cette Chevron B18 N° 71/3 que Jo Siffert a été sacré « Roi de Bogota », le 7 février 1971 : bien qu’en neuvième position sur la grille, il remporte les deux manches ! Dans une forme exceptionnelle, il est resté invaincu ce week-end, battant Graham Hill sur Lotus 69 et Peter Westbury sur Brabham BT30 tout en signant un record du tour de 1:27,6, après les deux 67

Lot 136 5 cars (X chassis) in-line 6 cylinder 2‘580 cc 125 hp at 5‘000/min Estimate CHF 325‘000 - 375‘000 Story www.astonmartins.com Photos Oldtimer Galerie

1953 Aston Martin DB2 Vantage X Chassis # LML/50/X4 David Brown, a wealthy Yorkshire industrialist, bought Aston Martin in 1947 after answering a ‚For Sale‘ advertisement in The Times for a un-named sports car company. Soon after becoming a motor car manufacturer, he also purchased the floundering Lagonda company too. The companies were merged as ‚Aston Martin Lagonda‘ and have been as one ever since. It could be said that ‚DB‘ purchased Aston Martin and Lagonda as something of a hobby in order to go motor racing. The David Brown Corporation was already a huge and successful engineering business with interests in, amongst other things gears, gearboxes and tractors. In 1948, the Two Litre Sports was introduced, based on the Atom Prototype and powered by Claude Hill’s 4 cylinder engine but it did not prove popular and only 16 examples were built. Whilst the 2 litre DB1 is sometimes considered overweight and underpowered compared to both pre-war and post-war Astons, this may be a little unfair as in part this could be to due the low octane pool petrol in the UK during the immediate post war period. The DB1 was superseded by the DB2 complete with the 6 cylinder Willie Watson designed engine (under the supervision of W.O.Bentley) and acquired by David Brown with the Lagonda company. The 2 seater DB2 was an exceptional post war sports car and achieved notable success in motorsport especially at Le Mans. The production ready DB2 was first shown during April 1950 at the New York Motor Show, a fitting event as in order to get scarce steel, British motor manufacturers needed to export as many cars as possible. Demand for the modern looking car was incredibly strong yet the factory were not able to build cars fast enough. The success of the team cars during the 1950 Le Mans 24 hour race (examples hastily snatched from the production line) made the DB2 an even more attractive car to the affluent post-war sporting motorist.

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The earliest cars (the first 49) feature a three part grille similar to that of the DB1, a large rectangular side vent behind each front wheel and bright trim along the side beneath the door. These triple grille cars are occasionally known as ‘washboards’ on account of the distinctive side vents.

From the 50th car, the side vent was deleted and three part grille was replaced by a simpler arraignment of horizontal bars, a design which lasted in production through to the DB2/4 Mark 2 in 1957. The rear ‘boot’ lid is really for entry to the spare wheel. Since the DB2 is strictly a two seater, there’s plenty of space for luggage behind the seats. Low weight together with an six cylinder , twin overhead cam engine of 2‘580 cc initially producing 105 bhp, made the DB2 a very quick car for the time. From January 1951, an optional 125bhp Vantage VB6E/ engine with bigger carburettors and a 8.2 to 1 compression ratio made the DB2 even quicker. At this time, the ‘Vantage’ option represented a more powerful engine but no other performance or styling modifications. Access to the engine is easy with the massive front hinged single piece bonnet.

This fabulous Aston is one of only 5 „X“- (for Experimental) designated cars made in developing the DB2/4 model. X4 was completed on the 22nd November 1952 and on the 2nd January 1953 it was delivered to the Aston agent Tice & Son Ltd. According to the build-sheet the Aston was originally painted in deep black with contrasting red leather interior. The current color is classic British Racing Green with the lovely patinated brown leather, probably fitted in the early Eighties. In the mid-Eighties the car was bought by non other than Peter Livanos, Aston Martin Ltd owner at the time and a dyed-in-the-wool Aston collector and aficionado. He lent the car to Stirling and Susie Moss to be used by them in the 1987 running of the famous Mille Miglia historic rally. A few years later, during a chance meeting at the Monterey Historics, Livanos, in his typical generous fashion gifted the car to Stirlings son Elliot. Since 1992 the DB2 “X4” has been registered in Elliots name, but in recent years was on static display at the British Motor Industry Heritage. In 2019 the Aston was imported into Switzerland and carefully recommissioned with a new fuel pump, the brakes disassembled, cleaned and adjusted and new ignition wires installed. The radiator was flushed and repainted at the same time. This important Aston now presents itself in good overall condition with a charming patina and UK-registration with Swiss customs duties paid. Eines von nur fünf X-Fahrzeugen (Experimental) welche zur Entwicklung des Aston Martin DB2/4 gebaut wurden. X4 wurde am 22. November 1952 gebaut und am 2. Januar 1953 an den Händler Tice & Son Limited geliefert. Gemäss build-sheet wurde der Aston Martin in schwarz mit roter Lederausstattung ausgeliefert. Die aktuelle Lackierung in britsh racing green und die Restaurierung der Innenausstattung mit braunem Leder dürfte zu Beginn der 80er Jahre erfolgt sein. Mitte der 80er erwarb der damalige Aston Martin Besitzer, Autoliebhaber und Rennfahrer Peter Livanos den DB2. Er stellte den Wagen 1987 seinem langjährigen Freund Stirling Moss und dessen Frau Susie für die Mille Miglia Teilnahme zur Verfügung. Einige Jahre später, anlässlich der „Monterey Historic“ Rennen, traf Livanos Sir Stirling Moss‘ Sohn Elliot und schenkte diesem den Aston. Seit 1992 war X4 Elliot Moss zugelassen, verbrachte aber die letzten Jahre im British Motor Industry Heritage Trust Museum und wurde nicht mehr gefahren. 2019 wurde der Vantage in die Schweiz importiert und vorsichtig wieder in Betrieb genommen. Hierzu wurde eine neue Benzinpumpe montiert, die Bremsen zerlegt, gereinigt und neue eingestellt, neue Zündkabel angefertigt sowie der Kühler entkalkt, gespült und lackiert. Dieser Aston Martin befindet sich in gutem Allgemeinzustand mit altersgerechter Patina und wird mit englischen Papieren sowie Schweizer Verzollung angeboten.

L‘un de seulement cinq véhicules-laboratoire X (Experimental) ayant servi à la mise au point de l‘Aston Martin DB2/4. Terminée le 22 novembre 1952, X4 a été remis, le 2 janvier 1953, au concessionnaire Tice & Son Limited. D‘après la build-sheet, l‘Aston Martin était à l‘origine noire avec une sellerie cuir rouge. Sa nuance de carrosserie actuelle Britsh Racing Green et la restauration de l‘habitacle en cuir brun remontent sans doute au début des années 80. Vers la mi-80, Peter Livanos, ancien propriétaire d‘Aston Martin, amoureux de voitures et piles de courses acquiert la DB2. En 1987, il met la voiture à la disposition de son fidèle ami Stirling Moss et de son épouse Susie pour participer à la Mille Miglia. Quelques années plus tard, aux courses du « Monterey Historic », Livanos rencontre le fils de Sir Stirling Moss, Elliot, et lui offre l’Aston. À partir de 1992, X4 a été immatriculé au nom d‘Elliot Moss, mais a passé le plus clair de son temps British Motor Industry Heritage Trust Museum et n’a plus roulé. En 2019, la Vantage est importée en Suisse et prudemment remise en circulation. Pour cela, elle reçoit une pompe à essence neuve, ses freins sont démontés, nettoyés et réglés, un nouveau câble d’allumage est fabriqué et le radiateur est détartré puis rincé et peint. L’état général de cette Aston Martin est bon avec la patine due à son âge et elle est vendue avec ses papiers britanniques et dédouanée en Suisse.

Lot 137 350 cars V12 2‘953 cc 250 hp at 7‘500/min Estimate CHF 1‘500‘000 - 1‘700‘000 Story www.conceptcarz.com Photos Oldtimer Galerie

1964 Ferrari 250 GT Berlinetta Lusso Chassis # 5849 The 250 Series was Ferrari‘s first volume-produced model, beginning the 250 Europa and Europa GT, built from 1953 to 1956, and accounted for fewer than sixty examples. Prior to this, Ferrari had built road-going coupes and convertibles in small numbers, usually to special orders and built atop a sports-racing chassis. Touring, Ghia, and Vignale were responsible for the coachwork on many of these early road cars, and no two cars were alike. The 250 Europa also brought a change in Ferrari‘s preferred coachbuilder. Vignale had clothed most of the early Ferraris, but with the 250 Europa that changed to Pinin Farina (later ‚Pininfarina‘) as Ferrari‘s number one choice. Preceding the Lusso was the 250 GT Berlinetta SWB (Short Wheel Base). It earned the SWB name from its chassis that, at 2,400mm, was 200mm shorter than the standard 250GT‘s. Depending on the customer‘s preferences, the SWB could be built for either road or track, with models designed for competition receiving lightweight aluminum-alloy bodies. The road-going versions often received a fully trimmed interior and softer springing.

chassis (similar to that of the 250 GT SWB and 250 GTO) of the Ferrari 250 model range and was powered by the same 2‘953-cubic centimeter short block V-12 that was designed by Gioacchino Colombo. This would also be the last V-12 Ferrari road car to use this engine, as displacement would increase to 275-cubic centimeters per cylinder for the next generation of Ferrari road cars. The lessons learned by the Scuderia in racing the 250 SWB and 250 GTO were implemented through-out the Lusso, including to the chassis, which received concentric springs around the telescopic shock absorbers and a Watts linkage to laterally stabilize the rear axle.

Building a single, dual-purpose race/road model did not survive long in the 1960s. With divergent requirements for the two markets, Ferrari built the competition-only 250 GTO and Gran Turismo 250 GT Lusso.

Front-end styling was clearly inspired by the 250 GT SWB and the low-slung nose of the 400 Superamerica, and the back received a swept back design with a Kamm tail with a subtle rear spoiler, in similar fashion to the 250 GTO. The interior was well appointed and luxurious, with the finest Italian leather, chrome trim, and a Nardi wood-rimmed steering wheel (a trademark Ferrari item). There was a rear luggage shelf which was quilted in fine Italian leather and designed to support designer luggage. The dashboard configuration closely resembled a previous special-bodied 250 SWB, featuring a largediameter tachometer and speedometer in the

Pininfarina designed the Ferrari 250 GT/L, or the ‚Lusso‘ as it has become known over time, and made its debut at the Paris Motor Show in October of 1962. ‚Lusso‘ translated into English means luxury, which is the perfect word to describe the car. Coachbuilt by Scaglietti, these were the last Ferrari vehicles to wear the 250 name. They rested on a shorter wheelbase 70

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center of the dashboard. The interior ambiance had an airy ‚greenhouse‘ motif with glass surrounding the driver on all sides, which was interrupted only by thin rear pillars that help house the panoramic rear window. This design feature was unique to the Lusso and offered nearly 360-degree visibility for the driver. The Lusso could race from 0-to-100 mph in 19.5 seconds and had a top speed of 150 mph. Production would continue from 1962 through 1964 with approximately 350 examples being built.

