CLASSIC DAYS AT SCHLOSS DYCK

CLASSIC DAYS AT SCHLOSS DYCK

Saturday, August 5, 2017  |  2:30 PM EUR (CET)
Auction closed.
CLASSIC DAYS AT SCHLOSS DYCK

CLASSIC DAYS AT SCHLOSS DYCK

Saturday, August 5, 2017  |  2:30 PM EUR (CET)
Auction closed.
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An Important Auction Of Fine Historic Automobiles
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1974 Ferrari 365 GT4 2+2

Lot # 225 (Sale Order: 26 of 80)      

‘Most important was the double overhead cam engine. Like Rolls-Royce, no horsepower figure was quoted, but surely it was at least 320. More important was its massive amount of torque. Taken together with the turbine-like characteristics of the V12 engine, it mattered little which gear one was in or at what speed.’ Stanley Nowak on the 356 GT4 2+2, ‘Ferrari on the Road’. Introduced towards the end of 1972, the 365 GT4 2+2 was the biggest and best equipped four-seater Ferrari so far. Flagship of the Maranello range, it reaffirmed Ferrari’s determination to compete with the world’s finest luxury saloons. Based on the preceding 365 GT 2+2, albeit lower, longer and wider, the newcomer was fitted with a four-cam version of the 4.4-litre V12 engine while retaining its predecessor’s mechanical underpinnings. A total of only 524 had been completed by the time production ceased in 1976. This very original and correct European-delivered Ferrari 365 GT4 2+2 has been in the ownership of just two keepers and has covered only 102,000 kilometres from new. Only 521 examples were made in total making this a rather rare example in Ferrari production terms. The body is in very good overall condition, with perfect panel gaps, and the underside is very clean and solid. The 365 has been very well maintained over the years and is said to be in perfect working and driving order. We are pleased to note the car has recently been treated to a service including a rebuilt carburettor and a stainless-steel exhaust. Offered today with an original black leather interior showing nice patina and equipped with the original wheels and air conditioning, what a wonderful proposition for the Ferrari enthusiast.
‘Most important was the double overhead cam engine. Like Rolls-Royce, no horsepower figure was quoted, but surely it was at least 320. More important was its massive amou...morent of torque. Taken together with the turbine-like characteristics of the V12 engine, it mattered little which gear one was in or at what speed.’ Stanley Nowak on the 356 GT4 2+2, ‘Ferrari on the Road’. Introduced towards the end of 1972, the 365 GT4 2+2 was the biggest and best equipped four-seater Ferrari so far. Flagship of the Maranello range, it reaffirmed Ferrari’s determination to compete with the world’s finest luxury saloons. Based on the preceding 365 GT 2+2, albeit lower, longer and wider, the newcomer was fitted with a four-cam version of the 4.4-litre V12 engine while retaining its predecessor’s mechanical underpinnings. A total of only 524 had been completed by the time production ceased in 1976. This very original and correct European-delivered Ferrari 365 GT4 2+2 has been in the ownership of just two keepers and has covered only 102,000 kilometres from new. Only 521 examples were made in total making this a rather rare example in Ferrari production terms. The body is in very good overall condition, with perfect panel gaps, and the underside is very clean and solid. The 365 has been very well maintained over the years and is said to be in perfect working and driving order. We are pleased to note the car has recently been treated to a service including a rebuilt carburettor and a stainless-steel exhaust. Offered today with an original black leather interior showing nice patina and equipped with the original wheels and air conditioning, what a wonderful proposition for the Ferrari enthusiast.

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1962 Alfa Romeo Giulietta Sprint Speciale

Lot # 226 (Sale Order: 27 of 80)      

The Alfa Romeo Giulietta Sprint Speciale (Tipo 750 SS/101.20, Italian for “Type 750 SS/101.20”) and Alfa Romeo Giulia Sprint Speciale (Tipo 101.21), also known as Giulietta SS and Giulia SS were manufactured from 1959 to 1966. The first prototype of the Giulietta SS was presented in 1957 at the Turin Motor Show. After two more prototypes were presented in car shows, the official presentation of the production version for the press was on 24th June 1959 on the Monza race track. The first 101 cars produced had “low nose” and 750 SS designation. While there were some all-aluminium cars produced, the majority of these cars had steel bodies with aluminium doors, engine bonnet and boot lid. This wonderful matching numbers Giulietta Sprint Speciale was delivered when new to Belgium. In recent times the Alfa has benefitted from a comprehensive restoration, and is now presented beautifully in the classic Alfa colours of Rosso with a Nero interior. A stunning example of one of the most ground-breaking designs of the last century.
The Alfa Romeo Giulietta Sprint Speciale (Tipo 750 SS/101.20, Italian for “Type 750 SS/101.20”) and Alfa Romeo Giulia Sprint Speciale (Tipo 101.21), also known as Giuliet...moreta SS and Giulia SS were manufactured from 1959 to 1966. The first prototype of the Giulietta SS was presented in 1957 at the Turin Motor Show. After two more prototypes were presented in car shows, the official presentation of the production version for the press was on 24th June 1959 on the Monza race track. The first 101 cars produced had “low nose” and 750 SS designation. While there were some all-aluminium cars produced, the majority of these cars had steel bodies with aluminium doors, engine bonnet and boot lid. This wonderful matching numbers Giulietta Sprint Speciale was delivered when new to Belgium. In recent times the Alfa has benefitted from a comprehensive restoration, and is now presented beautifully in the classic Alfa colours of Rosso with a Nero interior. A stunning example of one of the most ground-breaking designs of the last century.

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1988 Ferrari 328 GTS

Lot # 227 (Sale Order: 28 of 80)      

The 328 succeeded the vaunted Ferrari 308 line-up, and when it appeared in 1985, it quickly became an icon of the roaring 1980s. Even though it was based on the 308, the 328 nonetheless boasted a cleaner and more focused appearance which was more in touch with the industry’s general push toward softened, aerodynamic designs. Of course, it retained its rear mid-engine layout, with a 3.2-litre, Tipo F105CB, eight-cylinder engine mounted just behind the driver and passenger. Similar to the 308 Quattrovalvole’s engine, the 328’s powertrain was upped to 3,185 cubic centimetres, and it used a Marelli electronic ignition system to boost output to a quoted 270 horsepower. Motivation was delivered to the rear wheels via a five-speed manual gearbox, resulting in the 328 being capable of sprinting to 60 mph from a standstill in under six seconds. Coming from an important collection, this late Ferrari 328 GTS is said to be in superb condition throughout and its mileage is a mere ca. 23,000 kms. This two owner 328 GTS is accident free and comes with a TÜV to 2019. A superb investment and already a sought after 8-cylinder Ferrari.
The 328 succeeded the vaunted Ferrari 308 line-up, and when it appeared in 1985, it quickly became an icon of the roaring 1980s. Even though it was based on the 308, the ...more328 nonetheless boasted a cleaner and more focused appearance which was more in touch with the industry’s general push toward softened, aerodynamic designs. Of course, it retained its rear mid-engine layout, with a 3.2-litre, Tipo F105CB, eight-cylinder engine mounted just behind the driver and passenger. Similar to the 308 Quattrovalvole’s engine, the 328’s powertrain was upped to 3,185 cubic centimetres, and it used a Marelli electronic ignition system to boost output to a quoted 270 horsepower. Motivation was delivered to the rear wheels via a five-speed manual gearbox, resulting in the 328 being capable of sprinting to 60 mph from a standstill in under six seconds. Coming from an important collection, this late Ferrari 328 GTS is said to be in superb condition throughout and its mileage is a mere ca. 23,000 kms. This two owner 328 GTS is accident free and comes with a TÜV to 2019. A superb investment and already a sought after 8-cylinder Ferrari.

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1963 Lancia Flavia 1.8 Pininfarina Coupe

Lot # 228 (Sale Order: 29 of 80)      

The Lancia Flavia was developed by Professor Antonio Fessia in the late 1950’s, and introduced for sale in the UK in 1961. Initially available only as a four-door saloon, it featured a 1.5L aluminium boxer engine, Dunlop disc brakes on all four wheels, front-wheel drive and front suspension by unequal-length wishbones. This model was soon joined by a two-door coupé, designed by Pinninfarina on a shortened platform. Vignale built 1,601 two-door convertibles, while Zagato designed an outlandish-looking light weight two-door sport version. The sport version has twin carburetors for extra power (just over 100 hp/75 kW); however, this version of the engine was notoriously difficult to keep in tune. Later development of the engine included an enlargement to 1.8L, a mechanical injection version using the Kugelfischer system, and a five-speed manual gearbox. Towards the end of the 1960’s, when Fiat took control of the company, the Vignale and Zagato versions were discontinued. This Lancia Flavia 1,8 Pinninfarina Coupé was imported from Italy. It benefits from an extensive restoration of the engine and the body including new paint. This 2 + 2-seater coupe impresses with its wonderful driving performance and its timeless color combination “bianco / blue azzuro”. It has been driven just 50 km since it’s restoration.. A perfect coupe to enjoy the “Dolce Vita”
The Lancia Flavia was developed by Professor Antonio Fessia in the late 1950’s, and introduced for sale in the UK in 1961. Initially available only as a four-door saloon,...more it featured a 1.5L aluminium boxer engine, Dunlop disc brakes on all four wheels, front-wheel drive and front suspension by unequal-length wishbones. This model was soon joined by a two-door coupé, designed by Pinninfarina on a shortened platform. Vignale built 1,601 two-door convertibles, while Zagato designed an outlandish-looking light weight two-door sport version. The sport version has twin carburetors for extra power (just over 100 hp/75 kW); however, this version of the engine was notoriously difficult to keep in tune. Later development of the engine included an enlargement to 1.8L, a mechanical injection version using the Kugelfischer system, and a five-speed manual gearbox. Towards the end of the 1960’s, when Fiat took control of the company, the Vignale and Zagato versions were discontinued. This Lancia Flavia 1,8 Pinninfarina Coupé was imported from Italy. It benefits from an extensive restoration of the engine and the body including new paint. This 2 + 2-seater coupe impresses with its wonderful driving performance and its timeless color combination “bianco / blue azzuro”. It has been driven just 50 km since it’s restoration.. A perfect coupe to enjoy the “Dolce Vita”

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1963 Citroen DS Cabriolet

Lot # 229 (Sale Order: 30 of 80)      

