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1947 Indian Chief Motorcycle

Lot #101 (Sale Order 1 of 106)

1,210 cc air-cooled, side-valve V-Twin engine, sliding gear transmission with “jockey” tank side shift lever, coil-sprung front forks, dual plunger-type rear suspension, front and rear drum brakes; wheelbase: 60.5"
In production almost continuously from 1922 to the demise of its maker in 1953, the Indian Chief motorcycle remains an unqualified legend today. Known as Indian’s “Big Twin,” a larger and more powerful alternative to the smaller, more agile Scout, the Chief was essentially unchanged, yet carefully refined throughout the first half of its production run. Handsome and comfortable, the Chief was powered by a four-stroke, 42-degree V-Twin engine, initially displacing 1,000 cc from 1922 to 1928, with a 1,210 cc available for 1923-42 and 1946-48 and 1,300 cc for the final 1950-53 models. Significant changes for the entire Indian line for 1940 made the renowned Chief even more popular and more enjoyable to ride. A new frame design now featured an innovative dual plunger-type rear suspension, enhancing Indian’s well-deserved reputation for smoothness and excellent handling characteristics. In addition, handsomely skirted front and rear fenders first appeared in 1940, lending the sleek Art Deco-inspired profile view that remains most closely identified with Indian motorcycles and the Chief in particular today. Easily capable of reaching 85 miles per hour in stock form, the Chief delivered strong long-range cruising performance to match its character, easily hitting the all-important 100-mph mark with careful tuning. The 1947 Indian Chief offered here is simply a wonderful example of the marque’s flagship model line. Bearing a nice patina consistent with good maintenance, storage, and use, it remains nicely presented and complete overall. Featuring a good paint finish, this Chief includes a stylized Indian-head front marker lamp, abundant bright trim and rides on Dunlop tires. As offered, this classic Indian Chief will make a great addition to any worthy collection celebrating American motorcycling history or provide an excellent basis for a full concours-worthy restoration.

1938 Cadillac Series 75 Seven-Passenger Sedan

Lot #102 (Sale Order 2 of 106)

346 cid L-head V-8 engine, 140 HP at 3,400 rpm, three-speed selective synchromesh manual transmission, independent front suspension with coil springs, live rear axle with semi-elliptic leaf springs, hydraulic four-wheel drum brakes; wheelbase: 141 ¼”
With a young Bill Mitchell now heading the Cadillac styling studios under the direction of Harley Earl, the handsome new 1938 Cadillac models solidified General Motors’ position at the forefront of automotive design. In fact, by 1938, Cadillac was the undisputed king of luxury cars in America, by virtue of its industry-leading styling and renowned technical prowess. Additionally, the deep financial resources of its massive General Motors parent company helped ensure Cadillac not only survived, but thrived, during the challenging Great Depression years, outlasting such revered competitors as Franklin, Duesenberg, Marmon, Stutz and Pierce-Arrow. Featuring attractively streamlined basic styling cues, Cadillac’s model lines were organized for 1938 along five series. The V-12 Series 85 was dropped, leaving the V-8 Series 38-60, the new 38-60S Sixty Special, 38-65, and 38-75 and 38-90 V-16 lines. Series 70 and the Fisher-bodied Series 75 Specials were also discontinued, but a Convertible Sedan was added to Series 65. Mechanical updates for 1938 made the great Cadillac models even better than before, with sophistication, ease of operation and drivability second to none. Powering all but Series 90, Cadillac’s 346-cid V-8 engine delivered 135 horsepower and received a slight power boost to a 140-horsepower rating for the big Series 75 models. Sharing the longest 141 ¼-inch wheelbase chassis with the Series 90 V-16 line, Cadillac’s Series 75 models for 1938 were bodied exclusively by Fleetwood. The 1938 Cadillacs were introduced during October 1937, with nearly 25,000 produced for model year 1938 and just 1,902 of them from Series 75. This 1938 Cadillac Series 75 Seven-Passenger Sedan is a very well-presented example of Cadillac’s signature prewar model line, with the versatility offered by a pair of folding jump seats in the rear passenger compartment. Showing under 25,110 miles on the odometer and retaining an original-appearing interior and engine bay, this Series 75 clearly benefits from proper long-term care with a newer quality paint finish and restored exterior brightwork. Turn-signal lights have been added for added safety while touring. As one of Cadillac’s finest for 1938, this Fleetwood-bodied Series 75 Seven-Passenger Sedan is a very nice example, ready to show and enjoy.

1967 Austin Mini Moke

Lot #103 (Sale Order 3 of 106)

998 cc BMC A-Series inline four-cylinder engine, 55 HP, four-speed manual front transaxle, four-wheel independent suspension, hydraulic four-wheel drum brakes; wheelbase: 80"
The Mini Moke, so-named after a 19th Century Australian expression meaning “donkey” or “pack mule,” was based on the mechanical components and basic layout of the wildly successful Mini. It was originally conceived as a lightweight, air-transportable vehicle, stripped to its bare essentials and aimed at meeting British military requirements. Although the Moke was rejected by the Royal Army due to concerns over the Moke’s low ground clearance, BMC so completely believed in the Moke’s charming presence and remarkable utility that it began offering the Moke to the public in 1964. While UK production ended in 1968, the Moke continued to be produced in Australia and later by Cagiva in Portugal, with production eventually ending in 1992. Eventually, some 51,000 examples were built in total, with many finding favor with generations of farmers, linemen and ranchers for their toughness and utility. A number were also exported to Catalina Island, the Caribbean and the Seychelles, where their simplicity and chic, avant-garde attitude made them a mainstay of vacation life. The Moke even gained stardom on the small screen, with several appearances in TV’s “The Prisoner” series. A veteran of many shows, tours and classic events, this BMC Moke is particularly festive and offered in nice driver quality. In addition to a large horn affixed to the right-front fender, this Moke includes a folding canvas top, twin side-view mirrors attached to the windshield frame, auxiliary seat cushions and an aftermarket three-spoke steering wheel. While designed for military use, this Mini Moke is ready to enjoy and to carry you and your lucky friends on new adventures.

1957 BMW R69 Motorcycle

Lot #104 (Sale Order 4 of 106)

590 cc air-cooled flat-twin engine, twin Bing carburetors, 35 HP at 6,800 RPM, four-speed manual gearbox, shaft drive, double-loop tubular steel frame, Earles front fork, rear trailing forks, front and rear drum brakes
In a clear demonstration of the value gained from careful evolution over revolution, Germany’s BMW commanded the medium-displacement motorcycle market of the 1950s and 1960s. Succeeding the R68 of 1951-55, the R69 continued with BMW’s renowned two-cylinder boxer-style engine and remains one of the finest and most collectible postwar motorcycles ever produced. The R69’s distinctive four-stroke, OHV boxer twin-cylinder engine produced 35 horsepower at 6,800 engine revolutions, with fuel delivery via twin Bing carburetors, Bosch magneto ignition and a six-volt electrical system. Visually, the R69 boxer engine can be quickly identified by the two ribs found on each valve cover, in contrast to most other BMW models of the same year range, which had five-rib side covers. A four-speed, foot-shift gearbox with single-disc clutch sent the R69’s power to the rear wheel with a driveshaft. The T69 chassis was of double-loop tubular steel construction with patented Earles-type front forks and swing-arm rear suspension including twin hydraulic shock absorbers. Both front and rear tires were 18 inches tall and 8-inch drum brakes provided stopping power. Robustly constructed and weighing 450 pounds dry, the BMW R69 delivered strong performance, being capable of exceeding 105 miles per hour, yet was quite economical, achieving better than 50 miles per gallon. The R69 was offered from 1955 to 1960, succeeded by the slightly faster and more-powerful R69S from 1960 to 1969. In addition to its commercial success, the R69 line is historic as the last line of BMW motorcycles produced in Munich, following BMW’s gradual shift of motorcycle production from Munich to Berlin beginning in 1966. All bike production had been entirely phased out of the Munich factory by the time the R69 models were phased out in 1969, making the R69 the last BMW motorcycle built at the original factory that opened back in 1923. According to renowned UK expert and author L.J.K. Setright’s book, “Bahnstormer: The Story of BMW Motorcycles,” just 2,819 examples of the original R69 were produced, including this very attractive early-production example from 1957, followed by 11,417 of the R69S. While capable of reaching about 100 miles per hour flat out – heady performance for the era, the R69 continues to enjoy strong collector and enthusiast demand in recognition of its uncanny combination of speed, comfort, silence and reliability. A true motorcycling icon by any standard, this rare first-generation 1957 BMW R69 is an essential part of any proper classic motorcycle collection.

1974 Suzuki RE-5 Motorcycle

Lot #105 (Sale Order 5 of 106)

497 cc liquid-cooled, single-rotor Wankel engine, 61.9 HP at 6,500 RPM, five-speed gearbox, chain drive, hydraulic fork front suspension, rear coil-over shock absorbers, hydraulic brakes with twin floating-caliper discs front and drum rear; wheelbase: 1,500 mm (59”)
Developed by Dr. Felix Wankel, the rotary-type internal-combustion engine bearing his name was widely heralded during the 1960s and 1970s as a possible alternative to piston-type engines. Elegantly simple, the Wankel rotary offered high output from a far smaller engine displacement and lower weight. Motorcycle manufacturers were intrigued for obvious reasons, with the Hercules/DKW W2000 the first rotary-powered production motorcycle; however, soft sales limited production to just the 1974 model year. Other manufacturers offered rotary-powered models, including DKW, Norton and Van Veen. At the time, all four major Japanese motorcycle manufacturers either planned, or built prototypes, of rotary-powered motorcycles. Yamaha exhibited the twin-rotor RZ-201 at the Tokyo Motor Show in 1972, and both Honda and Kawasaki tested prototypes. Suzuki was most committed to development of a Wankel model, with years of research and development work leading to technical licensing of the concept from NSU in 1970. Suzuki’s Wankel research yielded 20 new patents covering machining processes and material plating techniques. Two years of prototype testing culminated in the launch of the RE-5 in 1974, with NASA astronaut Edgar Mitchell enlisted to introduce and endorse the new bike. A technical tour de force, the complex RE-5 included liquid- and oil-cooling for the engine, double-skinned exhaust pipes, CDI ignition and a complex engine-lubrication system including two separate oil pumps, with five control cables actuated by the throttle twist grip. Noted stylist Giorgetto Giugiaro designed the RE-5, including the cylindrical instrument cluster, taillight, and spherical signal lights. Two RE-5 models were produced, including the “M’ of 1975 and the ‘A’ for 1976 with less-radical styling. Generally smooth, the RE-5 engine produced outstanding torque and good fuel economy. Options included a full touring kit including a large full fairing incorporating lockable compartments and a windscreen, twin saddlebags and a large cargo rack mounting a lockable storage box. Some 6,000 RE-5s were produced from 1974 through 1977, but surviving examples are quite rare today. Equipped with the optional fairing, this 1974 Suzuki RE-5 was last Texas road-registered in 1987. Earlier in its lifetime, it was used for commuting to and from the former Kelly Air Force Base in San Antonio, Texas. A very interesting “garage find” example, this RE-5 shows under 30,000 indicated miles of use and, as offered, it appears to require extensive cleaning, detailing, and servicing prior to any contemplated road use after many years of storage indoors. Nonetheless, it is an example of advanced technology brought to production reality by Suzuki.

1974 BMW R90S Motorcycle

Lot #106 (Sale Order 6 of 106)

898 cc air-cooled, four-stroke twin-cylinder “Boxer” engine, twin Dell’Orto 38mm carburetors, 67 HP, five-speed gearbox, shaft drive, tubular cradle frame with bolted-on rear subframe, hydraulic/spring front and rear forks, dual-disc front and rear drum brakes; wheelbase: 1,465 mm (57.7”)
While long revered as a maker of fast and well-engineered motorcycles, BMW suffered an identity crisis during the 1960s and reportedly once considered selling off its motorcycle division. The growing wave of fast, reliable Japanese motorcycles revolutionized the sport and by the time Honda released the game-changing CB 750 in 1970, it seemed the shift was complete and irreversible. That was until Bob Lutz, the Swiss American former GM Europe executive, joined BMW as Executive Vice President of Sales in 1971. A Honda CB 750 owner, Lutz railed against the stifling conservatism at BMW and campaigned for a large-displacement 900cc flagship bike from Munich to compete head-to-head with the renowned Honda, Kawasaki Z1, Norton Commando, Triumph/BSA 750 triples, Ducati 750SS and Moto-Guzzi V-7 Sport. In addition to the outstanding engineering and performance that were BMW hallmarks, Lutz demanded the new BMW “Superbike” look good too. Enter industrial stylist Hans Muth, who penned what remains one of the finest motorcycle designs of the postwar era, featuring a purposeful and aggressive, yet entirely rational design featuring a sleek café racer-style front fairing, seat, tailpiece and exhaust. A hand-painted two-tone color scheme provided further visual appeal. Designated R90S, the new BMW’s engineering was overseen by Hans-Gunter von der Marwitz, including twin front disc brakes, aluminum-alloy wheels, dual Dell’Orto carburetors, and a five-speed gearbox with shaft drive. BMW’s legendary “Boxer” twin engine was enlarged to 898 cc and developed 75 horsepower at 7,200 rpm. The R90S was an unqualified hit from launch and a revelation to ride, delivering exceptional performance with exacting relatively few demands of riders in return. Released for sale in 1974, the R90S was proven by Cycle World magazine with a then-sensational quarter mile run in just 13.50 seconds and a 123-mph top end. In a rolling start, the R90S was also capable of pulling away from Kawasaki’s vaunted 900cc Z1 at any speed, in any gear. Steady improvements during production included drilled front rotors, a disc rear brake, and a revised engine design in advance of the forthcoming R100 model, which superseded the R90S after 1976. Closing out the R90S chapter, British rider Reg Pridmore rode one to victory in the inaugural AMA Superbike Championship in 1976. Showing just 20,513 miles at the time of cataloguing, this 1974 BMW R90S is a definitive, later-production model with solid red paint and drilled front disc brakes yet retains the early-specification rear drum-type brake. Appearing virtually “as new,” it simply stands as a high-quality example of one of the most important motorcycles ever to come from BMW.

1978 Ducati 900 SD Darmah

Lot #107 (Sale Order 7 of 106)

864 cc air-cooled, four-stroke V-twin engine, desmodromic valve control, twin Dell’Orto carburetors, 70 HP at 7,000 RPM, five-speed gearbox, tubular steel frame, front telescopic forks, adjustable rear coil-over shock absorbers, hydraulic twin-disc front, single-disc rear brakes; wheelbase: 1,550 mm (61”)
During the 1970s, most of the world’s top motorcycle manufacturers released an unending succession of faster, larger-displacement Superbikes capable of ever-increasing speeds with aggressive styling to match their performance. These two-wheeled monsters were often designed and built for racing homologation, or vice versa, with competition-inspired technologies trickling down to improve the performance and usability of each manufacturer’s road models. While aerodynamic improvements and larger front fairings improved top-speed potential, many riders still craved the “naked” bike, intended to be unencumbered, less complicated and lighter, these Superbikes of the 1970s are exemplified by the Ducati 900 SD Darmah. Derived from the legendary Italian marque’s all-out racing machines, the 900 SD Darmah continues to be sought-after as a good all-around performer with a unique presence, thanks to its Brembo disc brakes, Ceriani front forks, Campagnolo gold-finished wheels and Conti mufflers. Powering the 900 SD Darmah was Ducati’s latest 90-degree V-twin engine, developing some 70 horsepower. A much-improved development of the prior 860 GT, the 900 SD engine was a commercial success and later formed the basis for the even sportier 900 SSD. Renowned for its response and ability to reach high engine rpm, the 900 SD followed in Ducati tradtion with its desmodromic valvetrain system, designed by Dr. Fabio Taglioni, who spent most of his engineering career at Ducati. In fact, the 900 SD designation stood for “900 cc, Sport Desmo.” The 900 SD Darmah was so successful in fact, that Ducati commemorated it with the Sport 1000 Special Edition of 2007, produced in a limited run of 100 examples solely for the U.S. market. Featuring a discreet Café Racer-style front fairing and red paint finish, this 1978 Ducati 900 SD Darmah is a fine and very desirable example of this special Italian motorcycle, with fewer than 26,000 indicated miles of use at the time of cataloguing. Attractive throughout and clearly benefiting from good care and storage over its lifetime, this Ducati stands as one of the most-attractive and best-performing Superbikes ever sold to the public.

1978 Moto Guzzi Le Mans Mk I Motorcycle

Lot #108 (Sale Order 8 of 106)

844 cc air-cooled OHV V-twin engine, twin Dell’Orto carburetors, 80 HP at 7,300 RPM, five-speed gearbox, shaft drive, twin telescopic front forks, twin adjustable rear shock absorbers, hydraulic twin-disc front, single-disc rear brakes with cross-drilled rotors; wheelbase: 1,470 mm (57.9”)
Long respected for its road models and international racing success, Moto Guzzi executives and staffers met the company’s takeover by Alejandro De Tomaso with mixed feelings, yet they continued to design produce some of its best models. One of the finest achievements of Lino Tonti, who joined Moto Guzzi as chief engineer in February 1967, was the 850 Le Mans, first released for sale in Europe during 1975. Not only one of the “classic” Moto Guzzi models so revered by today’s marque enthusiasts, the 850 Le Mans is widely regarded by many as the archetype of the late-1970s sporting Italian motorcycle. While quite similar to the prior 750 S3, the 850 Le Mans was a masterful blend of style, design and engineering prowess. Featuring Moto Guzzi’s classical longitudinally mounted V-twin engine design, the 850 Le Mans featured a displacement increase to 844 cc, an improved cylinder-head design with bigger valves, domed high-compression pistons and twin Dell’Orto carburetors. A five-speed gearbox and shaft-type final drive transmitted the power, rated at 80 peak horsepower at 7,300 engine revolutions. Aggressive “Café Racer” styling of the 850 Le Mans matched its provocative name and sporting nature, including the sport-type saddle, side covers, body-color fenders, low, narrow handlebars and minimalistic front fairing. Promotion of the new 850 Le Mans in the United States was predictably via top-echelon racing, with Mike Baldwin piloting one of these earthbound missiles to the model’s fist AMA Superbike victory at Loudon, New Hampshire in June 1976. Only some 7,000 examples of the original “Mk I” 850 Le Mans were built in all from 1975 through 1978, including a handful exported to the United States, followed by the more touring-oriented “Mk II” produced 1979-92. Highly desired by collectors, this “Mk I’ 1978 Moto Guzzi 850 Le Mans is simply a fine and well-preserved example of these iconic Italian Superbikes. Finished in sinister red and black livery, it is an original U.S.-specification example equipped with a sealed-beam headlamp protruding outward from the front of the fairing. Renowned as one of the best-handling motorcycles ever produced, it is sure to provide a thrilling ride and capture attention wherever it goes.

1955 Buick Century Riviera Hardtop

Lot #109 (Sale Order 9 of 106)

322 cid OHV V-8 engine, 236 HP, automatic transmission, independent front suspension with coil springs, live rear axle with semi-elliptic leaf springs, hydraulic four-wheel drum brakes; wheelbase: 122”
Buick traditionally occupied an enviable position within the GM hierarchy by selling prestigious, well-equipped, and profitable mid-to-upper level cars. By 1954, record calendar-year production and strong model-year production drove Buick to third place in American sale rankings, right behind high-volume Chevrolet and Ford. The newly released Century line-up contributed strongly to Buick’s remarkable 1950s success story. Reprising a nameplate first used between 1936 and 1942, the Century was Buick’s performance model line, combining the powerful 322 ‘Nailhead’ V-8 engine of the Roadmaster with the lightweight body and chassis of the Special. Power ratings for the Century were 200 and 236 horsepower for 1954 and 1955. A highly respected road car easily capable of freeway cruising at 100 mph, hence its name, the Century clearly foreshadowed the big engine/lightweight body formula of the “muscle car” era yet to come. Performance was so strong, in fact, that during a road test conducted by Motor Trend, the 236-horsepower 1955 Century out-accelerated even the mighty 300-HP Chrysler C-300! Passenger comfort was excellent as well, in keeping with the Century’s handsome exterior, replete with front-fender “Ventiports,” sweeping bodyside moldings, and front-bumper “Dagmar” bullets. This 1955 Buick Century is one of Buick’s most popular and collectible models for 1955 – the Riviera two-door hardtop. Formerly part of the Ed Hicks Collection, it continues to benefit nicely overall from an older complete, body-off restoration. This Century is exceptionally rare, being equipped with a factory in-trunk air-conditioning system, with the compressor swapped out for a modern-type unit to allow continued use. At the time of cataloguing, this highly desirable Buick had an approximate 82,100 miles of use indicated on the odometer. Other desirable features include an automatic transmission, power brakes, power steering, a “Sonomatic” AM radio and added seat belts. The engine bay and powerful ‘Nailhead’ V-8 engine are nicely finished and detailed, while the interior features an engine-turned dash appliqué and two-tone upholstery. As a Buick sale catalog once noted, “Drive the Century and you command thrills that set the pulse of even a sports car enthusiast to pounding.” This statement remains true today and is certainly exemplified by this Century.

1960 Austin-Healey 3000 Mark II BT7 Roadster

Lot #110 (Sale Order 10 of 106)

2,912 cc inline six-cylinder engine, twin S.U. semi-downdraft carburetors, 124 HP at 4,750 RPM, four-speed manual gearbox with Laycock overdrive, independent wishbone-and-coil-spring front suspension, ¾-floating rear axle with semi-elliptic leaf springs, Girling front disc and rear drum hydraulic brakes; wheelbase: 2,337 mm (92")
As the first update of Donald Healey’s tremendously successful Austin-Healey 100, the 100-Six, alternatively known as the 100-6, arrived in September 1956. Answering the quest for more power, performance, and all-around drivability, especially in Healey’s all-important North American markets, the 100-6 most notably heralded a twin-carbureted version of the Austin Westminster’s 2,639-cc ‘C-Series’ inline six-cylinder engine. Expertly tuned by Geoff Healey, Eddie Maher, and Harry Weslake, other updates applied to the 100-6 included a slight streamlining of the body, a wider and lower oval-shaped radiator grille, the addition of a fashionable and functional hood scoop, and a revised cockpit. A slight two-inch wheelbase extension provided room for a pair of occasional rear seats in the BN4 2+2, which shared its 92-inch wheelbase length with the two-seat BN6 for 1958 and 1959. The definitive 3000 Mark I debuted in 1959, complete with a larger-displacement 2,912 cc engine, improved gearbox, and new disc-type front brakes. Two models were offered, comprising the BN7 two-seater and Grand Touring-oriented BT7 2+2 with occasional seating for two additional passengers. The “Big Healey” continued in progressively improved BJ8 Mark II and Mark III form through the eventual end of production in early 1968. Highly prized as an immensely capable open-air British sports car – even by today’s standards – the “Big Healey” continues to be just as enjoyable and effective today as when new on racing circuits, rally stages, and winding back roads alike. This 1960 Austin-Healey 3000 Mark II BT7 2+2 is a wonderful example of this highly versatile breed, presented in highly original and unadulterated form. It is quite similar to the Healey purchased new in 1960, while he was a young businessman working in Europe. Well-maintained and stored, featuring a nice overall patina, it shows approximately 63,500 indicated miles and is desirably equipped with Laycock electric overdrive for touring ease. Worthy of simple maintenance and preservation, this British sporting icon would also provide an outstanding basis for full concours-level restoration.

1971 Buick Gran Sport Stage One Coupe

Lot #111 (Sale Order 11 of 106)

455 cid V-8 engine, 345 HP, Turbo-Hydramatic automatic transmission , independent coil spring front suspension, link-type coil spring rear suspension, power disc brakes; wheelbase: 112”
Many of the finest, highest-performance muscle cars of this era were ridden very hard, either road or track, and many acquired the scars of battle, misguided modifications, and even abandonment. 1971 brought lower compressions and low-lead gas, but all was not lost - the Buick Grand Sport 455 Stage One still pumped 345 horsepower from four-barrel carbs and dual exhaust, with functional hood scoops feeding the ram-air induction system. Heavy duty suspension and springs help keep everything rubber side down. Stage One cars use custom cylinder heads and larger valves, an aggressive camshaft, and a Rochester Quadrajet four-barrel carburetor to maintain their category-leading performance. Many feel the 345 HP rating is a major understatement, and the documented performance of a 13.3 quarter mile and 105 mph top speed leads many testers to believe it could actually be more than 400 HP. This fine muscle car has excellent Burnt Orange painted surfaces, excellent chrome and trim, and impeccable panel gaps throughout. It rides on the factory wheels with Goodyear Wingfoot radials. Inside, the interior is very nice and stock in appearance, with clean carpets and crystal-clear glass. The Gran Sport appearance details included a custom painted hood, accent striping, dual hood air scoops and special badging. Heavy-duty suspension, disc brakes, and a 3.42 rear end rounded out the package. With the massive 455 cubic-inch V-8 out front, there are few cars of the era that can come close to the speed and torque of a well-tuned example such as this. Poised for your next performance drive, or nearly any classic car event, this lovely GS Stage One combines the classic lines and rubber burning performance that every car guy admires.

1941 Bantam Riviera Roadster

Lot #113 (Sale Order 12 of 106)

1200 cc, inline four-cylinder engine, 50 HP, four-speed manual transmission, solid front axle with traverse leaf springs, live rear axle with quarter-elliptic leaf springs; wheelbase: 75”
American Bantam rose from the bankruptcy of American Austin Car Company. The Austins were built in Butler, Pennsylvania, from 1930 to 1934, but they never developed enough sales to survive the competition of established automakers. American Bantam produced cars from 1937 to 1941, with prices from $399 to $565. When WWII threatened, they poured their resources into winning the US Army contract for the Jeep, and folded when Willys was awarded the contract. This 1941 Bantam Riviera convertible is truly a one-of-a-kind, as this chassis #66229 is the only example known to exist with all its unique features. None other than Alex Tremulis was the designer, and he went all out - combining twin side-mounted spares and a kids’ back seat into a 75” chassis. This Riviera sports an upgraded four-cylinder British engine, a four-speed transmission and a longer-geared rear end out of a Metropolitan, for a combination of sporty performance and classic looks that is hard to beat. It’s a striking presentation in red and black paint, an immaculate new interior, a very art-deco style profile, and even a rear-mounted luggage rack. You can't miss the chrome trimmed rear wheel spats, and dual side-mounted spares inset into the black fenders. Quad lamps up front, with dual spotlights and dual mirrors for the occupants give this car a true classic vibe. Add in a soft top that is complemented by a one-off landau hard top, and it’s easy to see why this car was sought-after and owned for many years by the President of the Bantam Club here in the US. Very powerful for the vintage, certainly very cute, and definitely very rare, it all adds up to a very fun car that will be welcomed into nearly any collector-vehicle event. If you have ever yearned for a classic motoring experience in a truly unique pre-war sports car, this is an immense opportunity to take home one of the best.

1976 Porsche 914

Lot #114 (Sale Order 13 of 106)

1,971 cc mid-mounted air-cooled, horizontally opposed four-cylinder engine, Bosch fuel injection, 91 HP, five-speed manual gearbox in rear transaxle, independent front suspension with MacPherson struts and torsion bars, independent rear suspension with semi-trailing arms and coil springs; wheelbase: 96.5"
Launched in 1964, Porsche’s new six-cylinder 911 marked a revolution that company management initially feared would alienate faithful buyers accustomed to the 356. Sharing its body/chassis with the 911, the 912 companion model was powered by the proven ‘four’ of the outgoing 356. The 912’s eventual successor, the 914, was rooted in sketches by Hans Gugelot and developed under Ferdinand A. ‘Butzi’ Porsche. Featuring taut Karmann-built bodywork by Karmann, a removable Targa roof, and initially a mid-mounted, air-cooled 1.7-litre VW four-cylinder engine, the 914 was aimed squarely at competing sports models from Datsun, Fiat, MG, and Triumph. Debuted at the 1969 Frankfurt Auto Show as a 1970 model, the 914 was sold as the “VW-Porsche 914” by VW-Porsche GmbH in Europe and as the “Porsche 914” by Volkswagen of America. In addition to its fuel-injected engine and five-speed gearbox, the 914 initially featured a choice of 11 exterior colors with standard painted bumpers. Options included chrome bumpers, a vinyl covering for the built-in Targa-style roll bar, dual horns, fog lamps, a leather-wrapped steering wheel, and pile carpeting. Only the driver’s seat included fore-aft adjustment, while the passenger side included an adjustable foot rest. Boasting near-50/50 weight distribution, outstanding handling, and quickness belying its small-displacement engine, the 914 was a revelation to drive that sold briskly and enjoyed production though 1975. Accolades included selection as Motor Trend magazine’s Import Car of the Year honors in June 1970, with the 914 hailed as “...the first modern sports car for the masses.” The 914’s influence was, and remains, profound with its basic essence echoed since 1997 by Porsche’s own Boxster. In typical Porsche fashion, the 914 was methodically improved throughout production. By 1974, power was boosted with the engine of the 914 enlarged to 2.0 litres. From the last model year, this 1976 Porsche 914 is accompanied by a spare wheel and tire and rides on a set of four Minilite-style custom wheels. As offered, it presents a number of possibilities for its new owner as a parts car, restoration candidate, or possibly as the basis for a vintage racing car.

