The Corpus Christi Old Car Museum - Cars
Friday, October 4, 2019 | 2:30 PM Central
Auction closed.
The Corpus Christi Old Car Museum - Cars
Friday, October 4, 2019 | 2:30 PM Central
Auction closed.
Internet Premium: 13%
See Special Terms for additional fees
See Special Terms for additional fees
Description
The Corpus Christi Old Car Museum Auction. NOTE: THIS WILL START IMMEDIATELY AFTER THE END OF THE MEMORABILIA AUCTION
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Piaggio Vespa
Lot # 1 (Sale Order: 1 of 78)
Piaggio emerged from World War II with its Pontedera fighter plane plant demolished by bombing. Italy's crippled economy, and the disastrous state of its roads, were not ...more
Piaggio Vespa 150 Sprint
Lot # 2 (Sale Order: 2 of 78)
Piaggio emerged from World War II with its Pontedera fighter plane plant demolished by bombing. Italy's crippled economy, and the disastrous state of its roads, were not ...more
Piaggio Vespa
Lot # 3 (Sale Order: 3 of 78)
Piaggio emerged from World War II with its Pontedera fighter plane plant demolished by bombing. Italy's crippled economy, and the disastrous state of its roads, were not ...more
1975 BMW R/90/6 Motorcycle
Lot # 4 (Sale Order: 4 of 78)
898cc horizontally-opposed twin engine, 60 HP, five-speed gearbox, front disc and rear drum brakes, front telescoping fork, rear coil shock suspension; wheelbase: 57.6”
As the largest of BMW’s new line of Slash-Six models introduced for the 1974 model year, the BMW R90/6 plugged an important hole in the famed Bavarian company’s line-up. In the growing American marketplace, bigger was increasingly better, and prior to the 898cc R90/6, the largest bike in BMW’s stable was the 745cc R75/5 introduced in 1971. While the R75 was a competent road bike, it was decidedly old-school compared to the new flash coming out of Japan, and, perhaps more importantly, a bit slow. To get the new R90 up to speed, BMW bored out the R75’s 745cc engine to 898cc, giving the new bike 10 more ponies (60 HP versus the R75’s 50 HP). Top speed went from a previous best of 108 MPH for the R75 to 115 MPH for the R90, and unlike the R75, it was easy to hustle the R90 past the magical 100 MPH mark. For the R90/6 BMW swapped the R75’s front drum brake for a 10.25” disc, dropped the combined speedo/tach for more standard and sporty looking individual units, upgraded the handlebar switchgear and adopted a new five-speed transmission in place of the R75’s four-speed unit. It’s the first BMW without a kick starter. This beautiful “toaster tank” model is painted in classic black with fine white pinstriping, all in excellent condition throughout. Likewise, the chrome side covers, and exhaust pipes look like new, and overall, it’s a bone stock presentation of a classic BMW model. The heads, bar ends, and pipes are all unmarked by any type of abrasion, indicating this old airhead was never dropped or skidded. The new twin gauge cluster is clear and clean, the seat is like new, and everything is simply very tidy and nicely presented. This attractive R90/6 will give the new owner a bike that is amazingly smooth and comfortable to ride, yet also looks like a show bike that would fit right in at any AMCA club event.
As the largest of BMW’s new line of Slash-Six models introduced for the 1974 model year, the BMW R90/6 plugged an important hole in the famed Bavarian company’s line-up. In the growing American marketplace, bigger was increasingly better, and prior to the 898cc R90/6, the largest bike in BMW’s stable was the 745cc R75/5 introduced in 1971. While the R75 was a competent road bike, it was decidedly old-school compared to the new flash coming out of Japan, and, perhaps more importantly, a bit slow. To get the new R90 up to speed, BMW bored out the R75’s 745cc engine to 898cc, giving the new bike 10 more ponies (60 HP versus the R75’s 50 HP). Top speed went from a previous best of 108 MPH for the R75 to 115 MPH for the R90, and unlike the R75, it was easy to hustle the R90 past the magical 100 MPH mark. For the R90/6 BMW swapped the R75’s front drum brake for a 10.25” disc, dropped the combined speedo/tach for more standard and sporty looking individual units, upgraded the handlebar switchgear and adopted a new five-speed transmission in place of the R75’s four-speed unit. It’s the first BMW without a kick starter. This beautiful “toaster tank” model is painted in classic black with fine white pinstriping, all in excellent condition throughout. Likewise, the chrome side covers, and exhaust pipes look like new, and overall, it’s a bone stock presentation of a classic BMW model. The heads, bar ends, and pipes are all unmarked by any type of abrasion, indicating this old airhead was never dropped or skidded. The new twin gauge cluster is clear and clean, the seat is like new, and everything is simply very tidy and nicely presented. This attractive R90/6 will give the new owner a bike that is amazingly smooth and comfortable to ride, yet also looks like a show bike that would fit right in at any AMCA club event.
Triumph T100C Tiger Motorcycle
Lot # 5 (Sale Order: 5 of 78)
500cc twin cylinder engine, four-speed gearbox, front telescoping forks, rear coil springs, drum brakes; wheelbase: 53.5”
As a handsome 500cc street scrambler, the 1970 Triumph T100C motorcycle delivered something close to the TR6C Trophy 650’s performance in a more compact and less expensive package. Even with its center stand, the Triumph T100C was a lightweight, at about 340 pounds (dry), so 38 horsepower at 7,000 rpm from the single-carburetor 490cc parallel-twin engine let the rider scoot right along. Meanwhile, the 53.5-inch wheelbase ensured the T100C would be nimble; nevertheless, 18-inch wheels and 3.25-inch knobby tires gave the Tiger a substantial stance. Tigers have always been one of the most versatile bikes of the era, with substantial torque that translates well to the racetrack. The Triumph T100C had progressively improved to include a two-way damped front fork, Lucas 6CA contact breakers, and 12-volt coil ignition. The 500 Twin’s head has a narrower 78-degree included valve angle and larger intake valve for a small, efficient combustion chamber. A ventilated 7-inch twin-leading-shoe front brake provides maximum braking power. This example is the classic “ran when parked” barn find bike, looking pretty much the same as it did the last time it was ridden - with a bit of extra dust someone ought to blow off. It’s got an honest amount of wear, but nothing that would indicate a major problem. The collection reports it ran when purchased, it was drained of gas, and it’s been idle ever since. During this era, a well-prepared Tiger was one of the most potent weapons a dirt track rider could find, and bikes like this that haven’t been trashed are getting to be harder and harder to find. This one certainly looks like an opportunity for the lucky winning bidder to do a bit of cleaning and a tune up, and then enjoy the nimble handling of this classic British motorcycle.
As a handsome 500cc street scrambler, the 1970 Triumph T100C motorcycle delivered something close to the TR6C Trophy 650’s performance in a more compact and less expensive package. Even with its center stand, the Triumph T100C was a lightweight, at about 340 pounds (dry), so 38 horsepower at 7,000 rpm from the single-carburetor 490cc parallel-twin engine let the rider scoot right along. Meanwhile, the 53.5-inch wheelbase ensured the T100C would be nimble; nevertheless, 18-inch wheels and 3.25-inch knobby tires gave the Tiger a substantial stance. Tigers have always been one of the most versatile bikes of the era, with substantial torque that translates well to the racetrack. The Triumph T100C had progressively improved to include a two-way damped front fork, Lucas 6CA contact breakers, and 12-volt coil ignition. The 500 Twin’s head has a narrower 78-degree included valve angle and larger intake valve for a small, efficient combustion chamber. A ventilated 7-inch twin-leading-shoe front brake provides maximum braking power. This example is the classic “ran when parked” barn find bike, looking pretty much the same as it did the last time it was ridden - with a bit of extra dust someone ought to blow off. It’s got an honest amount of wear, but nothing that would indicate a major problem. The collection reports it ran when purchased, it was drained of gas, and it’s been idle ever since. During this era, a well-prepared Tiger was one of the most potent weapons a dirt track rider could find, and bikes like this that haven’t been trashed are getting to be harder and harder to find. This one certainly looks like an opportunity for the lucky winning bidder to do a bit of cleaning and a tune up, and then enjoy the nimble handling of this classic British motorcycle.
1995 Alfa Romeo 164 LS Sedan
Lot # 6 (Sale Order: 6 of 78)
3.0-litre DOHC, 24-valve V-6 engine, electronic fuel injection, five-speed manual gearbox, front-wheel drive, four-wheel independent suspension, hydraulic four-wheel disc brakes with ABS; wheelbase: 2,659 mm (104.7”)
Unveiled at the 1987 Frankfurt Motor Show, the Alfa Romeo 164 executive-class sports sedan was the last model developed while the legendary marque was still fully independent. Design work began in 1982 on the Tipo 4 vehicle platform, shared with Fiat, Lancia and Saab, with the new Alfa Romeo destined to compete against a wide array of vehicles from Ford, Opel/Vauxhall, BMW and Mercedes-Benz. The distinctively angular body design of the 164 was penned by Enrico Fumia for Pininfarina, offering extremely low aerodynamic drag and a crisp, finely tailored overall appearance highly suggestive of the new Alfa’s upscale status. Engineering work on the 164 program was rigorous and relentless, with testing including a stint in Morocco simulating conditions encountered on the brutal Paris-Dakar Rally. Once ready for sale, the 164 was available in North America with a 3.0-litre, 24-valve engine powering the 164 S and 164 LS, rated at 230 and 210 horsepower, respectively. Despite positive press and buyer acclaim, Alfa Romeo withdrew from North America in 1995. That year, while reading the Wall Street Journal over breakfast, George Finley saw a full-page advertisement offering very attractive sale terms for the final stocks of these fine driving machines. Following a call to Alfa Romeo’s North American headquarters, Finley was directed to the Alfa Romeo representative in Georgia, and he made the trip there from Texas to secure this 1995 Alfa Romeo 164 LS, one of the last examples of the 164 sold new in the United States. As offered, it clearly benefits from proper maintenance, operation and storage, with 60,130 indicated miles of use at the time of cataloguing, with the body, exterior finish, engine bay, trunk and interior all exceptionally nice, with the sole exception of wear to the leather-clad front armrest pad, which should be easily corrected at minimal expense. In addition to a digital AM/FM cassette stereo system, this 164 LS is further equipped with a trunk-mounted 12-disc CD changer and retains an unused spare wheel/tire assembly and roadside jack. Factory-issued books and manuals reside inside their stylish folio, including the original warranty card, embossed with VIN and 04-18-95 delivery date, plus the original tire-pressure gauge, touch-up paint tube, and dealer business cards. A true “businessman’s express,” this high-specification 1995 Alfa Romeo 164 LS is a very attractive and well-maintained example of one of the last Alfa Romeo models sold in America until the marque’s return in 2017.
