71ST CELEBRATION AUGUST 21, 2022
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The 71st Pebble Beach Concours d’Elegance WELCOME
Pebble Beach is a special place—with spectacular scenic views and a glorious sporting tradition that attracts admirers and enthusiasts all year long. But I think Pebble Beach is at its absolute best when hosting an elite competition such as the Concours. When people with a shared passion and exceptional talent gather here, history is made, once-in-a-lifetime events take place, and the very best of the best are celebrated.
I hope you enjoy every aspect of this celebration. From its start, the Pebble Beach Concours has sought to raise much-needed funds for charity. Donations to date now exceed $32 million—and I am pleased to be able to share that our charity efforts are expanding in reach. Two additional charities—MY Museum and Rancho Cielo—are taking part in this year’s charity drawing. Both of these organizations are focused on improving the lives of area youth, in keeping with the mission of Pebble Beach Company Foundation. We offer our thanks to the sponsors who have donated the cars for this drawing: Lexus, Lincoln, Mercedes-Benz, Infiniti, and Genesis. In total, this Pebble Beach Concours will raise about $2 million for charity this year, and every one of you—our entrants and judges, our volunteers and sponsors, as well as our spectators—all help to make this possible. You all play a role in the success of this event.
Welcome to Pebble Beach. PEBBLE BEACH COMPANY 4 The 71st Pebble Beach Concours d’Elegance
Some of you are first-time participants or spectators, checking off an important item on your life’s bucket list. Many of you are faithful devotees. And more than a few of you—particularly those of you who live in Europe, Australia or Asia—are returning to us after recent events forced you to miss not one year but two. We are glad to have every one of you with us on this occasion.
The Pebble Beach Concours exemplifies this. Its exhibits and displays are unequaled. The industry’s top designers unveil new cars just paces away from the Concours competition field, where their automotive predecessors are revered. And one elegant and historic car is awarded the collector car world’s top prize: Best of Show. This year, the Concours marks the centennial of Lincoln, it kicks off the centenary year for Le Mans, it honors the creations of Talbot Lago and Hermann Graber, and it pays homage to everything from Hot Rods to vehicles propelled in unorthodox fashion.
On behalf of Pebble Beach Company, I welcome you to the 71st edition of the Pebble Beach Concours d’Elegance.
Thank
DavidSincerelyyou!yours,Stivers
Chief Executive Officer
1937 TALBOT-LAGO T150-C-SS TEARDROP COUPE SOLD for $13,425,000 I World Record for the Marque at Auction I Most Valuable French Car Ever Sold at Auction NOW INVITING CONSIGNMENTS LIVE & ONLINE AUCTIONS COLLECTIONS & ESTATES PRIVATE SALES CONTACT OUR INQUIRY@GOODINGCO.COMSPECIALISTS
PEBBLE
SandraWarmly,Button Chairman BEACH CONCOURS
d ’ELEGANCE 6 The 71st Pebble Beach Concours d’Elegance
It was about two years back that the Automobile Club de L’Ouest (ACO) invited us to kick off the centennial celebrations for the 24 Hours of Le Mans—the race that has probably determined the success of more marques and models than any other—and we were delighted. Our histories are already intertwined in terms of the people whose stories are enmeshed with our own: Le Mans racing greats like Phil Hill, Carroll Shelby, and Ken Miles first made their mark here at the Pebble Beach Road Races; our judges have included the likes of Dan Gurney, Jacky Ickx and Tom Kristensen; and entrants have ranged from Briggs Cunningham to Jim Glickenhaus. “We are delighted to have the opportunity to kick off the celebration of the 100-year anniversary of the creation of the world-famous Le Mans 24 Hours race here with our many American friends!” said ACO President Pierre Fillon.
We are hosting major celebrations of two significant centennials—that of Lincoln and Le Mans—but even within those categories, the individual cars are quite distinct. The Lincolns here range from a 1922 Model L that is marking its own 100th birthday, to the earliest surviving prototype for the prewar Lincoln Continental that was the very definition of sleek style for decades to come. The latter gave rise to the 1941 Lincoln Continental that is on our poster, joined by Edsel B. Ford, who inspired it. Edsel B. Ford II graciously agreed to underwrite our poster art, allowing more of our Concours proceeds to go to charity.
As cars roll onto the competition field at this year’s Pebble Beach Concours d’Elegance, I expect to see some interesting juxtapositions—perhaps a Talbot-Lago Grand Sport that is all curves followed by the early engineering marvel that is the Owen Magnetic, or a massive McFarlan with a hopped-up Hot Rod nipping at its heels.
It is the fourth time Edsel has agreed to help us in this manner: “I have four boys, so I do need four paintings!” he said, with a bit of a chuckle, when I posed my request. And Ford and Lincoln are among the manufacturers that have often stepped forward in many ways to support this event and the enthusiasts who gather here—sharing cars and notable drivers and designers with us and sponsoring trophies.
As you walk our competition field, I hope you take a brief moment or two to marvel at the breadth of our shared automotive history. Then feel free to spend many long moments relishing the details of those cars that most delight you—as I plan to do. My thanks to the owners who bring us these cars, the Selection Committee members and judges who vet them, our great volunteers, charity partners and sponsors, and the staff members at Pebble Beach Company who make this Concours possible.
I think the selection of cars at this 71st Concours is more varied than ever before.
Additional features focus on Vintage Era McFarlans, elegant Talbot-Lago Grand Sports, Graber-bodied cabriolets and coupés, the gem that is the Otto Vu, magnificent 2.3 Alfas, and the 90th anniversary of the historic ’32 Ford—not to mention cars with Unorthodox Propulsion systems.
Our journey is written in the stars. Through the history of Lincoln, there have been countless visionaries, designers, engineers, retailers and owners along for the ride — a constellation of individuals coming together for one mission: to elevate life on the road. The story of Lincoln began with the belief that a driving experience could transform the way we feel, for the better. As we celebrate 100 years of that vision, we’re even more excited to see where it leads as we roll out our collection of all-electric luxury vehicles, fueled by the power of sanctuary.
10 Our Charities & Educational Efforts 17 Chief & Honorary Judges 28 The Concours Team 31 Sponsors 36 Poster Artist 40 Edsel Ford & the Design DNA of Lincoln By Ted Ryan 52 The 24 Hours of Le Mans: A Centenary Celebration By Doug Nye 64 Carrosserie Hermann Graber: Prestige & Quiet Good Taste By Peter M. Larsen 76 A Sports Car for the Ages: The Alfa 8C 2300 By Malcolm Harris 87 Concept Cars AUGUST 21, 2022 113 Entrants 123 Judging 126 Our 2021 & 2022 Donors 132 Otto Vu By Ken Gross 138 Talbot-Lago T26 Grand Sport: Heavenly Bodies By Peter M. Larsen 148 Custom Built by McFarlan By Richard A. Stanley 156 Past Best of Show Winners 159 2021 Winners 178 2022 Awards & Trophies 184 Deuce! Hot ItsQuintessentialRodding’sIconCelebrates90thAnniversary By Ken Gross 200 Unorthodox Propulsion By Kate Constantin 105 76 CONTENTS 40138 52
2022 Copyright Hyman Ltd · St. Louis, Missouri TIMELESS hymanltd.com // +1 (314) 524-6000 Collector cars are not defined by age or era. Rare, unique, and exceptional, we represent only the finest.
Even though Monterey County is iconic—with its stunning natural beauty, world-class golf courses and its designation as a travel destination—there is a troubling epidemic in the community. Sixty-seven percent of third-grade children cannot read at their grade level. Twenty-five percent of children under the age of 17 live below the poverty line. More than 50,000 residents require monthly food assistance. Through our primary charitable partner, Pebble Beach Company Foundation, proceeds from the Concours benefit more than 90 local charities. Several charities—the Boys & Girls Clubs of Monterey County, Kinship Center, Montage Health, MY Museum, Natividad Foundation, Rancho Cielo, Salinas Valley Memorial Hospital Foundation, and United Way Monterey County—also benefit directly from our Charity Drawings. Pebble Beach Company Foundation is celebrating over 47 years of giving. It now impacts the lives of over 10,000 children annually in Monterey County to provide youth with the building blocks of success, starting with literacy and education. “Pebble Beach Company and the Pebble Beach Concours d’Elegance are a great complement to one another thanks to our shared commitment to worldclass excellence, timeless style and giving back to our community. Since it began, the Pebble Beach Concours has raised more than $30 million for local charities,” says David Stivers, Chief Executive Officer of Pebble Beach Company.
OUR CHARITIES 1954 Best of Show 10 The 71st Pebble
In 2021, the Foundation supported more than 90 of the region’s best youth-focused nonprofit education programs by awarding over $1 million in grants and scholarships. In keeping with its focus on education, the Foundation is also working with the Concours to oversee the scholarships created to honor Phil Hill, Jules “J.” & Sally Heumann, and John Lamm and encourage the next generation of automotive enthusiasts. To achieve its ever-expanding mission, Pebble Beach Company Foundation relies on the generosity of its donors, whose contributions make a major difference in the lives of Monterey County children and in the health of the region overall. To fund its many grants, the Foundation receives significant contributions from the Pebble Beach Concours d’Elegance and other annual events at Pebble Beach Resorts as well as thoughtful personal gifts from those simply looking to foster the community around them. Beach Concours
d’Elegance
The Pebble Beach Concours d’Elegance brings together our passion for cars with the opportunity to raise money for people in need.We thank the judges, entrants, sponsors, spectators and volunteers of this Concours who have helped us make a difference in many people’s lives.
Together, we have raised over $32 million for charity since the Pebble Beach Concours began in 1950. Last year alone, we raised just over $2 million.
Meet Our Latest Scholarship Recipients at Academy of Art University
Israel Acosta Phil Hill Scholar 2022–23 Israel Acosta’s focus is on paint restoration. He has worked to refine his skills through internships at Kip Motor Company in Dallas and at Vintage Car Works in Centennial, Colorado. After graduating he intends to find a painting position at a concours-level restoration shop.
The Academy of Art University has long partnered with us in honoring Phil Hill by providing two-year scholarships to its highly regarded industrial design program. The following two Industrial Design students will be joining their prior eighteen scholarship recipients
Cedric Le Phil Hill Scholar 2022–23 Cedric Le grew up collecting Hot Wheels, and he strives to recreate that youthful essence in his work, incorporating vibrant colors that reflect a sense of youth and the thrill of childhood memories while also capturing the essence of speed and adrenaline.
Colby Marshall Phil Hill Scholar 2022–23 When most teenagers were dreaming about their first car, Colby Marshall was building his first car with his dad. Between the ages of 13 and 16 years old, Colby and his dad restored a 1969 Mustang Mach 1. Matthew Kroeker Phil Hill Scholar 2022–23 Matthew Kroeker has a love of classic automobiles, with a particular interest in Gran Touring vehicles. He is helping to restore a 1953 Mercedes-Benz 300 S Cabriolet at McPherson, and he has been an intern at Central Coasting Auto Stables and at Paul Russell and Company.
A love for all antique, prewar cars began when Matt Mahan crank-started his grandmother’s Model-T for the first time. That love and an interest in business led him to McPherson College where he studies both. He recently worked as an intern at Mecum Auctions.
Jiachen Xu Phil Hill Scholar 2022–23 Jiachen Xu started drawing and painting at an early age and made it his goal to become a car designer. He believes “design is to use beautiful formulas to assemble natural minerals and materials into soulful machines.” pebblebeachconcours.net
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EDUCATIONAL PARTNERSHIPS
We are proud to note that through Pebble Beach Company Foundation we are supporting three Phil Hill Scholars, one Jules “J.” & Sally Heumann Scholar, and one John Lamm Scholar for the coming 2022–23 school year at McPherson College. These scholarships go specifically to students of the automotive arts—automotive restoration, design and communications.
Matt Mahan John Lamm Scholar 2022–23
Our Latest Scholarship Recipients at McPherson College
Meet
Victoria Bruno Jules “J.” & Sally Heumann Scholar 2022–23 Growing up in Los Angeles and commuting through the traffic, Victoria Bruno often analyzed passing cars through the window of her mother’s minivan—and she eventually decided to pursue her passion for cars. A recent intern for Motion Products, Victoria hopes for a career rebuilding Ferrari engines.
Opening up new horizons
WRITERS
Ken Gross is an award-winning journalist, historian and museum curator. He curated the first Historic Hot Rod Class at the Pebble Beach Concours back in 1997 and every Hot Rod class that followed, as well as a wide range of additional special features over the past two decades— including Tatra, Tucker, Miller Racing Cars, Ford GT40, and Porsche 917. A longtime member of our Concours Car Selection Committee, he serves regularly as one of our Chief Class Judges. Malcolm Harris, a Seattle lawyer, has been an Alfa Romeo enthusiast for more than 50 years. He also edited and published all of Simon Moore’s definitive books on the 8C Alfas, including The Immortal 2.9, The Legendary 2.3, and The Magnificent Monopostos. A fourth book, entitled The 8C Story Continues, has just been released and updates the prior volumes.
Peter M. Larsen is a historian of the great French marques, especially Talbot-Lago, and the great French coachbuilders, about which he has written several books with Ben Erickson. Joseph Figoni,Vol. I – Alfa-Romeo was recently published. The next project will be about Bugatti by Figoni. Peter Larsen serves on the Selection Committee of the Pebble Beach Concours d’Elegance, and judges at the Concours as well.
The 24 Hours of Le Mans: Automobile Club de l’Ouest/Circuit des 24 Heures, The GP Library, Derek Hill, Phil Hill Archives, Derek Waller
CONTRIBUTING
Pebble Beach®, Pebble Beach Resorts®, Pebble Beach Concours d’Elegance®, Pebble Beach Concours™, Pebble Beach Tour d’Elegance®, Pebble Beach RetroAuto™, Pebble Beach Classic Car Forum™, Pebble Beach™ Automotive Week, Pebble Beach Golf Links®, The Hay Golf Course, The Lodge at Pebble Beach , The Inn at Spanish Bay , The Links at Spanish Bay , Spanish Bay®, Casa Palmero® 17-Mile Drive®, The Lone Cypress™, Stillwater Cove™, and their respective underlying images, are trademarks, service marks and trade dress of Pebble Beach Company.
Carrosserie Hermann Graber: UrsPaul Ramseier, Christoph Grohe, Peter M. Larsen, Kimball Studios, Steve Burton
Edsel Ford & the Design DNA of Lincoln: Ford Motor Company
Edward J. “Ted” Ryan was named the Archives and Heritage Brand Manager for the Ford Motor Company in May 2018, with responsibility for the physical and digital archives of the Company and for positioning Ford’s unique heritage in modern, engaging ways, often acting as the spokesperson regarding the company’s history. Prior to his role at Ford, Ted was the Archives Director for The Coca-Cola Company for 21 years, overseeing its extensive collection of artifacts and serving as the company spokesperson. Ted previously held several important roles at the Atlanta History Center.
Otto Vu: Kimball Studios, Winston Goodfellow, Scott & Jamie Cielewich, The Cultivated Collector, Paul Gould, Dirk Libeert, Michelle & Steve Wolf
CONTRIBUTING PHOTOGRAPHERS & PHOTO ARCHIVES
Kate Constantin has edited Management Week and Business Age and has written for several other publications, including Financial Times and Computer Weekly. She loves and collects classic cars and makes the Pebble Beach Concours d’Elegance the hub of her annual calendar.
Richard Stanley began visiting automobile dealerships as a young child, soon after World War II ended, picking up sales brochures of new models, thereby starting a lifelong collection. After retiring from education in 2000, he took on the challenge of writing about cars made in Connersville, Indiana—first Lexington and then McFarlan.
Copyright © 2022 Pebble Beach Company. All rights reserved.
Special thanks to Pebble Beach Company Lagorio Archives, particularly for images from Julian P. Graham and William C. Brooks, and to the following photographers who provided general images used in this program: Ron Kimball, Sherman Chu, Scott Campbell, Lee Ann Seber Holm and Steve Burton
PUBLISHER Pebble Beach Company EDITOR-IN-CHIEF Sandra Button MANAGING EDITOR Kandace Hawkinson ART DIRECTION Katee Waller SENIOR EDITOR Martin E. Button PROOFREADERS Tessa Avila MichaelRobertFedisonPruin DESIGN & PRODUCTION Nicole Doré at 62ABOVE Chris Benzel Bunne Hartmann Printed in Canada by Hemlock Printers
The Alfa 8C 2300: Geoff Goddard Collection, Malcolm Harris, Kimball Studios, Klemantaski Collection, Chris Leydon, Simon Moore, Patrick Ottis, Mick Walsh
Doug Nye, a British motor racing writer, has 58 years experience within the sport. He has authored some 70 books of racing history, was a longtime contributor to Road & Track magazine, co-produced over 200 racing features for Speedvision TV and is co-creator of the Goodwood Festival of Speed and Revival events in England. His books have won multiple international awards.
2021 Winners: Kimball Studios
Custom Built by McFarlan: Richard Stanley Archives Deuce! Hot Rodding’s Quintessential Icon: Nick Bazil, Ken Gross, Juan Espinoza Jr., Bob Owens, Canepa, Ed Gilbertson, Kim McCullough, John Mumford, Rob Walton
Unorthodox Propulsion: Audrain Collections, Mark Hyman, Lane Motor Museum, National Automobile Museum (The Harrah Automobile Foundation), Alex Pilibos, RK Motors, John Rich, Mary & Ted Stahl, Western Reserve Historical Society
Talbot-Lago T26 Grand Sport: Petr Michalek, Robert Kudela, Peter M. Larsen, Evan Klein, Getty Images, Kimball Studios, Steve Burton
ICONICTHENCELEBRATINGICONICNOW120YEARS
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Chris Bock, Chief Judge | Nevada City, California Chris Bock has served as our Chief Judge since 2013. He attended his first Pebble Beach Concours d’Elegance back in 1963 at the young age of 18, he was first appointed a Class Judge a decade later, and he continued to serve among our Judges over the ensuing decades, often acting as Chief Class Judge for American Classics. Mr. Bock is also on our Concours Selection Committee, a group of about fifteen experts who choose the cars that are invited to participate in this event, and he plays key roles in overseeing field and ramp operations on Concours Sunday, making certain that all runs smoothly. He has been an entrant on five occasions—often showing Packards, a marque to which he is devoted. Apart from the Concours, Mr. Bock has also served as President and National Head Judge of the Classic Car Club of America and as editor of The Cormorant for the Packard Club. He is a retired real estate broker and a foster parent.
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1977 Best of Show pebblebeachconcours.net
Stephen F. Brauer, Chief Honorary Judge | St. Louis, Missouri Stephen Brauer is Chairman and CEO of Hunter Engineering Company, which designs, manufactures and sells computer-based automotive service equipment to manufacturers and dealers worldwide. In June 2001
OUR CHIEF JUDGES
President George W. Bush appointed Mr. Brauer as US Ambassador to Belgium, where he served until September 2003. He is a past member of the Smithsonian National Board and is active in numerous charitable and civic organizations. Mr. Brauer is a longtime collector of American classic cars, Springfield Rolls-Royce and postwar coachbuilt Rolls-Royce and Bentley Motor Cars. He first showed a car at the Pebble Beach Concours—a 1937 Rolls-Royce Phantom III Barker All Weather Tourer— in 1991, and he has continued to share a car here almost every year. He joined our Honorary Judges in 2004 and has served on our Concours Selection Committee since its founding in 2005, choosing the cars to be invited to our competition field.
H. H. Rana Manvendra Singh | Indore, India His Highness Rana Manvendra Singh belongs to the erstwhile royal family of Barwani in Madhya Pradesh. Keenly interested in automobiles from an early age, he started India’s first vintage and classic car restoration workshop in 1978. Today he is a well-known and respected authority on vintage and classic cars in India. He has been featured on numerous television programs and co-authored Automobiles of the Maharajas with Sharada Dwivedi. A founding member of the Vintage and Classic Car Club of India, Manvendra Singh served as Curator for Alfonso Albaisa | Franklin, Tennessee Alfonso Albaisa, Senior Vice President for Global Design for Nissan Motor Company, is responsible for developing designs for Nissan, Infiniti and Datsun. Under his leadership, Global Nissan Design is evolving a new design language, giving shape to Nissan Intelligent Mobility technologies for customers around the world. Albaisa is Cuban-American and takes a multicultural approach to design. Beginning in 1988, he has spent his entire design career at Nissan, rising to become an industry-leading designer. Albaisa has served as Executive Design Director at Infiniti and, since 2016, he has also served as NML’s Corporate Vice President for Design Business Management/ Strategic Design and the Global Design Center. Davide Loris “Dave” Amantea |Cambiano, Italy Dave Amantea is the Chief Design Officer of Automobili Pininfarina. After graduating in 2006 from IED (Istituto Europeo di Design) Turin in Car Design, he started his career at the FCA Group as an Exterior Designer then moved to other companies, such as Jaguar Land Rover, as an Exterior Design Manager. He joined Automobili Pininfarina in 2018 as Head of Exterior for the electric hypercar Battista, and was appointed as Chief Design Officer in 2022. Silvio Angori | Cambiano, Italy Silvio Angori has been the Chief Executive Officer of Pininfarina S.p.A. since 2009, having joined the Group as Chief Operating Officer in 2007. Previously he served as General Manager of the Commercial Vehicle Emissions Global Business Unit for ArvinMeritor (now Meritor), where he worked since 1994. He has also held research positions at Agusta Helicopters and Fiat Research Centre. Angori earned an M.B.A. from the University of Chicago and a master’s degree in theoretical physics from La Sapienza Università in Rome. His interests span from technology to design, from literature to fine arts.
Achim Anscheidt | Molsheim, France Achim Anscheidt is Director of Design for Bugatti Automobiles. Since assuming his current position in 2004, he has been responsible for guiding all of Bugatti’s product development, from the many iterations of the Bugatti Veyron to the Bugatti Chiron, Divo, La Voiture Noire, Centodieci, and very recently the Bugatti Bolide. A graduate of ArtCenter College of Design, he first went to work at Porsche AG’s Styling Center in 1993, then moved to Volkswagen Group in 1996. He is the son of triple Motorcycle World Champion Hans Georg Anscheidt. Valentino Balboni | Ferrara, Italy Valentino Balboni is one of the foremost Lamborghini experts, having driven 80% of Automobili Lamborghini’s production while serving as its longtime test driver. He started in 1968 as an apprentice mechanic, worked in customer service, and was appointed test driver in 1973. He initially tested production cars, including the Miura, Countach, Espada, Jarama, Urraco and Jalpa, and later became the Research and Development test driver, first developing the Diablo. In 2009 Lamborghini produced a limited special edition of the Gallardo named the Valentino Balboni LP550-2 to honor his 40 years of devotion to the company. He is now an independent consultant, focusing on vintage Lamborghini restorations.
OUR HONORARY JUDGES 1962 Best of Show 18 The 71st Pebble Beach Concours d’Elegance
Mitja Borkert | Sant’Agata Bolognese, Italy
the Cartier Travel with Style Concours d’Elegance. He also helped to organize both the 2012 Maharaja and 2018 Raj classes for the Pebble Beach Concours and was awarded the 2018 Lorin Tryon Trophy for his contributions to this event and the collector car world.
Ian Cameron | Herrsching-Am-Ammersee, Germany
Mitja Borkert has been the Director of Lamborghini’s Centro Stile in Sant’Agata Bolognese since April 2016. As such, he is responsible for the design of future Lamborghini models and coordination of the design team. He has already contributed to the design of the Urus, Terzo Millennio, Huracan Super Trofeo Evo and SC18 Alston. Borkert graduated from the Design University of Pforzheim where he studied Transportation Design. In 1999 he began work at Style Porsche, in Weissach, and held various positions, including General Manager Advanced Design and Director of Exterior Design, contributing to the development of several Porsche models, including the Panamera Sport Turismo, the Porsche Boxster 987 facelift, the Cayenne, Macan, and Mission E.
Having retired in 2013 from the daily corporate run to the office—which started almost 40 years before with a brief spell at Ogle Design in the United Kingdom, followed by a total of 17 years with Pininfarina and Fiat’s IVECO division in Italy, and ending with a 21-year spell with the BMW Group, the last 14 of which were as the Design Director for Rolls-Royce Motor Cars as well as its Brand Ambassador for BMW Group Classic—Ian Cameron is relieved to report that he finally has time to spend under, rather than above, the cars he most cares about, both in California and back home in Germany!
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Miles C. Collier | Naples, Florida Miles C. Collier is the founder of Revs Institute, a globally renowned automotive museum housing the remarkable Miles Collier Collections of historic automobiles, an extensive library and digital archive. His new book, The Archaeological Automobile, reflects his lifelong advocacy of the automobile as the most significant artifact of the 20th century.
Adrian Butuca | Vienna, Austria After graduating from the Faculty of Automatic Control and Computer Engineering, Butuca laid the grounds for a successful business group that includes a publishing house, a printing business specializing in pharmaceutical packaging, and a media production company. Always passionate about cars, he has now turned his attention to the automotive industry with the aim of creating a successful venture alongside established partners in this field.
Antonio Casu | Moncalieri, Turin, Italy Antonio Casu is the Chief Executive Office of Italdesign. He began his career at Italdesign in 1998, after graduating in Mechanical Engineering at the Politecnico di Torino. Prior to being appointed Head of the Bodywork Development Department in 2005, he held various positions within the Technical Development area and followed projects for many international customers. Six years later, in 2011, he was appointed Head of Upper Body Development, and from mid-2013 to mid-2016, he worked as Upper Body Development Project Manager at Audi in Ingolstadt. On his return to Italdesign, he held the same role until November 2016, when he took on the role of Chief Technical Officer. He was appointed Chief Executive Officer in October 2021.
Robert T. Devlin | San Francisco, California Robert Devlin has served among our Pebble Beach Concours Class Judges, often as a Chief Class Judge, for 36 years, focusing primarily on Ferrari, Porsche, and Postwar Custom Coachwork. Recognized as the world’s foremost authority on the Pebble Beach Road Races as well as the early Pebble Beach Concours d’Elegance, he is the author of two books on this event, Pebble Beach: A Matter of Style and Pebble Beach: The Art of the Poster, and he has authored or coauthored more than 125 articles in various automotive pebblebeachconcours.net
Filip Brabec | Herndon, Virginia Filip Brabec is Senior Vice President, Product Management, at Audi of America, with responsibility for product definition and configuration of current models as well as setting the lineup of future U.S. vehicles in concert with AUDI AG. A leader in product planning for the company since 2006, Brabec now oversees two important arenas that contribute significantly to expanding the Audi brand and product platform in the U.S. market. He and his staff ensure that information about the current Audi of America product lineup is completely and properly distributed. And he works on a highly integrated basis with teams from the parent company in Germany on development planning of new products and technologies for future Audi models in the United States.
Kemal Curic |Irvine, California Kemal Curic is Global Design Director for The Lincoln Motor Company, leading the long-term vision of the brand. A native of Sarajevo, he began his career at Ford of Europe, where he was instrumental in designing the European-market Ford Fiesta, Mondeo and Kuga. He transitioned to Ford’s Dearborn, Michigan, team in 2010, to work on the 2015 Mustang and Shelbys. He was the exterior design manager for the Lincoln Continental before being named chief designer for the all-new Aviator and Corsair, representing Lincoln’s expressive, dramatic new look. He was named to his current role in 2019. An admirer of American muscle cars, Curic keeps his Shelby Mustang collection in the garage next to the latest Lincoln.
Ralph V. Gilles | Auburn Hills, Michigan Ralph Gilles was appointed Chief Design Officer of Stellantis in January 2021 and is responsible for shaping and directing design for the Chrysler, Dodge, Jeep®, Ram, Maserati and Fiat (Latin America) brands. He is also a member of the Top Executive Team at Stellantis. Since first joining the company in 1992 as a designer, Gilles has put his extensive academic background in industrial design and business administration to use holding various positions with increasing responsibilities at the company. He is an avid car enthusiast and enjoys spending time at the track.
William Clay Ford Jr. | Dearborn, Michigan As executive chair of Ford Motor Company since January 1999, William Clay Ford Jr. is a lifelong environmentalist. In 2011 he began outlining the company’s vision of what sustainable transportation will look like in the future and is a champion of Ford’s leadership in the electrification revolution. He led the revitalization of the Rouge manufacturing complex, and in 2018 he championed the acquisition of Detroit’s iconic Michigan Central station, envisioning a district where Ford Motor Company and other innovators will work on autonomous and electric vehicles businesses, and design solutions that make mobility more convenient and accessible.
magazines and event programs. He also taught the History of Automotive Design for five years at the Academy of Art University in San Francisco.