1968 Chevrolet C10 Pickup

Lot #115 (Sale Order 14 of 106)

Small-block Chevrolet V-8 engine, Holley four-barrel carburetor, three-speed automatic transmission, independent front suspension with coil springs, live rear axle with coil springs, hydraulic brakes; wheelbase: 115”
The first “C/K” pickups of 1960-66 from Chevrolet and their GMC-branded counterparts marked a new era at General Motors and ushered in the light-pickup segment’s first independent front suspension. Building on their success, which included record sales levels, the new “Glamour Series” of 1967-72 continued to lead the American light-truck market with excellent engineering, greater passenger comfort and cleanly styled, highly attractive body designs. Boasting a car-like ride with coil springs front and rear on the ½- and ¾-ton two-wheel drive models, these trucks featured a wide range of powertrain options including available four-wheel drive. Ride and overall height were even lower than before, while maintaining a useful ground clearance. Of course, these exceptionally stylish pickups have been coveted and enjoyed from new and, in particular, they provide an exceptional canvas for customizing – a trend that continues uninterrupted today. Featuring an unmodified “short box” body with the exception of added rear-wheel tubs, this 1968 Chevrolet C10 custom pickup truck is a striking example of a customized Chevy C10 pickup. Built to perform, it is powered by a high-performance Chevrolet small-block V-8 engine equipped with a Holley four-barrel carburetor atop a Weiand aluminum intake manifold, plus an Edelbrock open-element air cleaner. A set of tubular exhaust headers sends the spent combustion gases to a dual exhaust system. Power is sent to the road by a three-speed automatic transmission controlled by a B & M floor shifter. Supporting features include twin electric cooling fans, an aluminum fuel cell located in the cargo bed, and a dual-circuit brake master cylinder with power assist. Finished in eye-catching light green paint over black upholstery with upgraded pattern, this excellent 1969 Chevrolet C10 custom pickup also features a Grant aftermarket steering wheel and rides on Weld Racing wheels mounting a “big and little” combination of Dunlop tires up front and Mickey Thompson Sportsman tires at the rear. Offering choice high-performance features with an essentially unmodified Chevy C10 body, this 1968 Chevrolet C10 Custom Pickup is ready to show and enjoy with equal enjoyment.

1969 Land Rover Series IIA SWB

Lot #116 (Sale Order 15 of 106)

2,286 cc inline four-cylinder engine, 72 HP, four-speed manual gearbox, four-wheel-drive, live front and rear axles with semi-elliptic leaf springs, four-wheel hydraulic drum brakes; wheelbase: 88”
Launched at the 1948 Amsterdam Motor Show, the Land Rover was Britain’s innovative alternative to the thousands of surplus American-built military Jeeps remaining after WW II – one that offered the ability to pull farm implements as well as provide on- and off-road transportation. Built with durability in mind and the agility offered by a short 80-inch wheelbase length, the Land Rover was a rock-solid machine that almost immediately assumed legendary status for its uncanny ability to travel virtually anywhere. Typical of British manufacturers of the austere postwar era, Land Rovers were soon exported to America, first shown here at the April 1950 British Automobile and Motorcycle Show. Land Rovers were carefully developed and progressed through several variations, with the wheelbase lengthened to 86 inches in Autumn 1953 and then in 1956, a longer 107-inch wheelbase model was developed. The first Land Rovers were retrospectively known as ‘Series I’ when the ‘Series II’ Land Rover was released for 1958, which amounted to a substantial improvement over its predecessors in most every respect. Essentially, Series II was a larger vehicle with a more powerful engine, additional storage room and somewhat improved creature comforts. It was no surprise then, that by November 1959, the 250,000th Land Rover left the assembly line. It was also during this timeframe that Land Rover’s enviable reputation for being the ultimate in off-road machines was firmly established, a point driven home by widespread military use by the Royal Army and many other countries. Series II continued through 1961, when the updated Series IIA models arrived for 1961. While virtually impossible to distinguish from its predecessor, the Series IIA models continue to be coveted as the most rugged and recognized expressions of the original Land Rover concept. Riding the “short” 88-inch wheelbase chassis, this “garage find” 1969 Land Rover Series IIA is a highly original and complete-appearing example with 43,637 indicated miles at the time of cataloguing. According to marque authorities, it is one of only 1,222 Land Rovers – all Series IIA models – exported to North America for 1969. Desirable additional features include a tow bar, Warn winch and removable hardtop. As offered, it is a well-preserved and highly original example of what many enthusiasts consider the finest and most collectible Land Rover model produced. Preserve and mechanically recommission it or restore it – the choice is entirely yours.

1978 Lincoln Continental Mk V Cartier Designer Edition

Lot #117 (Sale Order 16 of 106)

460 cid V-8 engine, single Motorcraft four-barrel carburetor, 208 HP, Ford C6 three-speed automatic transmission, independent front suspension with coil springs, lower trailing links and anti-sway bar, live rear axle with lower trailing radius arms, upper oblique torque arms, coil springs and transverse link, hydraulic front disc and rear drum brakes; wheelbase: 120.4”
As the evolutionary successor to the strong-selling Lincoln Continental Mk IV of 1972-76, the carefully refined Mk V debuted for 1977 and continued in production through 1979. Importantly for faithful Lincoln buyers and enthusiasts who endured the painful fuel-supply crisis of 1973-74 and the downsizing trend of the latter 1970s, the Mark V would stand alongside the massive Continental among the largest Lincoln models ever produced. With its only true remaining competition being the equally grand Cadillac Eldorado, the Mk V continued to be offered with the optional high-style Designer Series, first offered in 1976 on the Mk IV. Featuring special paint finishes, interior upholstery and special amenities, the Designer Series drew on the aesthetic inspirations of Bill Blass, Cartier, Givenchy and Emilio Pucci, initiating further special-edition cars, including the 1978 Diamond Jubilee Edition celebrating Ford Motor Company’s 75th Anniversary and the Collector’s Series Lincoln models of 1979. The Cartier Designer Edition was by far the most popular of the four available choices, with 8,520 produced out of total Mk V production of 72,602 cars for 1978. Accompanied at auction by a copy of the original build sheet, this 1978 Lincoln Continental Mk IV Cartier Designer Edition was manufactured at Ford’s Detroit-area Wixom Assembly Plant during May 1978, finished in Code 52 Light Champagne over Champagne velour upholstery with dark red accent straps and a Light Champagne vinyl roof. Power is delivered by the optional 460-cid V-8 engine and C6 three-speed automatic transmission. Following a brief stint as a demonstrator with Manhattan Ford, Lincoln-Mercury Inc. located on West 78th Street in New York City, the Mk V was sold there on June 14, 1978 to Marie A. Dimicelli of Yonkers, New York, with an Odometer Mileage Statement still on hand with the vehicle. As offered, this Mk V remains very nice in presentation, having obviously been a prized possession of its owners, with only 53,120 indicated miles of use at the time of cataloguing. As expected, factory features and amenities are numerous, including air-conditioning, AM/FM stereo radio, a Cartier-scripted clock, cruise control, power brakes, power door locks and power windows, a power reclining seat and more. Other desirable features include a tidy engine bay and a fully carpeted trunk with space-saver spare tire. Riding on a set of turbine-style forged alloy wheels (part of the Designer Series) and handsome throughout, this 1978 Lincoln Continental Mk V Cartier Edition is a collector-grade example of one of Lincoln’s premier full-size models of the late 1970s.

1972 Chevrolet C50 Truck

Lot #118 (Sale Order 17 of 106)

350 cid V-8 engine, four-speed manual transmission with two-speed rear end, tandem axle dually rear suspension with leaf springs, front independent coil spring suspension, power drum brakes
It’s either the biggest pickup you’ve ever seen, or one of the most compact C50s around but, either way, this totally customized C50 is highly unique and is also amazingly easy to drive. Worried about a payload in your pickup? Fear not, this unit will handle the heaviest loads! With a solid build quality and a massive payload capacity, you’ll never get stuck or wimp out on a job again. The fabricator removed five feet of frame in front of, and five feet behind, the rear wheels. A stock width 8' Chevy truck bed was installed and sits atop the shortened original C50 frame rails. Power is provided by a strong, reliable 350 V-8, mated to a four-speed manual transmission with a two-speed rear end behind it for a total of eight forward gears, including an amazing low-end set for pulling or hauling. The dually rear end and front axle both wear excellent tires that give amazing grip. This custom runs and drives well and is totally sorted with no vibrations. The engine compartment is completely restored with the carb rebuilt, working manual choke, all new belts and hoses, and a new master cylinder. The rear end, wheel bearings and brakes also just received comprehensive service. The body and frame are rust-free, and everything on the truck looks absolutely fantastic and works, stops, and functions like new. The body has a nice thorough dark green paint job, with only minor issues apparent. They include some minor bodywork shrinkage and a few tiny bubbles on the bedsides. The interior is clean and original, with green vinyl seating surfaces and clean floors. The wood bed floor is brand new and completely redone just like the rest of this amazing truck. This truck is a blast to drive and turns heads everywhere. If you’ve always wanted a sports car, buy something else. But if you long to “one-up” your pickup buddies, here’s your chance - with a proven, reliable custom that they will find impossible to beat.

1972 Chevrolet El Camino SS

Lot #119 (Sale Order 18 of 106)

402 cid V-8 engine, 240 HP, three-speed automatic transmission, front and rear coil spring suspension, power front disc and rear drum brakes; wheelbase: 116”
Round two of El Camino production began in 1964, based on the Chevelle platform, and when the Chevelle grew up and got bigger and stronger, so did the El Camino. Many consider the 1972 model to be the peak of that rise, with the big 402 cubic-inch V-8 - still known as the 396 to many fans - still pushing out 240 horsepower, and the soon-to-come hydraulic front bumpers not yet rearing their ugly heads. These classic 3rd-generation El Caminos have quietly risen to the top once again, for classic good looks and performance - all in a package that will still haul a load as well. Finished in the factory Cranberry Red with black SS stripes, this Chevy retains a deep shine and has excellent chrome, trim and SS emblems. The body panels are very straight, the deep-dish chrome wheels are like new, and every impression is that of a lovely, correct, and properly maintained SS. It’s a classic Chevy look that really ties this El Camino tightly to the Chevelle SS sedan, with both proudly displaying the performance hood scoop and those cool SS hubcaps and trim rings. The roomy interior shows only very light wear, with excellent black vinyl seats and door panels. Clean, clear glass and that classic padded dash contains factory air-conditioning and an aftermarket Kenwood AM/FM cassette. The console-shifted automatic, cruise control, power steering and power brakes make this muscle car/pickup truck a very exciting ride that is a pleasure to drive. Car guys will love popping this hood, with the big 396 looking bold and clean, just as it did in 1972. By 1973, even the El Camino had been stripped of its horsepower and saddled with huge bumpers, making these 1972 SS models highly desirable. Some call it the Billy Ray Cyrus of classic autos - “Business up front, party out back” - but we call it one of the best-looking and highest performance El Caminos you’ll ever find.

1938 Cadillac Series 60 Special Sedan

Lot #120 (Sale Order 19 of 106)

346 cid L-head V-8 engine, 135 HP, three-speed manual transmission, independent front suspension with coil springs, live rear axle with semi-elliptic leaf springs, hydraulic four-wheel drum brakes; wheelbase: 127”
With a young Bill Mitchell now heading the Cadillac styling studios under the direction of Harley Earl, the new 1938 Cadillac models solidified General Motors’ position at the forefront of automotive design. In fact, by 1938, Cadillac was the undisputed king of luxury cars in America, surviving while its longstanding competitors including Pierce-Arrow, Duesenberg, Marmon, Stutz and Franklin. Cadillac’s model lines were streamlined for 1938 along five models. The V-12 Series 85 was dropped, leaving the V-8 Series 38-60, the new 38-60S Sixty Special, 38-65, and 38-75 and 38-90 V-16 lines. Series 70 and the Fisher-bodied Series 75 Specials were also dropped, but a Convertible Sedan was added to Series 65. Mechanical updates for 1938 made the great Cadillac models even better than before, with a level of sophistication, ease of operation, and drivability that was second to none. Larger and more expensive than Cadillac's entry-level Series 60, yet cheaper than the less-flamboyant large Cadillacs, the Bill Mitchell-designed Series 60 Special was a forward-looking design on several levels. Built on a double-drop frame, it stood three inches lower than other Cadillacs for 1938, with its low profile yielding improved handling and elimination of antiquated running boards – a landmark for any car from the “Big Three.” The 60 Special was also the first sedan with a fully integrated trunk compartment. Of further note, the distinctive roof of the Series 60 Special looked more like a smart convertible top rather than a customary 1930s sedan roof and the model’s generous side windows were delineated with thin, elegant chrome frames instead of the normal thick painted stampings, lending an overall look quite similar to postwar hardtops. Buyers were enthused, with 3,587 sold for the inaugural 1938 model year, plus 108 CKD (completely knocked-down) examples for export and 8 bare Series 60 chassis. An original Paint Code 11 – Fairhaven Blue car, this 1938 Cadillac Series 60 Special is an automotive design landmark that rightly enjoys CCCA Full Classic® recognition and event eligibility. Repainted with very nice finish quality and featuring a well-preserved and presentable interior, this Cadillac is powered by a 346-cid flathead engine delivering 135 factory-rated horsepower via a three-speed manual transmission. Features and passenger amenities include a heater and defroster, dual side view mirrors and rear armrests at each side and a central folding armrest. As offered, this 1938 Cadillac Series 60 Special Sedan is a highly collectible example of its maker’s fast-growing dominance of America’s fine-car market during the immediate prewar years.

1966 Jaguar XKE 4.2-Litre 'Series I' FHC

Lot #121 (Sale Order 20 of 106)

4,235 cc DOHC inline six-cylinder engine, 265 HP, four-speed manual gearbox, independent front suspension with torsion bars, double wishbones and anti-roll bar, independent rear suspension with coil springs, four-wheel hydraulic disc brakes (inboard rear); wheelbase: 96"
The immediate impact and lasting influence of Jaguar’s brilliant E-Type (‘XKE’ in North America) simply cannot be overstated. Universally admired from its March 1961 Geneva launch by legions of enthusiasts and reputedly capable of inspiring even Enzo Ferrari to comment on its beauty, the new Jaguar was very much a racing car for the road, sharing DNA with the Le Mans-conquering C- and D-Types of the 1950s. Developed from the E1A development “mule” (‘XKE-101’) and the E2A sports-racer campaigned by Team Cunningham at Le Mans in 1960, the new Jaguar delivered breathtaking performance and remains the first series-production sports car to hit a factory-claimed 150 mph. While built along three distinct iterations throughout its run spanning 1961-1974, the ‘Series I’ cars are particularly coveted today for their unadulterated performance, aircraft-styled cockpit, and pure bodylines with minimalistic bumpers and sleek Perspex-covered headlamps. Main updates during ‘Series I’ production delivered greater interior comfort and from 1964, a larger-displacement, 4.2-litre engine and fully synchronized gearbox. Numbered 1E32482, this 1966 Jaguar XKE is a desirable left-hand drive, 4.2-Litre ‘Series I’ Fixed-Head Coupe with an older restoration that was performed under the prior owner. While attractively finished in Old English White with burgundy upholstery, complemented by chrome wire “knock-off” wheels, this XKE would benefit from some sorting to improve various aspects of the vehicle, including replacement of the windshield, attention to door closure, the hood-opening mechanisms, and the driver’s side interior door panel and fitment. In addition to a car cover, this XKE is accompanied by a cargo compartment filled with miscellaneous spare parts, plus numerous parts, restoration, and Jaguar reference books, plus a fire extinguisher and show trophy. As offered, this XKE will provide the opportunity for astute collectors to acquire a truly legendary sports car and with some selective attention and effort, elevate the car for the show field or as a highly enjoyable classic sports tourer.

1956 Chrysler 300B Coupe

Lot #122 (Sale Order 21 of 106)

354 cid “Hemi” V-8 engine, twin four-barrel Carter carburetors, 355 HP at 5,200 RPM, 2-Speed PowerFlite automatic transmission with pushbutton control, independent front suspension with coil springs, live rear axle with semi-elliptic leaf springs; four-wheel hydraulic drum brakes; wheelbase: 126”
Following the successful launch of the C-300 of 1955, Chrysler released the even more powerful 300B for 1956, continuing the growing “Letter Car” legend, which would continue through 1965. As one of the finest expressions of Chrysler designer Virgil Exner’s “Forward Look” design theme, the 300B continued for 1956 with sleek Newport hardtop bodywork fitted with “egg-crate” grille elements borrowed from the Imperial, plus a slightly revised taillamp treatment. Inside, the 300B was purposeful, albeit with rich leather upholstery and pushbutton dash controls for the two-speed PowerFlite automatic transmission. Lurking underhood was Chrysler’s “FirePower” V-8 engine with hemispherical combustion chambers, now displacing 354 cubic-inches for 1956 and delivering 340 horsepower in single four-barrel tune or 355 HP with the very rare optional “Dual Quad” setup. While known as a “banker’s hot rod,” the 300B and its C-300 forebear were purpose-built by Chrysler to dominate AAA and NASCAR stock-car racing. Spearheaded by successful businessman Karl Kiekhaefer of Mercury Marine, Chrysler 300s were race-prepared at the Mercury Research Lab, where his racing headquarters were located. Selecting former Hudson star driver Tim Flock, Kiekhaefer’s first race came in 1955 at Daytona, resulting in victory. The Kiekhaefer team entered 40 of 45 races for 1955, winning 22 – 18 with Flock, who won his second national title. For 1956, Kiekhaefer’s team campaigned the 300B and quickly expanded with more cars top-name drivers. In 1956, the Mercury Marine team took 21 of the first 25 races, including 16 consecutive victories from March 25 to May 30, going on to 30 wins out of 50 races entered. The 300B was critical to this success and helped make legends of its drivers. Restored and continuing to be handsome in presentation, this 1956 Chrysler 300B is one of those rare examples powered by the optional “Dual-Quad” Hemi V-8 engine developing 355 factory-rated horsepower. It carries fascinating history as well, having once been fitted with a secret compartment underneath the front seat to hold a .38 police revolver, which was discovered only after the car was purchased at auction by George Finley. Desirable features include power steering and a Town and Country AM radio, plus Kelsey-Hayes wire-spoke wheels. In addition to a spare tire mounted on a wire wheel and roadside jack, this 300B also includes an original 1956 Chrysler Service Manual. No collection of the finest postwar high-performance cars can be complete without an early Chrysler 300 “Letter Car,” and as one of just 1,102 produced, this example demands serious consideration.

1953 Mercury Monterey Two-Door Sedan

Lot #123 (Sale Order 22 of 106)

255 cid V-8 engine, 125 HP, three-speed manual column shift transmission, front independent coil spring suspension, rear longitudinal leaf springs, four-wheel power drum brakes; wheelbase: 118”
Mercury got a styling and engineering redesign for 1952, as the division stepped up their game in order to move out of Ford’s shadow. Improvements included 18 percent more window area, and the heater and vent controls were changed to levers and placed on a plane set perpendicular to the dash behind the steering wheel, inspired by flight controls in large aircraft. Monterey became a separate series for the first time and was Mercury's top model line in 1953. A convertible and four-door sedan were included in the new series lineup, and Mercury sales began to climb. This very original restored Monterey has gone through a comprehensive body-on restoration that shows great attention to the originality of the early Mercs. This two-door hard top is powered by a rebuilt Flathead V-8 with a two-barrel Holley carburetor and three-speed column shift transmission. The Monterey jumps to attention quickly and runs silently like a good Mercury should, and the car is equipped with factory power brakes. These are spacious, easy cruising cars that handle with ease and provide a very comfortable ride. This example has a very solid body and is very straight throughout, with great panel gaps and lines that show easily on the Yosemite Yellow paint finish. The trim and chrome are likewise very sharp, with all the brightwork either highly polished or re-plated. The rubber meets the road with wide whitewalls and full chrome hubcaps, and it’s simply a beautiful presentation of a classic and popular Mercury body style. The interior is done in the black and white cloth and vinyl style, and the entire cabin looks like new. A clean dashboard with clear gauges is cleverly laid out, and there’s plenty room for five in the spacious cabin. Everything operates properly, and this Monterey is a pleasure to drive. A Texas car, this 1953 Monterey remains in fine, stock condition throughout, and serves as a reminder of how great these Mercurys really are.

1974 Citroën 2CV Camionette

Lot #124 (Sale Order 23 of 106)

Air-cooled, flat two-cylinder engine, four-speed manual gearbox, front and rear trailing-arm suspension, four-wheel drum brakes; wheelbase 94.5”
Unveiled at the October 1948 Paris Salon, the minimalistic Citroën 2CV went on to be every bit as criticized, yet beloved, as Volkswagen’s Beetle. Capable of reaching perhaps 40 mph flat out and consequently the butt of countless jokes, the 2CV was crucial to mobilizing postwar French reconstruction, nonetheless. Despite the critics, including France’s president, Citroën took a veritable flood of customer orders at the car’s Paris debut. In fact, the 2CV was an immediate and massive commercial success, with a three-year waiting list within months of it going on sale and soon extending to five years. Interestingly, used examples frequently commanded higher sale prices than new cars because buyers were not required to wait. Given the importance of the 2CV to the French economy, priority for new cars was given to those required to travel by car because of the nature of work, and for those whom ordinary cars were too expensive to purchase. Among the favored 2CV buyers were veterinarians, doctors, midwives, priests and small-scale farmers. As production numbers increased, the 2CV was carefully and methodically developed and improved, helping to explain the unusually long 2CV production run, which continued through 1988 in France and from 1988-90 in Portugal. By 1951, the 2CV received such welcome upgrades as an ignition lock and lockable driver's door, with production now reaching 100 cars per week and 16,288 for the year. Following the basic 2CV, the 2CV Camionette panel van, also known as the Fourgonnette, arrived. Predictably, the Camionette was a frequent sight everywhere in France, given its trim proportions, startling economy, and generous cargo compartment. This 1974 Citroën 2CV Camionette is a clean, well-presented example of these hard-working yet utterly charming French vehicles. Basic and purposeful as expected, it retains a French number plate and features a cargo compartment with side windows and a tool/storage compartment. The Dove Grey paint finish is nicely contrasted by the green-finished steel wheels, the engine compartment and interior appear driver-quality and highly original, with the vehicle quite presentable throughout. Looking as though it was just taken out of commercial service, this 1974 Citroën 2CV Camionette is a wonderful and rare find at auction.

1958 Citroën 2CV

Lot #125 (Sale Order 24 of 106)

297 cc air-cooled, flat-twin engine, 9 HP, four-speed manual gearbox, front and rear trailing-arm suspension, four-wheel drum brakes; wheelbase 94.5”
When Citroën introduced the 2CV, short for Deux Chevaux (“Two Horses”) in 1948, it is certain that no one thought it would still be in production through 1988 in France and from 1988 to 1990 in Portugal. Rooted in a 1936 brief penned by Citroën vice-president and head of engineering and design Pierre-Jules Boulanger to his design team, the TPV (Toute Petite Voiture – "Very Small Car") was to be developed in secrecy at the facilities of Michelin, Citroën’s corporate parent, by the same staff responsible for Citroën’s revolutionary Traction Avant. The outbreak of war in Europe frustrated the project, as did anticipated postwar aluminum shortages; however, with only an estimated 100,000 of two million cars remaining in operation after the war, the urgency of postwar reconstruction spurred production of Citroën’s new small car. While sometimes disparaged as the “Tin Snail,” the 2CV was elegantly simple, offering a durable, low-cost way to get farmers away from their horses and economically mobilize the general public. With its minimalistic body, seating for up to four adults, easily serviced air-cooled engine, the 2CV also offered excellent gas mileage. Importantly, its long-travel suspension offered a soft ride while being rugged enough for limited off-road use. These elements and the renowned near-indestructability of the 2CV kept it in demand and production far longer than the most optimistic early forecasts. Today, it continues to rank on many “Greatest Cars” lists and remains a favorite in the collector-car market. Offered here is a fascinating “garage find” 2 CV that appears to be complete and nicely preserved. It also features a rare vinyl roof that retracts all the way to the rear bumper. While this feature may be seen as a nod to open-air touring, it was in fact more for utilitarian purposes, allowing larger items to be carried in back. The minimalistic interior reflects the purposeful nature of the car, with simple with upholstered cushions over steel seat frames. The dashboard is also a simple affair with a speedometer set directly ahead of the steering wheel. At the rear is found a spare wheel and tire plus lug wrench. The Citroën 2CV is a car that represents a significant milestone in the development of the automobile and this example could be preserved and enjoyed or restored.

1939 Packard Super Eight Convertible Coupe

Lot #126 (Sale Order 25 of 106)

320 cid inline eight-cylinder engine, 130 HP, three-speed manual transmission, independent A-arm coil spring front suspension, rear leaf springs, hydraulic drum brakes; wheelbase: 127”
Packard introduced their 16th series of automobiles on September 30th, 1937. By 1939, Packard was still the leader of the small independent manufacturers, due in part to its popular Packard Six and the Super Eight being still offered in six different body styles. By 1939, the 17th Series Senior Packards consisted of the Twelve and the Super Eight, both of which saw styling improvements including a V-shaped windshield, increasingly rounded fenders and an all-around smoother profile. A new instrument panel allowed for full instrumentation with built-in defrosters on the interior. This Packard Super Eight rides on a factory chassis with a 127” wheelbase that was new for 1939, which redistributed the weight of the car. This, coupled with new steering geometry and the larger 320 cubic-inch engine, made the 16th series Super Eight one of the most maneuverable Senior Packard’s ever constructed. Most Senior models for 1938 were still built to order, but their high price tags made them unavailable for 1939. One of the most striking and practical factory offerings was the Super Eight Convertible Coupe which offered room for four passengers and the option of open-air motoring. This beautiful Convertible Coupe represents the pinnacle year of the Super Eight designation, and the last year of production for the Convertible Coupe. The occupants will enjoy a large roomy cabin, leather upholstery, and a quiet and comfortable ride. The woodgrain veneers are spectacular, with clean round gauges and a classic banjo-style steering wheel. The eight-cylinder engine starts with ease and runs virtually silently, a testament to Packard’s engineering. The car is well-detailed under the hood, and the fit and finish of this body is excellent, with lovely cream paint and straight chrome bits throughout. The side-mounted spares with metal covers are literally swallowed up by the sweeping front fenders. For 1939, Packard produced 3,962 Super Eights and, as always, they were built to the highest standards, and remain one of the finest American cars of the pre-war era.

1956 Continental Mark II

Lot #127 (Sale Order 26 of 106)

368 cid V-8 engine, single four-barrel carburetor, 285 HP, Lincoln Turbo-Drive two-speed automatic transmission, independent front suspension with upper and lower control arms and coil springs, live rear axle with semi-elliptic leaf springs, four-wheel hydraulic drum brakes; wheelbase: 126"
In all respects, the Continental Mark II was a radical departure for Ford Motor Company, so much so, the car was not even badged as a Lincoln. Instead, it was the launch product of the new Continental Division of the Ford Motor Company, with a dedicated assembly plant. Development of the Continental Mark II was spearheaded by William Clay Ford, and key staff included chief stylist John Reinhart, chief body engineer Gordon Buehrig of Duesenberg and Auburn renown, and chief engineer Harley Copp. With excellent lines and tasteful adornments, the understated Continental Mark II emphasized elegance over flamboyance. Key design cues included proportions similar to those of the Thunderbird, and an homage to the original Continentals of the 1940s, a molded trunk lid in the shape of a concealed spare tire. Under the four-pointed star on the hood resided a dynamometer-tested 368-cid V-8 engine developing nearly 300 horsepower. Largely hand-built, the Mark II was truly a product of exceptional quality with only the finest materials used throughout, including dashboard instruments with the looks and precision of finely crafted timepieces. Buyers could choose from 19 standard exterior colors and 43 interior design schemes with five fabric options. Even with an initial sticker price of nearly $11,000, Ford reportedly lost an estimated $1,000 on every Mark II built. In fact, according to former company insiders, the true loss per car was far greater. Nonetheless, the Mark II shared the same target clients as Rolls-Royce, netting valuable publicity, heightened by such buyers as Elvis Presley, Frank Sinatra, Nelson Rockefeller, and President Dwight Eisenhower. Conceived at the height of automotive fashion, the 1955 début of the Mark II at Paris was fitting. Based on the serial-number range, Continental Mark II production reached 3,014 vehicles including three prototypes and 11 pre-production cars, with the vast majority sold for 1956. Today, these glamorous vehicles continue to rank firmly among knowledgeable collectors and enthusiasts as the finest of the postwar era. Featuring excellent colors, this 1956 Continental Mark II is a highly attractive example throughout, continuing to benefit from a quality restoration and preservation. The luxurious interior and highly detailed engine bay are consistent with the rich exterior finish, and while already quite rare as a 1956 model, this Mark II is even more so with factory air-conditioning – the sole available option – costing a significant $595 when new. Comprehensive standard features and amenities include power-assisted brakes, power steering, power front seat, power side and vent windows, plus full instrumentation including a tachometer and low-fuel warning indicator. An updated digital AM/FM cassette head unit provides additional entertainment. Handsomely presented, highly equipped, and steeped in excellent history as Ford Motor Company’s top product for 1956-57, this 1956 Continental Mark II is wonderful and highly collectible.

