3-litre 24-valve V-6 engine rated at 222 HP, four-speed automatic transmission, front unequal-length control arms with additional articulating hub and mufti-link rear suspension, four-wheel ventilated disc brakes with four-piston front calipers; wheelbase: As the Auburn Automobile Company's last activities came to a close, a group of enthusiasts thought it was time to share the rich and vibrant history of this great car company. Soon the annual ACD Festival held every year become one of the largest car collector events in the world. Among the traditions of the ACD Festival is the award-winning artwork of John Souder. Souder created the first 37 posters for the annual Auburn Cord Duesenberg Festival that celebrated the cars built by the Auburn Automobile Company. Souder's incredible eye for detail and artistic prose was a rare talent that very few possess. Indeed, his posters are now collectible treasures and his artwork appeared on T-shirts, bumper stickers, badges, flags and collector plates, all promoting the festival that he loved so much and became an integral part of. Sadly, John Souder passed away in October of 2018. His 1993 Nissan 300ZX is now being offered with all proceeds going to the festival. It is certainly fitting that a man of Souder's talent would select a brilliant red 300ZX for one of his methods of transportation. The smooth lines of the 300ZX are certainly something that would appeal to an artist and, with a powerful V-6 under the hood, it's a car that is as fast as it looks. The Souder car features a gray interior with power seats in a driver's environment that can only be described as the modern interpretation of the Grand Touring experience. This is an incredibly well-cared-for car that even retains the storage bags for the T-tops. The engine bay is clean and tidy while carrying the look as a powerful engine. Overall, this 300ZX is an incredibly preserved time capsule that can be driven with complete reliability. The sale of this 300ZX represents a wonderful opportunity to own a great car that honors a great man, for a great cause.

248 cid OHV inline eight-cylinder engine, 107 HP, three-speed column shift manual transmission, front independent suspension, live rear axle, four-wheel drum brakes; wheelbase: 121" For the 1940 model year, Buick marketed its entire lineup as new and improved. One inch was added to the wheelbase of Buick's Series 40 Special, allowing both dual side mounts and fully openable doors at the same time. Headlamps were incorporated into the front fenders and horizontal grille bars gave the car a more dominant look. Small but significant mechanical changes improved the car's overall operation. A new dual-diaphragm fuel pump, for example, improved windshield wiper function greatly. The eight-cylinder Dynaflash engine operated quietly thanks to rubber frame-mount shims and aluminum rockers. Riding on a solid I-beam frame consisting of all-steel construction and front/rear stabilizer bars further guaranteed a smooth, safe feeling ride to the driver and passengers. Though considered Buick's entry level full-size car, the Series 40 Special easily met the expectations for drivability and responsiveness that consumers desired. Offered from The Roaring Twenties Museum Collection is this charming 1940 Buick Special Series 40 Business Coupe. Single tone black paint, molded trim, and rear fender skirts combine to create the quintessential streamlined look of the pre-war gentleman's car. The seats and door panels feature a combination of Bedford cloth and mohair upholstery which goes great with the brown dashboard and polished steel instrumentation. Of course, Buick's four-wheel hydraulic brakes and a three-speed column-shifter make stopping and going seem almost effortless. Cruising in comfort and good company is as easy as turning the key, thanks to the Special's powerful eight-cylinder motor and heavily padded seating. With that dashing wind-swept exterior design, this car is sure to make a big hit at any weekend car show. With some simple routine maintenance and a good cleaning, this Buick will provide countless more years of enjoyment to its new owner. Arguably Buick's Special Eight was one of the most well-designed cars of its period. In one instance, actress Ann Blyth, who played Mildred's daughter in the movie Mildred Pierce, was given a 1940 Buick Special Eight as a gift. The actress was supposedly so pleased with her car that she became a customer-for-life. Don't miss this chance to own this terrific piece of pre-war Buick history.

305 cid V-8 engine rated at 150 HP, four-speed automatic transmission, independent front suspension with coil springs and stabilizer front suspension, rear semi-elliptic leaf springs with solid axle, hydraulic front disc and rear drum brakes; wheelbase: 109". The Studebaker Avanti was radical in styling from anything on the road when it was introduced in 1962 to an eager public. Sculpted by the famed industrial designer Raymond Loewy and his crew of stylists, in the heat of Palm Springs, California, the Avanti's mid-20th century styling was polarizing, but thoroughly modern. The Avanti was essentially a hand-built grand touring car. Studebaker was plagued with financial problems and fewer than 4,700 Avanti's were manufactured before production ceased. In 1964, as the Studebaker Corporation exited the auto business, former Studebaker dealers Leo Newman and Nate Altman picked up the Avanti torch. Newman and Altman bought part of the original Studebaker plant, and had access to Studebaker's molds, tooling and prior development work, along with many chassis and body parts. The duo created the Avanti Motor Corporation and began producing the Avanti II starting in 1965. During Newman and Altman's ownership, the Avanti II was continually improved and refined. Through their relationship with Chevrolet they were able to procure performance engines and durable drivetrains. This single owner Avanti survives today with its original fiberglass body and chassis. Under the hood, the original Chevrolet 305 cubic-inch V-8 is correct and is mated to a GM four-speed automatic transmission. The brake system has been rebuilt with DOT 5 silicone fluid for long-lasting stopping power. This also includes upgraded front brakes with GM calipers and rotors. Inside, it's all original as well, with well-bolstered bucket seats up front, and room for three in the back. The padded dash features a burled woodgrain front face with speedometer, tachometer, water temperature, oil pressure, and a vacuum gauge. The factory sunroof is an added feature for touring enjoyment. With fewer than 200 units produced for 1982, this Avanti II is exclusive. With renewed care and attention by an astute owner and donated for auction to support the Studebaker National Museum, this performance auto will garner admiration for years to come.

SOLD ON BILL OF SALE ONLY 134 cid inline four-cylinder engine, 32 HP, four-speed manual gearbox, drum brakes; wheelbase: 74". The Ford NAA is a rare and desirable tractor that was introduced by Ford as an entirely new model in 1953 and dubbed the Golden Jubilee as part of their 50th year anniversary celebration. The NAA designation was a reference to the first three digits of the serial number style used starting with this tractor. It was designed as a replacement for the Ford N-Series tractors. Larger than the 8N, the Golden Jubilee featured live hydraulics, 50th year Golden Jubilee badging, and an overhead-valve "Red Tiger" four-cylinder engine and streamlined styling. It was the first tractor Ford built after losing its court battle with Harry Ferguson in 1952 over the patents the Irish inventor held on the Ferguson System three-point hitch. This example was restored by noted enthusiasts Ron Thorne around 2005, and presents as if it was recently done. Finished in Ferrari Red and gray it has won several national awards and has been exhibited at tractor events only since restoration. It has resided in a careful and fastidious collection since and is ready to be used, shown and enjoyed.

SOLD ON BILL OF SALE ONLY 2.2-liter four-cylinder engine, 32 HP, four-speed gearbox, drum brakes; wheelbase: 74". Ford produced the "Golden Jubilee" to celebrate its 50th anniversary. This tractor was only released in 1953 and 1954, succeeding the Ford 8N, and just 128,965 models were built. Made in the Highland Park, Michigan factory, this tractor had a special badge on its nose that commemorated the anniversary. Upon release, it cost $1,560. This tractor comes out of a noted collection and features a liquid cooled four-cylinder engine with eight valves and weighs in at 2,800 pounds. Slightly longer and heavier than the 8N, it produces 32 HP. This lovely example has just 1,300 original hours of operation and sports a very correct repaint with no damage or signs of wear. Our consignor reports that it runs and drives like new and, while he used it for farm shows and tractor events, it would be fully capable of hitching your double-bottom plow to the three-point hitch and plowing any field you choose.

193 cid inline six-cylinder engine, 65 HP, three-speed manual transmission with single reverse gear, electric starter, manual choke; wheelbase: 113" The Willys-Overland Motor Company was created in 1908 when John Willys purchased the Standard Wheel Company's Overland Automotive Division. He further expanded the company in 1913 after acquiring the license to build Charles Knight's sleeve-valve engine, thus giving birth to the Willys-Knight nameplate. In 1926, Willys-Overland introduced a line of small cars called the Whippet. Largely successful but hampered by the stagnant economy of the depression, the Whippet ceased production in 1931. Unbeknownst to many, the Whippet had a very low production, distant cousin; The Willys Six C-113 Truck. This all original Willys Six C-113 Truck, offered from The Roaring Twenties Museum Collection, is number 113 of just 198 made. Referred to in sales documentation as a Cloned Cab Pickup, the Six Trucks were marketed as speedy transportation with a comfortable deluxe cab that offered plenty of room. It does not take a lot to notice that this truck strongly resembles the Whippet in more than a few ways. Not surprisingly, both the Whippet and the C-113 were Murray-bodied products. Mechanically, the two automobiles are not that different either. The truck is powered by the same 65 horsepower L-head straight-six as the car. The rather simplistic dash includes a fuel gauge, speedometer, and amperemeter the C-113s were well-optioned in a day when trucks were used primarily for a utilitarian purpose. The bed, measuring 47.5"by 66" is a generously sized, all metal pickup box with plenty of space. With a two-tone green and black paint combination, this C-113 even manages to pull off an elegant look. Apart from some maintenance, this truck will once more be ready to hit the road. These trucks, though not commonly heard of, were far ahead of their time. Radically different from other utilitarian automobiles, these trucks offered a clean-cut appearance, the reliability of the Willys L-head six, and economical operability. Fairly priced, Willys offered a half-ton chassis starting at just $395, and a larger one-and-one half-ton chassis could be purchased for just $200 more. This C-113 would make the centerpiece of a classic truck collection and, with a production figure of only 198, this may be the last opportunity to own one for quite some time.

380.9 cid inline four-cylinder L-head engine, 40.9 HP, three-speed sliding gear transmission, full elliptic leaf spring front and rear suspension, rear mechanical drum brakes; wheelbase: 115". Built in Jackson, Michigan by famed engineer Byron J. Carter, the Jackson was a beautifully built and powerful automobile for its time. With all proprietary components including the engine, the Jackson was a reliable, luxurious and comfortable Brass Era car. Offered as part of The Auburn Auction is this incredibly original and well-cared-for Jackson Olympic Touring. Powered by its original 40 horsepower engine, the car has only been owned by three fastidious owners since 1913. Sold new in Iowa to a Mr. H. J. Walters, he owned businesses in Iowa and had several motorcars (an incredible feat for the era). He was seeking to find the finest motorcar on the market, and it is understood that he owned a Stutz, Packard, several Cadillac's and this Jackson, which explains why the car accrued so few miles during his ownership. He was a collector before collecting was a thing. His family sold the car in the late 1950's to Joseph Habeger whose family kept the car until the early 2000's. It is being sold by its third registered owner who sourced vintage Ohio plates for the car strictly for display and presentation purposes. The car has been fully maintained from new and has an actual 2,380 miles on the odometer from new. It is amazingly well-preserved and has no modifications from new with the exception of a repaint of the original body. Everything on the car is completely original and in excellent condition including the wood, frame, engine, transmission and suspension. The car has been serviced within the past year and runs and drives reliably. It is the most interesting and likely least expensive entry into preservation classes at events made quite popular by the likes of the Pebble Beach Concours and Amelia Island Concours. This is the first time the car has ever been properly offered to the public and represents a unique opportunity for new ownership to either preserve as is or tour the car as one of the only surviving Jackson automobiles extant. The car comes with a full file of documentation which includes paperwork from new, all ownership history and a plethora of other information as well. There are only a handful of Jackson's known and they typically trade for six figures when they do come to market. With a passionate and caring owner, this car is ready to go and will make a great and unique addition to its new home.

389 cid V-8 engine with three Rochester Two Jet two-barrel carburetors, 360 HP, four-speed manual transmission, independent front suspension with coil springs, live rear axle with semi-elliptic leaf springs, four-wheel drum brakes; wheelbase: 115". The birth of the American muscle car (defined by a large engine in a mid-size car) began in late 1963. Under the direction of John Z. DeLorean, the 389 cubic-inch V-8 powered GTO, was introduced as a performance option for the Pontiac Tempest. The entire GTO project circumvented GM's prohibition of installing an engine over 330 cubic inches in their intermediate models, making the car a factory hot rod, or as it later became to be known as, a muscle car. DeLorean sent word about the GTO out to the Pontiac dealer network, receiving 5,000 orders before the GM brass even learned of the car's existence, according to legend. With such a strong positive response from the dealers, GM had to approve the GTO for production, despite the cubic-inch policy. It proved to be successful as Pontiac would go on to sell 32,540 GTOs in 1964 and helped to cement DeLorean's reputation in the industry. Big-car power in a medium-sized package made for exhilarating performance, with Car & Driver magazine achieving a 0-60mph time of 4.6 seconds and the standing quarter-mile in 13.1s/115.0mph with a 348 horsepower, manual transmission example, figures that put many a more esteemed - and more expensive - purpose-built sports car to shame. By 1966, the GTO had been designated as its own specific model within Pontiac's lineup. Fittingly, it was restyled with a slightly more curvaceous design, and it would gain what would become known as "Coke bottle" styling cues for its body lines. The standard 389 cubic-inch engine was tuned to produce 335 horsepower, but the most desirable option was the "Tri-Power" setup, which had triple two-barrel carburetors that could bring horsepower to 360, making this high-powered version a fierce competitor on drag strips across America. 1966 was the last year the iconic "Tri-Power" carburetion would be available on all GM cars, excluding the Corvette. This 1966 GTO convertible has been treated to an exhaustive, correctly coded, highly detailed, every nut and bolt and correct restoration. From the factory-original style plug wires, clamps and hoses under the hood to the correct dual exhaust system with proper mufflers, resonators and exhaust tips, this performance Pontiac is a show-stopping stunner. The close attention to detail during restoration can be seen and appreciated in every part of this exceptional GTO. Equipped with a host of factory options geared with performance in mind: the potent combination of the 360 horsepower, 389 cubic-inch engine with the legendary three two-barrel, Tri-Power carburetion system and Muncie four-speed manual transmission with Hurst shifter. Additionally, it is optioned with a posi-traction rear differential, tachometer with rally gauges, woodgrain sport steering wheel, center console and red-line radial tires mounted on factory Rally I wheels. Finished in its original code B Blue Charcoal body color with contrasting black interior and convertible top, this handsome GTO checks all the right boxes, not only for its highly desirable option list, but also for the extreme care and high quality of its restoration.

289 cid F-head inline four-cylinder engine, 30 HP, three-speed sliding gear manual transmission with single reverse gear, semi-floating rear axle, wood spoke wheels, four-wheel mechanical Bendix brakes; wheelbase: 118.5". At its peak, Hudson was the third largest automotive manufacturer in the United States. Well-known for innovation, Hudson was the first manufacturer of dual braking systems, oil-pressure and generator warning lights, and most importantly the first balanced crankshaft. Thanks to this advancement, Hudson's straight-six engine could operate at a higher rotational speed while still running smoothly. This allowed the six to develop more power for an engine of its size than lower speed powerplants. As a result, Hudson's "Super Six" lineup enjoyed one of the most successful production runs in America. Known for its dependability, it was the Super Six’s consistency that contributed to its popularity among consumers. It would not be until 1929 that Hudson would officially drop the Super Six label, a move that coincided with the company's adoption of its The Greater Hudson's ad campaign. On top of their dependability, the Hudson of 1929 was a visually appealing car. With a higher, sleeker radiator, vertical engine louvres, the addition of "Saddle Lamps", and larger, more modern headlights, these cars had what could only be described as an aristocratic look to them. After relocating the Motometer to the dash, Hudson added an ornately sculptured hood ornament to the top of the radiator. Each of these design improvements, attractively displayed on this 1929 Hudson Super Six Sports Coupe, complemented an already great car by giving it additional functionality. Offered from The Roaring Twenties Museum Collection, this delightful two-tone Hudson represents the last of its kind to carry the Super Six name. The interior, done in a plush green velour, is in fairly good condition for it age. This Hudson also features a steering wheel made from a rubber shell wrapped around a solid steel core, a first in the automotive industry. Notice, too, that the spark, throttle, light, and horn controls were all conveniently moved to the center of the wheel. This car also features a rumble seat which was, by this time, very common among all roadsters. This fine Hudson Super Six Roadster represents an attractive opportunity to own a car that is just as historically important as it is interesting. Don't miss out on this chance to experience the Super Six!