Ed Gilbertson | San Francisco, California Ed Gilbertson served as Chief Judge of the Pebble Beach Concours from 1999 to 2013 and continues to be a member of the Selection Committee. He was previously Chief Class Judge for the Ferrari classes for 15 years. Gilbertson is also Chief Judge Emeritus for the Palm Beach Cavallino Classic and the Ferrari Club of America. He is currently President of the Jury for the Salon Privé Concours d’Elegance in the United Kingdom. He founded and is Chairman Emeritus of the International Chief Judge Advisory Group and the International Advisory Council for Preservation of the Ferrari Automobile. He is Past President of the Ferrari Owners Club and former Regional Director of the Ferrari Club of America.
Falotico was recognized as one of the 100 leading women in the North American auto industry in 2010, 2015 and 2020 and was selected as MediaPost’s 2019 Automotive Marketer of the Year.
McKeel Hagerty | Traverse City, Michigan McKeel Hagerty is the CEO and driving force behind Hagerty, the world’s largest membership, insurance and media organization for enthusiast vehicle owners. McKeel has served as a judge at Pebble Beach Concours d’Elegance for 21 years and is a board member of the Petersen Automotive Museum in Los Angeles. Known for his passion-based approach to life and business, McKeel has made keeping driving alive for future generations the company’s mission and building an international community of car lovers its goal. In 2016–2017, he was elected by his peers as the board chairman of YPO, the largest global organization for chief executives.
Luc Donckerwolke | Seoul, South Korea Luc Donckerwolke is the Chief Creative Officer for Genesis. His work as a designer began at Audi in 1992, and he later took over design leadership at Lamborghini, where he worked on the Murcielago and Gallardo, before moving to Seat, Skoda, and Volkswagen, eventually becoming chief designer for Bentley, where he created the Continental GT and EXP10 speed six. He joined the Hyundai Motor Group in 2016, leading Hyundai, Kia and Genesis Design as Chief Development Officer and Chief Creative Officer.
Adrian Hallmark | Crewe, England Adrian Hallmark joined Bentley Motors for a second time in his career in February 2018, as Chairman and CEO. His first experience of Bentley was as Board Member for Sales and Marketing from 1999 to 2005, and he drove the definition and delivery of the growth strategy for the new generation of Bentleys, which redefined the marque and created a new segment. He has 25 years of global and regional automotive board-level responsibility in the UK, the US and Asia, with Porsche, Volkswagen, Jaguar Land Rover, and Bentley Motors. Hallmark studied Mechanical Engineering at University of Wolverhampton in the UK and has a Diploma in Management Studies from Henley Business School and an Honorary Doctorate in Engineering from University of Wolverhampton.
Joy Falotico | Dearborn, Michigan Joy Falotico is president of Lincoln, responsible for leading the evolution of Lincoln as a world-class luxury brand, overseeing Lincoln operations globally, including product development, marketing, sales and service. Falotico joined Ford Credit in 1989 and has been a Ford officer since 2016. She has a diverse range of global experience and was previously chairman and chief executive officer, Ford Motor Credit Company, with worldwide responsibility for the global financial services business that supports Ford dealers, customers and sales of Ford and Lincoln vehicles.
OUR HONORARY JUDGES 20 The 71st Pebble Beach Concours d’Elegance
Anthony Lo | Paris, France
Audrey Li is Vice President of Operations for BYD Motors, overseeing the expansion of innovative zeroemission transportation solutions. Li joined BYD in 2010, and over the past twelve years, she has played a significant role in growing the international presence of the electric vehicle manufacturer. Early on, she led business development initiatives on several large-scale renewable energy projects. When later based in the Netherlands, she oversaw solar and energy storage facilities in Europe, Africa and Australia. Her responsibilities soon expanded to include Latin America and she was named BYD’s Director of Renewable Energy. More recently, she was named Country Manager of Argentina, and then General Manager of BYD’s Solar and Energy Storage System department.
Kevin Hunter is the President of Toyota Motor Corporation’s North American design studio, CALTY Design Research. Hunter is responsible for overseeing research, advanced and production design at two studios in Newport Beach, California, and Ann Arbor, Michigan.
Grant Larson | Illingen, Germany Grant Larson has been a designer at Porsche since 1989, and currently holds the title Director of Special Projects. An early passion for cars was fueled by his role as curator of the former Brooks Stevens Museum in Wisconsin.
Audrey Li | Los Angeles, California
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Tom Kristensen | Hobro, Denmark A true legend of motor sport, Tom Kristensen graduated from a junior karting career in his home country of Denmark to success in international Formula 3, becoming both German and Japanese champion. This led to testing Formula 1 cars under the Michelin brand with Williams and Jaguar. It was in endurance racing that Kristensen found his natural home, winning his Le Mans debut with Porsche in 1997 and recording six consecutive Le Mans 24 Hour wins between 2000 and 2005. In 2013, Kristensen won his ninth Le Mans, making him the all-time champion as well as winning the World Endurance Championship with Audi. In 2013, Kristensen was inducted into Motorsport’s Hall of Fame.
Jacky Ickx | Brussels, Belgium Jacky Ickx is a racing great with eight wins and 25 podium finishes in F1, having driven for Cooper, Ferrari, Brabham, McLaren, Williams, Lotus, Wolf-Williams, Ensign and Ligier. In endurance racing he recorded an amazing 47 wins and 82 podiums, including six wins at the 24 Hours of Le Mans, and a win in the Spa 24 Hours. He also won the Can-AM Championship in 1979 and the Dakar Rally in 1983.
Kevin Hunter | Newport Beach, California
Graduating with Distinction from ArtCenter College of Design in Pasadena, Larson was the lead designer on projects such as the first Boxster prototype, the Carrera GT show car, various 911s, and Spyders and Speedsters, as well as several limited editions and race cars. He is a big 356 fan and has a small collection of air-cooled Porsches and VWs as well as a few American V8s.
Derek Jenkins | Newark, California Derek Jenkins is Senior Vice President of Design and Brand at Lucid Motors, a Silicon Valley–based luxury electric automaker. In this role, he oversees exterior and interior design, user experience, colors and materials, vehicle accessories/apparel, and brand strategy and creative. Lucid Air, the company’s first vehicle, recently won MotorTrend’s Car of the Year. The teams are now working on the second product, the Gravity SUV. Before joining Lucid, Derek was the Director of Design at Mazda North America, overseeing the 2016 MX-5 Miata, Shinari Concept, CX-5, Mazda6, and Mazda3, 2017 CX-9. Prior to that, he was Chief Designer for Volkswagen North America, overseeing Scirocco and Microbus concepts, the Ragster, and Concept T. He began his career at Audi.
Flavio Manzoni | Maranello, Italy Flavio Manzoni was appointed the Chief Design Officer of Ferrari S.p.A. in January 2010. From 2007 to 2010 he was the Director of Creative Design at Volkswagen Group where he was involved in designing many Skoda, Bentley, Bugatti, and Volkswagen cars as well as redefining the aesthetic philosophy of these brands. From 2001 to 2006, he worked at Fiat Group as Head of Design for Lancia, Fiat, and LCV. He has also held design positions at Lancia and Seat. Manzoni holds a degree in architecture with a thesis in industrial design from the University of Florence. pebblebeachconcours.net
Anthony Lo is global chief design officer, Ford Motor Company. Prior to joining Ford in April 2021, he served as Renault’s vice president of exterior design, where he led the creation of an all-new Renault and Dacia product lineup, as well as developing Renault’s “Cycle of Life” design strategy that showcased a series of award-winning concept cars, including the Dezir, Captur, R-Space and Frendzy, among others. Prior to Renault, his career encompassed design leadership roles with General Motors Europe, Mercedes-Benz in Japan, Audi in Germany, and Lotus. He is a graduate of the Royal College of Art in London.
CALTY creates innovative vehicle designs for the Toyota and Lexus brands. Recent accomplishments under his direction are the 2012 Lexus LF-LC Concept, 2014 Toyota FT-1 Sports Car Concept, 2016 Toyota Tacoma, 2016 Lexus LC500 sports coupe, 2018 Lexus LF-1 Limitless Concept, 2020 Toyota Supra, 2022 Toyota Tundra and Sequoia, Lexus BEV Electrified Sports Car and Sedan concepts, and Toyota BEV Electrified Pickup concept.
Dave Marek | Tokyo, Japan / Los Angeles, California Dave Marek is the Executive Creative Director for Acura, with responsibility for all designs of the Acura brand. He began his career at Honda R&D Americas in 1987, and as Design Project Leader he oversaw projects such as the 1994 Honda Accord Wagon, 1997 Acura CL, 2003 Honda Element and 2006 Honda Ridgeline. Marek graduated from ArtCenter College of Design and serves as an instructor there today. He also supports several museums, serving on their Boards, and he creates fine art and graphics for numerous clients.
Andreas Mindt | Crewe, United Kingdom Andreas Mindt was appointed Director of Design for Bentley in March. Working at Bentley’s headquarters in Crewe, in the UK, he will lead a team of approximately 50 design experts with responsibility for the exterior, interior, color and trim design for the full current and future Bentley product portfolio, including concepts and show cars. With more than 25 years of automotive design experience, all within the Volkswagen Group, Mindt was most recently Head of Exterior Design for Audi for six years. In this period, he oversaw the exterior design evolution of the breadth of the Audi model range and the launch of the premium SUV coupé, the Audi Q8, and the e-tron, Audi’s very first fully electric production model. Prior to Audi, he spent 15 years with Volkswagen’s Design Department in Wolfsburg, Germany.
OUR HONORARY JUDGES 22 The 71st Pebble Beach Concours d’Elegance
Dr. Tom Matano | San Francisco, California Tom Matano has been the Executive Director of the School of Industrial Design at the Academy of Art University in San Francisco since 2002. Dr. Matano has over 30 years of experience in the automotive design industry, holding positions at GM Design in the United States, GM Holdens in Australia, and BMW in Germany. In 1983 he joined Mazda’s American design team, and from 1999 to 2002 he worked at Mazda headquarters in Japan as an Executive Designer in charge of the Chief Designers group. For Mazda he oversaw the designs of the MPV, MX-5/Miata, RX 7 and many other projects. At the Academy, he has added the Automobile Restoration program to preserve important skills for the next generation of enthusiasts.
Torsten Müller-Ötvös | West Sussex, England Torsten Müller-Ötvös is Chief Executive Officer of RollsRoyce Motor Cars. Müller-Ötvös began his career with BMW in 1988. He held a number of senior marketing positions there, including relaunching the MINI from 1999 to 2004. Müller-Ötvös joined Rolls-Royce Motor Cars as its Chief Executive Officer in March 2010 and is based at the home of Rolls-Royce in Goodwood, West Sussex, England.
Jochen Mass | Principality of Monaco Jochen Mass is a racing great with numerous successes to his credit. As a Formula 1 racer from 1973 to 1982, he drove for Surtees, McLaren, ATS and Arrows, among others. Before and after his Formula 1 career, he scored many wins in sports cars, most often driving Porsche or Mercedes-Benz sports prototypes. With Hans-Joachim Stuck, he won the 24 Hours of Spa in 1972, and he went on to win the World Sportscar Championship that year. In 1987, with Bobby Rahal, he won the 12 Hours of Sebring, and in 1989 he won the 24 Hours of Le Mans. He was also involved in IROC, the International Race of Champions, and IMSA, the International Motor Sports Association.
Shiro Nakamura | Kanagawa, Japan Shiro Nakamura is the CEO of SN Design Platform in Tokyo, and the President of Hollywood Hills Creative Platform in Los Angeles. He served as the Chief Creative Officer for Nissan from 1999 to 2017, and he was central to the turnaround of the company, revitalizing designs for both the Nissan and Infiniti brands. Prior to Nissan, he worked for Isuzu where one of his most distinctive creations was the VehiCROSS concept. At Nissan, he was responsible for a vast diversity of products, including the Nissan GTR, 350Z, ALTIMA, CUBE, and the whole Infiniti lineup, including the Q50 and Q60. Perhaps his most remarkable achievement there was the creation of the crossover, starting with the Nissan Murano in 2002 and Infiniti FX in 2003, and developing the new segment with the Qashqai and Juke.
Gordon Murray CBE | Surrey, England Born and educated in South Africa, Professor Gordon Murray designed, built and raced his own sports car, the IGM Ford, while in his early 20s. He joined the Brabham Formula 1 Team as Technical Director in 1969, winning two world championships in 17 years there. He joined McLaren Racing as Technical Director in 1988, immediately winning three consecutive championships, and he helped to establish McLaren Cars Ltd., which created the F1 road car and the successful MercedesBenz SLR McLaren program. In July 2007, Gordon Murray Design was established, with Murray as its Chairman, to develop innovative and disruptive automotive manufacturing technology, trademarked iStream®. In 2017, Gordon Murray Automotive was announced, taking innovative car design to limited-run production, with the T.50 supercar being the brand’s first model.
LCLEXUSTHE ©2022 Lexus, a Division of Toyota Motor Sales, U.S.A., Inc. Pebble Beach Resorts® are trademarks and service marks of Pebble Beach Company. Used by permission. BOTH PUSHES THE NEEDLE AND THREADS IT LEXUS.COM/LC LEXUS IS A PROUD SPONSOR OF PEBBLE BEACH RESORTS. ®
OUR HONORARY JUDGES 24 The 71st Pebble Beach Concours d’Elegance
Thomas Ingenlath | Gothenburg, Sweden
Frank Saucedo | North Hollywood, California Frank Saucedo is Director of GM Advanced Design, California. A native Californian, Saucedo’s first position was with Opel in Germany, where he started as a designer and went on to become chief of Opel’s first Advanced Design Studio. Upon returning to California he took a position at the former GM Advanced Concepts Center and later joined the Volkswagen Design Studio. In 1999, General Motors invited him to open a design studio in California. Today, GM’s Advanced Design Studio in Los Angeles employs a staff of over 70. Saucedo’s portfolio includes Opel vehicles such as the 4200 Corsa, Astra, Omega and Tigra. At GM Advanced Design, he has created the Borrego, Chevy SS, Pontiac Solstice, Cadillac Ciel, and Elmiraj and Chaparral 2X concepts.
Michael Simcoe | Warren, Michigan
Michael Simcoe serves as General Motors’ vice president, Global Design, leading teams and studios around the world. His teams focus on all aspects of design including advanced, production and industrial design operations supporting GM’s brands and subsidiaries. Recent designs developed under his leadership include the Cruise Origin, Cadillac LYRIQ, GMC HUMMER EV, and BrightDrop EV600. Simcoe plays a pivotal role in GM’s transformation, challenging his teams to innovate as society experiences a massive shift in mobility, championing new technologies and accelerating speed to market. Previously, Simcoe served in roles across GM Design in the U.S. and global markets. His first assignment at GM was as a designer at GM Holden. He holds an Associate Diploma of Art Industrial Design from the Royal Melbourne Institute of Technology.
Kiyoyuki Ken Okuyama | Tokyo, Japan Ken Okuyama is the CEO of Ken Okuyama Design. After studying automotive design at ArtCenter College of Design in Pasadena, California, he worked as a chief designer for General Motors, a senior designer for Porsche AG, and a design director for Pininfarina S.p.A., and was responsible for the Ferrari Enzo, Maserati Quattroporte, and many other cars. He then served as a department chairman at ArtCenter College of Design and started the ArtCenter College of Design Award at the Pebble Beach Concours. In 2007, he founded his own brand, Ken Okuyama, and his own consulting company, producing one-off cars like the Kode57, eyewear, interior products, and providing consultancy services to numerous corporations. He also serves as a board member of Yanmar Holdings, the Chief Design Officer of Osaka Metro, and a professor at several universities.
Dan Neil is the Pulitzer Prize–winning automotive critic for The Wall Street Journal, and in 2019 he published the first flying car review. He was formerly with the Los Angeles Times and Car and Driver, and he is the author of Assouline’s The Impossible Collection of Cars.
Thomas Ingenlath was appointed Chief Executive Officer of Polestar in June 2017. Since the completion of design studies at the Fachhochschule für Gestaltung in Pforzheim, Germany, and the Royal College of Art in London, Thomas has had over 20 years of experience in the automotive industry. He has worked in top design positions at Audi, Volkswagen and Skoda. In 2006 he was appointed as the Director for Design at the Volkswagen Design Centre in Potsdam, designing for all brands of the Volkswagen Group. Thomas joined Volvo Car Corporation in July 2012 as Senior Vice President Design and led the turnaround of the brand and product portfolio.
Dan Neil | Raleigh, North Carolina
Marek Reichman | Gaydon, England Marek Reichman joined Aston Martin in 2005 as Director of Design, and the ensuing years have been one of the most prolific periods of new model introductions for the British marque. Under his tenure, these new models have included the DBS Superleggera, Aston Martin’s latest GT offering, the DB11, the new Vantage, and the astonishing Aston Martin Valkyrie. With the Aston Martin DBX, which went into production in 2020, the creativity and work rate of Reichman and his team have been phenomenal. Prior to Aston Martin, he held positions at Rover Cars, BMW Designworks, and Ford Motor Company.
Lyn St. James | Phoenix, Arizona Named one of the “Top 100 Female Athletes of the 20th Century” by Sports Illustrated, Lyn St. James has set 21 national and international speed records. As a seven-time competitor in the world’s largest sporting event—the Indianapolis 500—St. James earned Rookie of the Year honors in 1992 and competed in 15 IndyCar races. She has competed all over the world, including twice at the 24 Hours of Le Mans (in 1989 and ’91), with victories in the IMSA Series at Watkins Glen, Road America, Daytona, Sebring. A recipient of the prestigious “Spirit of Ford” award, the “Guiding Women in Sports Award,” the “Office Depot Visionary Sportswomen of the Year” and named on the Automotive News list of the Top 100 Women in the Automotive Industry, St. James often speaks on women’s issues, gender, and diversity. She serves on the board of ACCUS (Automobile Competition Committee of the
Hau Thai-Tang | Dearborn, Michigan Hau Thai-Tang is Ford Motor Company’s chief industrial platform officer. Previously, Thai-Tang was Ford’s chief product platform and operations officer. Earlier, he served as Ford’s chief product development and purchasing officer, globally responsible for overseeing all aspects of the company’s product design, engineering, and development as well as purchasing operations. Thai-Tang also served as group vice president, Global Purchasing, where he was responsible for more than $100 billion in annual spending. His global career—with assignments in Germany and Brazil—includes more than 25 years in Product Development. After graduating in 1988 from Carnegie Mellon University, Thai-Tang joined Ford as a college graduate trainee. In 1993, he earned a master of business administration from University of Michigan, Ann Arbor. Freeman J. Thomas | Newport Beach, California Upon graduating from ArtCenter College of Design in 1983, Freeman’s career began at Porsche AG as a member of the 959 Design team. In 1990 he joined Audi AG as a Chief Designer, co-creating the 1994 VW Concept 1/New Beetle, and then penned the iconic Audi TT. In 1996 he became a Chief Designer for Volkswagen AG. In 1999, he joined DaimlerChrysler as VP Advanced Design Strategy, leading multiple preproduction programs and design concepts, including the Dodge Tomahawk motorcycle and the Noble American Sedan that became the iconic Chrysler 300. In 2005 he joined Ford Motor Company, leading North American Advanced Design and later Global Advanced Design with studios in Irvine, Dearborn, London and Shanghai. After retiring from Ford he cocreated the CTR and SCR for RUF Automobile GMBH, and in 2020 he co-led the acquisition of the iconic Meyers Manx brand, being named its CEO and CCO.
Franz von Holzhausen | Los Angeles, California
Franz von Holzhausen is the Chief Designer at Tesla, reporting directly to Elon Musk and responsible for all Tesla Design programs, charged with establishing a world-class design language for all Tesla products. He joined Tesla in 2008 to design the all-new Model S. He also contributed to the first-generation Roadster and has since led the design of the Model X, Model 3, Model Y, Semi, the all-new Roadster, and Cybertruck as well as Tesla Superchargers, and the Powerwall and Solar products from Tesla Energy. He holds a variety of patents for Tesla. He was named one of MotorTrend’s top 50 most influential automotive executives and one of the top 25 designers of all time by Automobile Magazine. Prior to joining Tesla, he worked on the New Beetle and the Audi TT at Volkswagen, he designed the Pontiac Solstice and Saturn Sky at General Motors, and he pioneered the Nagare surface language at Mazda.
Andreas Thurner | Irvine, California Andreas Thurner started his career at Rolls-Royce Motor Cars in 2004 where he designed the Rolls-Royce Ghost, Wraith, and Phantom VII SII. The Ghost was named the most successful Rolls-Royce ever produced and was awarded by Red Dot as “Best of the Best—For the Very Highest Level of Design.” Robb Report named the Dawn the “Sexiest” Rolls-Royce ever built. In 2013, Thurner was appointed to lead the Advanced and Innovation Design Team at BMW Group in Munich, Germany. In 2019, Thurner was appointed Vice President of Global Design and Architecture at the EV startup Karma Automotive in Irvine, California, where he was responsible for the SC2 Hypercar, recognized by Robb Rebort as 2020 Concept Car of the Year. In 2020, Thurner incorporated Thurner Design, an innovative pinnacle brand and design house with global operations and client base. The first project, the Mullen Five, launched during the LA Auto Show in 2021, and won the Zevas Award for the “Best Zero Emission SUV.”
Prof. Dr. Gorden Wagener | Stuttgart, Germany
United States) and on their Diversity and Inclusion Task Force and represents North America on the FIA Women in Motorsports Commission. She is the co-founder of Women in Motorsports North America and was inducted into the 2022 Automotive Hall of Fame.
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One of the most influential automotive designers in recent times, Prof. Dr. Gorden Wagener has led the worldwide 1955 Best of Show pebblebeachconcours.net
Linda Zhang | Dearborn, Michigan
Kazunori Yamauchi | Tokyo, Japan Japanese game creator Kazunori Yamauchi is renowned for the Gran Turismo game series that has sold over 80 million units worldwide. Joining Sony Music Entertainment in 1992, he was involved in the startup of the Sony Playstation. Transferring to Sony Computer Entertainment in 1994, he produced his first game title, Motor Toon Grand Prix, and in 1997 the first of the Gran Turismo series, which sold approximately 10.85 million units worldwide.
Yamauchi went on to establish Polyphony Digital in 1998 and serves as its President. He has also served as a board member of the Japan Car of the Year awards since 2001.
Klaus Zyciora | Wolfsburg, Germany
OUR HONORARY JUDGES 26 The 71st Pebble Beach Concours d’Elegance
design unit of Mercedes-Benz and all its brands since 2008. As Chief Design Officer of the company since 2016 his goal for the brands of the Mercedes-Benz Group is to build the most desirable cars in the world. Wagener approaches this ambition with his design philosophy of “Sensual Purity,” which defines the specific luxury of the different brands. Wagener’s designs set new impulses in luxury and satisfy a desire for beauty and the extraordinary. This outlook is reflected most recently in the EQS, the Mercedes-AMG SL, the Mercedes-Maybach S-Class, the Vision EQXX, the Project Geländewagen & Project Maybach, Vision Mercedes-Maybach 6 Coupé & Cabriolet and the Vision AMG. Ed Welburn | Bethlehem, Pennsylvania Ed Welburn, the former VP of General Motors Design, was the first to lead GM Design on a global basis. He was inducted into the Automotive Hall of Fame in 2017 and is the first car designer to have his archives located in the Smithsonian Museum. Today his design talents are broad, with work in fashion and product design. He is also the founder and CEO of Welburn Media Productions and is the producer of a major feature film under development. Stephan Winkelmann | Sant’Agata Bolognese, Italy Stephan Winkelmann has been Chairman and CEO of Automobili Lamborghini since December 2020, a position he has previously held from 2005 to 2016. He also previously served as the Chairman of Bugatti, the CEO of Audi Sport, and held other major roles in the many European automotive groups. In 2014 Winkelmann was appointed Grand Officer in the Order of Merit of the Italian Republic, one of the highest honors awarded by the Italian President. David Woodhouse | San Diego, California David Woodhouse is Vice President, Nissan Design America, which is part of the global Nissan Design organization. He was appointed to this role in June 2019 and is responsible for leading all Nissan and INFINITI design activities in North America. He also serves on the company’s Global Nissan Design Management Committee. Prior to joining Nissan, Woodhouse was both Global Strategic Design Director and Lincoln Design Director at Ford Motor Company, where he was responsible for leading the renaissance of the Lincoln brand. His previous automotive experience encompasses nearly 30 years, much of it with global premium brands including Mini, Cadillac, Range Rover and BMW. Woodhouse is an avid automotive enthusiast who collects, restores and competes with vintage race cars. He holds a Master of Design in Vehicle Design from the College of Art in London and a bachelor’s degree in Industrial Design from Coventry University in England.
Zhang, who has been with Ford for 25 years, has a degree in electrical engineering and an MBA, both from the University of Michigan. She has held positions in manufacturing, product development, finance and corporate strategy, gathering business fundamentals that served her well as she worked on programs including Ford Explorer, Escape, Kuga and F-150. The all-electric F-150 program, she said, has been particularly fulfilling because of her background in electrification and the truck’s prominent position in the Ford portfolio. She was featured on the cover of TIME magazine in November 2021 representing the team electrifying the world’s most popular truck.
Klaus Zyciora is Head of Volkswagen Group Design and in this capacity is responsible for the global design of the Group’s 10 brands. Klaus Zyciora studied industrial design at the Braunschweig University of Art. After graduating in 1989, he began working for Volkswagen as an interior designer. Following positions as Exterior Designer and Concept Designer, he became Head of Interior Design in 2000 and Head of Exterior Design in 2002. In 2007, Klaus Zyciora became Head of Volkswagen Design and Executive Director, with over 600 designers at locations in Wolfsburg, Shanghai, Sao Paulo and Mexico City. In April 2020, Klaus Zyciora became Head of Design for the entire Volkswagen Group. Previous milestones in his career include the Golf VI, Golf VII and Golf VIII, the Touareg, Tiguan and T-Roc SUV series and the vehicles in the upcoming ID. Family.
Linda Zhang is chief engineer, Ford F-150 Lightning, responsible for leading the team delivering Ford’s first ever all-electric F-150 pickup. She assumed this role in September 2018 when the truck’s development began.
BE THE SCENERY THE SUPERCAR. ELECTRIFIED.
CONCOURS SELECTION COMMITTEE Chairman Sandra NicMilesAlPeterJuliusEvanPeterKenDavidEdColinMartinStephenChrisRichardButtonS.AdattoBockF.BrauerE.ButtonFeichtmeirGilbertsonGoodingGrossHagemanIdeKrutaLarsenMcEwanMorrisWaller ADVISORYCONCOURSBOARD John DonBobBruceClinardMeyerColeWilliams ANNOUNCERS Master of Ceremonies Derek Hill Awards Show Announcers Martin E. Button Nic Waller Morning Announcer Barbara Rose Shuler MANAGEMENTCONCOURS TEAM Vice GeneralPresidentManager Judith Ann Raible Vice President Business TourDevelopmentd’Elegance Director Sean Jacobs Content Strategy & Communications Kandace Hawkinson Administrative Coordinator Chrissy Liguori Advertising & Events Coordinator Lauren Pullara Brand Management Katee Waller Hospitality Manager Sue Hammer Media Center Manager Greg Guggenheim Operations Manager Transport Lot Liaison Kelly Crees Participant Relations Director Michaela Papazian RetroAuto & Volunteer Manager Sandi Pappani Systems Operations Manager Gabrielle Garza Interns Lance Bauer Sarah FrancescaJonathanBaxterHuberSaracino VOLUNTEER EXECUTIVE COMMITTEE Corporate Hospitality Ben RobShannonBeesleyHighfieldPappani Dawn Security Terry ChristianBareHaun Docents Wayne Craig Field Hosts Paul LawrenceCain Walker III Field Layout Paul Pilotte Field Security Lenor McLaughlin Ray McLaughlin General Admission Ticket Sales Katy Castagna Tina Engquist Info/Office Reception Liaison Jane Durant-Jones International Entrant Pavilion Dennis Davis John Oglesby Military DistributionLiaisonManager Ed Cahoon Ramp Operations Chris Bock Show Field Management Dennis Palma Spectator Transportation Louis JohnWandaLeeLeeWhitacre Tour d’Elegance Dennis Palma Rob Pappani THE CONCOURS TEAM 28 The 71st Pebble Beach Concours d’Elegance
The newest Lamborghini Huracán is the most versatile ever conceived. Connecting a pure driving experience with the freedom of everyday use, Huracán Tecnica is the ultimate combination of uncompromising performance and exhilarating lifestyle. Its powerful, aerodynamic lines shape an unforgettable new portrait of the Huracán, while the interior is as purposeful as it is luxurious. A vast range of Ad Personam combinations further enhances its exclusivity.