Unveiled at the 1987 Frankfurt Motor Show, the Alfa Romeo 164 executive-class sports sedan was the last model developed while the legendary marque was still fully independent. Design work began in 1982 on the Tipo 4 vehicle platform, shared with Fiat, Lancia and Saab, with the new Alfa Romeo destined to compete against a wide array of vehicles from Ford, Opel/Vauxhall, BMW and Mercedes-Benz. The distinctively angular body design of the 164 was penned by Enrico Fumia for Pininfarina, offering extremely low aerodynamic drag and a crisp, finely tailored overall appearance highly suggestive of the new Alfa’s upscale status. Engineering work on the 164 program was rigorous and relentless, with testing including a stint in Morocco simulating conditions encountered on the brutal Paris-Dakar Rally. Once ready for sale, the 164 was available in North America with a 3.0-litre, 24-valve engine powering the 164 S and 164 LS, rated at 230 and 210 horsepower, respectively. Despite positive press and buyer acclaim, Alfa Romeo withdrew from North America in 1995. That year, while reading the Wall Street Journal over breakfast, George Finley saw a full-page advertisement offering very attractive sale terms for the final stocks of these fine driving machines. Following a call to Alfa Romeo’s North American headquarters, Finley was directed to the Alfa Romeo representative in Georgia, and he made the trip there from Texas to secure this 1995 Alfa Romeo 164 LS, one of the last examples of the 164 sold new in the United States. As offered, it clearly benefits from proper maintenance, operation and storage, with 60,130 indicated miles of use at the time of cataloguing, with the body, exterior finish, engine bay, trunk and interior all exceptionally nice, with the sole exception of wear to the leather-clad front armrest pad, which should be easily corrected at minimal expense. In addition to a digital AM/FM cassette stereo system, this 164 LS is further equipped with a trunk-mounted 12-disc CD changer and retains an unused spare wheel/tire assembly and roadside jack. Factory-issued books and manuals reside inside their stylish folio, including the original warranty card, embossed with VIN and 04-18-95 delivery date, plus the original tire-pressure gauge, touch-up paint tube, and dealer business cards. A true “businessman’s express,” this high-specification 1995 Alfa Romeo 164 LS is a very attractive and well-maintained example of one of the last Alfa Romeo models sold in America until the marque’s return in 2017.
1969 AMC AMX
Lot # 7 (Sale Order: 7 of 78)
290 cid V-8 engine, 225 HP, automatic transmission, independent coil spring front suspension, rear semi-elliptic leaf springs, power assisted front disc brakes; wheelbase: 97”
1969 is a great year for many American auto marques - with Neil Armstrong walking on the moon and Led Zeppelin releasing their first album - Americans were eager to buy high performance cars. The AMX name originated as American Motors Experimental, a code used on prototypes for new two-seat designs that were intended to shed the company’s “economy car” image and appeal to a more youthful market. Introduced at Daytona, it ran 130 mph laps, and soon guys like Craig Breedlove and Mark Donahue were setting records in the new short-wheelbase muscle car. By 1969, the second year of production, demand increased and 8,293 AMX were produced. This lovely Frost White AMX shows just under 63,000 miles on the odometer and the overall condition supports that as being likely. The clean red vinyl bucket seat interior is just plain cool with the original three-spoke woodgrain steering wheel, lots of woodgrain on the doors and the dash, and plenty of legroom up front. Mix in factory air-conditioning and a pushbutton AM radio and, in 1969, you made a real statement driving this beauty. Race car drivers nationwide were proving that an AMX was a potent package, proving that “Race on Sunday, sell on Monday” really did work. The paint and prep on this AMX remain excellent, with sharp lines highlighting the muscular stance. Everyone loves the way the chrome bumpers are tucked in tight and, with the red racing stripes and Rally wheels, it’s a sleek package that’s also built for performance. This example has obviously been well-tended to for many years and will certainly attract attention wherever it is driven. This 290 Typhoon V-8 is built up in classic period style, with a four-barrel carb, Edelbrock heads, modern MSD Ignition, and a cool chrome air cleaner that looks right at home in a clean and tidy engine compartment. For unique driving excitement, few cars are more fun to drive than an AMX, offering a muscle car alternative to enthusiasts and racers around the country.
1969 is a great year for many American auto marques - with Neil Armstrong walking on the moon and Led Zeppelin releasing their first album - Americans were eager to buy high performance cars. The AMX name originated as American Motors Experimental, a code used on prototypes for new two-seat designs that were intended to shed the company’s “economy car” image and appeal to a more youthful market. Introduced at Daytona, it ran 130 mph laps, and soon guys like Craig Breedlove and Mark Donahue were setting records in the new short-wheelbase muscle car. By 1969, the second year of production, demand increased and 8,293 AMX were produced. This lovely Frost White AMX shows just under 63,000 miles on the odometer and the overall condition supports that as being likely. The clean red vinyl bucket seat interior is just plain cool with the original three-spoke woodgrain steering wheel, lots of woodgrain on the doors and the dash, and plenty of legroom up front. Mix in factory air-conditioning and a pushbutton AM radio and, in 1969, you made a real statement driving this beauty. Race car drivers nationwide were proving that an AMX was a potent package, proving that “Race on Sunday, sell on Monday” really did work. The paint and prep on this AMX remain excellent, with sharp lines highlighting the muscular stance. Everyone loves the way the chrome bumpers are tucked in tight and, with the red racing stripes and Rally wheels, it’s a sleek package that’s also built for performance. This example has obviously been well-tended to for many years and will certainly attract attention wherever it is driven. This 290 Typhoon V-8 is built up in classic period style, with a four-barrel carb, Edelbrock heads, modern MSD Ignition, and a cool chrome air cleaner that looks right at home in a clean and tidy engine compartment. For unique driving excitement, few cars are more fun to drive than an AMX, offering a muscle car alternative to enthusiasts and racers around the country.
1973 Austin Mini 1000
Lot # 8 (Sale Order: 8 of 78)
1.0-litre OHV four-cylinder engine, four-speed manual gearbox in front transaxle, independent front suspension, hydraulic brakes; wheelbase: 80"
The 1959 debut of famed designer Alec (later Sir Alec) Issigonis’ Mini designed for BMC rewrote the book on small cars. Barely 10 feet long, with a small but peppy transverse four-cylinder engine, 10-inch wheels and front-wheel drive, the Mini could carry up to four adults at 75 mph and achieve nearly 40 mpg. The car was a huge hit, and by the time production finally ended in 2000, nearly 5.5 million had sold. A global phenomenon, the Mini was manufactured at the historic Longbridge and Cowley plants in England, and in Australia, Spain, Belgium, Chile, Italy, Malta, Portugal, South Africa, Uruguay, Venezuela and Yugoslavia. Produced along three distinct evolutions, the Mini was available in a such variations as the Clubman, estate cars, pickup trucks, vans, and the Mini Moke, a military-intended model that was repurposed to civilian use by BMC and sold as a fun beach car. In testament to its groundbreaking nature, the Mini was voted the second most influential automobile of the 20th Century, behind only Henry Ford’s Model T. While initially intended as practical, economical transportation, the Mini, as massaged by famed race-car builder John Cooper, took the international racing world by storm by winning the Monte Carlo Rally from 1964 through 1967, in addition to countless circuit-racing victories. License-built versions of the Mini were also produced in both Italy and Spain. In 1969, the iconic British crime-caper film, the “Italian Job” gave a boost to Austin’s sales. Starring Michael Caine and Benny Hill, among other well-known British actors, the anti-heroes used three Minis to escape the Italian Polizia during a chase sequence through the sewers of Turin. Finished in red with a white roof and black upholstery, this desirable left-hand drive Mini has accumulated less than 55,000 indicated miles prior to placement in long-term storage. Cheeky floral graphics and “Road Runner” cartoon characters add a touch of fun. The interior compartment is clean in appearance and features an aftermarket sport steering wheel and a nice wood grain dash panel. As offered, it could be reviewed mechanically, cleaned and detailed for a very fun classic ride. Alternatively, it could provide a nice restoration candidate with proper factory finishes.
The 1959 debut of famed designer Alec (later Sir Alec) Issigonis’ Mini designed for BMC rewrote the book on small cars. Barely 10 feet long, with a small but peppy transverse four-cylinder engine, 10-inch wheels and front-wheel drive, the Mini could carry up to four adults at 75 mph and achieve nearly 40 mpg. The car was a huge hit, and by the time production finally ended in 2000, nearly 5.5 million had sold. A global phenomenon, the Mini was manufactured at the historic Longbridge and Cowley plants in England, and in Australia, Spain, Belgium, Chile, Italy, Malta, Portugal, South Africa, Uruguay, Venezuela and Yugoslavia. Produced along three distinct evolutions, the Mini was available in a such variations as the Clubman, estate cars, pickup trucks, vans, and the Mini Moke, a military-intended model that was repurposed to civilian use by BMC and sold as a fun beach car. In testament to its groundbreaking nature, the Mini was voted the second most influential automobile of the 20th Century, behind only Henry Ford’s Model T. While initially intended as practical, economical transportation, the Mini, as massaged by famed race-car builder John Cooper, took the international racing world by storm by winning the Monte Carlo Rally from 1964 through 1967, in addition to countless circuit-racing victories. License-built versions of the Mini were also produced in both Italy and Spain. In 1969, the iconic British crime-caper film, the “Italian Job” gave a boost to Austin’s sales. Starring Michael Caine and Benny Hill, among other well-known British actors, the anti-heroes used three Minis to escape the Italian Polizia during a chase sequence through the sewers of Turin. Finished in red with a white roof and black upholstery, this desirable left-hand drive Mini has accumulated less than 55,000 indicated miles prior to placement in long-term storage. Cheeky floral graphics and “Road Runner” cartoon characters add a touch of fun. The interior compartment is clean in appearance and features an aftermarket sport steering wheel and a nice wood grain dash panel. As offered, it could be reviewed mechanically, cleaned and detailed for a very fun classic ride. Alternatively, it could provide a nice restoration candidate with proper factory finishes.