1973 De Tomaso Pantera

Lot #128 (Sale Order 27 of 106)

Bill Stroppe-built, balanced, and blueprinted 351 cid Ford “Cleveland” V-8 engine, four-barrel carburetor, 441 HP, ZF five-speed manual gearbox, rear transaxle, four-wheel independent suspension with wishbones, coil springs, and anti-roll bars, hydraulic four-wheel disc brakes; wheelbase: 99"
Having relocated to Italy during the late 1950s, former Argentine racing driver Alejandro de Tomaso began designing and building racing cars. His first was the sleek, race-inspired Vallelunga, debuted at the 1964 Turin Auto Show. Featuring a cutting-edge “backbone” chassis, mid-mounted Ford engine, and rear transaxle, it established De Tomaso as a marque to watch on both road and track. While Henry Ford II had soundly defeated Ferrari in international GT-class racing with the Ford-powered Shelby Daytona Coupes capturing the FIA World Manufacturer’s Championship in 1965 and the Ford GT40s scoring the infamous 1-2-3 photo finish at Le Mans in 1966, he still desired a street-legal, Italian-styled exotic car for his company’s product portfolio. In the meantime, by 1967, De Tomaso debuted the Ford V-8 powered Mangusta (Mongoose), a mid-engine racer for the street. In 1970, Ford not only acquired De Tomaso, but also two of Italy’s finest coach building firms - Ghia and Vignale. The Pantera (Panther) soon followed the Mangusta and it continues as the definitive supercar from De Tomaso. Aggressively styled by prominent American designer Tom Tjaarda, the Pantera was built by Ghia and propelled by a mid-mounted Ford 351 “Cleveland” V-8 engine and ZF 5-speed rear transaxle. The Pantera also marked a first for its maker with rigid steel monocoque construction. Fully-independent suspension and four-wheel disc brakes rounded out the Pantera’s sophisticated mechanical package. The Pantera debuted at Modena in March 1970 and was first shown just a few weeks later at the 1970 New York Motor Show. A deal was struck for Pantera distribution into the lucrative U.S. marketplace via Lincoln-Mercury’s dealer network, with full Ford Motor Company warranty coverage included, from 1971 through 1974. Pricing was steep, but in line with contemporary European exotics at about $10,000. Despite the teething pains associated with the launch of a new automobile, let alone an exotic, low-production sports/GT car, the Pantera was quickly refined and improved, generating favorable reports from the era’s magazine road-test editors. Predictably, the Pantera backed up its image with excellent performance, with the powerful and easily maintained Ford “Cleveland” V-8 engine tuned to propel the Pantera to mid-14-second quarter-mile times and 0-to-60 in the six-second range. However, the first energy-supply crisis, crippling insurance rates, and the early-1970s economic recession quickly doomed the project in America, with the last U.S.-bound Panteras built in 1974. Regardless, De Tomaso continued to build Panteras, with the last delivered in 1992. GT-class racing versions were campaigned in FIA Group 4 and 5 through 1993, with the Pantera steadily developed, improved, and refined throughout its run. A thrilling find at auction, and offered in great condition, this 1973 De Tomaso Pantera was acquired by George Finley from fellow Texan Jack Pagan, whose Pagan Racing team competed in CART and IRL circles during the 1990s. The current Ford “Cleveland” V-8 engine powering the Pantera was balanced, blueprinted, and built for Mr. Pagan by none other than Ford racing legend Bill Stroppe, developing 441 horsepower for a thrilling drive and performance far beyond original parameters. The original engine is mounted on a stand and accompanies the Pantera’s sale at auction. The black-upholstered interior appears to have only been lightly and carefully used and, in addition to comprehensive instrumentation, features a classically gated shifter, updated AM-FM cassette stereo head unit and five-point racing harnesses for enhanced safety at speed. At time of cataloguing, 54,680 miles are indicated. Highly charismatic with instantly-recognizable styling that continues to age well and heightened performance, this 1973 De Tomaso Pantera is ready to enjoy and appreciate.

1979 Porsche 928 Coupe

Lot #129 (Sale Order 28 of 106)

273 cid V-8 engine, 219 HP, five-speed manual gearbox, fully independent coil spring suspension, four-wheel disc brakes; wheelbase: 98.4”
Originally intended to replace the company's iconic 911, the 928 combined the power, poise, and handling of a sports car with the refinement, comfort, and equipment of a luxury saloon. Porsche executives believed such a flagship would have wider appeal than the compact, quirky and sometimes difficult to drive 911. The 928 has the distinction of being the company's first production V-8 powered model and the only coupe powered by a front-mounted V-8 engine, although a transaxle was used to allow for near-perfect weight balance. This very nice Guards Red 928 has an honest look about it, with a fine shine and very few flaws. Even the bumpers are mostly free of dings and road rash, and it appears to be the original paint finish. The pop-up lamps work perfectly, and the panel and door fit are excellent. These are fine driving cars, with impeccable road manners, and this one will also make you look very good in your own driveway. Inside, drivers will focus on the five-speed manual gearbox, which pushes this 928 into the very desirable category. The upholstery shows average wear, but is quite serviceable, and both the carpets and dash have plenty of use left in them. Creature comforts include power windows, power locks, air-conditioning, and the factory sound system. Turn the key, and you’ll enjoy hearing the V-8 roar to life with gusto. It’s clean and serviceable under the hood, and these cars are a pleasure to drive with one of the easiest shifting manual transmissions you’ll ever use. A wonderful find for any Porsche enthusiast, this 928 is a solid survivor, presenting you today with a compelling opportunity to acquire one of the finest driving sports cars of the generation.

1957 Dodge 100 Pickup

Lot #130 (Sale Order 29 of 106)

315 cid V-8 engine, 204 HP, three-speed automatic transmission, four-wheel leaf spring suspension, power drum brakes; wheelbase: 116”
On the heels of Virgil Exner’s smashing success with his “Forward Look” design program, Chrysler expanded the project to include its 1957 pickups, and there is no doubt that the Dodge D100 is indeed a looker from every angle. Unfortunately, there aren’t many to gawk at anymore as research shows just over 1,000 produced in 1957. It’s the truck credited with bringing car-like styling and driving manners to Dodge dealers around the country, allowing them to gain ground on both Ford and GM. This lovely example of Dodge’s best-selling pickup is hard to miss in the clear bright coral paint job, which was expertly applied over a straight cab with excellent panel gaps and sharp lines. A few of the typical spots on the hood are starting to polish through, but there is no corrosion apparent, and the slight patina does not detract from the truck’s good looks. The full sized eight-foot bed is also in great shape, still nicely finished inside and out. With clear glass, replaced rubber seals, and clean sharp emblems, the truck has a strong, honest look that is hard to ignore. The painted bumpers and grille are factory-correct, with painted wheels, chrome hubcaps, and modern radial whitewall tires finishing the classic looks. Slightly hooded headlamps are borrowed from the 1957 Dodge autos, and with these set in large round bezels, the ’57 Dodges were an important part of the sweeping changes in the US pickup truck market, as gradually pickup styling was becoming just as important as payload or utility. Buyers had a choice of a 120-horsepower inline-six or the 204-horsepower, 315 cubic-inch V-8 that came in this lovely truck. Mated to a three-speed, push-button automatic transmission, it’s a package that still works hard and is also capable of cruising along nicely at highway speeds. This is an honest truck that still looks great, and with a clean and comfortable vinyl bench seat, it’s a cool and authentic ride you’ll enjoy cruising in with your friends and showing off at every opportunity.

1938 Cadillac Series 90 V-16 Seven-Passenger Sedan

Lot #131 (Sale Order 30 of 106)

431 cid V-16 engine, 185 HP, three-speed synchromesh manual transmission, coil spring independent front suspension, live rear axle with leaf springs, four-wheel hydraulic drum brakes; wheelbase: 141 ¼”
Redesigned for 1938, Cadillac’s second generation V-16 engine now featured simpler “flathead” architecture with a “square” bore and stroke and produced more horsepower from fewer cubic inches, while being more economical and easier to operate and maintain than before. The Sixteen continued in production – albeit limited – through 1940 and today, these rare automobiles continue to be appreciated as among the finest road road cars of the immediate prewar era, with smooth, flexible performance and excellent road manners. The “Sixteen” continued to be available with a smaller, yet still-impressive roster of luxuriously appointed and elegantly Fleetwood “semi-custom” bodies and continued to ensure Cadillac’s enviable position at the head of the American fine-car market. Overall, select mechanical updates for 1938 made the great Cadillac models even better than before with overall sophistication, ease of operation and drivability second to none. Details included a shift lever repositioned to the steering column for greater passenger space, placement of the horns just behind the grille, movement of the battery under the right-hand side of the hood, a transverse muffler mounted just behind the fuel tank, wheels supplied from a different manufacturer, a new "Synchro-Flex" flywheel, hypoid rear axle and deletion of the oil filter. Hydraulic brakes, independent front suspension and a smooth-shifting synchromesh transmission made Cadillac the last word in refinement. While the 1938 Cadillac Series 90 V-16 Sedan offered here is already quite rare as one of 311 Sixteens produced and one of only 65 built with Style 9023 Seven-Passenger coachwork by Fleetwood. However, according to the Paint Code 11 stamping on its trim tag, this car is one of only six 1938 Cadillac V-16s factory-finished in Fairhaven Blue Irridescent paint – the first use of metallic paint finish on a production automobile. Prior to acquisition by the Corpus Christi Old Car Museum, this Cadillac V-16 received a body-off restoration to virtually impeccable standards by Lynn R. Hadley of Layton, Utah. Mileage since completion stands at fewer than 2,400 miles at the time of cataloguing. In addition to its striking paint finish and inviting gray cloth interior, this rare 1938 Cadillac Series 90 V-16 is equipped with a Cadillac-scripted under-dash heater and Trippe Speedlight accessory lights. Majestic, very well-presented and preserved and, of course, highly rare, this CCCA Full Classic® will provide a welcome entry into a veritable multitude of desirable and enjoyable classic-car events for its new owner.

1957 Chevrolet Bel Air Nomad

Lot #132 (Sale Order 31 of 106)

327 cid V-8 engine, 300 HP, single four-barrel carburetor, four-speed manual 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: 115"
The “Tri-5” Chevrolets, starting in 1955 and ending production in 1957, are arguably the most recognizable cars ever produced, and their distinct lines and styles define the ‘50s era. As they tend to do, the displacement and horsepower for each new engine option continued to grow until 1957 when the Corvette’s 283 was offered for the first time in a passenger car. The most interesting body style of the era was the masterpiece of one of the era's most notable designers, Harley Earl. Earl had presented the idea for the Nomad as a mate to the Corvette, but when he saw the design come to fruition, he could only describe it as a dream come true. With just over 6,000 Nomads ever produced, it’s a car that is recognized by the most amateur car guy and still admired by the most affluent collectors. This Nomad was kept and enjoyed by the same owner since 1978 until recent and, with a car like this, it is easy to understand why he enjoyed it for over three decades! The nearly flawless finish is laid on in Matador Red and Imperial White, the chrome trim is all correct, and every piece shines like it just rolled off the production line. It’s a standout example of the Nomad, with the perfectly restored seats covered in a period-correct design that features red and black cloth trimmed with red vinyl. it is brilliantly equipped with power windows and a power front seat. The brightwork throughout is exceptional, and the Hurst shifter that rises from the center of the floorboard gives this otherwise factory appearing ride a touch of custom panache. Tucked quietly away under all that chrome, paint, and upholstery is a transplant that bulks up the muscle on this wagon - the 300-horsepower 327, which adds enough power to make driving even more exciting. Mated to the Hurst four-speed manual transmission, the experience is exhilarating. This car is perfect for cruising or car events and will appeal to any collector looking to add a true icon of the American automobile to their collection.

1936 Ford Deluxe Tudor Sedan

Lot #133 (Sale Order 32 of 106)

221 cid V-8 engine, 90 HP, three-speed manual transmission, front and rear transverse leaf springs, four-wheel drum brakes; wheelbase: 112”
In spite of the harsh economic conditions, Ford had been enjoying fairly steady success through the 1930s. After the Model A bowed out in 1931, Ford developed the new V-8-powered cars in 1932 and, by 1935, a new body was available called the Model 48. It wore new sheet metal, and the 221 cubic-inch V-8 engine was pushed forward in the chassis, allowing for greater passenger room. 1936 brought a sleeker, rounder look with a new grille, and sold very well. This handsome 1936 Ford Deluxe Tudor sedan was treated to a full body off restoration some time ago and still shows in excellent condition inside and out. It is finished in a correct Ford shade of light blue paint and sits proudly on correct color-coded steel wheels and wide whitewall tires. It remains today in very nice condition with excellent panel gaps and beautiful paint quality. The Deluxe trim interior is correctly restored using proper tan cloth upholstery, and is in similarly beautiful condition. The comfortable cabin is well-equipped with a very desirable banjo steering wheel, as well as an original clock and difficult to find radio. The woodgrain dash and window surrounds are all in excellent condition, restored to a high standard, which lends the cabin a warm and inviting feel. Mechanically, the flathead V-8 engine is sound and properly detailed with correct paint colors, underhood fittings and engine accessories. It has not been modified and certainly runs like a watch. The undercarriage does show some light use, but is otherwise correct and totally in keeping with this being a properly restored and maintained example. A very handsome car, this Ford Tudor is a wonderful classic that can be thoroughly enjoyed on the road or shown at any classic car event. It pre-war styling and drivability is timeless and brings with it a strong community of like-minded enthusiasts, great parts support, and everyday usability. The restoration was obviously done to a very high standard and it has held up very well. It’s fully ready to be used and enjoyed and is a fine example of one of Henry Ford’s most successful models.

1979 Ferrari 308 GT4

Lot #134 (Sale Order 33 of 106)

2,927 CC mid-mounted Tipo F106AL DOHC V-8 engine, four twin-choke Weber carburetors, 230 BHP at 7,700 RPM, five-speed manual gearbox in rear transaxle, four-wheel independent suspension with double wishbones, coil springs, and anti-roll bars, four-wheel hydraulic disc brakes; wheelbase: 100.40”
As Ferrari’s all-new successor to its Dino-badged 246 GT and GTS, the 308 GT4 represented a total re-think at Maranello to satisfy its hungry global markets. Debuted at the Paris Salon in October 1973, the 308 GT4 was the first Ferrari road model to be powered by a V-8 engine, the design of which was rooted in the development work performed for the 1964 Ferrari 158 Formula 1 car. Styling of the chiselled, Scaglietti-built 2+2 body of the 308 GT4 was fresh and bold, the work of Marcello Gandini for Bertone. It also marked the first new production GT car from Ferrari that was not designed by Pininfarina since 1953. Topped by four twin-choke Weber carburetors, the new Ferrari’s DOHC 3.0-litre V-8 engine delivered 255 BHP in Europe and 230 BHP in emissions-compliant tune for the United States. While relatively overlooked by Ferrari collectors until recently, the original 308 GT4 exerted an influence over Ferrari’s future road-car designs far greater than its production numbers (2,826 in all through 1980) would suggest. In fact, the 308 GT4 predicted Ferrari’s subsequent V-8 road cars for the next two decades, firstly the Mondial 8 in 1980. The 308 GT4 also garnered the praise of the motoring press when new and throughout its run, with Road & Track magazine’s November 1979 road-test report declaring it a “…driver’s car in every sense of the word.” With a performance envelope including 0-60 MPH acceleration in 7.8 seconds, a 16-second quarter-mile time, and top speed approaching 140 MPH, this Ferrari’s credentials were solid. Numbered 15448, this Ferrari 308 GT4 was completed at the Ferrari factory in December 1979 and by chassis number, it was the last example of the 308 GT4 sent to the United States. It is documented in the Ferrari Market Letter (9 August 1980 – Vol. 5 No. 16) as one of the last two examples produced for the United States – 15438 for the East Coast and 15448 for the West Coast. This example, 15448, was purchased new at Ferrari of Santa Monica on September 15, 1980 by Charles Breen, who retained the car until 1999 and had it maintained by authorized Ferrari mechanics. Finished in Rosso Chiaro (China Red) over black Connolly leather upholstery, 15448 was also factory-equipped with Borletti air-conditioning, a sunroof and Alpine audio system. As offered, 15448 has just 19,365 indicated miles of use at the time of cataloguing. In August 2013, it was shown at Concorso Italiano at Quail Lodge in California, where it received third in class honors in testament to its quality and end-of-production status. A prime example of the Bertone-designed-and-built 308 GT4, 15448 clearly benefits from the care and storage it has enjoyed within the Corpus Christi Old Car Museum Collection. In addition to a dossier of service records dating to 1981, this outstanding Ferrari 308 GT4 includes the factory-issued books and manuals inside their proper document folio, a car cover inside its storage bag, the roadside jack within a correct storage pouch, and tools inside their correct roll. Certainly, one of the finest of its kind, 15448 is not only an outstanding example of the 308 GT4, it also provides an excellent and enjoyable entry into the elite world of Ferrari ownership.

2002 Ferrari 360 Spider

Lot #135 (Sale Order 34 of 106)

3.6-litre V-8 engine, 395 HP, six-speed automatic F1 gearbox, four-wheel independent coil spring suspension, four-wheel power disc brakes; wheelbase: 102”
The Ferrari 360 Spider, Ferrari's twentieth road-going convertible, was unveiled at the 2000 Geneva Motor Show. Ferrari partnered with Alcoa to produce an entirely new all aluminum space-frame chassis that was 40% stiffer than the previous F355 which had utilized steel. The design was 28% lighter despite a 10% increase in overall dimensions, and the new Pininfarina body styling deviated from the previous decade's sharp angles and flip-up headlights. The 360 was designed with a convertible variant in mind; since removing the roof of a coupe reduces the torsional rigidity, the Spider was built for strength in the sills, stiffened in the floor pan, and it features a redesigned windscreen frame. Ferrari was also able to increase passenger safety by adding the standard equipment roll bars. Performance specs are impressive on this incredible Ferrari - 12.9 second quarter mile at 110 MPH, and a 175 MPH top speed - Formula 1 performance all while surrounded by Connolly leather. By using light alloys for its body panels, engine, gearbox, suspension, and chassis structure, Ferrari created an ultra-light chassis for their 3.6L/400-horsepower cinquevalvole (five valves per cylinder) V-8, which screams to a lofty 8500 rpm. This particular Ferrari has the F1 six-speed automatic gearbox, plus a set of the optional two-piece modular alloy wheels. It has been garage kept in an impressive collection for many years and only driven for maintenance and to impressive. The fit and finish of the body is impeccable, with lovely straight panels and deep lustrous Grigio Alloy paint highlighting the Pininfarina design. The leather interior features power seats, power windows, power locks, and power mirrors, with AM/FM/CD stereo and an adjustable steering wheel. Open air motoring is just a push-button away; this 360 brings the best of both worlds to the table, because a quiet and dry hardtop stands ready if inclement weather arises. If you’ve ever wanted a well-sorted, low mileage Ferrari, this 360 is an impressive blend of classic and modern features, with a connected driving experience like few other vehicles.

1924 Ford Model T Depot Hack

Lot #136 (Sale Order 35 of 106)

176.7 cid L-head inline four-cylinder engine, 20 HP, two-speed planetary transmission, solid front and live rear axle with transverse semi-elliptic leaf springs, two-wheel mechanical drum brakes; wheelbase: 100"
There is no car that did more for the advent of motorized transportation as the Model T. Introduced in 1908, the Ford Model T was the car that put America on wheels. Not only was it affordable for the common man, but it was also dependable. Just like the old ringer washing machine or the hand cranked water pump, the dependable Model T served the needs of families everywhere. The success of the Ford Model T is found in the fact that it stayed in production until 1927, a remarkable feat in the early days of the motorcar. Over those 19 years of Model T production, hundreds of America’s car manufacturers lived and died, yet the Model T soldiered on. By the end of its run, the Model T looked rather outdated and Henry Ford was reluctant to let it die, but the Model A took over where the T left off and Ford once again proved to the world that his cars were the best. Aside from their low cost, abundant parts supplies and vast know-how to maintain them, the Model T received almost innumerable upgrades, tweaks, running changes, and methodical improvements throughout production. For example, bodies were updated for 1923 and introduced in August 1922. While lower than the earlier cars, their radiators were taller for improved cooling. Model T coupes now had luggage compartments integrated into the body, while roadsters retained a separate unit that could be removed for commercial use if desired. Open cars had a new “one-man” top and a windshield that was now raked back at a jaunty angle. While Ford Motor Company had already begun offering the heavier-duty Model TT truck chassis, the “Tin Lizzie” continued to be adapted to a multitude of roles, including commercial duties with bodies from outside suppliers. This 1924 Ford Model T Depot Hack is a nice example, with its wooden rear bodywork suitable for carrying passengers from train stations to hotels in the past, or for carrying friends and family in parades or on enjoyable country drives today. Roll-up side curtains provide additional protection from the elements.

1989 Toyota Supra

Lot #137 (Sale Order 36 of 106)

3.0-litre inline six-cylinder turbocharged engine, 232 HP, five-speed manual gearbox, independent double wishbone suspension, four-wheel power disc brakes; wheelbase: 102.2”
In February 1986, Toyota was ready to introduce its next version of the Supra. The bonds between the Celica and the Supra were cut, and the Celica changed to a front-wheel-drive layout, while the Supra kept its rear-wheel-drive layout. The engine was updated to a more powerful 3.0-litre inline-six engine rated at 200 horsepower. Initially only available with naturally aspirated engines, a turbocharged version was added in the 1987 model year, which includes a factory engine oil cooler. This beautiful 1989 Supra includes modifications to increase power output to 232 horsepower. The engine mounts and brace were also revised, and the protective body molding was also changed by taking away the steel reinforcement. This made the molding lighter and prevents any rusting. All passengers received three-point seat belts to replace the previous years' two-point lap belts, and new taillights, side mirrors, turn signals, fog lights, and steering wheel round out the 1989 upgrades. You’ll immediately notice the impeccable custom paint job that fades from bright red flames to subtle orange ghost flames heading toward the rear. It’s an impressive custom look that everyone notices. Add in a rear spoiler and custom Center Line alloy wheels, and everyone will know that you’ve arrived in a very potent custom vehicle. Inside, the gray cloth buckets, carpets, and door panels all look great, and the previous owner added billet pedals, custom gauges, and a sweet Pioneer CD stereo with subwoofer to the mix. The driver will enjoy all the convenience of power steering, power brakes, power windows and power locks, and the passenger - well, they get air-conditioning and a big grin while hanging on for dear life. With the five-speed manual gearbox, this Supra will certainly be a ton of fun to drive. Finding a great Supra in this excellent condition presents our auction buyers with a fine opportunity to add a significant newer marque to their collection that may just be the most thrilling car in your fleet.

1929 Ford Cabriolet Model A Convertible

Lot #138 (Sale Order 37 of 106)

200.5 cid L-head inline four-cylinder engine, 40 HP, three-speed manual transmission, solid front axle and live rear axle with transverse semi-elliptic leaf springs, four-wheel drum brakes; wheelbase: 103.5”
The 1929 Model A Ford Convertible Cabriolet, known as Type B, was the premium Model A body style of the era. Cabriolets have two doors, a passenger compartment with a bench seat which could accommodate two adults comfortably and a standard rumble seat which could accommodate two additional passengers in fair weather. The 1929 Cabriolet was unique to the Model A line, in that it had a folding top and glass side windows, offering protection from elements comparable to a closed car and the advantages of an open car in fair weather. The crank operated side windows could be rolled up or down to provide weather protection with the top closed or to serve as wind wings with the top open. This lovely open car is a real head-turner in its yellow and black livery, with bright orange painted wheels and whitewall tires, including the dual covered side-mounted spare tires. The doors and bonnet operate easily, and the panel gaps are excellent throughout. The cloth bench seat interior is nicely restored and matches the rumble seat upholstery well. The vinyl top is likewise in very nice shape and fits tautly when raised. Cabriolets simply look great whether the top is up or down. Like all Model A Fords, this Convertible Cabriolet sits on a 103.5” wheelbase and is equipped with a 200.5 cubic-inch L-head four-cylinder engine producing 40 HP, mated to a three-speed non-synchromesh transmission, capable of driving the car to top speeds between 55 and 60 miles-per-hour. Our consignor reports it’s a great driver, a popular parade car, and one of his grandkids’ favorites. This fine Cabriolet is equipped with a split rear bumper, a single left-side taillight, rumble seat, step plates and cowl lamps, and stands ready to be driven and enjoyed by the next owner.

1928 Ford Model A Double-Door Panel Truck

Lot #139 (Sale Order 38 of 106)

200.5 cid L-head inline four-cylinder engine, 40 HP, three-speed manual transmission, solid front axle with transverse leaf spring, live rear axle with cantilevered semi-elliptic leaf springs, four-wheel mechanical drum brakes; wheelbase: 103.5"
The introduction of the Ford Model A in late 1927 represents one of the most significant and successful business turnarounds of the 20th Century. While many wrote off Ford as the “Flivver Motor Company” by the mid-1920s due to Henry’s single-minded focus on the old-fashioned but successful Model T, Edsel Ford successfully lobbied for development of a new car to replace it. In a startling move, Henry Ford ordered his factories to shut down in June 1927 and when the Model T’s successor, the Model A, debuted several months later, it marked a quantum leap forward with its handsome Lincoln-inspired styling, the product of Edsel’s design genius. Substance matched the new Model A’s winning style with a larger 200 cubic-inch, 40-horsepower four-cylinder engine producing twice the output of its predecessor. While the Model A was more complex than the old “Tin Lizzie,” driving was made much easier with a new sliding-gear manual transmission with a simplified “H” shift pattern. Other advances heralded by the Model A included welded steel wire wheels, Houdaille-type double-acting shock absorbers, four-wheel mechanical brakes, and a 6-volt electrical, charging, and starting system. Departing even further from the basic Model T concept, the Model A was available in a choice of several colors. Priced from just $460, the Model A was initially available in nine body types and as before with the Model T, the new Ford provided buyers with immense value and utility. As with its predecessor, the secret to the Model A’s success was its stunning versatility. A myriad of commercial versions was available from the factory, including the handsome Panel Truck offered here with a double rear-door commercial body style. As advertised by Ford when new, the Model A Panel Truck featured an all-steel outer body with streamlined and rounded corners for a smooth look. A beltline molding and bright black heavy-coated rubber roof covering heightened curb appeal. The interior was completely lined and protected by hardwood slats. Rear cargo doors were wide, sturdy and fitted with a locking handle for safely stowing valuable cargo. Five wire-spoke wheels completed this elegant, yet hardworking vehicle. According to a framed display accompanying the vehicle, this Model A Double Door Panel Truck is one of precious few – perhaps 25 known remaining today. It had been inside a barn for 35 years prior to discovery by Fred Austin, who totally restored it from “basket case” condition to its present splendor with assistance from Ellery Engle Restorations in California. In addition to its striking paint finish, this delightful Model A features thoughtful upgrades for true enjoyment with ease of operation. Among them are a counter-balanced engine for smooth running, a 6-volt alternator, V-8 clutch assembly, 1939 Ford three-speed transmission, Borg-Warner overdrive and modified Ford F-100 steering gear adapted to the Model A steering column. All wood was painstakingly replaced with new, beautifully finished Ash and Oak. The venerable Ford was purchased at auction by George Finley in early 2005, who successfully won a bidding war over the telephone while boarding a commercial flight back home from Scottsdale to Texas. Clearly benefiting from proper care and storage, this 1928 Ford Model A Double-Door Panel Truck is simply an outstanding example of a truly rare body style. As offered, it stands ready for the new owner to show and enjoy with pride.

Harley-Davidson Aermacchi Race Bike

Lot #140 (Sale Order 39 of 106)

Motor No: A609 Frame No: 221126 250cc two-stroke engine, 18 HP, four-speed gearbox, front telescopic forks, rear coil spring suspension, drum brakes; wheelbase: 52”
Aermacchi was an Italian aircraft manufacturer that began in 1912. First specializing in seaplanes and then supporting the Italian army in WW II, after the war, they developed scooters and small motorcycles to fill the post-war need for affordable transportation. In 1960, Harley-Davidson was seeing the success of the Japanese motorcycle brands with small, efficient 250s and 125s, and without the capacity to build them in the US, they stepped up and bought 50% of Aermacchi’s motorcycle division. Their 250cc flat single motor proved to be very adaptable to race tuning, and they enjoyed some racing success together in the ‘60s. The 250cc Aermacchi single was sold by Harley-Davidson in the U.S. as the Sprint—and also as the CR flat-track machine, which saw considerable success in the late 1960s—initially in 250cc capacity, though later enlarged to 350cc. Not many race bikes from this era survived, making this clean example even more intriguing. This 1964 Harley-Davidson/Aermacchi Sprint 250cc is typical of many privateer racers of the 1960s, which developed the already powerful flat-single motor into a formidable racing machine. It features Ceriani road race forks and front brakes, and an extra-large-capacity racing fuel tank for long-distance events. Beautifully painted in Harley-Davidson Orange, the racing full fairing appears like new, without the rashes and scrapes that all race bikes accumulate. It’s got huge drum brakes, clip on bars, and a full race saddle and brake light. There’s plenty of life left in the race tires, and you can bet this bike will be an absolute kick to drive. The engine cases are clean and in great shape, the engine turns over easily, but the gas was drained a long time ago and the consignor reports that the bike ran when parked. Harley Sprints did very well in ‘60s racing, and here’s a chance to own a fully race-prepped version that is easily as fast as most bikes twice its size.