Just as it had done 21 years previously with the revolutionary ‘Traction Avant’, Citroën stunned the world again in 1955 with the launch of the strikingly styled ‘DS’. Beneath the shark-like newcomer’s aerodynamically efficient, low-drag bodyshell there was all-independent, self-levelling, hydro-pneumatic suspension; plus power-operated brakes, clutch and steering. No European car would match the DS’s ride quality for several years, the fundamental soundness of Citroën’s ahead-of-its-time hydro-pneumatic suspension being demonstrated by its survival in present-day top-of-the-range models. The DS’s original 1,911cc, overhead-valve, long-stroke engine was replaced in 1966 by a short-stroke 1,985cc unit, also available in 2,175cc and 2,347cc versions, while other DS developments included swivelling headlights, fuel injection and a five-speed gearbox. Other models offered alongside the original DS were the ID (a simplified, cheaper version), the cavernous Safari estate and the two-door Décapotable (convertible), the latter created by the celebrated Parisian coachbuilder Henri Chapron. The arrival of the Citroën DS in 1955 presented Chapron with a fresh opportunity that would result in his name being forever linked with this remarkable car. His first convertibles were produced independently of Citroën but the factory eventually gave the project its blessing, the factory-approved Décapotables being built on the longer, stronger chassis of the ID Break (Estate). In total, 1,365 (factory) convertibles were made with either the DS 19 or DS 21 engine between 1960 and 1971, while Chapron built a further 389 of his own, the last in 1973. First registered in May 1963, this stunning example was first registered to Switzerland when new. The DS has enjoyed a highly comprehensive restoration which is supported by a photographic record. Such is the quality of the finished car that this example was chosen by the publishers of Classic and Sportscar to be photographed in their studios in London. Beautifully finished in Metallic Grey with a Wine Red leather interior, the car presents itself very well indeed. DS Cabriolets are highly prized by collectors, and this example must rank as one of the very best.
Just as it had done 21 years previously with the revolutionary ‘Traction Avant’, Citroën stunned the world again in 1955 with the launch of the strikingly styled ‘DS’. Be...moreneath the shark-like newcomer’s aerodynamically efficient, low-drag bodyshell there was all-independent, self-levelling, hydro-pneumatic suspension; plus power-operated brakes, clutch and steering. No European car would match the DS’s ride quality for several years, the fundamental soundness of Citroën’s ahead-of-its-time hydro-pneumatic suspension being demonstrated by its survival in present-day top-of-the-range models. The DS’s original 1,911cc, overhead-valve, long-stroke engine was replaced in 1966 by a short-stroke 1,985cc unit, also available in 2,175cc and 2,347cc versions, while other DS developments included swivelling headlights, fuel injection and a five-speed gearbox. Other models offered alongside the original DS were the ID (a simplified, cheaper version), the cavernous Safari estate and the two-door Décapotable (convertible), the latter created by the celebrated Parisian coachbuilder Henri Chapron. The arrival of the Citroën DS in 1955 presented Chapron with a fresh opportunity that would result in his name being forever linked with this remarkable car. His first convertibles were produced independently of Citroën but the factory eventually gave the project its blessing, the factory-approved Décapotables being built on the longer, stronger chassis of the ID Break (Estate). In total, 1,365 (factory) convertibles were made with either the DS 19 or DS 21 engine between 1960 and 1971, while Chapron built a further 389 of his own, the last in 1973. First registered in May 1963, this stunning example was first registered to Switzerland when new. The DS has enjoyed a highly comprehensive restoration which is supported by a photographic record. Such is the quality of the finished car that this example was chosen by the publishers of Classic and Sportscar to be photographed in their studios in London. Beautifully finished in Metallic Grey with a Wine Red leather interior, the car presents itself very well indeed. DS Cabriolets are highly prized by collectors, and this example must rank as one of the very best.

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1974 ASTON MARTIN V8 SALOON

Lot # 229A (Sale Order: 31 of 80)      

Aston Martin had always planned that the DBS of 1967 would be powered by the company’s new V8 engine, first seen in 5-litre form in the works Lola-Aston Martin sports-rac...moreing cars. Production problems, however, intervened and the DBS used the 4-litre, twin overhead camshaft, straight six of the concurrently produced DB6. It was not until September 1967, that the DBS V8 was finally announced with production commencing the following April. With its platform chassis and independent suspension – coil spring/wishbone front, de Dion tube rear with Watt linkage and twin radius arms – the fine handling DBS was a perfect home for Tadek Marek’s all-alloy V8. Boasting four overhead camshafts and Bosch electronic fuel injection, the 5,340cc V8 produced an impressive 320bhp at 5,000rpm; the resultant 160mph plus performance was nothing short of sensational in 1970. After David Brown sold Aston Martin in February 1972, the DBS V8 was replaced by the Series II model, now simply called the Aston Martin V8. Gone were the four headlamps and slatted grille and in their place was a black mesh grille flanked by single headlamps. The major mechanical changes were limited to electronic ignition and standard air conditioning. One of only 967 examples built between 1973 and 1978, this stunning example is recognisable by its twin headlights, black grille and the pronounced air intake on the bonnet. We are pleased to note this stunning Aston is fitted with its original 310hp V8 and automatic gearbox, which when combined make for very nicely driving GT car. Finished in a striking combination of Navy Blue metallic with a contrasting grey leather interior, and offered with Dutch title papers, original owner’s manual and history file, this is a beautiful thoroughbred GT car which offers strong investment potential for the future.

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1965 Alfa Romeo Giulia 1600 Spider

Lot # 230 (Sale Order: 32 of 80)      

Sporting elegant coachwork designed and built by Pininfarina, the Alfa Romeo Giulietta Spider was a huge success and continued virtually unchanged in 1.6-litre Giulia guise when the latter joined the line-up in 1962. Launched at the Monza Autodrome on 27th June that year, the Giulia range was the work of a design team headed by one of the greatest of Italian automobile engineers, Dr Orazio Satta Puliga, who had been responsible for all the post-war Alfa Romeos. The capacity increase from 1,300 to 1,600cc boosted maximum power of Alfa’s classic twin-cam four from 80 to 92bhp and the car’s top speed to 109mph. Reliability was likewise enhanced and the larger engine was noticeably smoother and less fussy. A five-speed gearbox was standard on the Giulia 1600 Spider, which remained in production until 1966. Described by Cars Illustrated as ‘probably one of the most delightful small sports cars which will ever be produced,’ the Giulia Spider is certainly one of the most attractive Alfa Romeos of its day and remains highly regarded now. This beautiful example of the ever appreciating larger engined 1600 Giulia Spider has had only three owners form new and was subject to an extensive mechanical and cosmetic restoration in 2008-2011. The factory 1600cc Normale engine was rebuilt to Veloce specifications and having driven approximately 1,600km over the last year, the car remains in excellent condition throughout. Its last thorough service and inspection was completed 8 months ago. On top of stripping the car to bare metal for its respray, a coating of rust inhibitor was also applied to the underside. Numerous photos documenting the restoration are available on request. The AR00112 coded 1600 engine is correct for the car’s Normale specification and is believed to be original to the car. Fitted with a pair of Weber carburettors, it was given a complete rebuild in 2010 beyond standard Normale specifications, and is described by the seller to be a strong runner. An all-round excellent car and not to be missed.
Sporting elegant coachwork designed and built by Pininfarina, the Alfa Romeo Giulietta Spider was a huge success and continued virtually unchanged in 1.6-litre Giulia gui...morese when the latter joined the line-up in 1962. Launched at the Monza Autodrome on 27th June that year, the Giulia range was the work of a design team headed by one of the greatest of Italian automobile engineers, Dr Orazio Satta Puliga, who had been responsible for all the post-war Alfa Romeos. The capacity increase from 1,300 to 1,600cc boosted maximum power of Alfa’s classic twin-cam four from 80 to 92bhp and the car’s top speed to 109mph. Reliability was likewise enhanced and the larger engine was noticeably smoother and less fussy. A five-speed gearbox was standard on the Giulia 1600 Spider, which remained in production until 1966. Described by Cars Illustrated as ‘probably one of the most delightful small sports cars which will ever be produced,’ the Giulia Spider is certainly one of the most attractive Alfa Romeos of its day and remains highly regarded now. This beautiful example of the ever appreciating larger engined 1600 Giulia Spider has had only three owners form new and was subject to an extensive mechanical and cosmetic restoration in 2008-2011. The factory 1600cc Normale engine was rebuilt to Veloce specifications and having driven approximately 1,600km over the last year, the car remains in excellent condition throughout. Its last thorough service and inspection was completed 8 months ago. On top of stripping the car to bare metal for its respray, a coating of rust inhibitor was also applied to the underside. Numerous photos documenting the restoration are available on request. The AR00112 coded 1600 engine is correct for the car’s Normale specification and is believed to be original to the car. Fitted with a pair of Weber carburettors, it was given a complete rebuild in 2010 beyond standard Normale specifications, and is described by the seller to be a strong runner. An all-round excellent car and not to be missed.

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*Regretfully Withdrawn* 1958 Jaguar XK150 SE

Lot # 231 (Sale Order: 33 of 80)      

Few marques dominated racing like Jaguar in the 1950’s, winning Le Man in 1951, 1953, 1955, 1956, & 1957. Racing in the 1950’s sold cars. It didn’t take long for that which the all-conquering Jaguar had learned on the track to find its way into their road cars. “The Jaguar XK150 is undeniably one of the world’s fastest and safest cars. It is quiet and exceptionally refined mechanically, docile and comfortable… we do not know of any more outstanding example of value for money.” -The Autocar Cleverly, the new body used many XK120/140 pressings, the increased width being achieved by means of a 4”-wide central fillet. A higher front wing line and broader radiator grille were other obvious differences, but the new model’s main talking point was its Dunlop disc brakes. Fade following repeated stops from high speed had been a problem of the earlier, drum-braked cars, but now the XK had stopping power to match its prodigious straight-line speed. Introduced in the spring of 1957, the XK150 was available at first only in fixed and drop head coupe forms, the open Roadster version not appearing until the following year. At 210bhp, the standard 3.4-litre engine’s maximum power output was identical to that of the XK140, so performance was little changed. Overdrive and a Borg-Warner automatic gearbox were the transmission options, the latter becoming an increasingly popular choice, while a Thornton Power-Lok limited-slip differential was available for the XK150S. Previously owned by the famous Italian architect Marco Piva, this XK150 lead the life of a nobleman in Italy and was only used for longer trips on the odd occasion, just like a real Gran Tourismo, before it was washed, dried and taken back to the climate controlled garage. Its owners decided to have this elegant “family member” undergo a professional and extensive nut and bolt restoration between 2012 and 2014. This focused predominately on the cars mechanics as the body had suffered little as a result of the meticulous care of its fastidious owner. New parts and screws can be found down to the last detail, the wiring loom was renewed with modern material according to factory specifications and the medium red leather interior feels original but deliberately not new. The Jaguars sinewy performance is underlined by the automatic gear shift – a Gran Tourismo is both a car for competitive racing and relaxed cruising with luggage – no other car than the aristocratic Jaguar XK150 Coupe could possibly do a better job. A rarely seen European version of the XK150 ‘SE’ that has been subject to a complete professional renovation. Its ‘S’ chassis number prefix indicating that it is a sought after ‘Special Equipment’ model, this left-hand drive XK150 is not your usual US import. One not to be missed.
Few marques dominated racing like Jaguar in the 1950’s, winning Le Man in 1951, 1953, 1955, 1956, & 1957. Racing in the 1950’s sold cars. It didn’t take long for that wh...moreich the all-conquering Jaguar had learned on the track to find its way into their road cars. “The Jaguar XK150 is undeniably one of the world’s fastest and safest cars. It is quiet and exceptionally refined mechanically, docile and comfortable… we do not know of any more outstanding example of value for money.” -The Autocar Cleverly, the new body used many XK120/140 pressings, the increased width being achieved by means of a 4”-wide central fillet. A higher front wing line and broader radiator grille were other obvious differences, but the new model’s main talking point was its Dunlop disc brakes. Fade following repeated stops from high speed had been a problem of the earlier, drum-braked cars, but now the XK had stopping power to match its prodigious straight-line speed. Introduced in the spring of 1957, the XK150 was available at first only in fixed and drop head coupe forms, the open Roadster version not appearing until the following year. At 210bhp, the standard 3.4-litre engine’s maximum power output was identical to that of the XK140, so performance was little changed. Overdrive and a Borg-Warner automatic gearbox were the transmission options, the latter becoming an increasingly popular choice, while a Thornton Power-Lok limited-slip differential was available for the XK150S. Previously owned by the famous Italian architect Marco Piva, this XK150 lead the life of a nobleman in Italy and was only used for longer trips on the odd occasion, just like a real Gran Tourismo, before it was washed, dried and taken back to the climate controlled garage. Its owners decided to have this elegant “family member” undergo a professional and extensive nut and bolt restoration between 2012 and 2014. This focused predominately on the cars mechanics as the body had suffered little as a result of the meticulous care of its fastidious owner. New parts and screws can be found down to the last detail, the wiring loom was renewed with modern material according to factory specifications and the medium red leather interior feels original but deliberately not new. The Jaguars sinewy performance is underlined by the automatic gear shift – a Gran Tourismo is both a car for competitive racing and relaxed cruising with luggage – no other car than the aristocratic Jaguar XK150 Coupe could possibly do a better job. A rarely seen European version of the XK150 ‘SE’ that has been subject to a complete professional renovation. Its ‘S’ chassis number prefix indicating that it is a sought after ‘Special Equipment’ model, this left-hand drive XK150 is not your usual US import. One not to be missed.