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© Copyright Rolls-Royce Motor Cars NA, LLC 2022. The Rolls-Royce name and logo are registered trademarks. www.rolls-roycemotorcars.com Our masterpiece has evolved. From its spellbinding new Starlight Headlights to the visually striking Dynamic Wheels, Phantom Series II is uncompromising and non-conformist in its pursuit of excellence. Nuances of perfection. Discover Phantom Series II.
THANK YOU TO OUR SPONSORS Pebble Beach Concours d’Elegance extends a special thank you to all our sponsors who generously underwrite this event. Their important financial support allows us to maintain our commitment to excellence and continue our efforts to benefit worthwhile charities. pebblebeachconcours.net 31
THANK YOU TO OUR SPONSORS 32 The 71st Pebble Beach Concours d’Elegance
1952 Best of Show pebblebeachconcours.net 33
AmericasAutomotiveTrust.org INSTITUTIONS:
Together, We Drive Forward.
AFFILIATE
America’s Automotive Trust was founded in 2016 with the vision of bringing together like-minded organizations through collaboration and shared resources to perpetuate car culture. Today, we are proud to work with LeMay – America’s Car Museum, RPM Foundation, America on Wheels Museum and our affiliate institutions of The NB Center for American Automotive Heritage and the Gilmore Car Museum to foster a strong community where all enthusiasts can thrive – from the classroom, to careers, to the open road – and to secure our automotive heritage.
Tim Layzell, a world-renowned motoring artist, painted all three of our posters this year. Some works demonstrate an eye to realism and detail, reflecting a nostalgic element of color photography from the 1950s into the early ’60s. Other works show a distinctive “pop art” style where solid blocks of color and strong lines bring attention to the core of the painting. Learn more at www.timlayzell.com. Three magnificent cars—a historic prototype, a racing-great, and a style icon—come to life on this year’s event posters, showcasing the splendid array of automobiles brought to the Concours every year. Concours
This 1937 Talbot-Lago T150C-SS Figoni & Falaschi Teardrop Coupe is regarded as one of the most beautiful cars ever made. The car speaks for itself, with jaw-dropping coachwork that truly captures the era in which the Teardrop design came to life. It is seen here driving around the beautiful 17-Mile Drive towards Pebble Beach, with The Lone Cypress looking out to the Pacific Ocean.
2022 CONCOURS POSTER
d’Elegance
The Ferrari 250GTO set the benchmark for early sixties GT racing, and this GTO (4153GT) is legendary in its own right. It competed at the 24 Hours of Le Mans in 1963, taking 4th overall and 2nd in class, and subsequently won the 1964 Tour de France Automobile. It can be seen here blasting down Highway 1, with the owner’s Ferrari 250 Tour de France and Aston Martin DB4 GT Zagato chasing.
OUR 2022 POSTERS 36 The 71st Pebble Beach
2022 TOUR POSTER
OUR POSTER ARTIST
A 1941 Lincoln Continental is the focus of our Concours poster. Inspired by the look of European cars, Ford Motor Company president Edsel B. Ford had his team, led by Ford’s Chief Designer ET “Bob” Gregorie, design a vehicle with similar features—a long hood, an automatic convertible top, and a low-sitting frame—resulting in one of the most elegant American production cars of all time. Here it is joined by a 1932 Lincoln KB Murphy Roadster and by Ford himself.
2022 RETROAUTO POSTER
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Official government fuel consumption figures in litres/100km (mpg) for the Aston Martin DBX707: WLTP Low 22.0 (12.8); WLTP Medium 13.9 (20.2); WLTP High 12.0 (23.4); WLTP Extra High 13.3 (21.2); WLTP Combined 14.2 (19.9). WLTP CO2 Emissions 323 g/km (NEDC Combined CO2 - Awaiting certification). Urban RDE trip NOx 85.8 mg/km, PN 9e11; Complete RDE trip NOx 85.8 mg/km, PN 9e11. PEMS ID: 09-SCF-0025-0; TA Number: Awaiting certification. THE WORLD’S MOSTLUXURYPOWERFULSUV
BY TED RYAN EDSEL FORD & THE DESIGN DNA OF LINCOLN A Continental Mark II posed in front of a model home—the dream for many in 1956. 40 The 71st Pebble Beach Concours d’Elegance
Edsel’s impact on the vehicles that Lincoln began to produce was nearly as profound as his business acumen. The oft-used quote from Edsel that “Father made the most popular car in the world. I want to make the best car in the FATHER MADE THE MOST POPULAR CAR IN THE WORLD. I WANT TO MAKE THE BEST CAR IN THE WORLD. – Edsel Ford
After leaving GM and the Cadillac Division, Henry Leland founded Lincoln in 1917, in a patriotic move to build airplane engines during World War I. Leland named the company after Abraham Lincoln—the first president he ever voted for. The firm initially built Liberty V-12 engines under a $10 million governmental bond. After the war, relying on previous experience, Leland shifted production to automobiles, with the company finally producing the Model L in 1920. Unfortunately, Lincoln was plagued with production and design issues. Customers who placed orders for the Model L waited up to a year to receive their cars, and while Leland’s reputation for fine engineering was well deserved, the Model L’s styling was drab and unappealing. Given these factors, The Lincoln Motor Company suffered financially, and by 1922 it had entered into receivership with nearly $8 million still owed to major creditors.
At the request of Edsel and his wife, Eleanor, and his own wife, Clara, Henry Ford was convinced to place an offer for Lincoln. The ultimate sale price was set at $8 million, which was used to pay off the principal creditors. The sale date was set as February 4, and Edsel Ford was named president of the company shortly Inthereafter.oneofhis first moves, Edsel Ford showed his true character by authorizing additional money to pay off more debt. He later said, “We voluntarily paid all of the general creditors. This additional amount, aggregating more than $4 million, was paid purely out of generosity and without any obligation whatsoever to do so. In addition to this, a gift of $363,000 in cash was made to Mr. Henry M. Leland on his seventy-ninth birthday, which was the equivalent of his investment in the old company.” That was quite a birthday gift; adjusted for inflation, it would be comparable to over $6 million today.
ebruary 4, 2022, marked the 100th anniversary of the purchase of The Lincoln Motor Company by Ford Motor Company. The real result of that purchase is that for more than 100 years Lincoln products have reflected the design sense of a true automotive visionary, Edsel Ford. The DNA of the brand and its vehicles from the earliest days have been based on Edsel Ford’s sense of grace, beauty, art, spirit and design. We will get to the vehicles that show Edsel’s and Lincoln’s contributions to automotive history in a bit, but let’s begin at the beginning.
world” became the operating vision of The Lincoln Motor Company and was quickly noticeable in the vehicles and the company advertising. Contrary to concerns of Henry Leland at the time of the sale, Edsel not only embraced the engineering quality of the cars, but he worked to improve them. He understood that “a Lincoln not only has to function perfectly, it also has to look perfect.” With that goal in mind, Edsel began to utilize the services of the greatest coachbuilders of the day. Names that ring down in automotive history, such as Brunn, Judkins, Fleetwood, Holbrook and LeBaron, began to build the custom bodies coveted by Lincoln customers, raising the prestige of the brand. Edsel also changed the way Lincoln operated by ordering some body styles in batches of 50 and 100 units, offering luxury at a relatively affordable price. The sales at Lincoln reflected the sweeping changes that Edsel Ford was making as 5,512 Lincolns were sold in the year after the purchase, effectively doubling what the Lelands had sold over the previous 17 months.
THE LINCOLN ZEPHYR
The Model K was introduced in 1931 to replace the Model L, which had debuted under Leland’s ownership of Lincoln. For 1932 the Model K was split into the Model KA and KB series. The KB had a longer wheelbase at 145 inches and sported a 447-cubic-inch V-12 engine. Nearly two dozen standard and customized body styles were available, and custom body designers included Derham, Willoughby, Brunn, Dietrich, Murphy, LeBaron and Judkins. The resulting creations are some of the most notable Lincolns of the Classic Era.
Left: When Ford Motor Company purchases The Lincoln Motor Company in February 1922, Edsel Ford, Henry Ford, Henry Leland and Wilfred Leland gather at the Lincoln plant in Detroit, Michigan, to review the papers. Below: This 1934 Lincoln bears a lovely Judkins Sedan Limousine.
The Briggs Body Company had been a featured coachbuilder for both Ford Motor Company and the Model L luxury Lincolns, but with the beginning of the Depression and declining sales of ultra-luxury automobiles, they began to look for an alternate vehicle. Briggs designer John Tjaarda had done some preliminary studies of streamlined prototypes, and these were shown to Edsel Ford who immediately saw the potential.
A KB Murphy-bodied roadster debuted at the 1932 New York Auto Show. Then, to introduce the model to the wider public, Edsel Ford drove a Lincoln KB Murphy-bodied roadster as the pace car at the 1932 Indianapolis 500. To distinguish the KB and KA series at a glance, the KB series badge sported a blue background, while the KA had a red background. But the KA and KB designations were only used through the 1934 model year. In 1935 they reverted back to Model K and were designated by wheelbase. Eventually, the Model K was discontinued after the 1939 model year as prices and tastes changed. The final few Model Ks were sold in the 1940 model year.
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In 1932, Edsel met Bob Gregorie, who had been designing yachts until the Depression drove him to find work in the Detroit auto industry. Edsel, Gregorie, and John Crawford, Edsel’s executive assistant and shopmaster, soon formed a three-person design team for Ford Motor Company and Lincoln. Among their first projects was the development of the 1936 and 1938 Zephyr, both now considered design classics for different reasons.
THE LINCOLN KA & KB
A 1933 Lincoln Convertible Cabriolet pulls up to the Edsel and Eleanor Ford House in Grosse Pointe, Michigan. pebblebeachconcours.net 43
The 1936 Zephyr was based on the aerodynamic shape that Tjaarda had shown at the 1934 World’s Fair, but it was converted to a front-engined vehicle with a special version of the Ford flathead V-8, which had been converted to a V-12. While the 1936 Zephyr was not the first aerodynamic automobile produced, it was the first to achieve broad public acceptance. The aerodynamic design of the car was captured in its teardrop-shaped logo and headlights that evoked the spirit of the “west wind.”
The original Zephyr sold well, but Gregorie and Edsel felt that it could be improved, and with the 1938 Zephyr, they achieved one of the most successful makeovers of an existing automobile line. Gregorie changed the position of the radiator, necessitating a new lower front grille, which he designed with a horizontal pattern that was soon copied by others. One pundit stated that while the Zephyr had been a successful streamlined car, beginning with the 1938 model it was beautiful as well.
DESIGN DNA OF LINCOLN “A LINCOLN NOT ONLY HAS TO FUNCTION PERFECTLY, IT ALSO HAS TO LOOK
No longer part of the Lincoln Zephyr line, the 1941 Lincoln Continental had a Lincoln Continental badge on the hood and an industry-first push-button door opener in the handle.
The inspiration for the Continental began with a trip by Edsel and Eleanor Ford to Europe in 1938. Edsel was impressed by the design and elegance of European automobiles, and when he returned from the trip, he challenged Gregorie to work with him to create a new and stylish Lincoln. The team began with the existing Lincoln Zephyr chassis. Gregorie designed a special convertible coupe, or cabriolet, by October 1938, with a 10th scale clay model produced shortly thereafter. The car became a passion point for Edsel Ford as he stopped by the design studio daily to monitor progress and offer suggestions. Gregorie later said, “He had the vision. I did the work of translating his vision into workable designs.” In one instance, Gregorie wanted to hide the spare tire in the trunk, but Edsel insisted it be mounted to the rear of the car to reinforce the image of a low, speedy automobile. Special panels were added to lengthen the hood by twelve inches, while the body was lowered by four inches. The low, sleek Continental design was born. By the beginning of 1939, as work on the prototype neared completion, Edsel liked it enough to order two for his sons, Henry II and Benson. These vehicles were only eight inches longer and three inches lower than the original Zephyr, which was closer to the future Continental standard. Edsel then headed to his winter home in Hobe Sound, Florida, PERFECT.” – Edsel Ford
Architect Frank Lloyd Wright considered it “the most beautiful car in the world” and bought two.
THE LINCOLN CONTINENTAL
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In October of 1939, the Lincoln Zephyr Continental was introduced, and in many ways it achieved Edsel’s vision of the perfect luxury automobile. It was an immediate design icon and was displayed by the Museum of Modern Art in 1951 as one of eight cars epitomizing design excellence.
THE MARK II Production of the first generation of Lincoln Continentals ended in 1948, but in 1951, with the same appetite and vision as his father, William Clay Ford Sr. agreed to develop an all-new generation of Continental. He had joined Ford Motor Company in 1949, and was in a training program designed to familiarize him with all aspects of the company but, as with his father, automobile design and product planning were his primary areas of interest.
Ultimately, 5,324 first-generation(later designated Mark I) Continentals were produced—3,047 coupes and 2,277 cabriolets, all manufactured individually and hand constructed.
Ernie Breech, Ford’s executive vice president, had told William Clay Ford Sr. that he constantly received letters asking when a new Continental was going to be produced. Fairly typical was one from author John Steinbeck, who wrote, “Many years after my Model T period, I had a Continental convertible—surely the most beautiful car ever made in America. I would want to beg to be high on the list for one of the first (new) Continentals. There will undoubtedly be a great scramble for them. . . . I had many cars in my life, but none that so satisfied my soul as the Continental. She was a real lady.”
The 1936 Lincoln Zephyr was marketed as a “New Kind of Car” and indeed it was. This medium-priced car paired the iconic Lincoln V-12 with John Tjaarda’s radical aerodynamic design.
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On October 2, an assembly line was set up to manufacture the Lincoln-Zephyr Continental. By the end of 1939, 25 had been produced and were designated 1940 models. In all, 404 Continentals were produced the first model year, along with 350 cabriolets and 54 coupes. Each car was essentially hand built using Lincoln Zephyr–branded trim pieces, with the upholstery a combination of leather and whipcord. The cars featured a Model H V-12 engine. With the 1941 model year, Zephyr was dropped from the name plate and the car was known simply as the Lincoln Continental. Demand remained high, but with the beginning of WWII and the conversion to wartime production, the manufacture of the Continental was discontinued in 1942. After the war, production resumed from 1946 to 1948, but changing tastes and production techniques made it difficult to maintain sufficient manufacturing quantities. There was no longer room in the market for a small production, highly personalized luxury automobile. To continue the Continental line, a total redesign would have been required, but Edsel Ford passed away in 1943, leaving a void in vision and design for a new model.
with instructions that the prototype be delivered to him there. According to legend, the car turned heads among his friends in Florida and Edsel returned to Dearborn with orders for 200 more! Sensing the demand, Edsel, Crawford, and Gregorie worked on a plan to produce the cars at a greater rate.
William Clay Ford Sr. surprised many with his long hours and dedication to the project; designers would often arrive to find that he had stayed late into the night making changes to the clay models and adding notes about them. He identified his broad styling concept for the car as “Modern Formal” with “a functional, enduring design emphasizing an air of distinction and elegant simplicity.” He was looking for a degree of sophistication not often seen. In another unusual move, William Clay Ford Sr. invited several outside designers to submit proposals for the Continental for a flat fee of $10,000. Ford’s Special Products designers prepared drawings of three different cars to compete with entries from George Walker and Associates, Buzz Grisinger and Rhys Miller, W. B. Ford (a brother-in-law) and Vince Gardner. To make the review process equal, all entries had to conform to a provided grid, laid out like a transparent checkerboard, be printed on the same size paper, and be painted the same color— Prussian Blue. The design review was held on May 5, 1953, and much to the delight of the Special Products team, the drawing selected to move forward had been prepared by William Clay Ford Sr.’s team and was designed by Fred Beamish.
A 1956 Continental Mark II photographed at the Ford Rotunda under a facsimile of the Eiffel Tower—no doubt a nod to the public premiere of the Mark II at the 1955 Paris Auto Salon.
DESIGN DNA OF LINCOLN 46 The 71st Pebble Beach Concours d’Elegance
“THE MOST BEAUTIFUL CAR IN THE WORLD” – Architect Frank Lloyd Wright
Breech asked the young Ford if he was interested in bringing back the car, and William Clay Ford Sr. jumped at the chance. The goal was to develop a top-of-the-line luxury Continental that would add prestige to the entire Ford Motor Company lineup. Ford also wanted to design a vehicle that would honor his father. In the summer of 1952, the Special Products Division was formed to design and build the new Continental, with a proposed introduction date of fall 1955. The team took an unusual approach, seeking to imagine how the Continental would have changed in the years after production ceased in 1948, creating several clay models of what could have been. John Reinhart, the chief stylist of the Continental Division, noted, “Our task might have been simpler if we had been trying to develop an entirely new car; but we weren’t. What we had to do was design a car with the basic features of the Lincoln Continental, yet one which would surpass the earlier model as a style-leader and not be just a carbon copy of it.”
By September 1953, a full-size clay rendering of the car was approved, but much hard work and thousands of decisions had to be made before a running prototype was delivered the day before Christmas 1954. The team celebrated by taking the car out for a ride, but William Clay Ford Sr. had another goal in mind. On Christmas day, he drove the prototype to his mother’s house, in Grosse Pointe Shores, to surprise her with a drive in the car that he had developed as an homage to his father and her late husband, Edsel Ford.
Surprisingly, the 1958 to 1960 Lincolns did not sell well and there were discussions within Ford Motor Company about discontinuing the Lincoln and Continental names. Then the inadvertent classic happened. Elwood P. Engle, who had joined Ford Motor Company in 1955, drafted a proposal for the 1961 Thunderbird, drawing heavily from the design characteristics of the Mark II with its clean styling and lack of ornamentation. When completed, his design was considered too beautiful for a Thunderbird, but Robert McNamara fell in love with the design as a Lincoln Continental—if it could be done as a Thefour-door.onlyway to produce the car as a four-door, while not extending the length beyond what had been shown in the clay form, was to use rear-hinging, creating an iconic coach door entrance to the vehicle. The Product Development meeting notes from January 5, 1959, where the ultimate decision on the doors was made, show that Henry Ford II was the prime advocate for these coach doors, saying they gave the vehicle a unique design that would set it apart in the market. And when the car went into production, it not only saved the Lincoln and Continental names but became the design standard for the future generations of the TheContinental.designDNA of Edsel Ford courses though the veins of the Lincoln and its pinnacle, the Continental. Edsel’s vision is apparent in the early design classics like the Zephyr and the original Continental and is then carried forward with the Mark II created by William Clay Ford Sr. as an homage to his father. And the Mark II served as the inspiration for the 1961 Continental, which became the foundation for future generations of Continentals. Lincoln owes its design elegance to Edsel Ford’s sense of grace, beauty, art, spirit and design. As a result, some of the most beautiful automobiles in the world have been created. This 1961 Lincoln Continental exhibits the tall shoulders, simple slab-sided design and iconic center-opening doors that make it a coveted item even today. pebblebeachconcours.net
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The journey from prototype to production was still long and arduous. It would have to withstand a thorough test to prove its performance in desert heat, and under winter conditions that were more severe than any place on earth. It ran for weeks on durability runs without ever stopping except for gas and oil—and, in a blackout disguise, it traveled from coast to coast before final approval was given.
The long, low, rakish look that became the Mark II was evident from the drawings. The only thing missing was the iconic Continental spare tire hump on the back of the trunk, which was added shortly thereafter.
The Continental Mark II was introduced at the Paris Auto Show in October 1955, and from the outset it was positioned and marketed as the finest US automobile in the world. It was also priced accordingly, with an MSRP approaching $10,000 in the United States. The car also attracted a who’s who of buyers among celebrities and business professionals. During the three years of its production, only 3,000 Mark IIs were assembled. The exclusive clientele and striking images of the car made it the image builder for Ford that the return of the Continental hoped to achieve. From a design perspective, William Clay Ford Sr. and his team delivered what was called by the media of the day an “instant classic.” The long low body, sleek appearance, and recognizable spare tire hump on the trunk struck a chord with the car-buying public. The car only had one fault; it was only offered as a two-door and the world was most often looking for four-door options. William Clay Ford Sr. actually began to plan a four-door car that would have multiple interchangeable parts with the two-door and would utilize coach doors!
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Carroll Shelby takes the checkered flag to win for Aston Martin in 1959. His co-driver was Roy Salvadori. pebblebeachconcours.net
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One of the greatest motor racing challenges of the past one hundred years has been France’s grueling 24 Hours of Le Mans race. First conceived in 1922, the inaugural event was run in 1923. Punctuated by World War II, the 90th edition took place in June of this year, but next year will see the great race’s centenary, and Pebble Beach has been chosen to kick off the centenary celebrations. Right now, right here at Pebble Beach, we celebrate the great cars—and great teams and drivers—from the world’s most prestigious road race. Back in the 1950s and ’60s, very few star drivers survived long enough in the sport to win any particular great race more than once. During the 24-hour grind at Le Mans, not only the cars, but also their drivers, were exposed to danger for the longest period, on one of world-class motor racing’s fastest road circuits. Yet during that period, our late, great friend Phil Hill, who first shot to fame right here at Pebble Beach, winning in 1950, ’53 and ’55, won Le Mans for Ferrari no fewer than three times, in 1958, ’61 and ’62. Today, America’s first Formula 1 World Champion Driver is perhaps better known for those momentous Le Mans wins than he is for having also taken road racing’s most prestigious personal title. Winners of the Rudge Whitworth Biennial Cup, Marcel Mougin and Gérard de Courcelles in their Lorraine-Dietrich B3-6 in 1926.
Phil had grown up in Santa Monica as a car-mad kid, starstruck by racing and by the lure of Le Mans—that stupendous faraway French challenge. Once he began racing, he would recall how, in 1952, “Luigi Chinetti, our Ferrari importer, said he might find me a drive there. I arrived with great expectations, but when I found One of Phil’s great American rivals during that era was another Pebble Beach Road Race winner, Texan Carroll Shelby, now of Cobra fame. Carroll’s race-driving career, before it was cut short by a heart problem, was highlighted by winning Le Mans for the British Aston Martin marque in 1959.
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Le Mans rookie Phil Hill poses proudly with Rees Makins’s pretty OSCA, which he is about to co-drive, in 1953. Ferrari celebrates its win at the first postwar 24 Hours of Le Mans, in 1949. Olivier Gendebien and Phil Hill won three times at Le Mans for Ferrari.
THE 24 HOURS OF LE MANS
Regardless, I was happy just to be there. For the first time I saw works Ferraris and Lancias, Aston Martins, Jaguars, Allards, Healeys, Porsches and Gordinis—the entire panoply of world-class motor racing at its highest level. . . .
Chinetti he had found another customer to drive the car.
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Through the race I believe I stayed up the entire 24 hours, again just running on adrenaline. And seeing what went on reaffirmed my ambition to race there at a high level. I felt I was getting ever closer to where I wanted to be.”
Returning in 1953, Phil found himself in the race he “had dreamed about for so long—Le Mans. I was to co-drive Rees Makins’ OSCA with him and Fred Wacker. I was like a kid in a candy store”. . . although the car’s gearbox would fail. In 1955 Phil returned to Le Mans in his debut as a works Ferrari driver. As he was poised on the pit counter, ready to begin his first-ever works-Ferrari driving stint, catastrophe erupted before him as French driver Pierre “Levegh” and more than 80 spectators died in an appalling pit-straight crash. Distractedly, he still took over the big 4.4-liter Ferrari 121LM from co-driver Umberto Maglioli, “and while I took off, still dazed by what I’d just seen, Stirling Moss came absolutely BLASTING past me in the Mercedes—which taught me a lesson I carried for the rest of my career: when peace turns to chaos, get your wits about you and Get On With It!” It was in 1958 that he won the 24 Hours for the first time, teamed by Ferrari with the patrician Belgian Olivier Gendebien: “We had agreed to stay cautious in the early stages, just stay close enough to profit. By the third hour we were leading. It rained. Briggs Cunningham lent me a spare waterproof sail-racing suit. I had a length of clothesline tied around my middle to stop the top blowing up and the pants legs were tied off at each ankle. I soon found I had a hole in one of my old race shoes, which let the water in.”
Briggs Cunningham’s Cadillac de Ville “Le Petit Petaud,” co-driven by Miles and Sam Collier, placed 10th in 1960. pebblebeachconcours.net
Ferrari’s year of failure, in 1959, saw Cliff Allison/Hermano da Silva Ramos retire early and Hill/Gendebien retire late.
Meanwhile, Jaguar Cars had won Le Mans five times, in 1951, ’53, ’55, ’56 and ’57. In that 1958 edition, Duncan Hamilton was sharing his private Jaguar D-Type with twice-winner Ivor Bueb, and they were closing fast on the leading Hill/Gendebien Ferrari 250 Testa Rossa until, in torrential rain, Duncan crashed. “So with four hours to go,” Phil would confess, “we just had to stroke it round to the finish.” Which they did—and won. In 1959 the works-entered Testa Rossa that Phil shared with Olivier moved ahead when the leading Aston Martin made a long pit stop. “By Sunday morning we were The “ferociously fast” Ferrari 250TRI/LM of Hill/Gendebien was the last front-engined car to win Le Mans.
THE 24 HOURS OF LE MANS
applies not just to the fastest runners dueling for victory overall, but for every class contestant—from small-engined DB-Panhard, Austin-Healey Sprite or Alpine-Renault to mighty 5- and 7-liter Porsche 917s and Ford GTs. This annual 24-hour challenge on that dauntingly fast French circuit had long since riveted American attention.
Back in 1939 young enthusiasts Miles Collier Sr. and Lewis Welch had made the pilgrimage to race there in the former’s special-bodied MG PA special. Today Miles Collier’s eponymous son is founder and head of the fabulous Revs Institute and Collier Collection in Naples, Florida, and proud owner not only of his father’s Le Mans MG, but the cars from what was America’s strongest Le Mans challenge through the 1950s—the Le Mans team cars of Briggs Swift Cunningham, the great sporting zillionaire who took on the 24-hour challenge repeatedly from 1950 to 1964. two laps ahead and felt we had things under control,” recounted Phil. “We were thinking about winning a lot of money—$20,000. I remember sitting there on the Mulsanne Straight, thinking about that. . . . But the engine seized. That really was the most disappointing thing I ever experienced in a race. It broke my heart.” And that’s when Carroll Shelby triumphed for Aston Martin. After an abortive 1960 Le Mans, when Phil’s Ferrari ran out of fuel while being driven by Wolfgang “Taffy” von Trips, he won again with Olivier Gendebien in 1961, and yet again with the Belgian in ’62 when their Ferrari 330TRI/LM was “just great, and very fast.”
The legendary Cadillac-engined “Le Monstre” of Briggs Cunningham/Phil Walters sailed to 11th overall in 1950. High-class drivers with a small-class car: Lew Welch and Miles Collier, with the latter’s 850 cc MG PA in 1939.
So this has been the essence of Le Mans—a grueling grind, costly to assault, demanding to endure, devastating to lose, but just stupendously thrilling to win. And the same
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In 1954, Briggs Cunningham ran two of his own C4Rs, which finished 3rd and 5th, and his Ferrari 375MM, which broke after 13 hours.
We celebrate this weekend these motor racing monuments to great deeds long past. So how did it all begin?
In 1950, brothers Miles and Sam Collier drove the Cunningham-entered Cadillac Coupe de Ville sedan that graces our field today. Their stately conveyance, heeling its way around the tighter turns, so entranced the enthusiastic Le Mans fans they ironically nicknamed it Le Petit Pataud, “the little puppy” or “the little clumsy one.” They were even more open-mouthed at the car Briggs Cunningham himself drove, an open-cockpit Cadillac special with a square-cut aerodynamic body that was so huge it could command only one name—Le Monstre, “The Monster.” I have driven this magnificent Collier Collection/Revs car several times in Pebble Beach’s British cousin–event at Goodwood. The driver sits lost within its vast cockpit, enormous steering wheel and three-on-the-tree column gearshift ahead. British comedy star Robby Coltrane, famed as Hagrid in the Harry Potter movies, just loved this 1950s Le Mans giant. “Hey!” he called. “It looks like you’re driving a dumpster!”—prompting my instant defense, “You be careful. You speak of the woman I love!” And I do have a really soft spot for this wonderful piece of automotive Americana.