267 cid L-head V-12 engine, 110 HP at 3,900 RPM, Stromberg two-barrel carburetor, three-speed manual transmission, solid beam front axle with transverse leaf springs, live rear axle also with transverse springs, hydraulic four-wheel drum brakes; wheelbase: 125". Under the guidance of Edsel B. Ford, on November 2, 1935, the Lincoln Motor Car Company, a division of Ford Motor Company, took the spotlight with the unveiling of the all new Lincoln Zephyr line. Reaching outside the company for design inspiration, this new smaller Lincoln had been designed based on John Tjaara's Strekenburg concept studies from the late 1920's. Originally designed for a rear-engine mounting with a bridge-truss integral frame, the front end of the car was smooth and sleek. Briggs Body Co. created a mock-up that was displayed at the Chicago World's Fair in 1934. Edsel Ford knew there was a major marketing gap between his father's Ford passenger cars and the luxurious Lincoln automobiles that he had overseen since the company had been acquired. Edsel Ford wanted to compete head-to-head with the likes of Chrysler Airflow, Buick Century and the soon-to-be released Packard 120. His solution was a car that offered superb styling and one feature none of the competition had, a multi-cylinder engine. When unveiled, Edsel Ford's stylist, E. T. Bob Gregorie's handy work presented a masterpiece of streamline design and elegance in sheet metal. Zephyr's featured a front-mounted V-12 engine that shared its basic design elements with the trustworthy Ford V-8 rather than the larger engines from Lincoln's Model K series. Promoted as offering a Zephyr-smooth ride with the passengers cradled between the axles, this new "baby"Lincoln was soon wooing customers over from other brands of automobiles. Initially offered only as a four-door sedan and a two-door coupe-sedan, the line expanded for 1937 with a full town limousine and a six-passenger coupe. For 1938, both a convertible sedan and a handsome convertible coupe were added to the line-up. Improvements to the engine were also incorporated with the use of hydraulic lifters providing a silent ride. For the 1939 model year, several more upgrades were released, the most important of these being the use of hydraulic brakes, as well as improvements to the electrical charging system. Styling saw the body updated with lower body skirting completely enclosing the running boards plus a mild face-lift to the front grille and sheet metal. The hood line was raised a bit which allowed for larger front grille opening that let more cooling air to flow through the radiator. Zephyr was also gaining an international following which may be one reason why the dashboard was designed to be asymmetrical with gloveboxes on each end, and a centrally mounted combination speedometer/instrument cluster which included gauges for fuel, oil pressure, charging and coolant temperature. One of just 640 Zephyr convertible coupes produced for the 1939 model year, this beautiful example has lived much of its life in the Grand Canyon state of Arizona. Treated to a full restoration a few years back, it is presented in a beautiful dark Zephyr Coach Maroon livery which is set off by the jewel-like finish of all exterior chrome surfaces including those highly sought-after teardrop taillights. The tan canvas top covers the chrome plated bows and fits just as it did when it was first produced and when folded in the down position is covered by a matching boot cover. Drivers and passengers are cradled in the lap of luxury with plush seats covered in fine red leather and the floor is covered with a custom fitted thick red loop-pile carpeting also in red. This impressive convertible is fitted with several desirable period accessories including dual outside rearview mirrors and a driver's side spotlight. The original wheels are riding on a set of gleaming wide whitewall tires and the rear fenders are fitted with color coordinated fender skirts. Below the speedometer is an original electric clock, and the banjo steering wheel features a flawless ivory plastic outer ring that matches the gear shift knob. Under the hood that Zephyr V-12 engine has been detailed to a show-quality appearance and we have been told it runs out quite well with the transmission slipping through the gears like a warm knife through butter. Easy on the eyes and a pleasure to drive, this Zephyr will not disappoint.

200.5 cid L-head inline four-cylinder engine, 40 HP, three-speed sliding gear manual transmission with single reverse gear, solid front axle and live rear axle with transverse semi-elliptic leaf springs, four-wheel mechanical drum brakes; wheelbase: 103.5 Upon completion of the Model T's nearly 20-year production run, Ford introduced the Model A as the successor to the "Tin Lizzie". A wide array of options was available on this lineup, beginning with the Roadster at $385 and ending with the top-of-the-line Town Car at $1,400. Reverting to the first letter of the alphabet was Ford's way of symbolizing the tremendous impact this vehicle would have on the company. Like its predecessor, the Model A had a four-cylinder L-head engine and semi-elliptic front and rear transverse springs. Aside from that, the Model A was comprised of over a thousand more parts and components than the T. For starters, the water-cooled engine of the Model A was twice as powerful and could attain a top speed of 65 miles per hour. The magneto starting system was replaced with a conventional battery ignition, and the planetary transmission gave way to a sliding gear three speed unit. While exterior features did maintain a link with those of the Model T, larger tires and a high belt line showed that obvious design influence from Lincoln was used in the A. Offered here from The Roaring Twenties Museum Collection is this beautiful Model A roadster. Full crown fenders, wire spoke wheels, and a Washington blue body perfectly mingles with the yellow pinstriping and tan top. This Model A brilliantly displays its bright trim, tastefully added chrome, and other exterior features, emphasizing greatly on the car's visual appeal. Equipment such a combination tail and stop light, windshield wiper, and front/rear bumpers now came standard as well. The interior and rumble seat are dressed in a rich brown upholstery, which beautifully contrasts with the color scheme of the exterior. Dual side-mounted covered spares, a rear-mounted trunk, runningboard gates and wind wings give this Model A it's very elegant and charming look. The waffle manifold and firewall heat outlet door indicate that this car once had the clever yet primitive heater. Garnering credit solely through its sales performance, the Model A remains one of the most successful production cars to date. By February of 1929, one million Model As had been sold, a number that would jump to two million before the end of July. By March of the following year, Model A sales hit an astounding three million. This 1929 Model A Rumble Seat Roadster is truly a beautiful car and should be enjoyed by its new owner for years to come.

327 cid V-8 engine, 300 HP, automoatic transmission, independent front coil spring suspension, rear transverse leaf spring suspension, drum brakes; wheelbase: 98" The 1964 Chevy Corvette was greeted with as much enthusiasm as its 1963 counterpart had been the year before. With the monumental success that Chevrolet had experienced after the introduction of its second-generation Corvette Sting Ray, GM executives understood that the C2's sophomore year would require little more than continued refinement to the already intensely popular sports car to maintain its success. Most of the styling refinements that were made to the exterior of the 1964 model were subtle. The most notable change involved the replacement of the rear split-window that had been introduced in 1963. The split-window was abandoned completely by General Motors in 1964, replaced instead by a rear window that was constructed of a single piece of glass. This beautiful 327 car is highly original and looks great from all angles. It's been repainted once in the correct Sebring Silver paint. It has a great stance, with excellent panel fit, chrome and trim. You'll see the correct and distinctive 64 hood, without the faux hood vents, but still showing the recesses. Also new for 64 are rear pillar vents on the driver's side, aiding in cockpit ventilation. The driver will enjoy a lovely black interior, woodgrain steering wheel, and factory air-conditioning. Motor Trend Magazine tested a four-speed 327 coupe with the 4.11:1 rear axle ratio on this car and the results were impressive. The engine bay is clean and very correct, and you'll love showing off both the performance and the good looks of this desirable C-2 Corvette. Supplied with plenty of documentation, our consignor reports that the mileage shown is accurate at 69,000 miles from new. With limited and careful ownership from new, this clean Arizona car stands ready for enjoyment of many miles of open road.

259 cid V-8 engine factory rated at 185 HP, three-speed automatic transmission, independent front suspension with coil springs front suspension, rear semi-elliptic leaf springs with solid axle, four-wheel hydraulic drum brakes; wheelbase: 120.5”
In the vein of the European grand touring car, Studebaker introduced the Speedster as a one-year-only model. Proclaimed “Speedster By Studebaker,” this is a personal luxury/performance vehicle. It sported the most powerful engine available and a unique tri-tone exterior color scheme. “For Those Who Demand The Best,” quipped Studebaker’s corporate marketing. Its interior appointments were also unique to the Speedster model, such as a machine-turned instrument panel and diamond pattern stitched upholstery providing both a performance and luxury aesthetic to the automobile. With a factory base price of $3,253, the Speedster was an exclusive motoring experience for the most discerning of clientele. Although only 2,215 Speedsters were produced, Studebaker was enamored with the concept and decided to introduce a line of “family sports cars” the following year, the Hawk series. This example was restored and modernized by a true craftsman, Robert Campisi. Saved from a California wrecking yard in 1988, Mr. Campisi performed a nine-year and exhaustive rebuild of the Speedster. This process is documented in detail by his photo album charting every step he took in resurrected this rare Studebaker. After completing the restoration, Mr. Campisi and his wife spent many hours touring with local car clubs from the Bay Area, California, proving the vehicle’s reliability for long distance driving. It would grace the field of the Hillsboro Concours d’Elegance in 2003 and many local car show events during Mr. Campisi’s life. Tasteful upgrades include a 12-volt charging system, modern stereo and wiring system, which features an electronic ignition for reliability. The exterior sports a Speedster exclusive two-tone paint scheme with Shasta White and Pimlico Grey Metallic colors giving the automobile a classic sense of style. All brightwork was re-chromed during restoration which enhances the striking two-tone livery. With its rebuilt Studebaker ‘Passmaster V-8’ and automatic transmission, the vehicle is well-sorted and prepared for immediate use in any touring opportunity. This is your chance to own a Speedster that Studebaker announced as “Style and Performance with Family Car Comfort.” Donated for auction to support the Studebaker National Museum.

176 cid L-head inline four-cylinder engine, 20 HP at 1,600 RPM, Holley 4500 carburetor, two-speed planetary transmission, transversely-mounted independent front and rear axle beams with semi-elliptic springs, locking transmission with external rear wheel parking brakes; wheelbase: 100" No other car in automotive history has done more for creating a motoring public. For millions of drivers, the Ford Model T most likely provided their first experience behind the wheel of an automobile. Henry Ford set out to produce a car that anyone could drive and most everyone could afford. Over the years, as he was able to speed up production, he was able to lower prices. The mechanics were simple enough that any shade-tree mechanic with a minimum of tools could repair or rebuild a Model T. Today, over 110 years since they were placed on the market, it is estimated that nearly a half million are still in operation, and no real car collection is complete until they have a genuine Ford Model T. As with many early Model Ts, the history of this car is unknown. Finished in gleaming white with diamond tufted black leather seats, the brass radiator along with those massive gas-lit headlights and even the brass taillight sets this little runabout apart from most other Ts. Our research did show that the engine currently in this car dates from a July 1913 build, however the car is titled as a 1911. Kept in a museum atmosphere for the past several years we are told that this car has been exercised on a regular basis and is quite reliable for taking part in a vintage car rally, drive or and exposition such as the Old Car Festival at Greenfield Village close to where this sharp car was originally constructed. Restoration on this runabout looks to have been done several years back, but it does show quite well and mechanically it is quite sound. Appointments on this little car include a vintage Moto-meter with "dog-bone" radiator cap done in brass, running board mounted collapsible storage rack, windshield support arms, rearview mirror and a Ford script ammeter. Promising to offer some memorable motoring memories, this 108-year-old fabulous Ford would be a joy to own.

247 cid L-head straight eight-cylinder, 60 HP, three-speed manual transmission, solid front axle with semi-elliptic leaf springs, live rear axle with semi-elliptic leaf springs, and hydraulic drum brakes; wheelbase: 118.25". The Hupp Motor Car Company was founded by Robert and Louis Hupp in 1908. Throughout their 32 years of operation they produced a wide variety of cars. Hupmobile's early cars appealed more to the entry-level market, competing along the lines of the Ford Model T. In the mid-1920s Hupmobile decided to focus its product toward more wealthy consumers with the introduction of a new eight-cylinder engine. For the 1925 model year, Hupmobile's products could be purchased either with the well-known and proven four-cylinder motor or the upscale and significantly more powerful L-head inline eight-cylinder engine. This motor could churn up higher RPMs than others at the time, generating as much as 60 horsepower and performed above expectations. There was a substantial price difference between the two cars, with the eight-cylinder models costing around $700 more than their four-cylinder counterparts. Four-wheel hydraulic brakes and balloon tires were also available on the higher priced Hupmobiles. This 1925 Hupmobile E-1 Boattail Roadster, offered from The Roaring Twenties Museum Collection, is a brilliant example of how the company went about establishing itself within a more affluent upscale clientele. The exterior, elegantly painted in tan, light green, and black, immediately draws attention. A black soft top, red interior, and light tan artillery wheels give this Hupmobile even more of an eye-catching look. The history of this car is just as vibrant and alluring as its color scheme. Delivered new in 1925 to a bootlegger in Fairmont, West Virginia, it is rumored to be just one of just eight produced in this body style. After running into some health problems, the bootlegger was forced to rapidly depart West Virginia, after which his car fell into disrepair. The second and final owner of the car purchased it in 1962, taking the car home in three separate trips. After two years of lengthy restoration work, the sporty little Hupmobile was once again ready for the open road. This particular E-1 Roadster is one of just three still in existence today. Despite being mass-produced in their day, Hupmobiles are very uncommon sights on the road and at events, adding further value to this tastefully restored car. Bound to turn heads wherever it is driven, this 1925 E-1 Boattail Roadster is a truly unique and rare find.

430 cid OHV V-8 engine, 320 HP, three-speed automatic transmission, coil spring independent front suspension, live rear axle with semi-elliptic leaf springs, and four-wheel power hydraulic drum brakes; wheelbase: 123". After the baroque, heavily sculpted and chrome laden 1958 to 1960 models, Lincoln designers went back to the drawing board to create a clean, modern new car that would debut in 1961. Focusing on elegant simplicity, the line would be pared down to a single model, the Continental, which would be offered only as a four-door sedan and as a four-door convertible, with the latter being the last of its kind to be built by a Detroit automaker, when the model was discontinued in 1967. The new Continental, created under the leadership of Elwood Engel, was smaller than earlier models, but continued to utilize unit-body construction. The decision to downsize the Continental resulted in one of its most distinctive features: suicide-style rear doors, as there was simply not enough room between the wheel wells for four doors, and a generous rear passenger seat without hinging the back doors at the rear. In order to accommodate an ultra-low ride height, the Continental boasted an innovative driveshaft that was lowered as far as possible to reduce the interior tunnel. Other advanced features included extensive factory rustproofing, curved window glass, and a standard two-year 24,000-mile factory warranty, which was the first of its kind offered on an American car. Each Continental underwent exhaustive road testing prior to its delivery to its original owner. The automotive writers of the day complimented Lincoln on its minimal design changes, with Jim Wright of Motor Trend (July 1963) stating: "At first glance, it's not easy to tell a 1963 Continental from a 1962 or even a 1961, for that matter. Planned obsolescence just isn't cricket in a car that costs upwards of $6,200, so styling changes from year to year are very subtle." This continuation of design also rewarded Lincoln owners with improved value retention at trade-in time, which was something earlier Lincolns hadn't seen. It is no wonder that the model was such a lasting success, with a styling theme that would be used through the end of the decade, and it has become a hallmark of Lincoln design. The well-equipped Continental offered here includes power seats, power vent windows, factory air-conditioning, and automatic headlight dimmers. Recently, the current owner commissioned a no-expense-spared, every nut and bolt, correct restoration by noted 1960s Lincoln restoration expert Rich Liana. All cosmetic, mechanical and electric components of this rust-free car have been totally rebuilt and are in excellent working order. Upgrades added during the restoration include a set of wide whitewall radial tires and a stainless-steel exhaust system. Attention to detail is evident in every area of this exceptional automobile. The engine bay is highly detailed with correctly marked and coded hoses, clamps, decals and proper paint finishes done to show standards. Finished elegantly in the understated and regal factory original color scheme of Inverness Green with contrasting sumptuous cream leather seats, this iconic, show-quality Lincoln has yet to be shown at a concours or club event, presenting an opportunity for the next owner to exhibit and enjoy this truly remarkable car.

331 cid OHV V-8 engine rated at 160 HP, four-speed Hydra-Matic transmission, coil spring independent front suspension and live rear axle with semi-elliptic leaf springs, four-wheel hydraulic drum brakes; wheelbase: 126" For 1953, Cadillac was on top of its game with a dazzling display of fine cars that showed the world just how gorgeous a car could be. Offering no less than eight different models, buyers could choose from a luxury sedan to a sporty convertible, but all had one thing in common; extravagance beyond compare and a multitude of options that explored the absolute pinnacle of comfort in a way that no other car could. Indeed, Cadillac had a banner year for 1953 with 109,651 cars produced. Of all those Cadillacs built for 1953, only 8,367 were Series 62 convertibles like the one offered here, and it became the company's best selling convertible. Wearing a restoration that was commissioned in 2006, this beautiful example of Cadillac's heritage is finished in desirable Pastoral Blue with a two-tone light and dark blue leather interior. For sheer size and elegance, this is a Cadillac that speaks to an era of when bigger was better. Cadillac spared no expense in its design for 1953 with massive chrome bumpers both fore and aft that featured rocket nose accents that were pointing the way to America's future in space. The quality of the restoration of this car is clearly apparent in its immaculate paint, brilliant chrome, and tidy interior, all of which were finished with the highest level of craftsmanship in its restoration. The paint on this car is superb while all chrome has wonderful shine. All exterior trim was fully restored and its fit and finish is excellent. The blue canvas convertible top is new and presents as nearly new. This Cadillac rides on its factory steel rims with the "sombrero" hubcaps and wide whitewall tires for an exceptional look. Since its full restoration this Cadillac has been expertly maintained and shows very little wear. It also runs and drives as well as its looks and was recently refreshed with an oil and filter change, and a flush and refill of all hydraulics including the power windows and power steering system. The brake fluid was also flushed and changed, and it also received a wheel alignment. There just aren't that many cars that can command the attention of a 1950s cruiser and this 1953 Cadillac Series 62 convertible is a car that owns the boulevard. Style, class, size, and elegance all come together in this Cadillac that will most certainly be the hit at any show.