This fantastic Lusso, the last of Ferrari’s legendary “250”- line of sports and racing cars, and for many the most beautiful roadgoing Ferrari ever, was delivered through legendary US Ferrari importer Luigi Chinetti, (ex Ferrari works driver and 1949 Le Mans winner), on the 30th June 1964. There is little known on the US-history of the Lusso but available documentation shows that from 1971 the Ferrari was owned by a Mr. Neil Cargile Jr. from Nashville TN. He sold the car in 1975 to a Mr. Donovan from Cincinatti OH. Documentation further indicates the Lusso was restored in Italy towards the end of the 1980-ies where the mechanics and coachwork were entrusted to “Toni Auto” in Maranello and the beige leather interior renewed by “Luppi” in Modena. In 1993 the car was imported into Switzerland by a Mr. Donovan, but whether it is the same gentleman who bought the car in 1975 is not confirmed. Following importation, the Lusso spent the next ten years in the collection of a watch-making industrialist from Bienne before being passed on into another collection where it remained for a further 10 years. In 2017 the Lusso was repainted in the original shade of “Rosso Cina” red and in 2018 the rear shock absorbers were overhauled. Only 350 Lussos were built and this exceptional example is presented in outstanding condition with the most recent Swiss veteran MOT completed in October 2017.

Dieser herrliche Lusso wurde am 30 Juni 1964 an den amerikanischen Ferrari Importeur Chinetti geliefert. Über die Geschichte in den USA ist nur wenig bekannt, gemäss den vorhandenen Unterlagen war der Wagen ab 1971 im Besitz eines Neil Cargile Jr. aus Nashville Tennessee, dieser verkaufte den Ferrari 1975 an einen Mr. Donovan aus Cincinnati. Gemäss Beschreibung wurde der Lusso Ende der 1980er Jahre in Italien restauriert - wobei Chassis und Mechanik bei „Toni Auto“ und die beigefarbene Innenausstattung durch „Luppi“ restauriert wurden. 1993 wurde das Fahrzeug durch einen Mr. Donovan in die Schweiz importiert, ob es sich dabei um den Käufer von 1975 handelt ist nicht bekannt. Anschliessend war der Wagen 10 Jahre im Besitz eines Uhren-Industriellen aus Biel, um dann weitere 10 Jahre in einer Sammlung zu verbringen. 2017 erhielt der Ferrari eine neue Lackierung in der Originalfarbe „Rosso Cina“. 2018 wurden die hinteren Koni-Stossdämpfer revidiert. Einer von nur 350 gebauten 250 GT Berlinetta Lusso in hervorragendem Zustand. Die letzte MFK als Veteranenfahrzeug erfolgte im Oktober 2017. Cette splendide Lusso a été livré le 30 juin 1964 à l‘importateur Ferrari américain, Luigi Chinetti. On sait peu de choses de son historique aux États-Unis; à en croire les documents existants, la voiture est devenue en 1971 la propriété d’un certain Neil Cargile Jr., de Nashville, Tennessee, lequel a revendu la Ferrari en 1975, à un dénommé Mr. Donovan, de Cincinnati. Toujours selon le descriptif, la Lusso a été restaurée en Italie vers la fin des années 1980 – le châssis et la mécanique ayant été confiés à « Toni Auto » et l’aménagement intérieur de couleur beige, ayant été restauré par « Luppi ». En 1993, un certain Mr. Donovan importe la voiture en Suisse, mais on ignore s‘il s‘agit de son acheteur de 1975. La voiture restera ensuite dix ans en possession d‘un industriel horloger de Bienne avant de passer les dix années suivantes dans une collection. En 2017, la Ferrari reçoit une nouvelle couleur de carrosserie originale « Rosso Cina ». Ses amortisseurs arrière Koni sont révisés en 2018. L‘un de 350 exemplaires seulement de 250 GT Berlinetta Lusso se trouve dans un état exceptionnel. Le dernier contrôle technique comme vétéran a été effectué en octobre 2017.

Lot 138 343 cars (Heritage Edition) supercharged V8 5‘410 cc 558 hp at 6‘500/min Estimate CHF 325‘000 - 375‘000 Story www.wikipedia.org Photos Oldtimer Galerie

2006 Ford GT Heritage Edition Chassis # 1FAFP90SXX6Y401096 The Ford GT began life as a concept car designed in anticipation of the automaker‘s centennial year and as part of its drive to showcase and revive its „heritage“ names such as Mustang and Thunderbird. At the 2002 North American International Auto Show, Ford unveiled a new GT40 Concept car. Camilo Pardo, the then head of Ford‘s „Living Legends“ studio, is credited as the chief designer of the GT and worked under the guidance of J Mays. Carroll Shelby, the original designer of the Shelby GT 500, was brought in by Ford to help develop the GT; which included performance testing of the prototype car. While under development, the project was called Petunia. The GT is similar in outward appearance to the original GT40, but is bigger, wider, and most importantly 4 in (100 mm) taller than the original‘s 40 in (100 cm) overall height; as a result, a potential name for the car was the GT44. Although the cars are visually related, structurally, there is no similarity between the modern GT and the 1960s GT40 that inspired it. Three pre-production cars were shown to the public in 2003 as part of Ford‘s centenary celebrations, and delivery of the production version called simply the Ford GT began in the fall of 2004. As the Ford GT was built as part of the company‘s 100th anniversary celebration, the left headlight cluster was designed to read „100“. A British company, Safir Engineering, who built continuation GT40 cars in the 1980s, owned the „GT40“ trademark at that time. When production of the continuation cars ended, they sold the excess parts, tooling, design, and trademark to a small Ohio based company called Safir GT40 Spares. This company licensed the use of the „GT40“ trademark to Ford for the initial 2002 show car. When Ford decided to put the GT40 concept to production stage, negotiations

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between the two firms failed, thus the production cars are simply called the GT. The GT was produced for the 2005 and 2006 model years. The car began assembly at Mayflower Vehicle Systems in Norwalk, Ohio and was painted and continued assembly at Saleen Special Vehicles facility in Troy, Michigan, through contract by Ford. The GT is powered by an engine built at Ford‘s Romeo Engine Plant in Romeo, Michigan. Installation of the engine and transmission along with seats and interior finishing was handled in the SVT building at Ford‘s Wixom, Michigan plant.

Of the 4‘500 cars originally planned, approximately 100 were to be exported to Europe, starting in late 2005. An additional 200 cars were destined for sale in Canada. Production ended in September 2006 without reaching the planned production target. Approximately 550 cars were built in 2004, nearly 1‘900 in 2005, and just over 1‘600 in 2006, for a grand total of 4‘038 cars. The final 11 car bodies manufactured by Mayflower Vehicle Systems were disassembled, and the frames and body panels were sold as service parts. The Wixom Assembly Plant has stopped production of all models as of May 31, 2007.

When the Ford GT was first announced, the demand outpaced supply, and the cars initially sold for premium prices. The first private sale of Ford‘s new mid-engine sports car was completed on August 4, 2004, when former Microsoft executive Jon Shirley took delivery of his Midnight Blue 2005 Ford GT. Shirley earned the right to purchase the first production Ford GT (chassis #10) at a charity auction at the Pebble Beach Concours d‘Elegance Auction after bidding over $557‘000.

Optional equipment available included a McIntosh sound system, racing stripes, painted brake calipers, and forged alloy wheels adding $13‘500 to the MSRP. During the GT‘s production run, the car was featured on the cover of the video game Gran Turismo 4 and Gran Turismo 5, and was also featured in Need for Speed: Carbon and Need for Speed: ProStreet, as well as being made into physical form in the Transformers: Alternators toyline, which featured realistic cars turning into Cybertronians; the Ford GT mold was used for the characters Mirage and Rodimus. The Ford GT features many technologies unique at its time including a superplastic-formed frame, aluminum body panels, roll-bonded floor panels, a friction stir welded center tunnel, covered by a magnesium center console, a „ship-in-a-bottle“ gas tank, a capless fuel filler system, one-piece door panels, and an aluminum engine cover with a one-piece carbon fiber inner panel. Brakes are four-piston aluminum Brembo calipers with cross-drilled and vented rotors at all four corners. When the rear canopy is opened, the rear suspension components and engine are visible.

Being one of a mere 343 “Heritage Edition” examples built, this most sought-after variant of the fantastic Ford supercar was delivered to its first and only owner, a gentleman from Winston-Salem in the USA in November 2006 and registered on the 19th December of the same year. In 2009, the owner emigrated to Switzerland and took his priced possession with him. The car has covered only 335 miles from new(!) and is in virtually new condition. So, finding one of those legendary GT’s, with the rarest of specs, in as-new condition is a chance of a lifetime and the car certainly deserves a prime spot in any collection of modern or classic supersportscars. The most recent Swiss MOT dates from November 2018. Als eines von nur 343 Fahrzeugen der Heritage Edition wurde dieser Ford GT am 27. November 2006 durch den ersten und einzigen Besitzer in Winston-Salem/USA gekauft und am 19. Dezember des Jahres erstmals zugelassen. 2009 importiere er den Wagen anlässlich eines Umzuges in die Schweiz. Mit garantiert erst 335 gefahrenen Meilen präsentiert sich der GT in neuwertigem Zustand und eignet sich somit für jede Sammlung moderner – oder klassischer – Supersportwagen. Die letzte MFK erfolgte im November 2018. Rare, il s’agit ici de l’un des 343 exemplaires « Heritage Edition » fabriqués. Cette Ford GT a été achetée le 27 novembre 2006 par son seul et unique propriétaire à Winston-Salem, aux États-Unis, et immatriculée pour la première fois le 19 décembre de la même année. En 2009, il a importé la GT à l’occasion de son déménagement en Suisse. Avec seulement 335 miles (!) garantis au compteur, la GT est pratiquement à l’état neuf. Elle est donc prédestinée pour toute collection de supercars – modernes ou classiques. Le dernier passage au contrôle technique a eu lieu en novembre 2018.

The longitudinal rear mounted Modular 5.4 L V8 engine is all-aluminum alloy engine with an Eaton 2300 Lysholm screw-type supercharger. It features a forged rotating assembly housed in an aluminum block designed specifically for the car. A dry sump oiling system is employed, allowing the engine to sit low in the car‘s frame. The camshafts have unique specifications, with more lift and duration than those found in the Shelby GT500. Power output is 550 hp (558 PS) at 6,500 rpm. A Ricardo 6-speed manual transmission is fitted featuring a helical limited-slip differential. 73

Lot 139 approx. 1‘100 cars (Monosp.) 180° V12 4‘942 cc 390 hp at 6‘300/min Estimate CHF 125‘000 - 145‘000

1985 Ferrari Testarossa Monospecchio Chassis # ZFFTA17S000059463 Who else but Ferrari can make such a splash in the automotive world with each new model it releases. Such was the case — and perhaps the biggest splash yet — at the 1984 Paris Motor Show when the Italian carmaker debuted its radical Testarossa as a successor to the popular 512 BBi. The name means „red head“ and was a throwback to the famed sports racing 250 Testa Rossa of the late 1950s. But the similarities stopped at the name.