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1955 AC Aceca Coupe

Lot # 232 (Sale Order: 34 of 80)      

The success of Cliff Davis’ Tojeiro sports-racer prompted AC Cars to put the design into production in 1954 as the Ace. The Davis car’s pretty Ferrari 166-inspired barchetta body work was retained, as was John Tojeiro’s twin-tube ladder frame chassis and Cooper-influenced all-independent suspension, but the power unit was AC’s own venerable, 2.0-litre, long-stroke six. This overhead-camshaft engine originated in 1919 and with a modest 80bhp (later 100bhp) on tap, endowed the Ace with respectable, if not outstanding, performance. A hardtop version – the fastback-styled Aceca coupé – debuted at the Earls Court Motor Show in 1954. The Aceca’s hatchback body was constructed in hand-formed aluminium over a tubular steel framework, while the tubular chassis was more substantially built than the Ace’s. To reduce noise levels within the cabin, AC mounted all major components on rubber bushes. The result was a well-engineered, light in weight and extremely pretty GT car in the best AC tradition. Very few alterations were made to the Ace and Aceca apart from a change of engine for 1956 when the more-powerful (up to 130bhp) 2.0-litre Bristol six-cylinder engine became available, while towards the end of production the 2.6-litre Ford Zephyr engine was on offer also. The combination of a fine-handling chassis and a decent power-to-weight ratio – the Bristol-engine could touch 120mph and helped the Ace version to numerous successes in production sports car racing, arguably its finest achievement being a 1st-in-class and 7th overall finish at Le Mans in 1959. The AC Aceca was introduced in 1954 as the coupe variant of the open AC Ace. A total of 151 copies of the AC Aceca were built between 1954 and 1963. Then came the successor, the famous AC Cobra. The Aceca has a magnificent GT body made of aluminium, and features a 6-cylinder engine with 3 carburettors. This matching numbers example is offered having benefitted from much maintenance history over the years, with recent work having been completed to the engine, carburettors, clutch brakes and steering. The Aceca is offered with a current MOT certificate which is valid to November 2017. Offered in original condition with a beautiful patina, this is a very good looking sports GT car which is eligible for many historic motor racing events, and one which we are sure will provide many years of enjoyment for the next owner.
The success of Cliff Davis’ Tojeiro sports-racer prompted AC Cars to put the design into production in 1954 as the Ace. The Davis car’s pretty Ferrari 166-inspired barche...moretta body work was retained, as was John Tojeiro’s twin-tube ladder frame chassis and Cooper-influenced all-independent suspension, but the power unit was AC’s own venerable, 2.0-litre, long-stroke six. This overhead-camshaft engine originated in 1919 and with a modest 80bhp (later 100bhp) on tap, endowed the Ace with respectable, if not outstanding, performance. A hardtop version – the fastback-styled Aceca coupé – debuted at the Earls Court Motor Show in 1954. The Aceca’s hatchback body was constructed in hand-formed aluminium over a tubular steel framework, while the tubular chassis was more substantially built than the Ace’s. To reduce noise levels within the cabin, AC mounted all major components on rubber bushes. The result was a well-engineered, light in weight and extremely pretty GT car in the best AC tradition. Very few alterations were made to the Ace and Aceca apart from a change of engine for 1956 when the more-powerful (up to 130bhp) 2.0-litre Bristol six-cylinder engine became available, while towards the end of production the 2.6-litre Ford Zephyr engine was on offer also. The combination of a fine-handling chassis and a decent power-to-weight ratio – the Bristol-engine could touch 120mph and helped the Ace version to numerous successes in production sports car racing, arguably its finest achievement being a 1st-in-class and 7th overall finish at Le Mans in 1959. The AC Aceca was introduced in 1954 as the coupe variant of the open AC Ace. A total of 151 copies of the AC Aceca were built between 1954 and 1963. Then came the successor, the famous AC Cobra. The Aceca has a magnificent GT body made of aluminium, and features a 6-cylinder engine with 3 carburettors. This matching numbers example is offered having benefitted from much maintenance history over the years, with recent work having been completed to the engine, carburettors, clutch brakes and steering. The Aceca is offered with a current MOT certificate which is valid to November 2017. Offered in original condition with a beautiful patina, this is a very good looking sports GT car which is eligible for many historic motor racing events, and one which we are sure will provide many years of enjoyment for the next owner.

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1964 Lancia Flaminia 2.5 GT

Lot # 233 (Sale Order: 35 of 80)      

Lancia’s Pininfarina-styled Flaminia saloon debuted at the 1956 Turin Motor Show. The Aurelia’s replacement, the Flaminia retained its predecessor’s mechanical layout, though the form of unitary construction was changed and Lancia’s traditional ‘sliding hub’ independent front suspension gave way to a more-modern double wishbone and coil-spring arrangement. Shorter-wheelbase Coupé and Convertible models followed, all featuring disc brakes and increased power. The 2,458cc V6 engine produced 119bhp when installed in the more sporting Flaminias, with 140bhp available in the triple-carburettor ‘3C’ models from 1961, which was good enough for a top speed approaching 190km/h. Having been delivered to its first Italian owner on 18th February 1964 and registered in Naples, this superb Flaminia coupe still bears its initial vehicle registration 292432 NA to this day. Superbly finished in ivory white with light brown leather interior, this Touring bodied Superleggera Lancia is in superb original condition and suitable for the most discerning Lancia collector.
Lancia’s Pininfarina-styled Flaminia saloon debuted at the 1956 Turin Motor Show. The Aurelia’s replacement, the Flaminia retained its predecessor’s mechanical layout, th...moreough the form of unitary construction was changed and Lancia’s traditional ‘sliding hub’ independent front suspension gave way to a more-modern double wishbone and coil-spring arrangement. Shorter-wheelbase Coupé and Convertible models followed, all featuring disc brakes and increased power. The 2,458cc V6 engine produced 119bhp when installed in the more sporting Flaminias, with 140bhp available in the triple-carburettor ‘3C’ models from 1961, which was good enough for a top speed approaching 190km/h. Having been delivered to its first Italian owner on 18th February 1964 and registered in Naples, this superb Flaminia coupe still bears its initial vehicle registration 292432 NA to this day. Superbly finished in ivory white with light brown leather interior, this Touring bodied Superleggera Lancia is in superb original condition and suitable for the most discerning Lancia collector.

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1992 Porsche 964 Turbo S

Lot # 234 (Sale Order: 36 of 80)      

Based on the Type 964 Turbo, which had been campaigned successfully in the International Motor Sports Association (IMSA) Supercar Series in the United States, Porsche presented the 911 Turbo Lightweight as a design study at the Geneva Auto Show in March 1992. Positive response spurred Porsche to proceed with a limited run of this special production version. The model was officially called the 911 Turbo S and was built in Zuffenhausen’s Exclusive Department. The Turbo S was based on the standard production Turbo II, but with extensive tuning work on the 3.3-litre turbocharged engine to increase its power output by nearly 20 percent. With an incredible 381 brake horsepower (compared to the Turbo’s 320), the upgraded engine also developed an impressive 36 foot-pounds of torque at 4,800 rpm. The prodigious power could launch the Turbo S from 0 to 100 km/h (62 mph) in just 4.7 seconds and to a top speed of 290 km/h (180 mph). Much like its normally aspirated counterpart, the Carrera RS, weight reduction measurements included the removal of comfort-oriented equipment and trim, such as the power windows, power locks, air-conditioning, and power-adjustable seats. Furthermore, lightweight fiberglass-reinforced carbon composite body panels were used for the front boot lid, both doors, and the rear spoiler. Special thin-gauge glass was also used in the rear and side windows. The interior features lightweight bucket seats, removal of the rear seats, elimination of undercoating material, as well as limited use of sound insulation throughout. At just 1,290 kilograms, the Turbo S weighs in at 180 kilograms less than the production Turbo II. This Porsche 964 is one of the rarest, only 86 Turbo S Lightweight Porsches were built, and most powerful models of the vaunted 964 platform. This limited production Turbo S Lightweight is undoubtedly one of the most exciting air-cooled 911’s. In the hands of a German Porsche collector since 2011, this superb Turbo S Lightweight comes with a broad brief case including original books and owner’s manual, German registration documents, fully stamped service booklet and invoices. The car also has a TÜV to June 2018. Furthermore an expert report of 2015 indicating a value of €1,000,000 is attached to this superb and ultra-rare Porsche.
Based on the Type 964 Turbo, which had been campaigned successfully in the International Motor Sports Association (IMSA) Supercar Series in the United States, Porsche pre...moresented the 911 Turbo Lightweight as a design study at the Geneva Auto Show in March 1992. Positive response spurred Porsche to proceed with a limited run of this special production version. The model was officially called the 911 Turbo S and was built in Zuffenhausen’s Exclusive Department. The Turbo S was based on the standard production Turbo II, but with extensive tuning work on the 3.3-litre turbocharged engine to increase its power output by nearly 20 percent. With an incredible 381 brake horsepower (compared to the Turbo’s 320), the upgraded engine also developed an impressive 36 foot-pounds of torque at 4,800 rpm. The prodigious power could launch the Turbo S from 0 to 100 km/h (62 mph) in just 4.7 seconds and to a top speed of 290 km/h (180 mph). Much like its normally aspirated counterpart, the Carrera RS, weight reduction measurements included the removal of comfort-oriented equipment and trim, such as the power windows, power locks, air-conditioning, and power-adjustable seats. Furthermore, lightweight fiberglass-reinforced carbon composite body panels were used for the front boot lid, both doors, and the rear spoiler. Special thin-gauge glass was also used in the rear and side windows. The interior features lightweight bucket seats, removal of the rear seats, elimination of undercoating material, as well as limited use of sound insulation throughout. At just 1,290 kilograms, the Turbo S weighs in at 180 kilograms less than the production Turbo II. This Porsche 964 is one of the rarest, only 86 Turbo S Lightweight Porsches were built, and most powerful models of the vaunted 964 platform. This limited production Turbo S Lightweight is undoubtedly one of the most exciting air-cooled 911’s. In the hands of a German Porsche collector since 2011, this superb Turbo S Lightweight comes with a broad brief case including original books and owner’s manual, German registration documents, fully stamped service booklet and invoices. The car also has a TÜV to June 2018. Furthermore an expert report of 2015 indicating a value of €1,000,000 is attached to this superb and ultra-rare Porsche.