242 cid L-head inline six-cylinder engine, 50 HP, three-speed manual transmission with single reverse gear, floor mount shifting controls, semi-floating rear axle; wheelbase: 120". Studebaker was originally founded in 1852 as the Studebaker Brothers Manufacturing Company of South Bend, Indiana. Initially producing wagons for farmers, miners, and the military, it was not until 1911 that Studebaker would enter the automotive business as its own independent marque. The Special Six Series, which began production in 1918, was Studebaker's mid-range model. Available in several body styles, the Special Six enjoyed positive sales numbers throughout its production years and was eventually rebadged as the Studebaker Commander. For the 1925 model year, the Studebaker Special Six debuted the Model EQ which was available as either a Duplex Phaeton or a Duplex Roadster utilizing pull-down side curtains for inclement weather. Offered from The Roaring Twenties Museum Collection, this three person Duplex Roadster is part of the "Sheriff" series which was used by the Texas and Arizona Rangers. Interestingly, it was also favored among Bootleggers who affectionately dubbed it "The Whiskey Six". Featuring a black rigid steel-reinforced top, pinstriped baby blue paint, and black fenders and running boards, this Studebaker is bound to impress. Additional exterior features on this car include the distinctive, fluted radiator shell which was continued from previous years, drum style headlights, and a fluted hood panel. Note also that this Studebaker also includes dual rear-mounted spare tires and dual spotlights, both options for the car. The interior of this Studebaker features a single black bench seat, a column floor shifter, and a brown wooden steering wheel. The dashboard instrument cluster includes an Elgin clock, amperemeter, fuel gauge, oil pressure gauge, speedometer, trip meter, and an odometer. From carriages to cars, Studebaker cemented a reputation by building durable, high quality vehicles. Reliability and performance also set Studebaker apart from the rest of the automotive manufacturers. It was this broad and deep commitment to quality that further developed the brands reputation. Studebaker's innovations and commitment to solid engineering never faltered. Though Studebaker is long gone, their reputation continues to be demonstrated through the continued enjoyment of products like this highly sought-after 1925 Special Six Roadster.

3.0-litre DOHC 24-valve V-6 engine, 270 HP, five-speed transmission, front independent aluminum double-wishbone suspension with coil springs, stabilizer bar and compliance pivot, rear independent aluminum double-wishbone with coil springs and stabilizer bar, dual diagonal, power-assisted four-wheel ventilated disc brakes; four-channel anti-lock braking system; wheelbase: 99.6". When Honda launched the Acura NSX in 1991 it signified a change in the direction of an exotic car. Exhibited at the Chicago Auto Show in 1989, it made its debut in mid-1990 as a 1991 model and stayed in production until 2005. In that time, it became a world class car that offered excellent engineering in a package that was fun to drive and rode like it was on rails. Indeed, the NSX managed to write its own chapter in automotive history. Offered here is an excellent first-year example of this striking car finished in black over silver. Showing 72,000 miles on the clock, this NSX has been impeccably maintained to the highest standards and presents today almost as it did when it left the showroom. A careful look at this car clearly demonstrates the impeccable condition throughout. Styling for the NSX was a tour de force of advanced design and engineering for its time. Construction was based on a strong, yet lightweight aluminum chassis that represented the cutting edge of automobile design principles at the time. Testing the chassis was assisted by Formula 1 champion driver Ayrton Senna with his detailed input while testing the prototype car at Honda's famed Suzuka circuit. This NSX's engine compartment is clean with no issues and this NSX runs as well as it looks. The interior is a true driver's environment with all controls within easy reach and a dashboard layout that speaks to a true performance car. This NSX also comes with its factory-fitted emergency tools consisting of the roadside jack, lug wrench, screwdriver, and air compressor. This example also carries several amenities in the way of a dealer-installed CD changer in the trunk, keyless entry system, tinted windows, custom ARK exhaust system, upgraded Bose speakers with digital boosters, upgraded window pulleys, and a factory car cover. Original dealer literature and service invoices are also included with the sale of this NSX as well as several period magazine articles and sales brochures. The Acura NSX is a car that changed the direction of several car designs and perhaps it’s more than ironic that the new Chevrolet Corvette will follow the NSX’s lead as a mid-engine car for its next model. The fact that Acura did it back in 1991 is a testament to this car's unique appeal in the collector market.

430 cid OHV V-8 engine, 320 HP, three-speed automatic transmission, coil spring independent front suspension, live rear axle with semi-elliptic leaf springs, and four-wheel hydraulic power front disc and rear drum brakes; wheelbase: 126". Starting with the 1958 models, Lincoln changed from a body-bolted-to-frame design to one of unitary construction. These were the largest Lincolns constructed up to that time and the most immense unibody cars ever, with heavily sculpted, complex bodies and brimming with chrome. Although contemporary with the trends of 1958, they became decidedly dated by 1960. The crisp, new, clean design for 1961 started out as a Thunderbird concept under the direction of chief stylist Elwood Engel. It was Robert McNamara, Ford general manager and soon to become company president, who suggested it become a four-door Lincoln Continental. This was not a simple task, since an evolutionary Lincoln, based on the 1958-1960 design, was already in process. But Engel's design prevailed and went into production in November of 1960. The Industrial Design Institute awarded the Lincoln Continental a prestigious Bronze Medal, rare for an automobile. A full 15 inches shorter than its predecessor (and 10 and 15 inches shorter, respectively, than 1961 Cadillacs and Imperials), the new Continental was designed for ease of passenger entry: the lack of a wraparound windshield and use of aft-hinged "suicide" rear doors aided in this. A truly elegant addition was the availability of a four-door convertible body style, the first since the low-production Frazer Manhattan of 1951. Design changes over the first three years were minimal. A 1964 freshening restyled the tail end, but also changed the curved side glass to flat panels, which was more cost effective. The wheelbase was stretched three inches to 126, providing more rear legroom, and front disc brakes became standard in 1965 (Cadillac would not offer disc brakes even as an option until 1968). These are sometimes called "Kennedy Lincolns," since several were part of the White House fleet and one of them became heartbreakingly famous in Dallas during November 1963. Some, however, prefer to remember the image of President Johnson leading cars of the intrepid press corps, in a car very much like this one, at astronomical speeds on the LBJ Ranch. This beautiful 1965 Lincoln Continental Convertible, with its iconic suicide doors, is gorgeous in the original color scheme it left the factory with, Fiesta Red with a sumptuous red and white leather interior. The current owner of this Lincoln commissioned well-respected 1961-1969 Lincoln expert and restoration specialist Rich Liana to perform a show-quality restoration in an effort to create the highest quality 1965 Lincoln possible. The results speak for themselves when seeing this incredibly pristine Lincoln. Loaded with options including rare factory bucket seats, air-conditioning, AM/FM radio and tilt steering column. Every area of this car has been totally rebuilt and restored correctly - - and to show standards. No detail had been overlooked in the pursuit of perfection. This is an excellent choice for exhibition, club events, touring in comfort, or to add to any fine collection of cars.

396 cid V-8 engine, 375 HP, automatic transmission, independent coil spring front suspension, rear semi-elliptic leaf springs, disc brakes; wheelbase: 108". Built for speed, this 1969 Camaro SS 396 looks fast just sitting still. And while it's great looking, the real story is under the hood, because this coupe packs a potent L78 396/375 engine, and enough horsepower to make you forget this car is more than 40 years old. Bathed in subtle Lemans Blue paint with black graphics and black vinyl top, nobody will be able to overlook this cool resto mod. This car was acquired by the consignor right out of Detroit where it was born 50 years ago. The then owner, in 2015, was $40,000 into a restoration focused on upgrades when he sold, and our consignor easily doubled that to complete the car in 2015. The code 711 black bucket seat interior is beautifully created with very subtle modern touches. The upholstery is in excellent condition with very little use since the restoration was completed, and the back seat looks untouched. Turn the key, and you’ll notice digital inserts in the stock gauge housings - a great touch. Extras include a tastefully installed modern sound system and a digital alarm system behind a nicely restored three-spoke steering wheel. The paint and bodywork are outstanding, with sharp graphics and clean front and rear spoilers. Custom wheels fill the wheel wells nicely, with modern radial performance tires. The Lemans Blue finish is applied well over a very straight body, with proper SS badging in place and that big hood scoop. The engine is a correct JH suffix code L78 375 horsepower 396 cubic-inch big block, fully rebuilt and detailed for show. It's nicely built with chrome valve covers, an open-element air cleaner, and a massive radiator, while a factory aluminum intake and four-barrel Holley handle the fuel. It even has period-correct aluminum heads, with cast iron exhaust manifolds that feed a factory-style chambered exhaust system, which replaces the original transverse muffler right behind the 12-bolt rear end. It's almost as clean underneath as it is up top, which is more proof that this car was restored right, and the detailing is show-worthy. There are a lot of nice '69 Camaros out there, but this one is truly a wolf in sheep's clothing. That nicely built big block makes this a car that can surprise some with much newer hardware, and still knock them dead on the show field.

282 cid L-head inline eight-cylinder engine, 100 HP at 3,400 RPM, Stromberg BXV two-carburetor, three-speed manual transmission, solid front axle and live rear axle with semi-elliptic leaf spring suspension, four-wheel hydraulic drum brakes; wheelbase: 124" In 1930, Chrysler had released their first inline eight-cylinder cars in the popular CD series. Despite the looming financial pressures from the growing depression, sales were strong. Sporting 80 horsepower when released, Chrysler continued to improve their product, boosting the output to 88 horsepower in January 1931. Never resting, in May 1931, Chrysler upped the CD series prestige and horsepower plus more attractive coachwork by introducing the Deluxe CD line. A total of 5,843 five-passenger Deluxe sedans were produced in that shortened model year, making this model the most popular choice among customers. Coming from the height of the classic era, the styling touches of the Deluxe CD has been compared closely to that of Cord’s Front Drive L29 series of cars from that same era. With comfortable seating for a driver and four passengers, these sedans offered comfort and roominess that many wanted, but few could afford. Our consignor tells us that this beautiful example was originally purchased by a police officer from New York City, who must have been a very high-ranking official to afford such a prestigious automobile. Acquired by a collector in the early 1990s, it was taken to the shops of Richard Grenon, one of Canada’s premier vintage automotive specialists where it was treated to a full nut and bolt restoration. In addition to a complete mechanical rebuild, it was at this time the car saw a color change from royal blue and black to its current and quite attractive livery of vibrant red with burgundy fender and accents. The interior is finished with fine tan wool broadcloths which include a footrest for the rear seat passengers and typical appointments of the day including a full set of dash-mounted gauges. This beautiful specimen is also fitted with the optional dual side-mounted spare tires, each with a rearview mirror, a touring trunk to the rear, cowl lights, driving lights, a rearview mirror mounted Mansfield "Glow-Nite" clock, plus to keep passengers warm and cozy, a period-correct Majestic Hot Wave heater. Since this Chrysler's restoration, it has been kept in climate-controlled storage and has been shown only a few times. Easy to drive and operate, this charming sedan would be an excellent candidate for touring or, with a bit of TLC, could be prepared to compete in some of the finest automotive exhibitions around.

177 cid L-head inline four-cylinder engine, Single Holley carburetor, 22 HP at 1,600 RPM, two-speed planetary transmission, braking by contracting band in transmission and driveshaft brake, transverse leaf-spring suspension front and rear
The Ford Model T dominated automobile sales in America for the first quarter of the 20th Century. One of the obvious reasons was price, but the fact that the T was available in just about every body style one can imagine, be it from Ford or the aftermarket, Model Ts came to serve in virtually every commercial capacity. One common usage was, of course, as a delivery van and the C-Cab Delivery Van offered here, is so named for its crescent like B-pillar. It is certainly among the most stylish commercial vehicles offered at the time. A simple but practical machine, the C-Cab Delivery features an artfully crafted wooden box over the rear portion of the chassis. While not hugely expensive, care was taken in designing the Delivery and the result is an elegant and handsome machine that would be equally suited delivering Coca-Cola as it would be delivering flowers to a wedding. Well over 100 years ago a pharmacist in Atlanta, Georgia developed a recipe for a drink he called Coca-Cola, becoming the preferred beverage for mega millions of people worldwide and the rest is history. This icon of refreshment has also inspired collectors worldwide to collect all types of vintage Coca-Cola items and inspiring this stunning hand built and hand painted truck. This Model T C-Cab is fully dressed in mirror finish red paint on an original restored red 1915 model T chassis; truly a tribute to this great refreshment. The C-Cab body was all hand built from a 1/18 scale Franklin Mint model that is included with the sale. The nostalgic lettering was triple-coated, and hand painted by local artist to capture the authentic look. The entire C-Cab including double rear doors is beautifully done in brilliant red and completely outlined in antique finished 23 karat gold leaf. The more than a century-old 1915 chassis was carefully restored and fitted with a C-Cab body. The front end has the famous Ford hand polished, buffed and coated brass radiator, and the brass, red gas headlights and kerosene side lights are done in red. The windshield is all brass with safety glass and hard-fit custom supports. The wood wheels were carefully painted red and striped with a triple-coat half-wedge. Mounted on the wheels are all white tires to authentically capture the natural rubber look. This is a piece one could put in their living room. The owner reports this Model T Runs and drives as new. This example, built in the USA by Billy's Big Boys Garage, is a wonderful focal point for any car collection or memorabilia collection and a truly a gorgeous tribute to the humble beginnings of Coca-Cola.

400 cid V-8 engine, Holley four-barrel carburetor, Turbo 400 automatic transmission with overdrive, custom independent four-wheel Hotchkiss suspension, disc brakes; wheelbase: 112" There are few real deal 1969 Pontiac GTO convertibles out there - fewer than 4,385 were produced a half-century ago. So, when you're looking at one that has an unbeatable paint finish, and its original fire-breathing 400 V-8... well then, you know the ultimate GTO collectable is up for grabs. This GTO 'Vert is powered by a numbers-matching 400 cubic-inch, 6.6-liter V-8 which produces quite a bit more than the 366-horsepower delivered from the factory. Start with a .30 over bore and a performance Comp Cam, topped with a high-rise manifold and 750 Holley four-barrel. Add in MSD electronic ignition, ceramic headers and custom Flowmaster exhaust, and "Bessie" has plenty of power. Top end was enhanced with a Turbo 400 automatic transmission with overdrive, and the ride was taken up a notch with new Hotchkiss suspension featuring a 1.3” slight drop. Finish with a 10-bolt rear and big and little Cragar wheels, and you’ve got one of the most potent GTO convertibles we’ve ever seen. The PPG Liquid Crystal paint is called Ruby Slipper, and it must be seen to be believed. It has a soft gradient change as the natural lighting shifts for an incredible custom effect. This sunshine-friendly droptop now radiates the sunlight even better than any of its contemporaries. Combine this with the super-straight body, you really get to appreciate the curves that make the second-gen GTO a sought-after legend. The car would be equally at home at a custom car show or a Pontiac-Oakland club meet, as it is delivered today with full PHS documentation. The interior is beautifully finished in custom leather, including the door panels and wheel. Of course, power steering, power brakes, power windows are included, with a like-new power-operated Oyster top that features a glass window. Everyone in the family will enjoy the Vintage Air air-conditioning and AM/FM stereo, and the car needs nothing to enjoy. It’s one of the very best we’ve seen, and "Bessie" earned her nickname with immaculate condition and unmistakable style.