1929 Ford Model A Business Coupe
Lot # 9 (Sale Order: 9 of 78)
200.5 cid L-head inline four-cylinder engine, 40 HP, three-speed manual transmission, solid front axle and live rear axle with transverse semi-elliptic leaf springs, four-wheel drum brakes; wheelbase: 103.5”
Ford sold millions of Model As because they were simple, practical, durable, and affordable. Today, a nicely maintained Model A Business Coupe like this one shows us all how easy it is to get into the hobby and have fun with old cars, and this one offers use-it-now utility and is also a blast to drive. Roadsters and phaetons get all the attention, but a business coupe is a great choice as soon as the weather turns rainy or cold, everyone will be eyeing your roll-up windows. Both the mint green and black paint surfaces on this example are striking, and it has a bright, honest look that suits the workaday Model A. Panel fit is quite good and it doesn't look like this car was ever rusty, as the underside is also clean and lightly used. Red pinstriping highlights the belt moldings, a detail that didn't cost Henry all that much but paid big dividends in terms of how upscale the Model A looks. The vinyl roof is clean and looks great, and it’s obvious that this car has received only careful use since restoration. The interior has the same finished look as the exterior, nicely finished and ideal for touring. Black vinyl makes sure the seats are comfortable and they don't show any rips, tears or other issues, so it's ready to enjoy. The traditional Model A center instrument panel shines up nicely and the hard rubber steering wheel is in fantastic shape for its age. The same 200.5 cubic-inch inline four that powers all Model A's lives in this one, as reliable as a cinder block and still runs all its original components, including an updraft carb, original distributor, and generator. Recent hoses and correct clamps are a nice touch, and the block wears correct Ford Green paint. The three-speed manual transmission is easy to shift, and the gear ratios are well-suited to around-town driving. Bright wire wheels are correct and carry 4.75/5.00-21 Firestone whitewalls. Old cars can be a ton of fun, especially when they run well and have been cared for like this fine example.
Ford sold millions of Model As because they were simple, practical, durable, and affordable. Today, a nicely maintained Model A Business Coupe like this one shows us all how easy it is to get into the hobby and have fun with old cars, and this one offers use-it-now utility and is also a blast to drive. Roadsters and phaetons get all the attention, but a business coupe is a great choice as soon as the weather turns rainy or cold, everyone will be eyeing your roll-up windows. Both the mint green and black paint surfaces on this example are striking, and it has a bright, honest look that suits the workaday Model A. Panel fit is quite good and it doesn't look like this car was ever rusty, as the underside is also clean and lightly used. Red pinstriping highlights the belt moldings, a detail that didn't cost Henry all that much but paid big dividends in terms of how upscale the Model A looks. The vinyl roof is clean and looks great, and it’s obvious that this car has received only careful use since restoration. The interior has the same finished look as the exterior, nicely finished and ideal for touring. Black vinyl makes sure the seats are comfortable and they don't show any rips, tears or other issues, so it's ready to enjoy. The traditional Model A center instrument panel shines up nicely and the hard rubber steering wheel is in fantastic shape for its age. The same 200.5 cubic-inch inline four that powers all Model A's lives in this one, as reliable as a cinder block and still runs all its original components, including an updraft carb, original distributor, and generator. Recent hoses and correct clamps are a nice touch, and the block wears correct Ford Green paint. The three-speed manual transmission is easy to shift, and the gear ratios are well-suited to around-town driving. Bright wire wheels are correct and carry 4.75/5.00-21 Firestone whitewalls. Old cars can be a ton of fun, especially when they run well and have been cared for like this fine example.
1975 Porsche 914-4
Lot # 10 (Sale Order: 10 of 78)
1,795 cc air-cooled, mid-mounted OHV horizontally-opposed four-cylinder engine, 76 HP at 4,800 RPM, five-speed manual gearbox in rear transaxle, independent front suspension with MacPherson struts and torsion bars, independent rear suspension with semi-trailing arms and coil springs; wheelbase: 2,450 mm (96.5")
Launched in 1964, Porsche’s new six-cylinder 911 marked a revolution that company management initially feared would alienate faithful buyers accustomed to the 356. Sharing its body/chassis with the 911, the 912 companion model was powered by the proven ‘four’ of the outgoing 356. The 912’s eventual successor, the 914, was rooted in sketches by Hans Gugelot and developed under Ferdinand A. ‘Butzi’ Porsche. Featuring a taut Karmann-built body, removable Targa roof and mid-mounted, air-cooled four-cylinder engine, the 914 was aimed squarely at competing sports cars from Datsun, Fiat, MG and Triumph. Debuted at the 1969 Frankfurt Auto Show as a 1970 model, the 914 was sold as the “VW-Porsche 914” by VW-Porsche GmbH in Europe and as the “Porsche 914” by Volkswagen of America. In addition to its fuel-injected engine and five-speed gearbox, the 914 initially featured a choice of 11 exterior colors with standard painted bumpers. Options included chrome bumpers, a vinyl covering for the built-in Targa-style roll bar, dual horns, fog lamps, a leather-wrapped steering wheel, and pile carpeting. Only the driver’s seat included fore-aft adjustment, while the passenger side included an adjustable footrest for added comfort. Boasting near-50/50 weight distribution, outstanding handling and quickness belying its relatively small-displacement engines, initially 1.7 litres, 1.8 litres and finally 2.0 litres, the 914 was a revelation to drive that sold briskly and enjoyed production though 1975. Accolades included selection as Motor Trend magazine’s Import Car of the Year for 1970, with the 914 hailed as “...the first modern sports car for the masses.” The 914’s influence was, and remains, profound with its basic essence echoed since 1997 by Porsche’s own Boxster. Manufactured during April 1975, this 1975 Porsche 914-4 is a solid-appearing and complete example, with 81,151 miles indicated at the time of cataloguing, remaining essentially as it was last road-registered during 2012 in Texas. While displaying some of the usual wear-and-tear of a driven car, this 914-4 would certainly respond well to selective cosmetic attention and proper mechanical review and servicing. A later-model aftermarket AM/FM stereo head unit is currently installed, and the engine’s original air cleaner has been replaced by a small chrome open-element unit; otherwise, the vehicle is essentially factory-stock. Worthy of preservation or selective restoration, this late-production 1975 Porsche 914-4 is an exciting find at auction and a model from Stuttgart that is currently enjoying greater collector attention.
Launched in 1964, Porsche’s new six-cylinder 911 marked a revolution that company management initially feared would alienate faithful buyers accustomed to the 356. Sharing its body/chassis with the 911, the 912 companion model was powered by the proven ‘four’ of the outgoing 356. The 912’s eventual successor, the 914, was rooted in sketches by Hans Gugelot and developed under Ferdinand A. ‘Butzi’ Porsche. Featuring a taut Karmann-built body, removable Targa roof and mid-mounted, air-cooled four-cylinder engine, the 914 was aimed squarely at competing sports cars from Datsun, Fiat, MG and Triumph. Debuted at the 1969 Frankfurt Auto Show as a 1970 model, the 914 was sold as the “VW-Porsche 914” by VW-Porsche GmbH in Europe and as the “Porsche 914” by Volkswagen of America. In addition to its fuel-injected engine and five-speed gearbox, the 914 initially featured a choice of 11 exterior colors with standard painted bumpers. Options included chrome bumpers, a vinyl covering for the built-in Targa-style roll bar, dual horns, fog lamps, a leather-wrapped steering wheel, and pile carpeting. Only the driver’s seat included fore-aft adjustment, while the passenger side included an adjustable footrest for added comfort. Boasting near-50/50 weight distribution, outstanding handling and quickness belying its relatively small-displacement engines, initially 1.7 litres, 1.8 litres and finally 2.0 litres, the 914 was a revelation to drive that sold briskly and enjoyed production though 1975. Accolades included selection as Motor Trend magazine’s Import Car of the Year for 1970, with the 914 hailed as “...the first modern sports car for the masses.” The 914’s influence was, and remains, profound with its basic essence echoed since 1997 by Porsche’s own Boxster. Manufactured during April 1975, this 1975 Porsche 914-4 is a solid-appearing and complete example, with 81,151 miles indicated at the time of cataloguing, remaining essentially as it was last road-registered during 2012 in Texas. While displaying some of the usual wear-and-tear of a driven car, this 914-4 would certainly respond well to selective cosmetic attention and proper mechanical review and servicing. A later-model aftermarket AM/FM stereo head unit is currently installed, and the engine’s original air cleaner has been replaced by a small chrome open-element unit; otherwise, the vehicle is essentially factory-stock. Worthy of preservation or selective restoration, this late-production 1975 Porsche 914-4 is an exciting find at auction and a model from Stuttgart that is currently enjoying greater collector attention.
1963 Chevrolet Corvair Spyder
Lot # 11 (Sale Order: 11 of 78)
2.4-liter horizontal turbocharged four-cylinder engine, 150 HP, four-speed manual transmission, four-wheel independent coil spring suspension, hydraulic drum brakes; wheelbase: 108”
Introduced in 1960, the Chevy Corvair shattered Detroit's conventional car mold, becoming GM's first unibody mass-produced car, America’s first postwar car with independent suspensions on all four corners, and featured the first rear-mounted air-cooled engine in a domestic car. Developed in 1960, it was named Motor Trend Magazine’s Car of the Year, and annual sales topped 200,000 units every year. This 1963 Chevrolet Corvair features the RPO 690 code Spyder package which, starting in 1962, was offered on only limited-edition convertibles. This car can genuinely be called a survivor. The body panels are very solid, and it was repainted during a careful restoration in a correct 1963 #914 Monaco Blue paint. It retains a great shine, an excellent stance, and has very nice trim and chrome bits throughout. Equipped with a four-speed manual transmission and a performance-oriented 3.55:1 gearset, this Spyder left the factory with a shiny new turbocharger pulling air through a single Carter side-draft carburetor, allowing 10 pounds of boost and pushing a normally 104 horsepower engine up by nearly 50 percent to over 150 horsepower. Today, the engine and turbocharger look like they have never been pulled from the car. Combine that with the sub-frame construction, allowing for a much lower center of gravity, and you have yourself one great handling and responsive little car that truly connects you with the road. The interior is finished in the Deluxe trim including sharp blue vinyl-wrapped bucket seats up front and a bench seat in the back. It remains in excellent condition, along with clean and correct door panels and carpets. This Spyder version also sports a 120-MPH speedometer with trip odometer and a 6,000-RPM tachometer. The deep-dish steering wheel, bucket seats, and floor-shifted four-speed make this a true classic driver’s car, one that is an absolute blast to drive and will always sit proudly in any collection.