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1967 Riva Junior

Lot # 235 (Sale Order: 37 of 80)      

1966 saw the new Riva Junior launched at the important Genova Show, where it was intended as a replacement for the earlier Florida. Destined for a younger clientele and ideal for water skiing, it was described as ‘the first step on the ladder of Riva ownership’. The entry-level Junior was an immediate success and soon conquered the all-important American market. Its distinctive features include the open design of the cockpit and sundeck and the white painted sides for ease of maintenance. Launched at a price of Lire 2.9 million, the Junior remained in production until 1972, with 626 hulls completed. This simply lovely Riva Junior from 1967 was delivered new to Portugal, has just had an engine overhaul, and is presented in stunning condition. Offered with a period trailer and Portoguese registration papers, this fantastic Riva is ready for service once more.
1966 saw the new Riva Junior launched at the important Genova Show, where it was intended as a replacement for the earlier Florida. Destined for a younger clientele and i...moredeal for water skiing, it was described as ‘the first step on the ladder of Riva ownership’. The entry-level Junior was an immediate success and soon conquered the all-important American market. Its distinctive features include the open design of the cockpit and sundeck and the white painted sides for ease of maintenance. Launched at a price of Lire 2.9 million, the Junior remained in production until 1972, with 626 hulls completed. This simply lovely Riva Junior from 1967 was delivered new to Portugal, has just had an engine overhaul, and is presented in stunning condition. Offered with a period trailer and Portoguese registration papers, this fantastic Riva is ready for service once more.

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1961 Jaguar E-Type Flat Floor Roadster

Lot # 236 (Sale Order: 38 of 80)      

On its 1961 Geneva Show debut the E-Type caused a sensation, with all the promise of its looks confirmed by independent road test results that not only recorded a 150mph top speed, but also 0-60mph and 0-l00mph in 6.9 and 16.2 seconds respectively; fast indeed, and the match of any exotic thoroughbred then available, combined with superb road-holding and remarkable docility. One of the greatest post-war sports cars, Jaguar’s E-Type made immediate headlines on its launch in March 1961. Here was a sleek and beautiful 150mph car with a competition pedigree that could be bought for just over €2,000 almost half the cost of an Aston Martin or Ferrari. A direct descendant of the XK120 and competition C and D-Type models that so dominated fifties sports car racing, the E-Type shared its 265bhp 3.8 litre twin-cam straight-six engine with the XK150 ‘S’, mated to a Moss four-speed gearbox with synchromesh on the top three ratios. Beneath the William Lyons/Malcolm Sayer-styled body, available in either closed or roadster form, the steel monocoque chassis sported all-independent suspension and four-wheel disc brakes, mounted inboard at the back. Sold new to Germany through Peter Linder, famous for having the Linder-Knocker Low Drag Coupe built this matching numbers flat floor roadster was sold new to Gunter Groner. The car was then sold to a US serviceman John Hogen who bought it from him and took it with him back to Minnesota. Hogen then traded the car for some specialist farm equipment, and that owner sold the car to the last now retired surgeon owner in the 1980’s. The car changed hands in May 1990 to Dr Paul Delong in Lowa before being repatriated back to European shores. Supplied with its original special purpose built Knockoffs, and fitted with a very rare early steering wheel it displays 69,000 km which is believed to be correct. Copies of the paperwork are on file and the car is offered with UK V5 registration. The subject of much recent work by UK specialists, this wonderful restored etype has had much recent expenditure. This includes a mechanical engine and gearbox rebuild, new suspension and braking systems and is reported to drive very well indeed. Bodily the car was subject to a repaint and is presented in excellent overall condition. These models are rare at the best of times, let alone one that has been restored to this standard.
On its 1961 Geneva Show debut the E-Type caused a sensation, with all the promise of its looks confirmed by independent road test results that not only recorded a 150mph ...moretop speed, but also 0-60mph and 0-l00mph in 6.9 and 16.2 seconds respectively; fast indeed, and the match of any exotic thoroughbred then available, combined with superb road-holding and remarkable docility. One of the greatest post-war sports cars, Jaguar’s E-Type made immediate headlines on its launch in March 1961. Here was a sleek and beautiful 150mph car with a competition pedigree that could be bought for just over €2,000 almost half the cost of an Aston Martin or Ferrari. A direct descendant of the XK120 and competition C and D-Type models that so dominated fifties sports car racing, the E-Type shared its 265bhp 3.8 litre twin-cam straight-six engine with the XK150 ‘S’, mated to a Moss four-speed gearbox with synchromesh on the top three ratios. Beneath the William Lyons/Malcolm Sayer-styled body, available in either closed or roadster form, the steel monocoque chassis sported all-independent suspension and four-wheel disc brakes, mounted inboard at the back. Sold new to Germany through Peter Linder, famous for having the Linder-Knocker Low Drag Coupe built this matching numbers flat floor roadster was sold new to Gunter Groner. The car was then sold to a US serviceman John Hogen who bought it from him and took it with him back to Minnesota. Hogen then traded the car for some specialist farm equipment, and that owner sold the car to the last now retired surgeon owner in the 1980’s. The car changed hands in May 1990 to Dr Paul Delong in Lowa before being repatriated back to European shores. Supplied with its original special purpose built Knockoffs, and fitted with a very rare early steering wheel it displays 69,000 km which is believed to be correct. Copies of the paperwork are on file and the car is offered with UK V5 registration. The subject of much recent work by UK specialists, this wonderful restored etype has had much recent expenditure. This includes a mechanical engine and gearbox rebuild, new suspension and braking systems and is reported to drive very well indeed. Bodily the car was subject to a repaint and is presented in excellent overall condition. These models are rare at the best of times, let alone one that has been restored to this standard.

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1956 BMW 502

Lot # 237 (Sale Order: 39 of 80)      

First presented at the Frankfurt Motor Show in 1951, the BMW 501 marked the first series-produced BMW since the war and represented the opening ripple in what was to become a gathering wave of success for BMW until this day. BMW continued to stand out with the release of the 502 and by 1954 it became the world’s first volume-produced vehicle to be fitted with a V8 built from aluminium; a remarkable success. Resultantly, the BMW 501 and 502 had cemented the company’s reputation as the leading manufacturer of prestigious and sporting sedans and cabriolets, and made the history books as the first German V8 engine built from aluminium. The unique and captivating design earned the nickname “Baroque Angel”. Described to be in near-excellent condition throughout, #61128 has been subject to a restoration several years ago that included a complete interior re-trim and today the wooden trimmings, paintwork, chrome and leather are overall very good and show signs of only light use; as the car in recent years has been used regularly yet sparingly as a good weather vehicle or for classic car events. The mechanics are described to be in excellent condition throughout and the groundbreaking aluminium 3.2 litre BMW block is said to produce 140HP on the open road. Not bad for a 1950’s luxury saloon!
First presented at the Frankfurt Motor Show in 1951, the BMW 501 marked the first series-produced BMW since the war and represented the opening ripple in what was to beco...moreme a gathering wave of success for BMW until this day. BMW continued to stand out with the release of the 502 and by 1954 it became the world’s first volume-produced vehicle to be fitted with a V8 built from aluminium; a remarkable success. Resultantly, the BMW 501 and 502 had cemented the company’s reputation as the leading manufacturer of prestigious and sporting sedans and cabriolets, and made the history books as the first German V8 engine built from aluminium. The unique and captivating design earned the nickname “Baroque Angel”. Described to be in near-excellent condition throughout, #61128 has been subject to a restoration several years ago that included a complete interior re-trim and today the wooden trimmings, paintwork, chrome and leather are overall very good and show signs of only light use; as the car in recent years has been used regularly yet sparingly as a good weather vehicle or for classic car events. The mechanics are described to be in excellent condition throughout and the groundbreaking aluminium 3.2 litre BMW block is said to produce 140HP on the open road. Not bad for a 1950’s luxury saloon!