462 cid OHV V-8 engine, 340 HP at 4,600 RPM, single Carter four-barrel carburetor, three-speed Turbo Drive automatic transmission, independent front suspension and semi-floating rear axle with parallel leaf springs, four-wheel power-assisted hydraulic drum brakes; wheelbase: 160" Nothing was too good for Hugh Heffner, so when it was time to purchase an executive limousine for his popular Playboy Club in Chicago, he selected one of the most impressive and expensive limousines available a new Lincoln Continental Lehmann-Peterson stretch limousine. After rigorous testing of a prototype by Ford, Lehmann-Peterson contracted with Ford in 1963 to create a limited number of specially modified cars with the intention of providing the most luxurious, well-engineered limousines on the market. The limousines were handcrafted with state-of-the-art coachbuilding techniques. At the factory, Ford would install a "Limousine Conversion Kit" consisting a beefier suspension with an added leaf spring in the rear and stiffer front coils, heavy-duty shock absorbers and larger tires. Lehmann-Peterson would then strip the car, cut it in half, and add a section between the front and rear doors. From 1964 on, this added section was 34 inches long, which produced a wheelbase of 160 inches. Ordering was done by picking out a car at a Lincoln-Mercury dealership and choosing from the vast Lincoln and Lehmann-Peterson options lists. Although Ford built the Lincoln Continental to extremely high standards of body rigidity, annual testing revealed that after conversion, the limousines were even stronger. Because of this, Lehmann-Peterson was the only coachbuilder granted the right to have its cars covered by the same Ford Motor Company warranty as the factory-produced cars. Furthermore, Lincoln began advertising the limos in its brochures starting in 1965. From the beginning, Lehmann-Peterson reached exciting new heights of luxury. For example, the eight-passenger seating arrangement allowed all rear passengers to face each other rather than stare at or talk to the back of someone's neck. The options list tested the buyer's imagination. After loading on what Ford had to offer, then came Lehmann-Peterson's list. From about 1964 to 1970, these carefully crafted cars were the preferred choice of many heads of state, movie stars, captains of industry, presidents, the Secret Service and even the Pope. Only a handful were constructed each year, all made to order. This limousine was ordered new by The Playboy Company, as evidenced by the original Lehmann-Peterson factory build-sheet that accompanies the car. Special features include front and rear sunroofs, electric divider window, rear air-conditioning system, TV, switchboard, rotary phone and Motorola radio phone with original manuals. Additionally, it is optioned with the rare and desirable crystal bar set consisting of two crystal decanters and four metal cups with a tray. This limousine is presented in an un-restored patinaed condition; however, it has been properly serviced by its current owner for many years and runs and drives well. One can only imagine who may have ridden in this historic automobile, the conversations they may have had and the places it has been, whisking well-heeled party goers to and from the famous Playboy Club late at all hours of the day and night.

249 cid L-head inline six-cylinder engine, 60 HP, three-speed manual transmission with single reverse gear, floor mount shifting controls, conventional clutch, tubular front axle; wheelbase: 118.75" For Chrysler, the 1920s had been a period of rapid development. During this time, Chrysler introduced the high-compression engine with full pressure lubrication, oil filtration, and a carburetor air filter, all key components used in cars today. Some other early innovations included the first practical mass-produced four-wheel hydraulic braking system, which was completely engineered by Chrysler with patents given to Lockheed. Chrysler also pioneered use of rubber engine mounts which would reduce vibration. After acquiring Maxwell Motors in the mid-1920s, Chrysler began to concentrate on brand expansion by introducing the Plymouth and DeSoto lines. By 1928, the Chrysler Corporation had spent more than $22 million in growth and development. This would also be the year that Chrysler entered the racing field, sending several cars to Le Mans, Goodwood, and other venues where they finished competitively, considering what they were running against. The Series 72 was introduced as a sporty model aimed at keeping consistent with Chrysler's advertising campaign which portrayed younger drivers enjoying their cars. Several features including hydraulic brakes, rubber shock insulators, and tubular axles came standard on the Series 72. Offered from The Roaring Twenties Museum Collection, this Chrysler Series 72 Rumbleseat Coupe, handsomely colored in blue and black displays Chrysler’s innovative design. A heightened radiator and cowl, as well as redesigned headlight posts were used to give the car its signature sporty look. This rare Fisher-bodied 72 also features a California top with Landau arms, adding a touch of European elegance to that sportiness. A rumble seat with arm rests and a golf bag compartment are also featured in this rare find. With a rear-mounted spare, and dual drum cowllights that mimic the headlights, this is probably one of the more graciously optioned 72s available. Under the hood lies a 249 cubic-inch inline six, equipped with the sought-after “Red Head” high compression option. Chrysler's automotive numerical terminology, such as the "Series 72," was very purposeful. Quite literally, this meant that the car was guaranteed by Chrysler to reach 72 miles per hour. It was further advertised that should the car not be able to attain such a speed; the dealership would reimburse the sale. This kind of confidence can only come from years of testing and careful innovation, and this Series 72 Roadster clearly shows it.

427 cid OHV V-8 engine, three two-barrel Holley carburetors, 435 HP at 5,800 RPM, four-speed manual transmission, four-wheel hydraulic disc brakes, front independent suspension with coil springs, rear independent suspension with transverse leaf spring. To say that the second generation Corvette's arrival in 1963 caused a sensation would be grossly understating its impact on the North American sportscar market. Designed under the direction of styling chief Bill Mitchell, the new Corvette featured radical styling, pioneered on Mitchell's successful Stingray sports-racer. The design would be refined over the next few years and more power would be available as time went on, most notably, Chevrolet's big blocks: the 396 starting in 1965 and the powerful 427 starting in 1966. Five years after the Sting Ray's arrival, a total re-style based on GM's 1965 Mako Shark II show car was introduced. The new-for-1968 Corvette coupe became a notch back with a removable rear window and innovative, detachable, two-piece "T-top" roof, while the roadster version could still be ordered with optional hardtop. The previous generation's recessed pop-up headlights were retained, while the windshield wipers were now concealed beneath a vacuum-operated panel, the latter feature being inherited from the Mako Shark II. Beneath the skin the chassis remained fundamentally unchanged. The new body was seven inches longer than the car it replaced, while still riding on a 98-inch wheelbase. The new body was considered a major step forward. Where the mid-years were marked by the Sting Ray's horizontal beltline, the third generation (which would not be called a Stingray until 1969, and was now presented as one word) was a smoothly-flowing construction of curves and compound bends distinguished by a pronounced "Coke-bottle" shape that accented the wheels and tires. Bill Mitchell's sensational Mako Shark concept was superbly executed by Corvett's design team and would remain relatively unchanged through 1982. The Corvette offered a host of options so buyers could configure their car exactly to their tastes. Eleven engine options were combined with ten exterior and seven interior colors to suit buyer's individual tastes and power requirements. This stunning Lemans Blue 1968 Corvette is equipped with one of the most potent power plants available in any car in 1968: the high-performance L71 option that possessed a 427 cubic-inch big block engine topped with three two-barrel carburetors and rated at a pavement-pounding 435 horsepower. Additional factory equipment on this Corvette includes a Muncie close-ratio four-speed with Hurst shifter and redline tires mounted on Rally Wheels. This pristine example had been restored to the most exacting standards, earning it a Bloomington Gold® Certification as well as the coveted NCRS Top Flight award. A first iteration of the third generation (C3) Corvette is ideal for exhibition and club events. This show-winning, authentic, correctly restored Corvette Roadster such as this car would make a stellar edition to any collection of high-performance automobiles.

1,776cc horizontally opposed four-cylinder engine, 70 HP, dual Weber two-barrel carburetors, four-speed manual transaxle, four-wheel independent suspension with torsion bars and shock absorbers, four-wheel hydraulic drum brakes; wheelbase: 94.5" After World War II, Volkswagen was able to get back into production within a year, producing what would become the most popular compact car in the world, the stylish little Beetle. In 1946, an importer from the Netherlands, Ben Pon, came up with the idea for a vehicle that could transport passengers as well as light loads of cargo. Pon put his pencil on a sheet of paper and began to translate his idea into a drawing that would serve as a starting point for the iconic Type 2 Transporter. Seeing a viable product in this design, the engineers at Wolfsburg developed a platform that could properly handle the loads that had been suggested. Pon did credit some of his inspiration to the German-engineered Rumpler Trophenwagen combined with the designs of America's Buckminster Fuller who had created the prototype Dymaxion automobiles. Several prototypes were developed and the leadership at Volkswagen saw many possibilities for this new vehicle. In November 1949, production started with two basic models, a panel delivery van for commercial customers and a Kombi wagon for passenger use. In short order, aftermarket suppliers were coming up with a wide variety of accessories for almost any purpose. By the mid-1950s, the factory was producing over a half dozen variants including drop-side pickup trucks factory-built ambulances, and special purpose models such as insulated van for perishable cargo, transport units for fire-fighting equipment and personnel, plus very special mail delivery models. Restored within the past two years, this is among the most sought-after Volkswagens in collector circles today. Starting with a rust-free body, the Velvet Green and Pearl White paint was applied with the same skill and expertise as those German craftsmen had employed 53 years ago. Using the same materials that originally covered the seats, all new materials were used for the padding, covers and stitching patterns. Even the original matting for the floor covering was employed. According to our consignor, all the sheet metal and all the windows are original to this 21-window microbus. Also restored to its factory specifications and appearance was the very rare roll-back sunroof. The only upgrade was the more powerful engine which is fitted with dual carburetors and dual exhaust. Shifting is still accomplished through the original four-speed transaxle and both the flat-four motor and complete transmission were completely rebuilt during the restoration process. Up front the instrument panel has been fully reconditioned and looks just a fresh and new as the day it was delivered new. Helping verify the rarity and desirability of this beautiful Volkswagen is a factory-issued Certificate of Authenticity based on factory build records showing this microbus left the factory configured just as it is presented today. One of the most enjoyable rides you could ever want to own, this Volkswagen 21-window microbus will transport you back to those halcyon days when life seemed easier and the vehicles we drove were so much more fun to own.

314.5 cid V-8 side-valve engine, 83 HP, single up-draught carburetor, three-speed manual transmission, semi-elliptic front and rear springs with live rear axle, four-wheel mechanical drum brakes, wood spoke wheels; wheelbase: 134.25" Introduced in September of 1923, the Cadillac V-63 replaced the Type 61, marking a pivotal moment in the company's history. For starters, Cadillac's L-head V-8 engine saw its first redesign in 10 years. The 90-degree crankshaft was now counter-balanced, minimizing vibrations and resulting in a car that ran astoundingly smooth. This process required intense mathematical analysis and a complete reconfiguration of the engine’s firing order. The weight of the flywheel was also reduced. The smoother running engine also meant that there was no further need for time consuming routine chain adjustments. The V-63 also saw the addition of mechanical brakes on all four wheels. Cadillac opted out of making any radical styling changes, and the V-63 body greatly resembled the earlier Type 61 with just a few exceptions. The ventilator door was set flush within the cowl, and all-nickel bowl-shaped headlamps replaced the bell-shaped ones. A longer hood, increased radiator height, and softened rear quarter and roof lines counted as other subtle updates for the V-63. This 1924 Cadillac V-63, offered from The Roaring Twenties Museum Collection is bound to be a contender for the Preservation Class at any event. Capable of carrying seven adults at 55 miles per hour, this Seven-Passenger Phaeton averages around 12-14 miles per gallon. The black paint still maintains its luster, especially when contrasted against the 12 spoke wood wheels and wide whitewall tires. As one would expect, this Cadillac is heavily accessorized, even for 1924. Featured on this V-63 are a rear passenger footrest, two jump seats, a battery box, and even a toolbox. Cadillac also included a multipurpose air pump which can be used to either inflate tires or pressurize the fuel tank, which means no downshifting is required when driving up long inclines. The interior, which gained more cabin space in 1924, displays beautifully whether the soft top is up or down. The dash panel includes a clock, speedometer, odometer, trip meter, fuel gauge, and even a lever which pushes the headlight lenses down, a type of precursor to high and low beams. Looking under the bonnet will reveal the L-head V-8 engine. Equipped with priming pumps, take special notice of the fact that this engine does not have any belts, which were viewed by Cadillac’s engineers as gaudy and low class. A truly beautiful Seven-Passenger Phaeton like this V-63 does not come across the auction block very often, so don't miss out on the chance to own one today.

Model C-39. 323.5 cid L-head eight-cylinder engine, 135 HP, Fluid Drive semi-automatic transmission, independent coil spring front suspension, live rear axle with semi-elliptic leaf springs, four-wheel hydraulic drum brakes; wheelbase: 127.5" The Town & Country name was first used by Chrysler in 1941. That car was a wood-bodied, barrel-back sedan in the six-cylinder Royal line. The barrel-back sedan had a fastback profile with twin hinged "clam-shell doors" at the rear. Chrysler marketed the Town & Country as a luxury car. The well-appointed Chrysler was quite different than most wood-bodied utility vehicles of the era. The new Town & Country Car, as the company initially called it, had lavishly varnished wood inside and quality upholstery. Chrysler Corporation General Manager David Wallace believed that an upscale production-based automobile would attract wealthy buyers to Chrysler showrooms. He desired a sophisticated automobile, one elegant enough for city and chauffeur driving, yet sufficiently utilitarian for country living. Wallace envisioned a wood-bodied car with the same basic lines as contemporary Chrysler steel-bodied sedans, yet with greater refinement, quality, and panache. The cars were constructed in the manner of pre-war station wagons, using structural wood of white ash with contrasting panels of rich Honduran mahogany. The wooden parts were supplied by Pekin Wood Products of Helena, Arkansas, and were shipped to Chrysler’s Jefferson Street Plant in Detroit for final assembly. The roof, however, was solid steel. Nearly 2,000 were built, in 1941 and into the short 1942 model year. Public response was such that an expanded range of five body styles was planned for 1946, but in the end, only a conventional trunk-back sedan and an eight-cylinder convertible coupe were built. Just 100 long-wheelbase eight-cylinder sedans were made, the rest being six-cylinder cars on the shorter Windsor wheelbase. Built on the New Yorker’s 127.5-inch wheelbase, the convertible was longer than the sedan. It also had all the New Yorker standard equipment: five-main-bearing 135 brake horsepower straight-eight engine, Fluid Drive transmission, and an electric clock. Annual production totals were not recorded, but for the 1946 through 1948 model years, 8,368 New Yorker Town & Country convertibles were built. The new-design second-series 1949 line dropped the Town & Country sedan, and for 1950 the model retreated to an eight-cylinder hardtop coupe with painted metal insert panels. Thereafter, the name "Town & Country" adorned a long succession of Chrysler steel-bodied station wagons and minivans. This classic Chrysler has been carefully maintained as part of a collection of fine cars for many years. Kept in excellent running order, it presents well. This Town & Country's appearance is particularly old-world and charming because it retains all its original woodwork. The body has never been apart, just meticulously maintained through the years. In addition to the Fluid-Drive transmission and dashboard clock, it is equipped with a radio, heater-defroster, dual cowl-mounted side mirrors, dual side-mounted spotlights, factory wheel covers, wide whitewall tires, and center bumper guard. The elegant interior features correct and comfortable Bedford Cord and leather upholstery. It also has a recently recovered, tan canvas top power-operated convertible top and boot cover. Recognized by the Classic Car Club of America as a Full Classic, this delightful wood-bodied convertible is ideally suited for touring and club events and would make a superb addition to any collection of wood bodied cars.

426 cid Hemi eight-cylinder engine, 425 HP, four-speed manual transmission, independent front suspension with torsion bars, live axle rear suspension with leaf springs, four-wheel drum brakes; wheelbase: 116" The 426 Hemi's legacy came directly from the 413/426 RB Wedge and 392 Hemi, but it was in fact a completely new engine sharing virtually nothing with its predecessors. Chrysler focused engine development on both power and reliability, developing oval track and drag racing versions of the 426 Hemi simultaneously. The 426 Hemi won its first oval track race, the 1964 Daytona 500, with Richard Petty at the wheel of a Plymouth. It was followed across the line by two more Plymouths driven by Jim Pardue and Paul Goldsmith, with Jim Paschal fifth in a Hemi-powered Dodge. Of ten 426 Hemi powered cars in the field, only one failed to finish because of an engine problem, an amazing finishing rate for a new engine in its first race. The 426 Hemi went from strength to greater strength both on ovals and drag strips, but these were custom-built racing engines and their dominance, along with the Ford single overhead camshaft 427, led NASCAR to institute minimum factory production requirements for the 1966 season. Chrysler was able to build the Hemi at reasonable cost, presenting an opportunity to put Hemi power in the hands of truly performance-hungry private owners. The first of these were introduced in early 1966 and were rated at the same 425 horsepower as the oval and drag strip engines despite having lower compression ratio (10.25:1 against the 11:1 or 12.5:1 of the race engines) and it is likely that all these engines made even more power than that. Available in 1966 only in the redesigned Belvedere/Satellite mid-sized 116-inch wheelbase chassis, at $1,105 the “Street Hemi” cost nearly half as much as the basic V-8 Belvedere. The engine came with a host of performance-enhancing extras, including heavy-duty suspension and police-grade 11-inch drum brakes. The front discs available in full-size Mopars weren't offered. These special cars were not intended to be used as grocery-getters, as the factory sticker on the door jamb warns: "Notice. This car is equipped with a 426 cubic-inch engine (and other special equipment). This car is intended for use in supervised acceleration trials and is not intended for highway or general passenger car use. Accordingly, this vehicle is sold "as is", and the 12-month or 12,000-mile vehicle warranty coverage and 5-year or 50,000-mile power train warranty coverage does not apply to this vehicle." This 1966 Plymouth Satellite is finished in Bright Red (PP1 as indicated on the body tag) and is a well-preserved, unrestored car with a previous repaint in the factory color. The red bucket seat interior still has its original vinyl upholstery with “Western Scroll” detail, emulating the look of tooled leather. Additionally, it has been fitted with an after-market, under dash air-conditioning system and was once owned by Tunica Mississippi’s legendary bootlegger, entrepreneur, casino and nightclub owner Harold "Hardface" Clinton. He was nicknamed for the stone face he wore during poker games. Hardface was known to always have very fast, big engine cars, and this 1966 Satellite, with its monstrous factory-installed 426 Hemi engine, four-speed manual transmission and 3:23 Sure-Grip limited-slip differential, was his kind of car. Currently the car is in excellent mechanical condition and still a thrill to drive. With a great color scheme, colorful providence, rarity and original patina, this original 462 Plymouth Hemi is a highly desirable example of the American muscle car.