Le Mans itself is an industrial city. In the 19th century, city resident Amédée Bollée was an inventive bellfounder who diversified by building his first steam-powered wheeldriven horseless carriage there in 1873. German engineers Karl Benz and Gottlieb Daimler introduced internal combustion–engined vehicles ten years later, and the age of the automobile had been born.
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The 1894 Paris to Rouen Trial became the first massentry automobile competition, with first prize shared between the Panhard et Levassor and Peugeot marques, “both employing the petrol motor invented by Herr Daimler of Würtemburg.” A group of powerful, wealthy and aristocratic French motoristes promptly founded The epic Ford v. Ferrari v. Chaparral duel erupts in 1966—and Ford triumphs. pebblebeachconcours.net
Real enthusiasts will surely know that feeling. These surviving mechanical artifacts from long ago are ageless reminders of great sportsmen, committed racers, doers of great deeds—and few racing deeds rank higher than to have won Le Mans. Cunningham’s efforts to win at Le Mans continued with his own Cunningham cars from 1951 through 1955, and with Jaguars and Maseratis into the 1960s. Another American, Carroll Shelby, followed. After co-driving the winning Aston Martin with Roy Salvadori in 1959, he unleashed his Cobra-Fords there beginning in 1963, beating Ferrari’s GTs in 1964 and spearheading Ford’s GT victories by 1966 and ’67. The 2019 movie Ford v. Ferrari has told that story…
THE 24 HOURS OF LE MANS
In 1911, the Le Mans–based Automobile Club de l’Ouest (ACO, with Durand again involved) tried to revive it, racing on a new circuit south of the city—but entries weren’t great, with the event being nicknamed Le Grand Prix des Vieux Tacots (The Old Crocks Grand Prix). Ten years later, after World War I, Durand revived the true Grand Prix de l’ACF there, and American Jimmy Murphy defeated France’s finest, for Duesenberg.
In 1922, Georges Durand met leading racing writer, prominent ACF official, and world-class carom billiards star Charles Faroux at the Paris Auto Salon and proposed a new kind of motor race based on endurance, proving reliability, not just speed. Faroux was keen, suggesting eight hours, including four at night, to which Durand retorted, “Why not 24?” Faroux doubted the government would agree to that. Durand asked, cajoled, persuaded—and gained permission.
While a British Bentley 3-Litre won for the second time in 1927, the little 1094 cc French Salmsons finished 2nd and 3rd. 58 The 71st Pebble Beach Concours d’Elegance
the Automobile Club de France (ACF) to organize a true race for 1895, on public roads. Their pilot road race was run from Paris to Bordeaux . . . and back, a stupendous 732 miles. Never accuse those French pioneers of not thinking BIG! So major-scale road racing was launched in AnFrance.international competition, open to all interested manufacturers, was launched by the ACF in 1906, with its first Grand Prix race run at Le Mans. Their choice of venue was largely thanks to an energetic local bridges and roads department official, Georges Durand, both a keen motorist and a director of the local tourist board. The initial triangular Grand Prix circuit lay immediately east of the city, comprising 64 miles of public roads. The “Grand Prix”—won by Renault—was a success. A deep trade recession soon put the Grand Prix on hold.
The inaugural race victors: the Chenard-Walcker Type U3 Sports of winners Lagache/Léonard, 7th place Glaszmann/Fernand Bachmann and 2nd place Dauvergne/Raoul Bachmann.
Perhaps the most renowned of all the Bentley “trucks” (as rival French manufacturer Ettore Bugatti dismissively called them) is Bentley Speed Six “Old No 2,” built specifically to contest the 1930 24-hour race. Its drivers were Bentley Boys Dick Watney and Frank Clement and it finished second, behind stablemate “Old No 1.” It had already won that year’s Brooklands Double Twelve (a 24-hour race run in England in two halves, allowing neighboring residents a quiet night’s sleep), driven by Bentley Boy, Bentley financier, and chairman Woolf “Babe” Barnato, who won Le Mans three times in succession, in 1928, ’29, and ’30. Why “Babe”? Because he was so huge and muscular, built like a prizefighter.
So, on the weekend of May 26 and 27, 1923, the ACO ran the inaugural 24 Hours of Le Mans race on the 1921 Grand Prix circuit. Twenty manufacturers tackled this unusual challenge. Day-long 24-hour races had been run before—notably, in prewar America, New York’s Brighton Beach hosted 24-hour “grinds” from 1908 to 1910—but they were tedious speedway enduros. In Europe, a “big car” 24-hour road race posed an unusual challenge. Aiming to encourage and sustain improved reliability standards, the Le Mans race of 1923 was promoted as just the opening round in a three-year competition for the Rudge Whitworth Triennial Cup. In effect there was no prize for the individual race win—just the glory. . . . A true winner would not emerge until two more races had been run. That was very French, and rather silly. A Biennial Cup quickly followed before the multiyear idea was shelved and each annual winner finally received full acclaim. From its launch in 1923, the race imposed strict production model regulations. All entries had to have standard touring equipment—fenders, hood (if a convertible), running boards, headlights, a rearview mirror, and “warning devices” (a horn). Sixty kilos of lead ballast were required for each passenger space other than the driver. A maximum of two drivers were allowed (each to drive alone), and only they were permitted to replenish fuel, oil and water. Engines had to be switched off at pit stops and were to be re-started by an onboard starter. So the mold was cast: the ACO’s Le Mans regulations (and its pitiless scrutineers) would become notorious, but “Le Mans” as the world’s premier 24-hour sports car endurance race was a hugely prestigious success. The inaugural race was disputed between predominantly French-built entries with the exception of two Belgian Excelsiors and a lone British Bentley 3-Litre. The wet race saw Chenard-Walcker battle the Bentley until the British car was delayed by stone damage to its fuel tank and headlights. Chenard-Walcker finished 1-2, with drivers René Léonard and André Lagache becoming the 24-hour race’s first winning combination. Since that pioneering event, 90 editions of the 24 Hours of Le Mans have been run, of which the last five have been won by Toyota. A record 18 have been won by Porsche, 13 by Audi, nine by Ferrari, seven by Jaguar, six by Bentley (its prewar record of five wins was augmented in 2003 by a victory for the Bentley-badged Audi Speed 8 variant), four by Alfa Romeo in the prewar era, and four most celebratedly by Ford in the late 1960s.
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Even amidst the 1920s, the promotional allure of winning Le Mans was firmly established. A couple of decades later Sir William Lyons, the founder and longtime head of Jaguar Cars, recalled the patriotic flush felt by the British motor industry as Bentley Motors won the second Le Mans in 1924, then won four times more, in succession, from 1927 through ’30. Motor racing success, especially in that singular French endurance challenge, added exceptionally bright luster to a successful brand’s public image. Of course hyperactive, hyper-successful American commerce had quickly latched on to what the traditionbound British industry generally dismissed as irrelevant and needless extra expense. “Win on Sunday, sell on Monday!” characterized the blunt American approach to car competition. And in England, just after World War II, Sir William did exactly that, always concentrating upon Le Mans alone, ignoring the FIA’s newfangled Sports Car World Championship. The one great race that sold road cars was, and still is, Le Mans. It was Le Mans veteran Luigi Chinetti, the Le Mans–winning driver for Alfa Romeo in 1932 and ’34 (with a second there in ’33), who later convinced Enzo Ferrari of the car-selling value that success at Le Mans could endow.
The “Big Banger” 6 1/2-Litre Bentley Speed Six of Woolf “Babe” Barnato and Glen Kidston (driving) won in 1930. pebblebeachconcours.net
THE 24 HOURS OF LE MANS
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The great race’s character has altered enormously with modern development. The legendary Sir Stirling Moss (second for Jaguar there in 1953) once told me: “You should never confuse Le Mans with a motor race,” because for decades it was very much a matter of tempering speed with cautionary care, lest unreliability should strike. His opinion was typically spot-on, for his era. That is how Le Mans used to be approached. Leading Grand Prix stars commonly hammered their cars through the opening stages hoping they would break early, allowing a rapid return to the nightclubs of Paris. Surviving the race until Sunday morning would be a bonus, and if one got that far, then, hey, let’s roll it back and survive to a worthwhile finish.
In 2022, the GlickenhausDavid-versus-Goliathteambecamethe first American marque to take a Le Mans podium place since 1967.
For Mr. Ferrari, victory at Le Mans, whether outright or (particularly) in the GT category, almost ranked higher than Grand Prix success because it sold the production cars that funded his racing obsession. When Ford Motor Company tried to buy into that prestige in 1963 by taking over the Italian company, only to be rebuffed by “the Old Man,” they responded with the Ford GT program. It took them three attempts before the famous Ford-Ferrari War saw Detroit’s finest affiliates—led then by the legendary Carroll Shelby, and later by gimlet-eyed British team chief John Wyer—win the great prize in 1966 and follow up with three more wins in succession.
Peugeot placed 1st in 2009 with its 908 HDi FAP.
That psychology changed in the 1990s. Modern technology has made even the most highly strung, utterly race-bred specialist cars so reliable that Le Mans is now a series of hour-and-a-bit sprint races, each attacked in succession—and pretty much flat-out—to earn a place on that towering podium. This is why fans should gape openmouthed at the awesome modern Peugeot 908 HDi and the latest, admirably David-versus-Goliath, Glickenhaus 007LMH Hypercar. No longer is it a case of “confusing Le Mans with a motor race,” since a genuine hammer-down day-long race it has largely become. But what a multitiered icon of motor racing attainment the great French race is now. Join us here in honoring its centenary.
Carrosserie Hermann GraberPRESTIGE & QUIET GOOD TASTE By Peter M. Larsen A rare 1932 Voisin 23 cabriolet by Graber takes to the road.
Hermann was very aware of and attuned to these new trends, and he managed from his stronghold in Wichtrach to remain at the forefront of them while never regressing to the flash-in-the-pan flights of fancy that so often grabbed the limelight at the Paris Auto Salons. In 1933, Graber gave a Voisin C23 chassis a sporting twodoor cabriolet design with modern cycle fenders connected by a long slightly curved running board, while an upright body style with a separate trunk and a flat-mounted continental spare provided a classically elegant look—albeit a bit old school by then. Just a year later, a graceful Bugatti Type 57 (chassis 57161) received a swoopy roadster body with a sophisticated curved beltline, a slanted windshield, and a long elegantly sloping rear deck where the spare was now fashionably integrated into the bodywork. Hermann was certainly not resting on his laurels. By the mid-1930s, high-class chassis from Bugatti, Alfa Romeo, Delage, Packard, Cadillac, and the like were routinely being custom-bodied in the Graber works. A spectacular two-passenger sports convertible was created in 1933 for a Mercedes SS chassis that, sadly, has been lost to history. And no less than three Duesenbergs passed through Graber to be re-bodied, all having first been sold in France by E. Z. Sadovich. In 1934, a long-wheelbase (153”) four-passenger convertible coupé was created on Duesenberg chassis 2325/J312, which had previously carried a formal design by Hibbard & Darrin. Created for a customer in Zürich and shown at the Geneva Auto Salon in 1934, this Duesenberg has also been lost. In 1935, a second Duesenberg, chassis 2173/J148, which had started life as a LeBaron dual cowl phaeton, was re-bodied by Graber as a massive two-passenger convertible coupé. This car was displayed at the 1935 Geneva Salon, and the body was later mounted on a Packard chassis. This, too, is a lost car. In 1936, Hermann Graber created his last Duesenberg body: a shortened 1932 model J, chassis 2254/J246, first fitted with a town car body by Murphy, was rebodied with a lovely semi-streamlined two-passenger convertible coupé of great elegance. An ex-Bill Harrah car, this Duesenberg now belongs to collectors Sam and Emily Mann and was shown at the 2010 Pebble Beach Concours. Graber used this body design on other chassis, notably a one-off 1938 Right: This 1934 Bugatti Type 57 is another rakish Graber cabriolet. pebblebeachconcours.net
orn in 1904 in Wichtrach in the Canton of Berne in Switzerland, Hermann Graber was first apprenticed in his father’s shop as a cartwright, then went to Paris for further schooling. When his father died in 1925, Hermann returned home and soon started a carrosserie in his own name, remaining there until he passed away in While1970.his father’s company had primarily devoted itself to making and maintaining horseless carriages, Hermann Graber was determined to keep pace with the times. His first automobile body, built on a FIAT chassis, was shown in May 1926. Shortly thereafter, he acquired a Weymann license and began to produce the patented fabric-covered bodies that were so much in vogue in the late 1920s; these bodies were perfectly suited to the company as construction required woodworking skills, but little in the way of metal-shaping. Standout designs were built for a Bugatti Type 44 and a Delage—and in 1929, a PanhardLevassor 20 CV with a Graber body won the prestigious Concours d’Elegance at St. Moritz. This gave Graber an important publicity boost, and quality chassis such as Bentley, Alfa Romeo, Minerva and Delage started to come his way. In the 1930s, the Carrosserie Hermann Graber grew to be world-famous for its beautiful cabriolet and coupé body designs and near-perfect craftsmanship. In true Swiss fashion, Hermann Graber developed an exquisite and unique style that was both sober and chic—although never as flamboyant or daring as many of his French contemporaries. If Graber bodies lacked the ultimate élan of a Franay or a Saoutchik, they made up for it with quiet good taste. At this point in time, Paris remained the capital of automotive style. There was a never-ending experimentation with shapes, designs, and fender lines and a constant thrust to push design boundaries forward.
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Graber bodies of the late 1930s were not entirely of the French school nor of the Italian—and they often evidenced influences from contemporary American and German design. From this perspective, while Graber was not a trendsetter like Figoni or Touring, the carrosserie was also never a mere copycat. Design influences from elsewhere were always seamlessly integrated, blended with Hermann’s own brand of panache, and reworked to create a new, unique, and tasteful expression. In the latter half of the 1930s, the number of Graber employees had grown to about 50 skilled artisans. To keep all hands occupied and generate cash flow, some breadand-butter work was taken in on Chrysler, Dodge, and lesser Packard chassis. Built in small batches, like catalog customs in the United States, the latter were sold by the Swiss Packard concessionary as Swiss-Packards. In 1938, a small and elegant coupé was built on a 3½-liter SS Jaguar (chassis 30182). Called a Limousine-Coupé by Graber, this car is of interest as it had rounded side windows and no rear quarter window. In effect, this greenhouse treatment would remain in use for the next decade and a half—and with good reason. Hermann understood that his clientele desired understated elegance, so there was no need to fly with passing automotive fads: once an aesthetically pleasing solution had been developed, there was no reason to change just for the sake of it. With the outbreak of World War II, no new chassis were forthcoming. Moreover, in spite of Swiss neutrality, most men between the ages of 20 and 60 were drafted. This put paid to the workforce, and Graber was forced to cease operations for the duration of the war. Hermann himself spent the war serving as a private first class in a Swiss army automobile repair shop. After the cessation of hostilities, work resumed at Wichtrach. With no wartime damage to speak of, From top left, clockwise: A stylish Packard 1601 Eight, as first shown at the 1938 Geneva Auto Salon and as seen today, fully restored; a Mercedes SS Cabriolet from about 1929; this dashing Duesenberg (J-246) once carried a Murphy Town Car but was rebodied by Graber as a cabriolet in 1934.
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CARROSSERIE HERMANN GRABER Packard 1601 Eight, which was virtually identical from the cowl back and no less lovely to behold; this car has also survived and is in the Robert M. Lee Collection.
IF GRABER BODIES LACKED THE ULTIMATE ÉLAN OF A FRANAY OR A SAOUTCHIK, THEY MADE UP FOR IT WITH QUIET GOOD TASTE. This graceful 1946 Delahaye Graber Cabriolet fuses elegant prewar proportions with postwar chic. pebblebeachconcours.net
Convertibles of this period had the trademark Graber split windscreen with painted pillars and slim chromed glass surrounds. Relying on their superb proportions, both open and closed bodies had minimal trim for custom-built cars, and initially, the pronounced aerodynamic fenders were only semi-integrated into the body. Most bodies featured lowmounted and fully integrated headlamps flanking the grille.
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Graber also quickly developed a more modern pontoon style. As early as 1948, while Figoni and especially Saoutchik were still struggling valiantly with these new trends in body design, Graber was busy developing a graceful, almost austere pontoon convertible type with fully integrated front fenders and trunk. This body style had sleekly rounded sheet metal on the flanks that blended into a subtle indication of the rear fender shape, which alleviated the heavy looking slab-sidedness of many of the early pontoon shapes from other carrossiers. As always, Graber’s forte was his exquisite sense of proportion, and he managed to balance the volumes on Talbot-Lago Record, Bentley, and Delahaye chassis to create a harmonious whole for such large cars. At the 1949 Geneva Salon, Graber presented a pontoon-bodied Rover 75, flanked by a Delahaye 135 and a Lago Record. A prototype convertible was developed for Armstrong Siddeley but never made it into Graberproduction.wouldstick with this early postwar pontoon shape for some time, as it continued to evolve to become a clean and virtually timeless design. In 1951 and 1953, six Aston Martins were constructed, including a DB2 (chassis LML562), and at least two of these Aston Martins survive.
Switzerland was in a good position to resume production. However, since chassis had to come from elsewhere and no new ones were available, the first postwar Graber bodies were mounted on leftover prewar chassis. When luxury car makers were once again up and running, bespoke chassis returned to the Graber shop floor.
Cabriolets remained a Graber specialty and the 1946 to 1951 period saw many lovely cars created on Alfa 6C 2500, Bentley, Delahaye 135, and Talbot-Lago chassis.
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Meanwhile in Switzerland, Carrosserie Hermann Graber custom-bodied Alvis chassis as open and closed cars in a simple restrained style, which evolved over the years but, like the Aston Martins, could always trace their DNA in a straight line back to the first postwar pontoon designs. By the early 1960s, the classic Graber shape first seen on late 1940s French chassis, had developed into an extremely elegant glassy sedan-coupé style, reminiscent of the Facel Vega Facel II.
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Graber retained the classic radiator and grille when bodying this late 1950s Alvis TD21.
With its short wheelbase, this Graber-bodied 1954 Aston Martin DB2/4 is sporting yet refined.
There is no denying that mating Swiss artistry with bespoke French and British chassis resulted in a number of very desirable and beautiful automobiles. But beneath the delicate silhouettes and glossy paintwork, the blight had already set in. Most chassis were outmoded and seriously overpriced. And since Graber bodies were among the most expensive money could buy, the endprice landed in the stratosphere. By comparison, while an imported convertible by Guilloré on a Delahaye 135 chassis cost 29,800 Swiss Francs in 1948, a potential customer was expected to fork over 36,000 Swiss Francs for the same Delahaye chassis with a domestically produced convertible body by HermannGraber.Graber was under no illusion that this was viable. Time and progress were the enemies that would kill the grand French marques, so he turned to England in order to find something at a lower price point that still retained a certain exclusivity. He struck up a relationship with Alvis, which was manufacturing its TA model, still with a separate chassis and therefore suited for coachbuilding. Here was a smaller and altogether more affordable package to work with, rather than the super-exclusive French cars or pricey Bentleys and Astons. This liaison with Alvis would come to define both companies in the eyes of the world; today, Hermann Graber is best known for his work on Alvis cars, as the shapes he developed, with few modifications, became the factory Alvis look until production ended in 1967.
All of these lithe sports cars were particularly elegant as the Aston underpinnings were a good deal shorter and lower than the massive TalbotLago Record and Delahaye chassis that had filled the order books a few years before, and all were direct descendants of the 1948 to 1950 designs.
Alvis had lost its contract with its previous supplier of closed bodies when Mulliner in Birmingham was bought by the Standard Motor Company. And the body problem was compounded when Tickford, which had built open bodies for Alvis, was purchased by David Brown for Aston Martin. Also, the then-current Alvis Grey Lady model, while classic in the dowager duchess way that only an English car can be, was badly in need of a redesign. So
Alvis had a number of good reasons to enter into close cooperation with Graber. A prototype of a new Graberbodied Alvis coupé was shown on a TC 108G chassis at the 1955 Paris Salon and the design was licensed by Alvis.
Alvis turned to Park Ward, and the prototype Graber shape was re-developed into a new Alvis production car, the TD21. This body had a larger passenger compartment and trunk than the bespoke cars and lost some of the exquisite Graber proportions and elegance in the process. Manufacture of the more luxurious Alvis one-offs continued in Switzerland. Gradually, convertible bodies faded into the background, and coupés became the majority of the
CARROSSERIE HERMANN GRABER
cars produced there. In 1959, a very special Alvis “Super Panoramic” cabriolet was shown at the Geneva Salon with small fins (!) and an almost vertical electric rear window, which descended into the body in the manner of late 1950s Lincolns. This car survives. In the early 1960s, Graber presented a number of extremely refined and elegant Alvis coupés on TE21 and TF21 chassis. With modernized wide grilles, low beltlines, and curved glass, these lovely creations were Graber’s swan song and the final development of the svelte pontoon bodies, now a decade and a half old. In more ways than one, these delicate, luxurious, and expensive automotive “Fabergé Eggs” were the end of an era. As the years passed, the Alvis chassis had become increasingly peripheral and overpriced. Rover bought Alvis in 1965 and closed down passenger car production in 1967. One last beautiful TF21 coupé by Graber, equipped with disc brakes and a 5-speed ZF gearbox, was shown at the 1967 Geneva HermannSalon.Graber had become a Rover dealer in 1966. Hoping to garner new business, the Carrosserie presented a coupé and a convertible on the then-new Rover 2000 platform. Over the next few years, a very limited number of bespoke Rovers were manufactured. But the days of custom cars were almost over for Graber. The Rovers were modern mass-produced cars sans chassis, so the Graber reworking perforce retained most of the important sheet metal, grilles, and bumpers. And while nice, in reality these cars were not much more than conversions. A final flowering was a striking one-off convertible on a Bentley S3 chassis finished in 1967.
It is a testament to Graber’s talent that all the many designs that carried his name over the years came from his hand alone. At the same time, it is deplorable that, having survived for so long, he was unable to school a team behind him who could have developed Graber into a design house like Bertone or Pininfarina in Italy. Instead, the Carrosserie Hermann Graber went the way of the great French carrossiers. It is estimated that during the life of the company, Hermann Graber designed and built more than 800 completely custom bodies on a very wide variety of chassis. He also managed to keep his coachbuilding activities alive for longer than any other of the grand old European body builders, with the exception of Henri Chapron. There can be no doubt that he remains the best known and most influential of all Swiss coachbuilders, and even important companies such as Langenthal, Worblaufen, and Tüscher stand in his shadow. It is high time that Hermann Graber’s unique talent is celebrated.
By the mid-1960s, designs on Alvis chassis had become Graber’s exquisite and opulent swan song. pebblebeachconcours.net
Business was waning, and Hermann Graber died on August 24, 1970, at age 64. That meant there would be no more new designs, and coachbuilding activities ceased.
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The ultimate barn find: This Figoni Spider slumbered for decades in France before coming to light in 2014. A THCASPORTSRFOREAGES:THEALFA8C2300 BY MALCOLM HARRIS 76 The 71st Pebble Beach Concours d’Elegance
Tazio Nuvolari drives an Alfa Romeo 8C 2300 Monza to victory at Monte Carlo in 1932. pebblebeachconcours.net 77
A beautiful Touring Spider— with fin, of course.
And as time has passed, many knowledgeable enthusiasts have expanded the scope of their admiration to reach the opinion that these cars, especially the short-wheelbase versions, may be the most desirable sports cars of all time. This latter conclusion is justified by the fact that there have been no other sports cars quite like them, either before or after they were produced. Yes, there were the earlier Alfas, such as the 6C 1500 and 6C 1750, which can be considered as the prototypes for the 8C 2300, but they were comparatively spindly and under-powered, and never quite rose to the preeminent status enjoyed by the 2.3 in its day. The case can also be made that the Alfa 8C 2900, which can be viewed as the successor to the 8C 2300, should be considered the greatest sports car of all time. However, the passenger car versions of the 2.9s (as opposed to the versions built strictly for racing) abandoned the “bugs-in-the-teeth” aura of the 2.3 sports cars and focused upon comfort, luxury and revolutionary coachwork, as well as performance. Some Alfa enthusiasts therefore prefer the 2.3 over the 2.9 because they consider the 2.9 to be too luxurious, too opulent and not a true sports car.
THE ALFA 8C 2300 78 The 71st Pebble Beach Concours d’Elegance
he Alfa Romeo 8C 2300 deserves to be described effusively, in keeping with its importance in the history of the automobile, but a search for adequate superlatives is likely to come up short. The open versions built on the short-wheelbase chassis were universally recognized as the greatest sports cars of their day, in the early 1930s.
We hope to have at least eight 8C 2300 entries on the Concours field today, with a wonderful variety of coachwork. Seeing them all together will be an overwhelming visual treat. But do yourself a favor: be present for the auditory highlight of the day—when the judges ask the 2.3 owners to start their supercharged straight-eight engines. In addition to being one of the most beautiful pieces of machinery ever built, the 2.3 powerplant produces the most spine-tingling mechanical music you will ever hear. The pleasure of listening to this symphony comes not just from the total volume of the sound, but also from the fact that one can hear all of the separate voices that come together to perform a stirring mechanical masterpiece. One can hear the whine of the starter motor, which is quickly followed by the hiss of the supercharger, the soft ticking of the valves and cam followers, the throaty but polite basso profundo of the exhaust—all being driven, directed and synchronized by a revolutionary gear train making its own whirring sounds. It is perhaps the most glorious sound in the world of vintage automobiles. Don’t miss it!
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The 2.3 quickly became the supercar of its day and Alfa successfully promoted its sale to gentlemen racers as well as professional drivers. Two of them were ready in time to compete in the 1931 Mille Miglia. Eleven ran in 1932 and 17 in 1933. In 1934 all 18 cars in the “under 3000 cm” class were 8C 2300s, including cars from Scuderia Ferrari, which had successfully bored the engines out to 2600 cc, pebblebeachconcours.net
Development of the 8C 2300 began in 1930 as competitors were starting to challenge the Alfa 6C 1750 in sports car races. Alfa realized that their ongoing racing efforts needed a major shot in the arm—a new sports car with more horsepower! The most powerful of the various 6C 1750 models produced only 86 horsepower. The 2.3 was designed with the same bore and stroke as the 6C 1750 engine, 65 x 88 mm, but the two extra cylinders and a new two-lobe supercharger designed by Alfa made a substantial difference, producing 142 horsepower in its first version and later up to 180 at the hands of the Scuderia Ferrari racing team—plenty of power in its day for a car weighing only 1,000 kg. The architecture of the straight-eight engine was quite unusual but was quickly recognized as another stroke of Vittorio Jano’s genius. When looking at the engine for A Monza in all its glory—at speed in a contemporary tour. Below: The ingenious layout of the 2.3 engine has a centrally mounted gear train. Below right: The instrument panel of a 2.3 under restoration. Note there are two tachometers and no speedometer. Also note that the accelerator is mounted between the clutch and brake—a layout often cited by owners as the reason friends can’t drive the car. the first time, an observer might get the impression that the engine consists of two four-cylinder units, bolted together in line. The cylinder heads and camshafts are separated by a brilliantly designed gear train, which runs between the front and back halves, driving the camshafts, supercharger, water and oil pumps, generator and all the other accessories. No belts in this car! The crankshaft turns in 10 main bearings, which include bearings on either side of the gear train. Lubrication is by a dry-sump system.
producing 180 horsepower. Even as late as 1935, 10 of the 16 cars in the same class were 2.3s or 2.6s.
This lovely cabriolet was built by Pinin Farina on the long chassis. This exquisite coupe by Carrozzeria Touring on a short chassis starred at the 1932 Concorso d’Eleganza Villa d’Este.