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2011 BMW M3 GTS

Lot # 238 (Sale Order: 40 of 80)      

Since its introduction in 1985 – and throughout its various incarnations – the BMW M3 has always remained resolutely a driver’s car, with a focus on high performance, minimal weight and excellent handling. Initially based on the E30 platform, and featuring a competition derived 2.3 Litre engine, revised suspension geometry, aerodynamic alterations, wider track and improved brakes, the car was produced in order to homologate the car for Group A Touring Car racing – a forum in which it would go on to excel. Over the next four years, no less than twelve major Touring Car Championships were won, including two European crowns and one World Championship, making the M3 one of the truly great Competition Touring Cars. Whilst certain elements of the press considered some of the original “race bred” magic of the E30 to have been lost in the subsequent E36 and E46 variants, the fourth incarnation of the M3 – based on the E90/92/93 platform – was something of a return to the original concept. Launched in 2007, and featuring a V8 engine for the first time, it boasted 414 bhp which enabled the car to travel to achieve 60 mph in only 4.7 seconds. If the standard E92 M3 was well received, the subsequent GTS model – with production limited to only 150 units – went straight back to the roots of the original E30. Much of the interior was removed, a titanium exhaust fitted and bulky items such as the air conditioning system were offered only as optional extras in an effort to reduce weight. The track was widened, 19 inch wheels fitted and power increased to a mighty 444 bhp. All this conspired to increase both overall responsiveness and performance, with an already rapid car being transformed into one capable of some 197 mph. This particular example is number 118 out of the 150 cars manufactured. With just one owner and a warranted mileage of less than 5,000 kilometres, it is impeccably presented in Orange with black cloth interior. Last serviced at a BMW Main Agent at 2,170 kilometres, it is ready for immediate use and enjoyment of its truly formidable performance. Hold on! NOTE : Interested parties should be aware that VAT is payable on this vehicle at the local prevailing rate.
Since its introduction in 1985 – and throughout its various incarnations – the BMW M3 has always remained resolutely a driver’s car, with a focus on high performance, min...moreimal weight and excellent handling. Initially based on the E30 platform, and featuring a competition derived 2.3 Litre engine, revised suspension geometry, aerodynamic alterations, wider track and improved brakes, the car was produced in order to homologate the car for Group A Touring Car racing – a forum in which it would go on to excel. Over the next four years, no less than twelve major Touring Car Championships were won, including two European crowns and one World Championship, making the M3 one of the truly great Competition Touring Cars. Whilst certain elements of the press considered some of the original “race bred” magic of the E30 to have been lost in the subsequent E36 and E46 variants, the fourth incarnation of the M3 – based on the E90/92/93 platform – was something of a return to the original concept. Launched in 2007, and featuring a V8 engine for the first time, it boasted 414 bhp which enabled the car to travel to achieve 60 mph in only 4.7 seconds. If the standard E92 M3 was well received, the subsequent GTS model – with production limited to only 150 units – went straight back to the roots of the original E30. Much of the interior was removed, a titanium exhaust fitted and bulky items such as the air conditioning system were offered only as optional extras in an effort to reduce weight. The track was widened, 19 inch wheels fitted and power increased to a mighty 444 bhp. All this conspired to increase both overall responsiveness and performance, with an already rapid car being transformed into one capable of some 197 mph. This particular example is number 118 out of the 150 cars manufactured. With just one owner and a warranted mileage of less than 5,000 kilometres, it is impeccably presented in Orange with black cloth interior. Last serviced at a BMW Main Agent at 2,170 kilometres, it is ready for immediate use and enjoyment of its truly formidable performance. Hold on! NOTE : Interested parties should be aware that VAT is payable on this vehicle at the local prevailing rate.

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1964 Alfa Romeo 2600 Touring Spider

Lot # 239 (Sale Order: 41 of 80)      

Introduced in 1962, the 106-Series ‘2600’ range was a direct replacement for the preceding 102-Series ‘2000’ cars. Carrozzeria Touring and Bertone were responsible for the 2600 Spider and Sprint Coupé respectively; both of which looked like their 2000 predecessors. The latter’s chassis design and body styles were retained, with minor revisions and improvements, but in place of the old, long-stroke, 2.0-litre four was a new, 2,584cc, twin-cam six-cylinder engine clearly descended from that of the immensely successful Giulietta. A maximum output of 145bhp was claimed for this unit when installed in the Sprint coupé and Spider, good enough for a top speed of around 125mph. Cars Illustrated magazine reckoned this magnificent power unit ‘one of the smoothest, quietest running sixes, irrespective of the speed at which it is running, in our experience.’ Rarest of these two high-performance variants was the Spider, a total of only 2,255 being produced between 1962 and 1965. Today this rare and hitherto under-appreciated model is becoming increasingly sought after by discerning Alfisti. This Alfa Romeo 2600 Touring Spider was delivered and sold new to California USA in 1964, and imported back into Europe via The Netherlands around 20 years ago. During this time the car has remained with the third owner from new. As one would expect with a low mileage car having spent much of its early life in California, the Spider is very solid and original with excellent panel gaps. The interior is finished in black leather with a matching black cloth soft-top. Described to be in perfect running and driving condition, this 2600 was subject to a mechanical rebuild 7 years ago, and 3 years ago benefited from a rebuild to the “Solex” carburettors. A wonderful Italian Spider which we are sure will offer the next owner much enjoyment.
Introduced in 1962, the 106-Series ‘2600’ range was a direct replacement for the preceding 102-Series ‘2000’ cars. Carrozzeria Touring and Bertone were responsible for th...moree 2600 Spider and Sprint Coupé respectively; both of which looked like their 2000 predecessors. The latter’s chassis design and body styles were retained, with minor revisions and improvements, but in place of the old, long-stroke, 2.0-litre four was a new, 2,584cc, twin-cam six-cylinder engine clearly descended from that of the immensely successful Giulietta. A maximum output of 145bhp was claimed for this unit when installed in the Sprint coupé and Spider, good enough for a top speed of around 125mph. Cars Illustrated magazine reckoned this magnificent power unit ‘one of the smoothest, quietest running sixes, irrespective of the speed at which it is running, in our experience.’ Rarest of these two high-performance variants was the Spider, a total of only 2,255 being produced between 1962 and 1965. Today this rare and hitherto under-appreciated model is becoming increasingly sought after by discerning Alfisti. This Alfa Romeo 2600 Touring Spider was delivered and sold new to California USA in 1964, and imported back into Europe via The Netherlands around 20 years ago. During this time the car has remained with the third owner from new. As one would expect with a low mileage car having spent much of its early life in California, the Spider is very solid and original with excellent panel gaps. The interior is finished in black leather with a matching black cloth soft-top. Described to be in perfect running and driving condition, this 2600 was subject to a mechanical rebuild 7 years ago, and 3 years ago benefited from a rebuild to the “Solex” carburettors. A wonderful Italian Spider which we are sure will offer the next owner much enjoyment.

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1968 Ferrari 330 GTC

Lot # 240 (Sale Order: 42 of 80)      

‘At the top, at the absolute top, in the automotive enthusiasts’ hierarchy of the cars of the world, there is only one. Ferrari. Is there really any question?’ Forty-plus years after Car & Driver magazine voiced that rhetorical enquiry the answer, of course, remains the same. And the car that prompted that eulogy – the Ferrari 330GTC. Intended to fill a gap in Ferrari’s line-up between the four-seat 330 GT 2+2 and the racer-on-the-road 275GTB, the two- seat 330GTC debuted at the Geneva Motor Show in March 1966 and was essentially a closed version of the 275GTS. Pininfarina’s understated coachwork combined elements of the latter at the rear with touches of the 500 Superfast at the front. Few would disagree with Car & Driver’s opinion that the result was most agreeable. ‘The GTC is a tasteful blend of the mean-and-low look of Ferrari competition GT cars, with the elegance of super-luxury street Ferraris of the past. Detail work, finish, panel fit, every aspect is superlative.’ Beneath the 330GTC’s bonnet resided the 4-litre, 300bhp version of Ferrari’s familiar, two-cam, 60-degree V12, as used in the 330GT 2+2. The short (94.5” wheelbase) chassis followed Ferrari’s established practice of tying together sturdy oval- section main tubes in a steel spaceframe, while the suspension was independent all round by wishbones and coil springs. First introduced on a road-going Ferrari (the 275GTB) in 1964, the rear suspension incorporated the five-speed gearbox in a transaxle, an arrangement that created a better-balanced car and one that gave its driver, “the wonderful sense of knowing just exactly what’s going on between one’s posterior and the pavé.” Much development work had concentrated on the reduction of noise levels in the cabin, which was luxuriously equipped in the best Gran Turismo manner: leather seats, electric windows and heated rear screen were standard; radio, air conditioning and Borrani wire wheels the options. With a top speed in excess of 150mph, excellent ride comfort and sure-footed handling, Ferrari could justifiably claim the 330GTC to be the finest of high-speed conveyances for two people and their luggage. Delivered from new to Italy and finished in Grigio Argento with a black leather interior, this wonderful 330 GTC has only just come onto the market since 2005. In the current long-term ownership and in addition to servicing work, the car has benefitted from an interior trim in Nero leather, refinishing of the interior wood trim, a rebuild of the Borrani wheels, the carburettors rebuilt, the fitting of a replacement stainless exhaust system and also attention to the brakes. To improve the engine running electronic ignition has been fitted, and the distributors adjusted. Bills are on file to support the work completed. The 330 is supplied with a current UK MoT certificate and UK V5 document. Showing just 28,287 miles recorded from new, this is a beautiful example of one of Ferrari’s very best GT road cars of the last century.
‘At the top, at the absolute top, in the automotive enthusiasts’ hierarchy of the cars of the world, there is only one. Ferrari. Is there really any question?’ Forty-plus...more years after Car & Driver magazine voiced that rhetorical enquiry the answer, of course, remains the same. And the car that prompted that eulogy – the Ferrari 330GTC. Intended to fill a gap in Ferrari’s line-up between the four-seat 330 GT 2+2 and the racer-on-the-road 275GTB, the two- seat 330GTC debuted at the Geneva Motor Show in March 1966 and was essentially a closed version of the 275GTS. Pininfarina’s understated coachwork combined elements of the latter at the rear with touches of the 500 Superfast at the front. Few would disagree with Car & Driver’s opinion that the result was most agreeable. ‘The GTC is a tasteful blend of the mean-and-low look of Ferrari competition GT cars, with the elegance of super-luxury street Ferraris of the past. Detail work, finish, panel fit, every aspect is superlative.’ Beneath the 330GTC’s bonnet resided the 4-litre, 300bhp version of Ferrari’s familiar, two-cam, 60-degree V12, as used in the 330GT 2+2. The short (94.5” wheelbase) chassis followed Ferrari’s established practice of tying together sturdy oval- section main tubes in a steel spaceframe, while the suspension was independent all round by wishbones and coil springs. First introduced on a road-going Ferrari (the 275GTB) in 1964, the rear suspension incorporated the five-speed gearbox in a transaxle, an arrangement that created a better-balanced car and one that gave its driver, “the wonderful sense of knowing just exactly what’s going on between one’s posterior and the pavé.” Much development work had concentrated on the reduction of noise levels in the cabin, which was luxuriously equipped in the best Gran Turismo manner: leather seats, electric windows and heated rear screen were standard; radio, air conditioning and Borrani wire wheels the options. With a top speed in excess of 150mph, excellent ride comfort and sure-footed handling, Ferrari could justifiably claim the 330GTC to be the finest of high-speed conveyances for two people and their luggage. Delivered from new to Italy and finished in Grigio Argento with a black leather interior, this wonderful 330 GTC has only just come onto the market since 2005. In the current long-term ownership and in addition to servicing work, the car has benefitted from an interior trim in Nero leather, refinishing of the interior wood trim, a rebuild of the Borrani wheels, the carburettors rebuilt, the fitting of a replacement stainless exhaust system and also attention to the brakes. To improve the engine running electronic ignition has been fitted, and the distributors adjusted. Bills are on file to support the work completed. The 330 is supplied with a current UK MoT certificate and UK V5 document. Showing just 28,287 miles recorded from new, this is a beautiful example of one of Ferrari’s very best GT road cars of the last century.

