The Spa - Classic Sale
Sunday 18 May 2014
Spa Motor Circuit, Belgium
It gives me very great pleasure to introduce this second
auction sale to you during the Spa Classic 2014.
C’est avec le plus grand plaisir que je vous annonce cette
seconde vente aux enchères lors du Spa Classic 2014.
As you will know the first edition last year was a resounding
success and we are delighted to be associated with this
ever growing event. We have sourced an exciting and
varied selection, starting with an Alfa Romeo GTA themed
collection of rare parts and engines, a private single owner
car collection and various other motor cars. Whether
you are an experienced bidder wishing to enhance your
collection or a first time buyer, I am confident that we offer
something that will appeal to you.
Comme vous avez pu le découvrir, la première édition
l’année dernière fut un grand succès et nous sommes ravis
d’être associé à un événement qui prends de l’envergure
d’année en année. Nous avons rassemblé une fantastique
sélection fort variée en commencent avec une collection
sur le thème de l’Alfa Romeo GTA, une collection privée et
différentes automobiles de collection. Que vous soyez un
enchérisseur averti souhaitant agrandir sa collection ou un
premier acquéreur, je suis persuadé que l’événement et la
vente que nous vous proposons saura vous séduire.
I would also like to take this opportunity to thank Patrick
Peter and his team for hosting this sale for its second
edition. We are delighted at our rewarding partnership with
this company that never ceases to pursue new and exciting
projects in providing a rewarding experience with the very
best service.
Je souhaiterais également saisir cette opportunité pour
remercier Patrick Peter et son équipe de nous accueillir
pour cette seconde édition. Nous nous réjouissons de
ce fructueux partenariat avec cette société aux projets
toujours innovants et de partager avec eux l’envie
commune de vous faire vivre une expérience enrichissante
et d’offrir le meilleur des services.
Philip Kantor
Head of Department,
Collectors’ Motor Cars - Mainland Europe
THE SPA - CLASSIC SALE
Collector’s Motor Cars
Sunday 18 May 2014, 14:00
Spa Motor Circuit, Belgium
Automobiles d’exception
Dimanche 18 mai 2014 14h
Circuit de Spa, Belgique
Under the jurisdiction of
Buyer’s Premium
Sous la juridiction de
Frais d’adjudication
Mes Chabot-Tilkin-Bovy
Bailiffs in Liege.
(Notice to Buyers)
Bonhams charge a buyer’s
premium. For this sale we will
charge 15% + TVA of the final
hammer price.
Mes Chabot-Tilkin-Bovy
Huissiers à Liège.
(Avis aux acheteurs)
En sus du prix d’adjudication,
l’acheteur devra payer
sur le prix d’adjudication de
chaque lot des frais de vente
s’élevant à 15% + TVA du prix au
marteau.
Bonhams 1793 Ltd
Boulevard Saint-Michel 101
1040 Brussels
Belgium
+32 (0)2 736 50 76
+32 (0)2 732 55 01 fax
Registration no. :
841074627
Circuit de Spa Francorchamps
Route du Circuit,55
B 4970 Francorchamps
Belgium
Viewing
Friday 16 May from 14:00 to 17:00
Saturday 17 May from 9:00 to 17:00
Sunday 18 May from 9:00
This applies to each lot purchased
and is subject to TVA. Some
lots may be subject to TVA on
the hammer price as well as the
premium.
These lots will be marked with
an omega sign (Ω) in relation to
temporary imported items or a
dagger sign (†) in relation to TVA
charged by a business.
Such signs will be printed
beside the relevant lot number
in the catalogue.
Sunday 18 May 2014, 14:00
Contact details during the
sale period
From Friday 16 May to
Sunday 18 May
+32 43 759 750
+32 43 759 735 fax
Numéro d’entreprise :
841074627
Circuit de Spa Francorchamps
Route du Circuit,55
B 4970 Francorchamps
Belgique
Vente aux enchères
Dimanche 18 mai 2014 14h
Exposition publique
Important
Auction date & start times
Bonhams 1793 Ltd
Boulevard Saint-Michel 101
1040 Brussels
Belgique
+32 (0)2 736 50 76
+32 (0)2 732 55 01 fax
The sale is conducted according
to the general conditions printed
at the back of this catalogue.