430 cid OHV V-8 engine, three two-barrel carburetors, 400 HP at 4,600 RPM, Twin-Range Turbo-Drive automatic transmission, independent front suspension with coil springs and tubular shock absorbers, live rear axle with coil springs and tubular shock absorbers, four-wheel hydraulic power-assisted drum brakes; wheelbase: 131". Ford debuted the Continental Mark III in 1958, and at the time, it was the largest post-war American car ever built. Despite its massive 131" wheelbase and 229" overall length, the Mark III was beautifully proportioned. The 1958 Lincolns did away with the traditional body-on-frame design in favor of an advanced new unibody construction paired with an all-new for 1958 suspension and a more powerful engine. Styling featured heavily sculpted bodywork with bullet-shaped moldings and additional trim that both lowered and lengthened the car’s appearance. The canted front headlight design made its look even more unique and imposing. The convertible features a clever, reverse-slanted, rear, power-operated, retractable "Breezeway" glass when the top is up, and a hard parade boot cover when in the lowered position. Mechanically, the Continental Mark III experienced a major boost in power over its predecessor, with a new 430 cubic-inch base engine rated at an impressive 375 horsepower. The new Mark III was bigger and more expensive than the comparable Cadillac, resulting in low sales of only 3,048 units, which has made the convertible particularly beloved among collectors today. Lincoln softened the styling for 1959, further diluting it for the 1960 model year, making the 1958 model the most unique and desirable of the three years this series of Lincoln was produced. There is no doubt that the mammoth Lincoln makes a bold statement about the company and the times, and collectors today covet the cars precisely because of their incredible design and proportions. The example offered here is equipped with an exceedingly rare three two-barrel Super Marauder carburetion system, boosting the factory rating up to an impressive 400 horsepower, the highest horsepower engine offered by any American manufacturer in history at the time. This car is also optioned with rare factory dual-zone air-conditioning, which features dash-mounted vents for the front seat passengers and sends cool air through the car’s doors to comfort those occupying the rear seats. This option is found in many sedans but is seldom seen in a convertible. This stunning Presidential Black 1958 Lincoln Continental MK III was formerly part of noted Lincoln expert and parts specialist Heb Sheffer’s personal collection. Sheffer initiated restoration before moving it to its current owner who brought it to another marque specialist to finish the high-quality restoration of this rare and desirable luxury automobile to its current pristine condition. Every part of this incredible Lincoln has been rebuilt and highly detailed and in proper working order. Additionally, it has been fitted with a stainless-steel exhaust system and a set of radial wide whitewall tires. The owner was dedicated to restoring this car correctly, regardless of the time and cost involved. Restoration of a car of this scale and complexity is rarely done to this level of excellence, providing a rare chance to acquire one of the very best 1958 Lincolns available. With a host of rare options, striking color scheme and high-level restoration, this top of the line luxury car is an exceptional choice for anyone wishing to add a premium mid-century American automobile to their collection.

427 cid Side-Oiler V-8 engine, 425 HP, automatic transmission, heavy-duty independent front coil spring suspension, rear semi-elliptic leaf springs, front disc and rear drum brakes; wheelbase: 119" The 1964 model year was the final year for this Galaxie body style, and as Ford prepped its leading full-size car for eventual use in NASCAR, they added a sleek fastback style roofline. Named for the famous 500-mile races, numerous options were available, and the Galaxy was a huge hit for Ford. This Galaxie 500XL was delivered with the 390 cubic-inch V-8, but after storage for about 15 years after being donated to a local church, the car no longer ran, but was in excellent condition throughout, so the new owner decided to step up and installed a 427 Side-Oiler, the very engine that Ford used back in 1964 in 50 limited-production drag cars. This example is freshly painted in Wimbledon White, contrasting nicely with the bright red bucket seat interior. The doors and all body panels line up beautifully, and the car has a great stance and clean finishes throughout. The sleek body features a new top, and excellent chrome and side trim with accessory rear wheel spats, all riding on modern whitewall tires and knock-off style chrome wheel covers. The console shifted automatic is backed by an accessory tach under the clean and crack-free red dash, which is complete with the first-year AM/FM radio. Passengers will enjoy power windows and power seats, while the driver will be grateful for power steering and power brakes. It's an elegant and comfortable interior for a car with the brute power of a 427 Side-Oiler under the hood. Looking highly correct and ready to rumble, this Side-Oiler starts easily and runs strong. In the standard 427, oil was pumped to a passage under the camshaft and up to the valve train before oiling the crank. To keep the crankshaft happier at the top of the rev range, Ford added a special oil passage along the left side of the block to direct oil to the crank first, and then the cam and valve train. As the most powerful Ford engine of the day, it powered the GT40, Carroll Shelby's Cobra, and most of Ford's racing efforts of the era. Today, you have the opportunity to own one of the very best racing engines expertly installed in a well-restored and elegant convertible that will certainly be welcomed at nearly any old car event you choose to attend.

312 cid OHV V-8 engine, 270 HP, dual four-barrel carburetors, three-speed Ford-O-Matic automatic transmission, independent front suspension with unequal length A-arms and coil springs, live rear axle with semi-elliptic leaf springs, and four-wheel hydraulic drum brakes; wheelbase: 102" Ford described the new Thunderbird as a "personal car" rather than a sports car when it was unveiled to the world in 1954, and it was a cosmopolitan reply to Chevrolet's Corvette. The "T-Bird"' as it became to be called, was low slung and of all-metal construction, and it powered by a V-8 engine, as opposed to the Chevrolet Corvette's dated Blue Flame straight six-cylinder engine. Public response to the stylish Thunderbird was immediate and overwhelmingly positive, selling a total of 16,155 examples in its first year, as opposed to 700 Corvettes. As sales of the Thunderbird increased, the 1957 model year brought about a redesign, resulting in what many enthusiasts consider to be the most beautiful two-seater iteration of the car. The 57 Thunderbird was now 6.1 inches longer than before, which allowed for the storage of a spare wheel at the trunk. The front bumper was smoothed out and dropped in the center and the canted fins flowed back to big, round taillights at the rear. Fourteen-inch wheels helped to lower the car, giving it a lower, sleeker stance. Regardless of sales topping 21,380 units for the year, the last two-seater Thunderbird built in the fifties was the 1957 model. The "E-Code" option, regarded by many as the most desirable option available in the Thunderbird, features the 312 cubic-inch V-8 with a larger bore, longer stroke, higher compression ratio, automatic choke and most impressively, topped with a pair of Holley four-barrel carburetors. This engine offered more horsepower than any other small block V-8, besting Chevrolet's fuel-injected 283 by only two horsepower. As one of four engine options available for 1957, very few were equipped as such, making the aptly nicknamed "E-Bird" rare and the car of choice for those who were looking for the comfort that the Thunderbird provided but with some extra power. The E-Bird offered here was the recipient of what can only be described as a comprehensive, nut-and-bolt restoration to a fit and finish better than the factory new, by the renowned Thunderbird restoration shop of Amos and Justin Minter, known in the hobby as the finest ˜55-57" Thunderbird restoration specialists in the world. The laser-straight body was refinished in its original colors of Colonial White over Flame Red vinyl upholstery, all of which is in pristine condition. The engine bay appears as new, is accurately detailed and includes factory-correct hoses, clamps, wiring, battery and factory polished finned aluminum valve covers. Additionally, it is equipped with a Ford-O-Matic transmission, power brakes, a Town & Country radio, fender skirts and correct wide whitewall tires mounted on wire wheels. Rare, powerful, correct and restored to perfection, this 1957 Thunderbird E-Code is the perfect choice for those seeking the finest of the Thunderbird breed.

288.6 cid F-head inline six-cylinder engine, 92 BHP at 3,200 RPM, 29.4 HP (N.A.C.C. rating), three-speed manual transmission, live front and semi-floating rear axles, front and rear leaf spring suspension, four-wheel Bendix mechanical drum brakes; wheelbase: 127 3/8" While Hudson's automobiles were always well-engineered and built, styling moved to the forefront in 1927 when it commissioned a series of prototypes from Walter M. Murphy Company, the renowned Pasadena, California coachbuilder. Six cars were delivered to Hudson in Detroit: a Landau Sedan, Victoria, Seven-Passenger Sedan, Convertible Coupe, Convertible Sedan, and Coupe. Chief among their cues was Murphy's signature "Clear Vision" design utilizing thin window frames and roof pillars, adapted from Swiss coachbuilder Georges Gangloff, by Murphy general manager Frank Spring. While Hudson management liked the prototypes, Murphy lacked the capacity to produce them in the quantities Hudson required. The prototypes were then sent to Biddle and Smart of Amesbury, Massachusetts, which had already been building closed cars for Hudson since 1923. The closed Murphy body styles, except for the Coupe, entered production on Hudson’s 1928 Model O chassis, the longer of two wheelbases offered. These Murphy-designed cars were carried over into 1929, with the Victoria and Landau Sedan now on the shorter Model R chassis and the Seven-Passenger Sedan added to the new, extended wheelbase Model L, along with a Seven-Passenger Limousine and Club Sedan. Although the products of the Hudson/Murphy/Biddle and Smart collaboration were very well-received and elevated Hudson into the styling and image domain of Packard and other premium American marques, they were short-lived, coming into existence as the world economy was declining and the age of the custom coachbuilder was beginning to end. Biddle and Smart was in dire straits, and Hudson declined renewing their contract for 1930, transferring all body construction to Detroit. Murphy’s Frank Spring too saw the writing on the wall, and by September 1931, he had left Murphy to become the first "style engineer" at Hudson, where his career would flourish over the next 25 years until the venerable Hudson nameplate was eventually retired. This 1928 Model O Victoria is a wonderful and exceedingly rare example of the combined efforts of Hudson, Murphy, and Biddle and Smart. In addition to its design excellence and well-proven Super Six chassis and mechanicals, this Victoria also represents the shift at Hudson away from somber black paint on the fenders and chassis members to new lacquer paint finishes in a wide array of color choices. In 1985, the Victoria was purchased in upper Michigan by Hudson collector, enthusiast, and marque authority John J. Struthers of Highland Park, Illinois, who wrote about this stylish Hudson for the September/October 1986 White Triangle News. According to Mr. Struthers' article, while some 2,300 Victorias were produced, only two were known left remaining by the mid-1980s, including this example, the only one known equipped with wire wheels and side-mounted spares. While Mr. Struthers planned to restore the Victoria, he eventually decided to sell it and a cache of extra parts he had collected. In December 1996, Eldon Hostetler purchased the car and parts for his growing collection, later having it fully restored by Pat and Jan Appenzeller of Milford, Indiana. Beginning with an overall sound, original car, the Appenzellers restored the wooden body framing at the sills, prepared the aluminum body panels, and applied the striking "light blue paint personally chosen by Mrs. Esta Hostetler" and added the period-style cane beltline accents. A grille guard, Pilot Ray auxiliary lights, cowl lamps, dual side-mounted spares, sideview mirrors, a steel sun visor, landau irons, chrome wire wheels, blue velour upholstery, flower vases, dome lighting, roll-down windows, a forward-folding front-passenger seat, and other desirable features round out this striking Hudson design statement that draws admirers everywhere.

289 cid V-8 engine, 271 HP, four-speed manual transmission, independent coil spring front suspension, rear semi-elliptic leaf springs, front disc and rear drum brakes; wheelbase: 108" Say what you want about Ford's first-generation Mustang, but no one can deny its impact on the automotive industry and, decades later, the old-car hobby as a whole. The characteristics that contributed to the car's original appeal have the same impact today - attractive styling, sporty performance, and tons of options on a modestly priced platform. Ford's sold 121,000 in just six months, partly because of the ability for owners to personalize their new "pony cars" courtesy of a heavily laden option list, one that happened to include the 271-HP "K-Code" 289. The lively K-Code engine served to further solidify Mustang's capabilities as a legitimate performance machine during an era when Ford's dominance in auto racing could be seen in just about every discipline of the sport. On January 28, 1966, our consignor walked into John Fister Ford and plunked down a $100 deposit on his brand new 2+2 fastback in Silver Frost, with the optional 289 Hi-Po engine package and a four-speed manual transmission. He added the deluxe interior group, an AM radio with cassette tape, tinted glass, and a heavy-duty battery. Just a few days later, he rolled out in his new Mustang, probably never imagining that he'd still have it 50-some years later. It was a daily driver at first and, in the ˜70s, he added the GT350-style quarter windows and eventually the Hurst four-speed shifter when the stock tranny wore out. After the ˜70s, the car was carefully stored 90% of the time, with just enough careful use to keep it road ready. Eventually, in 2012, the owner decided to refresh the paint, and found the body still very solid with the only surface rust on the floorboards. Today, this one-owner Mustang still has just over 80,000 original miles from new, and with the restoration still looking fresh, it's an amazing opportunity to buy the highest performing Mustang of the era in wonderful condition with all the original purchase documents included. Just 5,469 were K-Code equipped in 1966, and this is likely the most original one-owner example in existence. With all the right equipment from the factory, a stellar restoration, and the provenance of single ownership, this K-Code Mustang will be welcomed on the track, in a tour, at most any car show, and certainly deserves a place of honor at any MCA event.

346 cid V-8 engine with 150 HP, four-speed Hydra-Matic transmission, independent with coil spring front suspension and rear Hotchkiss semi-floating axle with semi-elliptic leaf springs, four-wheel drum brakes; wheelbase: 126" The Cadillac name has always been one of America's best cars. Noted for their excellent reliability and unsurpassed luxury, Cadillac was the car to own by anyone who wanted the very best. Indeed, the Cadillac name was there at the dawn of the motorcar and survived the Great Depression that took out such great marques as Stutz, Duesenberg, Marmon, Pierce-Arrow, and Peerless. Never compromising and always the best, Cadillac has built some of the finest and most opulent cars ever seen. Indeed, for captains of industry, movie stars, or prominent members of society, Cadillac has been the car to arrive and be seen in. Offered here is an outstanding example of Cadillac's heritage with this rare and interesting 1941 Series 63 Six-Window Touring Sedan. So special was the Series 63, it was offered only in a six-window sedan making it a very rare car in Cadillac's line-up. It also had a brief two-year production run for 1941 and a war shortened 1942 only. The Series 63's notchback styling rode on a 126-inch wheelbase and featured concealed running boards with a brilliant molding surrounding all three side windows. Finished in Cadillac's Valcour Maroon, this formal sedan carries an air of elegance that’s reserved for only the best formal car. The current owner purchased this vehicle in 2013 in Michigan and it has been impeccably maintained since. It also carries an astonishing degree of originality with the paint, body panels, and the drivetrain all unrestored and in excellent condition. Power comes from its numbers matching, smooth and quiet 346 cubic-inch eight-cylinder L-head and GM's all-new for 1941 Hydra-Matic four-speed transmission. The Hydra-Matic is a rare option for this car as just 153 out of the 5,050 built for 1941 were so equipped. The engine compartment and interior are nicely detailed, and this Cadillac is also equipped with optional "Hill Holder", original working AM radio, spotlight, fog lamps, heater, and several pieces of documentation including the original sales receipt. An extra generator, fuel pump, and starter are also included in the sale. This Series 63 Six-Window Sedan is a rare piece of Cadillac's heritage. It's sleek styling and formal elegance represents the very pinnacle of luxury for the 1940s. For a formal night on the town or fine touring in the country, this Cadillac is a stylish representative from a bygone era of absolute elegance.

Serial No: 35 SOLD ON BILL OF SALE ONLY 58.2 cid horizontally-mounted single-cylinder engine, belt primary drive and chain final drive, rear leaf-spring suspension, mechanical transmission brake; wheelbase: 57.9" In the late 1800s, inventors on both sides of the Atlantic were hard at work on creating a horseless carriage. In the United States, the Duryea Brothers of Springfield, Massachusetts made their first successful test of a motorcar in September of 1893 while, in Europe, Karl Benz built his "Patent-Motorwagen" in 1885. The major difference between the Duryea Brothers car and the Patent-Motorwagen was that Benz managed to actually put his car into production, thereby making it available to the general public. Indeed, Benz's Patent-Motorwagen is widely recognized today as the first production car in the world. Offered here is an exact re-creation of the first Benz model. This authentic representation of the first mass produced motorcar was created by John Bentley & Sons Engineering in England. The company started building full-size operational replicas of the Patent-Motorwagen in 1986 and they proved so popular that they were produced until 1997 before production ended. The re-creation of the Patent-Motorwagen was no small task as Bentley and his team were granted access to the original Benz in order to study the car in every way. The result is that the Bentley & Sons built Patent-Motorwagens are considered to be the most authentic re-creation of Karl Benz's original work. The example offered here was built in 1990 and has only been displayed since built. It is formerly from the Donington Grand Prix Collection in the U.K. and was sold to a U.S. collector in 1997 where it remained in his museum until recently. It is still in excellent condition and is now ready for display and perhaps a drive now and then. The incredible detail involved in this re-creation is a visual delight with beautiful woodwork, polished copper and brass, and a huge flywheel that spins lateral to the car. It rides on thin rubber tires with large wire spoke rims. Steering is through a tiller and power comes from a 58.2 cubic-inch horizontally mounted single-cylinder engine with a primary belt primary drive and final chain final drive to the wheels. Needless to say, this wonderful little engine has a distinct sound all its own. The exact replication of this historic motorcar makes it an eye catching bookend for any collection. As the earliest production car known, it's an artifact that delights the eyes as much as it does driving. Indeed, it's certainly a fine tribute to Karl Benz's vision of a world on wheels.