Story www.hagerty.com Photos Oldtimer Galerie Even at 3‘700 pounds, the Testarossa was a nimble, forgiving machine, and the motoring press praised it for its road manners.

The most recognizable features of the reborn Pininfarnina-styled Testarossa were the deep horizontal strakes that ran the length of both doors, feeding air into the side-mounted radiators. The world had never seen such a car, and it polarized those who saw it. Power for the Testarossa came from a mid-mounted, 4.9-liter, 48-valve, flat-12, which produced 390 horsepower and 361 ft-lb of torque—enough to propel the car to 60 mph in just over five seconds and on to a top speed just shy of 180 mph. A five-speed gearbox put all that power to the rear wheels, and suspension was independent all around, with unequal-length upper and lower A-arms, coil springs, hydraulic shocks, and anti-roll bars. Big ventilated disc brakes completed the mechanical package. 74

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Not much changed on the Testarossa during its sevenyear production. While originally fitted with only a two-stemmed driver‘s side outside mirror mounted half way up the A-pillar, in 1987 it was moved to the A-pillar base and a passenger mirror was added. A passive restraint system was also added that year. The only major change came in the pricing department, as the cost of entry soared from about $85‘000 in 1985 to nearly $150‘000 by 1990. After more than 7,000 cars had been built, production concluded at the end of 1991, and the Testarossa gave way to the 512 TR. While similar in outward appearance to the Testarossa, the 512TR featured a revised front end treatment and a slightly modified tail, both of which improved aerodynamic efficiency. Interior changes were made as well, which enhanced the car‘s ergonomics. The most important changes, however, occurred underhood.

This Testarossa, a rare first-generation example with single rearview mirror and central locking rims, was delivered through official Ferrari agent Autodino in Zürich on the 7th October 1985 and registered on the 15th October. The car has been with its third owner since 2002 and numerous maintenance records go back to the year 2000. The most recent cambelt replacement dates back to 2013, at 44’772 km. The Ferrari is equipped with a Tubi Style sports exhaust system with the original system accompanying the car. With now 56’000 km driven this sought-after Testarossa variant is in good, well maintained and original condition. The latest Swiss Veteran MOT took place in May 2015. Dieser Testarossa der ersten Baureihe mit Einzelspiegel und Zentralverschlussrädern wurde am 7. Oktober 1985 durch die Ferrari Vertretung Autodino in Zürich ausgeliefert und am 15. Oktober 1985 erstmals zugelassen. Das Fahrzeug befindet sich seit 2002 in dritter Hand, viele Unterhaltsbelege seit 2000 sind vorhanden. Der letzte Zahnriemenwechsel erfolgte bei 44‘772 km im März 2013. Der Wagen ist mit einer Tubi Style Auspuffanlage ausgestattet, die originale Auspuffanlage wird mitgeliefert. Mit 56‘000 gefahrene km befindet sich der Testarossa in gutem und gepflegten Originalzustand. Die letzte MFK als Veteranenfahrzeug erfolgte im Mai 2015.

Please note: The Pocher 1:8 scale model of the Ferrari Testarossa as shown below will be sold as Lot 139A directly after the car. 100% of the proceeds from this auction will go to „zeckenliga.ch“ - the Swiss league for patients with tick-borne diseases. A non-profit organisation, committed to prevention work as well as to those affected and their relatives.

Cette Testarossa de la première série à un seul rétroviseur extérieur et roues à écrou central a été livrée le 7 octobre 1985 par la concession Ferrari zurichoise Autodino et immatriculée le 15 octobre suivant. Depuis 2002, la voiture est en troisième main et les justificatifs d’entretien sont au complet depuis l’an 2000. Le dernier changement de courroie a eu lieu à 44 772 km en mars 2013. La voiture a reçu une ligne d‘échappement Tubi Style, mais les pots d’origine seront remis avec la voiture. Avec 56 000 km, la Testarossa est en bon état et bien entretenue. Le dernier passage au contrôle technique comme vétéran a eu lieu en mai 2015.

Lot 140 170 cars (Cup) 6 cylinder flat-engine 3‘600 cc 265 hp at 6‘100/min Estimate CHF 295‘000 - 325‘000 Story porscheroadandrace.com Photos Daniel Reinhard

1991 Porsche 911 (964) Carrera Cup Chassis # WPOZZZ96ZMS409091 Following the successful introduction of the roadgoing Porsche 944 Turbo in 1985, Porsche began the development of a race car based on the Type 951 which lead to the Porsche 944 Turbo Cup series. This, the first one-make race series in the company’s history, was run in Germany between 1986-1989 using the transaxle 944 Turbos, and at first consisted of seven races, rising to ten in its final year. The series proved so successful, that Porsche expanded it to run as a separate regional championship in France from 1987 to 1990. But there was a problem – the 944’s replacement was due at the end of the 1991 model year, and so a decision had to be made as to which model would continue to compete in the one-make race series. In order to give the series a future and to ensure continuity, Porsche management called Herbert Linge out of retirement to run the show. “The idea after the 944 Turbo Cup was to continue with the 928 and I told them immediately if you want to do it with the 928, I am not going to do it,” Herbert Linge recalled. The 928 was never intended to be a race car, it was too big and heavy, and would cost too much to make it competitive on the world stage. “I told them if I am going to do it, I will do it with the 911,” he said firmly. Introduced in 1989 (the year of the 911’s 25th anniversary), the 964 Carrera 4 was a significant new model for the company, but the 4-wheel drive system was deemed unsuitable for the company’s racing series. Manufactured alongside the Carrera 4 at the same time was the more traditional rear-wheel drive Carrera 2, but this model’s launch was only planned for a year later, in the hope that it would not detract from potential sales of the Carrera 4. The 1990 season was the first season that saw the 911-based model become the pillar on which the Porsche Carrera Cup series has been established. In 1989, the first Carrera Cup race car was built by

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Porsche Motorsport based on the Carrera 2 production car, and was powered by a 3.6-litre air-cooled, twinplug boxer engine. The 911 Carrera Cup was fitted with lightweight Speedline alloy wheels, a lightened clutch, a Matter roll cage, and the driver was given a Recaro racing seat. Slightly modified ignition electronics and a modified exhaust system (although it retained the standard catalytic converters) were just a few of the changes to the otherwise largely stock sports car. The Carrera Cup race cars retained the standard ABS system but this was slightly modified to cope with the rigours of racing.

Porsche race engineer, Roland Kussmaul went to work on making the car into a purebred racing machine by discarding all carpeting, sound-deadening material, and the interior fan. The blueprinted engine gave the car a 15bhp power increase over the production model which seemed rather moderate on paper, but being 230kg lighter, performance was very lively. Power was distributed to the rear wheels by means of a five-speed gearbox with shortened third, fourth and fifth gear ratios and a limited slip differential. Modified suspension kinematics, stiffer and shorter springs and adjustable anti-roll bar ensured race-like handling, while

1992 Spa - Porsche Cup Race

compared to its road-going sibling, the 911 Carrera Cup sat 55mm lower on the road. In order to ensure that the cars only ended up in the hands of genuine drivers who intended to race in the Cup series, teams were required to lodge a DM25‘000 deposit with the company, refundable on the completion of eighty percent of that year’s races, a requirement that has continued more or less unchanged to this day. Although Roland Asch won three of the ten rounds in the German Carrera Cup that first year, it was Porschestalwart Olaf Manthey who took the first Carrera Cup crown with just two victories in 1990. With the popularity of Porsche customer racing on the increase in 1991, the German Carrera Cup calendar once again comprised ten rounds, three of which were supporting races for the Formula 1 Championship. Approximately 40 cars lined up on the grid for each race, attracting both professional as well as aspiring amateur drivers. This time with six victories from seven starts, Roland Asch made no mistake in securing the title with Wolfgang Land as runner-up, while Jürgen von Gartzen took third place in the 1991 German series.

Als eines von nur 170 auf Carrera 2 Basis gebauten Fahrzeugen, wurde dieser Carrera Cup vom letzten Besitzer am 7. Februar 1991 direkt im Werk gekauft. Originales Cup-Fahrzeug mit Sperrdifferential, Matter-Überrollkäfig und 6-Punkt Sicherheitsgurt. Von 1991 bis 1993 wurde das Fahrzeug an einigen Rennen des Porsche Club Schweiz eingesetzt. Im Februar 1993 wurde der 911er erstmals für den Schweizer Strassenverkehr zugelassen. Ende 1993 wurde der DMSB-Wagenpass an den Verband zurückgesendet, da der Besitzer beschlossen hatte das Auto nicht mehr in Rennen einzusetzen. 2006 baute der Besitzer den Porsche komplett neu auf (Karosserie und Motor), die Kupplung wurde 2016 ersetzt, viele Belege sowie Ersatzteile welche in Toffen abgeholt werden können sind vorhanden. Sehr schnelles Fahrzeug, immer noch mit seinem Matching-Numbers Motor und erst 36‘000 gefahrenen Kilometern, in sehr gutem und äusserst gepflegtem Zustand. Die letzte MFK erfolgte im Februar 2018. Avec 170 exemplaires seulement construits sur base de Carrera 2, cette rare Carrera Cup a été achetée directement à l’usine par son dernier propriétaire le 7 mars 1991. Authentique modèle Cup avec différentiel autobloquant, arceau-cage Matter et harnais de sécurité à six points. De 1991 à 1993, elle a disputé plusieurs courses du Porsche Club Suisse. En février 1993, la 911 a été immatriculée pour la première fois comme voiture de route en Suisse. Fin 1993, le pass DMSB a été restitué à la fédération, son propriétaire ayant décidé de ne plus courir à son volant. En 2006, le propriétaire a reconstruit la Porsche de A à Z (carrosserie et moteur) et l‘embrayage a été remplacé en 2016. Les nombreux justificatifs et pièces de rechange en notre possession peuvent être récupérés à Toffen. Un véhicule très rapide, encore avec ses matching numbers moteur et seulement 36 000 km au compteur, en bon état et extrêmement bien entretenu. Le dernier passage contrôle technique a eu lieu en février 2018.