1936 Ford Five-Window Street Rod Coupe

Lot #141 (Sale Order 40 of 106)

302 cid V-8 engine, 290 HP, automatic transmission, front and rear transverse leaf springs, four-wheel drum brakes; wheelbase: 112”
One of the most popular body styles in a huge sales year for Ford, the five-window coupe has always been highly sought-after by racers and hot rodders as a sleek palette to use to formulate a custom creation. Look closely at this incredible example that has been comprehensively restored into a very useable and highly classic mild custom. This lovely five-window is beautifully finished in a light peach paint finish over very straight body panels, yielding a very solid and impressive finish. The all-steel body has fine door gaps and overall panel fit; the finish highlights the 1936’s sleek yet classic lines. Just a few subtle custom pinstripe touches are tastefully done and do not detract from the overall classic lines. All the rubber seals and glass have also been restored to a like-new level, the fenders are new fiberglass, and the overall impression of this fine Coupe riding on alloy mags is that of a fully sorted, ready to enjoy classic. The interior is also wonderfully restored, with a clean painted dash, new gauges, and lovely custom gray diamond stitch leather interior. With new carpets and door panels, it’s a mild custom approach, with an aftermarket air-conditioning system adding to the passenger comfort. The nicely built Ford 302 V-8 is incredible, with just enough chrome and custom touches to draw attention to itself. It runs out smoothly and quietly, giving plenty of power for highway speeds without excess noise or vibration. Mated to a modern automatic transmission, this custom is very easy to drive and would make a great companion for club or other vintage tours. With the new-for-1936 grille, and the last year of independent bullet headlamps for Ford, this five-window coupe expertly combines classic touches with modern drivability for a desirable package that will appeal to any classic car aficionado.

1959 GMC 100 Stepside Pickup

Lot #142 (Sale Order 41 of 106)

336 cid V-8 engine, 200 HP at 4,500 RPM, three-speed manual transmission, solid front axle with coil springs, live rear axle with semi-elliptic leaf springs, hydraulic four-wheel drum brakes; wheelbase: 100”
General Motors and its GMC and Chevrolet divisions were truly on a roll in the highly competitive American light-truck market of the late 1950s with strong sales and market share. Respectively marketed as the “Blue Chip” and “Task Force” lines, the GMC and Chevrolet light trucks were increasingly civilized, stylish, and well-equipped, yet capable of performing hard work while delivering excellent reliability and good fuel economy. Styling for the 1959 GMC and Chevrolet trucks was heavily influenced by the attractive Chevrolet Cameo Carrier of 1955 to mid-1958, which brought sportier and more upscale designs cues in keeping with GM’s passenger-car lines. Six-cylinder and V-8 engines, useful load ratings, double-wall steel cargo-box construction, and wide tailgates ensured utility to match. While Chevrolet pickups of the era came with a “Stovebolt Six” or small-block V-8 for power, GMC light-duty trucks utilized the GM division’s “Jimmy” inline sixes or Pontiac-derived V-8 engines. For 1959, the GMC V-8 engine was based on Pontiac’s 389-cid unit, de-stroked to 336 cubic-inches and delivering 200 rated horsepower. Drivetrain choices included a three-speed manual transmission with or without overdrive, a four-speed, and four-speed Hydra-Matic automatic. The standard wheelbase length remained unchanged at 114 inches with a 6 ½-foot cargo bed, and the optional 123-inch wheelbase included an 8.3-foot cargo bed. This highly attractive 1959 GMC 100 Stepside Pickup was added to The Museum Collection in early 2 . Prior to acquisition, it was cosmetically restored, the engine was freshened and repainted, and then the pickup was placed into climate-controlled storage by a private collector. Very nicely presented and preserved, it remains visually striking in its two-tone livery, with features including nice brightwork, two-tone upholstery, factory-type polarized sun visors, and period style “Blue Dot” taillights. An extra set of keys is included. Guaranteed to attract admirers wherever it goes, this 1959 GMC 100 Stepside Pickup is highly collectible and enjoyable on all.

1953 Ford F-100 Pickup

Lot #143 (Sale Order 42 of 106)

215 cid inline six-cylinder engine, 110 HP, three-speed manual transmission, front solid axle with leaf springs, rear live axle with leaf springs, four-wheel drum brakes; wheelbase: 110”
Ford celebrated its golden anniversary with an all-new truck in 1953. The 1953 Ford F-100 styling was clean and modern and a big step up, but it didn't end there. It had a new cab design with more room and a modern, integrated look. It still looked like a truck - tough, solid, practical, and ruggedly handsome - but was larger and more comfortable. It was a big success when new, with over 116,000 sold, and today, the F-100 enjoys an almost cult-like following as a highly desirable collector vehicle. Ford F-100s were groundbreaking - not for what they could haul in their beds - but for how nicely they hauled what was in front - the passengers. They were the first trucks designed with ergonomics in mind, including a wider, more comfortable seat, sound deadener in the doors, and a large, one-piece curved windshield, and larger rear glass for improved visibility. Inside, this sharp truck features a redesigned instrument cluster that is easier to read, with all the dash switches relocated, bringing them within easier reach of the driver. The bodywork on this truck is impressive and the burgundy paint finish is deep and beautiful, with clean, clear glass and restored rubber trim. The painted grille and chrome bumper are factory-correct, and out back there’s a 6-1/2-foot step-side style bed with a fine wood and stainless-steel floor. It rides on the factory steel wheels with full chrome trim rings and hubcaps. Out front, the engine bay is tidy and well-maintained; inside, the upholstery is all new, with clean glass and clear gauges throughout. It’s a beautiful, ready-to-enjoy truck that is certain to turn heads wherever you go. With fine workmanship and a very high level of fit and finish, this lovely F-100 is sure to be a blast to drive and stay strong in the market for many years to come.

1957 BMW Isetta 300 Convertible

Lot #144 (Sale Order 43 of 106)

297 cc air-cooled, single-cylinder engine, 13 HP, four-speed manual gearbox, chain drive, coil-spring independent front suspension, trailing-arm leaf-spring rear suspension, four-wheel hydraulic drum brakes; wheelbase: 1,500 mm
The instantly recognizable Isetta originates from Isothermos, the firm owned by industrialist Renzo Rivolta, which achieved great success manufacturing refrigeration equipment under the ‘Iso’ name. Designed by Pierluigi Raggi and Ermenegildo Preti, the Isetta was the product of Rivolta’s desire to produce a small and economical car to help mobilize Italy’s population as it recovered from the devastation of WW II. The result was the 7½-foot-long by 4½-foot-wide Isetta, which translates to English as “Little Iso.” Bubble windows and a single bench seat allowed room for about two people. A single front hatchway door swung open for passenger entry, and steering was made possible by a forward-hinged universal joint with attached instrument panel. While initial versions of the Isetta had only a single rear wheel, later versions benefited from the increased stability of two rear wheels placed closely together, removing need for a differential for power delivery, which was via a four-speed gearbox and chain drive. License-built by BMW in West Germany, the Isetta quickly became commonly known as “das rollende ei,” the rolling egg. Changes from the original design were few, limited primarily to mechanicals, and the engine was enlarged from the original 250-cc unit to a 300-cc engine shared with the BMW R27 motorcycle by 1956. Briefly, the Isetta’s weird yet charming presence made it a hit on early TV shows in 1950s America, and Germany’s Bundespost used them in significant numbers for mail deliveries in urban centers, where their small size and excellent fuel economy (up to some 50 MPG) made them virtually indispensable. Isetta owners were never at a loss for a parking space, contributing to their strong popularity among city dwellers. While the basic Isetta was certainly practical, the Isetta Convertible, with its roll-back soft top, was purpose-built for fun, economical motoring with a cheeky, avant-garde persona. Slated to have its fresh restoration completed prior to the auction, 1957 BMW Isetta 300 Convertible is a rare and highly desirable example indeed. Suited to a growing number of shows and concours venues, it is big on fun, benefiting from a strong following, abundant parts supplies, and the support of legions of knowledgeable enthusiasts and specialists.

1959 Ford Ranchero Custom Pickup

Lot #145 (Sale Order 44 of 106)

352 cid V-8 engine, 300 HP, automatic transmission, independent front control arm suspension, rear semi-elliptic leaf springs, four-wheel drum brakes, wheelbase: 118”
The final-year 1959 Ranchero stood as a major design improvement. The 1959 Ford line can perhaps best be described as the McNamara Ford -- like Ford's president at the time, it was the "square American." In its day, the 1959 was considered by many to be the most beautiful Ford ever built, and it was in fact awarded the Gold Medal for Exceptional Styling at the Brussels World Fair. The 1959 was highlighted by a 20-percent larger compound-curve "Safety-Vision" windshield, a star-studded grille, plus huge round tail lamps set into large aluminum reflective saucers. They were topped by the backup lights, which were the end point for the jet tubes and tiny fins that started just aft of the doors. This lovely Ranchero Custom sports exceptional two-tone paint, a like-new painted bed, and tons of excellent chrome and trim. It’s clean from bottom to top, all the doors shut properly, and it simply shows signs of regular and conscientious maintenance throughout its life. The three-tone interior is simply excellent, sporting air conditioning, dual spotlights, and an AM radio among all that chrome. It’s no wonder that an AACA National Award badge accompanies the car. The engine bay is nicely preserved with correct finishes throughout, including the Ford Blue paint on the big V-8 engine itself, which is likely original. It fires up quickly and easily, idles easily, and pulls hard out on the open road. The transmission shifts as it should, and the 9-inch rear is full of highway friendly 2.91 gears, making this an ideal long-distance cruiser you can comfortably drive to any car show anywhere in the country. In 1960, the Ranchero would be redesigned and land on the compact Falcon chassis and would never again be part of the full-sized Ford lineup. Extremely popular with 1959 Ford fans, the Ranchero is a hot collectible, particularly with the ultra-rare 352 cubic-inch V-8. This one is fully sorted and presents beautifully, a car that you can drive regularly and still show proudly at virtually any event in the country.

1966 Ford Factory Five Cobra Replica

Lot #146 (Sale Order 45 of 106)

427 cid V-8 engine, 425 HP, five-speed manual transmission, fully independent coil spring suspension, vented power disc brakes; wheelbase: 90”
With today’s electronic throttles, radar cruise control and lane departure warnings, the Factory Five Mk4 Roadster is a breath of vintage style fresh air for thousands of collectors. They have become the world’s best-selling, best-engineered, and best-performing replicas of all time, and if performance analog driving is on your radar, few vehicles are as much raw fun as a 427 Factory Five Cobra. There is no better way to honor a legacy than to continue it. The Mk4 Roadster accurately brings the looks of the legendary 427 Cobra into the 21st century while keeping its essence intact. Every advantage of modern technology, parts, and materials are utilized to always improve performance, reliability, and comfort. The marriage of modern CAD-based engineering and vintage design is a winning combination. This Factory Five Mk4 rides on an authentic 4” round-tube frame design, just like the original legend, keeping the proper road manners intact. The Ford Racing 427 fills the bonnet with raw power, and is complete with MSD ignition, power disc brakes, and a five-speed manual transmission. Rubber hits the road through a Ford posi rear end, giving immense torque and immediate response when the pilot steps on the gas. It’s a throaty roar from the side pipes, one which anyone foolish enough to challenge you at a stop light will no doubt remember as the last thing they heard from you. The comfortable cockpit is just like new, with leather buckets, five-point seat belts, and all correct gauges. This example is beautifully finished in authentic Cobra LeMans Blue with white racing stripes and wears the alloy wheels and distinctive side pipes of the original. It features the correct quick-jack bumpers, LeMans style gas cap, three-point roll bar, bullet racing mirror, and an authentic chrome-on-brass windscreen frame. No roof, no heater, and no stereo make the sound of the big V-8 the only thing you’ll want to pay attention to in this fine Factory Five Cobra.

1972 Ford Ranchero

Lot #147 (Sale Order 46 of 106)

351 cid V-8 engine, 164 HP, automatic transmission, coil spring front suspension, rear leaf spring suspension, four-wheel drum brakes; wheelbase: 118”
In 1972, Ford buyers looking for a bit more thrust from their car-based pickups could check the option box for the 351 cubic-inch V-8, and this Ranchero was built with the Q-code 351 V-8 and a three-speed automatic transmission, greatly adding to this truck’s appeal. The sixth-generation Ranchero lost the pointy look of the previous year's model with a wide semi-oval grille reminiscent of a jet intake, and a lower stance from the new body-on-frame design. It’s also the last Ranchero before new federal standards for front impact protection forced large and ungainly bumpers onto all cars for quite a few years. This Ranchero looks great inside and has a nice list of options including power disc brakes, power steering, air-conditioning, and the crack-free original dash has the original AM radio in place. The vinyl bench seat looks great and is very comfortable, with matching door panels and carpets in fine condition with floor mats. The maroon paint and silver graphics are very sharp, with a body color bed liner material out back with chrome surround accents. The truck has solid panel gaps, doors and tailgate that operate properly, and excellent chrome and trim throughout. The cool dual hood scoops and redesigned grille give this Ranchero a decidedly muscle car look, and it’s a vehicle you can't help but notice. Raise the hood, and you’ll see a nicely maintained Ford V-8 in that familiar blue engine paint that looks great without even needing to be highly detailed. It’s tidy without being show, and certainly appears to be bone stock and ready to go. It rides on the factory alloy wheels and radial T/A tires, and this entire Ranchero is a beautiful and consistent presentation throughout. These Rancheros are recognized as a landmark collector car and owning one with V-8 power and original sheet metal is definitely the way to go. Today, you need look no further than Corpus Christi, where Rancheros (and a few El Caminos) rule!

1957 Chevrolet Bel Air Convertible

Lot #149 (Sale Order 47 of 106)

283 cid V-8 engine, automatic transmission, independent front suspension with coil springs, live rear axle with semi-elliptic leaf springs, power-assisted drum brakes; wheelbase: 115”
The 1957 Chevrolet is one of the most recognizable and sought-after collector cars in the world and, for many, simply sums up the best of the 1950s. This 1957 Chevrolet Bel Air Convertible recently received a fresh, frame-off restoration in the classic and correct paint color of Matador Red and, from top to bottom, it’s obvious that a great amount of time and effort was invested to achieve the level of detail you see here. This incredible 1957 features its original sheet metal and is equipped with the desirable 283 V-8 engine, which was treated to an extensive rebuild during the restoration process. All new wiring, rubber, and automatic transmission ensure this ’57 is raring to go. It was ordered with power steering making the big Bel Air easier to navigate in tight spaces. With the rear fender skirts, dual spotlights, front & rear bumper guards and wide whitewall tires on the factory wheels and chrome hubcaps, few cars in the world will get the attention that this fine Bel Air deserves. The red and silver interior is brand new and matches the exterior perfectly. Passengers will enjoy the convenience of an in-dash clock, pushbutton radio, heater and defroster, as well as easy rear-seat access via split front seatbacks. Vacuum-operated windshield wipers help maintain visibility during inclement weather, and a power-operated convertible top provides a bit of relief should your drive turn cold or wet. This Bel Air boasts exceptionally polished brightwork and trim throughout, from the like-new bumpers, dual hood ornaments, and all the way back to the iconic spears on the rear quarter panels. Capable of delighting the most enthusiastic collector, this powerful convertible is fully capable of extended highway speeds, and certainly turns heads when you roll into town. It’s one of Chevrolet’s most successful models ever and if you buy this fine example, you can take advantage of the best of both worlds, with modern convenience and classic good looks all in one package.

1988 Ford Mustang GT Convertible

Lot #150 (Sale Order 48 of 106)

5.0-liter V-8 engine, 225 HP, four-speed automatic transmission, independent coil spring front suspension, live rear axle with semi-elliptic leaf springs, front disc brakes, rear drum brakes; wheelbase: 100.5”
In August 1986, the Mustang received a full facelift for the 1987 model year on both the interior and exterior. The front end was restyled to look more like the SVO which gave the car more of an "Aero" look, in keeping with Ford's overall modern styling direction. The interior received an all new dash, center console and revised seat and door trim. Available models were now pared down to LX and GT, where you could still get a convertible like this car selling today. This GT wears specific body-colored triple louvered taillight lenses. The quarter glass windows lost their louvers and now sported a single larger flush piece of glass lettered with "Mustang" at the bottom rear corners. This fine GT features new round fog lamps, aerodynamic lower bodyside skirting, and new turbine style painted 15-inch wheels. Inside, the cool two-tone door panels match the paint and the white leather bucket seats perfectly, with clean carpets and a lovely correct presentation throughout. The clean console shifter, along with power steering, power windows, and power brakes ensure a safe and comfortable ride. You'll enjoy the factory air-conditioning and cool AM/FM cassette while cruising with your friends. The exterior of this fine Mustang looks like new, with straight body panels, clean cladding and bumpers, and that jaunty rear luggage rack out back. The wraparound rear lamps are like new, the top is in excellent shape, and the car has obviously been well cared for since new. The paint finish remains in excellent condition, and there are no visible flaws in the clean white soft top. These Fox-bodied Mustangs offer real muscle car performance in an affordable package, so finding one as clean as the example here in Corpus Christi is a fine opportunity to add a well-known marque to your collection.

1957 GMC Pickup

Lot #151 (Sale Order 49 of 106)

347 cid V-8 engine, four-speed manual transmission, independent A-arm front suspension, rear semi-floating axle with leaf springs, four-wheel hydraulic drum brakes; wheelbase: 114”
Big American pickup trucks from the ‘50s have been red-hot in the market for a while now, and it’s no wonder - it was a glorious era for pickups as they morphed from strictly work trucks into everyday transportation for the masses. None represent this era any better than a 1957 GMC. This one really stands out with a vibrant red and cream paint motif, and the finishes are all expertly applied and look stunning. The consignor reports it was originally bought as a farm truck in Montana and, upon close inspection, it’s obvious that the restoration began with a very solid example. The panel fit is spot-on, there are very few flaws, and the shine and depth of the finish is excellent. The powder coated front bumper and matching diamond-plate rear bumper and bed steps set it off nicely. 8-ply truck tires are accented by the matching factory painted cream hubcaps. The bed of this truck is a rare 8-1/2-foot option that is also freshly restored with a lovely polished wooden floor. Power comes from a clean and nicely built 347 cubic-inch V-8, complete with GMC valve covers for a factory appearance. Mated to a four-speed manual transmission with a floor-mounted shift lever, and a newer locker rear end, it’s fully capable of stump-pulling torque as well as comfortable highway speeds. The new owner will enjoy all the reasons these trucks are so coveted, including powerful performance and easy drivability. Step up into the cab, and you are greeted by classic ‘50s all the way, with black vinyl bench seat, floor-mounted shifter, painted doors and dash, and the correct rubber floor mats. You’ll be hard pressed to find anything missing in this classic interior from the day it was brand new back in Montana. From any angle, this truck is ready for show or go, and fully capable of pulling its own weight when asked. If you are a classic GMC fan, this is a truck that bears close inspection for its fine workmanship, authentic features, and powerful performance.

1947 Harley-Davidson WCA

Lot #152 (Sale Order 50 of 106)

45 cid V-twin engine, 25 HP, three-speed hand shift, drum brakes, front springer fork; wheelbase: 57.5”
Harley-Davidson began producing the WLA in small numbers in 1940, as part of a general military expansion, but when World War II broke out, Harley-Davidson significantly increased production, with over 90,000 units being produced for the military, not to mention spare parts the equivalent of many more, and several different models for the Navy and Marine Corps. Most WLAs in western hands post-war were sold as surplus and “civilianized”, and with many motorcycles available at very low cost, these bargains were very popular. It would lead to lots of customized bikes, the rise of the classic chopper and other modified motorcycle styles, as well as the new hard-core Harley-riding biker culture. Many a young soldier would come home hoping to get a Harley-Davidson like he saw or rode in the service, leading to the post-war popularity of both the motorcycle and the Harley-Davidson brand for many decades to come. This big hardtail looks great and was obviously meticulously restored, using the correct black paint and much of the original hardware. From the lamps to the stainless trim and all the engine cases, it’s also obvious that this bike has been well-cared-for many years, and it’s great to find a WLA that sports all the original components. The consignor reports it ran well when last parked but has not been started for a few years. The WLA is simply the bike that defined the look of entire generations of Harley products to follow and is certainly one of the most copied motorcycles of all time. You can buy dozens of replicas of this classic look, but why not buy the real thing today in Corpus Christi? When you see a bike like this that is 74 years old yet is fully capable of extended highway touring and looks as great as this Sportster, it is truly a rare opportunity to add a highly influential motorcycle to your collection.

1968 Intermeccanica Italia

Lot #156 (Sale Order 51 of 106)

302 cid Ford V-8 engine, four-barrel carburetor, 250 HP at 4,800 RPM, four-speed manual transmission, independent front suspension, live rear axle with coil springs and radius rods, hydraulic front disc and rear drum brakes; wheelbase: 2,400 mm (94”)
Costruzione Automobili Intermeccanica, best-known simply as Intermeccanica, was established in 1959 in Turin, Italy’s automobile-manufacturing capital. Company founder Frank Reisner was a Hungarian-born, American-educated entrepreneur who would later move the company to the United States and finally Canada. In addition to producing and marketing racing parts and tuning kits, Reisner’s first car produced during the early 1960s was a Formula Junior monoposto for an American buyer. Reisner also designed and built 21 alloy-bodied, 500 cc competition coupes, one of which won its class at the Nürburgring and caused Carlo Abarth’s demand that Fiat block Reisner’s engine supplies. Soon, Intermeccanica was involved in design and construction of aluminum prototypes and the steel production bodies for the promising Apollo GT project, which ended after just 88 of these very fine road machines were produced. Reisner’s next project was the Ford-powered Griffith GT. The brainchild of American TVR dealer Jack Griffith, the car bearing his name was developed in the wake of the bankruptcy of British sports-car maker TVR, one of the makes Griffith sold in America. As with the Apollo GT, the Griffith drew almost universal acclaim from the press and buyers alike, but sadly suffered from financial difficulties, a fact unknown to Reisner. Steve Wilder, a new partner, decided to take over the Griffith project. He renamed the cars Omega and had them built in North Carolina, but again, funding dried up. Undaunted, Reisner developed a new two-seat sports car, initially named “Torino” but subsequently re-branded “Italia” after Ford registered the “Torino” name. Styling was penned by former GM designer Bob Cumberford, with a fresh and modern overall theme that has aged incredibly well, influenced by timeless elements of the Ferrari 275 GTB and 400 SA. Italian designer, long credited for the Italia’s design, actually made subtle detail changes, including the bumperettes. Ample power for the Italia was delivered by Ford’s latest small-block V-8 engines, initially displacing 302 cubic-inches and later the 351 “Cleveland,” as used in the De Tomaso Pantera. Chassis engineering was performed by racing legend John Crosthwaite, using square tubular members welded to the Italia’s hand-built steel body into a single unit, mounting rack-and-pinion steering, independent front underpinnings, a Mustang live axle at the rear, supported by coil springs and radius rods. Wheels were of the attractive “Magnum 500” styled steel type. Performance was outstanding, comparable to contemporary Ferrari, Maserati and Lamborghini road cars at a fraction of the price. The elegant and sporty Italia caught on quickly, with the first cars imported to the U.S. early in 1968 and some 40 sold by March that same year. Production numbers are not precise, but most frequently cited in the 500-600 car range. The Italia’s production run was quite lengthy, spanning 1967-73 or 1968-74, again depending upon the source quoted. All surviving examples of these beautiful performers draw crowds of admirers wherever they appear, whether on the road or at select shows and concours events. Finished in striking Fly Yellow with a contrasting black convertible top and dark brown upholstery, this Intermeccanica Italia convertible is an early-production model from 1968. Power is delivered by a 302-cubic-inch Ford V-8 engine equipped with a Holley four-barrel carburetor and mated to a four-speed manual transmission. Just 33,380 miles were indicated at the time of cataloguing. Other features include a heater/defroster, power windows, Ford AM/FM radio, with deeply bolstered late-model adjustable seats and useful instrumentation including a tachometer, ammeter and oil-pressure gauge. Riding on a set of five-spoke alloy wheels mounting Falken performance radial tires, this Italia is also equipped with a Pontiac “Formula” style steering wheel. Now, as when new, the Intermeccanica Italia delivers exceptional design, reliable American V-8 power, and fascinating history; this example from 1968 marks a truly rare opportunity for astute collectors.

1930 Ford Model A Roadster Pickup

Lot #157 (Sale Order 52 of 106)

200.5 cid L-head inline four-cylinder engine, 40 HP, three-speed manual transmission, solid front axle and live rear axle with transverse semi-elliptic leaf springs, four-wheel drum brakes; wheelbase: 103.5”
In 1930, the Ford Motor Company was on a roll as they reached a manufacturing pinnacle, and much of that success was driven (pun intended) by the Model A. Ford reached the “three million produced” milestone in March, and Ford was literally putting America on wheels. The roadster was successful, as was the standard pickup, so the marketing folks requested a more exciting and sportier version of the pickup and the model 76-B was born. One of the sharpest we’ve seen, this roadster pickup has been comprehensively restored, with excellent body panel gaps and fresh red paint. All the details, pinstriping, and accents are done in a factory correct style. The gloss black fenders contrast nicely with the tan painted wheels, which includes a lefthand side-mounted spare, and even the running boards are like new. Chrome bumpers and a jaunty wood bed with oak side rails complete the “ready-to-work” look of this truck. Remove the like-new black soft top, and the true versatility of this vehicle becomes obvious. It’s a jaunty, wide-open ride that can take the family to church on Sunday and haul freight on Monday. With wind wings and electric wipers, it is certainly ready for any task, and this roadster pickup looks great at work with the top up or at play with the soft top removed. The clean fresh interior looks bone stock, with beautiful door panels and upholstery. The pinstriped dash is clean with accurate gauges and slide the three-speed manual transmission into first and you’ll discover why the Model A is one of the best-selling vehicles ever. There is literally nothing to do but drive and enjoy this historic Model A, as the engine and drivetrain are in impeccable condition throughout. So many of these cars were modified and hot-rodded in the ‘40s and ‘50s that today, finding a correctly restored and highly original example such as this is a rare opportunity to purchase a real piece of Ford history. Take a tip from the current caretaker, and drive and enjoy this lovely roadster pickup as often as possible - it’s fully ready for any road trip you might have in mind.

1965 Ford Mustang Fastback Hertz Tribute

Lot #158 (Sale Order 53 of 106)

5.0-litre Coyote V-8 engine, 450 HP, five-speed Tremec manual transmission, independent coil spring front suspension, rear semi-elliptic leaf springs, power disc brakes; wheelbase: 108”
After the huge success of the 1965 Mustang, Hertz corporation ordered 1,001 of the new 1966 G.T. 350s to offer as rentals. The side stripes read "G.T. 350H", but the cars quickly became known as Rent-a-Racers, and were often rented, raced, and returned for just $17 a day and $.17 a mile - not a bad deal! About 800 of these unique rentals were painted black with gold racing stripes and, today, they are a highly coveted addition to any Mustang collection. This unique 1965 Mustang began with a solid donor car and filled out his wish list from there, beginning with a modern 450 HP 5.0 V-8 engine mated to the classic Tremec five-speed manual transmission. All new suspension, wiring, and disc brakes were of course included, making this a very potent and capable package. It is clean and very well-executed throughout, and the engine bay with that Coyote V-8 stuffed in the middle deserves particular attention. The fit and finish, the badging, and the detail striping are done to a very high level, making everyone seeing the car scratch their heads for just a moment. Everything is there - the driving lamps, the hood scoop, and the Alloy “Hertz” wheels. Inside, the leather interior looks like new, complete with Shelby gauges and custom Shelby floor mats. The owner chose a cool Moto-Lita tilt steering wheel, air conditioning and had a custom stereo installed with a port for your iPhone. It’s a lovely tribute car that will certainly more than hold its own at the track or out on the show car circuit. Everything fits beautifully, looks like new, and is highly functional and ready to be driven…well…like a Rent-a-Racer! In 1966, Hertz helped Shelby become a household name, and today, you can enjoy a car that has the modern performance and classic good looks that might be just about what Carroll Shelby would have built for himself were he alive today.