Introduced in 1960, the Chevy Corvair shattered Detroit's conventional car mold, becoming GM's first unibody mass-produced car, America’s first postwar car with independent suspensions on all four corners, and featured the first rear-mounted air-cooled engine in a domestic car. Developed in 1960, it was named Motor Trend Magazine’s Car of the Year, and annual sales topped 200,000 units every year. This 1963 Chevrolet Corvair features the RPO 690 code Spyder package which, starting in 1962, was offered on only limited-edition convertibles. This car can genuinely be called a survivor. The body panels are very solid, and it was repainted during a careful restoration in a correct 1963 #914 Monaco Blue paint. It retains a great shine, an excellent stance, and has very nice trim and chrome bits throughout. Equipped with a four-speed manual transmission and a performance-oriented 3.55:1 gearset, this Spyder left the factory with a shiny new turbocharger pulling air through a single Carter side-draft carburetor, allowing 10 pounds of boost and pushing a normally 104 horsepower engine up by nearly 50 percent to over 150 horsepower. Today, the engine and turbocharger look like they have never been pulled from the car. Combine that with the sub-frame construction, allowing for a much lower center of gravity, and you have yourself one great handling and responsive little car that truly connects you with the road. The interior is finished in the Deluxe trim including sharp blue vinyl-wrapped bucket seats up front and a bench seat in the back. It remains in excellent condition, along with clean and correct door panels and carpets. This Spyder version also sports a 120-MPH speedometer with trip odometer and a 6,000-RPM tachometer. The deep-dish steering wheel, bucket seats, and floor-shifted four-speed make this a true classic driver’s car, one that is an absolute blast to drive and will always sit proudly in any collection.
1938 Cadillac Series 60 Sedan
Lot # 12 (Sale Order: 12 of 78)
346 cid L-head V-8 engine, 135 HP, three-speed manual transmission, independent front suspension with coil springs, live rear axle with semi-elliptic leaf springs, hydraulic four-wheel drum brakes; wheelbase: 124”
For 1938, Cadillac fielded five models. The first four (Series 38-60, 38-60S, 38-65, and 38-75) were eight-cylinders and the 38-90 a V-16. The V-12 Series 85 was dropped. The Series 90 was an incredible automobile and contributed mightily to the success of the lesser Cadillacs by drawing buyers into the showroom just to witness the majesty of the V-16 behemoth. However, the V-8 powered cars were Cadillac’s most popular and important models, offering an ease of use and outstanding value proposition unmatched by the competition. Cadillac’s Series 60 models debuted in 1936 and as offered for 1938, they featured a range of luxurious Fisher-built bodies mounted on a 124-inch wheelbase. Among them were the Model 6119 four-door Sedan and its CKD (Completely Knocked-Down) export counterpart, the Model 6127 Coupe, Model 6149 Convertible Sedan, Model 6167 Convertible Coupe and long-wheelbase Model 61 Commercial Chassis. A handsome facelift was carried out for 1938 by GM's renowned Art & Colour section under the direction Bill Mitchell. As the culmination of Cadillac’s 1930s models, many mechanical improvements were incorporated, including a column-shifted, full-synchromesh manual transmission, all-steel construction, independent front suspension and hydraulic brakes. The result was one of the most drivable of all prewar automobiles. As Cadillac’s value leader for 1938, Series 60 was a relatively strong seller, with 2,051 produced; of them, 1,295 four-door Sedans were built, plus 12 CKD units. Showing just 81,440 indicated miles at the time of cataloguing, this 1938 Cadillac Series 60 four-door Sedan is a nicely preserved, unrestored survivor-quality example with just two owners from new until 2016 when it was acquired by George Finley. The first owner is understood to have retained the car for 53 years, followed by the second owner of 25 years. The black exterior paint finish appears either original or an older repaint, the cloth interior appears original and remains quite complete and in fair condition, consistent with its age. The rebuilt engine and engine compartment are similar in appearance, albeit with a newer-appearing repaint of the cylinder heads. At the rear of the vehicle, the trunk is fitted with a period-type spare tire, secured by a factory retaining bracket and accompanied by a lug wrench. A Cadillac-scripted heater is mounted beneath the dashboard. For many years, original and unrestored survivor cars from the 1930s have been extremely rare and desirable collector finds. As offered, this 1938 Cadillac Series 60 four-door Sedan marks an exciting and rare opportunity to preserve it or perform selective restoration as desired.
For 1938, Cadillac fielded five models. The first four (Series 38-60, 38-60S, 38-65, and 38-75) were eight-cylinders and the 38-90 a V-16. The V-12 Series 85 was dropped. The Series 90 was an incredible automobile and contributed mightily to the success of the lesser Cadillacs by drawing buyers into the showroom just to witness the majesty of the V-16 behemoth. However, the V-8 powered cars were Cadillac’s most popular and important models, offering an ease of use and outstanding value proposition unmatched by the competition. Cadillac’s Series 60 models debuted in 1936 and as offered for 1938, they featured a range of luxurious Fisher-built bodies mounted on a 124-inch wheelbase. Among them were the Model 6119 four-door Sedan and its CKD (Completely Knocked-Down) export counterpart, the Model 6127 Coupe, Model 6149 Convertible Sedan, Model 6167 Convertible Coupe and long-wheelbase Model 61 Commercial Chassis. A handsome facelift was carried out for 1938 by GM's renowned Art & Colour section under the direction Bill Mitchell. As the culmination of Cadillac’s 1930s models, many mechanical improvements were incorporated, including a column-shifted, full-synchromesh manual transmission, all-steel construction, independent front suspension and hydraulic brakes. The result was one of the most drivable of all prewar automobiles. As Cadillac’s value leader for 1938, Series 60 was a relatively strong seller, with 2,051 produced; of them, 1,295 four-door Sedans were built, plus 12 CKD units. Showing just 81,440 indicated miles at the time of cataloguing, this 1938 Cadillac Series 60 four-door Sedan is a nicely preserved, unrestored survivor-quality example with just two owners from new until 2016 when it was acquired by George Finley. The first owner is understood to have retained the car for 53 years, followed by the second owner of 25 years. The black exterior paint finish appears either original or an older repaint, the cloth interior appears original and remains quite complete and in fair condition, consistent with its age. The rebuilt engine and engine compartment are similar in appearance, albeit with a newer-appearing repaint of the cylinder heads. At the rear of the vehicle, the trunk is fitted with a period-type spare tire, secured by a factory retaining bracket and accompanied by a lug wrench. A Cadillac-scripted heater is mounted beneath the dashboard. For many years, original and unrestored survivor cars from the 1930s have been extremely rare and desirable collector finds. As offered, this 1938 Cadillac Series 60 four-door Sedan marks an exciting and rare opportunity to preserve it or perform selective restoration as desired.
1978 Chevrolet El Camino SS
Lot # 13 (Sale Order: 13 of 78)
305 cid OHV V-8 engine, 165 HP, automatic transmission, coil springs and shocks with rear semi-elliptic leaf springs, power front disc and rear drum brakes; wheelbase: 117”
A new, trimmer 5th Generation El Camino was unveiled in 1978, adopting the new look sharp-edged Malibu styling, and a one-inch longer wheelbase of 117”. The front-end sheet metal, grille, and doors were shared with the Malibu, and the rear tailgate and bumper was shared with the Malibu station wagon. The front end featured a new single rectangular headlight design, and for the first time, the El Camino had a unique chassis – it was shared with no other Chevrolet. This example, while nearly all original, has received quality paint and restoration work and looks great. It is very well-equipped with power steering, power brakes, air-conditioning, cruise control, and an AM/FM/CD player. Few were produced, so this is a special example that will draw attention at any truck event. Exterior examination of this SS Model shows a very solid body that appears to have been re-sprayed at some point in the past and shows well with only very few points of wear. The fenders, huge hood with a massive scoop, and rockers have a great shine, the graphics look great, the chrome and trim are top-notch, and the bedliner looks like new. This is a very sharp-looking 5th Generation SS. Inside, the cloth bench seat and carpets are very nice, with a clean headliner and cool woodgrain trim. It’s a comfortable and roomy cabin that would even make Grandma feel right at home on the way to church on Sunday morning. Along with factory air-conditioning and CD player, a custom steering wheel is an upgrade to an otherwise lovely interior. GM’s workhorse 305 cubic-inch V-8 is clean and proper under the hood, with factory fixtures and markings still present. A four-barrel carburetor bumps the horsepower up to 165, which is ample for either hauling or cruising. Among GM makes, at least, the era of “bigness” was fading into history, overtaken by a new age of efficiency and economy represented here in this fine El Camino SS.
A new, trimmer 5th Generation El Camino was unveiled in 1978, adopting the new look sharp-edged Malibu styling, and a one-inch longer wheelbase of 117”. The front-end sheet metal, grille, and doors were shared with the Malibu, and the rear tailgate and bumper was shared with the Malibu station wagon. The front end featured a new single rectangular headlight design, and for the first time, the El Camino had a unique chassis – it was shared with no other Chevrolet. This example, while nearly all original, has received quality paint and restoration work and looks great. It is very well-equipped with power steering, power brakes, air-conditioning, cruise control, and an AM/FM/CD player. Few were produced, so this is a special example that will draw attention at any truck event. Exterior examination of this SS Model shows a very solid body that appears to have been re-sprayed at some point in the past and shows well with only very few points of wear. The fenders, huge hood with a massive scoop, and rockers have a great shine, the graphics look great, the chrome and trim are top-notch, and the bedliner looks like new. This is a very sharp-looking 5th Generation SS. Inside, the cloth bench seat and carpets are very nice, with a clean headliner and cool woodgrain trim. It’s a comfortable and roomy cabin that would even make Grandma feel right at home on the way to church on Sunday morning. Along with factory air-conditioning and CD player, a custom steering wheel is an upgrade to an otherwise lovely interior. GM’s workhorse 305 cubic-inch V-8 is clean and proper under the hood, with factory fixtures and markings still present. A four-barrel carburetor bumps the horsepower up to 165, which is ample for either hauling or cruising. Among GM makes, at least, the era of “bigness” was fading into history, overtaken by a new age of efficiency and economy represented here in this fine El Camino SS.