312 cid V-8 engine, 215 HP, floor-shifted automatic transmission, front independent coil spring suspension, rear semi-elliptic leaf springs, drum brakes; wheelbase: 102" You still see two-seat 1956 Ford Thunderbirds on the boulevards of Beverly Hills, which is only fitting. Ford might have been inspired by European sports cars, but the Thunderbird is 100% an All-American boulevard cruiser“ a convertible designed for comfort and smooth, powerful straight-line performance. That fact that the "Little Birds" were also uncommonly handsome, simply hastened their climb to "instant classic" status, and one reason so many survive today. A sturdy steel body and amenities like roll-up windows were other appealing T-bird virtues. As proof, the debut '55 outpolled Chevrolet's fiberglass Corvette by 23 to 1 at 16,155 units. The '56 slipped to 15,631, but that was hardly bad for a specialty car in a "fallback" sales year. Typical of the time, the '56 also offered more power, courtesy of a new 312-cubic-inch V-8 packing 215 horsepower with optional stick-shifted automatic, which is the equipment package on the lovely example we have for sale today in Auburn. This solid Fiesta Red example looks great with the white hardtop, the black soft top, or no top at all. It makes this luxury sports car highly versatile, so you’ll be able to enjoy it often. The classic T-bird features are all here the porthole window in the hardtop, rear wheel spats, a Continental spare out back, and wire-style caps and whitewall tires. The paint finish looks great inside and out, with finely restored panel gaps and excellent chrome trim. Likewise, the cockpit is clean and correct and in great condition, with the traditional sports car layout including a tachometer, clock, heater, and Town & Country AM radio, and everything works perfectly. The two-tone upholstery looks great, the door panels are outstanding, and even the red carpets show very little wear. It’s wall-to-wall red, white, and chrome that shouts arrived everywhere you drive it. Whether that's the office, the country club, or the local cruise-in, this fine Thunderbird stands ready to be driven and enjoyed immediately by the lucky new owner.

4,520cc SOHC V-8 engine, Bosch D-Jetronic fuel injection, 230 HP at 5,100 RPM, three-speed automatic transmission, independent coil-spring front suspension with double wishbones and stabilizer bar, independent rear suspension with swing axles, coil springs and stabilizer bar, power-assisted four-wheel hydraulic disc brakes; wheelbase: 96.9" In 1972, Mercedes-Benz first offered the new R107-series SL model in America. It would go on to enjoy the longest production run of the SL series, until its ultimate replacement by the R129-Series cars in 1990. The 350SL first entered production in Europe in 1970 with a 3.5-litre engine. In America, the 1972 350SL moniker was a bit misleading, as all U.S.-specification cars came equipped with 4.5-litre engines. Supposedly, this was purposefully done to "fool" the performance-hungry German market because they weren't offered the larger engine. Beginning in October 1972, 1973 model-year cars destined for the U.S. market were rebadged more appropriately as the "450SL". While the previous-generation W113 "Pagoda" SL models were certainly beloved, the new R107 marked a major leap forward in sophistication, being at once longer, more luxurious, and heavier than its predecessor. It was aimed squarely at the American personal luxury-car market and scored a direct hit. The new series, with a low-compression V-8 and robust steel construction, felt more planted to the road and rock-steady, yet the V-8 engine provided ample power for quick acceleration and sustained high-speed driving. The automatic transmission became standard equipment, as did numerous welcome luxury features. A removable hard top was optional. With an original base sticker price of $10,540, more than twice the average price of a U.S. car in 1972, the new Mercedes-Benz 450SL drew an exclusive clientele, and appeared regularly on movies of the era and popular TV, shows, including “The Six Million Dollar Man,” with Lee Majors in the title role. From the model's first year of importation into the United States, the 1972 Mercedes-Benz 350SL offered here is a stellar original car with incredibly low mileage. Finished in red over black upholstery and accompanied by a black hard top, it is stock in specification and retains the complete factory-issued tool roll retaining the original safety road flares. The original owner, a fastidious German gentleman, retained the SL for 43 years and through it all, he kept complete service records and the original manuals. For high-class top down motoring, this is an excellent example that stands ready for many miles of enjoyment.

462 cid OHV V-8 engine, 340 HP, three-speed automatic transmission, coil spring independent front suspension, live rear axle with semi-elliptic leaf springs, and four-wheel hydraulic power front disc and rear drum brakes; wheelbase: 126" The 1961 Lincoln made a bold styling departure from its 1958-1960 designs with the company's first use of extremely flat body panels with neither the heavy sculpturing nor roundness of the previous Lincolns, so desired by the sheet metal engineers, to give the body necessary strength. The result was the first "new look' of the car of the sixties, quite unlike any other luxury car on the market at the time. Designed under the direction chief stylist Elwood Engel. The fresh new look was soon to be mimicked by the rest of the automotive industry and it has stood the test of time. The 1961 Lincoln Continental moved the Industrial Design Institute to award it a coveted Bronze Medal, rare for an automobile. A full 15 inches shorter than its predecessor (and 10 and 15 inches shorter, respectively, than '61 Cadillacs and Imperials), the new Continental was designed for ease of passenger entry: the lack of a wraparound windshield and use of aft-hinged "suicide" rear doors aided in this. A truly elegant addition was the availability of a four-door convertible body style, the first since the low-production Frazer Manhattan of 1951. Most of the design changes over the first three years were minimal. A 1964 freshening restyled the tail end, but also changed the curved side glass to flat panes, achieving a more formal appearance. In order to provide more rear legroom, the wheelbase was stretched three inches to 126. Front disc brakes were made standard in 1965, and 1966 brought a new sleek skin, with new contours and a sculpted accent line down the side. The curved glass returned. The design continued in production through 1969, but the convertibles were discontinued after 1967. This beautiful 1967 Lincoln Continental Convertible, with its suicide doors, is gorgeous in the original color scheme it left the factory with, Cranberry with white leather interior. The current owner of this Lincoln desired to have the very finest 1967 Lincoln anywhere. To that end, he commissioned well-respected 1961-1969 Lincoln expert and restoration specialist Rich Liana to conduct a show-quality restoration regardless of the cost. The result is this absolutely stunning Lincoln. Loaded with options including rare factory bucket seats, air-conditioning, AM/FM radio and power vent windows. Additionally, it has been fitted with a quality stainless-steel exhaust system. Every aspect of this car has been totally rebuilt and restored correctly and to show standards. No detail was overlooked in the pursuit of perfection. Lincolns of this period are complex and challenging to restore. The opportunity to acquire one of these desirable four-door convertibles with this level of restoration excellence is unique, indeed.

242 cid OHV inline six-cylinder engine, 60 HP, three-speed manual transmission with single reverse gear, semi-elliptic leaf spring suspension, full floating rear axle, rear-wheel mechanical drum brakes; wheelbase: 118" Buick's first six-cylinder cars, called "Buick 6", began production in 1916. Initially, a 331 cubic-inch six-cylinder engine, the series 50, had been developed for racing purposes, but this motor was dropped in favor of the smaller 242 cubic-inch Series 40 motor. With rising popularity, Buick's 1922 models maintained the aesthetically pleasing features of the previous year, with radiators and hood lines forming a smooth, modern design. Buick carried over many other developments, including improved electric headlamps which had already been in production for several years. The well-known advertising slogan, "When Better Automobiles Are Built, Buick Will Build Them," was adopted by Buick around this time. These early Buicks were attractively constructed and well-engineered automobiles, with astounding pep from their overhead-valve four- and six-cylinder engines and easily recognizable sculpted lines. The Buick Series 22-Six model 44 Roadster offered from The Roaring Twenties Museum Collection is a fine example of Buick's commitment to their tagline. The exterior is dressed in a red and black paint scheme which gives this Buick an instantly appealing look. Riding on a set of four standard Houk wire wheels, black fenders accented by red pinstriping further increase the visual appeal of this car. A matching interior, marvelously upholstered in red, a soft top, and a scrolling numeric speedometer manufactured by Van Sicklen add further value to this alluring car. Accessories include dual side-mounted cowl lamps and a rear-mounted spare tire. Under the hood is the well-known 242 cubic-inch straight-six motor equipped with overhead valves and a cast iron block. Operated by floor controls, the sliding gear transmission in this Buick is equipped with three forward gears and one reverse gear. Featured many, many years ago in The New Yorker Magazine, this Buick reflects the ingeniousness and competitive spirit that was fostered by the leaders of the early domestic automotive industry. By responding to consumers’ desires, Buick and other manufacturers churned out some of the most highly appreciated and anticipated advancements that the transportation industry had seen to the date. Both the Antique Automobile Club of America and Veteran Motor Car Club of America recognize the 6-44 as a viable entrant. Don't miss out on this chance to own a true piece of Buick history!

327 cid modified Chevrolet V-8 engine, Turbo 350 automatic transmission, parallel four-link rear suspension with adjustable shock absorber and chrome plated straight front axle, front disc and rear drum brakes; wheelbase: 106" Nothing gets the heart of a car enthusiast pumping faster than the sound of an American hot rod. Open to the interpretations of the builder, these are the cars that allow for an artistic prose that can’t be found in originality. Over the years many cars have lent themselves very well to the hot rod movement. Just witness the amount of 1957 Chevys, 1969 Mustangs, and 1969 Dodge Chargers, that have received the resto-mod treatment and one can begin to understand how much the hot rod has affected automobile history. But of all the cars that have been built for street racing, nothing stands taller than the 1932 Ford. Certainly, Ford rocked the world when they introduced the all-new Ford for 1932 with the first V-8 engine for the masses, but styling was the factor that would live forever as the iconic American hot rod. After all, who could ever forget John Milner played by Paul Le Mat lining up his yellow 1932 Ford Highboy with the sinister black 1955 Chevy driven by Bob Falfa played by a young Harrison Ford in the great American Graffiti? The resulting race put the 1932 Ford on the map as the most popular hot rod on the planet. Offered here is an incredible build of a 1932 Ford that features an all-steel body from Brookville Roadster, an industry leader for over 30 years in the reproduction of Ford parts. The craftsmanship involved in bringing this roadster to life is clearly evident in every facet of its build. This 1932 Ford is finished in a color called Molten Copper Sunset Candy that was applied and then wet sanded with 800 grit sandpaper before another clear was applied. The paint is nearly flawless with an excellent shine and consistent paint pigment across all panels. The firewall and undercarriage are finished in a contrasting Wimbledon White for a super clean look. This hot rod is also fitted with a removable Bop Top by the Sid Chavers Company. The front is void of any bumper for a clean hot rod look and the rear is fitted with a biplane style chrome bumper that accents the rear perfectly. The interior is just what one would expect from a classic American hot rod with cream colored vinyl accented with black piping. The dashboard is body colored and all gauges are center mounted for easy viewing. All gauges are from Stewart Warner and carry a retro style that is perfect for this car. As with any hot rod it's what's under the hood that counts, and this is where this car does not disappoint. Power comes from a 327 cubic-inch Chevrolet V-8 with a Crane 510 lift hydraulic roller camshaft, roller tip rockers, Edelbrock performance aluminum heads, Mallory Unilite distributor, and an aluminum finned oil pan. A chrome electric fan with a temperature switch keeps everything cool. Exhaust is controlled through a set of custom-built lake style headers and the exhaust system is fully ceramic coated. All this power is sent to a Turbo 350 automatic transmission and a Ford nine-inch Detroit locker with 350 gears puts the power to the ground. Stopping all this power are disc brakes up front and drum brakes at the rear. Suspension is controlled by QA1 adjustable shock absorbers with a parallel link four-link in the rear and a chrome plated 1932 Ford straight axle up front. This Ford has been driven less than 700 miles since it was built and is now just nicely broken in. The American hot rod is an icon of the motor age and this unique interpretation of that dream is certainly one to be admired. For a car that's sure to be a big hit under the Friday night lights, this 1932 Ford is ready for anything.

92 cid Continental flathead inline four-cylinder engine, 50 HP, four-wheel drive, manual transmission, electronic entry; wheelbase: 124" Offered from The Roaring Twenties Museum Collection is this remarkable one-of-a-kind Surlesmobile. The Surlesmobile is arguably the one of the first Japanese import cars to arrive on domestic shores after World War II. Developed during the mid-1930s by Don Surles, this concept car emphasized greatly on passenger safety and economic feasibility. Its unique falling raindrop shape is similar in design to Tatras, Chrysler Airflows, Hupmobile Airliners, and other aerodynamically inspired cars of the day. Built in Japan's Tokyo Bus Works, the Surlesmobile is extremely advanced for its time and shares many similarities with the minivans of today. For starters, it is built on a four-wheel drive chassis and powered by a Continental flathead four engine. Quite different from a traditional car, the Surlesmobile is equipped with a disappearing entry "portal" which splits into two disappearing halves at the flick of a switch. While it may seem silly at first, this portal system avoids the safety hazards of having to open conventional doors in tight spaces. The teardrop shape of the car, though aerodynamic, was designed with an additional purpose. Should the Surlesmobile be struck in an accident, there was a 90% chance that it would end up back on its wheels. There was no need to worry about shattering glass either, as all the windows are made of perform plex with the headlights and taillights being the only glass fixtures on the car. Don Surles' innovation did not stop there. Inside his creation, two built-in roller-bar bench seats fold down to form a single bed. The two bench seats are meant to accommodate four people each, making this an eight-passenger car. Unfortunately, Don Surles let the patents expire and, within 30 days, General Motors announced the disappearing tailgate on Chevrolet's new station wagon. Further misfortune followed the Surlesmobile to America and it was hit within hours of being unloaded at the Port of San Francisco. Luckily, damage was minor, and a new set of Pontiac bumpers solved the problem. Since being repainted in 1966, the car has remained in The Roaring Twenties Museum, drawing consistent interest from curious onlookers. This sale also includes build records, original photos, drawings, manufacturing correspondence, to-be sales literature, and even a 1948 copy of the Popular Mechanics magazine that featured the car. This unique, one of a kind automobile has never been offered to the public and has been on static display for 53 years which yields a myriad of opportuniities for the next owner.

177 cid four-cylinder inline engine, 20 HP, two-speed planetary transmission, three-pedal controls and single floor lever, solid front axle and live rear axle with transverse semi-elliptic leaf springs, transmission brake with two-wheel mechanical drum brakes; wheelbase: 100" Production of the 1915 Model T began in January at Ford's Highland Park Plant. Apart from a curved cowl section, the bodies were essentially identical to their 1914 counterparts. The purpose of this design change was to gracefully hide the wood firewall. This new line of Fords also included curved rear fenders and an upright windshield with a folding top section. Electric headlights, powered by the engine’s upgraded magneto, also became standard for the Model T in 1915. The magneto also ran the Model T's ignition system; A feature which allowed the engine to run off either gasoline, kerosene, or ethanol. With a top speed of 45 miles per hour, the Model T's 177 cubic-inch L-head engine produced 20 horsepower. This 1915 Model T Roadster, offered from The Roaring Twenties Collection, is in very good condition conidering its inactivity for many years. It is equipped with standard electric headlights as well as kerosene sidelights and a taillight. This T is fitted with Hassler "Shock Absorber" auxiliary springs, a common accessory produced by the millions to lessen the jumping action of the Model T's leaf springs. It is finished in black, which Ford had adopted as the standard color in order to hasten the process of speed drying the large amounts of paint that were demanded by the rapidly increasing production volume of the car. This T also is equipped with matching black upholstery, a black leatherette top, and a brass Ford step plate. Commonly regarded as one of Ford's most well-developed and purposefully improved vehicles, this Model T represents Ford's early-on commitment to building vehicles that were functional, resilient, and accessible by all. With a production total of just over 47,000 units, this 1915 Model T Runabout originally sold for around $440. Adjusted for inflation, that would come out to roughly $11,000 in today's dollars. Easily recognizable with its brass radiator and distinct body features, this Model T is ready for further display, representative of a time when American industrial confidence was soaring. If there ever was a car that needs no introduction, it most certainly would have to be Ford's Model T.