1952 Jaguar XK120 Roadster

Lot #159 (Sale Order 54 of 106)

3,442 cc DOHC inline six-cylinder engine, twin SU carburetors, 160 HP, four-speed manual gearbox, independent front suspension with transverse wishbones, elongated torsion bars and anti-roll bar, live rear axle with semi-elliptic leaf springs, four-wheel hydraulic drum brakes; wheelbase: 102”
From its landmark introduction at the London Motor Show held at Earls Court in 1948, Jaguar’s brilliant XK120 stood in stark contrast to every other sports car available at the time and forced every other manufacturer back to their respective drawing boards. As the first model powered by the all-new DOHC, inline six-cylinder “XK” engine, the XK120 was the world’s fastest production car at introduction and begat a succession of exciting new Jaguar automobiles that continued through the early 1970s. As Jaguar expert Philip Porter recently wrote for an Octane magazine retrospective article, the XK120 “…burst into a very grey world that was still recovering from the ravages of World War II, and which only served to heighten the drama of the car’s entrance.” Originally conceived simply to publicly showcase Jaguar’s all-new XK twin-cam engine while the new Mark VII saloon chassis was being readied for introduction, the XK120 was in fact, as Jaguar author Paul Skilleter described, “…an afterthought car, an unplanned, accidental offshoot of the saloon range, it enhanced the Jaguar image enormously, besides earning many thousands of valuable dollars.” With its potent DOHC 3.4-litre inline six-cylinder engine, independent front suspension, beauty, and reasonable price, the XK120 redefined the “sports car” concept at one stroke. Most importantly, the XK120 quickly earned a lasting niche in the lucrative American export market for Jaguar. In addition to the relative ease of service offered by the sturdy XK engine, Jaguar marque authority Paul Skilleter further noted the XK120 “…demonstrated that an ultra-fast sports car need not be uncomfortable, or intractable in heavy traffic, or require any great measure of driving skill to achieve high point-to-point average speeds over all types of road.” In short, the XK120 was, and remains, a winning combination in every respect. This 1952 Jaguar XK120 Roadster is offered in non-running, but complete overall condition. Finished in gold paint with black upholstery piped White, this XK120 had accumulated some 72,000 miles prior to being placed into long-term storage. The legendary ‘XK’ DOHC 3.4-litre inline six-cylinder engine appears complete and retains its SU carburetors and porcelain-finished exhaust manifolds. As offered, it will provide a highly desirable and worthy candidate for complete restoration.

1930 Rolls-Royce 20/25 Limousine

Lot #160 (Sale Order 55 of 106)

3,669 cc OHV inline six-cylinder engine, four-speed manual gearbox with synchromesh 3rd and 4th gears, solid front and live rear axles with semi-elliptic leaf springs, four-wheel servo-assisted mechanical drum brakes; wheelbase: 130”
Internally code-named “Goshawk” and introduced at the 1929 Olympia Motor Show, the Rolls-Royce 20/25 succeeded the “Twenty” as a smaller companion model to the Phantom II. Aimed at the growing ranks of owner-drivers in the tradition of its predecessor, the 20/25 was comprehensively improved and updated. The 20/25 was an exclusive, high-end automobile directly competing with the likes of the Alvis Speed 20, Hispano-Suiza HS26, and large 20 HP Sunbeams. The overhead-valve inline six-cylinder engine of the 20/25 was similar to that of the outgoing 20 HP, enlarged to 3,669 cc and now mated to a four-speed manual gearbox featuring synchromesh on third and top gears, endowing the new Rolls-Royce with 76-mph speed potential. According to marque experts, 3,827 examples of the 20/25 were produced through 1936, with 70 percent estimated remaining today by virtue of their impeccable quality and robust construction in the finest Rolls-Royce tradition. Bearing Chassis Number GSR21 and powered by Engine Number X7J, this 1930 Rolls-Royce 20/25 is an “R-Series” example benefiting from such factory improvements as a new cylinder head with enlarged intake valves, increased (5.25:1) compression ratio, flexible engine mounting, a revised exhaust manifold and Staybrite stainless-steel radiator shell. Unlike many other examples of the 20/25, GSR21 carries formal limousine coachwork by Park Ward. Equipped for elegant and dignified motoring, GSR21 is equipped with a chauffeur’s compartment trimmed in traditional black leather upholstery, separated from the passenger compartment by a roll-up division window. Other features include beige cloth upholstery, twin folding jump seats and roll-down privacy blinds, plus a rear luggage rack. In 1982, this 20/25 Limousine was Best of Show at the Houston Concours and after a period of warehouse storage, it was acquired by George Finley and Steve Shook for the museum. At the time of cataloguing, GSR21 was showing 87,825 indicated miles of use. In addition to some color photographs, GSR21 is accompanied by its original Rolls-Royce 20/25 Operator’s Manual, which is stamped with the vehicle’s chassis number and includes the handwritten name “Robt. H. Carlyle,” who was presumably an early, if not original, owner of this vehicle. Fascinating throughout, GSR21 is a very well-preserved example of the Rolls-Royce 20/25, which enjoys coveted CCCA Full Classic® status and will provide a welcome entry into a host of enjoyable Rolls-Royce Owners Club (RROC) events.

1932 Lincoln KB V-12 Sedan

Lot #161 (Sale Order 56 of 106)

447.9 cid L-head V-12 engine rated at 150 HP, three-speed manual transmission, solid front axle and live rear axle with semi-elliptic leaf springs, four-wheel power-assisted mechanical brakes; wheelbase: 145”
As one of the world’s premier builders of fine luxury motorcars, Lincoln has built some of the best cars in the world. Long the favorite of kings, queens, and presidents, Lincoln’s fine cars have always had a prominent place in the motorcades and liveries of many of the world’s leaders. The roots of Lincoln’s early years came directly from Henry Leland, a brilliantly talented man who knew how to engineer a good car but had little vision in terms of style. The sale of Lincoln to Henry Ford in 1922 brought a new level of elegance to Lincoln that carried it to the forefront as a premier luxury brand car. Now on par with Cadillac, Stutz, Pierce-Arrow, Packard, and Peerless, Ford had a direct competitor in the luxury car market and many Lincolns were fitted with coachbuilt bodies that rivaled any high-end car of the era. In 1932, Lincoln pulled out all the stops when they introduced the incredible KB-series cars as the flagship of the company’s fleet. Powered by a mighty V-12, Lincoln was now a formidable player in the large multi-cylinder race in a time where one’s place in society was determined by the number of cylinders in their car. Wheelbases for Lincoln’s KBs series were long and, whether it was a sporty roadster or an elegant town car, the arrival of a Lincoln V-12 at any event meant that someone special had just arrived. Power, beauty, and supreme sophistication all came together in the magnificent Lincoln KB. Offered here is a supreme example of this stellar motorcar with a 1932 KB sedan that was just painted in beautiful French Blue with black fenders. Riding on a 145-inch wheelbase, there’s no doubt that this is a car that makes a dramatic statement with its large and commanding presence. As a sedan, this KB is fitted with an attrative five-passenger body that features all the characteristics of the classic era. Large bullet-shaped headlamps are finished in chrome and dual trumpet horns are mounted just below. Lincoln’s tall and imposing grille is massive, and the elegant racing greyhound hood ornament adds a sleek and stylish look to the front end. This Lincoln rides on black color-keyed wire rims with wide whitewall tires and carries dual side-mounted spare tires. Running boards are long and add a dramatic accent to this car’s length. This sedan is also equipped with a touring trunk at the rear that’s great for extra storage and traveling. Most impressive is the interior that is upholstered in fine broadcloth and elegant trim appointments that are only found in a prestigious motorcar. Rear seat passengers are treated to finely bolstered seating with a large folding armrest. The wood on this car is beautifully finished and leg room rivals that of an average living room. Up front, the driver’s compartment also features fine upholstery and a center-mounted gauge pod that houses oil, amp, temperature, fuel, and speed gauges. Power for this Lincoln KB comes from its large V-12 that is as much a work of art as it is a mechanical marvel. Lincoln’s V-12 has a well-earned reputation for its smooth and quiet operation and this one is no exception. Its precision balance and fine engineering allow for whisper-like operation and smooth idle. All these wonderful attributes come together in a car that offers both excellent performance and a high degree of formal elegance. The classic era cars of the 1930s represent a chapter like no other in automotive history. For a brief time, great artisans worked with the finest materials to build cars that were unlike anything else on the road. This Lincoln KB, with is brilliant colors, sumptuous interior, and mighty V-12 power, is a car that epitomizes these legendary cars in every way. For a great touring car that’s also a welcome addition to many concours show fields, this Lincoln KB sedan is just the right car for so many occasions.

1982 Maserati Quattroporte III 4.9

Lot #162 (Sale Order 57 of 106)

Tipo AM330/49. 4,930 CC DOHC V-8 engine, four Weber twin-choke carburetors, 280 HP at 5,600 RPM, Chrysler Torqueflite three-speed automatic transmission, fully-independent suspension, four-wheel hydraulic disc brakes; wheelbase: 2,800 mm (110”)
Succeeding the short-lived and unloved front-wheel drive Maserati Quattroporte II of 1974-78, which was based on a lengthened Citroën SM chassis, the third-generation Quattroporte marked a highly anticipated return to rear-wheel drive with “true” Maserati V-8 power. This welcome resurgence at Maserati was the result of the famed company’s purchase by Alejandro De Tomaso in the wake of the 1975 bankruptcy of Maserati and its French corporate parent, Citroën. Designated Tipo AM 330, the new Quattroporte III featured a new exterior designed by prolific Italian designer Giorgetto Giugiaro, with the new production model influenced by elements of his Maserati-based Medici I and Medici II show cars of 1974-76. Featuring all-steel unibody architecture, the Quattroporte III was closely related to the Maserati Kyalami, itself derived from De Tomaso’s own Longchamp and Deauville high-performance luxury sedans. Underpinnings were sophisticated, including double wishbones and anti-roll bar up front and a Jaguar-style independent rear suspension system incorporating a Salisbury-type limited-slip differential (Torsen from 1984-on) and inboard disc brakes. Powering the Quattroporte III were available DOHC 4.1- and 4.9-litre V-8 engines delivering 252 hp at 6,000 rpm and 276 hp at 5,600 rpm, respectively. Four Weber twin-choke carburetors provided induction for both engines. A choice of ZF five-speed manual and Chrysler A727 Torqueflite automatic transmissions delivered the ample power output of the Quattroporte III. Spacious, richly trimmed leather interiors and abundant wood grain accents, plus comprehensive instrumentation and useful luggage space rendered the Quattroporte III an ideal “businessman’s express” in the finest Grand Touring tradition. Performance was breathtaking for the 4,100-pound Quattroporte III, with the 4.9-litre, automatic-transmission cars capable of nearly 140 mph. Production began in 1978 and continued until 1990, with total production reaching 2,145, including 69 4.2-litre cars, 2,025 4.9-litre examples and 51 final-series Royales. Produced during June 1981, this 1982 Maserati Quattroporte III is one of four such cars owned by George Finley, who recently related that he immensely enjoyed owning and driving these powerful, fast and luxurious Italian driving machines when new. Fewer than 25,400 miles of use were indicated at the time of cataloguing for the example offered here. Equipped with all the expected luxury and power features and amenities, plus automatic transmission and Blaupunkt AM/FM cassette stereo, this 1982 Maserati Quattroporte III also benefits from having had its carburetor airbox made less restrictive with louvering by Shook Enterprises for lower intake-air restriction allowing the legendary DOHC engine to perform at its full potential. An additional stand-mounted engine and leather interior, liberated from a donor car, accompanies this low-mileage 1982 Maserati Quattroporte III at auction.

1991 Mazda RX-7

Lot #163 (Sale Order 58 of 106)

1.3-litre Wankel rotary engine, 160 HP, five-speed manual gearbox, fully independent four-wheel coil spring suspension, four-wheel disc brakes; wheelbase: 95.7”
The Mazda RX-7 is a front-engine, rear-wheel-drive rotary engine powered sports car manufactured and marketed by Mazda from 1978–2002 across three generations—all noted for using a compact, lightweight Wankel rotary engine. The first and second generation of the RX-7 was offered as two-passenger hatchback and as a 2+2 hatchback, with a true two-seat roadster such as this introduced in 1988. The RX-7 made Car and Driver magazine's Ten Best list five times and more than 800,000 were manufactured over its lifetime. This lovely convertible features a removable rigid section over the passengers and a folding fabric rear section with a heated rear glass window. The power operated mechanism requires unlatching two header catches, then lowering the top and folding down the rigid section manually. This generation of the RX-7 features the first integral wind blocker, a rigid panel that folded up from behind the passenger seats to block unwanted drafts from reaching the passengers. This convertible also features the optional headrest mounted audio speakers and a folding leather snap-fastened tonneau cover that matches the well-bolstered leather bucket seats perfectly. With deep black paint and crisp factory bodywork, it’s hard to believe this RX-7 is 28 years old. It has certainly been well-tended over that time, with a clean leather interior and like-new carpets and the clean factory alloy wheels. It’s comfortably equipped with factory air-conditioning, power locks, power windows, and an AM/FM cassette stereo. Grab the five-speed, wind out the rotary engine, and settle back for an exciting drive every time. The engine bay looks great, with the clean rotary engine balanced deep under the hood. Be afraid - be very afraid - at a stop light with an RX-7 in the other lane. They are quick, high revving, and incredibly smooth cars, and with 67 victories in the IMSA Series races, don’t underestimate the power of the Rotary!

1951 Mercury Custom

Lot #164 (Sale Order 59 of 106)

350 cid GM small-block V-8 engine, automatic transmission, independent front suspension and live rear axle, power-assisted four-wheel hydraulic brakes; wheelbase: 118"
Little did Ford Motor Company executives realize that the soon-to-be released 1949-51 Mercury models would almost instantly become a favorite of customizers everywhere. Californians, especially Sam Barris, first discovered how this Mercury’s ideal proportions and modern styling lent themselves so well to custom tweaks. James Dean later drove a black 1949 Mercury in “Rebel Without a Cause” that was nosed, decked, and lowered. Custom Mercs were quite common, but following the film, the “lost generation” of 1950s teenagers embraced the 1949-1951 Mercury models as a bold symbol of the times. This stunning 1951 Mercury custom perfectly captures the feel of this quintessential American artform. It was built by renowned Long Beach, California customizer Bill Hines. Known as “The Leadslinger,” Hines was widely renowned as the master of his chosen craft, particularly in the almost lost art of leadwork. Later in his career, Hines also became known as “The Godfather of Hydraulics,” for his pioneering work in adapting adjustable-height suspension to custom cars and lowriders. This 1951 Mercury was completed during the mid-1990s while Mr. Hines was in his seventies, but he continued to ply his trade until eventually passing away aged 94 in 2016. Virtually no surface of this fabulous radically customized ‘51 Mercury was left untouched by Hines, with the roof chopped, body smoothed, bumpers, grille and the head- and tail lights modified to visual perfection. Within the fully detailed engine compartment resides all modern running gear including a fully dressed small-block Chevy V-8 engine featuring chrome and polished aluminum goodies, including a 1950s Cadillac twin-inlet air cleaner featuring custom-painted images of Marilyn Monroe and James Dean. Supporting items include an automatic transmission, power steering, modern power-assisted dual-circuit brakes and a great-sounding dual exhaust system. The striking paintwork was applied by none other than customizing legend Larry Watson, with this Mercury the 55th car he painted during 1995. The fully customized interior is an awesome blend of old and new, trimmed in two-tone pleated upholstery and equipped with a power-adjustable split front bench seat, tilt steering column, California Custom billet wheel, power windows, nostalgic marbled control knobs and air-conditioning with under-dash vents and late-model R134 compressor. Period style twin spot lights, full Cadillac “Sombrero” wheel covers, and wide whitewalls round out this awesome Mercury. Customized by “The Leadslinger” himself and painted by Larry Watson, it remains outstanding throughout and stands ready to celebrate its legendary builders.

1965 Sunbeam Tiger Mk I

Lot #165 (Sale Order 60 of 106)

260 cid V-8 engine, 164 HP, four-speed manual gearbox, coil and wishbone arm front suspension, solid rear axle with leaf springs, four-wheel drum brakes; wheelbase: 86”
British sports cars have always held a special place in the hearts of automotive enthusiasts, and with their lightweight designs and good looks, they are often the darlings of classic car shows. When the small British sports car called the AC Ace was outfitted with American V-8 power and called the Shelby Cobra, many people were watching, including the employees of the Rootes Group, another British car manufacturer. Inspired by the outcome of the Cobra, they took one of their Series III Alpine Roadsters, originally powered by a small four-cylinder engine, and sent it right to the man himself, Carroll Shelby, to see if something similar could be developed. Shelby and Ken Miles set about fitting a small Ford V-8 into the little Alpine. The Shelby design, with its engine set far back for good balance was chosen for the new power plant, and the Sunbeam Tiger was set to be produced by Jensen Motors Ltd. based out of Staffordshire, England. This ground-up restoration was on a rust-free California car with all original panels and a new interior placed in a super straight body. The immaculate restoration of this Tiger has retained all the proper originality such as the Rootes Group Sunbeam logo and the Fender Tags. The high-quality paint job was painted while apart with new trim and interior. The familiar green, commonly referred to as British Racing Green has wonderful depth and shine. The 260 cubic-inch V-8 provides a mean growl and power is delivered through a four-speed manual gearbox to modern radial tires mounted on 8-spoke Panasport Racing wheels. The new black bucket seat interior includes a beautiful burled walnut dash with full set of original gauges and the factory wood rim steering wheel. All the chrome has been re-plated, including the front and rear bumpers complete with bumperettes, the gas cap and the chrome tips of the dual exhaust pipes. The previous owner has graciously passed along his impressive collection of manuals and maintenance history for this Tiger. Presented here is an absolutely stunning example of a fully restored Sunbeam Tiger Mk I. According to the chassis number, this Tiger was built in the early stages of the Mark I production, making this is a very special 1965 Tiger that is certain to provide years of driving pleasure while maintaining its status as a blue-chip investment.

1986 Mercury ASC McLaren Prototype

Lot #166 (Sale Order 61 of 106)

5.0-liter V-8 engine, 145 HP, automatic transmission, independent coil spring front suspension, live rear axle with semi-elliptic leaf springs, power disc brakes; wheelbase: 100”
ASC McLaren Mustangs were the result of fortuitous timing, and a project that was already underway between the American Sunroof Company and McLaren. Detroit custom car builder Peter Muscat brought the idea of a Mustang with a tonneau cover to ASC after chopping the top off a Fox body on his own, and in turn ASC founder Heinz Pretcher brought the concept to Ford. Big blue was already in the midst of relaunching a Mustang convertible, which had been absent from the lineup for 10 years, so initially it was a Mercury Capri used to develop the ASC/McLaren treatment. The car presented today is an actual development prototype that paved the way for the ASC McLaren Mustangs you occasionally see today. They gave the car some visual modifications, both inside and out, but left the Capri 5.0 powertrain untouched, and the cars still ended up costing more than $20,000. Between the high price, the economic woes of the late 80s, and disputes between Muscat and Pretcher, the ASC McLaren Mustangs were no more by 1990, with 2,678 ASC McLaren conversions completed - about 1,800 being convertibles, making them quite rare - but none are so rare as this prototype. Overall this prototype example presents well, and although not perfect, it is highly original. The original Haartz/Cambria cloth top is in great condition, and the power latched tonneau cover keeps it that way. The white paint is smooth over very good panel fit, with Italian Campagnolo honeycomb alloy wheels covering the four-wheel disc brakes. Inside, the heated Recaro sport seats are wrapped in fine black leather, with polished hardwood dash trim and a Kenwood audio system. On top of everything else, it comes with a period-correct Cobra CB radio, perfect for talking to truckers about where those pesky smokies might be hiding down the road. The 5.0-liter V-8 was an option for both the Mustang and the Capri, and this one certainly appears to be very lightly used. If a one-of-a-kind Mustang would fit in your collection, here’s a sweet opportunity to buy the real deal.

1956 Messerschmitt KR200 Kabinenroller

Lot #167 (Sale Order 62 of 106)

191 cc Fichtel and Sachs air-cooled two-stroke, single-cylinder engine, 9.5 HP, four-speed manual gearbox, shock-absorber suspension, rear-wheel drive with swing axle, drum brakes; wheelbase: 80”
With German aircraft manufacture restricted following WW II, Messerschmitt AG turned to alternative engineering projects to remain in business, including small, economical vehicles to return the country to mobility. Aircraft engineer Fritz Fend had already designed the “Flitzer,” a three-wheeled cyclecar intended for Germany’s amputees, which he developed by summer 1952 into the Fend FK-150 Kabinenroller (cabin scooter) prototype. Given Fend’s aeronautical experience, it featured a slender two-seat cabin layout and clear aircraft-style “bubble” roof. Entry was made over the cut-away left side of the vehicle, with the canopy roof tilted away to the right. Steering was via motorcycle-like handlebars with twist-grip throttle control. Testing by Fend included a gruelling but successful run up the High Alpine Road on the Grossglockner, Austria’s tallest mountain. Messerschmitt assigned 12 members of his technical department to undertake further refinements and design tooling. By 1953, a larger-displacement 173-cc engine brought a name change to ‘KR175’. KR175 production commenced in February 1953 at Hall Three of Messerschmitt’s Regensburg works and external suppliers provided most components. Sachs supplied engines and at first, several firms supplied the tilting aircraft canopy-style roof domes. Presswerk Bellino in Göppingen near Stuttgart produced supplied most of the body stampings. Fabrication of the flat side panels of the KR175 and paintwork were performed in-house. Development was swift and relentless, with some 70 improvements made over 1953 alone. By the time that serial number 3500 was built in 1954, the rear cover was deepened, the drive-chain enclosed, mechanical reverse was added, as was full-width rear seating. A convertible variant, two-tone paint, a heater, and interior-trim panels were added. The KR175 was succeeded by the KR200 in 1955 and Messerschmitt prepared one to challenge the 24-hour speed record for three-wheeled vehicles under 250 cc at the Hockenheimring, where it broke 22 international speed records in its class, including the 24-hour speed record at 64 mph. Finished in red paintwork over black upholstery, this delightful 1956 Messerschmitt KR200 Kabinenroller is a nicely presented and preserved example of these iconic postwar German microcars. In addition to dual mirrors and wire-spoke bright hubcaps, it is equipped with a windshield wiper, an ammeter and speedometer, as well as a rare period style dash-mounted pushbutton radio. Guaranteed to draw admirers wherever it goes, this 1956 Messerschmitt KR200 Kabinenroller marks a great find.

1980 MGB IV LE Roadster

Lot #168 (Sale Order 63 of 106)

109 cid inline four-cylinder engine, 62 HP, five-speed manual gearbox, independent front coil spring suspension, semi-elliptic leaf spring rear suspension with live rear axle, front disc and rear drum brakes; wheelbase: 91”
British Leyland knew as early as the late ‘50s they needed to up their game to compete in the US - more power, more options, and more comfort. They brought the MGB to market in 1963, and through 1980, well over half a million were sold. Their unibody construction and proven suspension made the “B” one of the most popular imported sports cars in the US for many decades. They have a huge cadre of fans and they’re still among the most popular classic sports cars out there. First designed for the 1975 model year, the Mk IV’s molded polyurethane bumpers were mandated and designed to handle a 5-mph crash without deforming. By the time this penultimate MGB reached the assembly line, the suspension had been upgraded with front and rear anti-roll bars and both the engine and passenger compartments had been improved. In March 1979, British Leyland started the production of this exclusive black-painted limited edition called the LE and initially, it was meant for a total of 500 examples. Due to a high demand for the limited-edition model, production ended with British Leyland selling 6,682 examples. This one is equipped with 14” GKN Alloy wheels, limited edition silver graphics, air-conditioning, and an RCA AM/FM stereo. The finish on this car is straight and true, with a fine deep black shine. The panel fit is outstanding, the special graphics are crisp, making this one of the sharpest and most unique MGBs you’ll ever see. The tan vinyl interior is in excellent shape, with clean carpets and a fine-condition tan soft top that fits like new. Slide into the classic MG cockpit and enjoy the sharp woodgrain dash and leather-wrapped steering wheel, both of which harken back to the early days of legendary MG production. This lovely MGB represents the end of a thrilling and successful sports car era and is fully sorted and ready for the new owner to show with pride or simply drive for enjoyment.

1938 Cadillac Series 65 Resto-Rod

Lot #169 (Sale Order 64 of 106)

429 cid Cadillac V-8 engine, single four-barrel carburetor, 325 HP, GM 700R4 automatic overdrive transmission, independent front suspension, live rear axle with leaf springs, hydraulic front disc and rear drum brakes; wheelbase: 132”
Retaining its handsome Harley Earl-era styling without body modifications, this very rare 1938 Cadillac Series 65 Sedan has been fully restored and equipped with fully updated running gear and passenger amenities. The work of Dan Bach, this grand Cadillac was completed in 2001 and as now offered, it remains simply impressive on so many levels. Built to be drivable on a daily basis, the Cadillac’s renaissance began with the original underpinnings replaced with modern front suspension components from a Chevrolet half-ton pickup truck, plus power steering and front disc brakes. The rear axle was replaced with a Chevrolet 10-bolt unit fitted with a highway-friendly 3.21:1 ring and pinion, supported by leaf springs and Air Lift helper springs. Bilstein shocks round out the suspension upgrades. Retaining Cadillac power, Bach swapped the old flathead V-8 engine with a 1967-vintage 325-horsepower, 429-cid Cadillac V-8 for improved performance. Maintaining stock specifications, the high-torque 429 engine was topped with a chromed air cleaner and chromed “Cadillac” scripted rocker covers. Power delivery is via a TPI GM 700 R4 automatic transmission with overdrive, equipped with a B&M transmission cooler and hand-built torque converter. Maintaining the Cadillac’s class and grandeur, Bach selected a set of King Racing steel wheels measuring 15X7 inches, fitted with highly polished stock-type hubcaps and mounted with period-appropriate wide whitewall tires. The Cadillac’s streamlined body was stripped of the old paint, carefully prepped, and painted in PPG Triple Black by Quest. The old glass was replaced as well. The spacious interior was trimmed in custom-fitted black leather, while retaining the stock seating hardware. Custom-made door panels were designed and fabricated, and a black wool headliner finishes off the rich upholstery. Like any true limousine, the Cadillac was also endowed with a built-in beverage bar in the front seat-back and an ice chest resides within the custom-made center console. Two separate Vintage Air units were installed, with one for the front seating area and one dedicated to the rear passenger compartment. A billet steering wheel and GM tilt steering column provide directional control. The audio-visual system includes an AM/FM CD capable head unit and a monitor provides further entertainment possibilities with a hidden DVD player. At the time of cataloguing, indicated mileage was just 33,233. While we love prewar classic cars, nothing can quite compare with this fantastic 1938 Cadillac Series 65 Sedan, combining sleek, streamlined styling with the best of modern mechanical components and luxurious, limousine-level passenger amenities.

1928 Hudson Super Six Series O Convertible Sedan

Lot #170 (Sale Order 65 of 106)

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”
Topping the Hudson model range for 1928, the company’s Model O chassis was offered with factory-built Sedans, supplemented by six Custom body styles built for Hudson by Biddle and Smart in Amesbury, Massachusetts. However, given its generous, yet reasonable proportions, Hudson’s Model O chassis was also ideal as a motorized canvas for the artistry of the era’s finest custom coachbuilders. Accordingly, a handful of 1928 Model O Hudson chassis were shipped to Murphy Body Works in Pasadena, California, to receive custom coachwork. Well-known for its high-profile work on vehicles for some of Hollywood’s most famous celebrities and entertainers, Murphy was a glamorous choice to showcase the excellent Hudson chassis with custom bodywork. This very rare 1928 Hudson Model O is one of precious few built with Convertible Sedan bodywork designed and built by Murphy. While the number produced remains unknown, Hudson authorities believe that less than five remain today and each one exhibits unique traits not seen in the other survivors. For instance, this particular Model O Convertible Sedan by Murphy is the only one known with a three-piece hood including completely removable side panels and a fixed top. Other unique features include individual polished stainless-steel strips attached to the body panels, running the length of the hood, cowl, and body. Custom-built polished wooden running boards incorporate stainless-steel trim strips and grated step plates. At the rear, a permanently installed luggage trunk and folding luggage rack behind it are found. Although the radiator shell and front fenders for the car were built by Hudson, the rest of the bodywork was designed and built by Murphy. In addition to Murphy’s trademark “Clear Vision” narrow windshield and window pillars, several interesting detail features were shared by this wonderful Hudson with other Murphy-built vehicles, including those based on Duesenberg chassis. Among them are the inside door handles, window cranks, windshield wipers, and the special dash-panel finish. All metal surrounding the windows and other trim items are elegantly nickel-plated. The Hostetlers purchased this very rare coachbuilt Hudson sight unseen via Hudson collectors Pete Booz and Richard Griffith from a California auction in 2002, preceded by 50 years of storage. As purchased, the Hudson was solid, complete, and well-preserved, yet requiring total restoration. It was stored for several years and then in 2008, it was sent it to LaVine Restorations of Nappanee, Indiana, where it received a complete, body-off-frame restoration performed to exacting standards over 15 months, which was completed in 2009, including 500 test and sorting miles. Fine details extend to the rear luggage trunk, which was restored, covered with new material, and finished with 200 round, nickel-plated heads, which in Mr. Hostetler’s written comments, “…really add to the appearance of the car.” Several “before, during, and after” photographic images are inside the vehicle’s document file at auction. Following completion of the Pebble Beach Tour, the Murphy-bodied Hudson debuted at the 2009 Pebble Beach Concours d’Elegance, earning Best of Class and fulfilling Eldon and Esta Hostetler’s stated quest for a worthy Hudson to finally win in judged competition at such an elite venue. Given its custom-coachbuilt body by Murphy and rarity, this Model O Convertible Sedan was rightly awarded Full Classic® recognition from the Classic Car Club of America (CCCA), granted June 7, 2 . Under judging with the Antique Automobile Club of America (AACA), the Hudson garnered National First Prize honors at the October 2 Hershey Fall Meet. Other concours venues included the Concours d’Elegance of America and Glenmoor Gathering. Most recently, the vehicle has been on long-term display at the Gilmore Car Museum in Hickory Corners, Michigan. The Corpus Christi Old Car Museum chose this car to acquire and have been grateful custodians. Exceedingly rare as one of precious few surviving Murphy Convertible Sedans built on the “long” 1928 Hudson Series O chassis and a Pebble Beach Concours d’Elegance and AACA class winner, this wonderful CCCA Full Classic® is ready to be shown and enjoyed by its next caretaker as a fitting exemplar of one of Hudson and Murphy’s finest collaborations.