1978 BMW 530i Sedan
Lot # 14 (Sale Order: 14 of 78)
2,986 cc M30B30 inline six-cylinder engine, Bosch L-Jetronic fuel injection, 176 HP at 5,500 rpm, four-speed manual gearbox, four-wheel independent suspension with front MacPherson struts and coil springs, rear semi-trailing arms and coil springs, hydraulic front disc, rear drum brakes; wheelbase: 2,636 mm (103.8”)
As the replacement for the highly successful “Neue Klasse” (New Class) sedans from BMW, the new 5-series mid-size luxury sedans debuted for 1972. Internally designated E12, these fine cars continued in production through 1981. Initially offered as the 520 with a carbureted four-cylinder engine and the fuel-injected 520i, the E12 received an infusion of turbine-smooth six-cylinder power by 1973. Featuring clean styling and trim, yet useful proportions, the E12 5-Series was designed by Paul Bracq, whose vast design portfolio had already included the 600-Series and W111 “Pagoda” 230/250/280 SL lines for Mercedes-Benz, in collaboration with Bertone’s Marcello Gandini. A facelift for 1976 kept the E12 models up-to-date, featuring select detail refinements overseen by Claus Luthe. As BMW’s popularity continued to grow, the E12 was first offered in North America as the 3.0-litre, fuel-injected 530i, with changes including lower compression, larger 5-mph bumpers, exhaust gas recirculation, an air pump and exhaust manifolds with thermal reactors, which allowed the use of leaded fuel. Air-conditioning was improved to better cope with warmer temperatures. Offered in America only for 1975 to 1978, the 530i was favored by selective and knowledgeable driving enthusiasts and comparable with such European touring sedans as the Jaguar XJ6 and Peugeot 604. Developing 176 horsepower at 5,500 RPM, the 530i was also quite quick and fast, capable of the 0-60 mph sprint in less than 9.0 seconds and a heady top speed of 120 mph. Four-wheel disc brakes ensured sure stops. BMW’s fast-growing reputation for excellence helped to overcome stiff price increases due to the strength of the West German Deutschmark during the short run of the 530i, which was priced from $9,097 in 1975, rising to $14,835 by 1978. For 1979, the 530i was succeeded by the 2.8-litre 528i equipped with catalytic converters and the Bosch Lambda sensor; while requiring unleaded gasoline and producing slightly less power, the 530i marked a new direction for BMW with better performance and increased fuel economy. This 1978 BMW 530i Sedan is a well-preserved, driver-quality example of this respected E12 BMW model, retaining its mounted spare tire and trunk-mounted toolkit. The body appears to remain solid, the interior is sound, notwithstanding age-appropriate wear, and the car remains quite tidy overall. A possible touring candidate following appropriate inspection and servicing, this 1978 BMW 530i is a rare example of a highly successful and coveted U.S.-only E12 model.
As the replacement for the highly successful “Neue Klasse” (New Class) sedans from BMW, the new 5-series mid-size luxury sedans debuted for 1972. Internally designated E12, these fine cars continued in production through 1981. Initially offered as the 520 with a carbureted four-cylinder engine and the fuel-injected 520i, the E12 received an infusion of turbine-smooth six-cylinder power by 1973. Featuring clean styling and trim, yet useful proportions, the E12 5-Series was designed by Paul Bracq, whose vast design portfolio had already included the 600-Series and W111 “Pagoda” 230/250/280 SL lines for Mercedes-Benz, in collaboration with Bertone’s Marcello Gandini. A facelift for 1976 kept the E12 models up-to-date, featuring select detail refinements overseen by Claus Luthe. As BMW’s popularity continued to grow, the E12 was first offered in North America as the 3.0-litre, fuel-injected 530i, with changes including lower compression, larger 5-mph bumpers, exhaust gas recirculation, an air pump and exhaust manifolds with thermal reactors, which allowed the use of leaded fuel. Air-conditioning was improved to better cope with warmer temperatures. Offered in America only for 1975 to 1978, the 530i was favored by selective and knowledgeable driving enthusiasts and comparable with such European touring sedans as the Jaguar XJ6 and Peugeot 604. Developing 176 horsepower at 5,500 RPM, the 530i was also quite quick and fast, capable of the 0-60 mph sprint in less than 9.0 seconds and a heady top speed of 120 mph. Four-wheel disc brakes ensured sure stops. BMW’s fast-growing reputation for excellence helped to overcome stiff price increases due to the strength of the West German Deutschmark during the short run of the 530i, which was priced from $9,097 in 1975, rising to $14,835 by 1978. For 1979, the 530i was succeeded by the 2.8-litre 528i equipped with catalytic converters and the Bosch Lambda sensor; while requiring unleaded gasoline and producing slightly less power, the 530i marked a new direction for BMW with better performance and increased fuel economy. This 1978 BMW 530i Sedan is a well-preserved, driver-quality example of this respected E12 BMW model, retaining its mounted spare tire and trunk-mounted toolkit. The body appears to remain solid, the interior is sound, notwithstanding age-appropriate wear, and the car remains quite tidy overall. A possible touring candidate following appropriate inspection and servicing, this 1978 BMW 530i is a rare example of a highly successful and coveted U.S.-only E12 model.
1986 Chevrolet El Camino
Lot # 15 (Sale Order: 15 of 78)
305 cid V-8 engine, 190 HP, automatic transmission, independent coil spring front suspension, rear semi-elliptic leaf springs, front disc and rear drum brakes; wheelbase: 117”
The 1986 Chevrolet El Camino coupe utility vehicle was part of the 1978 to 1987 fifth generation of El Caminos. The Chevy Chevelle had served as a template for the El Camino since 1964, but when the Chevelle ceased production in 1977, the El Camino retained the Malibu chassis and most of the Malibu's mechanical components. This 1986 El Camino has been discreetly modified and looks great. Chevrolet’s clean design and sharp lines are epitomized in this example, and the bodywork and deep navy paint is only highlighted by the shaved door handles and clean, graphic-free presentation. It is simply sleek, clean, and highly attractive. The paint is impeccable, the chrome excellent, and the panel alignment and fit are impossible to fault. This truck has a great stance and just a little attitude with the factory hood scoop. Out back, the truck bed features a full custom bed liner that includes protection for the rear wheel wells and fits perfectly. This lovely custom El Camino rides on a beautiful set of chrome wire wheels that really highlight the paint finish and modern radial tires. Inside, there is a nice complement of options present, including power steering, power brakes, power windows, and power locks, with a key fob keyless entry system in place. Air-conditioning and a sweet JVC AM/FM/CD player complete the thoroughly modern dash, which is clean and very correct. The Sport wheel is mounted on a tilt column, with the convenience of cruise control at your fingertips. The plush upholstered split bench seats are in fine condition, and are immensely comfortable, allowing three passengers to ride in style. With clean door panels and very good carpets and accessory floor mats, this is an interior you’ll love spending time in. It’s downright tidy under the hood, with the popular 305 cubic-inch V-8 in very correct condition. This El Camino is the perfect choice for any collector looking for an iconic and versatile ‘80s vehicle for their collection that has just a little extra attitude.
The 1986 Chevrolet El Camino coupe utility vehicle was part of the 1978 to 1987 fifth generation of El Caminos. The Chevy Chevelle had served as a template for the El Camino since 1964, but when the Chevelle ceased production in 1977, the El Camino retained the Malibu chassis and most of the Malibu's mechanical components. This 1986 El Camino has been discreetly modified and looks great. Chevrolet’s clean design and sharp lines are epitomized in this example, and the bodywork and deep navy paint is only highlighted by the shaved door handles and clean, graphic-free presentation. It is simply sleek, clean, and highly attractive. The paint is impeccable, the chrome excellent, and the panel alignment and fit are impossible to fault. This truck has a great stance and just a little attitude with the factory hood scoop. Out back, the truck bed features a full custom bed liner that includes protection for the rear wheel wells and fits perfectly. This lovely custom El Camino rides on a beautiful set of chrome wire wheels that really highlight the paint finish and modern radial tires. Inside, there is a nice complement of options present, including power steering, power brakes, power windows, and power locks, with a key fob keyless entry system in place. Air-conditioning and a sweet JVC AM/FM/CD player complete the thoroughly modern dash, which is clean and very correct. The Sport wheel is mounted on a tilt column, with the convenience of cruise control at your fingertips. The plush upholstered split bench seats are in fine condition, and are immensely comfortable, allowing three passengers to ride in style. With clean door panels and very good carpets and accessory floor mats, this is an interior you’ll love spending time in. It’s downright tidy under the hood, with the popular 305 cubic-inch V-8 in very correct condition. This El Camino is the perfect choice for any collector looking for an iconic and versatile ‘80s vehicle for their collection that has just a little extra attitude.
2006 BMW HP2 Enduro Motorcycle
Lot # 16 (Sale Order: 16 of 78)
1,170 cc four-stroke SOHC twin, electronic fuel injection and engine management, 103.25 HP at 7,000 RPM, six-speed gearbox, shaft drive, tubular steel spaceframe, WAD upside-down front fork with adjustable damping, forged aluminum swinging arm with BMW Motorrad Paralever, front and rear dual disc brakes; wheelbase: 1,610 mm (63.4”)
Representing a major rethink at BMW, the dual-purpose HP2 introduced for 2006 was the inspired product of a small group of renegade BMW engineers who were intent on creating an all-out on-/off-road adventure bike capable of taking on the world’s best. This urge was not unknown at BMW, recalling the pattern established by the program yielding the R80G/S of 1981, a Boxer-powered Six Day Trials contender developed a small, dedicated group of BMW dirt-bike die-hards. Quickly, the G/S begat the GS-series, which defined the adventure-touring motorcycle market and quickly became a best-seller for BMW. However, despite its many virtues, the 1200GS evolved into a big, highly equipped and relatively heavy machine more suited to the road than for punishing off-road use. Essentially the two-wheeled equivalent of BMW’s M-Series high-performance road cars, the HP2 was a premium level high-performance, limited-production niche product for the most demanding of buyers. Derived from the 1200GS and BMW’s “works” R900R Paris-Dakar Rally bikes, the HP2 delivered better power-to-weight and performance with a factory-quoted, yet still-considerable 386-pound dry weight. Powering the HP2 is BMW’s famed SOHC “Boxer” horizontally-opposed, air-cooled twin featuring electronic fuel injection and engine management, producing nearly 105 horsepower. Perhaps most importantly, the HP2 develops 85 pounds-feet of peak torque at 5,500 rpm for exceptional flexibility – virtually regardless of the gear selected – under any riding condition. Top speed for the HP2 is a factory-claimed 125 mph. At its core, the HP2 features a complex, high-strength tubular steel space-frame chassis and specialized suspension components. All-new adjustable air shocks, developed in conjunction with Germany’s Continental Automotive Systems, use no springs or oil, just air, to provide 9.8 inches of travel. Front suspension was updated from usual BMW practices, using a conventional WP upside-down telescopic fork with greater travel (10.6 inches) than the prior Telelever system provided, featuring 45-mm tubes and travel-dependent damping with adjustable compression and rebound damping. Tires were Metzeler Karoo dual-sport knobby-type. True to its more off-road persona, the HP2’s weight-saving features included removal of the balance shaft, a shorter-range 3.4-gallon fuel tank, and the lack of hard saddlebags. However, available HP2 options included a tank bag, small luggage-rack duffel, GPS navigation system, heated hand grips and a lower-profile saddle. This 2006 BMW HP2 is simply a well-preserved and well-presented example of these highly coveted and rare dual-purpose motorcycles. Offering incredible performance and on-/off-road capability, this immensely collectible and enjoyable BMW motorcycle stands as an unqualified technical tour de force.