1991 Hockenheim - Porsche Cup Race

Being one of only 170 Carrera Cup examples (based on the Carrera 2), this car was delivered to its first owner at the Porsche works on the 7th February 1991. It’s an original Cup-car with locking differential, „Matter“ roll cage and 6-point harness. Between 1991 and 1993 the Porsche was entered in a number of Porsche Club Switzerland races before the car was registered for the road for the first time in 1993. At the end of 1993 the DMSB (Deutscher Motorsport Bund) vehicle pass was returned to the German authorities with the owner deciding not to use the car in competition any longer. In 2006 the Porsche was completely rebuilt from the ground up (coachwork and motor) with an additional clutch replacement in 2016. Spare parts and a documentation for all this work may be collected in toffen by the new keeper. A very rapid Porsche indeed, still with matching numbers, only 36’000 km covered and in excellent, well cared for condition. The last Swiss MOT was completed in February 2018. 77

Lot 141 Estimate CHF 3‘000 - 4‘000

Fantastic vehicles, breathtaking views and challenging roads: The Gstaad Palace-Challenge, organized by Mr. Andrea Scherz is the ambitious weekend rally for fans of sophisticated car culture. In 2020, the most exclusive vintage car rally in Switzerland will be taking place for the fifth time – starting places are limited! This lot includes the participation from the 28th – 30th of August 2020 for a car with a two-person crew, including accommodation and a varied programme. The organisers reserve the right not to accept vehicles which do not correspond to the spirit of the rally. 100% of the proceeds from this auction will go to the International Centre for Excellence in Emergency Medecine - ceem.info/

www.palace.ch/gstaad-palace-challenge/

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1963 Alfa Romeo Giulia 1600 Spider Chassis # AR*375732* When Alfa Romeo introduced the 1900 range in 1951, it was the company’s first monocoque design, and would be built in large enough numbers to put the company in the black. The 1‘900-cc inline-four engine produced as much power as the supercharged 1‘750-cc racing motors of the 1930s, and it was this impressive powerplant that was downsized in 1954 for use in the immortal Alfa Romeo Giulietta. Bertone’s handsome little Giulietta 2+2 Sprint coupe weighed a fifth less than the 1900, but the 1‘290-cc engine generated 80 bhp, only 10 less than the 1900. Pininfarina designed the first Alfa Romeo Giulietta Spider in 1955 and it would be made, more or less in that form, until the arrival of the Duetto in 1966. In 1959 the 101 Series replaced the previous 750 Series. The Giulietta 101 roadster’s wheelbase grew two inches in at this point, and the whole line received a minor front and interior refresh. The Giulia arrived in 1962 as a replacement for the 101 Series Giuletta, and this new Scarnati-designed sedan displayed unassuming yet attractive and functional styling. Motivation for this berlina was initially a 1‘570 cc four with 92 hp driving the rear wheels through a five-speed gearbox on the column that gave way fairly quickly to a floor-mounted gearshift just as the initial four-wheel drum brakes were upgraded to discs.

This Giulia was bought by the previous owner some 15 years ago and was restored immediately after purchase. To increase the performance, a “Veloce” carburetor setup with two Weber 40 DCOE was installed, with the original Solex unit and manifold accompanying the car. This lovely Convertible is in very good condition and ready for the coming summer fun. The most recent Swiss Veteran MOT was completed in April 2017. Diese Giulia wurde vor rund 15 Jahren vom Vorbesitzer übernommen und anschliessend restauriert. Um mehr Leistung zu erzielen, wurde eine „Veloce“ Vergaseranlage mit zwei Weber 40 DCOE Doppelvergasern montiert, der originale Solex Vergaser mit Ansaugkollektor ist vorhanden. Das wunderschöne Cabriolet befindet sich in sehr gutem Allgemeinzustand und ist für den kommenden Sommer einsatzbereit. Die letzte MFK als Veteranenfahrzeug erfolgte im April 2017.

Lot 142 8‘850 cars in-line 4 cylinder 1‘567 cc 92 hp at 6‘200/min Estimate CHF 75‘000 - 85‘000 Story www.hagerty.com Photos Oldtimer Galerie

Cette Giulia a été rachetée à son propriétaire précédent il y a une quinzaine d‘années avant d‘être restaurée. Pour avoir plus de punch, elle a reçu une batterie de carburateurs « Veloce » avec deux carburateurs Weber 40 DCOE double corps, mais le caboteur d’origine Solex avec collecte d’inspiration a été conservé. Ce magnifique cabriolet est dans un très bon état général et est prêt à prendre la route dès les premiers rayons de soleil de l’an prochain. La dernière expertise comme vétéran remonte à avril 2017.

Lot 143 241 cars in-line 6 cylinder 3‘485 cc 125 hp at 4‘250/min Estimate CHF 155‘000 - 175‘000 Story www.wikipedia.org Photos Oldtimer Galerie

1938 SS Jaguar 3 1/2-Litre Drop Head Coupe Chassis # 36174 SS Cars was a British manufacturer of sports saloon cars from 1934 until wartime 1940, and from March 1935 of a limited number of open 2-seater sports cars. From September 1935 their new models displayed a new name SS Jaguar. By then its business, founded in 1922, was run by and largely owned by William Lyons. Lyons had been partner with 1922 co-founder William Walmsley until Walmsley sold his shareholding in January 1935. The company that owned the business, S. S. Cars Limited, bought the shares of Swallow Coachbuilding Limited as of 31 July 1934 and the Swallow company was liquidated before S. S. issued shares to the public in January 1935. This was the time when Walmsley finished selling his holding. S. S. Cars Limited changed its name to Jaguar Cars Limited 23 March 1945. The Swallow Sidecar Company, trading name for the company Walmsley & Lyons co-founded by William Lyons and William Walmsley, progressively developed into a coachbuilder from its 1922 start, first making stylish sidecars for motorcycles. In May 1927, Swallow advertised that it would make 2-seater bodies on Austin and Morris chassis and running gear supplied through any authorised dealer. Their first full page advertisement appeared in the Autocar magazine in October 1927 to fit with the Olympia Motor Show. The next year Swallow relocated to the heart of the British motor industry. In the winter of 1928-1929 they moved bit by bit from Cocker Street Blackpool to a disused munitions factory on a rutted track, the future Swallow Road, off Holbrook Lane, Foleshill, Coventry. They returned to Blackpool each year for the Works Day Out. In 1929 John Black of Standard Motor Company and William Lyons teamed up to realise their long standing dream to produce a one of a kind sports car. This „First SS“ was a sleek boat-tail open 2-seater. Its flowing design and streamlining pointed to an obvious attempt at

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making a fast car, possibly with the intention of venturing into racing. This car is believed to have been shipped to Australia in the late 1940s. While the initial link with John Black‘s Standard was slowly developed, bodies continued to be built on Austin, Standard, Fiat and lastly Wolseley Hornet chassis. Nevertheless, at Motor Show time in October 1931, Swallow eventually launched a car of its own, the SS 1, and displayed a prototype, all while the aforementioned little Wolseley Hornet Special continued alongside. Under the guidance of the chairman, William Lyons, the company survived the depression years of the 1930s by making a series of beautifully styled cars offering exceptional value for money although some enthusiasts criticised them at the time for being „more show than go“. The engines and chassis supplied by the Standard Motor Company were fitted with Swallow bodies styled under Lyons supervision.

The first of the SS range of cars available to the public was the 1932 SS 1 with 2-litre or 2½-litre side-valve, six-cylinder engine and the SS 2 with a four-cylinder 1-litre side-valve engine. Initially available as coupé or tourer a saloon was added in 1934, when the chassis was modified to be 2 inches (50 mm) wider.

The first of the open two-seater sports cars came in March 1935 with the SS 90, so called because of its claimed 90 mph top speed. Harry Weslake was set to work on engine development. Bill Heynes came to be chief engineer from Hillman. Weslake‘s new cylinder head was manufactured for SS by Standard. The Weslake head and twin RAG carburetters were fitted to the last year‘s production of SS 1 and SS 2 cars. To counteract the „more show than go“ criticism of their SS90 Lyons had engaged William Heynes as chief engineer and Harry Weslake for engine tuning. Weslake was asked to redesign the 2½-litre 70 bhp side-valve engine to achieve 90 bhp. His answer was an overhead-valve design that produced 102 bhp and it was this engine that launched the new SS Jaguar sports and saloon cars in 1936. The SS Jaguar 2½-litre saloon with its 102 bhp six-cylinder Weslake-designed cross-flow ohv cylinder head on its Standard engine caused a sensation when it was launched at a trade luncheon for dealers and press at London‘s Mayfair Hotel on 21 September 1935. The show car was in fact a prototype. Also available was a similar looking but scaled-down version using a 1½-litre four-cylinder side-valve engine. The Motor magazine in its announcement issue of 24 September 1935 referred to the SS Jaguar‘s distinguished appearance, outstanding performance and attractive price. With its new 2½-litre engine it could now compete with Kimber‘s heavily influenced by Morris but brand new MG SA. In 1938 saloon and drophead production moved from coachbuilt (wood framed) to all steel and a 3½-litre engine was added to the range.

Dieser SS Jaguar wurde am 31. Dezember 1938 durch Henlys Limited in London ausgeliefert. Die weitere Geschichte des Fahrzeuges ist bis zur ersten dokumentierten Registrierung 1961 in Neuseeland nicht bekannt. Anschliessend hatte das Drop Head Coupe drei Besitzer, bevor es 1999 in desolatem Zustand durch den bekannten SS Spezialisten Monty Claxton in Christchurch erworben wurde. Claxton baute das Fahrzeug von 1999 bis 2003 komplett neu auf. Der Aufwand wurde mit Auszeichnungen für die beispielhafte Restauration belohnt. In den folgenden Jahren wurde der SS mehrfach in der Fachliteratur erwähnt und abgebildet - unter Anderem durch Allan Crouch– im Buch SS and Jaguar Cars. 2011 schliesslich, wurde das imposante Cabriolet vom Einlieferer in die Schweiz importiert. Von den 241 ursprünglich gebauten Exemplaren sind noch 22 Fahrzeuge bekannt, davon befinden sich nur gerade zwei in der Schweiz. In sehr gutem Zustand, mit JDHT Certificate, FIVA-ID und der letzten MFK als Veteranenfahrzeug im Mai 2017 wird dieser äusserst seltene SS Jaguar einem neuen Liebhaber viel Freude bereiten. Cette SS Jaguar a été livrée le 31 décembre 1938 par Henlys Limited, à Londres. On ignore tout de péripéties ultérieures de la voiture jusqu’à sa première immatriculation documentée, en 1961, en Nouvelle-Zélande. Le Drop Head Coupé a ensuite eu trois propriétaires avant d‘être racheté, en 1999, dans un état épouvantable, par l’éminent spécialiste des SS, Monty Claxton, à Christchurch. Claxton a intégralement reconstruit la voiture de 1999 à 2003. Sa méticulosité lui a valu des distinctions au titre de restauration exemplaire. Les années suivantes, la SS a régulièrement été évoquée et photographiée dans des publications spécialisées – en particulier grâce à Allan Crouch – dans l’ouvrage SS and Jaguar Cars. En 2011, enfin, l’imposant cabriolet a été importé en Suisse par son vendeur d’aujourd’hui. Sur les 241 exemplaires fabriqués à l’origine, 22 seulement auraient survécu et il n’y en aurait que deux en Suisse. Dans un très bon état, avec JDHT Certificate, pass FIVA-ID et le dernier passage contrôle technique comme vétéran en mai 2017, cette extrêmement rare SS Jaguar réservera un immense plaisir à son heureux nouveau propriétaire.