1995 Mitsubishi 3000GT VR4 Spyder

Lot #171 (Sale Order 66 of 106)

3.0-litre twin-turbo V-6 engine, 320 HP, six-speed manual gearbox, fully independent coil spring suspension, power disc brakes; wheelbase: 97.2”
Mitsubishi's 3000GT VR-4 looks like a sports car, but it really isn’t. There are 3,737 pounds of dense-packed, twin-turbocharged, all-wheel-driven fun - about 500 pounds more than the Corvette, even though it's just an inch longer overall. This is, more accurately, a fine grand touring machine. The VR-4 has a transverse-mounted engine in its nose, a 3.0-litre/320-horsepower DOHC 24-valve V-6, which gets boost from two turbos blowing through individual intercoolers. This fine example looks clean and factory correct. The horsepower peak comes at a relatively lofty 6,000 rpm, but all 315 pound-feet of torque are available at just 2,500, and reports are that the car bounds forward with muscularity due to the all-wheel drive and pulls lustily through each of its Getrag gears. This 1996 Mitsubishi 3000GT VR4 Spyder is one of 1,034 hardtop convertibles completed by ASC for Mitsubishi in 1995 and 1996, and 1 of just 84 of the performance VR4 versions produced. This Spyder features the unique rear bodywork, full ground effects, and additional chassis stiffening when compared to the hardtop VR4. Just three colors were offered including black, white, or bright red as seen on this example. The fit and finish is excellent throughout, with deep paint over the excellent factory bodywork. The 3000GT was the first retractable-hardtop convertible offered since the 1959 Ford Sunliner, with an innovative folding hard-top. This interior is finished in black on black with matching dash, steering wheel, and center tunnel. The car retains a stock stereo system with equalizer, automatic climate control with digital display, and the factory Spyder floor mats. This Spyder is nicely equipped with air-conditioning, heat, power seats, windows, and the power top mechanism. Overall, the car certainly looks ready to go and will no doubt be an absolute blast to drive. Superbly designed and engineered, the 3000GT VR-4 presented here in Corpus Christi delivers true all-wheel drive supercar performance with a luxurious ride in a highly desirable package.

1952 Bentley R-Type Empress Saloon

Lot #172 (Sale Order 67 of 106)

4,556 cc inline six-cylinder F-head engine, dual SU carburetors, four-speed manual gearbox, independent front suspension with wishbones and coil springs, live rear axle with semi-elliptic leaf springs, hydraulic front drum brakes, servo-assisted mechanical rear drum brakes; wheelbase: 120"
Debuted in 1946, the Mark VI was the first postwar Bentley automobile of Rolls-Royce design and represented a complete break from the past, being designed and built in-house as a complete car with standardized, pressed-steel coachwork. The Pressed Steel Company of Oxford built these bodies, which were reminiscent of the Park Ward-bodied Mark V of the late 1930s, while ex-Gurney Nutting Chief Designer, John Blatchley, applied the detail features. Despite its “Standard Steel” nomenclature, the Mark VI was trimmed and painted to a standard rivaling the finest custom coachbuilders of the era. This was quite a change in philosophy on the part of Bentley’s parent, Rolls-Royce, yet it reflected the reality that high-quality standardized bodies could be built in greater numbers at the new factory in Crewe. The 4.3-litre (4,257 cc) F-head inline six-cylinder engine of the Mark VI was similar to the B60-Series engine of the war years, yet much simpler and utilizing a one-piece cylinder block casting with integral crankcase, as well as a fan belt-driven generator and water pump. Combined with a four-speed gearbox and independent front suspension, the Mark VI could approach 100 mph. By 1951, an increase in displacement yielded 4 ½ litres, with this development of the Mark VI commonly referred to as the “big bore, small boot” model. In 1952, the chassis was lengthened at the rear and the standard saloon body was updated with a larger luggage compartment. As chassis numbers reached the ‘R’ range, the updated Mark VI was redesignated the R-Type, with 2,533 produced in all through early 1955, including 208 R-Type Continentals. While Rolls-Royce, Bentley’s corporate parent, certainly enjoyed the success derived from adoption of Standard Steel bodies, the company’s elite clients still demanded more exclusive coach-built examples. Longtime coachbuilding partner Hooper & Co. was particularly successful with the Mark VI and subsequent R-Type, having devised beautifully flowing two- and four-door saloon bodies for these chassis. Numbered B25RS, this early-production 1952 Bentley R-Type carries four-door Empress saloon coachwork fashioned of aluminum by Hooper & Co. and now comes to market with a freshly completed restoration. Believed 1 of just 41 such vehicles produced, this 1952 Bentley R-Type marks an outstanding opportunity for committed marque enthusiasts and collectors everywhere.

1939 Ford DeLuxe Fordor Sedan

Lot #173 (Sale Order 68 of 106)

221 cid L-head V-8 engine, Stromberg two-barrel carburetor, 90 HP at 3,800 RPM, three-speed manual transmission, solid front and ¾-floating rear axles with transverse leaf springs, Lockheed hydraulic drum brakes; wheelbase: 112”
An iconic design – and one of the most visually striking of all automobile lines to come from the immediate pre-World War II era, the 1939 Ford models were one of the final and finest expressions of the celebrated design partnership of company president Edsel B. Ford and “Bob” Gregorie. Both men shared a deep appreciation for watercraft and marine design principles, with Ford often navigating the waters of Lake St. Clair and Gregorie having considerable expertise as a yacht designer in New York before the arrival of the Great Depression. Once again offered for 1939 in Standard and DeLuxe models, with the Standard line appearing much like the 1938 DeLuxe, Ford’s new DeLuxe offerings for 1939 were distinguished by their much more modern overall appearance. Most noticeably among the refinements applied to the upscale Fords were teardrop-shaped headlamps faired smoothly into the leading edges of the front fenders, plus a lower-set grille with fine vertical bars. Simple chrome trim now replaced the former hood louvers, and DeLuxe bodies also featured smoother profiles. Blessed with smoothly flowing bodylines, intricate grille design, teardrop headlamps, and an Art Deco-influenced interior motif, the ’39 Fords – regardless of body style and trim level – represent a high-water mark of automobile design. Underneath, newly available Lockheed-type hydraulic brakes, revised cylinder heads for the renowned “flathead” V-8 engine and welcome detail improvements provided mechanical sophistication to match the obvious outward beauty of the ’39 Ford line. While some 532,000 Ford passenger cars were built in all during 1939, precious few survive today in relation to other models of the 1930s. Quite likely, fewer still are as well-preserved and presented as this very nice 1939 Ford DeLuxe Fordor Sedan, which appears to remain highly original and unmodified, with the exception of a Ford-scripted accessory spotlight, “Blue Dot” lenses in the taillights, and wide whitewall tires. A spare wheel and tire reside inside the trunk compartment. In addition to its sound bodywork, this DeLuxe Fordor also features a very nice interior compartment and retains original-appearing running-board covers. If you thought all the nice, original prewar V-8 Fords have already been found and snapped up by collectors, this 1939 Ford DeLuxe Fordor Sedan patiently awaits its next appreciative caretaker.

1959 Dodge Custom Royal Two-Door Sedan

Lot #174 (Sale Order 69 of 106)

361 cid V-8 engine, 305 HP, TorqueFlite automatic transmission, front torsion bar suspension, rear semi-elliptic leaf springs, power drum brakes; wheelbase: 122”
The late ‘50s spawned a whole legion of luxury cars with dramatic fins, but few have the jet age look like the 1959 Dodge Custom Royal. It’s long, low, and sleek, with one of the coolest automotive rear ends you’ve ever seen. The Virgil Exner “Forward Look” design never looked so sleek as it did in 1959 on the new lower Dodge Custom Royal. The two-tone light blue and navy paint scheme fits the car perfectly, with sharp lines divided by ample brightwork and chrome. The lines are long and perfectly proportioned, conveying movement while actually standing still. The paint is in generally good condition, with some thin spots on the fenders showing the love this car has received. The chrome is likewise quite nice, with just a bit of surface corrosion, and appears to be original. The dark blue fins really stand out, with the rear bullet taillights developed by Exner as a safety feature - visible from all angles. Inside, the large cabin features front bucket seats that are in nice shape and appear to be the original cloth and vinyl fabric combination. There’s a ton of legroom both front and back, with nicely finished door panels and fully carpeted floors throughout. The padded dash features plenty of chrome and clean, clear gauges flanking the AM radio and the unique, push-button gear selector. The sleek new compound-curved windshield and quad lamps are thoroughly modern and give the Custom Royal a very high-end look. Power brakes, power steering and power windows are part of this deluxe package and, under the hood, the big V-8 fills the workmanlike engine compartment very nicely. It is not highly detailed, but remains tidy and complete - the perfect car to simply drive and enjoy. All it takes is a winning bid and a push of the button, and you’ll be the lucky guy or gal enjoying this wonderfully rare Dodge.

1959 Cadillac Series 60 Special Fleetwood

Lot #176 (Sale Order 70 of 106)

390 cid V-8 engine, single four-barrel carburetor, 325 HP, Hydra-Matic four-speed automatic transmission, independent front suspension with coil springs and stabilizer bar, four-link rear suspension with semi-floating rear axle and coil springs, power-assisted four-wheel hydraulic drum brakes; wheelbase: 133"
No other car captures the essence of the 1950s “Jet Age” era quite like the 1959 Cadillac line, featuring many forward-looking styling elements that could have been copied from Cold War-era rockets and supersonic aircraft. However, some of these futuristic design cues – including Cadillac’s bold tail fins – actually date back to GM’s 3/8-scale “Interceptor” design studies of the early 1940s. Overseen by Harley Earl’s assistant, Julio Andrade, these futuristic designs were derived from the U.S. Army Air Corps’ top-secret Lockheed P-38 “Lightning” fighter aircraft that earned fame in every theater of WW II. In addition to their all-new and incomparable styling cues that would soon assume iconic status, all 1959 Cadillac models featured impeccable build quality in keeping with their premium market stature. All were powered by Cadillac’s proprietary V-8 engine, now displacing 390 cubic inches and developing 325 horsepower in basic tune. Measuring nearly 19 feet in overall length and riding a 130-inch wheelbase length across the board, they delivered a commanding presence in all respects. Offered annually since 1946, the Series 60 Special Fleetwood was Cadillac’s high-end, high-style sedan, positioned just under the formal Series 75. Its heritage and stature is rich, rooted in the original 1938, 1939, and 1940 Series 60 Specials, which introduced numerous advanced styling elements predicting future designs by Bill Mitchell, who would eventually become Harley Earl’s handpicked successor by 1958. Formerly of the Ed Hicks Collection, this exceptionally well-preserved 1959 Cadillac Series 60 Special Fleetwood is a highly original example of the marque’s greatness during the late 1950s. Remaining very attractive with either original paint or a quality older refinish, it features an original-appearing interior with striking patterned cloth upholstery. Doors fit and close as they should and the engine bay is unrestored, highly correct, and nicely presented. Features, options, and amenities are plentiful, including air-conditioning, the Autronic Eye automatic headlamp dimmer, cruise control, power brakes, power steering, a pushbutton-operated radio, power-adjustable front seat and remote driver’s side mirror. Just under 33,600 miles are indicated at the time of cataloging. An uncommonly pure and unadulterated classic Cadillac, this 1959 Series 60 Special Fleetwood is a study in postwar design and effective preservation.

1941 DeSoto Deluxe Four-Door Sedan

Lot #177 (Sale Order 71 of 106)

327 cid inline 6-cylinder engine, 109 HP, three-speed manual transmission, torsion bar front suspension, rear semi-elliptic leaf springs, four-wheel drum brakes; wheelbase: 125”
The DeSoto Deluxe was produced from 1939 - 1952, beginning as a mid-sized family car and finally surviving the WWII years. It had a great, sleek style for the day, and showed a glimpse of the big chrome grilles that every car would sport after the war. Sold mostly as the four-door sedan offered here today, they also offered a two-door and the extended wheelbase Suburban. The new 1941 “Rocket” styling introduced the classic waterfall grille look, which would remain a DeSoto trademark through the mid ‘50s. The entire DeSoto line was a huge seller for Chrysler during this period, including the then radically designed Airflow beginning in the 1934 season. This fine 1941 example is well-finished in beautiful maroon, with fine quality chrome and the original DeSoto hubcaps. No one can resist the classic ‘40s front end, complete with fog lamps, bumper guards, and the turn signals mounted into the headlamp bezels. Out back, the chrome is likewise in fine condition, with an ample trunk making this a very practical six-person sedan. It rides on period-correct wide whitewall tires with the factory chrome hubcaps. Inside, the huge chromed dash and vintage instruments immediately grab your attention, with excellent gray cloth seats and door panels and clean tan carpets. Entry into the rear compartment is easy with the rear opening “suicide” doors, and the entire impression of the interior is that of a very nicely cared for and well-loved sedan. The engine compartment is tidy and correct, with only normal wear apparent, showing that this Deluxe has been driven and carefully enjoyed by an enthusiast for many years. The car starts and runs like a dream and is ready for show or go. If a fine driving ‘40s car is in your sights, don’t miss a chance to bid on this solid DeSoto, one of the last pre-war examples built.

1929 Ford Model A Leatherback Sedan

Lot #178 (Sale Order 72 of 106)

200.5 cid L-head inline four-cylinder engine, 40 HP, three-speed manual transmission, solid front axle and live rear axle with transverse semi-elliptic leaf springs, four-wheel mechanical drum brakes; wheelbase: 103.5”
The first Sedan offered on the Ford Model A chassis was the so-called “Leatherback” model, featuring a “two-window” roofline devoid of rear quarter windows, with the hardtop covered in pebble-grain artificial leather. Promoted by Ford as the Fordor Sedan, it was intended to be an upscale and more comfortable Model A, and the styling emphasis was placed upon luxurious design and the quality of its interior fittings. Bodies of this style were produced by Briggs, in a leased corner of the Highland Park Ford plant, and became available in mid-May 1928. The design continued into 1929, after which a “three-window” design was adopted for future Model A Fordors. The car remains in wonderful condition and can only be referred to as AACA Class-ready in every way. Its fit and finish are excellent, with restored body, fenders, and polished nickel trim. The navy blue and tan finish on the body is very well-applied and looks great, with only a very slight patina earned through many careful polishing over the years. The radiator shell and other nickel trim throughout the car is in fine shape, and the tan pebble-grain artificial leather top covering looks fantastic. Add in etched wind wings, a single side-mounted spare tire and a rear-mounted trunk, and you can see how this model became so popular. Our consignor reports it to be an easy-starting Model A with plenty of pep, and one of his favorite drivers over the years. Step inside, and you’ll see the mohair interior is restored with proper fabrics, with floor mats and door panels all looking like new. The engine compartment is correct without being show worthy, and the car idles smoothly and is certainly a pleasure to drive. It’s comforting to see a clean Model A engine with correct finishes and factory colors still present. This is an excellent example of a rare Model A and is fully ready for enjoyment by any collector who appreciates fine originality.

1965 Cadillac Fleetwood Sixty Special Sedan

Lot #179 (Sale Order 73 of 106)

429 cid V-8 engine, single four-barrel carburetor, three-speed Turbo-Hydramatic automatic transmission, independent front suspension with coil springs, live rear axle with automatic leveling, four-wheel hydraulic drum brakes; wheelbase: 133”
Throughout the last half of the 20th Century and during the turbulent 1960s in particular, Cadillac steadfastly remained the undisputed leader of the American luxury-car market, despite a renewed challenge from Lincoln. For 1965, Cadillac positioned itself for continued success with its completely restyled model line-up and most notably, the once-fashionable but now retrograde tailfins were finally cast aside once and for all in favor of smart, blade-type rear fenders, while bodylines assuming a much simpler and more modern theme. The 1965 Cadillac models ushered in a new perimeter-type chassis frame, which replaced the old X-member frame design of the 1950s. Importantly, the new frame yielded considerably improved passenger space with forward placement of the engine by six inches. While fully boxed, the new Cadillac frames weighed 300 pounds less than the prior design and were designed to respond differently than the body mounted onto it to avoid large-scale vibrations as the car passed over road bumps. Handling was carefully improved, with suspension and steering refinements, a widened front track and updated tires. When describing the new 1965 design, Cadillac General Manager Harold Warner stated, “Our objective was a car that says Cadillac even if all divisional insignia is removed.” Indeed, the overall result was both an unqualified success and a design statement of pure, understated elegance “…laid out with an architect’s precision,” according to a contemporary Motor Trend evaluation. Cadillac’s model lines were streamlined as well for 1965 and the Sixty Special Sedan continued as a key component of the top-level Fleetwood model line and was quite popular with 18,100 produced for the 1965 model year. This very well-maintained example is a California and Texas-based vehicle, benefiting from the care of just three owners – documented by a succession of insurance liability cards with the vehicle – prior to joining the Museum Collection in 2017. Consistent with proper care over the years, this Fleetwood Sixty Special features very good paint and brightwork, nicely preserved leather upholstery and a tidy engine compartment and trunk, with the latter containing a spare wheel/tire and roadside jack, as well as a number of miscellaneous parts. Features and options include power brakes and steering, power windows and door locks, Twilight Sentinel headlamp dimmer, Comfort Control thermostatic air-conditioning (compressor not attached), AM/FM radio and remote side view mirror. Only an approximate 52,200 miles were indicated at the time of cataloguing. An exceptionally pure example of one of Cadillac’s best for 1965, benefiting from limited ownership and obviously good care, this Fleetwood Sixty Special Sedan is a “must have” for any collector of postwar Cadillacs.

1989 Cadillac Allante

Lot #180 (Sale Order 74 of 106)

4.5-liter engine, 200 HP, four-speed automatic transmission, four-wheel power disc brakes, front and rear independent McPherson strut suspension, Bosch power ABS disc brakes; wheelbase: 99.4”
The Allante was Cadillac’s answer to luxury convertibles such as the Mercedes-Benz SL and Jaguar XJS and was a true international effort. Produced in small numbers, the bodies were designed and manufactured by Pininfarina in Italy, then flown to Detroit for final assembly. Engine power was initially provided by a 4.1-liter aluminum V-8 engine with multi-port fuel injection at 170 HP but, by 1989, displacement rose to 4.5 L and 200 HP. The transverse mounted V-8 was mated to a four-speed front-wheel-drive automatic transmission. The paint and bodywork on this lovely Allante are nothing short of excellent, with a like-new shine and factory panel gaps. All the trim and glass are likewise clean, and factory correct. It’s just as clean underneath and was obviously well-cared-for from new. Even the removable aluminum hardtop shows no signs of wear. The interior must have been straight out of the future in 1989, with an incredible Delco-GM/Bose Symphony Sound System (a $905 option on other Cadillacs), the industry's first power retractable AM/FM/cellular telephone antenna, and a complex lamp-out module that substituted an adjacent lamp for a burned-out bulb in the exterior lighting system. Of course, power steering, power brakes, power seats, power windows, and power locks are included, with nary an analog knob or switch in sight. The tan leather is in excellent condition, with clean carpets and door panels, so sit back and enjoy the fully adjustable seats and state-of-the-art interior from 1989. This Allante loves to highway cruise, offering state-of-the-art technology for Cadillac, with four-wheel anti-lock disc brakes, a four-speed automatic, and a sophisticated Macpherson strut suspension. The engine bay is clean and bone stock, as if it is right out of the showroom. It’s the perfect blend of Italian design and Cadillac craftsmanship. Enjoy your own drive down Memory Lane in this wonderful 1989 Allante - a true pinnacle of Cadillac design for the entire era.

2006 Cadillac XLR-V

Lot #181 (Sale Order 75 of 106)

4.4-liter supercharged DOHC Northstar V-8 engine, electronic fuel injection, 443 BHP at 6,400 RPM, six-speed manual/automatic transmission, four-wheel independent suspension with anti-roll bars and magnetic ride control, four-wheel hydraulic disc brakes with drilled rotors and ABS; wheelbase: 105.7”
Rooted in the dramatically styled Evoq concept car unveiled at the 1999 North American International Auto Show in Detroit, the Cadillac XLR heralded a resurgent, performance-minded Cadillac Division and conclusively proved high-technology, high-performance automobiles can be aesthetically appealing. The most radical and certainly best-performing Cadillac since the celebrated 1967 Eldorado, the XLR immediately made a bold statement with design language emphasizing aggressive, angular bodylines. Starting with an all-new performance-oriented chassis design, Cadillac engineers added the comfort and refinement of a luxury coupe. The light, strong and rigid chassis was also the basis for the C6 Corvette and provided valuable data for the Corvette. Powered by the 4.6-liter Northstar V-8 developing 320 horsepower mated to a five-speed automatic transmission, the XLR delivers stunning levels of performance. In July 2003, Road & Track magazine testers sprinted from zero to 60 miles per hour in just 5.6 seconds and covered the quarter-mile in 14.0 seconds. Top speed was an electronically-limited 155 MPH. With an ideal 50/50 weight distribution and communicative steering, the XLR remains a true dual-purpose roadster, capable of handling all road conditions with stability and confidence. Technical innovations abound, including Magnetic Ride Control, ABS brakes, stability-control and traction-control. The XLR-V raised performance further with its roots-type Eaton supercharger pushing power output of the 32-valve Cadillac Northstar V-8 engine to 443 horsepower and 414 pounds-feet torque. Electrifying performance includes 13-second quarter-mile times and the ability to assault the skidpad at 0.87 g as proven in testing by Road & Track editors. Interior accommodations were a tasteful blend of aluminum accents and rich wood grain trim. The clean, uncluttered cockpit features heated and cooled 8-way adjustable leather seats, analog gauges, and seven-inch multi-function LCD screen controlling the DVD navigation and Bose premium entertainment system. While carving corners, the XLR-V driver monitors vital information with the heads-up display (HUD). This outstanding example benefits from single-collector care from new, with 18,816 miles of use at time of cataloguing. As offered, it is virtually impeccable, with the sole exception of reasonable wear to the driver’s seat leather surfaces, consistent with the vehicle’s low mileage. In addition to its stunning array of features and options, this 2006 Cadillac XLR-V is accompanied by an original window sticker, factory production manifest, factory warning tags, stickers, and literature, dealer brochures and magazine articles. Best of all, it offers year-round comfort at the push of a button with its amazing retractable hardtop roof.

1936 Chevrolet 'Phaeton'

Lot #182 (Sale Order 76 of 106)

207 cid inline six-cylinder engine, 79 HP, three-speed manual transmission, front and rear leaf spring suspension, four-wheel drum brakes; wheelbase: 109”
1936 brought major styling changes to the Chevrolet Motor Division. The radiator cap was hidden under the hood, the fenders were more rounded and added was a waterfall grille. Steel-spoked wheels were standard and wire wheels were optional. The frame was changed from an X design to a lighter and stronger box-girder design. The wheels were 17” and gone were the numerous small gauges set into the instrument panel and new were two larger tan colored instrument clusters that included the basic information for engine operation. Another major change was the addition of hydraulic brakes for added stopping power. This beautiful automobile has been fully restored, with fine cream colored paint finishes and contrasting black fenders and running boards. The soft top is tan and in excellent condition, and all credit is due the Chevrolet designers because this car looks just as good with it up or down. The leather interior is supple and clean, as are the door and floor panels. Everything on the car functions properly and, from top to bottom, it’s obvious that this Phaeton has been well-cared for and enjoyed properly for many years. Pop the hoods, and you’ll see why these cars were so popular - the inline six-cylinder engine brought the ability to cruise at highway speeds to modestly priced cars for Chevrolet. The drivetrain is smooth and quiet, and the car starts readily and idles smoothly. It’s not hard to see how Chevrolet took back first place in sales from Ford - the new 1936 models boasted a 70% increase in sales over their 1935 models. It’s a sporty yet classic Chevrolet in gorgeous condition; one that is sure to both attract attention from collectors and continue to provide a quality motoring experience to the next caretaker.

1955 Chrysler 300C Coupe

Lot #183 (Sale Order 77 of 106)

331 cid “Hemi” V-8 engine, dual four-barrel carburetors, 300 HP, Powerflite two-speed automatic transmission, independent front suspension with coil springs, live rear axle with semi-elliptic leaf springs, hydraulic four-wheel drum brakes; wheelbase: 126"
While the Chrysler 300 is widely recognized as one of America’s first true postwar high-performance cars, it was also a refined full-size automobile with abundant luxury features and a commanding presence to match. Powered by Chrysler’s 331 cubic-inch “Hemi” V-8 engine delivering 300 horsepower, the C-300 carried the substance to back up its image, as the most powerful American production car made available to the public since the mighty Duesenberg Model SJ of the 1930s. Racing success was immediate, with the C-300 winning 18 NASCAR-sanctioned stock-car races during 1955. At the world-famous Daytona Beach speed contests that year, Tim Flock’s C-300 set a new record on the flying mile and he went on to take the 1955 NASCAR Grand National Championship with a C-300, securing the car’s formidable and enduring performance image. Utilizing the information gained from Briggs Cunningham’s Chrysler-powered Le Mans racing program, the C-300 engine featured a full-race cam, higher compression ratio, adjustable rocker shafts, solid valve lifters, and dual four-barrel carburetors gulping air through a special “bat wing” air cleaner assembly. Other C-300 features included highly developed, heavy-duty suspension with a lowered ride height, an improved Powerflite automatic transmission, and a 3.54:1 performance rear axle. Chrysler produced just 1,725 top-of-the-line C-300s in all for 1955 and today, the Chrysler Letter Car Club estimates just an approximate 10 percent remain. The Chrysler C-300 gave rise to the legendary Chrysler 300 “Letter Series” cars to follow through the next 10 years, ending with the 300L of 1965. The first postwar production car to produce 300 horsepower, the C-300 took the automotive world by storm when new and its influence remains profound today. The C-300 offered here is particularly interesting, having been owned from new until mid-2018 by Harold and Clara Speidel of Salem, Oregon when it was acquired by the museum. While the Chrysler did receive a repaint many years ago, the interior upholstery appears original and well-kept, notwithstanding age-appropriate wear accumulated over the previous six decades. In addition to power steering and Chrysler’s Powerflite automatic transmission, this C-300 is further equipped with a Town and Country pushbutton radio, period-correct spare tire and wheel assembly, roadside jack and lug wrench. An unqualified motorsports legend by any standard with precious few survivors today, the 1955 Chrysler C-300 is historic and an essential part of the finest collections of significant automobiles, regardless of the era.

1957 Chevrolet 3200 Pickup

Lot #184 (Sale Order 78 of 106)

265 cid V-8 engine, 160 HP, four-speed manual transmission, front independent suspension, rear semi-floating axle with leaf springs, four-wheel drum brakes; wheelbase: 123”
Americans love their ‘50s pickup trucks, and none were better than the ’55 - ’57 Chevrolets. From the base six engine in 1955 all the way to the all-new 265 cubic-inch V-8, in 1956, Chevy was making a statement in the truck market that pickups can be comfortable, powerful and beautiful while still doing a good day’s work. By 1957, a 12-volt electrical system was in place, improving reliability, and even power steering was an option - all firsts for GM in light trucks. Style points went to the first wraparound windshield and matching rear glass, a newly styled egg-crate grille, and a flashy two-tone painted dash with a central fan-shaped instrument cluster that was right out of the space age. A cool new dished steering wheel, safety door locks and strikers, and a more rigidly mounted rear axle (using threaded spring shackles instead of the center-draw-bolt type) were among the other improvements. This lovely turquoise 3200 was immaculately restored in 1999, and the 70,000 miles was at that time reported to be actual. It was displayed at a GM dealership for a year and has simply been stored and maintained in a collection ever since. The impeccable paint finish remains in excellent condition throughout, the doors and tailgate operate smoothly, and the turquoise and white color combination always attracts a crowd. The engine bay is in wonderful condition, and the truck runs with quiet authority. Inside, the cloth interior is in excellent condition with a clean painted dash, new floor mats, and that cool four-speed on the floor. The fit and finish throughout this 3200 is exceptional, with great chrome and brightwork really catching your eye. The stepside bed is highlighted by a hardwood and stainless-steel floor. There’s simply nothing left to do on this truck but slide in, turn the key, and drive. If you ever wanted an eye-catching ‘50s truck that is also a great investment, and all the heavy lifting already accomplished, here is a unique opportunity for the next new owner to enjoy a fine classic pickup for many years to come.