Representing a major rethink at BMW, the dual-purpose HP2 introduced for 2006 was the inspired product of a small group of renegade BMW engineers who were intent on creating an all-out on-/off-road adventure bike capable of taking on the world’s best. This urge was not unknown at BMW, recalling the pattern established by the program yielding the R80G/S of 1981, a Boxer-powered Six Day Trials contender developed a small, dedicated group of BMW dirt-bike die-hards. Quickly, the G/S begat the GS-series, which defined the adventure-touring motorcycle market and quickly became a best-seller for BMW. However, despite its many virtues, the 1200GS evolved into a big, highly equipped and relatively heavy machine more suited to the road than for punishing off-road use. Essentially the two-wheeled equivalent of BMW’s M-Series high-performance road cars, the HP2 was a premium level high-performance, limited-production niche product for the most demanding of buyers. Derived from the 1200GS and BMW’s “works” R900R Paris-Dakar Rally bikes, the HP2 delivered better power-to-weight and performance with a factory-quoted, yet still-considerable 386-pound dry weight. Powering the HP2 is BMW’s famed SOHC “Boxer” horizontally-opposed, air-cooled twin featuring electronic fuel injection and engine management, producing nearly 105 horsepower. Perhaps most importantly, the HP2 develops 85 pounds-feet of peak torque at 5,500 rpm for exceptional flexibility – virtually regardless of the gear selected – under any riding condition. Top speed for the HP2 is a factory-claimed 125 mph. At its core, the HP2 features a complex, high-strength tubular steel space-frame chassis and specialized suspension components. All-new adjustable air shocks, developed in conjunction with Germany’s Continental Automotive Systems, use no springs or oil, just air, to provide 9.8 inches of travel. Front suspension was updated from usual BMW practices, using a conventional WP upside-down telescopic fork with greater travel (10.6 inches) than the prior Telelever system provided, featuring 45-mm tubes and travel-dependent damping with adjustable compression and rebound damping. Tires were Metzeler Karoo dual-sport knobby-type. True to its more off-road persona, the HP2’s weight-saving features included removal of the balance shaft, a shorter-range 3.4-gallon fuel tank, and the lack of hard saddlebags. However, available HP2 options included a tank bag, small luggage-rack duffel, GPS navigation system, heated hand grips and a lower-profile saddle. This 2006 BMW HP2 is simply a well-preserved and well-presented example of these highly coveted and rare dual-purpose motorcycles. Offering incredible performance and on-/off-road capability, this immensely collectible and enjoyable BMW motorcycle stands as an unqualified technical tour de force.
1970 Triumph TR6 Roadster
Lot # 17 (Sale Order: 17 of 78)
2,498 cc inline six-cylinder engine, twin carburetors, 150 HP, four-speed manual gearbox, independent front suspension with unequal-length A-arms, coil springs and anti-roll bar, rigid rear axle with semi-trailing arms and coil springs, hydraulic front disc and rear drum brakes; wheelbase: 88"
Despite the strong early success of its TR2 and TR3 sports roadsters, the Standard-Triumph company was at a crossroads by 1955 following the sudden departure of its lead stylist. Salvation came by way of a chance meeting between Harry Webster, Triumph’s Technical Director, and young stylist Giovanni Michelotti, who had already created a sensation with his many forward-looking designs penned for Vignale. Shortly thereafter, Michelotti produced a finished TR prototype for Triumph within just three months, before restyling the company’s Vanguard and designing the new Herald saloon. Next, Michelotti designed the TR4 for Triumph, which debuted in 1962 and was quickly followed by the TR250, which introduced a new torquey, yet incredibly smooth inline six-cylinder engine. Retaining body-on-frame construction and powered by the six-cylinder engine of the outgoing TR250, the new TR6 debuted in January 1969 with styling by Karmann, including a dramatically revised front end and neat, aero-efficient Kamm-style tail panel. The TR6 enjoyed immediate acceptance and strong demand from sports-car purists. In its road-test report, Road & Track magazine editors described the TR6 as a “…distinctive combination of qualities at a reasonable price,” praising its excellent engine, luxurious interior and easily operated folding top. Steady improvements applied to the TR6 were made in response to tightening emissions and safety regulations in the United States and when production ended in 1976, many enthusiasts regarded the TR6 as representing the end of the line for traditional British sports cars. The 1970 Triumph TR6 offered here was manufactured in December 1969. An original Paint Code 19 (White) car, this TR6 is offered in black with a burgundy pin stripe accent, over original Trim Code 11 (Black) upholstery. The cockpit is equipped with an AM/FM cassette radio and the woodgrain dash panel is complete, albeit dry and cracking in places. Equipped with a black convertible top, this TR6 rides on a set of Michelin tires and comes to auction with a fitted car cover. As when new, this 1970 Triumph TR6 embodies British-style sporting fun on the open road; as such, it is a good candidate to review and enjoy.
Despite the strong early success of its TR2 and TR3 sports roadsters, the Standard-Triumph company was at a crossroads by 1955 following the sudden departure of its lead stylist. Salvation came by way of a chance meeting between Harry Webster, Triumph’s Technical Director, and young stylist Giovanni Michelotti, who had already created a sensation with his many forward-looking designs penned for Vignale. Shortly thereafter, Michelotti produced a finished TR prototype for Triumph within just three months, before restyling the company’s Vanguard and designing the new Herald saloon. Next, Michelotti designed the TR4 for Triumph, which debuted in 1962 and was quickly followed by the TR250, which introduced a new torquey, yet incredibly smooth inline six-cylinder engine. Retaining body-on-frame construction and powered by the six-cylinder engine of the outgoing TR250, the new TR6 debuted in January 1969 with styling by Karmann, including a dramatically revised front end and neat, aero-efficient Kamm-style tail panel. The TR6 enjoyed immediate acceptance and strong demand from sports-car purists. In its road-test report, Road & Track magazine editors described the TR6 as a “…distinctive combination of qualities at a reasonable price,” praising its excellent engine, luxurious interior and easily operated folding top. Steady improvements applied to the TR6 were made in response to tightening emissions and safety regulations in the United States and when production ended in 1976, many enthusiasts regarded the TR6 as representing the end of the line for traditional British sports cars. The 1970 Triumph TR6 offered here was manufactured in December 1969. An original Paint Code 19 (White) car, this TR6 is offered in black with a burgundy pin stripe accent, over original Trim Code 11 (Black) upholstery. The cockpit is equipped with an AM/FM cassette radio and the woodgrain dash panel is complete, albeit dry and cracking in places. Equipped with a black convertible top, this TR6 rides on a set of Michelin tires and comes to auction with a fitted car cover. As when new, this 1970 Triumph TR6 embodies British-style sporting fun on the open road; as such, it is a good candidate to review and enjoy.
1957 BMW Isetta 300 Hardtop
Lot # 18 (Sale Order: 18 of 78)
298cc single-cylinder engine, 13 HP, four-speed gearbox, independent four-wheel suspension, drum brakes; wheelbase: 85”
The Isetta was an Italian response to the need for affordable transportation in Europe, and soon it became the first mass-produced car to achieve over 70 MPG. It is likely one of the best-selling single-cylinder cars ever, with over 160,000 sold. Most all the hard work has been done on this one, with the fresh paint and bodywork looking great. It’s the perfect spot for an enthusiast to buy the car, and even if you’re not lucky enough to own a paint booth, you can finish it with standard tools. Isettas have been strong in the market for many years, and are a worthy investment for any collection. Owning an Isetta always brings a ton of curb appeal along with a sure invite to nearly any event you choose.
The Isetta was an Italian response to the need for affordable transportation in Europe, and soon it became the first mass-produced car to achieve over 70 MPG. It is likely one of the best-selling single-cylinder cars ever, with over 160,000 sold. Most all the hard work has been done on this one, with the fresh paint and bodywork looking great. It’s the perfect spot for an enthusiast to buy the car, and even if you’re not lucky enough to own a paint booth, you can finish it with standard tools. Isettas have been strong in the market for many years, and are a worthy investment for any collection. Owning an Isetta always brings a ton of curb appeal along with a sure invite to nearly any event you choose.
1965 BSA 350 Gold Star
Lot # 20 (Sale Order: 20 of 78)
348cc alloy single-cylinder engine, four-speed manual gearbox, hydraulic front shocks, rear coil springs, drum brakes; wheelbase: 55”
The BSA Gold Star was one of the most successful motorcycles of all time, both in the showroom and on the track. Its ancient design was outdated almost at its inception and yet it thundered on through history, taking on all comers. Light, strong, powerful and bulletproof, the "Goldie" gained a loyal following over the decades. When it was finally retired in 1963, nothing ever sold as well or did as well at the track. The Gold Star, as it turned out, was BSA Motorcycles' most successful model, and the one they became most known for around the world. At the end of World War II, BSA was the largest producer of motorcycles in the world and one of the largest companies in the British Empire. As civilian markets became starved for motorcycles, BSA ramped up production to meet demand. At the time, they were producing only single-cylinder models. In 1948, BSA revived the Gold Star name with the B32 with a 350cc engine. These were custom ordered then built by hand to the customers' specifications and bench tested, which would become a Gold Star tradition. The BSA Gold Star could be ordered in Touring, Trials, Racing, Clubman or Scramble trim like this example. Within a few years, Lucas ceased to produce the magneto used in the four-stroke single, forcing a decision to modify the Gold Star, or move on to the twin-cylinder engines, which was the choice BSA made. While a Bonneville or a Rocket is a great bike, the 350cc Gold Star remains one of the best riding bikes in BSA’s storied history. This bike looks like it just came in from a nice ride - about 30 years ago - and was simply parked in the barn and forgotten. It’s very complete and quite original, with the classic Amal GP carb and Scrambler high pipe. The 1976 license plate might just indicate the last time anyone rode this BSA. Whether it’s a full restoration or simply freshen and ride, this will certainly be a very fun motorcycle that any enthusiast would be proud to own.
The BSA Gold Star was one of the most successful motorcycles of all time, both in the showroom and on the track. Its ancient design was outdated almost at its inception and yet it thundered on through history, taking on all comers. Light, strong, powerful and bulletproof, the "Goldie" gained a loyal following over the decades. When it was finally retired in 1963, nothing ever sold as well or did as well at the track. The Gold Star, as it turned out, was BSA Motorcycles' most successful model, and the one they became most known for around the world. At the end of World War II, BSA was the largest producer of motorcycles in the world and one of the largest companies in the British Empire. As civilian markets became starved for motorcycles, BSA ramped up production to meet demand. At the time, they were producing only single-cylinder models. In 1948, BSA revived the Gold Star name with the B32 with a 350cc engine. These were custom ordered then built by hand to the customers' specifications and bench tested, which would become a Gold Star tradition. The BSA Gold Star could be ordered in Touring, Trials, Racing, Clubman or Scramble trim like this example. Within a few years, Lucas ceased to produce the magneto used in the four-stroke single, forcing a decision to modify the Gold Star, or move on to the twin-cylinder engines, which was the choice BSA made. While a Bonneville or a Rocket is a great bike, the 350cc Gold Star remains one of the best riding bikes in BSA’s storied history. This bike looks like it just came in from a nice ride - about 30 years ago - and was simply parked in the barn and forgotten. It’s very complete and quite original, with the classic Amal GP carb and Scrambler high pipe. The 1976 license plate might just indicate the last time anyone rode this BSA. Whether it’s a full restoration or simply freshen and ride, this will certainly be a very fun motorcycle that any enthusiast would be proud to own.