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1960 Porsche 356 B Coupe

Lot # 241 (Sale Order: 43 of 80)      

Porsche’s Type 356, introduced in 1948, is acknowledged to be one of the world’s great sports cars. Over a 15-year production run, the handsome and durable 356 evolved from a streamlined little aluminium-bodied coupe powered by a VW-derived, 46hp 1100cc air-cooled flat four to a powerful autobahn burner carrying a complex, two-litre four-cam boxer Carrera engine of 130hp. Its development brought not only coupes, but luxurious cabriolets and more spartan speedsters and roadsters. More than 76,000 examples were made in all by the time production ceased in 1965. The 356B, produced from 1960 through 1963, represents the mid-point in this design’s progression. In what is known as “T5” form, the B introduced new front and rear sheet-metal, while retaining the curved front trunk lid and rounded fenders of the 356A series. The B also added some features demanded by American customers, such as raised front and rear bumpers with over-riders to better protect the body from parking mishaps. The headlamps were raised, a larger hood handle added, and front vent windows appeared in the doors. Mechanically, the gearbox and drum brakes were upgraded. A new steering wheel and column refreshed the interior, along with redesigned rear seats. The mid-1962 356 B model was changed to the T6 body type (twin engine lid grilles, an external fuel filler in the right front wing/fender and a larger rear window in the coupé). Subject to an older restoration, this lovely matching numbers example has had its engine restored more recently in 2015. Provided with a Porsche Certificate of Authenticity, this is a very good example of the iconic and desirable 356 B.
Porsche’s Type 356, introduced in 1948, is acknowledged to be one of the world’s great sports cars. Over a 15-year production run, the handsome and durable 356 evolved fr...moreom a streamlined little aluminium-bodied coupe powered by a VW-derived, 46hp 1100cc air-cooled flat four to a powerful autobahn burner carrying a complex, two-litre four-cam boxer Carrera engine of 130hp. Its development brought not only coupes, but luxurious cabriolets and more spartan speedsters and roadsters. More than 76,000 examples were made in all by the time production ceased in 1965. The 356B, produced from 1960 through 1963, represents the mid-point in this design’s progression. In what is known as “T5” form, the B introduced new front and rear sheet-metal, while retaining the curved front trunk lid and rounded fenders of the 356A series. The B also added some features demanded by American customers, such as raised front and rear bumpers with over-riders to better protect the body from parking mishaps. The headlamps were raised, a larger hood handle added, and front vent windows appeared in the doors. Mechanically, the gearbox and drum brakes were upgraded. A new steering wheel and column refreshed the interior, along with redesigned rear seats. The mid-1962 356 B model was changed to the T6 body type (twin engine lid grilles, an external fuel filler in the right front wing/fender and a larger rear window in the coupé). Subject to an older restoration, this lovely matching numbers example has had its engine restored more recently in 2015. Provided with a Porsche Certificate of Authenticity, this is a very good example of the iconic and desirable 356 B.

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1979 Maserati Khamsin

Lot # 242 (Sale Order: 44 of 80)      

Maserati’s final major introduction while under Citroën’s control, the Khamsin (named after a hot Sahara Desert wind) debuted at the 1972 Turin Show and entered production in 1974. Styled and built at Bertone, the Khamsin’s attractive, unitary construction, 2+2 hatchback body was of all steel construction. The front-engined Khamsin featured state-of-the-art, all independent, double-wishbone suspension similar to that of the mid-engined Bora and Merak which, combined with a 50/50 front/rear weight distribution, endowed the Khamsin with near perfect balance; and if its grip level was ultimately inferior to the Bora’s, then the Khamsin’s conventional layout made it easier to control close to the limit. Citroën’s hydraulic technology (as found in the Maserati-engined Citroën SM) was employed to power the brakes and steering – the latter, in particular, being rated as highly effective by testers – and also to raise the concealed headlamps. The power unit was a longer-stroke, 4.9-litre version of Maserati’s familiar quad-cam V8 developing 320bhp at a lowly 5,500rpm and a lusty 354lb/ft of torque at 4,000rpm. A five-speed ZF manual gearbox or three-speed Borg-Warner automatic transmission were options, and when equipped with the former the Khamsin was good for around 240km/h (150mph). Although seemingly less exotic than the mid-engined Bora supercar, the Khamsin was Maserati’s biggest-engined and most expensive offering at the time of its introduction, and thus could justifiably claim to be its top-of-the-range model. By virtue of its front-engined layout, the Khamsin offered greater practicality, providing a roomier and more comfortable interior and superior luggage carrying capacity. ‘Just as it scores in terms of accommodation compared with a mid-engined car, so the Khamsin is generally quieter,’ observed Autocar magazine. ‘There is an exciting noise of cams in motion when the car is accelerating hard, but this is presumably no more than the enthusiastic owner would demand. There is very little of that tiring noise that nags away at the occupants when cruising at a high steady speed. In these circumstances the engine noise dies away to a whisper and wind noise never becomes apparent.’ A mere 430 examples of this most exclusive and consummate Grand Routier had been made when production ceased in 1982. This manual transmission matching numbers Khamsin was delivered in the US but has been painstakingly converted back to European specification by a well know Maserati specialist. In stunning condition and retaining the original Tobacco coloured interior, it is supplied with a Maserati Classiche certificate and has always been maintained by Maserati specialists.
Maserati’s final major introduction while under Citroën’s control, the Khamsin (named after a hot Sahara Desert wind) debuted at the 1972 Turin Show and entered productio...moren in 1974. Styled and built at Bertone, the Khamsin’s attractive, unitary construction, 2+2 hatchback body was of all steel construction. The front-engined Khamsin featured state-of-the-art, all independent, double-wishbone suspension similar to that of the mid-engined Bora and Merak which, combined with a 50/50 front/rear weight distribution, endowed the Khamsin with near perfect balance; and if its grip level was ultimately inferior to the Bora’s, then the Khamsin’s conventional layout made it easier to control close to the limit. Citroën’s hydraulic technology (as found in the Maserati-engined Citroën SM) was employed to power the brakes and steering – the latter, in particular, being rated as highly effective by testers – and also to raise the concealed headlamps. The power unit was a longer-stroke, 4.9-litre version of Maserati’s familiar quad-cam V8 developing 320bhp at a lowly 5,500rpm and a lusty 354lb/ft of torque at 4,000rpm. A five-speed ZF manual gearbox or three-speed Borg-Warner automatic transmission were options, and when equipped with the former the Khamsin was good for around 240km/h (150mph). Although seemingly less exotic than the mid-engined Bora supercar, the Khamsin was Maserati’s biggest-engined and most expensive offering at the time of its introduction, and thus could justifiably claim to be its top-of-the-range model. By virtue of its front-engined layout, the Khamsin offered greater practicality, providing a roomier and more comfortable interior and superior luggage carrying capacity. ‘Just as it scores in terms of accommodation compared with a mid-engined car, so the Khamsin is generally quieter,’ observed Autocar magazine. ‘There is an exciting noise of cams in motion when the car is accelerating hard, but this is presumably no more than the enthusiastic owner would demand. There is very little of that tiring noise that nags away at the occupants when cruising at a high steady speed. In these circumstances the engine noise dies away to a whisper and wind noise never becomes apparent.’ A mere 430 examples of this most exclusive and consummate Grand Routier had been made when production ceased in 1982. This manual transmission matching numbers Khamsin was delivered in the US but has been painstakingly converted back to European specification by a well know Maserati specialist. In stunning condition and retaining the original Tobacco coloured interior, it is supplied with a Maserati Classiche certificate and has always been maintained by Maserati specialists.

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1947 Delahaye 135M Cabriolet

Lot # 243 (Sale Order: 45 of 80)      