Hellé Nice in her 2.3 Monza THE ALFA 8C 2300
The popularity of the 8Cs among enthusiastic drivers continues to this day. It is best explained by an owner who, when asked what he loved about the car, responded, “It does exactly what I ask it to do. It is totally responsive and reliable—more than any other car I have ever driven.” No wonder the 8C cars are so popular in modern motoring events where owners love to drive their cars—and the hobby has increasingly focused upon tours, rallies and vintage racing. In the hands of both factory drivers and talented privateers, the 8C 2300 amassed a fantastic series of victories. Perhaps the most important victories came in 1932, when Nuvolari drove an 8C 2300 Monza to victory in the Monaco Grand Prix, outpacing a variety of pure Grand Prix cars. This triumph was soon followed by a win at the Targa Florio. Although the leading lady driver of the era, Hellé Nice, is best known for her exploits in Bugattis (“the Bugatti Queen”), she campaigned a Monza in 1932 and 1933. A total of 188 Alfa Romeo 8C 2300 sports and racing cars were built between 1931 and 1934 (24 in 1931, 68 in 1932, 89 in 1933, and 7 in 1934). Although most of the 2.3 cars were produced on the short chassis (with 2.75-meter wheelbase), a long-chassis version (3.10 meters) was also produced, which enabled a great variety of coachwork to be designed and built for the model. All the major and many minor coachbuilders of the day got into the act, including IN ADDITION TO BEING ONE OF THE MOST BEAUTIFUL PIECES OF MACHINERY EVER BUILT, THE 2.3 YOUPRODUCESPOWERPLANTTHEMOSTSPINE-TINGLINGMECHANICALMUSICWILLEVERHEAR.
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Right: Joseph Figoni built this lovely cabriolet on a long chassis. pebblebeachconcours.net
Touring, Zagato, Figoni, Brianza, Castagna, Pininfarina, Graber, Tüscher and Brandone. Pininfarina and Castagna produced some very beautiful cabriolets on the long chassis. The long-wheelbase cars were also successful on the race track, particularly at Le Mans. In one of the very first 2.3s, Howe and Birkin drove a long-wheelbase car (chassis 2111005) to victory in the 1931 Le Mans race and finished third in the 1932 24 Hours of Spa, behind two Scuderia Ferrari short-chassis spiders. There is no way of knowing how many undiscovered 8C 2300 cars are still out there remaining to be found, but searchers received a great boost to their enthusiasm in 2014 when a remarkably wellpreserved Figoni Spider was found on a French farm where it had resided for decades. It was in absolutely complete and original condition and was quickly restored to running condition after minor fettling. It is unfortunate that many owners of long-wheelbase 2.3s have replaced the original This 1933 Zagato spider on a short chassis was shown by Scuderia N.E. at the 2019 Pebble Beach Concours. coachwork and shortened their chassis, to create replica versions of the most popular body styles that were originally used when the cars were new, including the Touring spiders (with the fin, of course!), the Zagato spiders and the Monza. In the process, several noteworthy examples of the coachbuilding art have been lost.
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The lucky owners of these cars should always recognize that they are trustees of the arts of mechanical design and coachbuilding, and we hope that they will preserve these treasurers for all of us to enjoy in the future.
www.highline autos.com est. 2002 Highline-Autos.com is Your Marketplace for Luxury, Exotic & Classic Vehicles Founded in 2002 www.Highline-Autos.com is quickly becoming the number one source to Buy and Sell Luxury, Exotic & Classic vehicles. Whether you are in the market to buy the perfect Ferrari or to sell your 1963 Lincoln Continental Log on Today. Buy | Sell | Search | Read | Subscribe Your Source For Distinguished Automobiles @HighlineAutos
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If the acquisition of an uncompromised source of pleasure or the refurbishment of your present motorcar is on your agenda, we’d appreciate the opportunity to serve you. Throughout more than four decades as one of the leading independent self-contained restoration and pre-owned sales facilities in this area of the industry, our view has been that the responsibility due these rolling works of art is at least equal to that owed to our long list of satisfied clients and friends. It’s no secret... vantagemotorworks,inc. 1898 N.E. 151 STREET NORTH MIAMI, FLORIDA 33162 PHONE: 305-940-1161 www.vantagemotorworks.com
Ferrari Classiche documents the heritage and enhances the value of Ferrari road cars more than 20 years of age. With an official Certificate of Authen ticity, owners gain access to meticulous restorations and service performed by teams of specialized factory technicians. Under their guidance, the Ferrari Classiche program has now expanded to select dealers around the world.
Certified EnhancedAuthenticity.value.
ferrari.com
The Concept Lawn, staged on the practice putting green near the front door of The Lodge at Pebble Beach, has become the place to spot new cars and concepts during car week. LAWNCONCEPTTHE
The electrified concept expresses the future of the Acura Precision Crafted Performance in the electrified era. Concours d’Elegance
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Acura Precision EV Concept ACURA.COM/FUTURE-VEHICLES
electrification, targeting sales of 100% zero-emission electrified vehicles by Developed2030.” by the Acura Design Studio in Los Angeles, the electrified concept is inspired by sleek luxury Italian power boats and finished in eye-popping Double Apex Matte Blue. With a wide, athletic stance, expressive silhouette, aggressive front fascia and a dramatic illuminated evolution of the brand’s signature Diamond Pentagon grille, the concept communicates Acura’s intense focus on performance and future vision of invigorating emissions-free driving.
A modern expression of premium performance for the electrified era, this electrified Acura design concept previews the performance brand’s nextgeneration design language. Acura says elements of this future styling vision, which makes its world debut in concert with the Pebble Beach Concours d’Elegance, will first appear on a dramatically styled all-new electric SUV, slated to come to market in 2024.
“Acura is a performance brand and the tip of the spear in applying electrification, automated driving capabilities and personalized driver experiences for American Honda,” said Emile Korkor, assistant vice president, Acura National Sales. “Acura introduced the hybrid-electric NSX supercar in 2016 and we’re on an accelerated path toward full
ACURA
Audi skysphere, Audi grandsphere, and Audi urbansphere are the three concept cars that the brand with the four rings is using to showcase its vision of progressive luxury. These concept cars feature a new design that ultimately reimagines the interior, the passenger compartment, as the center of the vehicle; it no longer subordinates the passenger experience to the requirements of the technology. This is reflected in the variable layout of the interior, the disappearance of the controls, and the sheer expanse of the cabin, in addition to linking them to new service offerings.
AUDI Audi grandsphere concept
The Audi grandsphere concept combines the luxury of private travel in the greatest of comfort with a comprehensive onboard experience.
Level 4 automated driving makes new dimensions of freedom possible: in this mode, the interior turns into a spacious sphere of experience without a steering wheel, pedals, or displays. And the front seats become a first-class lounge with maximum space, freer views, and access to all the functions of the holistic digital ecosystem into which the Audi grandsphere is integrated.
The Audi grandsphere concept illustrates the brand’s claim that it defines the progressive luxury of the future: for Audi, that includes the option of new high-class experiences, enabled by digitalization, as well as a holistic approach to sustainability with the goal of carbon neutrality in the near future along the entire value chain. pebblebeachconcours.net
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The new car sits atop Mulliner’s family of bespoke, personalized cars, alongside the Blower Continuation Series, which is the world’s first prewar continuation series, delivering 12 newly built Bentley Blowers from the original 1929 design.
The new Grand Tourer, revealed here at Pebble Beach by Bentley on Saturday, August 20, previews Bentley’s future-facing design language revolution that will lead to a new portfolio of cars that combine luxury, performance and sustainability in extraordinary ways. The new form language builds on the heritage of Bentley’s past, evolving a cutting-edge design that both invokes classic Bentley elements and establishes new design DNA for the future.
Beneath these iconic products, customers have the option to design their own bespoke Bentley with the assistance of Mulliner Design, or choose to personalize their car through a range of carefully handcrafted options and features that go beyond the myriad choices available to every customer. Every detail of the new car will be customizable by the customer; from colors, to materials, to surface finishes, each car will be a handcrafted masterpiece individually tailored to the customer’s meticulous specification. Pebble Beach Concours d’Elegance
BENTLEY MULLINER
Bentley Mulliner introduces the new pinnacle coachbuilt Bentley—and the future of Bentley design. The latest extraordinary project from Bentley Mulliner follows the Bentley Bacalar, which marked the return of Mulliner to bespoke coachbuilding, continuing Mulliner’s lineage of being the oldest coachbuilder in the world.
The Next Coachbuilt Bentley BENTLEYMOTORS.COM/EN/MODELS/MULLINER.HTML
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CZINGER.COM
CZINGER Czinger 21C
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The Czinger 21C is the world’s first vehicle born from a revolutionary proprietary production system that combines AI-driven design, 3D printing, patented materials, and high accuracy fixtureless assembly.
The hybrid sports car is produced in Los Angeles and outfitted with a bespoke twin-turbo V8 paired with two electric motors and powered by a lithium titanate battery. That propulsion package has the 21C going from 0 to 60 mph in 1.9 seconds and hitting a sizzling top end of 253 mph, as evidenced by the production track records recently set at Laguna Seca and COTA.
VEHICLES
The car also takes design cues from the SR-71 Blackbird, with in-line seating placing the passenger behind the driver. With a sustainable production system, the 21C’s pathbreaking design and build process produces little waste, which falls in line with this hybrid vehicle’s bona fides as the rare ecologically friendly supercar. Only 80 21Cs will be produced, though the company has plans for future models, including the new Hyper GT, that will be distributed through a highly curated global dealer network.
A feathery dry weight of 2,734 pounds helps the 21C lay claim to having the best power-to-weight ratio of any production car in the world.
Czinger introduces the second variant of its 21C—the 21C V Max—on the Concept Lawn of the 2022 Pebble Beach Concours d’Elegance.
While the focus of the V Max is on low drag, the vehicle draws healthy levels of downforce to ensure good stability at speed. Also equipped with a storage compartment meant to hold a newly introduced bespoke luggage set, the V Max ensures endless customization options for its owners to match their taste.
The V Max shares the same architecture, powertrain, suspension and mechanical hardware as its predecessor, the Czinger 21C, but the bodies of the two vehicles are configured differently from an aerodynamic perspective and offer distinct performance, depending on the intended use of the Optimizedcar.for high speed, the sinewy bodywork of the V Max has been sculpted to produce the lowest possible coefficient of drag. This enables the car to challenge some classic hypercar metrics, such as records for 0 to 60 mph, 0 to 400 to 0 kph, and the quarter mile.
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CZINGER VEHICLES Czinger 21C V Max CZINGER.COM
The 71st Pebble Beach Concours d’Elegance
The Alpha5 concept was crafted from the DNA of its famous predecessors; it represents the evolution of DeLorean, one of the world’s most iconic brands. The all-electric, 2+2 vehicle maintains its signature gullwing doors, classic rear louvers and three-layered taillights inspired by 40 years of timeless design. The Alpha5 provides 60 mph in 2.99 seconds and has a projected top speed of 155 mph. The all-wheel-drive vehicle offers an exceptional driving experience with multi-mode adaptive suspension, dynamic handling, and an estimated 300 miles per range. pebblebeachconcours.net
DELOREAN MOTOR COMPANY INC. Alpha5DELOREAN.COM
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With predicted power of more than 2,200 horsepower (1,640 kW), over 2,000 Nm (1,475 lb-ft) of torque, a top speed of more than 400 km/h (248 mph) and zero to 100 km/h (0-62 mph) delivered in under 1.99 seconds, the Vayanne offers a perfect blend of outstanding performance and perfect design.
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Vayanne
The DEUS Vayanne is the result of the three-sided collaboration between DEUS Automobiles, Italdesign Giugiaro, and Williams Advanced Engineering with the shared goal of producing the first electric vehicle in automotive history to cross the 2,200-horsepower mark while delivering a comfortable and luxurious ride, outstanding performance figures, and maximum daily usability in the hypercar class.
The Vayanne is made to be enjoyed day by day, providing a comfortable, spacious and practical interior while offering the highest level of luxury and preserving the hypercar feeling. With a ground clearance of 12 cm (4.7 inches) and useable storage space, the car blends performance with practicality, while harnessing an acceleration figure of under 1.99 seconds for the 100 km/h (0-62 mph) launch—so it truly deserves the title of master of versatility.
DEUSAUTOMOBILES.COM
DEUS AUTOMOBILES
The customization possibilities for the Vayanne are endless, suiting the taste and emotions of each individual, but obtainable only once, as each of the 99 Vayanne configurations shall be unique, making every unit a one-off.
The 71st Pebble Beach Concours d’Elegance
Founded in 2014, Faraday Future (NASDAQ: FFIE) is a global company with headquarters in both Los Angeles and China, a manufacturing facility in Central California, and R&D facilities in Silicon Valley and Gardena, California.
FF 91 Futurist
FF.COM
Faraday Future is a technology and product-driven company creating a new kind of luxury-EV experience based on a platform of interconnected intelligent technologies such as AI, predictive software, and electrification.
This year, Faraday Future (FF) delivers a reimagined EV experience with the FF 91 Futurist, its ultra-luxury flagship that redefines what users expect. By pairing an advanced platform of intelligent AI and connected streaming capabilities with an electrified high-performance driving experience and an unparalleled luxury interior, users can ride in a personalized living space that gives them the effortless ability to work, play and reflect on their own time.
FF will open its first flagship brand experience center and retail space in Beverly Hills, California, later this year. pebblebeachconcours.net 95
FARADAY FUTURE
arches creating muscular presence. Viewed from the side, the Parabolic Line extending from the front to the rear of the car maintains a certain tension in the design—as a classic car would.
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GENESIS Genesis X Speedium Coupe Concept GENESIS.COM
The Genesis X Speedium Coupe was born out of a “freestyle” design exercise. It translates the timeless Genesis design philosophy of “Athletic Elegance” in an even more progressive way. The name Speedium was inspired by the passion for motorsports felt by Genesis designers at that Korean racetrack. It also encapsulates their belief that the emotional value of driving will remain strong in the era of electrification. On the front of the concept, the marque’s signature Two-Line lamps have evolved into a full-width element that encompasses the shape of the Genesis Crest Grille. The EV face symbolizes the transformation of Genesis toward becoming an all-electric car brand. From an overhead perspective, the hourglass silhouette highlights the car’s passion and character. The curvaceous and sensuous form accentuates the wheel
The deliberate “anti-wedge” design culminates in a streamlined look that exudes understated elegance. The elliptical tail balances the look for a visually engaging tension between convex and concave surfaces in the Therear.concept is finished in a metallic emerald-green shade called “Inje Green,” a color that encompasses the mountainous landscape where the track is located. It completes the image of a classic car that embodies dynamism, speed and timeless elegance.
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GUNTHER WERKS 993 Turbo Remastered
Packing a Rothsport Racing-developed custom powertrain, the 993 Turbo Remastered by Gunther Werks will offer a twin-turbocharged and intercooled 4.0-liter flat-six with a flat fan design, and ram air
Gunther Werks will produce an all-new body on this model focused on maximizing cooling and downforce. Its interior will feature a new carbon fiber dash, steering wheel with integrated controls for nose lift and sport mode buttons. The new center console features an integrated inductive magnetic charger display base for both phones and tablets, revised carbon fiber and aluminum door cards, rear seat delete panels, and luggage storage Productionoptions.will begin in the fourth quarter of 2023. pebblebeachconcours.net 97
induction with water to air charged coolng system. This engine targets 600 horsepower in its standard mapping and will include a race mode that unlocks 700 peak horsepower. Targeting a curb weight under 2,700 pounds, the Turbo will have an incredible power to weight ratio.
Gunther Werks designs, develops, and delivers the ultimate air-cooled Porsche experience; it specializes in performance restorations of the iconic Porsche 993. It unveiled its Remastered 993 Coupe in 2017 and its Speedster model in 2021, and amidst Pebble Beach Automotive Week it unveils the next chapter of its analog machine: the 993 Turbo Remastered by Gunther MaximizingWerks.thecapabilities learned throughout its history and pushing the envelope even further, this new model should provide outright performance and lap times that few current hypercars can match.
GUNTHERWERKS.COM
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Hennessey Venom F5 Roadster HENNESSEYPERFORMANCE.COM
HENNESSEY
The Hennessey Venom F5 Roadster is a bespoke mid-engine hypercar engineered to exceed 300 mph while delivering unparalleled performance and the world’s most exhilarating open-air driving experience. The drop-top is Hennessey’s continuation following the premiere of last year’s Venom F5 Coupe, which sold out shortly after the Pebble Beach Concours Manufacturedd’Elegance.inTexas, the Hennessey Venom F5 Roadster utilizes the same carbon fiber monocoque tub as the Coupe; it was engineered with variants like the Roadster in mind, so there has been no loss of rigidity and stiffness. The Roadster features a distinctive multi-spoked wheel design, and its Targa top is a single artfully sculpted and beautifully crafted removable panel fashioned from carbon fiber.
Debuting on the Roadster is a dramatic transparent glass cover, which was engineered by an aerospace firm, revealing the stunning V8 in the engine bay; the F5 Roadster boasts a Hennessey-developed “Fury” 6.6-liter, twin-turbocharged V8 developing a phenomenal 1,817 horsepower and 1,192 lb-ft of torque. Power and speed dominated the design parameters, yet the crucial engineering goal was delivering a peerless performance envelope, methodically honed dynamics (tuned by Chief Engineer John Heinricy), and an irrefutably visceral open-air experience.
The Venom F5 Roadster project is overseen by company Founder and CEO John Hennessey, who has spent 30-plus years making fast cars faster. Each of the 30 personalized examples will be individually commissioned to its owner. Pebble Beach Concours d’Elegance
Kode57 BerlinettaKENOKUYAMADESIGN.COM
KEN OKUYAMA CARS
Based on a front mid-mounted V12 engine and a highly rigid aluminum chassis, the car has undergone various shape-ups in pursuit of driving pleasure. This handmade one-off car is created with the best Japanese technology, and you will find new proposals everywhere.
Kode57 is a representative model of KEN OKUYAMA CARS, Japan’s only carrozzeria led by Ken Okuyama, who has set innovative styling trends with production high-performance cars such as the Ferrari Enzo and the Maserati Quattroporte and one-off concept cars such as the Ferrari Rossa and Maserati Birdcage75th.
Kode57 Berlinetta is a coupe model based on the limited production Kode57 with barchetta body, which had its world premiere in North America in 2017. It was developed in response to the requests of enthusiastic customers.
While based on the authentic and classic basic proportions of the long nose and short deck, the beautiful coupe body was completed without losing the charm of Kode57 with its innovative design details.
In addition to being displayed on the Concept Lawn of the Pebble Beach Concours d’Elegance, Kode57 plans to participate in the Pebble Beach Tour d’Elegance, where it will demonstrate its outstanding performance. pebblebeachconcours.net
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The CC850 stands on the shoulders of Koenigsegg’s achievements and focuses solely on the pure joy of driving. The technology is still worldbeating, though, and for the first time in history the Engage Shift System (ESS) combines a best-in-class, multiratio-per-gear six-speed manual gearbox and clutch pedal with the ability to set the same gearbox in automatic mode. In terms of performance, the CC850 slots neatly in the middle of its siblings, offering a combination of track performance, drivability and versatility, while also being able to operate on biofuels like all modern TheKoenigseggs.CC850was developed not only to celebrate 20 years of production at Koenigsegg, but also to celebrate the 50th birthday of Christian von Koenigsegg himself. For this special “birthday edition,” 50 CC850s will be manufactured in total.
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KOENIGSEGG CC850 KOENIGSEGG.COM
The first ever Koenigsegg, the CC8S, was launched into the market 20 years ago. It was truly ground-breaking, pushing Koenigsegg into the limelight and to the forefront of the industry.
The CC8S laid the foundation for Koenigsegg’s success; it is a true testament to timeless design that still looks fresh and purposeful today. It is also the inspiration for the latest addition to the Koenigsegg family, a creation that has long been dreamed about by founder Christian von Koenigsegg—the CC850.
The extreme personality of the Urus Performante is evident from the very first look, with unique sports styling that commands attention from every angle. The deep lines in the hood, bold front bumper and newly designed rear spoiler point to a sporting spirit. Lower, wider and 100 pounds lighter, this iteration of the Super SUV has sharper, more prominent lines enhanced by striking carbon fiber and black components that reduce drag, increase downforce and ensure maximum cooling to the most powerful Urus engine yet.
The Lamborghini Urus Performante establishes a new benchmark for the Super Sport Utility Vehicle, with “fun-to-drive” performance expressed through lightweight, aerodynamic design that translates into sportier driving dynamics on the street, track and even off road.
Lamborghini Urus PerformanteLAMBORGHINI.COM
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LAMBORGHINI
Engineered for driving, the Urus Performante’s heart is a twin-turbo V8 that develops 666 CV, delivering a best-in-class weight-to-power ratio of 3.2. Acceleration from standstill to 62 mph in just 3.2 seconds is matched by equally impressive braking, handling and stability infused with the Lamborghini DNA that announces its presence through a new lightweight sports exhaust. From behind the wheel, the Urus Performante creates for its driver an intimate connection with the road, responding precisely to every input. All-wheel drive and rear-wheel steering optimize agility in every setting, while reengineered drive modes allow the Urus Performante pilot to select from comfortable STRADA, engaging SPORT or CORSA to unleash the race-bred persona of the world’s only Super SUV.
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LINCOLN Lincoln Star Concept LINCOLN.COM
The Lincoln Star goes where no vehicle has gone before. It allows passengers to experience three different sanctuary environments to create a level of human tranquility only Lincoln could bring to reality:
Enabled by its flexible architecture, the additional interior space of the Lincoln Star Concept has allowed designers to create an all-new cabin experience. An aviation-inspired floating instrument panel houses the Lincoln Intelligence System, which allows access to all the connective technologies that redefine effortless technology.
Evening Chill mirrors dusk using a calming night soundtrack coordinated with a night sky video and an evergreen fragrance. Within the coach doors, the rear seating resembles a private lounge, offering space, comfort and many convenience features.
Coastal Morning uses gentle, oceanic sounds, a fragrance of sea mist, and the soft warm glow of the sun with dynamic lighting throughout to replicate a stroll on the beach at sunrise; Mindful Vitality is meant to reenergize the senses, with invigorating, upbeat audio, dynamic abstract artwork, soft, glowing lighting and a flowery fragrance throughout; and
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The Lincoln Star Concept serves as the inspiration and as a preview for the brand’s journey toward offering a full lineup of electrified vehicles.
The MC20 Cielo announces its special features in its name: MC stands for Maserati Corse (Racing); 20 refers to 2020, the year the brand’s new era began; and Cielo (sky) highlights the fact that the spyder is devoted to an immersive outdoor driving experience.
MASERATI MC20 CieloMASERATI.COM pebblebeachconcours.net 103
Maserati presents the North American debut of the MC20 Cielo, a oneof-a-kind spyder that delivers the performance of a true super sports car, together with a holistic and immersive driving pleasure.
The spyder features a state-of-the-art electrochromic (smart glass) roof that can instantly be transformed from clear to opaque at the touch of a button on the central screen, courtesy of Polymer-Dispersed Liquid Crystal (PDLC) technology. This roof provides a multi-sensory experience: it is all-encompassing when the roof is closed and opaque; unique for the in-cabin brightness when the roof is transparent; and holistic with the top down—and it is best-in-class in terms of thermal insulation and in opening and closing speed (just 12 seconds).
The Cielo also offers a perfect mix of sportiness and luxury, courtesy of its segment-unique innovative retractable glass roof, which acts as a meeting point between Maserati audacity and the infinite sky, providing a special “sky feeling.”
Similar to the MC20 coupe, the spyder is 100% made in Italy and equipped with the revolutionary V6 Nettuno 621 hp engine that delivers 0-60 mpg in under 2.9 seconds, with a top speed over 202 miles per hour.
The driving experience in Polestar O₂ is designed to be lively, light and full of confidence. Predictability and playfulness are core to exciting, spirited driving. Tight body control, high rigidity and intuitive dynamics are inherent benefits of the bespoke bonded-aluminum platform. The platform features labelled aluminum to improve circularity and recycling
An integrated cinematic drone can be deployed from the rear while the car is in motion. The drone operates autonomously, automatically following the car at speeds up to 90 km/h, and the driver can choose between an atmospheric sequence—great for a coastline cruise—or a more action-filled sequence with a sportier expression. Pebble Beach Concours d’Elegance
The hardtop convertible presents an evolution of the unique design language first shown by the Precept and emphasizes a dynamic driving experience. The concept also further develops the focus on sustainability and technology, aiming towards greater circularity.
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efficiency, with the properties of various aluminum grades being retained. The interior features a thermoplastic mono-material for all soft components: foam, adhesives, 3D knit fibers and non-woven lamination. This simplifies recycling, allowing many components to be recycled as one, and is a significant step towards greater circularity while also reducing weight and waste.
The Polestar O₂, the brand’s second concept car, showcases its vision for an electric performance roadster. It builds on the design, technology and sustainability ambitions set forth by the Polestar Precept.
POLESTAR Polestar O₂ POLESTAR.COM
PORSCHE.COM
The Taycan 4S Cross Turismo designed by Wotherspoon is rounded off by elements from Porsche Exclusive Manufaktur. These include the 21-inch Cross Turismo Design wheels, the rear wiper cover, and the light strip with Porsche lettering in Black.
has a long tradition at Porsche, with the soft, ribbed material adorning the seat centers of the Porsche 356 as early as 1952. In the new art car, this woven material was added in Atacama Beige, which Porsche used in the 911 Targa 4S Heritage Edition in 2020.
Sean Wotherspoon’s Taycan 4S Cross Turismo
Customers can implement comparable projects within Porsche Exclusive Manufaktur’s Sonderwunsch program, a reinterpretation of the legendary service of the same name from the late 1970s, which launched in 2021.
The designer and influencer Sean Wotherspoon is all about fashionable streetwear with a vivid color palette and unusual materials. The 32-yearold joined forces with Porsche in designing his own personal Taycan 4S Cross Turismo. Experts brought Wotherspoon together with the Porsche Style designers and worked with him to organize the world premiere of the car on Instagram earlier this summer. The design process involved virtual reality, a trip to Weissach, and the Porsche Design Studio. The car features a completely custom interior and exterior including four custom colors named after Sean’s family: Nash Blue, Sean Peach, Loretta Purple and Ashley Green. The idea is for the interior to continue the color-blocking concept of the exterior. Corduroy and cork, which he also uses for his streetwear, were the materials Wotherspoon wanted. Corduroy
PORSCHE
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the greatest of automobiles, the finest of people, the most beautiful of settings, the best time of year. JANUARY 26-29, 2023
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+1 313.312.0780 ⊲ broadarrowauctions.com1955JaguarD-TypeSports Racer* O ered with Reserve 1964 Shelby 289 Cobra 1954 Cunningham C-3 14-15 OCTOBER 2022 REGISTER TO BID Over 120 motor cars including an assortment of automobilia. OFFERED WITHOUT RESERVE* Broad Arrow Auctions, a Broad Arrow Group Company, is thrilled to present the single owner o ering of Mr. Jim Taylor, taking place this 14-15 October in his hometown of Gloversville, located a short distance from Albany, New York. The 120-motor car o ering represents one of the finest assemblages of European, British, and American sports and vintage cars including an impressive selection of Allard, Alvis, Aston Martin, Bentley, Bugatti, Buick, Cadillac, Chevrolet, Cunningham, Dodge, Ferrari, Ford, Jaguar, Land Rover, Maserati, Mercedes-Benz, and Shelby motor cars. Perhaps even more impressively is just how many of Mr. Taylor's cars have been rallied and shown around the world.
of Rolling Art www.blackhawkcollection.com Telephone: 1.925.736.3444 1937
Under the direction of Don, along with his son Brian, the Blackhawk Collection consistently presents some of the most sought after and significant collector cars on the planet. Many of the most famous and well-known classics have passed through their hands, and their clients trust them explicitly. With an impeccable reputation for honesty, integrity, and knowledge, we can help you purchase or sell one car or an entire collection.PebbleBeach®andPebble Beach Concours d’Elegance® are trademarks and service marks of Pebble Beach Company. Used by permission.
Roadster One-Off Coachwork by Mayfair Simply the best.
Purveyors Mercedes-Benz Special
Don Williams, the president and founder of Blackhawk Collection, is celebrating 51 consecutive years of displaying a car at the Pebble Beach Concours d’Elegance®
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Blackhawk Collection has been recognized around the globe in the Classic Car industry as one of the world’s most respected purveyors of fine automobiles.