1968 Buick Riviera
Lot # 21 (Sale Order: 21 of 78)
430 cid V-8 engine, 360 HP, three-speed automatic transmission, independent coil spring front suspension, live axle cool spring rear suspension, front disc brakes and rear drum brakes; wheelbase: 119”
The name Riviera, Latin for coastline, was chosen by Buick to evoke the allure and affluence of the French Riviera. Introduced in October of 1962 as a personal luxury car, the Riviera was slightly smaller than the LeSabre, but just a bit larger than its immediate competition, the Thunderbird. Completely redesigned in 1966, it became wider and heavier, and showed the world its now iconic hideaway headlights. During this era, it began sharing its architecture with the Oldsmobile Toronado and the Cadillac Eldorado. By 1968, the new 430 cubic-inch V-8 was introduced, along with power disc brakes up front and improved safety systems. Buick sales set a record for the Riviera with 49,284 units sold. This fine 1968 example is fully equipped with both power steering and power brakes; inside, it was ordered with power bucket seats, air-conditioning, tilt steering wheel, AM/FM radio, and a cool console-mounted shifter. The preserved interior of this example shows a slight bit of wear but obviously has a lot of life left in it. The beige exterior features a matching vinyl top, and both are very presentable, with fine panel gaps and only the type of minor wear you see on a well-preserved classic. Likewise, the chrome, glass, and rubber trim are very good throughout, and everything works like new and won’t disappoint. The original spare is even still in the trunk. It’s a solid two-owner example showing just 42,000 miles on the clock; the mileage is supported by the overall excellent condition and is believed to be accurate. It is certainly solid, well-maintained, and ready for the new owner to enjoy. Even famed automotive designer Sergio Pininfarina chose the Riviera as one of the most beautiful cars ever built so, overall, it is a terrific example of one of Buick’s flagship luxury cars and a design that will be considered stylish and remain highly regarded forever.
The name Riviera, Latin for coastline, was chosen by Buick to evoke the allure and affluence of the French Riviera. Introduced in October of 1962 as a personal luxury car, the Riviera was slightly smaller than the LeSabre, but just a bit larger than its immediate competition, the Thunderbird. Completely redesigned in 1966, it became wider and heavier, and showed the world its now iconic hideaway headlights. During this era, it began sharing its architecture with the Oldsmobile Toronado and the Cadillac Eldorado. By 1968, the new 430 cubic-inch V-8 was introduced, along with power disc brakes up front and improved safety systems. Buick sales set a record for the Riviera with 49,284 units sold. This fine 1968 example is fully equipped with both power steering and power brakes; inside, it was ordered with power bucket seats, air-conditioning, tilt steering wheel, AM/FM radio, and a cool console-mounted shifter. The preserved interior of this example shows a slight bit of wear but obviously has a lot of life left in it. The beige exterior features a matching vinyl top, and both are very presentable, with fine panel gaps and only the type of minor wear you see on a well-preserved classic. Likewise, the chrome, glass, and rubber trim are very good throughout, and everything works like new and won’t disappoint. The original spare is even still in the trunk. It’s a solid two-owner example showing just 42,000 miles on the clock; the mileage is supported by the overall excellent condition and is believed to be accurate. It is certainly solid, well-maintained, and ready for the new owner to enjoy. Even famed automotive designer Sergio Pininfarina chose the Riviera as one of the most beautiful cars ever built so, overall, it is a terrific example of one of Buick’s flagship luxury cars and a design that will be considered stylish and remain highly regarded forever.
1938 Cadillac Series 65 Sedan
Lot # 22 (Sale Order: 22 of 78)
346 cid L-head V-8 engine, 135 HP at 3,400 rpm, three-speed selective synchromesh manual transmission, independent front suspension with coil springs, live rear axle with semi-elliptic leaf springs, hydraulic four-wheel drum brakes; wheelbase: 132”
By 1938, General Motors’ Cadillac Motor Division firmly consolidated its commanding position at the summit of America’s fine-car marketplace. The winning basic body designs of 1937 were left essentially unchanged and now Bill Mitchell was placed in charge of Cadillac styling. Mechanical updates for 1938 made the great Cadillac models even better than before, with overall sophistication, ease of operation and drivability second to none. Continued for 1938 and positioned above the entry-level Series 50 LaSalle and Series 60 Cadillac lines, and the upscale Series 65, shared several key design features with the more formal, Fleetwood-bodied Series 75 Cadillac models. A longer and heavier car than Series 60, Series 65 carried lower pricing than the “senior” Fleetwood-bodied Series 70. For 1938, Series 65 was expanded into a four-model line on a new 132-inch wheelbase chassis including a four-door Sedan, Imperial Sedan and Convertible Sedan, plus a bare chassis intended for custom or professional coachwork. Series 65 and Series 75 shared new frontal styling featuring a massive vertical cellular radiator grille, three sets of horizontal bars on the hood sides, a modern front-opening “alligator” hood, and headlights positioned between the fenders and hood. Other new details included a shift lever repositioned to the steering column, placement of the horns just behind the grille, movement of the battery under the right-hand side of the hood, a transverse muffler just behind the fuel tank, wheels from a different manufacturer, a new "Synchro-Flex" flywheel, hypoid rear axle and deletion of the oil filter. Powering all but the V-16 Series 90 models was Cadillac’s refined 346-cid V-8 engine, developing 135 horsepower; other mechanical highlights included hydraulic brakes, independent front suspension, synchromesh transmission and more. The 1938 Cadillac Series 65 Sedan offered here is quite rare today as one of 1,401 Series 65 vehicles produced and one of 1,178 with this body style. It was restored approximately 30 years ago, and it was acquired from a prior owner in Maine. Remaining quite nice overall, the Cadillac clearly benefits from its placement within the Corpus Christi Old Car Museum. In addition to its stately body design, this 1938 Cadillac features a very nice interior compartment and rides on painted steel wheels mounting bright factory hubcaps and white sidewall tires. Rightly recognized as a CCCA Full Classic® automobile, this 1938 Cadillac Series 65 Sedan offers a great way to enter, or enjoy, the classic-car lifestyle with outstanding event eligibility.
By 1938, General Motors’ Cadillac Motor Division firmly consolidated its commanding position at the summit of America’s fine-car marketplace. The winning basic body designs of 1937 were left essentially unchanged and now Bill Mitchell was placed in charge of Cadillac styling. Mechanical updates for 1938 made the great Cadillac models even better than before, with overall sophistication, ease of operation and drivability second to none. Continued for 1938 and positioned above the entry-level Series 50 LaSalle and Series 60 Cadillac lines, and the upscale Series 65, shared several key design features with the more formal, Fleetwood-bodied Series 75 Cadillac models. A longer and heavier car than Series 60, Series 65 carried lower pricing than the “senior” Fleetwood-bodied Series 70. For 1938, Series 65 was expanded into a four-model line on a new 132-inch wheelbase chassis including a four-door Sedan, Imperial Sedan and Convertible Sedan, plus a bare chassis intended for custom or professional coachwork. Series 65 and Series 75 shared new frontal styling featuring a massive vertical cellular radiator grille, three sets of horizontal bars on the hood sides, a modern front-opening “alligator” hood, and headlights positioned between the fenders and hood. Other new details included a shift lever repositioned to the steering column, placement of the horns just behind the grille, movement of the battery under the right-hand side of the hood, a transverse muffler just behind the fuel tank, wheels from a different manufacturer, a new "Synchro-Flex" flywheel, hypoid rear axle and deletion of the oil filter. Powering all but the V-16 Series 90 models was Cadillac’s refined 346-cid V-8 engine, developing 135 horsepower; other mechanical highlights included hydraulic brakes, independent front suspension, synchromesh transmission and more. The 1938 Cadillac Series 65 Sedan offered here is quite rare today as one of 1,401 Series 65 vehicles produced and one of 1,178 with this body style. It was restored approximately 30 years ago, and it was acquired from a prior owner in Maine. Remaining quite nice overall, the Cadillac clearly benefits from its placement within the Corpus Christi Old Car Museum. In addition to its stately body design, this 1938 Cadillac features a very nice interior compartment and rides on painted steel wheels mounting bright factory hubcaps and white sidewall tires. Rightly recognized as a CCCA Full Classic® automobile, this 1938 Cadillac Series 65 Sedan offers a great way to enter, or enjoy, the classic-car lifestyle with outstanding event eligibility.
1990 Jaguar XJ-S Convertible
Lot # 23 (Sale Order: 23 of 78)
5.3-litre V-12 engine, 285 HP, automatic transmission, fully independent coil spring front and rear suspension, four-wheel power disc brakes; wheelbase: 102”
The Jaguar XJ-S (later called XJS) is a luxury grand tourer manufactured and marketed by British automobile manufacturer Jaguar from 1975 to 1996, in coupé, fixed-profile and full convertible body styles. There were three distinct iterations, with a final production total of 115,413 units over 20 years and seven months. Originally developed using the platform of the then current XJ saloon, the XJ-S was noted for its prominent rear flying buttresses. The styling was by Jaguar's pioneering aerodynamicist Malcolm Sayer — one of the first designers to apply advanced aero principles to cars. The redesigned two-seat convertible made its debut in 1988 and was a great hit. Earlier models were built by Hess and Eisenhardt, but by 1990, fine convertibles like this example were completely Jaguar-built. This car brought back the luxury of an open top car to Jaguar with a new sporty steering wheel, well-bolstered leather seats, and a new burled wood trimmed interior. This example features air-conditioning, tan leather power seats, power doors and power windows, along with power steering, power brakes and an AM/FM cassette player. The new convertible top has two layers and is power activated, and this one looks original. It rides on the factory honeycomb alloy wheels and newer radial tires. This car looks, drives and runs like a truly well-cared-for vehicle, with excellent bodywork and paint finishes throughout, and lovely trim everywhere you look. This fine example stands ready for the lucky new owner to enjoy immediately as either a show car or a reliable touring vehicle. Popping the hood is a visceral experience, with the gorgeous V-12 engine completely filling up the long hood. Few engines solicit the kind of reactions from true car guys like a beautiful Jaguar V-12. With smooth operation and gobs of torque, driving an XJ-S is an experience not to be missed. If you have been waiting for just the right Jaguar to come along, this might be your opportunity. True collectors know there’s nothing quite like owning a 12-cylinder performance-oriented Jag with clear view of the sky above.