1941 Lincoln Continental Coupe

Lot #185 (Sale Order 79 of 106)

292 cid L-head V-12 engine, 120 HP, three-speed manual transmission, solid front axle and ¾-floating rear axle, transverse semi-elliptic leaf springs front and rear, four-wheel hydraulic drum brakes; wheelbase: 125"
Returning from his European travels in 1938, Edsel Ford was captivated by his concept for a “special convertible coupe that was long, low, and rakish,” incorporating many of the design cues of the most glamorous and advanced European cars. Ford designer E.T. “Bob” Gregorie quickly sketched the outline of the new car’s two-door, four-seat body, based heavily on the basic design of the Lincoln-Zephyr that revitalized Lincoln’s fortunes upon introduction in 1935. The distinctive Continental design featured a lowered hood line and cowl with extended front fenders, while lengthened and skirted rear fenders matched the bustle-style trunk, and the folding top featured formal Victoria-style blind rear quarters. Edsel’s approval was enthusiastic and swift. Work began to complete the car in time for his winter vacation in Florida. Since there was insufficient room for a trunk-mounted spare tire, the car received its signature feature, a rear-mounted “Continental” spare-tire. The prototype was completed in less than six months and was the hit of the winter season among Edsel’s friends in Florida. Initially called the Lincoln-Zephyr Continental, the car entered production as a 1940 model, with 404 produced. This initial success spurred continued production for 1941, with 1,250 built – 850 Coupes and 400 Cabriolets. Film and business icons clamored for a Continental of their own and some of the era’s most renowned designers, including Frank Lloyd Wright and Raymond Loewy, bought Continentals themselves, providing perhaps the ultimate form of admiration. The arts community wholeheartedly agreed with the Continental’s design significance, well after the car was released, when New York’s Museum of Modern Art held the landmark “8 Automobiles” exhibit in 1951. The cars exhibited were examples of Mercedes, Cisitalia, Bentley, Talbot-Lago, Willys-Jeep, Cord, MG, and of course, the Lincoln-Continental. As the exhibit program stated, “The eight automobiles in this exhibition were chosen primarily for their excellence as works of art, although no automobile was considered for inclusion unless its mechanical performance met the highest technological standards. A second consideration was their relevance to contemporary problems of passenger car design.” Very rare today as one of an estimated 200 survivors from the 850 Lincoln-Continental Coupes produced for 1941, this excellent car remains a great example of a 20th Century automotive design benchmark. Avidly sought after by society’s elite when new, the Continental firmly re-established Lincoln’s exclusivity and remains an automotive design icon today. Very well-maintained, this CCCA Full Classic® remains simply a wonderful example of the inspired genius of the Edsel Ford/"Bob" Gregorie design collaboration.

1941 Chevrolet Custom Coupe

Lot #186 (Sale Order 80 of 106)

Small-block Chevrolet V-8 engine, Edelbrock four-barrel carburetor, automatic transmission, independent front suspension, live rear axle, hydraulic front disc, rear drum brakes; wheelbase: 116”
Having returned to popularity after the success of George Lucas’ iconic movie “American Graffiti,” street rods and custom cars of the 1970s and early 1980s were usually based on prewar Ford models. As supplies of those once-plentiful cars dried up, builders moved to the more plentiful cars of the 1940s that still remained available from Ford, Chevy, Plymouth, and other American makes as the basic canvas for their automotive artistry. A key development in this growing trend was Californian hot rodder “Fat Jack” Robinson and his 1946 Ford coupe, a dual-threat car with classic style, modern construction quality and presentation. Capable of street cruising, just like in the old days, Robinson’s coupe was also fearsome on the dragstrip; that is, until he wrecked the car on one furious blast. However, Robinson proved his point well before his mishap with the car, which was a cover car for Hot Rod magazine’s June 1985 issue. Hailed as the progenitor of a whole new trend in the custom-car hobby, Robinson’s “Fat Attack” Ford inspired a whole new wave of builders with its wild looks, details and performance. Featuring decidedly smooth bodylines and wild two-tone custom paint, this 1941 Chevrolet custom coupe is an eye-popping example of the “Fat Attack” custom trend of the 1980s and 1990s. The product of much labor, time and money invested, its custom tweaks are numerous, including a radically chopped roofline, headlamps relocated behind the radiator grille, chopped glass all around, shaved chrome and handles, and the addition of modern rearview mirrors plus frenched modern taillights. The old “Stovebolt Six” was replaced by a modern Chevy small-block V-8 engine, topped by an Edelbrock four-barrel carburetor and twin-element air cleaner, mated to an automatic transmission. Dressed in a wide array of billet aluminum goodies, the healthy small-block is cooled by a modern radiator and electric fan. Inside, the fully customized interior features black and yellow-accented upholstery, bucket seats, electronic gauges and air-conditioning. Featuring a wicked presence with its bold colors and raked stance, this 1941 Chevrolet Custom Coupe stands ready to carry the “Fat Attack” to a whole new generation.

1957 Nash Metropolitan Convertible

Lot #187 (Sale Order 81 of 106)

1,500 cc Austin A-50 OHV inline four-cylinder engine, Zenith downdraft carburetor, 52 HP at 4,500 RPM, three-speed manual transmission, independent coil-spring front suspension, live rear axle with leaf springs, four-wheel Girling hydraulic drum brakes; wheelbase: 85”
Nash emerged from World War II as a feisty independent automaker with strong overseas connections, ready to develop exciting and innovative new designs for the brave new postwar market. Capitalizing on fast-growing American enthusiasm for small cars led to the Metropolitan, widely acknowledged by many experts today as America's first subcompact automobile. Design was based on an early study penned by Bill Flajole, with a lengthy design and development cycle including his NXI and NKI prototypes, the production Metropolitan bore a number of visual cues from Turin, Italy's renowned Pinin Farina design house. Fisher & Ludlow of Birmingham, England built the bodies, and Austin performed final assembly at its Longbridge, England production facilities. Initially powered by a 1,200 cc Austin A40 engine mated to a three-speed gearbox, the cheeky Metropolitan delivered remarkable fuel economy of up to 42 MPG. The Metropolitan debuted in May 1954 in both Coupe and Convertible forms and it was an unqualified hit with 8,000 examples sold during its first four months of availability alone. An early Motor Trend magazine road test enthusiastically described the Metropolitan as “…a scaled down version of everything good in a Nash, which is saying plenty.” Following the late-1954 merger of Nash with Hudson to form American Motors, the Metropolitan was also offered as a Hudson model. In 1956, the Metropolitan was upgraded to the larger, more powerful Austin 1,500 cc (91 cubic-inch) engine. Styling was updated as well, including the addition of a chrome side slash for two-toning, and the dated faux hood scoop was removed for a cleaner look. By 1957, the industry, Hudson, and Nash had changed. American Motors dropped both respected nameplates and, from 1958 to 1962, the car was known as the AMC Metropolitan. Captivating in pink-over-white two-tone livery with matching upholstery and a newer white convertible top, this 1957 Nash Metropolitan convertible carries a festive 1950s presence. Offered in nice condition, it benefits from an engine rebuild completed at Shook Enterprises. Accessories include a top-boot cover, added coolant temperature gauge, and twin air horns, plus a reproduction Metropolitan Series 1500 Owner’s Manual. Benefiting from climate-controlled storage, this 1957 Nash Metropolitan is a fun and attractive example of one of the earliest American small cars ever offered and offers a wonderful opportunity to enjoy classic-car ownership.

1961 Nash Metropolitan Two-Door Hardtop

Lot #188 (Sale Order 82 of 106)

90 cid inline four-cylinder engine, 55 HP, three-speed manual transmission, front independent coil-spring suspension, rear live axle with semi-elliptic leaf springs, four-wheel drum brakes; wheelbase: 85”
The Nash Metropolitan was produced from 1954 through early 1962. In 1954, the Nash-Kelvinator Corporation merged with Hudson Motor Car Company to form the American Motors Corporation (AMC). It was the largest corporate merger in the United States history up to that point. When most other automobile manufacturers of the time were creating large automobiles, the Nash Motor Company set out to produce a small, economical, fuel-efficient vehicle. A concept car, the NXI (Nash Experimental International) was built, and production was handed over to Austin of England, bodywork was handled by Fisher & Ludlow, and final assembly was by the Austin Motor Company. This clean and cute Metropolitan is sharp from every angle with absolutely lovely turquoise and white paint finishes. The panel fit is excellent, the trim is lovely, and no evidence of corrosion or flaws is evident. With the large convex hood sporting an impressive hood ornament, and very sharp paint lines highlighting the two-tone white roof and matching lower panels, it’s a classic ‘50s look that is simply very well-presented. The door cutouts add an old-school texture to the slab-sided design, and the huge wraparound rear window and chrome-covered rear-mounted spare finish the innovative design. Inside, the correct gray and white houndstooth fabric interior with black piping and is freshly restored, with proper floor mats and clean door panels, and it seats two very comfortably. The large center dash console is sharp and holds the clean gauges, Weather Eye heater and a functional AM radio. The engine bay is very tidy and appears fully correct, with the clean 55-HP four-cylinder sitting proudly with a chrome valve cover and proper accessories. Everything is well-painted and set up right out of the Nash brochure in 1961. Enjoy an international motoring experience in very nice final-year Nash Metropolitan.

1960 Oldsmobile 98 Coupe

Lot #189 (Sale Order 83 of 106)

394 cid V-8 engine, 315 HP, automatic transmission, front independent coil spring suspension, rear semi-elliptic leaf springs, four-wheel drum brakes; wheelbase: 126”
The 1960 Oldsmobile 98 gave America more of what it wanted - sleeker, lower, and more powerful cars. Oldsmobile’s biggest and brawniest, the 98 had the highest trim level of any Olds and have come to define GM’s “Linear Look” years. A stronger, new semi-unitized body/frame structure (aft of the cowl) help create an aesthetically pleasing design despite the obvious dimensional increases and much greater glass areas. Simpler “Balanced Design” styling with new lower-body sheet metal identified the 1960s and gave Oldsmobile a “Rocket for Every Pocket”. This Olds 98 was built in Lansing, Michigan and the new owner ordered with some rather delightful options – power windows, deluxe interior, and AM radio that has controls for left/right balance and even bass volume. Equipment inside includes Safety V steering wheel, turn signals, electric windshield wipers, safety-spectrum speedometer, carpets with rubber inserts, padded dash, courtesy lamps, Star-lite headliner, two-speed windshield wipers, chrome roof side moldings, windshield washers, electric clock, and deep twist carpeting. This big 98 features air scoop brakes, wheel trim rings, chrome roof moldings, power brakes and steering, and Olds’ new Jetaway Hydramatic transmission. Known as the SceniCoup, this big Olds has 4” of extra legroom in the spacious back seat, and just 7,635 were produced - largely because of the hefty $4,083 list price - one of the most expensive Oldsmobiles of the day. Recently tuned and tested, this Camelot era Olds 98 has the largest available engine offered for this year — a 394 cubic-inch Rocket V-8 with a factory rating of 315 horsepower and the Jetaway Hydramatic transmission. All the mechanicals have been refreshed with new fluids and tested with light mileage to ensure this car is fully ready to roll. With lovely Gold Mist paint and original chrome, this 98 stands ready for your family to enjoy one of the most powerful and comfortable cars of the era.

1955 Packard Caribbean Convertible

Lot #190 (Sale Order 84 of 106)

352 cid OHV V-8 engine, dual Carter four-barrel carburetors, 275 HP at 4,800 RPM, Ultramatic automatic transmission, independent front suspension and live rear axle with front and rear torsion bars, four-wheel hydraulic drum brakes; wheelbase: 127"
Heavily influenced by European sports cars and the succession of exciting “dream cars” created and shown by most American auto manufacturers during the early 1950s, Packard commissioned several interesting concept cars of its own with an eye to production. Beginning in 1949 and 1952 with the sporty Monte Carlo hardtop designs by the Henney Body Company, Packard’s supplier of professional-car bodies, Henney designer Richard Arbib penned the Pan American concept which debuted at New York in 1952. Based on a stock 1951 Packard Series 250 convertible and featuring a channeled and sectioned body, the Pan American cast an elegant yet sporting profile and sported top-quality passenger appointments. Despite its many stylistic advantages; however, the Pan American’s stance was deemed unsuitable for production. Additionally, high projected pricing halted the exciting project after some six Pan Americans were built. Encouraged by the positive public reaction to the Pan American, Packard CEO James J. Nance gave the go-ahead for development and production of a highly stylish, yet slightly less radical version of the Pan American. Dubbed “Caribbean,” it debuted for 1953 as Packard’s image leader. Featuring the fresh and modern design language of Dick Teague, the Caribbean offered bold three-tone paint schemes, full leather interiors, a striking aircraft-style dash layout, and a host of standard power-assisted passenger amenities. Power was delivered by the Packard’s state-of-the-art, 275-horsepower 352-cid V-8 engine, breathing through dual four-barrel carburetors topped by an iconic “batwing” air-cleaner assembly. Priced from $5,932, just 500 examples of these highly equipped and very stylish cars were produced for 1955. Far more than a mere design statement, the 1955 Caribbean shared its highly sophisticated mechanical specifications with the rest of the Packard model range, for a premium driving experience to match. An innovative front and rear torsion-bar suspension system included automatic leveling, making the 1955 Packards some of the smoothest riding and best handling full-size cars of the era. In addition, Packard’s Ultramatic automatic transmission was updated with a locking torque converter, offering the economy and performance of a manual unit with the operating ease of an automatic. Here is your opportunity to acquire an extremely rare mid-1950s American legend, and one of the last “true” Packards built before the Studebaker takeover and the demise of Packard as an independent luxury-market manufacturer. Powered by the 352 cubic-inch, 275-horsepower Packard V-8 engine fed by factory dual-quad carburetors, luxury truly meets performance with this 1955 Caribbean, which continues to benefit from a high-level restoration and careful preservation. In addition to the highly regarded torsion-bar, self-levelling suspension, plus power-assisted brakes, power steering, power windows, a power-operated convertible top, a pushbutton AM radio with twin radio antennae, and automatic transmission. Carrying a great presence with its tri-color livery, this iconic 1955 Packard Caribbean Convertible presents bidders with an ideal opportunity to acquire a sophisticated and highly collectible, late-production example of the historic Packard marque.

1950 Packard Eight Standard Sedan

Lot #191 (Sale Order 85 of 106)

288 cid inline eight-cylinder engine, 135 HP, three-speed manual transmission, independent front coil spring suspension, rear semi-elliptic leaf springs, four-wheel hydraulic drum brakes; wheelbase: 120”
If you’re a Packard enthusiast, you realize that cars like this 1950 Packard are very special machines that drive superbly and offer a level of quality few other automakers could match. This 23rd Series Packard is smooth, sleek, and very streamlined, and it offers a glimpse into the future of automotive design. Accentuating the car’s aerodynamic profile is lovely maroon paint, a period-perfect choice that makes the car look elegant and correct. Restrained use of chrome and stainless-steel was a hallmark of Packard design, and the brightwork on this car is in very nice shape, perhaps even original. This car also wears accessories like the windshield visor, back-up light, and bumper guards front and rear. Luxurious yet conservative interiors were the name of the game for Packard, and this car sports tan cloth bench seats that have been reupholstered using modern materials and original patterns, so it’s appropriate-looking and comfortable. The gauges are arranged in two round pods holding the speedometer and clock, with auxiliary gauges tucked in between, all visible through the spokes of the very cool steering wheel. This car is equipped a three-speed manual transmission with a column shifter, but with all that straight-8 torque, you don’t really need to do a lot of shifting. The back seat is spacious enough for three adults. The 288 cubic-inch straight-8 engine features nine main bearings and impeccable smoothness, as you would expect from the biggest name in inline eights. There’s a swell of torque at any speed and the transmission needs only to get into high gear and stay there, letting the engines low-rpm grunt do all the work. The engine appears stock, including the big air cleaner, downdraft carburetor, and generator. The exhaust system has a pleasant eight-cylinder hum that is totally appropriate and its virtually silent at speed. The unrestored undercarriage shows off years of clean living with surface scale and grease, but no glaring issues, suggesting this car has always been superbly maintained and carefully used.

1927 Essex Five-Window Sedan Custom

Lot #192 (Sale Order 86 of 106)

302 cid V-8 engine, 275 HP, five-speed manual gearbox, custom coil spring front suspension, rear custom leaf springs, four-wheel power disc brakes; wheelbase: 110”
Essex only lasted on its own from 1918-1922 but was rescued by the Hudson Motor Company from 1922-1933. While Henry Ford is credited with inventing the affordable car, it was Essex that made enclosed cars affordable. This Essex utilizes an original five-window coupe body as the starting point for this wonderful build. The panel work, door fit, and deep blue paint finishes on the Essex are truly first class all the way, with a classic look and all the comfort and convenience that a tall, suicide-door vehicle allows. The restoration is just a year old, and the dash, the door sills, and painted running boards are all likewise beautiful and show no wear. The stance is perfect, with big and little American Racing mags all around, a lowered fully custom independent suspension, and modern highway radials. There's not a lot of flash or chrome on the exterior of the car, but it is all in excellent shape and is tastefully done. The show car 302 V-8 engine is fully dressed for a night on the town, with a classic Edelbrock 2x4 carb and aluminum manifold set up and a Thumper roller cam. Polished heads, aluminum radiator, lots of billet and chrome, and a clean presentation throughout is truly a beautiful sight for any gear head. Power hits the ground through a floor-shifted five-speed manual gearbox, with Wilwood power disc brakes in place to reel in the fun quickly. Slide into the sumptuous leather bucket seats, and the world is your oyster. Grab the fully tiltable chrome and leather spoked steering wheel, and you are surrounded by a custom leather masterpiece of an interior. From the dash pad to the door panels to the incredible Ostrich leather headliner, this interior is truly a work of art. Mix in a Vintage Air system in the dash, an amazing sound system with subs, and of course power steering and power brakes, and you have a car from the ‘20s that is fully capable today. You’ll love the classic looking analog gauges (which are actually fully digital) mounted in a carbon fiber panel surrounded by glove soft leather. It just doesn't get any better! There’s a custom backup camera, power windows, and plenty of room for gear or kids in the back. Enjoy every modern convenience in this impeccable and unique Essex Five-Window Sedan.

1955 Packard Clipper Super Panama Hardtop

Lot #193 (Sale Order 87 of 106)

Model 5547. 320 cid OHV V-8 engine, Carter four-barrel carburetor, 225 HP, automatic transmission, independent front suspension with coil springs and torsion bars, live rear axle with leaf springs and torsion bars, hydraulic four-wheel hydraulic brakes; wheelbase: 122”
It is a truly bitter irony that, by 1955, Packard was slipping into oblivion following its merger with Studebaker, just as its best-ever postwar models debuted. All Packard models now featured an innovative front and rear torsion-bar suspension system with automatic leveling, making the 1955 Packards some of the smoothest-riding and best-handling full-size cars of the era. Reportedly, the advanced engineering of the 1955 Packard lines reportedly even forced Chrysler back to the drawing board to rethink its own “Torsion-Aire” design. A pair of modern and powerful OHV V-8 engines also debuted with 1955 Packards, displacing 320 and 352 cubic-inches with robust 225- and 275-horsepower ratings, respectively. In addition, Packard’s Ultramatic automatic transmission was updated with a locking torque converter, offering the traditional economy and performance of a manual unit with the smoothness and ease of operation of an automatic. Stylistically, the “high-pocket” design language of the entire 1955 Packard model range was fresh and modern with crisp lines penned by Dick Teague, who would later go on to acclaim as American Motors’ head of design. The Caribbean Convertible continued as Packard’s image leader, while the Clipper nameplate, first used in 1941, succeeded the Packard 200 series for 1953-1956 as Packard’s entry-level models intended to compete directly with DeSoto and the “junior” Hudson models, plus Mercury and Oldsmobile. Initially offering just two- and four-door sedan bodies in Special and Deluxe trim levels, the Clipper line included an expanded model line by 1955, comprising Deluxe, Super and Custom trim levels, plus the Super Panama and Custom Constellation hardtops. Offering Packard quality and image at a reasonable price, the Clipper line sold briskly, yet represented only a small fraction of sales in the highly competitive mid-market, with 8,039 Clipper Deluxe, 14,995 Super and 15,380 units produced for 1955. Of them, just 2,776 Clipper Super Panama hardtops were built that year. Finished in period-appropriate salmon and white paint over an inviting two-tone interior trimmed in gray and white upholstery, this 1955 Packard Clipper Super Panama hardtop is a rare example of these later-production models from Packard’s last few years as an independent manufacturer. In addition to a desirable Packard Ultramatic automatic transmission, this 1955 Packard Clipper Super Panama hardtop is equipped with pushbutton radio, heater/defroster, power brakes and useful instrumentation plus an electric clock housed within an attractive brushed aluminum dash panel. The engine compartment is driver quality, yet honestly presented and properly equipped and the trunk is carpeted and fitted with a spare wheel and tire. While a driver quality example, this 1955 Packard Clipper Super Panama hardtop provides a rare, yet budget-friendly entry point into Packard ownership.

1967 Austin Mini Moke

Lot #194 (Sale Order 88 of 106)

998 cc BMC A-Series inline four-cylinder engine, 55 HP, four-speed manual front transaxle, four-wheel independent suspension, hydraulic four-wheel drum brakes; wheelbase: 80"
Designed by Sir Alec Issigonis and first introduced in 1959, the Austin Mini is recognized today as one of the most influential automobiles of the 20th Century, second only to Ford’s Model T. With its compact exterior dimensions, the Mini featured an innovative transverse-mounted engine, neatly integrated with the gearbox and front-wheel drive system. This basic layout, combined with small 10-inch diameter wheels at each corner of its squat, box-like body, also provided the Mini with a deceptively spacious passenger cabin. The Mini Moke, so-named after an ancient English expression meaning “donkey” or “pack mule”, shared the Mini’s mechanical components and basic layout. It was originally conceived as a lightweight, air-transportable vehicle, stripped to its bare essentials and aimed at meeting British military requirements. Although the Moke was rejected by the Royal Army due to concerns over the Moke’s low ground clearance, BMC so ardently believed in the Moke’s remarkable utility and began offering it to the public in 1964. While UK production ended in 1968, the Moke continued to be produced in Australia and later by Cagiva in Portugal, with production finally ending in 1992. Eventually, some 51,000 examples were built in total, with many finding favor with generations of farmers, linemen and ranchers for their toughness and sheer utility. A number were also exported to Catalina Island, the Caribbean and the Seychelles, where their simplicity and funky attitude made them a mainstay of vacation life. The Moke even gained stardom on the small screen, with several appearances in TV’s “The Prisoner” series. Finished in yellow with a maroon top, this festive Mini Moke from 1967 is a nice-appearing example, offered from long-term dry storage. Looking as though it just needs to be checked over mechanically and cleaned, it is a driver-quality example and could make a fun leisure vehicle or provide a great way to get around your acreage.

1972 Penton Mudlark Trials Motorcycle

Lot #195 (Sale Order 89 of 106)

Frame No: W403 125 cc air-cooled DKW/Sachs A-Series single-cylinder engine, single 22 mm Amal carburetor, Sachs gearbox, chrome-moly tubular frame, Metal Profile front forks and hubs, swing-arm rear suspension with coil-over shock absorbers, front and rear drum brakes
A highly accomplished American motorcycle racer during the 1950s and 1960s, John Penton operated a motorcycle dealership in Amherst, Ohio, where he sold bikes from BSA, BMW, and NSU. Famous among the motorcycle-racing fraternity, Penton was one of the era’s top enduro riders, going on to represent the United States seven times at the FIM-sanctioned International Six Days Trial (now the International Six Days Enduro), between 1964 and 1970. Interestingly, the first American ISDT team of 1964 counted Bud Ekins and Steve McQueen among the team’s roster of riders. After winning the 1966 Jack Pine Enduro with a Husqvarna, Penton became the Swedish manufacturer’s distributor for the Eastern United States. Seeking to capitalize on the baby boom generation with a lightweight off-road bike, Penton initially failed to convince Husqvarna, but soon put up $6,000 of his own money for Austria’s KTM to build a prototype, which went on to production in the United States during 1968 using a small Sachs engine plus improved suspension and detail features. These and his other machines were quite successful, as were members of Penton’s racing team. After having produced some 25,000 motorcycles, Penton sold his operation to KTM in 1978; in 1998, he was inducted into the AMA Motorcycle Hall of Fame. Produced by Wassell in England to Penton’s designs and first offered in 1972, the Penton Trials/Mudlark was purpose-built for timed trials events. Uncharacteristically, it remains infamous as the one Penton model not to have achieved acclaim in competition. Part of the criticism stemmed from its 125 cc Sachs A-Series engine, which delivered poor low-end power, and the vague shifting characteristics of its gearbox, also manufactured by Sachs. Despite those shortcomings, Penton reportedly agreed to purchase these engines in quantity from Sachs, in hopes of obtaining their preferred “B-Series” engines. Steering and handling were also criticized, having been derived from the Wassell’s motocross and enduro Pentons, but unsuited to the precision demanded by trials competition. As a consequence, few Mudlarks were produced and sold by Penton, making this fascinating “garage find” a rare discovery at auction. According to a recent inspection, this Mudlark appears complete overall, requiring only a knowledgeable new owner to have it inspected and serviced to possibly return it to working order.

1955 Pontiac Chieftain Catalina Hardtop

Lot #196 (Sale Order 90 of 106)

287 cid V-8 engine, 180 HP, automatic transmission, independent coil spring front suspension, rear semi-elliptic leaf springs, four-wheel drum brakes; wheelbase: 122”
The 1955 Pontiac Chieftain Catalina, also known as the Model 870 was completely new for 1955 - with a lower chassis, all new steel body panels, and fresh engine options, including Pontiac’s first V-8, the 287 that is present in this fine example. Pontiac benefitted from GM’s massive redesign for 1955, sharing much of its styling cues with contemporary Chevrolets and Buicks. The Chieftain had a compound curved windshield that was wider and lower, with straight-through fender lines and attractive two-tone paint jobs divided by bright trim. The hoods had wide stainless strips down each side and the massive front bumper was divided. The new look pushed Pontiac past 500,000 units for the first time and placed the company sixth on the sales list for the year. This Chieftain was sold new with Pontiac’s new 287-cid Strato-Streak OHV V-8 engine, which developed 180 HP with the four-barrel carburetor. It sits proudly under the expansive hood, presented correctly just as it was from the factory, with the slight exception of an efficient aftermarket ignition system. Backed by an automatic transmission, it stands ready for any highway task you present it with. This lovely Pontiac is tuxedo sharp in a fine black and red paint scheme, accented by wide whitewall tires and full factory wheel covers. The chrome throughout is exceptional, with the split front bumper and grille looking brand new. Overall, the car has very straight body panels and accurate panel gaps, and with the shiny black paint, any flaws would certainly be obvious. The interior matches perfectly, with a crisp two-tone red and black motif. The painted dash has plenty of chrome and clean, clear gauges. Options include an under-seat heater, turn signals, back-up lights, clock, six-way adjustable seat, tissue dispenser, rear defroster, and the original AM radio. Soon the Catalina name would be used for a very successful series of mid-sized cars for Pontiac but, in 1955, it was the Chieftain Catalina that was leading the way, and here’s a chance to own one of the very best.

1976 Jaguar XJ12C

Lot #197 (Sale Order 91 of 106)

5,343 cc SOHC V-12 engine, Bosch-Bendix-Lucas D-Jetronic electronic fuel injection, 244 HP (SAE Net), Borg-Warner three-speed automatic gearbox, four-wheel independent suspension, power-assisted hydraulic disc brakes (rear inboard); wheelbase: 108.75”
Rooted in a distinguished lineage dating to 1968, Jaguar’s full-size XJ-series luxury models were the last saloon cars from Coventry benefiting from the priceless input of company founder, Sir William Lyons. While the XJC two-door coupe variant debuted at the 1973 London Motor Show, it was in fact developed alongside the original Series I XJ during the late 1960s, with internal project numbers assigned for the Coupes – XJ33 for the 4.2-litre six-cylinder model, and XJ34 for the V-12. Based on the Series I short-wheelbase platform, the XJC was first offered as a 1975 model, with the 162 HP six-cylinder cars designated XJ35 and the top-echelon 244 HP V-12 XJ12C internally coded the XJ36 by Jaguar. Intended to compete directly with the contemporary “New Generation” hardtops from the upper end of the Mercedes-Benz model lines, the XJC delivered excellent performance for such a large, highly equipped luxury tourer. Amenities included plush leather upholstery, rich walnut interior accents, and smooth, turbine-like power from a choice of Jaguar’s renowned DOHC six-cylinder or SOHC V-12 engines. Production of the XJC continued through 1978 in the UK, with some Jaguar authorities citing total XJC production of some 1,800 in total, with the ultimate V-12 XJ12C the rarest due to high purchase price and ongoing concerns around the OPEC oil embargo of the 1970s. This 1976 Jaguar XJ12C is a very rare and interesting “garage find.” Factory-equipped with a Borg-Warner automatic gearbox, the Jaguar is verified by its warranty booklet to have been delivered new via Jaguar distributor British Motors of Monterey, California to Norman Foster Investments, Inc. of Corpus Christi, Texas on December 31, 1976. According to an insurance letter on hand, the car was under the ownership of John M. Anderson, also of Corpus Christi, by 1981 and the Texas license plates on the car indicate the Jaguar was last road-registered in 1984. Highly complete and intact, the Jaguar shows the wear consistent with regular use when newer and, at some point, it has undergone some electrical work and comes with a spare wheel and tire, plus the aforementioned documents.