We advise potential bidders
to familiarise themselves with
the “Important Information for
Buyers” regarding customs,
transport and storage.
Vendredi 16 mai de 14h à 17h
Samedi 17 mai de 9h à 17h
Dimanche 18 mai à partir de 9h
Ces frais de vente s’appliquent à
chaque lot et sont soumis à la TVA.
Certains lots sont sujets à la TVA
sur le prix d’adjudication en plus
de la TVA sur les frais de vente.
Ces lots sont marqués d’un signe
oméga (Ω) à coté du numéro de
passage en cas d’importation
temporaire ou d’une dague (†) en
cas de mise en vente du lot par
un assujetti.
Ces symboles seront imprimés
à coté du numéro du lot
correspondant dans le catalogue.
Important
Informations et téléphones
pendant l’événement
Du vendredi 16 mai au dimanche
18 mai
+32 43 759 750
+32 43 759 735 fax
Catalogue: €30 + P&P
Sale Number: 21901
La vente est soumise aux
conditions générales imprimées
à la fin du catalogue. Nous
conseillons aux enchérisseurs
potentiels de prendre
connaissance des « informations
importantes aux acheteurs »
ainsi que de la partie douanes,
transport et gardiennage figurant
en fin de catalogue.
Catalogue: €30 + envoi
Numéro de la vente: 21901
Bonhams 1793 Limited
Bonhams 1793 Ltd Directors
Bonhams UK Ltd Directors
Registered No. 4326560
Registered Office: Montpelier Galleries
Montpelier Street, London SW7 1HH
Robert Brooks Chairman,
Colin Sheaf Deputy Chairman,
Malcolm Barber Group Managing Director,
Matthew Girling CEO UK and Europe,
Geoffrey Davies, Jonathan Horwich,
James Knight, Patrick Meade,
Caroline Oliphant, Hugh Watchorn.
Colin Sheaf Chairman, Jonathan Baddeley,
Antony Bennett, Matthew Bradbury,
Harvey Cammell, Simon Cottle, Andrew Currie,
David Dallas, Paul Davidson, Jean Ghika,
Charles Graham-Campbell, Miranda Grant,
Robin Hereford, Asaph Hyman, Charles Lanning,
Sophie Law, Camilla Lombardi, Fergus Lyons,
Paul Maudsley, Gordon McFarlan,
+44 (0) 20 7393 3900
+44 (0) 20 7393 3905 fax
Andrew McKenzie, Simon Mitchell, Jeff Muse,
Mike Neill, Charlie O’Brien, Giles Peppiatt,
Peter Rees, Julian Roup, Iain Rushbrook,
John Sandon, Tim Schofield, Veronique Scorer,
James Stratton, Roger Tappin, Ralph Taylor
Shahin Virani, David Williams,
Michael Wynell-Mayow, Suzannah Yip.
Notice
Collections, transport
and storage
Avis
Delivrance, transport et
gardiennage des lots
Purchases will only be released when cleared funds are received.
Les véhicules ne seront délivrés qu’après encaissement effectif des fonds.
All vehicles must be collected from the Spa Francorchamps Circuit by 12 noon
on Monday 19 May 2014, after the payment of funds or upon the presentation of
the receipt of payment to the sale representatives.
Tous les véhicules devront être retirés au Circuit de Spa Francorchamps lundi
19 mai 2014 impérativement avant 12h00, après encaissement des fonds ou sur
présentation d’un justificatif de paiement validé par les responsables de la vente.
Customers must however notify Gregory Tuytens, Valérie Simonet or
Gabriel Rapetti no later than 6pm on Sunday 18 May
if they will be collecting their vehicle by 12 noon on Monday 19 May.
Les clients devront informer Gregory Tuytens, Valérie Simonet ou Gabriel Rapetti
dimanche18 mai avant 18h, s’ils viennent retirer leur véhicule lundi 19 mai
avant 12h.