This SS Jaguar was delivered through Henley’s Ltd in London on the 31st December 1938. After a lengthy gap, the history of the car is known from its first New Zealand registration in 1961. The car went through the hands of three owners before being rescued in rather dilapidated state by well known SS authority Monty Claxton in Christchurch in 1999. He performed a complete rebuild in the following four years which resulted in multiple prices for an “outstanding and exemplary” restoration. The SS was described and photographed for several publications, among others for an article in Allan Crouch’s book “SS and Jaguar Cars”. In 2011 the current owner brought the splendid Drophead Coupe to Switzerland. Of the 241 examples originally built, the majority was lost and only 22 cars are still known to exist, making this an exceedingly rare SS indeed, to be cherished and enjoyed by its next lucky owner. The car is in very good condition and will be sold with its JDHT certificate, a FIVA ID card and the most recent VeteranMOT was successfully completed in May 2017. 81

Lot 144 7‘935 cars (LHD) in-line 6 cylinder 2‘984 cc 200 hp at 5‘500/min Estimate

1972 BMW 3.0 CSi Chassis # 2260835 The BMW E9 is a range of coupés produced from 1968 to 1975. Initially released as the 2800 CS model, the E9 was based on the BMW 2000 C / 2000 CS fourcylinder coupés, which were enlarged to fit the BMW M30 six-cylinder engine. The E9 bodywork was built by Karmann.

CHF 65‘000 - 75‘000 Story www.wikipedia.org Photos Oldtimer Galerie

CS used the 2‘788 cc (170.1 cu in) version of the engine used in the E3 sedans. The engine produced 168 hp at 6‘000 rpm. Not only was the 2800 CS lighter than the preceding 2000 CS, it also had a smaller frontal aspect, further increasing the performance advantage. The curb weight of the 2800 CS is 1‘420 kg (3,131 lb). At the 1969 Geneva Motor Show, BMW unveiled the „2800 Bertone Spicup“ concept car. This model, which has a similar appearance to the 1967 Alfa Romeo Montreal, did not reach production.

As a racing car, the E9 was very successful in the European Touring Car Championship and the Deutsche Rennsport Meisterschaft, especially the 3.0 CSL homologation model. The first of the E9 coupés, the 2800 CS, replaced the 2000 C and 2000 CS in 1968. The lead designer was Wilhelm Hofmeister. The wheelbase and length were increased to allow the engine bay to be long enough to accommodate the new straight-six engine codenamed M30, and the front of the car was restyled to resemble the E3 sedan. The rear axle, however, remained the same as that used in the lesser „Neue Klasse“ models and the rear brakes were initially drums - meaning that the 2800 saloon was a better performing car, as it was also lighter. The CS‘ advantages were thus strictly optical to begin with. The 2800 82

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The 2800CS was replaced by the 3.0 CS and 3.0 CSi in 1971, which was bored out to give a displacement of 2‘986 cc (182.2 cu in). The 3.0 CS has a 9.0:1 compression ratio, twin carburetors and produces 180 hp at 6‘000 rpm. The 3.0 CSi has a 9.5:1 compression ratio, Bosch D-Jetronic electronic fuel injection, and produces 200 hp at 5‘500 rpm. Transmission options were a 4-speed manual or a 3-speed automatic.

This rare BMW 3.0 CSi with its 4-speed manual gearbox and steel sunroof was handed over to its first owner in Zurich on the 19th May 1972. The current owner commissioned a restoration and overhaul of the coachwork and the suspension between 1986 and 1988, and the car has been driven a mere 10’000 km since. The work performed included a replacement of all shock absorbers with Bilstein sports dampers and the springs were swapped for CSL sports units. The gearbox received a new second gear synchro and new bearings and all injection valves and gaskets were replaced. The restoration of the coachwork is documented with numerous photographs. The interior is in very well kept original condition with the exception of the carpets which were renewed in 2019. This handsome BMW, one of the most elegant automotive creations coming from Munich has been driven a total of 134’000 km and presents itself in very good condition with the original service- and owner’s manual available with the car. The last Swiss Veteran MOT was performed in July 2016.

Cette rare BMW 3.0 CSi à boîte de manuelle à 4 vitesses et toit ouvrant en acier a été remise à son premier propriétaire à Zurich le 19 mai 1972. Le dernier a fait exécuter une restauration complète de la carrosserie et des trains roulants entre 1986 et 1988 ; depuis lors, la voiture n’a couvert que 10 000 km. À cette occasion, tous les amortisseurs ont été remplacés par des amortisseurs Sport Bilstein et les ressorts, par des ressorts Sport de CSL. La boîte de vitesses a reçu une nouvelle bague de synchronisation pour le deuxième rapport et de nouveaux roulements, le radiateur a été révisé et les injecteurs, joints compris, ont été remplacés. La restauration de la carrosserie est documentée par des photos. L‘intérieur est dans un état d‘origine très soigné, à l‘exception des moquettes que l’on a remplacées en 2019. Cette belle BMW n’a couvert que 134 000 km et est en très bon état. Le mode d’emploi et le carnet de service d’origine ont été conservés. La dernière expertise comme vétéran remonte à juillet 2016.

Dieser seltene BMW 3.0 CSi mit 4-Gang Schaltgetriebe und Stahl-Schiebedach wurde am 19. Mai 1972 in Zürich an den Erstbesitzer übergeben. Der letzte Besitzer liess 1986-1988, vor rund 10‘000 km, Karosserie und Aufhängung komplett restaurieren bzw. revidieren. Hierbei wurden alle 4 Stossdämpfer durch Bilstein Sportdämpfer und die Federn durch CSL Sportfedern ersetzt. Beim Getriebe wurden der Synchronring des zweiten Ganges und die Lager ersetzt, der Kühler wurde revidiert und die Einspritzventile inklusive aller Dichtungen wurden ersetzt. Die Karosseriearbeiten sind mit Fotos dokumentiert. Die Innenausstattung befindet sich in sehr gepflegtem Originalzustand, einzig die Teppiche wurden 2019 ersetzt. Der BMW wurde erst knapp 134‘000 km gefahrenen und befindet sich in sehr gutem Zustand, die originale Bedienungsanleitung sowie das originale Serviceheft sind vorhanden. Die letzte MFK als Veteranenfahrzeug erfolgte im Juli 2016. 83

Lot 145 217 cars (James Young bodied) V8 6‘230 cc approx. 200 hp at 4‘500/min Estimate CHF 80‘000 - 120‘000 Story www.hagerty.com Photos Oldtimer Galerie

1961 Rolls-Royce Phantom V by James Young Chassis # 5 BX 8 Sir Henry Royce, co-founder of Rolls-Royce, is quoted as saying, “Strive for perfection in everything you do. Take the best that exists and make it better. When it doesn’t exist, design it.” Those are some pretty heavy words, but it’s the right credo for an automaker like Rolls-Royce. With a history of producing some of the most elegant, opulent, and downright desirable luxury vehicles on the planet, perfection isn’t just a goal – it’s an expectation. Such is the case with the Phantom, Rolls-Royce’s highly recognizable flagship model. These are cars that are destined for the stables of royalty, acting as a rolling signature of power, wealth, and prestige. In 1959, the Phantom V replaced the massive straighteight-powered Phantom IV. The Phantom IV was a huge formal car with a 145-inch wheelbase and built only for monarchs or heads of state. From 1950-56, only 18 Phantom IVs were produced (one was the test mule, later scrapped). The Phantom IV was the only Rolls-Royce to use a 5‘675 cc inline-eight engine, and all bodies were coachbuilt. Seventeen cars were built by Hooper and H.J. Mulliner, with just one Allweather tourer bodied by Franay for a Saudi prince. When the Rolls-Royce Silver Wraith was discontinued in 1959, there was still a demand for a limousine-worthy chassis and for the first time, mere mortals could buy a new Phantom. The Phantom V’s all-new chassis with 144-inch wheelbase weighed 5‘600 pounds before a body was even fitted, and was powered by the new 6‘230 cc V-8 engine. This was Rolls-Royce’s first V-8 and was used in the Silver Cloud II and Bentley S2. It was coupled to the familiar GM Hydra-Matic transmission. The brakes were servo-assisted, as boost was needed to help the driver to stop the massive car, as even the lightest Phantom V exceeded three tons.

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A number of coachbuilders built Phantom V bodies, but Mulliner-Park Ward is the most often seen. The rare James Young limousine body is particularly attractive as its sweeping lines conceal the sheer size of the car. Nine Landaulette bodies were built on Phantom V chassis. Two high-roof “Canberra” Phantom Vs were built for Queen Elizabeth II. A total of 832 Phantom V examples were built in 10 years. All Phantom models were built to order, and no two are exactly alike. They do, however, all share the same craftsmanship, attention to detail and luxurious appointments for the most discerning passengers. The Phantoms are not particularly pleasant to drive, as Rolls-Royce focused primarily on the passenger’s comfort and convenience.

The Phantom VI was introduced in 1968 with the same engine as the Phantom V. When the engine size was increased to 6‘730 cc in 1978, the GM 400 transmission was installed. The accompanying power brakes meant the end of the mechanical servo system which had been used in Rolls-Royces and Bentleys for 55 years. One of the few design differences an observer might notice between the Phantom V and VI are the rear doors. The Phantom V rear doors open at the front, while the Phantom VI rear doors open at the rear.