Based initially at Tours and from 1906 in Paris, Delahaye built its first automobile in 1894 and soon branched out into commercial vehicle manufacture. Founder Emile Delahaye designed the cars and drove them in competitions during the firm’s formative years before retiring in 1901 when Charles Weiffenbach – ‘Monsieur Charles’ – took over as Director. Amédée Varlet served as Delahaye’s chief designer from then onwards, being responsible for its marine engines as well as those intended for road use. At this time the name of Delahaye was as renowned on water as on land. The sport of motor boat racing was dominated by Delahaye-powered craft, one of which established a new World Speed Record of 54.50km/h (33.84mph). There proved to be little profit in this enterprise however, and the firm redirected its attention exclusively to road transport, greatly expanding its range of commercial vehicle types. Under Varlet’s direction, Delahaye produced a succession of rugged, dependable vehicles with an enviable reputation for reliability. Indeed, Prince Sixte de Bourbon crossed the Sahara desert in several directions at the wheel of a Delahaye Type 104 in 1929 without once breaking down. Up to the mid-1930s Delahaye’s products tended to be rather lacklustre, but then in 1935 came the first of a new generation that would change the marque’s image forever – the T135 Coupe Des Alpes. Designed by Varlet’s successor Jean François, the T135 was a fine sporting car, albeit one which, somewhat paradoxically, borrowed its engine from one of its maker’s trucks. The 3.2-liter, six-cylinder, overhead-valve unit produced 110bhp on triple Solex carburetors while the under-slung chassis featured transverse leaf independent front suspension, four-speed synchromesh or Cotal gearboxes, centre-lock wire wheels and large Bendix brakes. Delahaye improved on the formula the following year with the 3.6-liter, 120/130bhp T135MS, and the sports version was soon making a name for itself in competitions, taking 2nd, 3rd, 4th and 5th places in the run-to-sportscar-regulations 1936 French Grand Prix and winning the Monte Carlo Rally and Le Mans 24-Hour Race outright in 1937 and 1938 respectively. In England, Prince Bira contested the 1938 Donington 12-Hour Sports Car Race in Prince Chula’s example, winning the event and going on to take victory in Brooklands’ ‘fastest road car in England’ race against some formidable opposition. The model reappeared post-WW2 as the 135M with the 3.6-liter engine and lasted in production until superseded by the 235 in 1951. Relatively few Delahayes were sold after WW2, the result of France’s punitive taxation rates for large cars. By 1954 the situation had become untenable and Delahaye merged with Hotchkiss, producing nothing but trucks thereafter. Without doubt, the 135 transformed Delahaye’s image from that of staid dependability to stylish high performance, banishing the saying ‘solide comme un Delahaye’, although the firm’s products remained as well engineered as ever. The 135 attracted the attention of France’s finest coachbuilders, and many of their works on this chassis are among the most striking examples of automotive art of the period. Production records were lost during WW2 but it is believed that only 2,000-or-so examples of the 135/235 family were made, the greater majority during the late 1930s. The right-hand drive Delahaye 135M offered here wears custom cabriolet coachwork by Carrossier A. Guilloré of Courbevoie, France, typical of the period in its adoption of the more enclosed, streamlined style inspired by an increasing understanding of the importance of aerodynamics. This wonderful tourer enjoyed an extremely comprehensive restoration in the 1980s, later benefiting from a cosmetic refresh in the form of a repaint and interior re-trim in wine red leather. Since then the car formed part of a collection at the renowned Antique Automobile Club of America Museum in Pennsylvania, United States, later being sold via Mark Hyman to a Dutch collector in the mid 2000s. Offered with Dutch papers, this rare and truly exquisite Delahaye 135M is reported to be in excellent running condition, ready to be enjoyed as a touring car or concours participant.
Based initially at Tours and from 1906 in Paris, Delahaye built its first automobile in 1894 and soon branched out into commercial vehicle manufacture. Founder Emile Dela...morehaye designed the cars and drove them in competitions during the firm’s formative years before retiring in 1901 when Charles Weiffenbach – ‘Monsieur Charles’ – took over as Director. Amédée Varlet served as Delahaye’s chief designer from then onwards, being responsible for its marine engines as well as those intended for road use. At this time the name of Delahaye was as renowned on water as on land. The sport of motor boat racing was dominated by Delahaye-powered craft, one of which established a new World Speed Record of 54.50km/h (33.84mph). There proved to be little profit in this enterprise however, and the firm redirected its attention exclusively to road transport, greatly expanding its range of commercial vehicle types. Under Varlet’s direction, Delahaye produced a succession of rugged, dependable vehicles with an enviable reputation for reliability. Indeed, Prince Sixte de Bourbon crossed the Sahara desert in several directions at the wheel of a Delahaye Type 104 in 1929 without once breaking down. Up to the mid-1930s Delahaye’s products tended to be rather lacklustre, but then in 1935 came the first of a new generation that would change the marque’s image forever – the T135 Coupe Des Alpes. Designed by Varlet’s successor Jean François, the T135 was a fine sporting car, albeit one which, somewhat paradoxically, borrowed its engine from one of its maker’s trucks. The 3.2-liter, six-cylinder, overhead-valve unit produced 110bhp on triple Solex carburetors while the under-slung chassis featured transverse leaf independent front suspension, four-speed synchromesh or Cotal gearboxes, centre-lock wire wheels and large Bendix brakes. Delahaye improved on the formula the following year with the 3.6-liter, 120/130bhp T135MS, and the sports version was soon making a name for itself in competitions, taking 2nd, 3rd, 4th and 5th places in the run-to-sportscar-regulations 1936 French Grand Prix and winning the Monte Carlo Rally and Le Mans 24-Hour Race outright in 1937 and 1938 respectively. In England, Prince Bira contested the 1938 Donington 12-Hour Sports Car Race in Prince Chula’s example, winning the event and going on to take victory in Brooklands’ ‘fastest road car in England’ race against some formidable opposition. The model reappeared post-WW2 as the 135M with the 3.6-liter engine and lasted in production until superseded by the 235 in 1951. Relatively few Delahayes were sold after WW2, the result of France’s punitive taxation rates for large cars. By 1954 the situation had become untenable and Delahaye merged with Hotchkiss, producing nothing but trucks thereafter. Without doubt, the 135 transformed Delahaye’s image from that of staid dependability to stylish high performance, banishing the saying ‘solide comme un Delahaye’, although the firm’s products remained as well engineered as ever. The 135 attracted the attention of France’s finest coachbuilders, and many of their works on this chassis are among the most striking examples of automotive art of the period. Production records were lost during WW2 but it is believed that only 2,000-or-so examples of the 135/235 family were made, the greater majority during the late 1930s. The right-hand drive Delahaye 135M offered here wears custom cabriolet coachwork by Carrossier A. Guilloré of Courbevoie, France, typical of the period in its adoption of the more enclosed, streamlined style inspired by an increasing understanding of the importance of aerodynamics. This wonderful tourer enjoyed an extremely comprehensive restoration in the 1980s, later benefiting from a cosmetic refresh in the form of a repaint and interior re-trim in wine red leather. Since then the car formed part of a collection at the renowned Antique Automobile Club of America Museum in Pennsylvania, United States, later being sold via Mark Hyman to a Dutch collector in the mid 2000s. Offered with Dutch papers, this rare and truly exquisite Delahaye 135M is reported to be in excellent running condition, ready to be enjoyed as a touring car or concours participant.

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1939 Panhard et Lavassor Type X81/140 Dynamic Limousine

Lot # 244 (Sale Order: 46 of 80)      

Still loyal to the non-valve engine, the old company Panhard et Levassor produced an original model in 1936 which distinguishes itself from the production of competitors by its baroque style and certain avant-garde technical solutions. This type that was designed and drawn under the auspices of the engineer Louis Bionier was produced in two six-cylinder engine versions: the 130 or X76 type at 2.5 litres and the 140 or X77 type with a 2.86 litre engine (16 CV/75 hp). These are large and comfortable luxury models (6/7 seats), renowned for their silence. They are also monocoque cars, a solution that Citroën was the only one to use in France. The Dynamic, which was the commercial name, was also innovative with independent front wheels with torsion bars and overlaid triangles (as on current supercars), the upper suspension arms being hinged onto the engine (a modern F1 solution). A particular feature of the first Dynamics was that their almost central steering, with which no one was happy, was abandoned at the end of 1938. As for the hydraulically controlled brakes, they already had independent circuits. These major innovations on a technical level are masked by an innovative aerodynamic style which divides opinion. Too big for some, it is above all modern for others with its rounded fenders and window pillars taken from the Panoramic. In 1938, a six-window limousine came to complete the selection of saloons, coaches, coupés and convertibles that can be provided with a partition, whereas an X80 (or 160) version with a 3.84 litre engine (22 CV/100 hp) completed the top of the range while the X76 disappeared. These grand limousines are a favourite of high level French officials. As for 1939, the X77 became the X81 with left-hand drive and the X80 became the X82. A year later, it was the Army that chose the Dynamic for transportation of high-ranking military officials including the generalissimo Gamelin and his retinue. According to Panhard archives quoted by F. Vauvilliers in his book “The car in uniform” (Massin Publishing House, Paris 1992), Panhard provided the Army with 182 X81 and X82 Dynamics. These so-called “great liaison” cars were requisitioned at the factory in September 1939 and used as they were before being repainted in army green, including the chrome, when the threat from the air became clear. This order of limousines came along with that of combat vehicles and lorries that had already been mass ordered with Panhard. According to the “club des Doyennes Panhard et Levassor” this example is the only known known six-window limousine with a driver partition. The car has been extensively restored by Pascal Le Gallet in Tapenasse, the engine rebuilt by René Pujet (formerly of Panhard), the seating by Atout Sellerie in Glezet, the chrome in Lyon (the electrics are also completely new). This unique car has recently captivated audiences at the 2017 Schloss Dyck Masterpieces and Style concours event, and with good reason. An amazing looking car, and very well presented indeed.
Still loyal to the non-valve engine, the old company Panhard et Levassor produced an original model in 1936 which distinguishes itself from the production of competitors ...moreby its baroque style and certain avant-garde technical solutions. This type that was designed and drawn under the auspices of the engineer Louis Bionier was produced in two six-cylinder engine versions: the 130 or X76 type at 2.5 litres and the 140 or X77 type with a 2.86 litre engine (16 CV/75 hp). These are large and comfortable luxury models (6/7 seats), renowned for their silence. They are also monocoque cars, a solution that Citroën was the only one to use in France. The Dynamic, which was the commercial name, was also innovative with independent front wheels with torsion bars and overlaid triangles (as on current supercars), the upper suspension arms being hinged onto the engine (a modern F1 solution). A particular feature of the first Dynamics was that their almost central steering, with which no one was happy, was abandoned at the end of 1938. As for the hydraulically controlled brakes, they already had independent circuits. These major innovations on a technical level are masked by an innovative aerodynamic style which divides opinion. Too big for some, it is above all modern for others with its rounded fenders and window pillars taken from the Panoramic. In 1938, a six-window limousine came to complete the selection of saloons, coaches, coupés and convertibles that can be provided with a partition, whereas an X80 (or 160) version with a 3.84 litre engine (22 CV/100 hp) completed the top of the range while the X76 disappeared. These grand limousines are a favourite of high level French officials. As for 1939, the X77 became the X81 with left-hand drive and the X80 became the X82. A year later, it was the Army that chose the Dynamic for transportation of high-ranking military officials including the generalissimo Gamelin and his retinue. According to Panhard archives quoted by F. Vauvilliers in his book “The car in uniform” (Massin Publishing House, Paris 1992), Panhard provided the Army with 182 X81 and X82 Dynamics. These so-called “great liaison” cars were requisitioned at the factory in September 1939 and used as they were before being repainted in army green, including the chrome, when the threat from the air became clear. This order of limousines came along with that of combat vehicles and lorries that had already been mass ordered with Panhard. According to the “club des Doyennes Panhard et Levassor” this example is the only known known six-window limousine with a driver partition. The car has been extensively restored by Pascal Le Gallet in Tapenasse, the engine rebuilt by René Pujet (formerly of Panhard), the seating by Atout Sellerie in Glezet, the chrome in Lyon (the electrics are also completely new). This unique car has recently captivated audiences at the 2017 Schloss Dyck Masterpieces and Style concours event, and with good reason. An amazing looking car, and very well presented indeed.

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1966 Porsche 911

Lot # 245 (Sale Order: 47 of 80)      

Few sports cars have proved as versatile as Porsche’s perennial 911, a model that, for the past 50 years, has proved equally capable as a Grand Tourer, circuit racer or rally car. A ‘modern classic’ if ever there was one, the 911 first appeared at the 1963 Frankfurt Show as the ‘901’, but shortly after production proper commenced in 1964 had become the ‘911’ following Peugeot’s complaints about the use of ‘0’ model numbers. The preceding Type 356’s rear-engined layout was retained but the 911 switched to unitary construction for the bodyshell and dropped the 356’s VW-based suspension in favour of a more modern McPherson strut and trailing arm arrangement. In its first incarnation, Porsche’s single-overhead-camshaft, air-cooled flat six engine displaced 1,991cc and produced 130bhp; progressively enlarged and developed, it would eventually grow to more than 3.0 litres and, in turbo-charged form, put out well over 300 horsepower. The 911 on offer here is a complete professional rebuild of a 1966 911 performed between 2014 and 2017 with no expenses spared. The original engine and gearbox were overhauled by renowned marque specialists, RUF Automobile GmbH in Pfaffenhausen – so good is their work that the drive train comes with a 2 year or 30,000km guarantee. The body has been restored from the chassis up and was repainted in her original Bahama Yellow. This restoration has left no part of the car being overlooked and the result is a 1966 Porsche 911 like new in the truest sense of this abused word. It is not an imported car but was delivered when new to Porsche Glöckler of Frankfurt on 10th October 1966. The whole rebuild is fully documented and supplied with invoices in the history file. A car that really must be seen.
Few sports cars have proved as versatile as Porsche’s perennial 911, a model that, for the past 50 years, has proved equally capable as a Grand Tourer, circuit racer or r...moreally car. A ‘modern classic’ if ever there was one, the 911 first appeared at the 1963 Frankfurt Show as the ‘901’, but shortly after production proper commenced in 1964 had become the ‘911’ following Peugeot’s complaints about the use of ‘0’ model numbers. The preceding Type 356’s rear-engined layout was retained but the 911 switched to unitary construction for the bodyshell and dropped the 356’s VW-based suspension in favour of a more modern McPherson strut and trailing arm arrangement. In its first incarnation, Porsche’s single-overhead-camshaft, air-cooled flat six engine displaced 1,991cc and produced 130bhp; progressively enlarged and developed, it would eventually grow to more than 3.0 litres and, in turbo-charged form, put out well over 300 horsepower. The 911 on offer here is a complete professional rebuild of a 1966 911 performed between 2014 and 2017 with no expenses spared. The original engine and gearbox were overhauled by renowned marque specialists, RUF Automobile GmbH in Pfaffenhausen – so good is their work that the drive train comes with a 2 year or 30,000km guarantee. The body has been restored from the chassis up and was repainted in her original Bahama Yellow. This restoration has left no part of the car being overlooked and the result is a 1966 Porsche 911 like new in the truest sense of this abused word. It is not an imported car but was delivered when new to Porsche Glöckler of Frankfurt on 10th October 1966. The whole rebuild is fully documented and supplied with invoices in the history file. A car that really must be seen.