Gregory Tuytens, Valérie Simonet and Gabriel Rapetti can be contacted
by email or on their mobiles:
gregory.tuytens@bonhams.com +32 (0) 471 71 27 36
valerie.simonet@bonhams.com +33 (0)6 62 50 40 44
gabriel.rapetti@bonhams.com
Gregory Tuytens, Valérie Simonet et Gabriel Rapetti pourront être contactés
par email ou sur leur mobile :
gregory.tuytens@bonhams.com+32 (0) 471 71 27 36
valerie.simonet@bonhams.com +33 (0)6 62 50 40 44
gabriel.rapetti@bonhams.com
In the absence of customer instructions, all vehicles will be removed to a
temporary storage facility, on Monday 19 May, close to the Circuit by the logistics
company Global Pieter Smit at your expense and at your own risk.
The uplift and storage costs are outlined on this page.
It is therefore very important you contact us by 6pm on Sunday 18 May,
if you intent to collect your vehicle 12noon on Monday 19 May.
En l’absence d’instructions des clients, tous les véhicules seront déplacés
temporairement lundi 19 mai dans un garage près du circuit par la compagnie de
transports Global Pieter Smit à vos frais et à vos risques.
Les frais de transfert et de gardiennage sont détaillés sur cette page. Il est
toutefois très important que vous nous contactiez avant 18h dimanche 18 mai, si
vous souhaitez retirer votre véhicule lundi 19 mai avant 12h.
Il est fortement recommandé que vous preniez vos dispositions, quant à un
enlèvement éventuel, avant la vente.
It is strongly advisable that you make contingency arrangements regarding
collection in advance of the sale.
All storage and removal charges must be paid in full prior to the vehicle’s
collection or onward transportation.
Payment must be arranged direct with transports Global Pieter Smit.
Collection is strictly by appointment only and at least 24-hour notice must be
given.
Buyers should satisfy themselves that they have collected all relevant
registration and log books, documents and keys relating to their Lot(s) at the
time of collection.
Administration and uplift from the Circuit:
€300 + TVA per motor car
Storage charges from Tuesday 20 May 2014:
€22 + TVA per motor car per day
Important Notice:
The storage facility will remain operational until Sunday 8th June 2014 included.
Any vehicle not collected by this time will be removed and transported to
permanent storage facility in the Netherlands at the customer’s expense:
550€ +TVA per motor car.
Contact: Global Pieter Smit
GPS (Global Pieter Smit B.V.)
Tel : +31 (0)252-625691
Fax: +31 (0)84-8357326
E-mail : Rudolf@globalpietersmit.com
Tous les frais de transport et de magasinage devront être régularisés avant la
délivrance ou l’organisation de tout autre transport ultérieur.
Le paiement devra être effectué auprès des transports Global Pieter Smit. Le
retrait pourra s’effectuer UNIQUEMENT sur rendez-vous dont la demande aura
été faite au MINIMUM 24h à l’avance.
Les acheteurs devront s’assurer eux-mêmes au moment du retrait de leur
véhicule qu’ils sont en possession de tous les documents, livrets et clés,
inhérents à leur(s) lot(s).
Frais administratif et d’enlèvement depuis Le Circuit :
€300 + TVA par automobile
Frais de stockage à partir du mardi 20 mai 2014:
€22 + TVA par automobile et par jour
Notice importante:
Les facilités de stockage seront possibles jusqu’au dimanche 8 juin 2014.
Tout véhicule non enlevé avant cette date, sera transféré pour entreposage aux
Pays- Bas
aux frais du client :
550€+TVA par voiture,
Contact: Global Pieter Smit
GPS (Global Pieter Smit B.V.)
Tel : +31 (0)252-625691
Fax: +31 (0)84-8357326
E-mail : Rudolf@globalpietersmit.com
Customs
For all enquiries relating to Customs, be they administrative or legal, please
contact Global Pieter Smit.
Douanes
Pour toutes les questions concernant les douanes tant d’un point de vue
administratif que fiscal, veuillez contacter Global Pieter Smit.
Insurance after sale
Buyers are reminded that their vehicles are their responsibility from the fall of
the auction hammer. It is your responsibility to have adequate insurance cover
in place.
Assurance après la vente
Dès l’adjudication, tous les risques afférant au lot seront transférés à l’acheteur
dans leur intégralité et sans la moindre réserve. A charge pour l’acheteur de faire
assurer ses achats. Bonhams décline toute responsabilité quant aux dommages
que l’achat pourrait encourir dès l’adjudication prononcée.