The Rolls-Royce Phantom V is one of the last RollsRoyce automobiles still built with a separate (and absolutely massive) chassis onto which coachbuilders placed their individual and 100% handmade coachwork creations. This example, wearing the well-known James Young PV22 design is an absolute rarity since the car does not have the more common divider between the rear passengers and the driver compartment. Only a handful of Phantoms were thus specified, making this „Owner-Driver“ a very spacious saloon indeed. Ronald Macrae, the first owner of this exceedingly elegant conveyance, took delivery of his Rolls in July 1961 and he kept the car for twelve years before passing it on to well known Rolls-Royce specialists Frank Dale & Stepsons in London in 1973. There, a Swiss collector bought the car in the same year and immediately commissioned Jack Barclay Ltd, another RR luminary to perform a mechanical overhaul before importing the Phantom in Switzerland on the 22nd April 1974. In 1976, the owner had the Chassis and coachwork restored by Swiss specialists. In 1995 the Rolls-Royce was sold to its second Swiss owner who enjoyed the cavernous and unequalled luxury of his automobile for another 10 years. In 2005 the Rolls-Royce was finally bought by the vendor and lovingly cherished and maintained for the next 14 years. In the winter of 2005/6 he had the coachwork restored yet again, including a repaint and in 2011 the drivers compartment leather was renewed and re-upholstered. All maintenance and restoration documentation since 1995 is present and will be sold with the car of course. In 2008 the splendid original condition of the car was rewarded with the Sir Henry Royce Trophy. Records over all those years would indicate that the current mileage of around 90’000 is true. This most imposing automobile (“car” would be much too profane a name for such an impressive conveyance) is in very good condition and will be sold with all its manuals and old English registration documents. The most recent Swiss Veteran MOT was performed in September 2018. Im Juli 1961 wurde dieser Rolls-Royce durch die Firma Jack Barclay Ltd. in London an den Brauereibesitzer Ronald Macrae ausgeliefert. Er bestellte den Phantom mit einer Karosserie von James Young nach dem berühmten PV-22 Design und, eine absolute Seltenheit, ohne die meist übliche Separation als sogenannter „Owner-Driver“ Saloon. 1973 verkaufte Macrae den Wagen an die Firma Frank Dale & Stepsons in London, wo er im Dezember des Jahres vom ersten Schweizer Besitzer gekauft wurde. Dieser liess die Mechanik bei Jack Barclay Ltd. revidieren bevor er die Limousine am 22. April 1974 in die Schweiz importierte. 1976 liess er Chassis und Karosserie in der Schweiz restaurieren. 1995 erhielt der Wagen einen neuen Besitzer, welcher bis 2005 das riesige Raumangebot und den, für 1961, unglaublichen Luxus des Rolls-Royce genoss. Im August des Jahres wurde der Phantom vom Einlieferer übernommen und während der letzten 14 Jahre liebevoll gefahren und gepflegt. So liess er beispielsweise im Winter 2005/06 die Karosserie komplett restaurieren und neu lackieren und 2011 wurde die originale Lederausstattung vorne neu aufgepolstert und aufgefrischt. Sämtliche Unterhalts- und Restaura-

tionsbelege seit 1995 sind vorhanden. 2008 wurde der Pflegeaufwand anlässlich der Sir Henry Royce Trophy mit der Auszeichnung für den besten Originalzustand belohnt. Die Aufzeichnungen während der letzten 46 Jahre zeigen, dass die angezeigten rund 90‘000 Meilen der originalen Laufleistung entsprechen. Dieser imposante Rolls-Royce befindet sich in sehr gutem Zustand und sämtliche originalen Handbücher sowie die originalen englischen Papiere werden mit dem Fahrzeug abgegeben. Die letzte MFK als Veteranenfahrzeug erfolgte im September 2018. En juillet 1961, cette Rolls-Royce est vendue par la société Jack Barclay Ltd., de Londres, au propriétaire de brasserie Ronald Macrae. Il a commandé la Phantom avec une carrosserie James Young reprenant le célèbre design de la PV-22 et, rareté absolue, sans la vitre de séparation quasi incontournable, en version saloon « Owner-Driver ». En 1973, Macrae la revend à la société londonienne Frank Dale & Stepsons, où elle est rachetée, en décembre de la même année, par son premier propriétaire suisse. Celui-ci fait réviser la mécanique chez Jack Barclay Ltd. avant d’importer la limousine en Suisse le 22 avril 1974. En 1976, il fait réviser le châssis et la carrosserie en Suisse. En 1995, la voiture arrive alors chez un nouveau propriétaire qui appréciera jusqu’en 2005 son habitabilité gigantesque et, pour 1961, le luxe incroyable de la Rolls-Royce. En août de la même année, la Phantom devient la propriété du vendeur d‘aujourd‘hui qui, ces 14 dernières années, l’a conduite et entretenue avec amour. Ainsi a-t-il par exemple faire restaurer complètement et repeindre la carrosserie durant l‘hiver 2005/06 et a-t-il, en 2011, fait reconditionner la sellerie cuir originale à l’avant. Tous les justificatifs d’entretien et de restauration depuis 1995 sont existants. En 2008, à l’occasion du Sir Henry Royce Trophy, les efforts déployés ont été récompensés par le prix du meilleur état d’origine. Les distinctions glanées au cours des 46 dernières années prouvent que les quelque 90 000 miles sont le kilométrage effectif. Cette imposante Rolls-Royce est en très bon état et tous les manuels d‘origine ainsi que les papiers anglais originaux seront remis avec la voiture. Le dernier contrôle technique comme vétéran remonte à septembre 2018.

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Zwahlen-Hüni Dorfstrasse 50/52 · Saanen

Zwahlen-Hüni Promenade 55 · Gstaad

Zwahlen-Hüni · FUHRER TOBACCO Promenade 65 · Gstaad

Zwahlen-Hüni · LE TRESOR Promenade 65 · Gstaad

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1963 Alfa Romeo 2600 Spider Touring Chassis # AR191400 The Alfa Romeo 2600 (Tipo 106) was Alfa Romeo´s sixcylinder flagship produced from 1962 to 1968. It was the successor to the Alfa Romeo 2000. It has become historically significant as the last Alfa Romeo to have been fitted with an inline six-cylinder engine with twin overhead camshafts. That had been the traditional Alfa Romeo engine configuration since the 1920s, but gave way to four-cylinder engines as the factory oriented its production towards more economical mass-produced car models starting in 1950. The 2600 was introduced at the 1962 Geneva Motor Show, as a sedan with a factory-built body (2600 Berlina), a two-plus-two seater convertible with body by Carrozzeria Touring (2600 Spider), and a coupe with a body by Bertone (2600 Sprint). The Berlina, Spider and Sprint were based on the corresponding models in the 2000 range, and all three inherited the body styling of their predecessors with minor facelifts. The biggest change was the engine. A brand new all-alloy 2.6 liter engine with six cylinders in line and twin overhead camshafts replaced the earlier four-cylinder engine with its cast-iron block and alloy head which dated back to the 1900 range of 1950. Two carburettors were fitted to the Berlina engines, giving 130 bhp. The Sprint and Spider engines had three twin-choke horizontal carburettors and developed 145 bhp.

Lovely Touring Spider out of long-term ownership. The Alfa received a new interior a number of years ago. Sometime later the color was changed from red to the current and very smart dark blue. The hardtop, ready to be picked up at the vendor’s home by the new owner is painted in the same color, indicating that this shade of blue was the actual color of the car when it was new. The Spider is in good to very good condition and the most recent Swiss Veteran MOT was completed in August 2019. Schöner Touring Spider aus langjährigem Besitz. Bei diesem Alfa Romeo wurde die Innenausstattung vor einigen Jahren restauriert. Später wurde der Wagen von ehemals rot auf das aktuelle, edle, dunkelblau umlackiert. Das vorhandene Hardtop - welches von einem Käufer beim Einlieferer abgeholt werden kann - ist ebenfalls dunkelblau, was auf diese Originalfarbe schliessen lässt. Der Spider befindet sich in gutem bis sehr gutem Zustand und wird mit der letzten MFK als Veteranenfahrzeug im August 2019 angeboten.

Lot 146 2‘255 cars in-line 6 cylinder 2‘584 cc 145 hp at 5‘900/min Estimate CHF 110‘000 - 120‘000 Story www.wikipedia.org Photos Oldtimer Galerie

Belle Touring Spider longtemps aux mains du même propriétaire. L‘intérieur de cette Alfa Romeo a été restauré il y a plusieurs années. Un peu plus tard, elle a changé de livrée, de l’ancien rouge à l’actuel bleu foncé d’une grande élégance. Le hardtop, prêt à être récupéré chez le vendeur par le nouveau propriétaire, est de la même couleur, ce qui indique que cette nuance de bleu était la couleur réelle de la voiture à sa naissance. La Spider est en bon à très bon état et sera proposée avec la dernière expertise vétéran remontant à août 2019.

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1963 Chevrolet Corvette 327 Sting Ray Split Window Chassis # 30837S119264 The 1963 Chevrolet Corvette Sting Ray took the sports car world by storm. Derived from Bill Mitchell’s 1957 SS racer and XP-720 prototype, it had hidden headlights, a knife-edge front and horizontal rib round the car. New fastback coupe bodywork featured a split back window and doors that cut into the roof. The frame was four inches shorter than the 1962 model as well as lighter and stiffer. There would be no opening trunk lid until 1968. The 327 cid Chevy small-block OHV V-8 carried over from 1962, with 250 bhp up to 360 bhp with Rochester fuel-injection. Top speed ranged from 118-150 mph and 0-60 mph from 9.1 to 5.8 seconds. Transmission was 4-speed manual or 2-speed Powerglide automatic.

The C2 generation of Corvettes was GM designers Mitchell’s and Shinoda’s masterstroke. Especially the “split window” coupe, referring to the rear window design of the car is an absolute 60-ies design highlight and, having been in production for just one year, one of the most sought-after C2-variants. The car we have on offer presents itself in the original “Ermine White” with a black interior. Sometime in its life the car received a replacement engine and the paint was renewed a

number of years ago. In current ownership since 2013, this fabulous “Vette” is in good to very good condition and has been issued with a FIVA identity card. During the last years the brakes have been overhauled, the bumpers and rear lights have been replaced and, in 2018, a new differential with new u-joints was fitted. The most recent Swiss Veteran MOT was completed in November 2013. Schöne Corvette aus dem einzigen Baujahr mit der geteilten Heckscheibe – Split Window. Dieses Fahrzeug mit 4-Gang Getriebe befindet sich in seiner originalen Farbkomposition „Ermine White“ mit schwarzer Innenausstattung. Im Laufe der letzen 50 Jahre erhielt die Sting Ray einen Austauschmotor und die Karosserie wurde vor einigen Jahren neu lackiert. Seit 2013 im Besitz des Einlieferers, befindet sich die Corvette in gutem bis sehr gutem Zustand und besitzt eine FIVA-ID. In den letzten Jahren wurden die Bremsen revidiert, Stossstangen und Rücklichter erneuert, sowie 2018 das Differential und die Kreuzgelenke ersetzt. Die letzte MFK als Veteranenfahrzeug erfolgte im November 2013.