201 cid L-head inline four-cylinder engine, 40 HP at 2,200 RPM, single Zenith updraft carburetor, three-speed manual transmission, four-wheel mechanical drum brakes, live axle suspension with semi-elliptic leaf springs. The Model A went on sale in December 1927, replacing the aging Model T. A much more modern car than its predecessor, the 'A' was also more powerful. Its four-cylinder side-valve engine, producing 40 horsepower, doubled the output of the T and increased its top speed significantly. A three-speed, sliding gear transmission replaced the T's planetary gears, there was coil-and-battery ignition instead of magneto, and most welcomed, four-wheel brakes. The T's decidedly dated styling was abandoned and the eagerly awaited Model As up-to-the-minute looks, choice of colors and competitive pricing, helped ensure its success. Ford priced the new Model A at just $450 and would go to build 4.5 million over the next four years despite the prevailing economic downturn. Highly successful after two years in production, the Model A was facelifted for 1930, receiving wider tires on smaller-diameter 19" wheels. It was mildly restyled with wider mudguards to achieve a lower, more modern look. Ford outsold Chevrolet 2-to-1 in 1929 and 1930 when more than 1.4 million were sold. Production continued until the V-8's arrival in 1932 and saw Ford's four-cylinder models renamed 'Model B'. Garage owner Ernest Holmes Sr. is credited by many to have invented the tow truck in 1916 with the help of his friends, Elmer Gross and L.C. Decker. The design was improved upon and the Holmes Wrecker was patented, and a new industry was created. Today, tow trucks are often overlooked heroes of the highway, but this 1930 Ford Model A Wrecker pays homage to them. Using a restored Model A Roadster Pickup truck as the starting point, much like Holmes might have done, this Ford is fitted with a rare three-ton Weaver hand-crank auto crane from Springfield, Illinois. Although this truck is fully functional, with a smooth-running L-head, 40 HP four-cylinder engine and three-speed manual transmission that runs and drives excellent, this one is a tribute built for special display purposes. The Weaver Auto Crank is topped with a custom steel light bar in chrome, featuring operable dual emergency red lights and twin back-up work lights. This all-steel truck is painted medium Standard Blue with black steel fenders and white whitewalls mounted on red wire wheels, as well as attractive Standard Oil livery signage. The interior is finished in black leatherette with new kick panels, door panels and a floor mat, and is covered by a removable roadster top. The wrecker sparkles and is rolling petroliana with dual cowl lights and dual taillights, plus chrome appointments like the stone guard, headlamp eyebrows, front and rear bumpers and Moto-Meter. Truly a beautiful show piece built by Billy's Big Boys Garage. The development of the tow truck has come a long way, and historical reminders like this Model A wrecker are fantastic to show and share.

337 cid flathead V-8 engine, 152 HP, three-speed manual transmission, independent coil spring front suspension, rear semi-elliptic leaf springs, four-wheel drum brakes; wheelbase: 125" The entire Lincoln model lineup was revamped in 1949 after using the dated pontoon fenders of the pre-war cars for several years. They received sleek envelope styling that flowed to the rear bumper and an increase in horsepower. Easily distinguished from the 1948 models, these models featured recessed headlights and a more 'streamlined appearance'. A stately full-size luxury car, the Cosmopolitan from Lincoln was the type of car to chauffeur presidents. Introduced in 1949, the all-new postwar Cosmopolitan was eventually produced until 1954. The design of these elegant models came from Bob Gregorie, notably the chrome spears trailing the front fenders. Available in four body styles, the grand Cosmopolitan came in club coupe, town sedan, sport sedan and convertible. The most expensive and the heaviest, the convertible had a base price of $3,948, thus only 1,230 convertible Cosmopolitans were produced. Weighing around 4,400 pounds, this Cosmopolitan features a three-speed column shifted manual and a 337-cubic inch flathead engine that pushes well more than the standard 152 horsepower due a .20 over boring, free-flow period-correct Edmunds heads, and dual exhaust installed at restoration. Visually stock, the entire drivetrain is beautifully presented under the massive hood. Our consignor reports this Cosmopolitan was stored from 1964 - 1984 when he purchased it, with a very solid body. He had the car accurately restored, with the gaps between the long flowing body panels showing their skills. The deep black paint finish and chrome are likewise exceptional, with a clean wide-mouth grille beneath those recessed head lamps. The interior is also fully sorted, with clean upholstery, great carpets, and a very ornate Art Deco dashboard with heater and AM radio as creature comforts. Power windows and power seats join the tan power activated soft top for driver convenience, and the big Lincoln looks great with the convertible top up or down. With exquisite paint and upholstery, this Cosmopolitan represents the pinnacle of Lincoln craftsmanship, and offers the chance to purchase one of the very best Lincolns of the era.

1,700cc horizontally opposed four-cylinder engine, Weber two-barrel carburetor, 63 HP at 4,800 RPM, four-speed synchronized manual transaxle, four-wheel independent suspension with torsion bars, trailing arms and shock absorbers, power-assisted hydraulic front disc brakes and drum rear brakes; wheelbase: 94.5" Twenty years after the end of World War II, Volkswagen had established itself as a leader in the automotive world. While the original Beetle continued to sell in record numbers, the Transporter, which had first appeared as a 1950 model, was becoming a bit dated in both styling and offering creature comforts. In the fall of 1967, the second generation of these multi-purpose vehicles was introduced. Built within the basic dimensions as the original Type 2s, the new models were vastly improved with more spacious seating for driver and passengers, better visibility with a wraparound one-piece windshield, and high-quality accessories. A larger and more powerful air-cooled engine was created for these new VWs which were greatly appreciated by those who traveled down the ever-expanding interstate freeway system that was connecting all corners of the country. One of the most popular packages offered by the factory was the Campmobile. Having partnered up with Westfalia since the early 1950s, their reputation for high quality and innovative features grew famous around the world. A myriad of options was offered which provided kitchen appliance, expanded sleeping quarters and even exterior patio awnings. For the new "Bay Window" edition of the Transporter, one of Westfalia's most famous features the pop-up roof was expanded and took of a larger portion of the roof. A large fiberglass cap with fitted canvas side fitted with windows allowed for more room in these cramped little campers. This Bright Orange and Pastel White Campmobile has been treated to a complete "ground-up" restoration. Our consignor, who specializes in these handsome little carriers, tells us this is one of the sweetest Transporters he has ever owned or driven. The peppy little engine was given a complete rebuild as was the transaxle shifting unit. While this Type 2 was in very solid condition at the start of the restoration process, the paint was stripped off to bare metal which required only minimal work to make it virtually perfect. All electrical components were replaced as needed and a later model audio system was installed. Special attention was paid to making the Westfalia pop-up top's canvas liner. Equipped with the original wooden cabinet and fitted with a sink, the water holding tanks, pump and plumbing were completely reconditioned. All interior paneling, including the headliner, was replaced and new floor covering installed in the rear compartment. Up front, the black leatherette seats were freshened and made to look and feel like new. Over the past decade collector interest in these early "Bay Window" second generation Volkswagen Transporters had really accelerated, especially those fitted with factory Westfalia campers. "Westies" as they are affectionately known, have strong followings both in North America and Europe. This is an ideal opportunity to own a significant vehicle that would be as much fun to own today as it was 45 years ago.

232.6 cid V-8 engine rated at 120 HP, three-speed automatic transmission, independent front suspension with coil springs front suspension, rear semi-elliptic leaf springs with solid axle, four-wheel hydraulic drum brakes; wheelbase: 115" Studebaker shocked the automotive world in 1950 with the now iconic bullet-nose. They were seeking to build upon the momentum created in 1947, when they released the first all-new car since WWII, exclaiming at the time the company was the "First By Far with a Post-War Car". Penned by Studebaker stylist Robert "Bob" Bourke, the bullet-nose has left an indelible mark upon automotive styling and design. Inspired by Raymond Loewy's love of aviation, it was labeled the "Next Look" by Studebaker marketing. It would be Studebaker's most successful design in terms of sales, totaling over half a million units during its life from 1950 to 1951 model year. The 1951 model year would be the introductory year for Studebaker's V-8 engine. Designed and built by Studebaker, it was one of only four automakers to produce a post-war overhead valve V-8. Also newly introduced the previous year was Studebaker's Automatic Drive transmission. Designed in league with Borg-Warner, it provides a smooth delivery of power, in a fuel-efficient system. This Commander convertible is trimmed in the upscale "State" package, which includes extra brightwork such as the chrome rear fender gravel guards. The previous owner followed the production order sheet to authentically restore this vehicle. It has been refinished with factory-correct Surf Grey exterior with red leather interior and black fabric top, per the production order sheet. Another charming detail, meticulously recreated are the factory door panels with map pockets. This convertible features the Commander's standard V-8 and the optional Automatic Drive. Sporting the Studebaker's automatic folding top, the Commander convertible is designed for convenience and relaxed fair-weather drives. Receipts for many of the parts and work performed during the restoration is included. An original Owner's Guide and a registration renewal stub from January 1952 lists the possible first owner of this fabulous convertible. From the estate of Allen Walrath, this beautiful auto is for auction to support the Studebaker National Museum. This is your chance to own an iconic American post-war convertible. As Studebaker marketing proclaimed, "youth in your veins " makes you yearn to drive this Studebaker.

192.4 cid Lycoming Thermo-Syphon cooled four-cylinder engine, 21 HP, selective sliding three-speed transmission with reverse gear, single disc clutch, spiral bevel drive, semi-floating rear axle with transverse semi-elliptic leaf springs, contracting transmission brake system; wheelbase: 105.5' Produced in Chatham, Ontario, Canada for a span of only 10 years, the Gray-Dort is one of the less commonly known vehicles in the collector automotive world. Gray Dort Motors was originally founded by William Gray in 1855 as the Canadian Carriage Works of William Gray & Sons Company Ltd. William's father Robert Gray, who was president of the company, went to work building bodies at Ford's Walkerville Assembly Plant in the mid-1900s. In 1915, Robert obtained the Canadian rights to manufacture the Dort automobile. Originally founded in Flint, Michigan by Billy Durant and J. Dallas Dort as the Durant-Dort Carriage Company, Dort Automobiles were well-known for their reliability. In its first year, the Gray-Dort motorcar company produced a Model Four Roadster and a Model Five Touring, both of which were no different from their American Dort counterparts. Powered by a Lycoming engine, which used thermo-syphon cooling instead of a water pump, the Gray-Dort was very innovative in a period where traditionality stood firm. Gray-Dort eventually offered a full range of body styles which included the original tourer and sedan as well as a coupe. Easily starting and driving in the harsh northern weather conditions, Gray-Dort vehicles earned a reputation for reliability and quality. Unfortunately, the stress of running a successful car business took its toll on J. Dallas Dort. In 1923, he decided to cease operations, sell his assets, and play golf. Without easy access to American engineering and parts, the Gray-Dort company was forced to fold, ceasing operations in 1925 with a production total of around 26,000 cars. Offered to astute collectors of unique Canadian automobiles and long forgotten marques is this 1920 Gray-Dort Model 15 Touring. Painted in a charming red on black color scheme, this car has a pleasant look about it, to say the least. Brown wood spoke wheels and a tan canvas soft top complete the charming look of the quintessential classic tourer. The interior is upholstered in reddish brown leather, and a wooden dashboard adorned with simplistic instrumentation echoes the relaxing lightheartedness of the early 1920s. Because of its significant impact on the evolution of transportation in Canada, the Gray-Dort was recognized by the Canadian Parliament as a national treasure. It remains the only brand to carry that unique and distinguished honor. With only around 30 Gray-Dort cars in existence today, the individuality of this car is only matched by its rarity and scarcity in the automotive market.

5.4-liter DOHC supercharged V-8 engine rated at 540 HP, six-speed manual transmission, independent MacPherson strut with sway bar front suspension and three-link solid rear axle with coil springs, four-wheel vented disc brakes with dual piston calipers; wheelbase: 107" Special cars are not built, but rather they are created by the hands of masters at work. Not content to simply slip down the assembly line, these cars spend more time with craftsmen as they are assembled with special parts and then tested to ensure that they are generating the horsepower they promise to deliver. Such is the case with the Shelby GT500KR, a car that is certainly special right from the very start. Capable of 0-60 times in mere seconds with a top speed that many other cars can only dream of, the GT500KR delivers astounding performance in a car that is not comparable to anything else on the road. Built to succeed the SVT Cobra and celebrate the 40th Anniversary of Carroll Shelby's original GT500, the 2007 Ford Shelby GT500 paid tribute to the original with a 500-horsepower supercharged engine. With its aggressive styling and incredible performance, the new-generation GT500 was a true modern-day supercar in every way. There was, however, one step beyond the GT500 and that was the GT500KR; it marked the 40th Anniversary of Shelby's original "King of the Road". Offered here is an excellent example of the GT500KR, which just happened to be the most powerful production Mustang ever produced. So special is the GT500KR that only 1,000 were to be built for 2008, but it was so successful that Ford authorized another year of production resulting in an additional 712 cars built for 2009. Finished in Brilliant Silver, this GT500KR is in excellent condition and has been expertly cared for. Under the hood is the mighty 5.4-liter supercharged V-8 engine that produces 540 horsepower; a full 40 ponies more than the GT500. Speed amenities on the GT500KR include a short-throw shifter and 3.73:1 rear-end gears that push power to the ground. The wheel package is specific to the GT500KR and it also features suspension tuning and a Ford Racing strut-tower brace up front. The GT500KR's aggressive appearance is enhanced with a special composite hood, racing style hold-down pins, unique stripes, specialized identification badges, and a cold-air intake. All these features differentiate the KR from the standard GT500. Performance for the GT500KR is nothing short of spectacular with a 0-60 time of just 4.3 seconds and a quarter mile time of 12.5 seconds translating to 114 mph. Of course, stopping is a major concern at such speeds and this is where the GT500KR's massive brakes, consisting of 14-inch vented Brembo front disc brakes with four-piston aluminum calipers and 11.8-inch vented discs with dual-piston calipers at the rear, manage to bring this GT500KR from a 60 mph stop in just 112 feet. This GT500KR's life started at the Ford plant where it was then shipped directly to Shelby Automobiles, Inc. in Las Vegas, Nevada for installation of the "KR" enhancements that make it the special car that it is. Upon completion it was delivered to Zumwalt Ford in Saint Helena, California. Of the 712 examples built for 2009, only 278 were finished in this beautiful Brilliant Silver. Records indicate that this one is the 339th of the 712 cars made during the 2009 model year. Sale of this GT500KR includes the Ford and Shelby Window Stickers, Ford/SVT Certificate of Authenticity, Parts Content Information sticker, and the original selling dealer's web description for the vehicle, which indicates it was sold new at $119,500. Not many cars can claim legendary status straight from the dealer showroom, but the Shelby GT500KR is a car that can make that claim and more. This example carries all its documentation and is a car that will forever be remembered as one of the best. Carroll Shelby certainly had an image in mind when he designated a mighty Shelby to carry the moniker as the "King of the Road" and this one carries on the legend.

326 cid V-12 engine rated at 273 HP, three-speed automatic transmission, independent front suspension with double wishbones coil springs and anti-roll bar, rear coil springs with anti-roll bar, four-wheel disc brakes; wheelbase: 101.9" Jaguar has never been a stranger to the Grand Touring concept. Certainly, their E-Type was the car that introduced the concept of both speed and luxury to the entire world. In 1975, Jaguar upped the game once again with the introduction of the XJ-S. This was a Grand Touring car that set a new world standard for class and luxury. Powered by a V-12 engine, it also offered an excellent ride and it came at a price that was aimed at society's elite. Indeed, it was Jaguar's most expensive production car ever offered, but it was a car that very few others could match. Jaguar built the XJ-S in three series and the last Series III were built when the company was taken over by Ford. Ford chose to drop the hyphen from the name, and it became known simply as the XJS. The last one was built in 1996 making the XJ-S the longest running model ever produced by Jaguar. Offered here is a Series II with an interesting story. This 1983 Jaguar XJ-S was taken off the road and stored for two decades resulting in a total of just 31,113 miles driven. This XJ-S is a time capsule that could likely be one of the most original examples in existence. This one is also a one-owner car has been nicely preserved and is now being offered publicly for the first time. Finished in Jaguar's Sable Black, the sleek and smooth lines of the XJ-S were the work of Jaguar's pioneering aerodynamicist Malcolm Sayer, who was one of the first designers in the industry to apply advanced aerodynamic principles to the design of a motorcar. The paint on this XJ-S is believed to be original to the car and still presents very well. Riding on a 101.9-inch wheelbase, the XJ-S carries the modern look of a Grand Touring car in fine fashion. As one would expect, the interior is a true drivers environment with rich red leather and a wood dashboard. The interior is also completely original to the car and carries nice patina while still managing to look tidy and fresh. Jaguar script floor mats are with the car and it also retains its factory radio and sound system. As a Grand Touring car, the design emphasis was up front but rear seat passengers were not overlooked, as seating for two in the rear also featured fine leather and bolstered upholstery. The dashboard layout is most impressive with an array of gauges and controls, all ergonomically designed with the driver in mind. Power for this XJ-S comes from its 326 cubic-inch V-12 rated at 273 horsepower mated to a three-speed automatic transmission. The engine compartment is factory stock with all correct hoses and wiring and presents in very clean condition. This XJ-S rides on its correct factory alloy rims with blackwall tires. Also included in this sale are the factory tools, spare tire with cover, and documentation including the owner’s handbook, electrical data chart, service record manual, and several other dealer handbooks. This Jaguar was recently cleaned, detailed, and serviced with a new battery installed and is now ready for the open road. The XJ-S was the last of its kind. Total comfort in a car powered by a V-12 engine was a combination that was rarely seen in the motorcar industry. As Jaguar's longest running production model, it came to define an era where true luxury was available in a performance-based car. With its classic black exterior and red leather interior, this XJ-S is a car that commands attention wherever it goes and, with its low mileage, is certainly a car that begs to be driven and maintained as a preservation timepiece.