Your contacts for this Sale
Vos contacts pour la vente
Bonhams 1793 Ltd
Boulevard Saint-Michel 101
1040 Brussels
Belgium
+32 (0) 2 736 50 76
+32 (0) 2 732 55 01 fax
eurocars@bonhams.com
Contact details during the sale period
From Friday 16 May to Sunday 18 May
Information et téléphones pendant l’évènement
Du vendredi 16 mai au dimanche 18 mai
+32 43 759 750
+32 43 759 735 fax
For all correspondence
Pour toutes correspondances
Bonhams France SAS
4 rue de la Paix
75002 Paris
France
+33 (0) 1 42 61 10 11
eurocars@bonhams.com
Motor Car Specialists
Spécialistes Automobiles
Philip Kantor
+32 (0) 476 87 94 71
philip.kantor@bonhams.com
Gregory Tuytens
+32 (0) 471 71 27 36
gregory.tuytens@bonhams.com
Gregor Wenner
+39 333 564 3610
gregor.wenner@bonhams.com
James Knight
+44 (0) 20 7447 7440
james.knight@bonhams.com
Sale Administrators
Administrateurs de la vente
Valérie Simonet
+33 (0) 1 42 61 10 11
+33 (0) 6 62 50 40 44
valerie.simonet@bonhams.com
Gabriel Rapetti
+33 (0) 1 42 61 10 11
gabriel.rapetti@bonhams.com
Customer Services
Service Clients
Acknowledgements
Remerciements
Monday to Friday 9:00 to 18:00
+44 (0) 20 7447 7447
+44 (0) 20 7447 7400 fax
We would like to thank the following for
helping us with this catalogue and sale:
Bids service/ Sale registrations
Enchères/ Inscriptions à la vente
+44 (0) 44 20 7447 7448
+44 (0) 44 20 7447 7401 fax
bids@bonhams.com
Buyers/Sellers Accounts
Comptabilité acheteurs/vendeurs
+44 (0) 20 7468 8240
+44 (0) 20 7447 7430 fax
customeraccounts@bonhams.com
Press Office
Relation Presse
Danielle De Martini
+44 (0) 20 7468 5870
+44 (0) 20 7468 8209
danielle.demartini@bonhams.com
Catalogue Subscriptions
Abonnement aux catalogues
Helen Grantham
+44 (0) 1666 502 200
+44 (0) 1666 505 107 fax
helen.grantham@bonhams.com
Transporters
Sociétés de transport
Polygon Transport
Unit 2H
Marchwood Industrial Park
Normandy Way
Marchwood, Southampton
Hants SO40 3PB - UK
+44 (0) 2380 871 555
+44 (0) 2380 862 111 fax
karen@polygon-transport.com
gill@polygon-transport.com
www.polygon-transport.com
Nous aimerions remercier les personnes
suivantes pour leur aide et leur collaboration à
l’élaboration de ce catalogue et de cette vente:
Tony Adriaensens
Richard Agostini
Nathan Brown
Eddie Daepp
Jean-Pierre Dauliac
Christian Descombes
Géraldine Galland
David Hawtin
Marcel Massini
Uwe Nierman
Jacqueline Nowikovsky
Nitesh Patel
Patrick Peter
Quentin Potherat
Gabriel Rapetti
Victoria Rey-de-Rudder
Showcase SVS (Chris Bailey)
Pierre-Alain Thibaut
Christophe van Riet
Bruno Vendiesse
Photo credit:
Crédit photographique:
Simon Clay
Dirk de Jager
Michiel Stockman
Daniele Turetta
Directions to the Spa Motor Circuit
Accès au Circuit de Spa
Directions to the Spa-Classic Sale
Accès à la vente The Spa-Classic Sale
Pit Buildings 31-39
STAVELOT
FRANCORCHAMPS
14
16-18 MAI / MEI 2014
Entrée / Gate
SOURCE
T
TRIBUNE / GRANDSTAND
F1
Chicane
START / FINISH LINE
PITLANE F1
PODIUM
Technical
Area
c
ni
ch
Te
s
ub
Cl
al
Ar
ea
Cl
ub
Group C Racing
Clubs
s
Clubs
Trofeo
Nastro Rosso
Cl
s
ub
Technical
Area
Animations
PR EG
Tour
M
e
PODIU
PI TL
AN E
EN
D
STAN
RAND s
NE / G
Cl ub
TRIBU
s
Cl
Cl ub
ub s
Cl ub
Raidillon
PR EG
TOUNIRWOYAERL
RI D
ism
DRIVERS
CLUB
Eau Rouge
Clubs
Village
Automobilia
Clubs
s
Clubs
Parc Fermé
Cl ub
N
D U RA
Cl ub
Clubs
Clubs
Clubs
NE
IBU
TR
RI D
e
ism
Tour
CE
ND
TA
DS
AN
GR
/
NE
IBU
TR
Clubs
Classic
Endurance
Racing
Sixties’
Endurance
Technical Area
s
T
sortie
exit
45
« WELCOME »
Hotel Le Roannay