Purveyors of Rolling Art www.blackhawkcollection.com Telephone: 1.925.736.3444 1931 Cadillac V16 Roadster Coachwork by Fleetwood 1931 Bentley 8 Litre Sports Tourer
ofStewardshiptheHistoricallyImportantAutomobilesTheautomotivelegacyofDr.FredSimeone(1936-2022)ismemorializedinthislimitededitionbeingre-releasedatthe2022PebbleBeachConcoursd’Elegance®PebbleBeach®andPebbleBeachConcoursd’Elegance®aretrademarksandservicemarksofPebbleBeachCompany.Usedbypermission.
subscribe.octane-magazine.com/overseas-subscriptions to secure your savings! or call +44 0330 333 9491 using offer code Y22PB Calls to 03 numbers will be charged at your standard local rate. Prices will be displayed in GBP, and USD conversion shown is correct at the time of printing. Prices shown are for deliveries to the US only. The number of issues ordered will be displayed upon checkout. All subscriptions will begin with the next issue available. Please allow 28 days for delivery. VISIT US AT TRY OCTANE MAGAZINE WITH 44% OFF Octane is widely regarded as the fi nest classic and performance car magazine in the world, Myriad cars gloriously presented every month via authoritati ve writi ng and incredible photography. You only have to look at the calibre of the columnists that Octane has att racted over the years to understand why it is head and shoulders above its rivals – Jay Leno, Rowan Atkinson, Nick Mason, Carroll Shelby, even the late Sir Sti rling Moss have all contributed to the magazine since 2003. F lling the passi 2 2 8 U W W 12 ISSUES FOR £70 ($86) SAVE £57($69.88) OFF 1 YEAR SUBSCRIPTION!
Left: This tiny two-liter was named the “Otto Vu” because Fiat attorneys thought Ford Motor Company owned the term V-8.
VU BY KEN GROSS 132 The 71st Pebble Beach Concours d’Elegance
Above: The futuristic 1953 Fiat 8V Ghia Supersonic was originally designed by Giovanni Savonuzzi for his friend Virgilio Conrero. This production example, owned by Jan de Reu, was photographed on the 2017 Pebble Beach Tour d’Elegance.
Luigi Segre, Commercial Director for Carrozzeria Ghia, in Turin, wanted to create a serious GT based on a sports car prototype that had originally been penned by Giovanni Savonuzzi, the company’s new technical director. Earlier, Savonuzzi had designed the brilliant Cisitalia 202, a pebblebeachconcours.net
The 8V’s inner structure and curvaceous steel body panels were welded together with the tubular frame members to form a very rigid structure. Four-wheel independent suspension was featured all-around, using transverse wishbones, telescopic shock absorbers, and coil springs. The brakes were four-wheel drums. The differential was a Fiat component. Many other parts were supplied by Siata (Societa Italiana Applicazione Transformazione Accessori), a small Fiat subsidiary known for its highly tuned Fiats and eponymous sports models, which also used them in turn for its own sports cars.
Below Right: Although not specifically designed for competition, many 8Vs were successfully raced, like this Mille Miglia entry. speed manual gearbox was fitted, with three synchronized gears, and the top speed was 124 mph. A few examples would be successfully raced: a race-prepared Fiat 8V won the 1955 Italian Sports Car Championship, and 8Vs continued winning races until 1959. Research indicates some 34 8V bodies were built by Fiat’s Special Bodies Department. These cars are often referred to as “Series 1” 8Vs. But this limited-production chassis with finely-tuned high-performance engine offered Italy’s leading carrozzerias the opportunity to custom-build affordable special coachwork—and they jumped at the chance. Elio Zagato was the first to do so. Carrozzeria Zagato built 30 examples called “Elaborata Zagato,” after which other firms approached Fiat with proposals. Ghia and Vignale built berlinettas and a few cabriolets. Arguably the most exciting 8V design was the “Supersonic.”
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The remarkable engine, a 2-liter, 1,996-cc jewel, was a tiny 70-degree V-8 with three main bearings, pushrodoperated overhead valves, an 8.5:1 compression ratio, and twin Weber 36DCZ3 carburetors. It was originally slated for a stillborn luxury sedan. Built by Siata, the diminutive, over-square 72 mm x 61.3 mm Tipo 104 V-8 was originally rated at 105 bhp. With factory modifications, output rose to 115 bhp and eventually to 127 bhp at 6000 rpm. A fourRight: This handsome 1954 Fiat 8V Elaborata Zagato Coupé of Johan & Anhild Lont placed Third in Class at the 2019 Pebble Beach Concours.
Postwar Fiats were primarily prosaic Italian economy cars until the upscale and sporty Model 8V debuted at the Geneva Auto Show in 1952. Fiat promotional material crowed: “Built for Speed” and “Designed by the Wind.” Spearheaded by Fiat’s Dante Giacosa and developed via wind-tunnel for excellent aerodynamics, the stunning new coupe featured a fastback alloy unit body that was designed by Fiat in-house stylist Fabio Luigi Rapi. Low and sleek, the finished car was barely 50 inches high, on a 94.5inch wheelbase. And it was called Otto Vu (for eight-V) because Fiat attorneys mistakenly believed that “V-8” was a proprietary Ford Motor Company trademark.
At a Gooding & Company auction in January 2012, a well-preserved, beautifully-patina-ed, totally unrestored and highly original Fiat 8V Supersonic coupe sold for an astonishing, world record-setting $1,705,000, including buyer’s commission, establishing these cars in the upper echelon of postwar Italian classics. Impractical and costly to build but visually stunning, the 8V would be a short-lived but long-remembered exercise. The pricy engineering venture wasn’t a total loss. Fiat sold about one hundred additional V-8 engines to Turinbased sports car specialist Siata, and others to several coachbuilders, Ghia among them.
contemporary-looking, slab-sided styling confection with a pancake hood, that set a modern direction for many competitive postwar styling efforts. In fact, one example was featured in the acclaimed Museum of Modern Art “8 Automobiles” exhibit in 1955. The highly dramatic Supersonic was originally intended to be a one-off design for Savonuzzi’s good friend, Virgilio Conrero, who was a tuner specializing in modified Alfa Romeo 1900s. The prototype Supersonic body was made by Alfredo Vignale, who had built bodies for Savonuzzi’s Cistalia race cars in 1947.
Savonuzzi’s completed Supersonic was nothing short of sensational. From its curvaceous fender lines, high waist, bold side reveals, discrete use of chrome, and tiny vestigial fins, topped by a low, swept-back roofline, the exquisite Supersonic berlinetta resembled a high-styled if slightly smaller Ferrari—for a fraction of the price. Although rival models would soon follow, the Ghia 8V Supersonic was an early example of what came to be known as “Jet-Age Styling.” With its complex design language, and rocketlike “side boom” reveals, it resembled a concept car on the road. The few examples sold stopped traffic wherever they Onlyappeared.15Supersonics were built out of a total of just 114 Fiat 8Vs. The Supersonic body design was also used sparingly on a few Alfa Romeo, Jaguar and Aston Martin chassis.
Sir Stirling Moss reviews a 1954 Fiat 8V Vignale Berlinetta shown by Jan de Reu at the 2016 Pebble Beach Concours.
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OTTO VU
Robert Cumberford, Design Editor and columnist for Sports Car Market wrote, “Savonuzzi not only designed the chassis frame and suspension tweaks for the Alfa components Conrero used, he also came up with this startling shape, its headlamps leading the way like the business end of a guided missile. Applying what he had learned from using the small wind tunnel at the Politecnico di Torino, where he earned his engineering degree, and from his experiences with Cisitalia racing cars, Savonuzzi achieved an on-the-road drag coefficient lower than the best car in production anywhere in the world in 1952, Porsche’s 356 coupe. That low figure was verified by tests on a Fiat-based Supersonic in the advanced Pininfarina wind tunnel more than half a century after the cars were built. The designer’s instincts and intuition were more than enough compensation for the relatively feeble technical means available in the early 1950s in Italy.”
This highly original Fiat 8V Supersonic Coupe, which had one owner for 55 years, sold for $1,705,000 at a 2012 Gooding & Company auction.
Ernie McAfee, the US importer, entered a Siata 208S Spider in the 1953 La Carrera Panamericana road race.
THE OTTO VU STORY DOESN’T END WITH FIAT. As noted earlier, Siata also used the Otto Vu engine, mated to a 5-speed manual gearbox, for its Model 208S and 208CS, dating from its concurrent 1952 Geneva Auto Show introduction until 1955. The Siata 208 was available in spider or coupe form, the latter with retractable headlights. Just eighteen coupes were built, eleven of them by Carrozzeria Balbo (some were badged 200CS) and seven by Stabilimenti Farina. The Siata 208 Sport Spider’s aluminum body was designed by Giovanni Michelotti and built by Rocco Motto and just 35 examples were made. Both open and closed Siatas were raced in Sports Car Club of America events.
Clockwise from left: one of just 20 Zagato-built berlinettas, this is the second production car, which was initially owned by Elio Zagato and competed in the 1955 Mille Miglia; this Siata 208S Spider, built by Carrozzeria Motto, was originally owned by Siata distributor Ernie McAfee and Los Angeles enthusiast Bill Doheny; this 208S, another McAfee car, was known as “The Holey Terror” because it was extensively drilled for lightness before being raced in La Carrera Panamericana. pebblebeachconcours.net
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Arguably Siata became better known in the US after McAfee sold a 208CS Spider (BS523) to actor and racer Steve McQueen, who reportedly rebadged it with Ferrari emblems and called it his “Little Ferrari.” McQueen only kept the Siata for about a year. Author Matt Stone, writing in his book, McQueen’s Machines; The Cars and Bikes of a Hollywood Icon, told a great story about the McQueen car after it was purchased by Dr. Bruce Sand. Sand briefly met McQueen when he went to the actor’s home to retrieve the Siata’s side curtains, which weren’t with the car when he acquired it. Sand told Stone that about six months later, he and his roommate were driving the Siata through the same Hollywood area (where McQueen lived), and “this “As befits cars that were essentially handmade,” Cumberford concludes, “there are variations from the base design on each 8V example. There are summary bumpers on some cars, and some have hood scoops. But all are beautiful, efficient, and worthy of the preservation they have enjoyed. They stand as evidence of the exceptional talents of Giovanni Savonuzzi, perhaps the most important but least known of the Italian designers who led the world in automobile design from 1945 to 1975.”
To meet La Carrera’s stringent sports car class rules, his engine’s displacement was reduced from 1996 cc to 1600 cc, and to lighten the car, he drilled so many holes in it that it became known as “The Holey Terror.” After a battle with the leader, McAfee withdrew following an accident at a blind dogleg on the second day. (The class was won by Juroslav Juhan in a Porsche 550 Spyder.) That very car (chassis BS 503) will be on the Concours lawn.
Ah, but what a car! “With its full independent suspension, the 8V was years ahead of period competitors. Any 8V,” Delbo concludes, “is a great car to drive.”
OTTO VU
Writing in Sports Car Market in January 2022, after a Fiatbodied 8V Series 1 coupe sold for a heady $1,440,241, at RM/Sotheby’s September 2021 sale in St. Moritz, Massimo Delbo noted, “This is a rarefied market. You are buying, at Ferrari money, what is still a Fiat.”
We’ll have four Fiat 8Vs and eight Siata 208S/208CSs with bodies by six different coachbuilders on the Concours lawn. Many of them competed in the Mille Miglia. And they’re all powered by that remarkable little 2-liter 8V. Listen to the snarl of those engines when they are started; be sure to examine the many coachwork variations, and don’t do the math about how expensive of an undertaking this creation must have been for Fiat and Siata. This small handful of surviving 8V variants remain special examples of postwar Italian creative genius.
A few years ago, Eisenstark told Terry Shea of Hemmings Motor News, “…the car likes to be driven. It needs someone who can feel the car. It’s a little difficult to drive. It’s got a slightly wilder cam in it, so it doesn’t like to be driven slowly or conservatively. It needs to be driven with somewhat of an aggressive attitude. Once you get moving, you can’t sit back and relax. . . . It’s firm, it’s responsive. For its age and weight, it’s fairly quick.”
Another of the cars on the Concours field is a competition Siata 200CS Coupe by Carrozzeria Balbo. It’s owned by Walter Eisenstark, whose father, Julius, a dentist in New York and an early sports car enthusiast, bought the car for about $6,000 in September 1959. The coupe then had 19,000 miles on its odometer—it had been driven hard and raced. Dr. Eisenstark rebuilt the car mechanically. In 1966, after the petite V-8 threw a rod, the engine was also rebuilt.
The 1954 Siata 200CS Balbo Coupe of Walter and Roseanne Eisenstark glides along the 2014 Pebble Beach Tour. This Siata 208S Spider was owned by Steve McQueen, who called it his “Little Ferrari.”
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Dr. Eisenstark later owned a Siata 208S Spider for many years and a unique Bertone-bodied coupe on a lengthened Siata chassis.
guy in a Ford convertible comes up alongside and motions us to pull over. It was McQueen. We pulled over, and he said, ‘I want to drive.’ So, my friend got out and I got in the Siata’s passenger seat. McQueen hopped in and took me for one exciting ride. He drove up Coldwater, just North of the Sunset Strip in Hollywood, flat out, really flying. It was getting foggy and the exhaust note was reverberating through the hills. I thought I was going to die, but much to my surprise, he was so skillful that the ride was thrilling. He hung a U-turn at Mulholland and headed back toward Sunset. He never uttered a word during the entire experience. It was a strange occurrence, to say the least.”
WHAT’S IT LIKE TO DRIVE THE SIATA 200CS COUPE?
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The power and the glory: Talbot-Lago T26 Grand Sport chassis 110112 at speed. Concours
d’Elegance
Then, in late 1939, the sky fell in, and for the next five years the world went up in flames. But while the War made development work a necessarily clandestine activity, Anthony Lago and his new chief engineer and fellow Italian Carlo Marchetti were not idle. A new engine was in the works, developed from the prewar 4-liter, singlecam six: a large-displacement, 4.5-liter, twin-cam motor
hen Anthony Lago went to Suresnes in September 1933 to salvage Talbot, he took on a company with massive financial problems and a rather ho-hum range of cars. The mechanical legacy left by his predecessor Owen Clegg and chief engineer Walter Becchia was staid and pedestrian.
Lago set to work, paring down the number of available models, engines and chassis. Becchia was given the job of redesigning the largest six-cylinder motor the company was making in order to extract some much-needed extra power. The clunky non-synchronized three-speed gearboxes were supplanted by an advanced, four-speed Wilson pre-selector for which Lago held the patents. And, most important of all, Lago paid a visit to his friend Joseph Figoni and talked him into designing new, lithe, and beautifully proportioned bodies to be built at the Talbot factory. As a result, the Talbot stand at the October 1934 Paris Salon de l’Automobile featured a new, rakish, and powerful Talbot prototype cabriolet by Figoni. It was called the T150C, and it was the talk of the Salon.
The nicest thing that could be said about the cars was that they were inoffensive and bland. Sporty, stylish, or chic, they were not. In addition, models had been allowed to proliferate needlessly: too many engine sizes were served up in a bewildering number of chassis lengths and body styles, none of which were selling. One could say that while Talbot could produce a car for every occasion, there was not an occasion for every car. Something needed to be done, and quickly.
The following years saw the development of the fourliter, single-cam, six-cylinder engine and the T150C-SS sportscar chassis. In high tune, the engine put out some 165 bhp, enough to make the T150C-SS a competitor of the Bugatti Type 57 S. Twelve of the approximately 22 or 23 chassis received a streamlined, two-seater coupé body coachbuilt by Figoni et Falaschi, a design of such breathtaking beauty that it has become one of the most iconic automobiles of all time. The media dubbed it the goutte d’eau, or teardrop, and one of these outstanding cars, a 1937 model, is gracing the Concours show field today.
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Heavenly Bodies T26TALBOT-LAGOGRANDSPORT By Peter M. Larsen
Above: Chassis 110101 was the first Grand Sport, bodied by Saoutchik.
Left: Dressed in an audacious mint green and brown livery, chassis 110101 poses on the Saoutchik stand at the 1948 Paris Salon. The Grand Sport reigned at the early French concours. Here is chassis 110114, with body by Saoutchik, at Enghien-les-Bains in 1949. 71st Pebble Beach Concours d’Elegance
“IT IS BETTER TO BE LOOKED OVER THAN OVERLOOKED.”Mae West
TALBOT-LAGO T26 GRAND SPORT 140 The
Dubos Frères built this smooth Grand Sport coupé on chassis 110102. pebblebeachconcours.net
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(designated the T26 for its 26 CV fiscal horsepower rating) that was destined to power Talbot’s postwar models.
Fitted with this new powerhouse in 190 hp tune, the Talbot-Lago T26 Grand Sport chassis made its debut at the Paris Salon in October 1947, while the first bodied cars were shown at the Salon in 1948. As it turned out, production was to be extremely limited. In the four years from 1948 to 1952, a total of 32 documented chassis were manufactured, and all were individually coachbuilt. Of these, 29 were on the initial 2.65-meter short wheelbase chassis, directly derived from the T150C-SS and prewar Talbot racing cars. Toward the end of production, three chassis were laid down on a slightly stretched 2.80-meter wheelbase. No less than 28 Grand Sports survive, a very high survival rate that speaks for the exclusivity and enduring allure of these exquisite automobiles. But it is no mystery why so few Grand Sports were made. Inflation was rampant in postwar France, the population was impoverished, and the very high cost of Talbot’s artisanal manufacturing methods—as well as the crippling tax levied on engines larger than 15 CV—made the Grand Sport an expensive proposition indeed. The 1947 T26 GS was offered as a chassis only and carried a massive price tag of 1,851,000 French francs. In comparison, a complete Citroën Traction Avant could be had for a mere 215,800 francs—and even such a mass-produced car was out of reach for nearly everyone. Grand Sport production commenced in July 1948, and ten chassis had definitely been built and delivered by the end of the year. In 1949, another nine or ten GS chassis were completed. But production never reached such dizzying heights again, and it was downhill from there. At the Paris Salon in October 1948, a light gray Grand Sport coupé by Dubos with metallic green leather was displayed, while on the Saoutchik stand an astounding fastback coupé was the star of the Salon. In the minds of many, its complex yet cohesive lines would constitute the signature body style on the Grand Sport chassis. It became the most “common” Grand Sport: from 1948 to 1950, a total of six of these coupés were built to individual order, all with variations in roof height, grille treatments, and trim. Unfortunately, prices had taken yet another jump into the stratosphere and the 1948 Grand Sport chassis had gone up to an eyewatering 2,126,000 francs. In 1949, there was a reduction back to the 1,850,000-franc 1947 introductory price, but it can hardly have made much of a difference. The amount was still a telephone number to Jupiter. In 1950, Talbot-Lago won the 24 Hours of Le Mans with a Grand Sport T26 (chassis 110055) driven by Louis Rosier. It was a glory year for Anthony Lago, who also Chassis 110117 bears the only Grand Sport cabriolet by Dubos Frères.
Talbot’s ruinous racing department was closed down, and a mere four Grand Sports were built in 1951.
Below: Oblin rebodied chassis 110106 for the 1953 Brussels Auto Show.
TALBOT-LAGO T26 GRAND SPORT
oversaw the completion of eight or nine additional Grand Sport chassis. But the writing was on the wall. Inflation continued to be a major financial issue, wages were stagnant, there was political and labor unrest, and a general dissatisfaction with life in the lower and middle classes. Bespoke luxury sports cars were far from the minds of all but a minuscule group of customers, and given the political and economic atmosphere, quite a few of these potential spenders were having second thoughts about flaunting their wealth in public. The inevitable became unavoidable. Having somehow made it through the winter months following the 1950 Paris Salon, Talbot filed for bankruptcy on Tuesday, March 6, 1951, throwing the brand, the factory, and its 450 employees into the abyss. But Anthony Lago was a man whose true mettle was nurtured by adversity. Despite powerful forces that wanted to oust him from the company that bore his name, he bounced back in a matter of days and reassumed control. The fact that he was mercurial, old-fashioned, lackadaisical, and unsuited for running an automobile company in the modern postwar world was no concern of his. Sadly, in spite of his machinations, things would never be the same. On March 12, 1951, Talbot was put into liquidation. But Lago had not lost his abilities as a wily negotiator and managed to haggle out a loan and a contingency plan with the administrator, which still left him in the driver’s seat.
Below: Chassis 110160, bodied by Stabilimenti Farina, was the very last Grand Sport.
Saoutchik fashioned this swoopy coupé on chassis 110156.
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The most prolific carrossier, by a wide margin, on the Grand Sport chassis was Jacques Saoutchik, with a total of ten or eleven completed bodies—close to a third of Grand Sport production. The best-known style was the previously mentioned fastback coupé, but two or three ravishing cabriolet-roadsters were also made between November 1948 and January 1950. Only one of these magnificent open sports cars has survived with its original body intact, and its standout coachwork must rank as one of the last and most elegant flowerings of French flamboyance. A unique Saoutchik pontoon fastback saw the light of day in October 1950, as did a dazzling one-off notchback sometime in the second quarter of 1951, likely the second of the three cars built on the 2.80-meter chassis. All were charismatic and glamorous designs, a paean to the art of French coachbuilding. In France, Grand Sports were also bodied by Chapron, Barou, and Perret. Surprisingly, Figoni et Falaschi only bodied a single Grand Sport chassis, which received a spellbinding update of the prewar goutte d’eau style: a This breathtaking Figoni fastback coupé on chassis 110103 was a runner-up to Best of Show at the 2018 Pebble Beach Concours. This svelte coupé by Antem on chassis 110112 has full Grand Prix mechanicals producing close to 300 hp.
The last GS chassis, a captivating cabriolet by Stabilimenti Farina, was delivered on June 21, 1951. It was a graceful and splendid way to leave the arena, but by then the world was no longer paying attention. The following year, Lago introduced the T26 GSL, or Grand Sport Longue, on a reworked T26 Record passenger car chassis, but it was a Grand Sport in name only. It retained little of the purebred sportiness of its forebear, shared few mechanical parts— with the exception of its T26 engine—and was no longer an individually coachbuilt machine. Approximately 19 of these factory-bodied cars were built from late 1952 to late 1954. When it went out of production, the big 4.5-liter, twin-cam, Talbot-Lago six died with it. But while the limited production numbers, the technical allure of the Grand Sport chassis, and its prowess and extreme exclusivity are one thing, the enduring legacy of the beauty and exquisite coachwork of the finished cars is quite another. Grand Sports were the unattainable stars on the stands of the famous carrossiers, where they were ogled by the impoverished public at the Paris Salons as well as auto shows in Geneva, Brussels, and London. The coachbuilders were a who’s who of French and European high style.
TALBOT-LAGO
Franay bodied three chassis, two coupés and a sleek cabriolet. The first coupé (chassis 110113) fascinates with its sleek fastback and flowing fenderlines, while the high beltline and limited glass area convey a limousine-like aura of secrecy. This Franay coupé is one of the most subtly dramatic French postwar bodies. The cabriolet (chassis 110121) featured a bespoke interior by Hermés. It was unique pontoon design with a cyclops headlight and the rear fenderline pulled all the way up to the roof. There has never been anything quite like this car, before or since. Exported chassis were bodied by Pennock, Van den Plas, Oblin, Graber, and Stabilimenti Farina.
GRAND
T26 SPORT Right: Marlene Dietrich exits chassis 110121 by Franay at the 1949 Paris Salon. Franay painted chassis 110121 black and gave it a Ferrari-inspired grille in 1952.
exhaust, the works. As a result, this Antem coupé was likely the fastest road car in France when it was delivered.
Antem also built the last Grand Sport on the short 2.65-meter wheelbase (chassis 110154), a coupé with important period race history that was delivered on March 13, 1951, the day after Talbot was put into liquidation. The car’s extraordinary body, affectionately known as The Egg, is slicker than a greased watermelon.
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The Antem-bodied chassis 110154 is affectionately known as “The Egg.”
The 71st Pebble Beach Concours d’Elegance
One car deserves special mention, namely the extraordinary coupé built on chassis 110112, which was delivered by Talbot to Antem on April 26, 1949. It was built for Michel Paul-Cavallier, director of the Pont-àMousson foundry and the savior who in 1946 had helped Lago acquire his first steel allowance to resume car manufacture. The fluid lines of the body flow like molten quicksilver, and the chassis is fitted with a full Grand Prix engine with aluminum block, dry sump, twin ignition, high compression, special pistons, hotter cams, straight-through
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This astonishing coupé on chassis 110113 is by Franay. pebblebeachconcours.net
Dutch coachbuilder Pennock of the Hague completed this fascinating body on chassis 110124 in 1951. shown at the Paris Salon in October 1949, at the Brussels Auto Show in January 1951, and once again at the Paris Salon in October 1953, each time wearing a new frontal design. The car caused something of a sensation at its 1949 showing as Marlene Dietrich graced the Franay stand at the Salon and made a glittering Hollywood-style exit from the car, cameras blitzing away. Franay gave 110121 its final Ferrari-inspired grille in 1952, and it remains on the car to this day.
While the Dugarreau body may not have the elegance and fleeting grace of the Grand Sport road cars, it more than makes up for that with its low, mean, and purposeful stance, bereft of any frivolous ornamentation. Every intake, vent, and outlet is there for a purpose. The car is simply one of the world’s great cars. It will make the heart of any red-blooded enthusiast beat faster as it thunders past. So, there you have it. They truly don’t build them like this anymore. What a joy that so many Grand Sports have survived!
A genuine star car of the Grand Sport class is chassis 110055, the very racer that won Le Mans for Talbot in 1950. In that race, it wore its first open-wheeled body with cycle fenders, but as new homologation rules demanded enclosed wheels, the chassis received a second body by Dugarreau so it could participate in the 1953 race.
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By Richard A. Stanley This 1922 McFarlan Twin-Valve Six Sport Touring was designed for Leopold Kohl of Indianapolis, Indiana. 148 The 71st Pebble Beach Concours d’Elegance
Power was initially provided by engines from Brownell, followed by HerschellSpillman, Wainwright and Teetor-Hartley. Beginning in 1921 and for later models, McFarlan’s mainstay was a mammoth 572-cubic-inch displacement Twin-Valve Six that developed 120 horsepower. This engine was at the core of McFarlan’s most luxurious offerings. In 1924, a smaller displacement SingleValve Wisconsin was offered for a lighter car that was more easily handled. By 1926, eight-cylinder engines were becoming popular, and McFarlan responded by offering a Lycoming inline-eight.
The McFarlan logo includes a thistle indicative of John McFarlan’s Scottish heritage and notes the year 1856 when he first set up shop in Connersville, Indiana. pebblebeachconcours.net
The name McFarlan has a special meaning for a select group of knowledgeable enthusiasts with a strong affection for quality cars. The marque was relatively obscure, so many auto enthusiasts today are not familiar with it, but McFarlan cars were produced for nearly 20 years in the Vintage Era and left a favorable impression on those who had the good fortune to ride in or drive them.
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McFarlan cars came to life at the very time the nearby Indianapolis Motor Speedway was in its initial year. The company at first said it had no interest in racing, but it soon changed its tune since racing success was seen as proof of reliability. It entered the 1910 Labor Day weekend races with moderate success, claiming 1st and 3rd in the five-mile handicap and 3rd and 5th in the Grand Finale 200-miler. In 1911, at the first Indianapolis 500, a McFarlan driven by Melvon Marquette finished the entire race but was not in the money. In 1912, McFarlan again ran well with the same driver until a tire blowout sent the car
The McFarlan Company was a family-owned business that provided employment to Connersville, Indiana, residents for more than 70 years, beginning in 1856. John B. McFarlan moved to this small city and began producing high-quality, light-duty horse-drawn vehicles. As his reputation grew, his sales increased, and he became one of the nation’s largest manufacturers of carriages and buggies.
Then, after more than 50 years in business, horse-drawn vehicle sales began to soften, and John’s grandson, Alfred Harry McFarlan, leaped into the automobile business with no previous mechanical experience. Harry, as he preferred to be called, took the bold step of building six-cylinder automobiles exclusively at a time when most manufacturers were getting power from four-cylinder engines.
onto the retaining wall where it slid, hitting a utility pole. Neither the driver nor the riding mechanic received lifethreating injuries, but McFarlan did not participate in organized racing events after that.
The next model year saw the return of the Series T and the mid-year addition of the new Series X. The Series T used the Teetor-Hartley engine with a 4- by 6-inch bore and stroke. The new Series X engine came from the same supplier but was more hefty with a bore and stroke of 4½ by 6 inches for a huge 572-cubic-inch displacement. This engine became the foundation for McFarlan power plants for years to come. Series X open car prices increased to $2,900, closed cars to $3,610, and the limousine was priced at $4,310. In 1915, McFarlan discontinued the air-starter system, instead using the far more reliable electric starter.