92 cid Continental flathead inline four-cylinder engine, 50 HP, manual transmission with overdrive gear, folding retractable top, 12-inch rims, curb weight 1,900 pounds; length: 155" wheelbase: 90" The Playboy Motor Company was established in 1947 by Lou Horowitz. After World War II, Horowitz, who formerly owned a Packard dealership, wanted to address what he saw as America's need for a small car…at least smaller than a Packard. With help from his friends, mechanic Norm Richardson and engineer Charlie Thomas, Lou began to develop his new car company with hopes of producing a reliable, efficient car that would only cost around $900. After setting up shop in the old Franklin factory, the men hired several migrant laborers and proceeded to make cars using wooden bucks and hammers to beat panels out of sheet steel. True to Horowitz's word, the final product only cost $985, roughly $10,000 in today's dollars. This Playboy A-48 Coupe, offered from The Roaring Twenties Museum Collection, is one of only around 40 surviving cars. Built with a solid steel removable top, it was one of the cars to feature a fully retractable hardtop after World War II. This all-metal top can be folded up and hidden to transform the Playboy into a roadster. The suspension is uniquely designed with coils set in front of the spring arms, giving the car the ability to roll over potholes instead of bouncing in and out of them. The car is powered by a 50 horsepower Continental motor that gets 40 miles per gallon, possibly even more when using the overdrive gear. Formerly owned by William H. Harrah of Harrah's Casino in Reno, Nevada, this car was purchased directly from him in 1970. With its vibrant bright red paint, there is no doubt that this car will generate a lot of interest wherever it is shown. Unfortunately, the late 1940s was not the best time to begin a new car company. With the Tucker crisis in full swing and in the wake of the negative press coverage surrounding it, Mr. Horowitz was ultimately unable to form an adequate dealer network. Lacking subsidy, Playboy was ultimately unable to compete with the better-financed companies who built conventional cars. Quality issues also ensued as the retractable tops of the cars were found to be not watertight. After completing a production run of just under 100 cars, the Playboy Motor Company filed for bankruptcy and became defunct in 1951. With only around 40 Playboys left, this could be the only opportunity to own one of these unique and interesting cars for some years to come.

500 cid Cadillac V-8 engine, 235 HP, Turbo 400 automatic transmission, front coil spring suspension, rear semi-elliptic leaf springs, drum brakes; wheelbase: 126" Finding a rust-free Cadillac from the 50's is a rare treat and creates an opportunity to create a truly unique classic ride. This low-mileage Series 62 Sedan was discovered rust-free in long term storage, and today, is presented with a quality restoration that was completed in 2012. This lovely Cadillac is available today with just 66,780 miles from new. Fine quality new chrome was used throughout, with the huge bumpers in excellent condition, and crisp trim moldings, rear wheel spats, and clean glass and rubber seals everywhere you look. Cadillac wire wheels are shod with modern BF Goodrich radial tires with wide whitewalls, and this modified Caddy sports late model Cadillac stainless-steel dual exhaust tips. It's a pure classic presentation from the outside with a few hidden bonuses features you'll love. Step inside, and you'lll immediately notice the modern tan leather bucket seats, which are power adjustable and very supple. The driver will appreciate power brakes and power steering, with a modern tilt steering column and custom steering wheel. The carpets, door panels, headliner, and console are also new and lovely, and the owner added power windows and electric windshield wipers when the car was converted to 12 volts. A modern AM/FM/CD stereo joins Vintage Air heat and air-conditioning in the ultra-cool period dash, with a fully recalibrated speedometer and a new tinted glass windshield. The big fuel-injected V-8 was first offered in 1970 and powered the Eldorado until 1975. They are rare and highly sought-after, with incredible torque and proven performance, and this example is in fine condition and runs out strongly. There is pretty much nothing to do but turn the key and enjoy the classic ambience of this big Cadillac combined with a new drivetrain. Take notice as it features both a classic appearance with an upgraded powertrain that takes this car to a whole new level of performance.

6-12 volt battery-operated, three-wheel chassis, single-speed electric motor, rear-wheel drive, tiller steering, single headlight By the end of the 19th century, interest in motorized vehicles had increased greatly. Electric taxi cabs were introduced to the streets of London in 1897 by Walter C. Bersey and, later that same year, Samuel's Electric Carriage and Wagon Company began running 12 cabs in New York City. Electric powered vehicles had several advantages over their competitors. Early gasoline cars produced heavy vibrations, smells, and were unpleasantly noisy. They also required a substantial amount of effort to manually start with a hand crank. On the other hand, steam powered vehicles suffered from startup times of up to 45 minutes depending on the temperature; electronic vehicles did not require a lengthy start up process and were noted for their ease of operation. Interestingly, electric vehicles soon became labeled as "women's cars" which lead some companies to add on dummy radiators to disguise the car's true propulsion system. As the turn of the century saw more and more homes becoming wired for electricity, the electric vehicles popularity surged even more. In the United States, most of these early electric vehicles came in the form of massive, ornate carriages specially designed for upper-class customers and were a spectacle to see. Meanwhile, across the Atlantic, electric cars were developing much more in line with commonality and popular use. This affordability allowed for greater access by the middle class. Such was the case with this peculiarly interesting Carter Electric Motorette. Offered in either a vestibule or pullman type body, the Carter Motorette was very small and light. This vehicles original owner traveled to London, England in 1904, purchased the vehicle, and had it imported to the United States for use at her estate in Rutland, Vermont. From then on, the Motorette saw frequent use travelling to the local bank, post office, and general store all the way up until 1942. It is surmised that the owner was so fond of her car that she wore out at nearly half a dozen tires just through regular use. Aside from a few rips and tears, the cloth top is in remarkably good condition for being over a century old. The single bench seat and blue exterior paint show slight signs of wear. The Motorette, capable of attaining speeds of 18-20 MPH, has a range of around 20 miles. It is powered by an electric motor which can operate on either a six- or 12-volt battery. With interest in electric vehicles once again on the rise, this Carter Motorette will only increase in value over time. A very uncommon car such as this one is bound to generate great interest. Having been well preserved in The Roaring Twenties Collection, this car represents a significant point in the evolution of the electric vehicle.

289 cid inline six-cylinder engine, 76 HP, three-speed sliding gear manual transmission with single reverse gear, solid front and semi-floating rear axles, semi-elliptic leaf springs, and two-wheel mechanical brakes; wheelbase: 125.5”
At the conclusion of World War I, the U.S. economy slipped into a sluggish, stagnant sales depression. Of all the great manufacturers, Hudson seemed to weather this misfortune in the strongest fashion. In July of 1922, price reductions amounting from $50 to $100 were announced by Roy Chapin, the Hudson Motor Company’s president. The strategy worked, and those who were lucky enough to own stock in Hudson reaped the benefits. Hudson's Super Six Series Nine, originally introduced in 1916, was equally responsible for the company's success. The "Super Six" 289 cubic-inch engine, which was known for its mechanical advancements, ran with an uncommon softness not seen in the late 1910s and early 1920s. Hungarian engineer Stephen Fekete, who designed a counterbalanced crankshaft, was responsible for this development. Conservatively rated at 70 horsepower, this engine gained Hudson new records for the transcontinental crossing, the Pikes Peak Hillclimb, and the Daytona Beach Mile. This 1922 Super Six Touring is a terrific example of the type of car that lead Hudson to advertise itself as the "World's Largest Builder of Six-Cylinder Cars" Bought new in 1922, this is said to be the only car that the original owner drove until 1951. Most notable about this Hudson are the distinct, drum shaped headlights, a new feature for that year. This Hudson comes bountifully optioned with dual side-mounted spares, mirrors, and glass windshield wind-wings. Wood spoke wheels, black paint, and a black cloth top dress this Hudson with formality and reserve. The interior is also black, and features a folding jump seat, a brown wooden steering wheel and a blue instrument cluster. Commonly described as terrific family-friendly touring cars, Hudson's Super Sixes are well-suited for their purpose. Excellent reliability, a smooth comfortable ride, and the ability to accommodate seven passengers, combine to make this the perfect touring car. After many years of sitting dormant in The Roaring Twenties Museum, this 1922 Hudson Super Six Limousine is ready to be brought back to life and to hit the open road.

248 cid inline six-cylinder engine, 62 HP, three-speed manual transmission with single reverse gear, artillery wheels; wheelbase: 116" Peerless is commonly referred to as one of the "Three Ps' of American luxury; Contending with Packard and Pierce-Arrow in the competition for control of the upscale automotive market. The first time the Peerless brand appeared was in 1902 on a vehicle with a front-mounted engine that drove its rear wheels through a shaft. This would eventually become industry standard as time went on. By the late 1900s, Peerless was experiencing a period of rapid expansion and development. After gaining a solid footing in the racing field, recognition of the Peerless brand grew among the wealthy. By the early 1910s, Peerless became one of the first companies to use electric lighting and starters on their cars. In response to Cadillac, Peerless produced its first V-8 engine in 1915. During the First World War, Peerless manufactured military vehicles including the Peerless Armored Car which gained great notoriety amongst British troops. By the late 1920s, Peerless was offering three separate cars, the 6-61, 6-81, and 120. This would be the last year for these models and in 1930 all of Peerless products were renamed. With the advent of the Great Depression came a huge reduction in the sales of luxury automobiles. Peerless responded by downsizing their production and attempting to tap into what was left of the wealthy consumer market, a strategy that would ultimately fail. The last Peerless, a single Murphy body V-16, was finished in June of 1931. Though this marked the end of the brand’s production, Peerless was credited as a significant leader within the industry. This 1929 Peerless, offered exclusively from The Roaring Twenties Museum Collection, is a fine example of the Model 6-61. It is often said that the Model 6-61 most accurately represents the company's tagline, "All That the Name Implies." The sturdy, robust look of the car clearly puts it in a league of its own. A two-tone paintjob attractively combines blue with black to accentuate all the elegant features of this car's exterior. Most Peerless products were well-optioned, and this one features low-mounted fog lights, fender-mount indicators, a spotlight, and a windshield wiper. Beneath the hood is the time-proven Peerless straight-six motor. With a little restoration, this car will be ready to impress; a true gentleman's car. This Model 6-61, timelessly elegant and steadfastly engineered, remains to be enjoyed for decades to come.

199 cid air-cooled inline six-cylinder engine, 32 HP, three-speed manual transmission, solid front and live rear axles with full-elliptic leaf springs in the front and rear, and rear-wheel mechanical drum brakes; wheelbase: 115" Produced from 1902 to 1934, Franklins were the most long-lived and successful air-cooled automobiles in America. In the first production year, Franklin produced 12 runabouts, all powered by four-cylinder overhead-valve transverse engines. They also included throttle control, a float-feed carburetor, a two-speed planetary transmission, and wooden frames. One of the guiding principles of Franklin was keeping the vehicles' weight as low as possible, as was evident in its use of aluminum pistons and suction based cooling systems. In 1906, Franklin produced its first six-cylinder model, ultimately switching to all sixes by 1914. The unusual look of the Franklins gained likeability amongst consumers, but after nearly a decade of only slight design updates and lagging sales, dealership owners finally demanded change. It was decided that a false radiator, which would give the Franklin a more "normal" look, was the way of the future for the car. John Wilkinson, the Franklin's original designer, was so disgusted that he resigned from the company, and not soon after, the Franklin Model 10-C was replaced by the vastly different Series II. Offered from The Roaring Twenties Museum Collection, this 1925 Franklin Model 10-C Five-Passenger Touring is among the last of the true Franklins. Void of the faux-radiator, the 10-C was only produced until spring of 1925 when it would be replaced by the Series II 11-A. Looking under the hood will reveal the 199 cubic-inch air-cooled inline six-cylinder motor. Take note that this Franklin features a Scirocco fan geared directly to the crankshaft, a development that took place two years prior and led to a gradual increase in power. Demonstrating the Franklin principle of simplicity, this system operates by pushing cool air down on top of each cylinder. Interestingly, the Franklin’s frame is made of entirely of wood, a design implementation which was said to help to ease vibrations caused by the engine. A retractable top, black paint, artillery wheels with wide whitewall tires, and of course the signature backwards slanted grille make this 10-C a perfect example of John Wilkinson's original design. Franklins truly were unique amongst the early American automotive market. Ahead of their time in many ways, these cars will only increase in value with time. Known ultimately for their low operational cost, this 10-C can get 20 plus miles to the gallon; how is that for economy?

394 cid OHV V-8 engine, 315 HP at 4,600 RPM, Rochester 4GC four-barrel carburetor, Jet-Away Hydra-Matic automatic transmission, independent coil springs with stabilizer bar front suspension, floating live axle with outboard mounted semi-elliptic leaf springs, power-assisted hydraulic four-wheel drum brakes; wheelbase: 126.3" As America was entering the space age in the 1960s, Oldsmobile Rocket V-8" engines were leading the way. Even the sales brochures proclaimed, “Radiantly styled for the Rocketing Sixties. Offering a full complement of the latest in design in several series, the top-shelf cars from Olds were the fabulous "98". Most popular in this luxurious series was the Holiday Sport Sedan with production pegged at 27,257. Each of those cars carried, as standard equipment, power steering, power brakes, the Jet-Away Hydramatic transmission, plus electric clock, deep-twist carpeting and even windshield washers. There was no mistaking the Oldsmobile 98 for anything else in 1960, with is wide open viewing area, including the dramatic wraparound rear backlight that offered passengers a scenic panoramic view of the futuristic world that lay ahead of them. Feast your eyes on this grand creation of 1960s American motoring excellence. Showing just over 71,600 miles on the odometer, which are believed to be from new, this outstanding example has received one re-spray in, what has been described as its original color of Garnet Mist metallic, one of 15 Magic-Mirror colors offered that season. The interior is resplendent in a matching combination of Jeweltone leathers with beautiful nylon fabric inserts and Moroceen accents. This attractive hardtop retains all its standard equipment plus Tri-tone horns, back-up lights, the Deluxe push-button radio, power windows, power front seat and the Autronic Eye automatic headlight dimming system. Purchased new in Montreal, it was kept by its original owners for many years in a climate-controlled atmosphere. It is reported to have had just one repaint and retains off its original sheet metal. Under the hood is quite presentable, as is the luggage compartment to the rear which also has its factory spare tire, jack and lug wrench. Used sparingly over the past few years, it is ready for the show circuit and is sure to garner its new owners not only trophies and awards, but also the admiring glances from owners of lesser quality vehicles.

245 cid L-head straight six-cylinder engine, 101 HP, three-speed free-wheeling manual transmission with single reverse gear, coupled front and rear semi-elliptic leaf springs; wheelbase: 118" Even prior to the Great Depression, Hupmobile sales and production numbers were both going in the wrong direction. In 1925, Hupmobile began marketing their product toward a wealthier clientele by introducing a new eight-cylinder model and eliminating the tried-and-true four-cylinder. Ultimately, by turning its back on its established middle-class customers, Hupp was inadvertently sealing its own fate. Like many other low production carmakers that followed this trend, the result for Hupp was that no model could be produced in enough quantity to sustain profit. As the fog of the Depression lifted, Hupmobile hired famed industrial designer Raymond Loewy and abandoned its conservatively styled product line. The freshly designed Hupp Cyclefender, a glitzy roadster, performed much better on the track than it did on the sales floor. Two years later, Loewy introduced another restyle, the Aerodynamic look, which was produced until 1936, at which point production abruptly ceased. Offered from The Roaring Twenties Museum Collection, this 1936 Hupmobile Model 618 Aero fashionably displays all the visual aspects of the Art Deco style that was popular in the mid-1930s. From its forward swooped rear end to its backswept radiator adorned with the trademark Rocket hood ornament, this car ultimately mastered the aerodynamic look. Its first owner, a nurse who had it shipped directly to her garage in Charlottesville, Virginia owned the car until 1972 and now shows only 14,000 original miles on the odometer. Powered by a 245 cubic-inch inline-six, this 101 horsepower Aero has plenty of pep in its step. While technologically innovative, Hupmobile's Aerodynamic line was ultimately too radical for its time. By the end of 1936, Hupp was facing serious financial difficulties, squabbles amongst shareholders, and internal instability. By July of the following year, production was temporarily halted, with all 1937 models being assembled from remaining Model 618 components. Although production resumed for a brief period, Hupmobile ultimately became defunct in 1940. The final legacy of Hupp is best represented by their innovative design and forward look and brilliantly exemplified by this handsome 1936 Aero Touring Sedan. A well-preserved, low mileage, original car like this is certain to draw attention wherever it is shown and will prove a serious contender for a preservation award. The Car that was some day to come - is here!