Route de Spa, 155
4970 Francorchamps
Ouverture 3 jours
Opening 3 days
9.00 - 18.00
D
AN
ST
ND
RA
/G
D
STAN
RAND
NE / G
TRIBU
T
s
sortie
exit
10
Clubs
PIT BUILDING F1
ORGANISATION
1st Floor
Historic
Formula 2
-2
E42 E25
La Source
Entrée / Gate
BLANCHIMONT
Technical
Area
W
Entrée / Gate
STER
PUBLIC
MALMEDY
Circulation Voitures Autorisées
Authorised Traffic Only
Chemin Piéton Pedestrian way
Tunnels
Tickets
Parking PMR Disabled
Toilettes
Toilettes PMR Disabled
Premiers soins / First Aid
Restauration / Food & Drinks
Camping
Circuit de Spa Francorchamps
Route du Circuit, 55
B 4970 Francorchamps
Belgium
By train :
Verviers-Central station - 17 kms from Spa
By plane:
Liege Bierset international airport - 56 kms from Spa
Important information for Buyers and Sellers
Renseignements Importants pour les Acheteurs
et les Vendeurs
GENERAL INFORMATION
Commission bids
Bonhams will execute absentee bids when instructed.
Lots will be purchased as cheaply as is allowed by
other bids and minimum hammer price. Please see
the terms and conditions at the back of the catalogue
for further details.
Collection of Vehicles
(important please read)
Collection of vehicles is available by appointment only
– whether you intend driving the car away from the
Circuit or via vehicle transport company. Bonhams
personnel will be on site from Sunday 18 to Monday
19 May. Thereafter, all vehicle collections must be coordinated via our Transport representatives.
Payment
Buyers must remit the total purchase price to
Bonhams no later than 12 noon on the first banking
day following the auction. Purchases will only be
released when payment is received in our account,
and the funds have been cleared.
Due to a need to vacate the Circuit promptly, it is
our strong recommendation that buyers appoint our
transport agent Polygon Transport to handle their
post-sale uplift and delivery logistics.
Bonhams bank details
HSBC Bank Plc, Brussels Branch,
36 Boulevard du Souverain,
1170 Brussels,
Belgium
Damage
Any viewer who damages a Lot will be held legally
responsible.
Account name: Bonhams 1793 Ltd - Client
IBAN: BE91 9490 0789 8176
BIC: HSBCBEBB
Successful bidders are asked to ensure they quote
their lot number when settling a payment.
Please note that international money laundering
regulations prevent Bonhams from taking payment from
any person other that the one named on the invoice.
Credit card payments are accepted, subject to a 3%
surcharge. Cash accepted up to a limit of €3,000
Buyer’s Premium (Notice to Buyer’s)
Please be aware that buyer’s premium on all lots
is 15%. This applies to each lot purchased and is
subject to TVA. Some lots may be subject to TVA on
the hammer price as well as the premium. These lots
will be marked with either an omega (Ω) or (*) printed
beside the lot number in the catalogue.
Bidder registration
To recognise bidders during the Sale all intending
buyers are required to complete and sign a Bidder
Registration Form. Clients are requested to provide
photographic proof of ID – passport, driving
licence, ID card, together with proof of address
– utility bill, bank or credit card statement, etc…
Corporate clients should also provide a copy of
their articles of association / company registration
documents, together with a letter authorising the
individual to bid on the company’s behalf. Failure
to provide this may result in your bids not being
processed. For higher value lots you may also be
asked to provide a bank reference.