The Jaguar XJ-S (later called XJS) is a luxury grand tourer manufactured and marketed by British automobile manufacturer Jaguar from 1975 to 1996, in coupé, fixed-profile and full convertible body styles. There were three distinct iterations, with a final production total of 115,413 units over 20 years and seven months. Originally developed using the platform of the then current XJ saloon, the XJ-S was noted for its prominent rear flying buttresses. The styling was by Jaguar's pioneering aerodynamicist Malcolm Sayer — one of the first designers to apply advanced aero principles to cars. The redesigned two-seat convertible made its debut in 1988 and was a great hit. Earlier models were built by Hess and Eisenhardt, but by 1990, fine convertibles like this example were completely Jaguar-built. This car brought back the luxury of an open top car to Jaguar with a new sporty steering wheel, well-bolstered leather seats, and a new burled wood trimmed interior. This example features air-conditioning, tan leather power seats, power doors and power windows, along with power steering, power brakes and an AM/FM cassette player. The new convertible top has two layers and is power activated, and this one looks original. It rides on the factory honeycomb alloy wheels and newer radial tires. This car looks, drives and runs like a truly well-cared-for vehicle, with excellent bodywork and paint finishes throughout, and lovely trim everywhere you look. This fine example stands ready for the lucky new owner to enjoy immediately as either a show car or a reliable touring vehicle. Popping the hood is a visceral experience, with the gorgeous V-12 engine completely filling up the long hood. Few engines solicit the kind of reactions from true car guys like a beautiful Jaguar V-12. With smooth operation and gobs of torque, driving an XJ-S is an experience not to be missed. If you have been waiting for just the right Jaguar to come along, this might be your opportunity. True collectors know there’s nothing quite like owning a 12-cylinder performance-oriented Jag with clear view of the sky above.
1990 Jaguar XJ-S Coupe
Lot # 24 (Sale Order: 24 of 78)
326 cid V-12 engine, 263 HP, three-speed automatic transmission, independent coil spring front and rear suspension, four-wheel power disc brakes; wheelbase: 102”
Jaguar released the XJ-S coupe in 1976, not as a direct replacement for the E-Type which retired in 1974, but rather as an evolution of the breed. While the third series XK-E wasn’t exactly the same sporting car that appeared in 1961, it retained much of the original’s character. The XJ-S, meanwhile, was a true grand tourer aimed more at comfort and cruising than spirited driving. The XJ-S took inspiration from Mercedes-Benz’s 450SLC, a luxury cruiser quite capable of comfortably eating up the miles. To that end, this lovely XJ-S Coupe was fitted with Bosch-Lucas fuel injection, a three-speed Borg-Warner automatic transmission., air-conditioning, power steering and power brakes, and leather upholstery. By 1990 when this example was completed, burled elm wood trim, heated seats, and anti-lock-brakes were also added to the mix. This lovely Silver Frost coupe has been well-cared-for in a fine collection for many years and shows today with very nice paint finishes over all the original body panels. The door and hood gaps are excellent, with bright chrome and polished trim elements. Add in the traditional chrome wire-spoked knock-off wheels, and you have a classic British luxury car look that’s hard to beat. The original well-bolstered leather seats are in place and are both power adjusted and heated. As befits a gentleman’s highway car with leather upholstery and air-conditioning; power steering, power brakes, power windows and power locks allow effortless operation, and everything on the classic woodgrain dash looks clean and correct. With plenty of power and incredible handling, it’s no wonder that an XJ-S model in this fine condition is a highly desirable prize. Under the long hood, the big V-12 completely fills the engine bay with a presence few can match, with smooth power that is the envy of other marques. By 1990, this was an $82,000 automobile, so not everyone could afford such luxury, but today, everything is still tidy and looks to be well-cared-for, making this Jaguar a real find for a lucky bidder in Corpus Christi.
Jaguar released the XJ-S coupe in 1976, not as a direct replacement for the E-Type which retired in 1974, but rather as an evolution of the breed. While the third series XK-E wasn’t exactly the same sporting car that appeared in 1961, it retained much of the original’s character. The XJ-S, meanwhile, was a true grand tourer aimed more at comfort and cruising than spirited driving. The XJ-S took inspiration from Mercedes-Benz’s 450SLC, a luxury cruiser quite capable of comfortably eating up the miles. To that end, this lovely XJ-S Coupe was fitted with Bosch-Lucas fuel injection, a three-speed Borg-Warner automatic transmission., air-conditioning, power steering and power brakes, and leather upholstery. By 1990 when this example was completed, burled elm wood trim, heated seats, and anti-lock-brakes were also added to the mix. This lovely Silver Frost coupe has been well-cared-for in a fine collection for many years and shows today with very nice paint finishes over all the original body panels. The door and hood gaps are excellent, with bright chrome and polished trim elements. Add in the traditional chrome wire-spoked knock-off wheels, and you have a classic British luxury car look that’s hard to beat. The original well-bolstered leather seats are in place and are both power adjusted and heated. As befits a gentleman’s highway car with leather upholstery and air-conditioning; power steering, power brakes, power windows and power locks allow effortless operation, and everything on the classic woodgrain dash looks clean and correct. With plenty of power and incredible handling, it’s no wonder that an XJ-S model in this fine condition is a highly desirable prize. Under the long hood, the big V-12 completely fills the engine bay with a presence few can match, with smooth power that is the envy of other marques. By 1990, this was an $82,000 automobile, so not everyone could afford such luxury, but today, everything is still tidy and looks to be well-cared-for, making this Jaguar a real find for a lucky bidder in Corpus Christi.
1949 Cadillac Series 60 Special Fleetwood Sedan
Lot # 25 (Sale Order: 25 of 78)
Model 49-6069X 4. 331 cid OHV V-8 engine, Carter two-barrel carburetor, 160 HP, Hydra-Matic automatic transmission, independent front suspension with coil springs, live rear axle with semi-elliptic leaf spring, hydraulic four-wheel drum brakes; wheelbase: 133"
Following the historic launch of Cadillac’s first all-new postwar models for 1948 featuring the revolutionary “Kettering” OHV V-8 engine and sleek styling with the first appearance of tailfins inspired by Lockheed’s P-38 fighter plane, Motor Trend selected the Series 60 Special Fleetwood as its first Car of the Year in November 1949. Cadillac’s stylish, image-leading large sedan featuring a host of up-to-the-minute design cues, the 60 Special Fleetwood was the pet project of GM designer Bill Mitchell, who designed the first 60 Special in 1938 and went on to be Harley Earl’s handpicked replacement as head of GM Styling in 1958. The importance of Cadillac’s – and GM’s first – overhead-valve V-8 engine simply cannot be overstated. Its brilliance was assured from the beginning, with development of this technological achievement accomplished under the watchful eye of American automotive-industry giant Charles F. Kettering, GM’s Director of Research. Deservedly nicknamed “Boss,” Kettering’s many achievements include the invention of the electric automobile starter, founding Delco Corporation, and earning 186 patents during his rich career. Upon release, the “Kettering” V-8 displaced 331 cubic inches and developed 160 brake horsepower while operating reliably and in near-silence with its multitude of cutting-edge internal features. While Cadillac’s landmark 1948 styling was essentially unchanged for 1949, the “rainbow” cluster dash was replaced by a more conventional layout featuring a horizontal speedometer. Popular and handsome with 11,399 built, plus a “one-off” two-door Sport Coupe, the 60 Special Fleetwood for 1949 also included standard hydraulic window lifts. Conveying a premium-level presence with its commanding 133-inch wheelbase length, elongated rear doors providing ease of entry and distinctive trim, this example of the historic 1949 60 Special Fleetwood remains very nice throughout. It was formerly owned and restored by Scotty Stebbins of Portland, Texas and as offered, the Cadillac has just over 8,000 miles of use at the time of cataloguing, most likely accumulated post-restoration. Featuring attractive colors and high-quality paint, brightwork and upholstery, the famed 331-cid V-8 engine powers it in concert with a Hydra-Matic automatic transmission. Included are a spare wheel and tire, first aid kit and a binder containing model and technical information, as well as parts and service receipts. As offered, this 1949 Cadillac Series 60 Special Fleetwood is a quality example of the foundation of Cadillac’s postwar greatness.
Following the historic launch of Cadillac’s first all-new postwar models for 1948 featuring the revolutionary “Kettering” OHV V-8 engine and sleek styling with the first appearance of tailfins inspired by Lockheed’s P-38 fighter plane, Motor Trend selected the Series 60 Special Fleetwood as its first Car of the Year in November 1949. Cadillac’s stylish, image-leading large sedan featuring a host of up-to-the-minute design cues, the 60 Special Fleetwood was the pet project of GM designer Bill Mitchell, who designed the first 60 Special in 1938 and went on to be Harley Earl’s handpicked replacement as head of GM Styling in 1958. The importance of Cadillac’s – and GM’s first – overhead-valve V-8 engine simply cannot be overstated. Its brilliance was assured from the beginning, with development of this technological achievement accomplished under the watchful eye of American automotive-industry giant Charles F. Kettering, GM’s Director of Research. Deservedly nicknamed “Boss,” Kettering’s many achievements include the invention of the electric automobile starter, founding Delco Corporation, and earning 186 patents during his rich career. Upon release, the “Kettering” V-8 displaced 331 cubic inches and developed 160 brake horsepower while operating reliably and in near-silence with its multitude of cutting-edge internal features. While Cadillac’s landmark 1948 styling was essentially unchanged for 1949, the “rainbow” cluster dash was replaced by a more conventional layout featuring a horizontal speedometer. Popular and handsome with 11,399 built, plus a “one-off” two-door Sport Coupe, the 60 Special Fleetwood for 1949 also included standard hydraulic window lifts. Conveying a premium-level presence with its commanding 133-inch wheelbase length, elongated rear doors providing ease of entry and distinctive trim, this example of the historic 1949 60 Special Fleetwood remains very nice throughout. It was formerly owned and restored by Scotty Stebbins of Portland, Texas and as offered, the Cadillac has just over 8,000 miles of use at the time of cataloguing, most likely accumulated post-restoration. Featuring attractive colors and high-quality paint, brightwork and upholstery, the famed 331-cid V-8 engine powers it in concert with a Hydra-Matic automatic transmission. Included are a spare wheel and tire, first aid kit and a binder containing model and technical information, as well as parts and service receipts. As offered, this 1949 Cadillac Series 60 Special Fleetwood is a quality example of the foundation of Cadillac’s postwar greatness.