McFarlan ventured into emergency vehicle production on a limited basis, producing Connersville’s first three motorized fire engines in 1914 and 1915, all powered by the Teetor-Hartley engine. These fire trucks served the community for several years with moderate success. The company also provided ambulances, hearses for several funeral homes, and a three-ton truck for the county highway department.
The two series cars, T and X, were continued with few changes until 1917, when the company brought out the Series Ninety and focused on marketing only that one line.
The Single-Valve Six, brought out in 1924, was more affordable, with prices in the $2,500 to $3,200 range for those who could content themselves with a smaller, ownerdriven car. But by the mid-1920s, the top-of-the-line offering was a Twin-Valve Six 7-Passenger Town Car that listed for $9,000. Clearly, McFarlan was a prestige car. It was known for quality construction with exquisite fit and finish. The Twin-Valve Six that was part of McFarlan’s legacy— the most powerful engine in any American car at that time—was made in Dayton, Ohio. The engine had six cylinders, cast three in a block, with a 4½- by 6-inch bore and stroke displacing 572 cubic inches and producing
The earliest McFarlan cars hit the streets in late 1909 as 1910 models. They were priced in the mid-range, with lower-priced cars starting at $2,000 fully equipped. “Fully equipped” meant having lights, fenders and a folding top. Doors for front-seat passengers cost an additional $100, and a windshield was another $150. Many customers thought they didn’t need front doors or a windshield because they were used to slow-moving horse-drawn carriages; they often purchased those items later, after experiencing the increased speed that caused concern for safety.
The year 1912 was significant throughout the industry as Cadillac offered the electric self-starter to eliminate the dangers of engine cranking. Every marque scrambled to offer some type of self-starter, and McFarlan chose to install a Kellogg air compressor with storage tank. When the engine ran, the compressor built up air pressure in the tank, which could be used to turn the engine over. This unit could also be used to inflate flat tires, which happened all too often. The price of the Big Six increased to $2,750. The year 1913 was a confusing one. McFarlan brought out three car lines, replacing the Little Six with the Series S, the Big Six with the Series M, and introducing the new Series T, which was priced between the other two. The S continued using the Herschell-Spillman engine; the M used the same chassis as the S but had a T-head engine made by the Teetor-Hartley Company of nearby Hagerstown, Indiana; and the Series T used the Wainwright overhead valve six. Despite low production numbers, McFarlan was now marketing three separate lines of cars with three different engines and few interchangeable parts. This contributed to financial difficulties.
The company was reorganized that fall because the McFarlan Carriage Company, the predecessor of the car company, was sold at a bankruptcy auction. For some unknown reason, the well-to-do McFarlan family, which had gained its wealth through McFarlan carriage sales, chose not to save the company building. It was bought by Edward Ansted, a local industrialist, who then rented the facility to the McFarlan Motor Company.
In 1911, models were initially little changed, with the $2,000 price for a Runabout, or $2,100 for the 5-passenger Touring or 4-passenger Torpedo. Partway through the year, however, the Brownell engine was replaced with one from Herschell-Spillman, the transmission was moved to the differential and the chassis was lengthened. This new car was labeled the “Little Six,” and the price inched up to $2,300. The “Big Six” came about when a larger engine became available through local manufacturer Wainwright. This engine had a displacement of 477 cubic inches developing 55 to 60 horsepower. The larger engine was reflected in a higher price of $2,600.
The name “Ninety” stood for the 90 horsepower of the 572-cubic-inch Teetor-Hartley engine. This engine and the model designation continued through the 1920 model year. The war years had helped to inflate prices: 1920 open cars were $4,800 to $5,000 and closed body styles were $5,900 to $6,550. This was well beyond the middle-class range.
CUSTOM BUILT BY McFARLAN 150 The 71st Pebble Beach Concours d’Elegance
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After the pace lap, a McFarlan (number 23) briefly led the first Indianapolis 500 race. 120 horsepower. The Twin-Valve label indicated two intake and two exhaust valves per cylinder to give even combustion and more power. McFarlan also claimed it had triple ignition. By using the control located on the steering column, the driver could use the distributor that fired one set of sparkplugs, as most cars did, or choose the magneto that fired two sets of plugs. If desired, one could even select both the distributor and the magneto, activating all 18 sparkplugs for a smooth-running, powerful engine. This engine was so powerful and durable that it was also used by Maxim in its fire trucks for many years. This hood ornament of Atlas holding the Earth was first offered in 1925 and is highly treasured today.
Above: The first McFarlan cars, offered in 1909 for the 1910 model year, were priced at $2,000 “fully equipped”— but front doors and windshield were optional additions.
People of renown, as well as those of notoriety, were associated with this prestige vehicle, and McFarlan regularly boasted of the people who drove or were driven in their cars. Politicians included the governors of Connecticut and Virginia; Cuban President Mario Garcia Menocal and his Director of the Cuban lottery; and an agent for the Spanish government, who initially ordered two of the prestige cars and, after receiving them, ordered four more. Boxer Jack Dempsey was a proud owner. Movie stars Fatty Arbuckle, Monte Blue, Wallace Reid, Alma Simpson, and jazz band leader Paul Whiteman were also happy to be seen driving their McFarlans. One customer, Alfonso Caponi, alias Al Brown and better known as Above left: This McFarlan was once owned by boxer Jack Dempsey.
As time went on McFarlan automobiles became larger, heavier, more powerful, and more expensive. While most manufacturers were switching to new techniques and mass production to lower costs, McFarlan chose to cater to affluent customers who wanted their transportation to reflect their perceived status. One pet lover from Cleveland specified that her roadster be modified with a padded compartment to hold her prized canines. Another customer provided a patch of blue cloth from her favorite dress, specifying that her car be upholstered in that material. The company cheerfully complied and became well-known for using the tagline “Custom Built by McFarlan” in advertising.
CUSTOM BUILT BY McFARLAN 152 The 71st Pebble Beach Concours d’Elegance
It is not known what eventually happened to that rare car. McFarlans had grown to be impressive vehicles. Beginning with the 1921 models, with their oversized headlights and an upright radiator extending well past the hood and plated with German Silver, McFarlans were clearly cars “to be reckoned with.” The marque was sometimes referred to as the American Rolls-Royce.
Above: William D. Taylor, a Paramount Motion Picture producer, poses with his custom-built McFarlan. Left: Alma Simpson’s 1921 model bears McFarlan’s massive 572-cubic-inch Twin-Valve Six.
McFarlan built its own car bodies and it also supplied bodies for a number of other manufacturers, including Auburn, Marmon, Premier, Lexington and Locomobile.
The most elaborate McFarlan built was probably the “gold plated” Knickerbocker Cabriolet created for the 1923 Chicago Auto Show. All of the trim items that would normally have been plated with nickel—a total of 958 pieces, including screws, nuts and bolts—were plated with gold. The car, valued at $25,000, was eventually sold to a woman in Oklahoma who had obtained her wealth from oil.
McFarlan bodies were well constructed, with hardwood ash or elm frames covered with a protective skin of handhammered metal panels. Interiors featured hand-stitched upholstery with luxurious fabrics.
Al Capone, purchased two McFarlans—one for himself and one for his wife. McFarlan may have taken a certain amount of pride in this noted outlaw’s selections but remained silent about acknowledging him in advertising.
Two 1923 McFarlans were purchased by a Russian nobleman whose wife was believed to have been a sister to the deposed Tsar. He had escaped from Russia during the Bolshevik revolution and made his home in the U.S. As he was returning to Europe to pick up his family, he stopped at the McFarlan factory and ordered an enclosed limousine and a touring car, paying for them in gold. Upon their return to the states, the entourage stopped in Connersville, picked up their luxury cars and headed for their home in California. The limousine has survived. Another Town Car was purchased by a car dealer from Sweden who had it sent to his homeland. McFarlan had built a valuable business with well-to-do customers throughout the world. By the late 1920s, however, sales of the big McFarlans had fallen off dramatically. Even before the Great Depression set in, consumers were choosing smaller, more easily handled automobiles. Company president Harry McFarlan had moved to Arizona for health reasons, leaving Burton Barrows in charge of the Indiana facility. Then Barrows was tragically killed on March 30, 1928, in a fall from the third floor of the factory down an elevator shaft. Harry McFarlan chose not to return to Connersville, so no one else had the authority to continue production and the plant soon closed. One of the oldest and most respected concerns in the industry was liquidated, its buildings later sold to the Auburn Automobile Company.
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A chauffeur holds the door of this 1922 McFarlan Suburban Sedan for Virginia Governor D. Lee Trinkle.
Above: “Custom Built by McFarlan” was the company’s tag line for years, and the oval windows of this 1921 McFarlan showcase one such custom offering. pebblebeachconcours.net
Wayne Carini’s The Chase is a coffee table quality publication that ignites the passion shared by automobile enthusiasts throughout the world. Along for the ride is an all-star cast of close friends and industry stalwarts; people like Bill Warner and Wheeler Dealer’s Mike Brewer, not to mention respected names like Judy Stropus, Chuck Queener, and Ed Welburn. With regular features on automotive design, restoration tips, classic car ownership, buying and selling, motoring art, automobilia, event highlights, and historical topics, The Chase lets the most interesting personalities in the hobby tell their own stories. Join us six times a year as we connect with some of the most lively and loyal fans in motoring.
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1950 1950 Edwards R-26 Special Sport Roadster Sterling Edwards 1951 1951 Jaguar Mark VII Saloon Mrs. Charles H. Hornberg, Jr. 1952 1952 Jaguar XK120 Fixed Head Coupé Glen Sorey 1953 1953 Austin Healey 100 Roadster Peter Clowes 1954 1952 Jaguar XK120 Fixed Head Coupé Barclay Cotter 1955 1931 Pierce-Arrow 41 LeBaron Town Cabriolet Phil Hill 1956 1930 Bugatti Type 37 Grand Prix Dr. Milton R. Roth 1957 1937 Rolls-Royce Phantom III Mulliner Sedanca de Ville Frank B. Cox 1958 1930 duPont Model G Merrimac Town Car J. B. Nethercutt 1959 1939 Bugatti Type 57C Atalante J. B. Nethercutt 1961 1930 Packard 740 Custom Eight Roadster Scott Newhall 1962 1913 Rolls-Royce Silver Ghost London to Edinburgh Tourer Alton H. Walker 1963 1931 Pierce-Arrow 41 LeBaron Custom Club Sedan William Harrah 1964 1932 Bugatti Type 50 Coupé Profilé William Harrah 1965 1927 Bentley 4-1/2 Litre Vanden Plas Tourer Christopher F. Coburn 1966 1931 Bugatti Type 41 “Royale” Binder Coupé de Ville William Harrah 1967 1937 Rolls-Royce Phantom III H. J. Mulliner Saloon Ralph C. Shermund 1968 1964 Maserati Mistral Coupé Stanley W. Good, Jr. 1969 1934 Duesenberg J Murphy-style Dual Cowl Phaeton J. B. Nethercutt 1970 1931 Daimler Double-Six 50 Royal Limousine J. B. Nethercutt 1971 1927 Mercedes-Benz S Three-Door Tourer Owen Owens 1972 1922 Hispano-Suiza H6B Labourdette Skiff/Torpedo Mr. & Mrs. Jules M. Heumann 1973 1939 Mercedes-Benz 540K Special Cabriolet A Mrs. Otis Chandler 1974 1929 Rolls-Royce Phantom I Brewster Regent M. L. Post 1975 1934 Packard 1101 Eight Convertible Victoria Robert Milhous 1976 1937 Bugatti Type 57SC Atalante William Harrah 1977 1927 Packard 343 Eight Murphy Convertible Sedan Mr. & Mrs. Phil Hill 1978 1929 Duesenberg J LeBaron Dual Cowl Phaeton Peter Rosi 1979 1931 Chrysler CG LeBaron Dual Cowl Phaeton Mr. & Mrs. Gerry Jensen 1980 1933 Duesenberg SJ Rollston Arlington Torpedo Sedan J. B. Nethercutt 1981 1929 Duesenberg J Murphy Convertible Coupé Terry Radey 1982 1935 Mercedes-Benz 500K Special Roadster Tom & Gerd Perkins 1983 1930 Isotta Fraschini Tipo 8A SS Castagna Special Sports Tourer Irwin Ginsberg, M.D. 1984 1929 Cunningham V5410 All Weather Cabriolet Mr. & Mrs. Kenneth Vaughn PAST BEST OF SHOW WINNERS 156 The 71st Pebble Beach Concours d’Elegance
1985 1939 Bugatti Type 57 Saoutchik Cabriolet Jack Becronis 1986 1936 Mercedes-Benz 500K Special Roadster Arturo Keller 1987 1928 Minerva Type AF Hibbard & Darrin Transformable Town Car Thomas Lester 1988 1937 Alfa Romeo 8C 2900B Touring Spider John Mozart 1989 1922 Hispano-Suiza H6B Labourdette Skiff Robert L. Meyer 1990 1938 Bugatti Type 57SC Atlantic Ralph Lauren 1991 1932 Chrysler CH Imperial Speedster Sam & Emily Mann 1992 1929 Rolls-Royce Phantom II Brewster Town Car J. B. Nethercutt 1993 1930 Mercedes-Benz SSK Count Trossi Roadster Ralph Lauren 1994 1933 Duesenberg J Rollston Torpedo Convertible Victoria Terence & Mary Beth Adderley 1995 1931 Isotta Fraschini Tipo 8B Viggo Jensen Cabriolet d’Orsay W. K. Haines 1996 1938 Delage D8-120 de Villars Cabriolet Sam & Emily Mann 1997 1937 Talbot-Lago T150C Figoni & Falaschi Coupé William E. “Chip” Connor II 1998 1938 Bugatti Type 57SC Corsica Roadster John Mozart 1999 1932 Daimler Double-Six Martin Walter Sport Saloon George Lingenbrink & Charles Bronson 2000 1937 Delahaye 135 M Figoni & Falaschi Cabriolet Jacques & Betty Harguindeguy 2001 1930 Mercedes-Benz SS Erdmann & Rossi Roadster Arturo & Deborah Keller 2002 1934 Voisin C-15 ETS Saliot Roadster Sam & Emily Mann 2003 1936 Bugatti Type 57SC Atlantic Peter D. Williamson 2004 1938 Horch 853A Erdmann & Rossi Special Roadster Joseph & Margie Cassini III 2005 1937 Delage D8-120 S Pourtout Aéro Coupé Sam & Emily Mann 2006 1931 Daimler Double-Six 50 Corsica Drophead Coupé Robert M. Lee 2007 1935 Duesenberg SJ “Mormon Meteor” Speedster Harry Yeaggy 2008 1938 Alfa Romeo 8C 2900B Touring Berlinetta Jon & Mary Shirley 2009 1937 Horch 853 Voll & Ruhrbeck Sport Cabriolet Robert M. Lee 2010 1933 Delage D8 S de Villars Roadster Jim Patterson/The Patterson Collection 2011 1934 Voisin C-25 Aerodyne Peter & Merle Mullin 2012 1928 Mercedes-Benz 680S Saoutchik Torpedo Paul & Judy Andrews 2013 1934 Packard 1108 Twelve Dietrich Convertible Victoria Joseph & Margie Cassini III 2014 1954 Ferrari 375 MM Scaglietti Coupe Jon Shirley 2015 1924 Isotta Fraschini Tipo 8A F. Ramseier & Cie Worblaufen Cabriolet Jim Patterson/The Patterson Collection 2016 1936 Lancia Astura Pinin Farina Cabriolet Richard Mattei 2017 1929 Mercedes-Benz S Barker Tourer Bruce R. McCaw 2018 1937 Alfa Romeo 8C 2900B Touring Berlinetta David & Ginny Sydorick 2019 1931 Bentley 8 Litre Gurney Nutting Sports Tourer The Hon. Sir Michael Kadoorie 2021 1938 Mercedes-Benz 540K Autobahn Kurier The Keller Collection at the Pyramids pebblebeachconcours.net 157
COSDEL EXCLUSIVE INTERNATIONAL SHIPPER FOR THE WORLD’S PREMIER CAR COLLECTION Arturo Keller’s 1938 Mercedes 540K Autobahn Kurier collecting its well-deserved Best of Show prize at the 2021 Pebble Beach Concours d’Elegance. COSDEL INTERNATIONAL | Trusted and Safe Shippers of the World’s Finest Cars Since 1960 IMPORT-EXPORT-EVENTS-CUSTOMS CONSULTATION USA +1 (415) 777 2000 | UK +44 (0) 1304 803 000 | JAPAN +81 45 620 3134 | WWW.COSDEL.COM Pebble Beach® and Pebble Beach Concours d’Elegance® are trademarks and services marks of Pebble Beach Company. Used with permission. Photo: Kimball Studios / Pebble Beach Concours d’Elegance
TROPHIES&AWARDS2021
2021 Awards & Trophies | BEST OF SHOW NOMINEES 1966 Ferrari 365 P Pininfarina Berlinetta Speciale RQ COLLECTIONS, THE WOODLANDS, TEXAS 1956 Maserati A6G Zagato Coupé JONATHAN & WENDY SEGAL, SAN DIEGO, CALIFORNIA 1937 Bugatti Type 57S Corsica Drophead Coupé JOANIE & SCOTT KRIENS, SARATOGA, CALIFORNIA 160 The 71st Pebble Beach Concours d’Elegance
1938 Mercedes-Benz 540K Autobahn Kurier THE KELLER COLLECTION AT THE PYRAMIDS, PETALUMA, CALIFORNIA BEST OF SHOW | 2021 Awards & pebblebeachconcours.netTrophies161
1936 Lancia Astura Series III Tipo Bocca Pinin Farina Cabriolet ROBERT BISHOP, PALM BEACH, FLORIDA 1936 Bugatti Type 57SC Atlantic MERLE & PETER MULLIN AND MELANI & ROB WALTON, LOS ANGELES, CALIFORNIA 1937 Alfa Romeo 8C 2900B Touring Spider JOHN & HEATHER MOZART, PALO ALTO, CALIFORNIA GWENN GRAHAM MOST ELEGANT CONVERTIBLE J. B. & DOROTHY NETHERCUTT MOST ELEGANT CLOSED CAR JULES HEUMANN MOST ELEGANT OPEN CAR 1956 Maserati A6G Zagato Coupé JONATHAN & WENDY SEGAL, SAN DIEGO, CALIFORNIA STROTHER M ac MINN MOST ELEGANT SPORTS CAR 2021 Awards & Trophies | ELEGANCE AWARDS 162 The 71st Pebble Beach Concours d’Elegance
SPECIAL AWARDS | 2021 Awards & Trophies 1925 Hispano-Suiza H6B Million-Guiet Torpedo JONATHAN FEIBER & HEATHER BUHR, ATHERTON, CALIFORNIA 1914 Packard 1-38 Five Passenger Phaeton JOE & JANICE CONZONIRE, SAN MARINO, CALIFORNIA 1963 Iso Grifo A3/L Prototype Bertone Coupe PETER WILDE, BROOKLINE, MASSACHUSETTS 1924 Miller 122/91 Boyle Special MILES COLLIER COLLECTIONS AT REVS INSTITUTE, NAPLES, FLORIDA ALEC ULMANN TROPHY ANSEL ADAMS AWARD ARTCENTER COLLEGE OF DESIGN AWARD BRIGGS CUNNINGHAM TROPHY pebblebeachconcours.net 163
1929 Bugatti Type 35B Grand Prix THE PEARL COLLECTION/FRITZ BURKARD, SWITZERLAND 1925 Lancia Lambda Casaro Roadster PAUL & VICTORIA TULLIUS, CHICO, CALIFORNIA 1933 Duesenberg SJ “Twenty Grand” Rollston Arlington Torpedo Sedan THE NETHERCUTT COLLECTION/ HELEN & JACK NETHERCUTT, SYLMAR, CALIFORNIA CHAIRMAN’S TROPHY CHARLES A. CHAYNE TROPHY CLASSIC CAR CLUB OF AMERICA TROPHY 1926 Miller 91 Perfect Circle Special TOM & SUZIE BARBOUR, BELLVUE, COLORADO DEAN BATCHELOR TROPHY 2021 Awards & Trophies | SPECIAL AWARDS 164 The 71st Pebble Beach Concours d’Elegance
SPECIAL AWARDS | 2021 Awards & Trophies 1938 Mercedes-Benz 540K Autobahn Kurier THE KELLER COLLECTION AT THE PYRAMIDS, PETALUMA, CALIFORNIA 1956 Ferrari 410 Superamerica Superfast Pinin Farina Coupe Speciale ANNE BROCKINTON LEE/ROBERT M. LEE AUTOMOBILE COLLECTION, RENO, NEVADA 1957 Cadillac Eldorado Brougham KIRK WENTLAND & LAWRENCE CAMUSO, SAN JOSE, CALIFORNIA 1908 Bailey Electric Victoria Phaeton LARZ ANDERSON AUTO MUSEUM, BROOKLINE, MASSACHUSETTS ELEGANCE IN MOTION TROPHY ENZO FERRARI TROPHY FIVA POSTWAR TROPHY FIVA PREWAR TROPHY pebblebeachconcours.net 165
1937 Delahaye 135 M Chapron Cabriolet TOM MCGOUGH SR. & TOM MCGOUGH JR., NORTH OAKS, MINNESOTA 1969 Ferrari 512 S Berlinetta PIERRE MELLINGER, CRANS MONTANA, SWITZERLAND 1923 Lincoln L Brunn Roadster MIKE & DIANE BARRETT, NOOKSACK, WASHINGTON THE FRENCH CUP GRAN TURISMO TROPHY LINCOLN TROPHY ANNE BROCKINTON LEE, RENO, NEVADA LORIN TRYON TROPHY 2021 Awards & Trophies | SPECIAL AWARDS 166 The 71st Pebble Beach Concours d’Elegance
SPECIAL AWARDS | 2021 Awards & Trophies 1934 Rolls-Royce Phantom II Brewster Special Brougham DAVID & TERESA DISIERE, SOUTHLAKE, TEXAS 1937 Mercedes-Benz 540K Special Roadster RICHARD & MELANIE LUNDQUIST, PALOS VERDES ESTATES, CALIFORNIA 1914 Rolls-Royce Silver Ghost Schapiro-Schebera Skiff SAM & EMILY MANN, ENGLEWOOD, NEW JERSEY 1953 Jaguar C-Type Roadster TOM & GWEN PRICE, LARKSPUR, CALIFORNIA LUCIUS BEEBE TROPHY MERCEDES-BENZ STAR OF EXCELLENCE AWARD MONTAGU OF BEAULIEU TROPHY THE PHIL HILL CUP pebblebeachconcours.net 167
1926 Miller 122 Locomobile Junior 8 Special THE RICHARD H. DRIEHAUS COLLECTION, CHICAGO, ILLINOIS 1957 Ferrari 250 GT LWB Scaglietti Berlinetta AUDREY & MARTIN GRUSS, PALM BEACH, FLORIDA TONY HULMAN TROPHY THE VITESSE ~ ELEGANCE TROPHY 2021 Awards & Trophies | SPECIAL AWARDS 168 The 71st Pebble Beach Concours d’Elegance
CLASS AWARDS | 2021 Awards & Trophies 1910 Winton 17 Seven Passenger Touring THE SCHUSTER FAMILY, REDDING, CONNECTICUT 1912 Rauch & Lang TC4 Brougham JOHN W. RICH JR., GILBERTON, PENNSYLVANIA 1920 Packard 3-35 Twin Six Runabout TIMOTHY & DENNIS HEYWOOD, FRANKFORT, ILLINOIS 1933 Auburn 12-161A Speedster STEVEN MOORE, INCLINE VILLAGE, NEVADA ANTIQUE EARLY ELECTRIC CARS VINTAGE AMERICAN CLASSIC pebblebeachconcours.net 169
1936 Packard 1407 Twelve Coupe Roadster NEAL & SUSAN RYAN, SMITHTOWN, NEW YORK 1930 Duesenberg J Murphy Dual Cowl Phaeton ROSS & BETH MYERS, BOYERTOWN, PENNSYLVANIA 1914 Rolls-Royce Silver Ghost Schapiro-Schebera Skiff SAM & EMILY MANN, ENGLEWOOD, NEW JERSEY PACKARD DUESENBERG ROLLS-ROYCE PREWAR 1938 Mercedes-Benz 540K Autobahn Kurier THE KELLER COLLECTION AT THE PYRAMIDS, PETALUMA, CALIFORNIA MERCEDES-BENZ PREWAR 2021 Awards & Trophies | CLASS AWARDS 170 The 71st Pebble Beach Concours d’Elegance
CLASS AWARDS | 2021 Awards & Trophies 1937 Bugatti Type 57S Corsica Drophead Coupé JOANIE & SCOTT KRIENS, SARATOGA, CALIFORNIA 1940 Alfa Romeo 6C 2500 S Touring Coupé DON & MAX BEHRENS, MANHATTAN BEACH, CALIFORNIA 1933 Packard 1006 Twelve Dietrich Convertible Runabout JOHN & HEATHER MOZART, PALO ALTO, CALIFORNIA 1969 Porsche 917K Coupe MILES COLLIER COLLECTIONS AT REVS INSTITUTE, NAPLES, FLORIDA EUROPEAN CLASSIC SPORTS EUROPEAN CLASSIC TOURING PREWAR PRESERVATION POSTWAR PRESERVATION pebblebeachconcours.net 171
1966 Ferrari 275 GTB Scaglietti Berlinetta JOHN PAUL ROWAN, SAVANNAH, GEORGIA 1964 Ferrari 250 GTO Scaglietti Berlinetta AARON & SASHA HSU, NEW YORK, NEW YORK 1963 Iso Grifo A3/L Prototype Bertone Coupe PETER WILDE, BROOKLINE, MASSACHUSETTS FERRARI GRAND TOURING FERRARI COMPETITION ISO 1964 Porsche 904 GTS Coupe THE INGRAM COLLECTION, DURHAM, NORTH CAROLINA POSTWAR RACING 2021 Awards & Trophies | CLASS AWARDS 172 The 71st Pebble Beach Concours d’Elegance
CLASS AWARDS | 2021 Awards & Trophies 1956 Maserati A6G Zagato Coupé JONATHAN & WENDY SEGAL, SAN DIEGO, CALIFORNIA 1957 Cadillac Eldorado Brougham Fleetwood Sedan JEAN & DON GHAREEB, BIRMINGHAM, ALABAMA 1938 Lancia Astura Pinin Farina Cabriolet FILIPPO SOLE, MILAN, ITALY 1953 Lancia Aurelia Pinin Farina PF200 C Spider ANNE BROCKINTON LEE/ROBERT M. LEE AUTOMOBILE COLLECTION, RENO, NEVADA POSTWAR SPORTS POSTWAR TOURING PININ FARINA PREWAR PININFARINA POSTWAR pebblebeachconcours.net 173
1953 Ferrari 375 America Pinin Farina Coupe JAMIE & CECILIA MULDOON, GUADALAJARA, MEXICO 1966 Ferrari 365 P Pininfarina Berlinetta Speciale RQ COLLECTIONS, THE WOODLANDS, TEXAS 1969 Porsche 917K Coupe CHRIS MACALLISTER, INDIANAPOLIS, INDIANA PININ FARINA FERRARI EARLY PININFARINA FERRARI LATE PORSCHE 917 1952 Ferrari 340 Mexico Vignale Berlinetta LES WEXNER, NEW ALBANY, OHIO LA CARRERA PANAMERICANA 1950–54 2021 Awards & Trophies | CLASS AWARDS 174 The 71st Pebble Beach Concours d’Elegance
CLASS AWARDS | 2021 Awards & Trophies 1981 Lamborghini Countach LP400S Series III Bertone Berlinetta ROBERT BISHOP, PALM BEACH, FLORIDA 1926 Miller 91 Perfect Circle Special TOM & SUZIE BARBOUR, BELLVUE, COLORADO LAMBORGHINI COUNTACH 50TH ANNIVERSARY MILLER pebblebeachconcours.net 175
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Gwenn Graham Most Elegant Convertible Sponsored by Lalique North America, this award goes to the most elegant convertible present. The trophy is named for the woman who was involved in founding the Pebble Beach Concours d’Elegance.