Lot 147 10‘594 cars (all engines) V8 5‘354 cc 250 hp at 4‘400/min Estimate CHF 90‘000 - 110‘000 Story www.hagerty.com Photos Oldtimer Galerie

Jolie Corvette du millésime avec la vitre arrière fractionnée Split Window. Cette voiture à boîte à 4 vitesses a conservé son originale livrée bicolore « Ermine White » à intérieur noir. Au cours des 50 dernières années, la Sting Ray a reçu un moteur en échange standard et la peinture a été rénovée il y a plusieurs années. En possession du vendeur depuis 2013, la Corvette est en bons à très bon état et possède un pass FIVA-ID. Ces dernières années, les freins ont été révisés, les pare-chocs et les feux arrière ont été rénovés et, en 2018, le différentiel et les joints universels ont été remplacés. La dernière expertise vétéran remonte à novembre 2013. 89

Lot 148 1‘617 cars (1960 Cabriolet) 4 cylinder flat-engine 1‘582 cc 75 hp at 5‘000/min Estimate CHF 145‘000 - 165‘000 Story www.hagerty.com Photos Oldtimer Galerie

1960 Porsche 356 B 1600 Super Cabriolet Chassis # 152765 For the 1960 model year, the 356A model was out and replaced by the 356B, which was known internally as the T5. It looked similar on the outside, but there were numerous small but important changes to the body. The front bumper had enlarged rim guards that were positioned higher, and the headlights were slightly raised as well. The front indicators came stuck out further and the front lid handle was new. In the back, the lights for the license plate were integrated into the now raised rear bumper, and the reverse light was lowered.

The Porsche 356B was offered with three 1600cc engines, designated the 1600, 1600 Super and Super 90. The advanced and expensive four-cam Carrera 2 was also available. The 1600 units featured differing compression ratios and carburation resulting in outputs ranging from 60 to 90bhp. The Super 90 variant featured sodium filled valves and twin Solex P40-11 carburettors. This engine is particularly sought after by collectors due to its high power output. The Porsche 356B was a step-change from the previous Porsche 356A. Aside from the more obvious external changes, the B offered more powerful and flexible engine options which exploited the car‘s excellent chassis and handling dynamics. Their reputation for race inspired engineering and accessible performance has ensured 90

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many have led active but cherished lives. Subsequently, examples are relatively plentiful on the open market. Proper maintenance and care of any 356 is dependent on specialist knowledge and equipment no more so than the quad-cam Carrera GS. The complex body construction of the Porsche 356B resulted in many areas at which corrosion could take hold, often serious, making repair and restoration a challenging prospect. The Porsche 356B was available in a number of different versions. There was a Coupe, Roadster, Super, Super Roadster, Super 90 and Super 90 Roadster. There were mixed views at the time concerning the revised front end styling and raised headlights but this did nothing to dampen the enthusiasm for a car that had matured to occupy a singular place in the market.

During its continued evolution, the Porsche 356 had grown in both stature and price, but it still had no direct competition. MGs, ACs and Jags all combined some elements of the 356’s appeal but were not as refined and sophisticated in their execution, at least according to Porsche loyalists. The 356B further solidified Porsche’s reputation for building high quality, fun and quick little sports cars, plus it allowed the company to continue the slow, methodical growth that allowed it to become one of the world’s premier specialist car manufacturers.

This 356 Cabriolet was delivered to Porsche Agent Isslinger in Mannheim on the 27th November 1959 and immediately sold to New Jersey. The history during its stay in the USA is not known but it can be assumed that the car received a restoration during this time. Originally delivered in Ivory with a red vinyl interior the car carried its current color combination when purchased and imported by a Swissair medical doctor in 1988. Two further owners and roughly a quarter of a century ago the car was bought by the vendor. Between 2006 and 2007 the floor and the mechanical aspects received a partial restoration through an acknowledged Porsche 356 specialist with receipts for about 50’000 CHF of work done available. A set of original rims and other spares accompany the car. This beautiful Reutter Cabriolet with its 75 hp motor presents itself in good to very good condition and will doubtless provide years of great summer motoring to its new owner. The last Swiss Veteran MOT was completed in June 2017.

Cette 356 décapotable a été livrée le 27 novembre 1959 au concessionnaire Porsche Isslinger de Mannheim, qui a revendu la voiture au New Jersey. On ignore tout de son historique pour les États-Unis, mais il est permis de supposer que la voiture a été restaurée à cette époque. Livré à l‘origine avec une robe ivoire à habitacle en similicuir rouge, le cabriolet affichait déjà sa combinaison de couleurs actuelle vers 1988, date à laquelle il a été importé en Suisse par un médecin de Swissair. Après deux autres propriétaires suisses, la Porsche été rachetée par le vendeur il y a près d‘un quart de siècle. De novembre 2006 à juin 2007, le soubassement et la mécanique ont fait l’objet d’une restauration partielle par un spécialiste reconnu de la Porsche 356. Une documentation photographique et des factures pour environ 50 000 CHF sont disponibles. Un jeu de jantes d‘origine et diverses pièces détachées accompagnent la voiture. Ce beau cabriolet Reutter avec son moteur de 75 ch se présente en bon à très bon état et offrira sans aucun doute de merveilleux voyages estivaux à son nouveau propriétaire. La dernière expertise vétéran remonte à juin 2017.

Dieses 356er Cabriolet wurde am 27. November 1959 an den Porsche-Händler Isslinger in Mannheim ausgeliefert, welcher den Wagen nach New Jersey verkaufte. Die Geschichte in den USA ist nicht bekannt, das Fahrzeug wurde in dieser Zeit jedoch offensichtlich restauriert – Ausgeliefert in Elfenbein mit roter Kunstlederausstattung, präsentierte sich das Cabriolet ca. 1988, als es von einem Swissair-Arzt in die Schweiz importiert wurde, bereits in der aktuellen Farbkombination. Nach zwei weiteren Schweizer Besitzern wurde der Porsche vor knapp einem Vierteljahrhundert vom Einlieferer übernommen. Von November 2006 bis Juni 2007 wurden der Unterboden sowie die Mechanik einer Teilrestauration durch einen bekannten Porsche 356 Spezialisten unterzogen. Eine Fotodokumentation sowie Belege für rund CHF 50‘000.- sind vorhanden. Ein Satz Originalfelgen sowie diverse Ersatzteile werden mit dem Fahrzeug abgegeben. Das wunderschöne ReutterCabriolet mit 75 PS Motor befindet sich in gutem bis sehr gutem Zustand und wird einem neuen Besitzer herrliche Sommerausfahrten bescheren. Die letzte MFK als Veteranenfahrzeug erfolgte im Juni 2017. 91

Lot 149 1‘007 cars 180° V12 4‘941 cc 340 hp at 6‘000/min Estimate CHF 235‘000 - 265‘000 Story www.hagerty.com Photos Oldtimer Galerie

1982 Ferrari 512 BBi Chassis # ZFFJA09B000042423 The Ferrari 512 BB followed the 365 GTB/4 Berlinetta Boxer to market in 1976 after the original BB’s short production run. The 512 was largely the same, using the same mid-mounted flat-12 engine as its successor, only with a displacement bumped from 4.4L to 5.0L. It also carried the same wedge-shaped Pininfarina body that took many cues taken from the carrozzeria‘s striking P6 show car of 1968, only the 512 also gained a front spoiler and NACA ducts just ahead of the rear wheels. Body proportions were slightly larger, and the rear track was widened to aid handling. A dry sump was also a new addition, which helped lower the car’s center of gravity. Other than that, the 512 retained the car’s 5-speed transaxle and most all other components. It continued to be built upon a semimonocoque with fore and aft subframes.

The car‘s low profile and the longitudinally mounted, horizontally opposed engine suited one another quite well. The Berlinetta Boxer loved to rev and screamed all the way. And it was quick, too, with a claimed top end of 188 mph, though a 40/60 weight distribution could make handling tricky at high speeds. Despite slightly less power, the 512 had a longer stroke and produced more torque, which allowed for better 92

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drivability and acceleration. Coupled with the added girth, the road manners of the 512 were a marked improvement.

The final iteration of the Berlinetta Boxer family arrived at the 1981 Frankfurt Auto Show with the 512 BBi, as in „i“ for „injection.“ The Bosch fuel-injected 512 was the culmination of all Ferrari had learned from its boxer cars, and the cars were optimized for emissions — as optimized as early ‚80s Ferraris could be. When BB production ended in 1984, with it went the last links to the old-school Italian way of building Ferraris — entirely by hand. For all their ferocity on the street, Ferrari Boxers never enjoyed much success on the race tracks of the world. Privateers had little luck with the 365, while factory-prepared 512 BB/LMs — elongated caricatures of the street cars — raced at Daytona, Le Mans, and elsewhere, to forgettable results. In all, 1‘926 Boxers (both BBs and BBis) were built over an eight-year run, none of which were officially imported to the U.S. Thanks to the miracles of creative modifications, they are here now. And they serve as reminders of a thrilling period in Ferrari history when Enzo loosened the reins just enough to produce some-

thing even more radical than a front-engined V12. 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.

This 512 BBi, the final and most refined development of Ferrari’s first generation of V12 mid-engined supercars was delivered through Kroymans in Hilversum (NL) to its first owner on the 18th June 1982. On the 10th May 1989 the Ferrari was imported into Switzerland and spent the next nine years in a collection without being registered. In 1998 the car was eventually bought by its current owner and, with only 13’450 km showing, was finally registered in Switzerland. In the following 20 years the BBi was used only sparingly and a mere 25’000 km were added to today’s total of 39’000 km. The Ferrari received the loving care and attention such a car deserves and all documents for repairs and maintenance since 1998 are present. During this time the Interior was retrimmed with Connolly hides. On the mechanical side the engine seals and gaskets were replaced, suspension components were zink-plated with all relevant bushings replaced, the radiator and the brake calipers were overhauled and new 15 inch rims (to facilitate the purchase of suitable new tyres) were installed. The electronic ignition control unit (Achilles heel on those cars) was replaced as well with the now overhauled unit accompanying the car as a valuable spare. The original TRX rims, as well as a complete inox exhaust system will be delivered with the Ferrari. It will be sold with its document folder containing the owner’s manual and service booklet. This splendid low mileage Berlinetta was last serviced (incl. timing belt replacement) in December 2018 when the most recent Veteran MOT was completed.

unter Anderem das Interieur mit Connolly Leder neu bezogen, der Motor komplett neu abgedichtet, viele Aufhängungsteile verzinkt und mit neuen Lagern versehen, der Kühler und die Bremszangen wurden revidiert, sowie 15“ Räder (zwecks einfacherer Reifenbeschaffung) und ein neues Zünd-Steuergerät montiert. Das zwischenzeitlich revidierte Originalsteuergerät, die originalen TRX-Räder und eine zusätzliche EdelstahlAuspuffanlage werden mitgeliefert. Dieser äusserst gepflegte Berlinetta Boxer hat garantiert erst 39‘000 km gefahren und wird mit der originale Bordmappe mit Serviceheft und Betriebsanleitung abgeliefert. Nach Durchführung eines Services inklusive Zahnriemenwechsel erfolgte die letzte MFK als Veteranenfahrzeug im Dezember 2018. Cette 512 BBi a été livrée par Kroymans, d’Hilversum (Pays-Bas), à son premier propriétaire le 18 juin 1982. Le 10 mai 1989, la Ferrari est importée en Suisse et passe les neuf années suivantes dans une collection sans être immatriculée. Enfin, en 1998, la 512 est acquise par le dernier propriétaire et immatriculée pour la première fois en Suisse avec seulement 13 450 km au compteur. Les vingt années suivantes, la voiture ne couvrira qu’environ 25 000 km en bénéficiant d’un entretien et d’une maintenance scrupuleux. Nous sommes en possession de tous les documents relatifs aux réparations et à l‘entretien depuis 1998. Durant cette période, l‘intérieur a été reconditionné avec du cuir Connolly. Côté mécanique, tous les joints du moteur ont été remplacés, de nombreux composants de la suspension ont été galvanisés et tous les roulements, remplacés, le radiateur et les mâchoires de freins ont été révisés tandis que de nouvelles jantes de 15 pouces (pour faciliter l’achat de pneus neufs appropriés) ont été montées. Le boîtier électronique d’origine entre-temps révisé, les jantes TRX d‘origine et une ligne d’échappement en acier inoxydable additionnelle seront livrés avec la voiture. Le kilométrage garanti de cette Berlinetta Boxer extrêmement soignée est de seulement 39 000 km et la voiture sera livrée avec son dossier de bord d’origine avec carnet d’entretien et mode d’emploi. Après un service englobant le remplacement de la courroie de distribution, la voiture a passé le dernier contrôle technique comme vétéran en décembre 2018.