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1963 Lancia Flaminia

Lot # 246 (Sale Order: 48 of 80)      

The Lancia Flaminia is a luxury car produced by Italian automaker Lancia from 1957 to 1970. It was Lancia’s flagship model at that time, replacing the Aurelia. It was available throughout its lifetime as saloon, coupé and cabriolet. The Flaminia coupé and convertible were coachbuilt cars with bodies from several prestigious Italian coachbuilders. Four “presidential” stretched limousine Flaminias were produced by Pininfarina for use on state occasions. Carrozzeria Touring designed and built these aluminum bodied two-door versions, which can be easily distinguished by their four-round headlights (rather than two on Pininfarina Flaminias), and a shorter cabin – the wheelbase was decreased significantly for the GT and Convertibile, allowing for only two seats to be mounted. The GT was a coupé, while the Convertibile was obviously a cabriolet version (with optional hardtop). The GTL, introduced in 1962, was a 2+2 version of the GT with a slightly longer wheelbase. The Convertibile was in production until 1964, with 847 made in total (180 with the 2.8), while the GT and GTL lasted until 1965, with 1718 GTs and 300 GTLs made (out of which, 168 GTs and 297 GTLs with the 2.8). Only 180 Lancia Flaminia convertibles with the 2.8 litre engine were manufactured by the works. So any surviving examples in good condition are extremely rare and sought after. Especially the late 2.8 GT 3C, clothed by Touring in the most beautiful aluminium cabriolet body and an engine output of 140 HP, is the preferred specification for collectors and enthusiasts alike.
The Lancia Flaminia is a luxury car produced by Italian automaker Lancia from 1957 to 1970. It was Lancia’s flagship model at that time, replacing the Aurelia. It was ava...moreilable throughout its lifetime as saloon, coupé and cabriolet. The Flaminia coupé and convertible were coachbuilt cars with bodies from several prestigious Italian coachbuilders. Four “presidential” stretched limousine Flaminias were produced by Pininfarina for use on state occasions. Carrozzeria Touring designed and built these aluminum bodied two-door versions, which can be easily distinguished by their four-round headlights (rather than two on Pininfarina Flaminias), and a shorter cabin – the wheelbase was decreased significantly for the GT and Convertibile, allowing for only two seats to be mounted. The GT was a coupé, while the Convertibile was obviously a cabriolet version (with optional hardtop). The GTL, introduced in 1962, was a 2+2 version of the GT with a slightly longer wheelbase. The Convertibile was in production until 1964, with 847 made in total (180 with the 2.8), while the GT and GTL lasted until 1965, with 1718 GTs and 300 GTLs made (out of which, 168 GTs and 297 GTLs with the 2.8). Only 180 Lancia Flaminia convertibles with the 2.8 litre engine were manufactured by the works. So any surviving examples in good condition are extremely rare and sought after. Especially the late 2.8 GT 3C, clothed by Touring in the most beautiful aluminium cabriolet body and an engine output of 140 HP, is the preferred specification for collectors and enthusiasts alike.

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1974 Tomaszo Special Cheetah Replica

Lot # 247 (Sale Order: 49 of 80)      

Built primarily as a competitor to Ford’s Cobra the Cheetah was built in southern California where production ran from 1963 to 1965. Few Cheetahs were built at this time mainly due to the complicated but sophisticated characteristics of the car. The tube-framed fiberglass-body was built out of a workshop in Anaheim, Orange county. The Cheetah founded by Bill Thomas and Don Edmunds, very much the underdogs of the motor racing world, had they been as well funded as the likes of Carol Shelby the Cheetah story could have turned out very differently. Having always been interested in motorsport and constantly working on cars, Bill opened his own workshop in 1960, Bill Thomas Race Cars. Then, in 1963, in response to Ford’s Cobra program, he was instructed to go ahead and commission the Cheetah. Though 100 cars were set to be produced for homologation purposes just 11 examples where completed before the team were told to stop due to the new rules of which 1000 examples had to be produced rather than the 100 previous. This particular car on offer today is an extremely well-presented Tomaszo PS Special evocation of the 1964 Cheetah. Bought by the vendor from Wilhelm Tomaszovits, the founder of the Tomaszo company in Austria. Under the bonnet is a 350 Chevrolet engine with roller tappets, four double webers mated to a Muncie five speed gearbox. Weighing a total of just 940 kg the power and performance is clearly exceptional. Built as a one off for the use of Mr Tomaszovits, the car represents a fantastic opportunity to own a rare and superbly built car that resembles the bone shattering performance of the Bill Thomas Cheetah. Included in the sale is the bill of sale, and a EU registration document. A one off car that is not to be missed.
Built primarily as a competitor to Ford’s Cobra the Cheetah was built in southern California where production ran from 1963 to 1965. Few Cheetahs were built at this time ...moremainly due to the complicated but sophisticated characteristics of the car. The tube-framed fiberglass-body was built out of a workshop in Anaheim, Orange county. The Cheetah founded by Bill Thomas and Don Edmunds, very much the underdogs of the motor racing world, had they been as well funded as the likes of Carol Shelby the Cheetah story could have turned out very differently. Having always been interested in motorsport and constantly working on cars, Bill opened his own workshop in 1960, Bill Thomas Race Cars. Then, in 1963, in response to Ford’s Cobra program, he was instructed to go ahead and commission the Cheetah. Though 100 cars were set to be produced for homologation purposes just 11 examples where completed before the team were told to stop due to the new rules of which 1000 examples had to be produced rather than the 100 previous. This particular car on offer today is an extremely well-presented Tomaszo PS Special evocation of the 1964 Cheetah. Bought by the vendor from Wilhelm Tomaszovits, the founder of the Tomaszo company in Austria. Under the bonnet is a 350 Chevrolet engine with roller tappets, four double webers mated to a Muncie five speed gearbox. Weighing a total of just 940 kg the power and performance is clearly exceptional. Built as a one off for the use of Mr Tomaszovits, the car represents a fantastic opportunity to own a rare and superbly built car that resembles the bone shattering performance of the Bill Thomas Cheetah. Included in the sale is the bill of sale, and a EU registration document. A one off car that is not to be missed.

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1969 Jaguar E-Type Series II Roadster

Lot # 248 (Sale Order: 50 of 80)      

The first significant upgrade of Jaguar’s sensational E-Type sports car took shape in October 1964 with the launch of the 4.2-litre version. Along with the bigger, torquier engine came a more user-friendly gearbox with synchromesh on first gear, and a superior Lockheed brake servo. Apart from ‘4.2’ badging, the car’s external appearance was unchanged, but under the skin there were numerous detail improvements. These mainly concerned the cooling and electrical systems, the latter gaining an alternator and adopting the industry standard negative ground, while the interior boasted a matt black dashboard and improved seating arrangements. The top speed of around 150mph remained unchanged, the main performance gain resulting from the larger engine being improved acceleration. Like its 3.8-litre forbear, the 4.2-litre E-Type was built in roadster and coupé forms, and in 1966 gained an additional 2+2 coupé variant on a 9” longer wheelbase. Intended to extend the E-Type’s appeal beyond the traditional sports car-buying market, the new ‘family orientated’ 2+2 came with improved visibility thanks to an increased glass area, more headroom, improved heating and ventilation, additional luggage space and optional Borg-Warner automatic transmission. In 1968 all three versions of the E-Type underwent major revision to comply with US safety and emissions legislation, emerging in ‘Series 2’ guise minus the original’s distinctive headlight covers. In addition, enlarged side and rear lights were adopted while a thickened front bumper centre section bridged a larger radiator intake. Interior changes included a collapsible steering column and rocker switches in place of the earlier toggles. This beautiful matching numbers 1969 Jaguar E-Type OTS has enjoyed a highly detailed restoration, and is finished in the classic combination of British Racing Green with a Tan Leather interior and matching soft-top. The E-Type looks fantastic on new chrome wire wheels, and drives very nicely. This nicely restored E-Type is ready for lots of driving fun in the summer months, whilst we are sure will prove to be a wise investment for the future.
The first significant upgrade of Jaguar’s sensational E-Type sports car took shape in October 1964 with the launch of the 4.2-litre version. Along with the bigger, torqui...moreer engine came a more user-friendly gearbox with synchromesh on first gear, and a superior Lockheed brake servo. Apart from ‘4.2’ badging, the car’s external appearance was unchanged, but under the skin there were numerous detail improvements. These mainly concerned the cooling and electrical systems, the latter gaining an alternator and adopting the industry standard negative ground, while the interior boasted a matt black dashboard and improved seating arrangements. The top speed of around 150mph remained unchanged, the main performance gain resulting from the larger engine being improved acceleration. Like its 3.8-litre forbear, the 4.2-litre E-Type was built in roadster and coupé forms, and in 1966 gained an additional 2+2 coupé variant on a 9” longer wheelbase. Intended to extend the E-Type’s appeal beyond the traditional sports car-buying market, the new ‘family orientated’ 2+2 came with improved visibility thanks to an increased glass area, more headroom, improved heating and ventilation, additional luggage space and optional Borg-Warner automatic transmission. In 1968 all three versions of the E-Type underwent major revision to comply with US safety and emissions legislation, emerging in ‘Series 2’ guise minus the original’s distinctive headlight covers. In addition, enlarged side and rear lights were adopted while a thickened front bumper centre section bridged a larger radiator intake. Interior changes included a collapsible steering column and rocker switches in place of the earlier toggles. This beautiful matching numbers 1969 Jaguar E-Type OTS has enjoyed a highly detailed restoration, and is finished in the classic combination of British Racing Green with a Tan Leather interior and matching soft-top. The E-Type looks fantastic on new chrome wire wheels, and drives very nicely. This nicely restored E-Type is ready for lots of driving fun in the summer months, whilst we are sure will prove to be a wise investment for the future.

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