1939 Nash Ambassador

Lot #199 (Sale Order 92 of 106)

235 cid inline six-cylinder engine, 105 HP, three-speed manual transmission, front and rear leaf spring suspension, four-wheel drum brakes; wheelbase: 121”
A die-hard salesman, Nash Motors’ president George Mason believed new products were the best way to spark sales in a tough economy, so he insisted on fresh styling for 1939. To get it, he decided to go outside, and the assignment went to independent designer George Walker (the future Ford Motor Company styling vice president), who hired former General Motors and Chrysler stylist Don Mortrude to draw up the exciting new 1939 Nash Ambassador. The results were lower and sleeker. Large wheel openings and 16-inch wheels wearing low-pressure whitewall tires look very modern, but the front end is especially elegant, with small "waterfall" grilles flanking a prow-like nose wearing a stack of bright, curved bars. Jewel-like square headlamps are nestled in "suitcase" front fenders rather than attaching to the hood sides -- very trendy for the era. This uniquely original example has simple bumpers with rounded ends and integrated guards. Clean bright moldings run back from the nose to the rear quarters just below the belt line on this fine car. Inside, this nicely equipped Ambassador includes dual wipers and sun visors, twin tail lamps, dual horns, and passenger assist straps. The Weather-Eye heating and ventilation system was very effective, and the Nash became a bit infamous for the Convertible Bed system, where several people could sleep with the rear seat back folded into the trunk. The seats and carpets appear original with appropriate wear on an 80-year-old mostly original car. The original paint finishes are overall amazingly solid, although quite a bit of polishing wear on the hood and fenders is obvious. The chrome is also all-original, and in good to very good shape. The cool waterfall grilles and all of the trim show very well, and all of the glass and rubber seals have also survived in fine shape. Painted steel wheels with wide whitewall tires and full caps finish the classic exterior. Whether your plans are to drive and enjoy this car, or begin a full restoration, it’s a highly original and solid place to begin enjoying this fine Nash Ambassador.

1947 Studebaker M16 1-1/2-Ton Truck

Lot #200 (Sale Order 93 of 106)

226 cid L-head inline six-cylinder engine, 94 HP, four-speed manual transmission, solid front and live rear axles, four-wheel hydraulic drum brakes; wheelbase: 152”
In January 1941, Studebaker introduced an entirely new line of trucks, designated the M-Series. Offered in a line comprising four models with load capacities ranging from half through two tons, the M-Series not only found immediate buyer acceptance, it would serve as Studebaker’s mainstay truck design throughout the 1940s. Since civilian vehicle production was curtailed during early 1942, a critical need for new trucks for both industry and agriculture existed by the time war in Europe ended in early 1945. Accordingly, the War Production Board authorized manufacturers to resume limited production of some truck models; in the spring of 1945, Studebaker resumed production of M15 1-ton trucks: an M15-20 pickup with 120-inch wheelbase, and a M15-28 truck with dual rear wheels and 128-inch wheelbase. Full production of 1946 M-Series trucks began with 367 M5s in December 1945. Studebaker’s truck model line-up was the same as in 1941, plus the new M17 two-ton export model. To distinguish the new M15s from the 1945 models, the 1946 trucks were designated M15A. The stainless-steel grille trim and some other DeLuxe features were no longer available, but others were now standard. All M5s now had body-colored fenders while larger models continued to be equipped with black fenders. M-Series truck production continued with the same drivetrains throughout 1946 and into March 1948. A few running changes were made, including a massive painted front bumper on the M15-28, M16, and M17 models in 1947. In October 1946, the vehicle serial number plate was moved from the left front door hinge pillar to the seat riser on the driver’s side. Despite their very limited model lineup, the M-Series trucks were a huge success, selling 664 units in December 1945, 43,196 in 1946, 67,809 in 1947 and another 19,316 during January through March 1948. Total 1940-48 M-Series truck production was some 146,000 units, more than three times as many civilian trucks as Studebaker had produced in the previous three decades. Finished in red with black fenders, this 1947 Studebaker M16 1 ½-ton flatbed truck is a nice example of the highly successful truck lines pouring from Studebaker’s South Bend, Indiana factories during the immediate postwar years. It was cosmetically restored prior to joining the George Finley Collection and as offered, it will make a fun classic parts chaser or provide a perfect canvas to promote your business.

1986 Chevrolet El Camino

Lot #201 (Sale Order 94 of 106)

305 cid V-8 engine, 150 HP, three-speed automatic transmission, independent coil spring and wishbone front suspension, rear live axle with coil springs, front disc and rear drum brakes; wheelbase: 117”
We all love the El Camino because it's a distinct way to merge a comfy sedan and a versatile pickup. But this 1986 Chevrolet El Camino seems to do it all a bit better. Great colors, air-conditioned comfort, and V-8 power all come together to create one irresistible total package. Part muscle car, part pickup truck - it’s a do-it-all classic with undeniable charm. The 1986 Chevrolet El Camino coupe utility vehicle was part of the 1978 to 1987 Fifth Generation series of El Caminos. The Chevy Chevelle had served as a template for the El Camino since 1964, but the Chevelle ceased production in 1977 and the El Camino retained the Malibu chassis and most of the Malibu’s mechanical components. The 1986 El Camino featured three engine choices, including the 5-liter V-8 in this nice example. A close look under the hood reveals a clean engine with no leaks and a great factory appearance. You can't miss the fine red paint finish on this El Camino, and with crisp lines and very nice panel fit, it’s certainly a car that was well-tended from new. Every piece of trim and chrome appears to be original and is also in very nice shape. Everything fits and works well, indicating this car is a survivor, and has an honest look and feel any collector would be eager to own. The comfy split bench seat interior is in fine condition, with very good tan cloth upholstery and clean door panels. The dash is clean and crack-free, and there’s plenty of legroom, adjustable head rests, and full carpeting throughout the comfortable cabin. The dashboard includes an AM/FM/CD player and factory air-conditioning. Cars like this fine El Camino just beg the new owner to slide right in, turn the key, and rocket off into muscle car nirvana.

1978 Toyota FJ40 Land Cruiser

Lot #202 (Sale Order 95 of 106)

4.2-litre inline six-cylinder engine, 135 HP, four-speed manual gearbox, four-wheel semi-elliptic leaf spring suspension, front disc and rear hydraulic drum brakes; wheelbase: 90”
As a Japanese similarity of the famed WWII era Jeep, and with origins dating to the Korean War era, Toyota launched the FJ40 series utility vehicle in 1960 upon the request of the US Army. Official importation to the U.S. began in 1963, and within two years the FJ40 Land Cruiser was hands down the best-selling Toyota in America. Cosmetically, the FJ was essentially the same truck until it went out of production in 1983; however, it saw a gradual progression of functional improvements and upgrades over the years, shifting from being a bare-bones rock hopper to a commensurately equipped modern SUV 30 years ahead of the curve. All FJ40 Land Cruisers are two-door four-wheel drive trucks with removable hard top, doors and fold down windshield frame allowing for "open-air" driving. This FJ has been comprehensively restored to a high level, with deep royal blue paint finishes and a contrasting white roof. The panel fit and finish is excellent, with tidy door sills and rear hatch. There is no rust evident, and the truck really stands out as a clean example. The engine bay is likewise fresh and well-finished, with the uber-reliable inline six seated proudly with all the correct factory bits in place. This truck starts readily, is a powerful off-roader, and is truly a pleasure to drive. Inside, the painted dash is beautifully restored, with nicely finished painted surfaces and floors throughout. The dash is classic, with clear gauges and controls, and the entire presentation shows the care and accuracy of the restoration process. The vinyl bucket seats are like new and give a commanding view of the road through clean, clear glass. It’s a versatile interior with jump seats and an auxilary heater in the rear compartment, but still with plenty of room for cargo. These FJs can climb mountains, traverse rivers, and balance their way over rocky ledges, and are noted as one of the greatest off-road vehicles ever produced. Finding a clean and correct example is becoming more difficult, so look no further than this beauty.

1948 Studebaker M5 Pickup

Lot #203 (Sale Order 96 of 106)

170 cid six-cylinder engine, 80 HP, automatic transmission, front independent coil spring suspension, rear floating axle with semi-elliptic leaf springs, four-wheel hydraulic drum brakes; wheelbase: 113”
Studebaker was an American wagon and automobile manufacturer based in South Bend, Indiana, first established in 1852. First put into production for the US Military in 1940, these rugged M-5 ½-ton trucks saw extensive action in World War II in the Southeast Asian theatre against Japan. Often called the Coupe Express, it features a very car-like interior and shares many components with Studebaker’s passenger cars. The interior of this lovely truck includes like-new two-tone vinyl door panels, rubber mat floor coverings, and a simple painted dash panel with the factory white-face instruments. The black and red upholstery is excellent, and the entire interior appears nicely finished. It’s been upgraded with a modern tilt-wheel steering column backing up the column shifter, with modern gauges mounted below the dash. The deep red paint finish attracts your eyes immediately, and this truck has a nice square stance and top-notch panel gaps. It is obviously freshly finished and looks fantastic. Options include dual taillights, dual rearview mirrors, bumper guards, dual wipers, and whitewall tires, along with chrome mirrors, hood ornament, and accessory roof marker lights. With fresh running boards and tires, this fire truck-themed Studebaker has great graphics, and will no doubt attract attention wherever it goes. Out back, the step-side bed has a new wood floor and a very nice finish, and, with the painted bumpers, the truck has a workmanlike vibe that is undeniably attractive. Pop the big hood, and you’ll find a clean and accurate engine bay featuring a hard-working inline six, an engine renowned for its durability. With simple chrome hubcaps and fender-mounted headlamps, this iconic Studebaker model bridges the gap between pre-war designs and post-war truck development. Few trucks have the presence and striking good looks of the Studebaker M5, so finding a clean and properly restored example is a treat not to be taken lightly. These rare haulers maintain a huge and loyal following, and this one will make a great conversation piece at any classic car event for the lucky new owner.

1975 Oldsmobile Cutlass Supreme Hardtop Coupe

Lot #204 (Sale Order 97 of 106)

455 cid V-8 engine, 250 HP, three-speed Turbo-Hydramatic transmission, independent front coil-over suspension, rear semi-elliptic leaf springs, front disc and rear drum brakes; wheelbase: 112”
The Oldsmobile Cutlass Supreme is a mid-size car produced by Oldsmobile between 1966 and 1997. It was positioned as a premium offering at the top of the Cutlass range. It began as a trim package, developed its own roofline, and rose during the mid-1970s to become not only the most popular Oldsmobile, but the highest selling model in its class, and was responsible for much of Oldsmobile’s success in the 1970s. By 1975, all the redesigned Cutlass models like this beauty featured the Colonnade style of fixed rear windows to adhere to new federal rollover standards, and this Cutlass Supreme features the popular opera window and landau vinyl top option popular in the era. This 1975 Oldsmobile Cutlass Supreme was purchased with a solid option list, including power steering, power disc brakes, AM/FM stereo, two-speed wipers with washer, and dual sport mirrors with remote. The interior features new carpets, very nice original vinyl bucket seats, a console with floor shifter, and is clean and proper throughout. With plenty of legroom and the sporty performance delivered by the big 455 V-8, it’s no wonder the Cutlass Supreme became one of America’s best-selling mid-sized cars. The Omega Red paint finish is excellent on this car, and the lines and panel fit on this example are beyond reproach. Even the original pinstriping has survived in excellent shape. The bumpers and chrome trim appear all-original and look excellent, with the factory-painted Rally steel wheels with trim rings and center caps beneath radial whitewall tires. It’s just as clean and tidy as the interior both under the hood and in the trunk – simply a lovely survivor that looks great from every angle. This superb and highly original Cutlass Supreme would make the perfect choice for a first collector car, a weekend driver, or simply a treasured classic that is sure to grab plenty of attention wherever it goes.

1964 Studebaker Avanti R2 Supercharged Coupe

Lot #205 (Sale Order 98 of 106)

‘R2’ 289 cid V-8 engine, single four-barrel carburetor, Paxton centrifugal supercharger, 290 HP, Borg-Warner four-speed manual transmission, independent front suspension with A-arms and coil springs, live rear axle with semi-elliptic leaf springs and radius rods, front disc and rear drum hydraulic brakes; wheelbase: 109”
By the close of the 1950s, the Studebaker-Packard Corporation was reeling from falling automobile sales but embarked on a bold campaign to reinvent itself when Sherwood Egbert assumed the company’s presidency in 1961. Immediately, he set to work on two fronts, commissioning Brooks Stevens to update the existing models and enlisting Raymond Loewy Associates to design a sporty new Studebaker with show-car styling and high performance. Fittingly, the new Studebaker was dubbed “Avanti,” meaning “forward” in Italian. Given the tight timeframe for the project, Studebaker built the Avanti with a no-rust fiberglass body on a shortened Lark frame with handling tweaks. Since Egbert was an aviation enthusiast, the Avanti’s luxurious yet purposeful interior was designed similarly to that of an aircraft cockpit. The Avanti was built to perform with a complete line of high-performance engines ranging from the “R1” 240-horsepower 289 cubic-inch V-8. Famed racer and record holder Andy Granatelli developed several progressively more-powerful versions for Studebaker, including the Paxton-supercharged “R2” with 290 rated horsepower, rare 335-horsepower supercharged “R3,” twin-carb “R4,” and twin-supercharged “R5.” True to form, Granatelli proved the Avanti’s capabilities, setting dozens of speed records at Bonneville in late 1962, including a 158.14-mph flying mile blast with a stock but carefully tuned R2 Avanti. While the Avanti generated intense demand as originally hoped, relatively few were built before production ended and Studebaker’s ultimate demise came in 1966. Nonetheless, the Avanti was a bold gamble and remains one of the greatest American automobile designs conceived. According to Studebaker marque experts, only 3,834 Avantis were built for 1963. Precious few were built to the high-performance, supercharged ‘R2’ specification of this example. A complete restoration with body-panel alignment and paintwork by Andrew Deason, this 1964 Studebaker Avanti R-2 shows only about 23,600 miles and features a most desirable color combination and a Borg-Warner four-speed manual transmission, plus a well-detailed engine bay, pushbutton AM radio, and slide-out, under-dash storage compartment. Steeped in fascinating design and development history, well-presented and equipped to perform, this R2/four-speed 1963 Studebaker Avanti is a splendid, collector-quality example.

1972 Triumph TR6 Roadster

Lot #206 (Sale Order 99 of 106)

2,498 cc inline six-cylinder engine, twin carburetors, 106 HP at 4,900 RPM, four-speed manual gearbox, independent front suspension with unequal-length A-arms, coil springs and anti-roll bar, rigid rear axle with semi-trailing arms and coil springs, hydraulic front disc and rear drum brakes; wheelbase: 2,235 mm (88")
While Standard-Triumph enjoyed strong success of its TR2 and TR3 sports roadsters, the company was at a crossroads by 1955 with the sudden departure of its lead stylist. Salvation came by way of a chance meeting between Harry Webster, Triumph’s Technical Director, and young stylist Giovanni Michelotti, who had already created a sensation with his many forward-looking designs penned for Italian coachbuilder, Vignale. Shortly thereafter, Michelotti produced a finished TR prototype for Triumph within just three months, before restyling the company’s Vanguard and designing the new Herald. Next, Michelotti designed the TR4 for Triumph, which debuted in 1962 and was quickly followed by the TR250, which also introduced a new torquey, yet incredibly smooth inline six-cylinder engine. Retaining body-on-frame construction and powered by the six-cylinder engine of the outgoing TR250, the new TR6 debuted in January 1969 with styling by Karmann of Osnabruck, Germany, featuring a dramatically revised frontal treatment and aero-efficient Kamm-style tail panel. The TR6 enjoyed immediate acceptance and strong demand from sports-car purists. In its road-test report, Road & Track magazine editors described the TR6 as a “…distinctive combination of qualities at a reasonable price,” praising its excellent engine, luxurious interior and easily operated folding top. Steady improvements applied to the TR6 were made in response to tightening emissions and safety regulations in the United States and when production ended in 1976, many enthusiasts regarded the TR6 as representing the end of the line for traditional British sports cars. The 1972 Triumph TR6 offered here was manufactured in November 1971. An original Paint Code 54 (Saffron) car with Trim Code 11 (Black) cockpit, this TR6 is offered in green paint over original tan upholstery. Equipped with a black convertible top, this TR6 rides on a set of Minilite-style wheels and the dual-carbureted ‘six’ breathes through dual exhaust outlets. An original-appearing owner’s manual is included. The gauges require reinstallation and following this work and a thorough review and servicing, this 1972 should provide miles of enjoyment on your favorite stretch of open road.

1952 Borgward Midget Race Car "Eegore the Eyesore"

Lot #207 (Sale Order 100 of 106)

1.5-litre Borgward four-cylinder engine, 150 HP, four-speed gearbox, drum brakes, independent four-wheel coil spring suspension; wheelbase: 102”
In 1956, Borgwards’s racing division in Bremen, Germany, set about developing a 1.5-litre four-valve engine, based on the Isabella, with fuel injection and dual ignition. The resulting 150 HP engine powered the Borgward RS to numerous class victories. In 1959, this model was ideal for the newly established 1.5-litre Formula Two. Stirling Moss was driving a Cooper-Borgward and recorded four wins in the first four races. The famous racecar driver is quoted as saying that Formula Two meant little to him at the time – until he sat in the Cooper with the Borgward engine. Wally Parks and his brother saw that success and found themselves a Borgward engine and a suitable Kurtis Kraft chassis. They broke it down to the essential components only, moved the engine block back for optimum handling performance, and placed the driver’s compartment back near the rear axle. Add in big and little race wheels and tires, and you’ve got a classic stance and the ability to go very fast on the dirt. There are even photos of the Parks brothers with Eegore at a number of famous California oval tracks. The hand-formed boattail body has a classic look, with a single, central seat, small windscreen, and a racing three-spoke steering wheel just begging to be whipped around the track. It’s all business inside, with the four-speed floor shifter and metal dash containing only the essentials - and a few mementos of hot-rod events from the past. It’s an authentic presentation with enough wear and tear to show anyone that this car is the real deal, and actually raced by Kenny Parks. Custom painted in pink, with hand-lettered graphics and louvered engine panels, Eegore has a single straight pipe out the right side and a hand-formed streamlined tail section, along with a custom front grille with devilish horns for fun. Headlights….taillights….turn signals - bah….who needs ‘em. Stay out of my way and follow the cloud of dust! #32 isn’t waiting for anyone, and we’re sure the next owner is in for just as much fun as the Parks brothers behind the wheel of this period classic.

1965 Mercury Park Lane Marauder Coupe

Lot #208 (Sale Order 101 of 106)

390 cid Super Marauder V-8 engine, 266 HP, automatic transmission, independent coil spring and hydraulic shock front suspension, rear live axle multi-link suspension, four-wheel hydraulic drum brakes; wheelbase: 123”
The Mercury Park Lane Marauder is an automobile nameplate that was used by three distinct full-size cars produced by the Mercury division of Ford Motor Company. Deriving its name from the most powerful engines available to the Mercury line, the Marauder was marketed as the highest-performance version of the full-size product range. Exclusively used in the Marauder, the 390 cubic-inch HIPO Super Marauder V-8 with a big four-barrel carburetor pushes 266 horsepower and makes this the highest performance Mercury of the era. This lovely 1965 Olive Mist Marauder is highly original, with virtually no rust showing due to the rustproofed underbody. The paint finish is excellent, the chrome and stainless trim is clean and straight, and the car features lovely chrome wheels with Goodrich T/A radial tires. Nearly everything about the 1965 Marauder was new, and largely influenced by big brother Lincoln, such as slab-side flanks, a raised horizontal bar grille, and three elegant roof treatments, such as the full vinyl roof on this car. Inside, the impression is equally strong, with a nice clean and flaw-free bucket seat interior, with good clean carpets and door panels creating a warm and comfortable interior. The handsome silver-trimmed instrument panel sports clean round gauges with crisp and clear badging throughout. Under the expansive hood, the 390 cubic-inch V-8 sits in line with the Merc-o-matic automatic transmission, both in fine clean condition with the factory fittings. This car exhibits all the characteristics of a low-mileage, well-cared-for car, and its overall condition certainly supports the low 51,000 miles showing on the odometer. Finding an unmolested example of a performance Mercury from this era is like finding a treasure chest of Americana, and you can rest assured that the new owner will enjoy the open road to the fullest extent.

1926 Chevrolet Superior K

Lot #210 (Sale Order 102 of 106)

171 cid four-cylinder engine, 26 HP, three-speed manual transmission, semi-floating rear leaf springs, I-beam front axle, four-wheel drum brakes; wheelbase: 103”
The Chevrolet Superior model was launched in 1923, manufactured by Chevrolet for four years with a different series per year. The 1923 model was known as the Series B, the 1924 model was the Series F, for 1925 and part of 1926 it was known as the Series K. It was replaced in 1927 by the Series AA Capitol. The entire series was a huge success for Chevrolet as they fought with Ford for the core of the American car market. Chevy's long-lived four-cylinder powerplant finally received a belt drive system for the generator, which had formerly been gear-driven. With a bit more power than the Ford four-cylinder engine, it further cemented Chevrolet’s reputation as a great value in a mid-sized vehicle. A bevel gear at the camshaft drove the distributor, and the results of their tweaking were simply better reliability than ever. The Chevrolet brake hubs were modified to provide wider braking surfaces, giving far better brake performance, especially in wet conditions. On the steering column, the positions of spark and throttle controls were altered a bit for driver convenience. Mid-year, all closed Superior models received the more modern and maintenance-free steel disc wheels. In fact, this was the final year for wood-spoke wheels as standard equipment. Henceforth, they would be a no-cost option. This beautiful Superior is very sharp with an avocado green paint job with black vinyl top and fenders. Painted steel wheels, rear mounted spare, classic rear suicide doors, and newer period-correct tires finish off the vintage period look. Inside, the plush velour interior remains in great shape, with clear gauges and a lovely wooden steering wheel. It’s obviously been very well-cared for, with a tidy and functional engine compartment and excellent panel fit throughout. Our consignor reports it gets as much attention as any car in his significant collection, and he reports it will outrun most any Model T. With expertly restored mechanicals, it runs and drives as one would hope, and is one of the easiest to drive cars of this vintage you’ll ever find.

1970 Triumph TR6R Motorcycle

Lot #211 (Sale Order 103 of 106)

649cc OHV vertical twin engine, 49 HP, four-speed manual gearbox, front hydraulic dampened telescopic forks, rear swing arm with Girling dampeners; wheelbase: 54.5”
The 1969 Triumph lineup had its work cut out for it. It seemed like the Triumph Tigers and Bonnevilles were getting faster every year, but new arrivals from Japan like the 1969 Honda 750 Four and the Kawasaki 500 Triple were even faster. The merry men at Meriden found a few more horses hiding in the venerable vertical twin yet again, raising the HP to 49. These were the Golden Years for the Triumph Bonneville and Triumph motorcycles in general, and one of the last years they would be considered a world-class performance motorcycle. When compared to the increasingly technologically-superior, better built, and cheaper bikes from Honda, Yamaha, Kawasaki and Suzuki, the Triumph Bonneville would soon look outdated and outclassed, but in 1969, a 650 Tiger was still king of the hill. The end was near, but no one knew it yet, and collectors have long acknowledged that these 1969 Triumphs really are the final pinnacle of performance and collectability from Triumph. No one can deny the classic good looks of the single-carb Tiger, known as the T120R, and this example is just as sharp as any we’ve seen. The two-tone paint, classic emblems, and rubber knee pads are all in excellent shape, with a like-new vinyl saddle and sharp chrome accents. There are no scuffs or marks in the twin pipes or engine cases at all, and this Triumph certainly looks to have been very well-cared-for right from new. It’s a great looking bike with a reputation for reliability and performance. The bars, grips, and gauges are all in great shape, and the chrome headlamp and tail lamps look like new. With very sharp painted surfaces and quality chrome, this bike looks ready for any trip or motorcycle event you might have in mind. Every motorcycle enthusiast should own a big twin British Triumph at some point, and today, this beauty will be selling to a new and excited home here in Corpus Christi.

1986 Volkswagen Vanagon Pickup

Lot #212 (Sale Order 104 of 106)

2,109 cc rear-mounted water-cooled, horizontally opposed four-cylinder engine, Bosch electronic fuel injection, 95 HP, manual transaxle, four-wheel independent suspension, hydraulic front disc and rear drum brakes; wheelbase: 2,456 mm (96.7”)
As the successor to the first two long-running generations of Volkswagen’s immensely versatile Type 2 Transporter vans, coded ‘T1’ and ‘T2’, the new Type 2 ‘T3’ marked a revolution for its maker upon its debut for 1980. First available as a three-door van and three-door pickup truck, the T3 offered a leap forward in passenger comfort with numerous power-assisted features and amenities now available to Volkswagen’s loyal and enthusiastic buyers. Worldwide ‘T3’ production spanned 1980-91 at Hanover, Germany and Graz, Austria, with the new VW model named Vanagon (Van + Wagon) in North America, the T25 in the United Kingdom, the Caravelle for Europe and as the Caravelle and Kombi in Australia. The T3 was also produced at Uitenhage, South Africa as the Microbus for that specific market only from 1992-2002. As before, the beloved Westfalia camper conversion was available for the ‘T3’ and a number of upscale variants were offered, including the Carat and 4X4 GL Syncro. Although the T3 was initially available with Volkswagen’s signature air-cooled engines, including 1.6- and 2.0-litre displacements, they were soon phased out during 1983 in favor of water-cooled “Wasserboxer’ engines offering greatly improved power output and performance. The overwhelming majority of U.S.-market Vanagons featured VW’s new generation of water-cooled engines, with the 95-horsepower, 2.1-litre unit most commonly used until the end of Vanagon importation to the Unites States in 1991. An interesting “garage find,” this original U.S.-specification Vanagon Pickup is a rare example with this roomy, multi-purpose body style. It is also a first-generation, pre-1986 model with rounded headlights. While having served its prior owners well, as evidenced by the sunbaked paint finish, the body does remains solid and the vehicle is quite presentable throughout. As offered, this desirable Volkswagen Vanagon Pickup presents a number of interesting possibilities – to review mechanically and return to the road, restore it, or use it for your own business enterprise – the choice is all yours!

c. 1953 Moto Guzzi Falcone Motorcycle

Lot #213 (Sale Order 105 of 106)

499cc four-stroke single engine, 23 HP, four-speed gearbox, drum brakes, inverted front telescopic fork, rear friction shocks; wheelbase: 58”
Looking closely at a Moto Guzzi in this era you can easily see the Italian company went its own way with innovative suspension systems and exposed flywheels, though the exposed valve train with “hairspring” style valve springs was finally a thing of the past. Most single-cylinder motorcycle engines of the 1950s used an overhead valve (OHV) vertical cylinder. Moto Guzzi designs incorporated an unusual horizontal cylinder with a double overhead camshaft (DOHC) layout. Also unusual was their design which put a large flywheel on the outside of the engine, which after a time earned the motorcycles the “bologna slicer” or “bacon slicer” nickname. This design was produced all the way through 1967. Giorgio Parodi and Carlo Guzzi, World War I veterans and mechanics, formed Moto Guzzi in 1921. Advanced for its time, Moto Guzzi introduced its first rear suspension system in 1928. It used an interesting “knee action” friction damper system typical of early cars and placed the springs almost out of sight under the transmission. Also interesting is that Moto Guzzi early on used what we now call “upside down forks” which reduce unsprung weight. This landmark motorcycle has obviously been meticulously restored, with brilliant Rossa Red paint finishes throughout, and lovely emblems and tank details. It’s clean and correct, with new rubber components and tires. You’ll really feel like Italian royalty riding this bike, and the consignor reports it is amazingly comfortable and has plenty of power. It also happens to be an exceptionally easy bike to service, as all the major mechanical components reside outside the engine cases. It’s easy to see why Moto Guzzi produced this basic design for about 40 years. Perfect for an Italian vehicle collection, a great addition to a motorcycle collection, or even a touring bike for vintage events, this lovely Falcone is an amazing combination of robust performance and fine Italian design.

1997 Sloan Kwik Load Trailer

Lot #214 (Sale Order 106 of 106)

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The Corpus Christi Old Car Museum - Saturday Cars
Fine Art & Rare Memorabilia > Worldwide Auctioneers > The Corpus Christi Old Car Museum - Saturday Cars
The Corpus Christi Old Car Museum - Saturday Cars
by Worldwide Auctioneers Sat, Oct 5, 2019 11:30 AM Central NOTE: THIS WILL START IMMEDIATELY AFTER THE END OF THE MEMORABILIA AUCTION