Dieser BBi wurde am 18. Juni 1982 durch Kroymans in Hilversum an seinen ersten Besitzer übergeben. Am 10. Mai 1989 wurde der Ferrari in die Schweiz importiert und verbrachte die kommenden 9 Jahre ohne Zulassung in einer Sammlung. 1998 schliesslich, wurde der 512er mit erst 13‘450 km vom letzten Besitzer erworben und erstmals in der Schweiz zugelassen. In den folgenden 20 Jahren wurde der Wagen nur gerade rund 25‘000 km gefahren und penibel gepflegt und gewartet. Sämtliche Belege für Unterhalt, Reparaturen und Optimierungen seit 1998 sind vorhanden. Während dieser Zeit wurde 93

Lot 150 1‘340 cars (all 2-Litre) in-line 4 cylinder 1‘954 cc 70 hp at 3‘500/min Estimate CHF 135‘000 - 155‘000

1931 Lagonda 2-Litre Low Chassis Tourer Chassis # R277B-368-83 The Lagonda 14/60 was a sports touring car introduced by Lagonda in 1925. Production of the 14/60 continued until 1931. As well as the standard car there were variants called the 2 Litre Speed (1927–33) and Continental (1932 only). The first part of its name referred to its Fiscal horsepower rating of 14 (actually 12.9) and the second part the engine output in bhp.

The four-speed gearbox was separate from the engine and driven through a single dry-plate clutch. An open shaft then went to the spiral-bevel rear axle.

Story www.wikipedia.org Photos Daniel Reinhard

The engine was a new design for the car by Arthur Davidson who had been with Lea-Francis. The 4 cylinder, 1‘954 cc unit was notable for its valve gear. Two camshafts were mounted high on each side of the engine block and operated the overhead valves via rockers mounted in the head that had fingers that followed the camshafts. This allowed the cylinder head, which unlike previous Lagondas was detachable, with its hemi-spherical combustion chambers to be removed without disturbing the valve timing. The camshafts were driven by a two-stage chain arrangement, the first chain also drove the dynamo, oil and water pumps. The crankshaft was carried in five main bearings. A single Zenith carburettor was fitted. With a bore of 72mm and stoke of 120mm the engine was said to produce 60bhp at 3‘500rpm. 94

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The chassis design was by A. E. Masters and consisted of side members held apart by a combination of tubular and channed cross members. Semi-elliptical leaf springs were fitted front and rear. 14 in (356 mm) drum brakes operated by rods and cables were fitted on all four wheels with separate shoes in the rear brakes for the handbrake. Three standard body styles were available for the 14/60, a saloon, a tourer and an open semi-sports with V-shaped windscreen. The saloon and tourer were designed to accommodate five people but the slightly narrower sports only four. Early cars were fitted with steel artillery type wheels but later cars had wire wheels.Some chassis went to external coachbulders. In 1927 the Speed model was announced. The engine was tuned to give 70 bhp by raising the compression ratio and with a lighter body was guaranteed to reach 80 mph (130 km/h). The chassis was modified to allow

the engine to be mounted 9 in (229 mm) further back giving a much longer bonnet. Standard bodies were a tourer or fabric saloon. For 1929 the chassis was further modified and has become known as the „low-chassis“ version. The radiator was also altered as the dynamo was moved to the front of the crankshaft. A supercharged version was announced in 1930 said to be capable of 90 mph (140 km/h).

The history of this rare Tourer is known and documented all the way back to 1983 when it was purchased by the English gentleman G.O. Jensen from Newport through specialist Peter Whenman. In 1984 the coachwork and the engine were restored by Whenman and Jensen then kept the car until 1996 when it was bought by Eduard Vleugels, a Belgian gentleman living in the UK. The new owner entrusted all maintenance to Belgian Lagonda specialists LMB racing in Wommelgem. They part-restored the body in 2005 and in 2006 the engine was rebuilt and converted to “superfast” specs with forged pistons and conrods and enlarged to 2.4 litres with a resulting 115 hp (a considerable increase from the original 70 hp!). In 2009 the Lagonda was finally bought and imported into Switzerland by the current owner. In the last ten years he enjoyed the car in a variety of events. This well-maintained car, in good condition throughout, is now ready to thrill its next lucky keeper and the most recent Veteran-MOT was completed in 2015.

L’historique de ce rare Tourer est connu et documenté pour les 35 dernières années – en décembre 1983, la Lagonda a été achetée par un gentlemen anglais, G.O. Jensen, de Newport, par l‘intermédiaire du spécialiste Peter Whenman. C’est ce même Whenman qui a restauré la carrosserie et révisé le moteur en 1984. Jusqu‘en 1996, la voiture a appartenu à Jensen et a ensuite été acquise par un Belge résidant en Angleterre, Eduard Vleugels. Le nouveau propriétaire a confié les travaux d’entretien aux spécialistes Lagonda belges LMB Racing, à Wommelgem. En 2005, la carrosserie a été partiellement restaurée et, en 2006, le moteur a été reconstruit et converti aux spécifications « Superfast » – 2,4 litres de cylindrée, bielles et pistons forgés, puissance d‘environ 115 ch. En 2009, la Lagonda est finalement rachetée et importée en Suisse par son propriétaire actuel, qui l’a immatriculée dans ce pays et utilisée à l’occasion de divers événements au cours de ces dix dernières années. Toujours bien entretenu et en bon état, le Tourer ne demande qu’à procurer du plaisir à son prochain propriétaire. La dernière expertise vétéran remonte à juin 2015.

Bei diesem seltenen Tourer ist die Geschichte der letzten 35 Jahre bekannt und dokumentiert - im Dezember 1983 wurde der Lagonda durch den englischen Gentleman G.O. Jensen aus Newport beim Spezialisten Peter Whenman gekauft. Durch diesen wurde 1984 die Karosserie restauriert und der Motor revidiert. Bis 1996 blieb der Wagen im Besitz von Jensen um dann vom in England lebende Belgier Eduard Vleugels erworben zu werden. Dieser beauftragte fortan die belgischen Lagonda Spezialisten von LMB Racing in Wommelgem mit der Wartung. 2005 wurde die Karosserie teilrestauriert und 2006 wurde der Motor auf „Superfast“ Spezifikationen – 2.4-Liter, geschmiedete Pleuel und Kolben, ca. 115 PS - neu aufgebaut. 2009 wurde der Lagonda schliesslich vom aktuellen Besitzer in die Schweiz importiert, hier zugelassen und während der letzten 10 Jahre an verschiedenen Veranstaltungen eingesetzt. Stets gewartet und in gutem Zustand, ist der Tourer bereit seinem nächsten Besitzer viel Spass zu bereiten. Die letzte MFK als Veteranenfahrzeug erfolgte im Juni 2015. 95

TERMS AND CONDITIONS OF AUCTION Any participation in our auction is the recognition and unconditional acceptance of the present Terms & Conditions. 1. BIDS · Placing a bid corresponds to a binding offer. · Bidders remain tied to their bid until the same is either outbidden or rejected by the auction’s management. · The auction’s management is entitled to reject bids of unknown parties. · Individuals who are not present may communicate their bids in writing to the auction’s management. Suchlike bids are regarded highest bids without any premiums, VAT, and/or tariffs. Any changes to bids submitted in writing must be in writing, too, and have to be submitted no later than the night before the auction. Bidding by telephone is also possible. If you request to place your bids in writing or by telephone, please make use of the respective form provided on the auction catalog’s last page! · Online bidding is possible on invaluable.com and swissauctioncompany.com, please register in time on the relevant site! 2. AUCTION ITEMS · Items are offered and sold on behalf and account of the consignor or of the company‘s own stock! · Neither Oldtimer Galerie International GmbH (OG) nor the sellers assume any liabilities regarding age, origin, state, and quality of the items offered and sold within the scope of the auction. Items are sold in their state as of the time of their acceptance. Unless explicitly agreed otherwise, mileages are regarded to be free from any guarantee. · All items are to be inspected within the scope of the exhibition preceding the auction. It provides the opportunity of gaining information and insight on their respective state and value. · Item descriptions are based on our most recent state of information and the best of our knowledge and belief. OG assumes no liabilities whatsoever for any obvious and/or latent defects. · All vehicles that are offered as from Motor Vehicle Control Office (MFK) and are not yet inspected at the time of acceptance will be checked after the auction on account of the seller. For suchlike vehicles, OG ensures «free parking» until MFK has been performed. 3. ACCEPTANCE / OWNERSHIP · Items are allocated to the best bidder. Items will not be supplied to the purchaser before their full payment. · The acceptance of a bid can be subject of a conditional sale. I.e., OG will consult the respective seller and inform the bidder within 10 days. Until then, the bid remains binding for the bidder! · In the event of any differences between two or more bidders, the same object may be re-offered. · Complaints submited after acceptance of a bid will be rejected. 4. HAMMER PRICE / COSTS · All auctioned items are subject to payment of a 12% premium, added to the hammer price. 5. PAYMENT OF AUCTION ITEMS · Any payment of purchased items has to be done within five days as from auction day, in Swiss francs or by banker’s draft. All purchasers will be requested to pick up their auction invoices and documents at the auction’s office before leaving the auction rooms. 6. DELIVERY / PICK-UP OF AUCTION ITEMS · Purchased items will be delivered after the auction’s end and full payment.

· Vehicles ready for delivery at the time of the auction/allocation have to be picked up at the auction site until Tuesday, December 31st, 2019 at noon. · 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 6th, 2020). · 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 2019

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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 2019

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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 2019 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 2019 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 2019, 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 2019 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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