J. B. & Dorothy Nethercutt Most Elegant Closed Car
ELEGANCE AWARDS
Ansel Adams Award is presented to the most desirable touring car of its era. The trophy is named for the photographer who served often as Concours
2022 AWARDS & TROPHIES 178 The 71st Pebble Beach
Strother MacMinn Most Elegant Sports Car
The final nominees for Best of Show will be presented with an elegantly mounted automotive sculpture created from the Pebble Beach Concours d’Elegance Trophy designed by world-renowned artist Emmanuel Zurini.
d’Elegance
BEST OF SHOW
SPECIALADDITIONALAWARDS
BEST OF SHOW NOMINEES
Alec Ulmann Trophy, sponsored by The Davis Family, is awarded to the most exciting Hispano-Suiza present. The trophy is named for the founder of the Sebring races. Ulmann was an important contributor to the hobby and to this Concours.
Best of Show is chosen from among the First in Class winners through a simple tally of the independent and secret ballots cast by the Chairman, the Chief Judge, the Chief Honorary Judge, the Chief Class Judges, Honorary Judge Team Leaders and selected Class Judges. This top award is sponsored by Rolex and Coachbuilt Press. The Best of Show Trophy is perpetual and is maintained at Pebble Beach. The winner is presented with a personalized reproduction of the perpetual trophy, a Rolex watch and a studio session and portfolio by photographer Michael Furman.
Awarded to the most elegant closed car present, this trophy is named for the couple who won our top award, Best of Show, a record-setting six times. J. B. & Dorothy Nethercutt established the standards of authenticity and quality to which all Concours entrants now aspire.
Special Awards, including Elegance Awards, are generally selected by special committees of Honorary Judges. While most Special Award Trophies are perpetual and are maintained at Pebble Beach, winners are presented with an inscribed sculpture created from the Pebble Beach Concours Trophy or with another unique trophy.
FIRST, SECOND & THIRD IN CLASS Our Class Winners are selected by our Class Judges based on originality, authenticity, and proper and excellent preservation or restoration. Class Awards are created from an original sculpture designed by Emmanuel Zurini and are polished stainless steel mounted upon walnut bases. This year’s Preservation Class Awards are sponsored by Meguiar’s, Inc.
Jules Heumann Most Elegant Open Car This award goes to the most elegant open car present—a car that has no side windows, though it may have side curtains, as compared to a convertible, which generally has rollup windows. The trophy is named for our former Chairman who was a guiding light to this Concours for over 45 years.
Sponsored by William E. Connor & Associates, Ltd., this trophy goes to the most elegant sports car present. The trophy is named for a respected automotive designer, instructor and historian who was Chief Honorary Judge of the Pebble Beach Concours d’Elegance.
an Honorary Judge at this Concours.
Briggs Cunningham Trophy, sponsored by Ford Motor Company Design, is awarded to the most exciting open car present. The trophy is named for a great American sportsman and automobile creator and collector.
Classic Car Club of American Trophy, sponsored by The Joseph Cantore Family, is awarded to the most significant classic car present. Dean Batchelor Trophy, sponsored by Ford Motor Company, is awarded to the most significant car related to our Hot Rod heritage. Dean Batchelor was a noted writer and historian.
Chairman’s Trophy is awarded to the most deserving car present as selected by the Chairman. Charles A. Chayne Trophy, sponsored by Bill & Cheryl Swanson, is awarded to the car with the most advanced engineering of its era. The trophy is named for a former General Motors Vice President of Engineering who was a great supporter of this Concours.
FIVA Trophies, presented by Hagerty Drivers Foundation, go to the best preserved prewar and postwar cars as determined by a special committee guided by Fédération Internationale des Véhicule Anciens (FIVA) regulations.
Elegance in Motion Trophy, sponsored by Gooding & Company, is awarded to the car deemed to be most elegant in motion. To qualify for this award, a car must have successfully completed the Pebble Beach Tour d’Elegance.
Lucius Beebe Trophy, sponsored by Rolls-Royce, is awarded to the Rolls-Royce considered most in the tradition of Lucius Beebe, a bon vivant who served among our early judges.
Gran Turismo Trophy, sponsored by Polyphony Digital, is awarded to the most significant car present balancing both artistic beauty and performance at the highest level, and most desired for inclusion in Gran Turismo.
ArtCenter College of Design Award, sponsored by Meyers Manx in Honor of Fayez Sarofim, goes to the car that showed the best use of new technology in its era, has groundbreaking style and engineering, and is considered to have had the greatest impact on car design today.
Tony Hulman Trophy, sponsored by the Indianapolis Motor Speedway Foundation, is awarded to the most significant open wheel race car present. Hulman owned the Speedway for decades, and he said “Gentlemen, start your engines” before each Indianapolis 500.
Enzo Ferrari Trophy, sponsored by The Candy Store, is awarded to the best Ferrari present. The trophy is named for the Maestro himself. The French Cup is awarded to the most significant car of French origin.
Lincoln Trophy, sponsored by The Lincoln Motor Company, goes to the most significant Lincoln present.
The Phil Hill Cup, sponsored by Mark and Sharon Newman, is named for a great participant and friend of both the Pebble Beach Concours d’Elegance and the Pebble Beach Road Races. The trophy is awarded to a significant race car.
Lorin Tryon Trophy recognizes an automotive enthusiast who has contributed significantly to the Pebble Beach Concours d’Elegance. It is named for the man who served as this event’s Co-Chairman for nearly three decades—a man whose passion and expertise drew the most elegant cars to Pebble Beach year after year.
The winner receives a photograph donated by the family of Ansel Adams.
The Vitesse ~ Elegance Trophy, sponsored by The Petersen Automotive Museum, is awarded to the automobile that best embodies the combination of excellence in performance and elegance in design.
Mercedes-Benz Star of Excellence Award, sponsored by MercedesBenz, is presented to the most significant Mercedes-Benz present. Montagu of Beaulieu Trophy, honoring Edward Lord Montagu, is awarded to the most significant car present of British origin.
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The Pacific Gunsight Special was raced at Bonneville in 1952 and is racing still; owner Kim McCullough competed with it in The Race of Gentlemen. DEUCE! Hot Rodding’s Quintessential Icon Celebrates Its 90th Anniversary by ken gross 184 The 71st Pebble Beach Concours d’Elegance
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Right: Speed merchant Vic Edelbrock Sr. raced his 1932 Ford at the dry lakes.
Below: Fiercely flamed with vestigial fenders, this Deuce drag roadster is about to make a quick pass down the quarter-mile.
Affectionately called the “flathead,” the valves were located in the engine block, not in its flat cylinder heads. Over time, Ford increased the engine’s displacement for more power. Hot rodders made their engines bigger still, boring out pebblebeachconcours.net
cylinders and stroking crankshafts, boosting compression ratios, piling on carburetors, even adding superchargers.
Shattered speed records were the inevitable result, culminating with 200+ mph flat out belly tank runs at Bonneville. The distinctive snap of a hot flathead V-8 at full throttle echoed throughout the land wherever enthusiasts gathered to race.
Gifted speed equipment maker Barney Navarro, known as “The fuel-injectedproudlyProfessor,”displaysaChryslerFirepowerHemi.
Hot rod legends like Vic Edelbrock Sr., Earl Evans, Ed Iskenderian, Ed Winfield, Phil Weiand, Alex Xydias, Eddie Meyer, Kong Jackson and Barney Navarro, to name a few, quickly developed affordable flathead speed equipment.
Affectionately known as “The Deuce,” the 1932 Ford is the car every hot rodder wants. Roadsters top the list, but any ’32 body style will do—from three- and five-window coupes and four-door phaetons to rare B400 Convertible Victorias. A one-year-only body style, the handsome ’32 Ford bridged the gap between the Model A and a long series of new and improved Fords that followed. The year 1932 marked one of Henry Ford’s most dramatic marketing ploys, offering an all-new, powerful V-8 engine in the low-priced field. It quickly obsoleted Ford’s rugged four-cylinder and handed eager hot rodders an instant “go-fast platform”—on a sturdy ladder frame with a rigid K-shaped cross-member, timeless good looks, with or without fenders, relatively light weight, plus engine and suspension compatibility with generations of Fords to come. power for the people
Speed seekers wasted no time in modifying Ford’s new V-8, doubling, then tripling its original 60 rated horsepower.
The rapid growth of Hot Rod Magazine’s circulation in the
d’Elegance
late 1940s and early 1950s ensured the latest speed news from California was soon known as far away as Maine and OverMassachusetts.theyears,hot rodders never stopped modifying these cars. Deuces were chopped and channeled, dropped and drilled for lightness, souped-up, primped-up and extensively raced, from the dusty dry lakes in California to the boundless Bonneville Salt Flats. Modified ’32s competed on drag strips all over the country—and, yes, even on the streets. the center of the action
Although the Deuce was twenty+ years old in the ’50s, it was still America’s hot rod of choice. Bob McGee’s roadster appeared on an early Hot Rod Magazine cover, photographed by Bob Petersen. Chuck Price’s roadster graced the first cover of Rod & Custom. Clarence “Chili” Catallo’s “Little Deuce Coupe” graced the cover of the Beach Boys’ album of the same name. Ricky Nelson rode in a channeled ’32 Ford roadster on the Ozzie and Harriet TV Show. Hot rodding waned a bit in the early ’60s, when Detroit muscle cars (hot rodders called them “doorslammers”), like the speedy Pontiac GTO, offered affordable horsepower and performance available at a local new car dealership.
71st Pebble
Barely a decade later, George Lucas’ seminal film American Graffiti reminded rodders that their cool old cars were still hot. When Milner’s outlaw yellow Deuce coupe blew off Harrison Ford’s ’55 Chevy, theaters across the land erupted in cheers. Hot rodders began again in earnest, stuffing bigger, badder engines into prewar cars. The ’32 has been improved and re-invented, decade after decade. Many of the roadsters in the 1932 Ford 90th Anniversary Class were cover cars. From Top to Bottom: The Bob McGee Roadster was photographed by Hot Rod Magazine Founder Robert E. Petersen; Gray Baskerville’s red Deuce and Ken Gross’s black highboy both starred on covers of The Rodder’s Journal; Rich Atwell’s Ted Wingate roadster and Tom McMullen’s flamed ride also graced Hot Rod’s cover.
DEUCE! 186
The Beach Concours
Above: Ray Brown’s Hop Up cover car helped make hot rods acceptable at the Pebble Beach Concours; Leroy Titus’s Hot Rod cover car has been owned by a host of hot rod notables.
What other 90-year-old car commands this sort of popularity?
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The late Pete Chapouris III and his So-Cal Speed Shop made a new steel-bodied ’32 for famed automobile collector Kirk F. White. Its full-race Ford 302 V-8 was painstakingly built by Doane Spencer. pebblebeachconcours.net
Deuces have been drivers and dragsters, cruisers and competition cars. Topless, fenderless, stripped for action, looking for trouble—and finding it. Top builders like Jerry Kugel, Barry Lobeck, Pete Chapouris III, Chip Foose, Roy Brizio and Boyd Coddington catapulted the ’32 into the latter half of the 20th century— some with modern, artfully reshaped bodies, contemporary fuel-injected engines, disc brakes, and more. For the 21st century, quite remarkably, the ’32 Ford has remained relevant. There’s no limit to what imaginative hot rodders can do with 90-year-old parts and pieces. celebrating these creations
The 2022 Pebble Beach Concours d’Elegance will present twelve ’32 Ford roadsters, ranging from acclaimed historic cars to a few recent but authentic builds. The intent is to honor the timeless Deuce, and show that these cars are still turning heads, smoking tires and shaking up the streets. The dozen Deuces you’ll see on the lawn represent a cross-section of what’s been done to these cars over the last 75 Almostyears.allof these roadsters have been magazine feature cars and nine of them were cover cars. Five of them raced at California’s dry lakes and two of these also competed at the Bonneville Salt Flats.
Ed “Axle” Stewart invented the dropped, reshaped front axle, which improved a car’s looks and high-speed handling, and his car is being shared here by John Mumford. Tom McMullen’s flamed roadster did it all, from the street to the
A classic Deuce highboy in its element, ready to roll on El Mirage dry lake.
Bruce Meyer is bringing the ex-Bob McGee roadster. A classic highboy roadster with many subtle mods that set the tone for countrywide copies, it has been honored by the US Postal Service with a commemorative stamp. Ray Brown’s Sherwood Green roadster, which was his everyday driver as well as his race car, comes to us courtesy of the Petersen Automotive Museum. One of the first rods to be certified by the Antique Automobile Club of America (AACA), Ray’s highboy helped make hot rods acceptable here at Pebble Beach, placing second in our inaugural Historic Hot Rod class in 1997.
For years Gray Baskerville drove his shopworn ’32 roadster to work at Petersen Publishing. The irrepressible Baskerville could most often be found in a hot rod shop or out at Bonneville, chasing down news of someone’s latest rod or racer, then writing about it in his unique style.
Former Pebble Beach Chief Judge Ed Gilbertson owns this dream Deuce, built in Iowa in the 1970s.
Below: Built in the 1950s by Don Streiff, then completely rebuilt by Ian Cusey, this roadster starred on the Speed Tuning Annual and an “Astronauts” surf band album cover.
drags, to the lakes and to Bonneville. When it appeared on the cover of Hot Rod Magazine in 1963, it blew people away.
DEUCE!
Restored by Roy Brizio, it is being shown by Dana Mecum. Kim and Mitch McCulloch present the Roy MacKinneyLeo Juri “Pacific Gun Sight Special,” a roadgoing, lakesracing ’32 with a long pedigree. Perennial Pebble Beach entrant Rich Atwell will bring another Hot Rod Magazine cover car, a flamed Deuce built by the legendary Ted Wingate.
188 The 71st Pebble Beach Concours d’Elegance
Pat Ganahl later wrote, “There just weren’t any fenderless, wildly-flamed, mag-wheeled, GMC-supercharged early Ford roadsters like this on the street or anywhere else, really.”
Jim and Chris Shelton, father and son, continue to drive this Deuce just as Gray did, primer spots and all. The late Pete Chapouris III built a new steel-bodied ’32 for Kirk F. White, with a full race Ford 302 V-8 by Doane Spencer, one of the finest fabricators the sport has ever known. Rob Walton, new to hot rods but not to classics, is sharing it today. Some hot rods kept their fenders. Robert Owens tracked down and painstakingly restored the Ian Cusey roadster exactly the way it appeared on an Argonauts record album cover with the McMullen ’32. Ross Myers is bringing the ex-Leroy Titus Deuce, previously owned by a noted cadre of hot rodders, including Bruce Meyer, ace lensman SouthardAndyandthe late Andy Cohen. And former Pebble Beach Chief Judge Ed Gilbertson, long a Ferrari fancier, is on the field with his dream Deuce, built in Iowa in the 1970s and later restored by several shops in the Midwest. Full disclosure: one of the ’32s on the field is mine. When I couldn’t find a “pedigreed” historic Deuce, over thirty years ago, I did the next best thing, scouring swap meets for cool parts, locating an old hot rod with an original ’32 frame and body, and then commissioning Dave Simard of East Coast Customs to massage the vintage metal and assemble a period-perfect ’40s-era roadster. My car won the coveted Bruce Meyer Preservation Award at the 50th Grand National Roadster Show in 1999 and was a Rodder’s Journal cover car. That’s our dozen Deuces. Each roadster is different, but they all embody the spirit of mid-century hot rodding, no matter when they were built. The ’32 Ford remains a timeless icon, and there’s every expectation we’ll be back here on the lawn for its 100th birthday in 2032.
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The powerplant of this 1909 Stanley Steamer—a large boiler—is front and center. By Kate Constantin 200 The 71st Pebble Beach Concours d’Elegance
The Unorthodox Propulsion Class at this year’s Pebble Beach Concours d’Elegance is a carefully curated detour through the eons and efforts that paved the way to the current status quo. Most scholars of automotive innovation point to Nicolas Cugnot’s steam-powered “Chariot of Fire” as the first self-propelled road vehicle, built in 1771. The Chariot, designed to haul artillery for the French military, had a huge spherical boiler mounted on the front of the vehicle, delivering a top speed of 2.5 mph—although it had to stop every 10 to 15 minutes to build up a head of steam.
A Detour through Decades of Automotive Technology(and Dogged Determination!)
Right: Nicolas Cugnot’s 1771 steam-powered “Chariot of Fire,” made to move artillery, is often cited as the first self-propelled road vehicle.
Given a quick glance in the rearview mirror on the highway of automotive evolution, one might assume that Carl Benz’s Motorwagen, unveiled in 1886, was the first true automobile. Certainly, as a self-propelled, internal combustion gasoline-powered passenger vehicle, the Motorwagen was one of the original antecedents of the modern car. However, a more considered scrutiny reveals that today’s car was predated by over 100,000 patents and 200 years of invention, trial and tribulation—actually longer if you consider Leonardo da Vinci’s drawings in 1478 depicting a self-propelled cart driven by coiled springs, and Isaac Newton’s steam car diagrams of 1680.
The cumbersome, thirsty, and somewhat “plodding” nature of the steam machine encouraged entrepreneurs to investigate alternative methods of propulsion, and over the next several years, internal combustion engines, such as the Benz Motorwagen, began to gather momentum— particularly with the development of the carburetor in the late 1880s and increased access to cheap gasoline after Spindletop blew up in 1901.
Horseless carriages driven by electricity were developed concurrently; they date back to 1832, when Robert Anderson of Scotland debuted his motorized carriage— but without rechargeable batteries the vehicle was severely limited. In 1841, a similar motorized vehicle demonstrated it could travel 1.5 miles at four miles per hour, towing six tons, before batteries required a recharge—a small but notable improvement. It wasn’t until 1881 that Gustave Trouvé created a rechargeable battery that enabled an electric vehicle to travel a reasonable distance. Trouvé
Steam remained the prominent propulsion source for a century, fueled in most cases by coal or gas, and variations on the steam-theme included everything from a twoseater phaeton to a multi-passenger bus. In reaction to the increased prevalence of steam-fired automobiles on the highways and byways of England during the mid-1800s, the Locomotive Act was passed in 1865, stipulating that self-propelled vehicles were to be preceded by a man on foot waving a red flag and blowing a horn—which somewhat cooled the fervor for automobile innovation in that country. Meanwhile, in the United States, the first city-to-city automotive road race was held in 1878. Seven vehicles registered, but only two competed. The winner, a steam-powered automobile, completed the 201-mile course between Green Bay and Madison, Wisconsin, in 33 hours and 27 minutes, averaging 6 mph.
Hence, we entered the 20th century with a parade of propulsion possibilities.
UNORTHODOX PROPULSION
“I think people forget that it was a pretty even playing field in the first decade of the 20th century,” says Evan Ide, an automotive historian and one of two Pebble Beach Concours Selection Committee members who co-curated the Unorthodox Propulsion Class. “Steam, gasoline and electric-powered vehicles all had pretty much one-third each of the market share. And let’s not forget the first hybrids—more than 100 years before the Prius! No one could predict at the time which type of propulsion would prevail. Some of these early machines were truly amazing!”
Another outstanding hybrid is the 1916 Owen Magnetic touring car. Known as the “Car of 1,000 Speeds,” the Owen Magnetic has a unique drivetrain comprised of an inline-six, internal combustion engine driving a generator which, in turn, produces an electromagnetic field to power the rear end; there is no physical connection between the engine and the rear wheels. “This might look like a conventional luxury car of its era from the outside,” said Martin Button, the Selection Committee member who co-curated the Unorthodox Propulsion Class, “but there is some serious scientific magic happening under the hood!”
Take, for instance, the 1900 De Dion Bouton “Firefly,” a magnificent three-wheeler developed by Jules-Albert de Dion and Georges Bouton, which will be on the Concours show field. This trike has a gasoline-powered engine, initially cranked by foot-pedals—it is a true dual-power hybrid—that can create 2¾ horsepower. The trike was produced from 1895 to 1904, and in 1902, French racer Georges Osmont used one to set a speed record of 67.8 mph. “I will be riding the De Dion trike on the Pebble Beach Tour this year,” said Evan. “It has no clutch and limited brakes, and once the engine starts, the vehicle is in motion. I think I will have to get into training, ready to pedal hard and wear some heavily soled shoes. Wish me luck!”
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mounted his battery on a tricycle alongside an electric motor and drove his new electric vehicle through the streets of Paris to the utter amazement of onlookers.
The 1900 De Dion Bouton “Firefly” has two power sources; pedal power is used to crank the gas engine. This 1916 Owen Magnetic is another early hybrid.
A 1909 Stanley Steamer Model E2 Runabout exemplifies early steam technology. With a large front-mounted boiler and a twin-cylinder engine, the Stanley Steamer can create a solid 10 horsepower. “This Stanley is a particularly excellent example,” remarked Martin. “It is unrestored and has its original black leather seats from 1909. Just marvelous!”
The 71st Pebble Beach Concours d’Elegance
“and let’s not forget the first hybrids—more than 100 years before the prius! no one could predict at the time which type of propulsion would prevail. some of these early machines were truly amazing!” — Evan Ide The Owen Magnetic’s internal combustion engine drives a generator that produces an electromagnetic field to power the rear wheels.
The 1907 Columbia Mark XIX exhibited this year is an excellent example of just such an automobile. Believed to be the only Electric Park Surrey in existence, the Columbia cost $1,900 new and was accessible only to the upper echelons of society—likewise, the 1911 Rauch & Lang, which is also featured. The latter vehicle was owned by Briggs Cunningham’s mother and remains in its original unrestored condition. It has a 60-mile range when the battery is fully charged, and it is reliable and comparatively simple to operate.
This 1912 Rauch & Lang was one of many electric cars on the road in the early 1900s. A close-up of the De Dion Bouton’s powertrain.
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This 1907 Columbia Mark XIX is thought to be the only Electric Park Surrey in existence. pebblebeachconcours.net
Around the turn of the century, steam-powered automobiles were highly popular in America, with a legacy deeply rooted in locomotive railways and agricultural equipment. Marques such as Stanley and White provided very powerful, smooth propulsion, and were highly competitive with the burgeoning markets for electric and gas-powered vehicles. The early days of steam propulsion required specialized skills and a “team” to drive the automobile—one person to operate the controls and steer, and the other to tend the fire under the boiler, shoveling coal or wood into it, while also regularly refilling the water tank. Early steam cars were extremely thirsty and required frequent stops to top up their tanks, often utilizing an onboard hand-operated pump to draw water from a river or pond en route. These automobiles could drink a gallon of water a mile, and some had tanks that were limited to 10 or 15 gallons. Later steam-powered vehicles benefitted from condensers that returned the evaporated water to the tank, nullifying the need to recharge the water tank every few miles. “Early steam travel was a physical labor of love, not for the faint of heart,” said Martin. “The introduction of the condenser was a game changer.”
Not surprisingly, innovations in electricity were popularized during the same period and offered some significant advantages over steam: the electric automobile was quiet, reliable, smooth and clean. “These cars were as silent as a Tesla,” said Evan, “and they had the advantage of offering a closed cab alternative, unlike the cantankerous steam- and gas-powered cars, which created too much noise and exhaust for a closed cab. The electric car was ideal for ladies going to the opera.”
The electric vehicle maintained its market share well into the 1900s, particularly in American cities such as Chicago, New York, and Boston, where a reliable electric grid was established and charging stations and battery exchange ports were abundant. However, in rural areas—where there was no infrastructure, inter-community distances were long, and steam had a foothold in agricultural machinery— electric cars were less popular. There, electric-powered vehicle became a niche market as gasoline became increasingly plentiful and economical and gasolinepowered automobiles became more popular.
“At one point there were vehicles on the road powered by gasoline, electricity and steam side by side—plus some hybrids,” said Evan, “It was not unlike today’s battle between gas and electric. This is something of a déjà vu!”
PROPULSION
This 1922 Megola Motorcycle has a five-cylinder rotary engine built into the front wheel.
Take the 1922 Megola Touring Motorcycle, for example, a rare two-wheeler built in Munich with a 5-cylinder, 600 cc rotary-type engine, capable of developing 14 horsepower with a top speed of 53 mph. The entire engine, with its five heavy cylinders, rotates around a stationary crankshaft, mounted within the central hub of the front wheel. There is no clutch or transmission as the engine is direct drive to the surrounding wheel. “The rotary engine was adopted from the WWI airplanes of the era,” said Evan, “but it was unique for a motorcycle. You don’t usually want all that weight in the front wheel. To stop you basically have to turn off the ride!”
UNORTHODOX
For good measure, the class pairs this motorcycle with a 1925 Julian Sport Coupe, with similar powerplant—a magnificent horizontal air-cooled twin row, six cylinder radial engine—which comes to us from the National Automobile Museum.
Equally notable for their innovative propulsion methods are the 1938 Citroën Berline II and the 1956 Citroën IICV Traction Avant. Both cars were converted to a Gasogene system which was powered by solid fuel. The Berline II was among the many cars converted during the war when petrol was scarce and so large coal and wood burning furnaces were mounted beneath the fenders, which created gas for a modified carburetor. The 1956 Citroën IICV was among the more than 15,000 cars converted to the Gasogene system in the 1950s in France. As wood was considerably cheaper than gasoline, particularly in rural areas, it became very popular to convert a gasolinepowered vehicle to the wood-burning Gasogene system. Gasogene cars saw a 30% reduction in power and took 10 to 15 minutes to create sufficient gas to run the vehicle, but were significantly cheaper to run, and got the job done—
204 The 71st Pebble Beach Concours d’Elegance
Despite the triad of heavyweight players, innovators of alternative power sources continued to throw their hats into the ring, and the Concours is also showcasing several fantastical vehicles powered by unusual means or with very different engine configurations.
This 1925 Julian Sport Coupe is the one-off creation of Julian S. Brown. The Julian’s engine is powered by a radialmountedhorizontallysix-cylinderengine.
In 2011, the Formula E championship was launched with the first race held in Beijing in 2014, underlining the proficiency and sophistication of electric-powered vehicles, almost two centuries after the first electric horseless carriage was unveiled. Likewise, in the light of environmental awareness, a whole slew of alternative fuel–powered vehicles is currently in development to run on biodiesel, ethanol, natural gas, propane and even solar.
eventually. While these cars are rare today, there is still a dedicated “Gasogene” following in Europe. John Rich hopes to run his 1956 Citroen IICV Traction Avant on gasoline during the Pebble Beach Tour this year, and revert to the Gasogene system for demonstrations on the field on Day of AnotherShow.anomaly is the 1963 Chrysler Turbine automobile (again a nod to the aeronautic industry), which is said to be capable of burning all manner of fuel, including diesel, kerosene, perfume, peanut and soybean oil—and even tequila. Chrysler only built 55 of these cars, 50 for a public user program that was scrapped in 1966. All Turbine cars were recalled and destroyed except for a few, this being one of only nine existing examples. “This car is utterly amazing,” said Martin. “It makes a heck of a noise, it sounds like a jet plane taking off, and I can’t wait to hear it run. To see these early innovations of the automobile operating at the Pebble Beach Concours will be beyond exciting. It will be like traveling back through time and witnessing innovation and determination at work.”
Left: Faced with supply shortages of gasoline during World War II, many cars such as this 1938 Citroën 11 Traction utilized a Gasogene system that converts wood and coal to fuel.
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Fast forward to the postwar boom and we see automakers once again adapting innovative responses to external forces. In 1966, the United States Congress issued bills encouraging automakers to design electric vehicles. This spurred a new era of development and only three years later GM introduced the GM 512, which ran on electric power up to 10 mph, a combination of electric and internal combustion power between 10 and 13 mph, and then solely on internal combustion between 13 and 40 mph; it was a true hybrid. Volkswagen, Audi, and Volvo all soon entered the fray with various electric and hybrid offerings, and in 1997 Toyota launched the ubiquitous Prius. Since then, every leading automaker has unveiled some version of electric or hybrid vehicle, with various degrees of success.
Below: Even after the war, many cars in Europe, such as this 1956 Citroën, continued to use a Gasogene system to save funds on fuel.
“Hindsight is always 20/20,” said Evan. “It is easy now to recognize the factors that orchestrated the demise of steam, the rise and fall of the electric vehicle, and then the triumph of the gasoline-powered vehicle. But at the time nothing was predictable.”
Right: This 1963 Chrysler Ghia Coupe has an aero-inspired Turbine engine, capable of running on many different fuels.
“We are once again in a very exciting period of automobile innovation,” added Martin. “There are so many alternative propulsion technologies being developed right now. The Pebble Beach Concours in 100 years may look very different!”
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