Bidders are only permitted to bid when they have
been allocated an identification number and are in
possession of a sale catalogue which contains the
conditions of this sale. Bidders should note that
this sale is expressly held on, and subject to, the
Conditions of Sale in the auction catalogue which each
bidder, by making a bid, automatically acknowledges
that he or she has read, understood and accepted.
Insurance after the sale
Buyers are reminded that their purchases are their
responsibility from the fall of the hammer. It is the
responsibility of the buyer to have their lots insured.
Should they not, Bonhams is not liable for any damage
that may occur following the fall of the hammer.
Their details are listed in the catalogue on page 2.
Nota Bene
The catalogue descriptions of lots in French are only a
summary of the fuller descriptions in English. In case
of dispute, the English versions will prevail.
INFORMATIONS GÉNÉRALES
Enchères sur Commission
Bonhams est heureux de conseiller et de faire des
enchères au profit de ses clients. Les lots seront
achetés au prix le plus bas possible au regard
des autres enchères ainsi que les prix minimums
d’adjudication. Voir les conditions générales à la fin
du catalogue pour plus d’information.
Paiement
Suite à la vente d’un lot, le prix d’achat global doit
être réglé à Bonhams avant 12h00 le premier jour
ouvrable après la vente. Les lots ne seront délivrés
qu’après encaissement effectif des paiements.
Domiciliation:
HSBC Bank Plc, Brussels Branch,
36 Boulevard du Souverain,
1170 Brussels,
Belgium
Titulaire: Bonhams 1793 Ltd - Client
IBAN: BE91 9490 0789 8176
BIC: HSBCBEBB
Les acheteurs sont priés de mentionner dans
l’intitulé du transfert le numéro de leur lot au
moment du règlement.
Pour des raisons de régulations des transferts
d’argent internationaux, le nom du titulaire des
moyens de paiement doit correspondre au nom
inscrit sur la facture.
Les règlements sont possibles par carte de crédit,
sujets à une surcharge de 3% Les règlements en
espèces sont acceptés pour un montant maximum
de €3,000.
Frais d’adjudication
Il est également rappelé aux acheteurs qu’une prime
d’achat de 15% est payable sur chaque véhicule
acheté dans la vente et est sujette à la TVA.
Certains lots marqués d’un oméga (Ω) ou (*) à côté
du numéro de lot sont sujets à de la TVA sur le prix
d’adjudication en plus de la TVA sur les frais de vente.
Enregistrement à la vente
Pour identifier les enchérisseurs au cours de la vente,
tous les acheteurs potentiels doivent remplir et signer
un formulaire d’enregistrement à la vente.
Il sera demandé aux clients de fournir une preuve
photographique de leur identité, carte d’identité,
passeport, permis de conduire ainsi qu’un justificatif
de domicile – facture électricité, gaz…, relevé
d’identité bancaire, etc..
Les clients professionnels (entreprises) devront
également fournir une copie de leurs statuts/
documents d’enregistrement de la société ainsi
qu’une lettre de procuration autorisant un individu à
enchérir au nom de la société.
Faute de fournir ces documents, il ne sera pas tenu
compte de vos enchères. Pour les lots de plus
grande valeur, vous pourrez également être amené à
fournir une lettre de référence bancaire.
Les enchérisseurs sont seulement autorisés à
enchérir quand un numéro d’identification leur a été
attribué et s’ils sont en possession d’un catalogue de
vente, qui contient les conditions de vente.
Les enchérisseurs doivent noter que cette vente
est expressément tenue au regard des conditions
de vente du catalogue de vente que chaque
enchérisseur, en portant une enchère, reconnait
automatiquement que elle ou lui a lu, compris et
accepté ces conditions de vente
Assurance après la vente
Il est rappelé aux acheteurs que leurs achats sont
sous leur responsabilité dès le tomber du marteau.
Il relève de la responsabilité de l’acheteur d’assurer
ses lots. S’il ne le faisait pas, Bonhams Assurance ne
pourrait être tenu responsable de tous dommages qui
pourraient survenir suite au tomber du marteau.
Retrait des automobiles
(A lire, important)
Les véhicules pourront être retirés du Circuit sur
rendez-vous uniquement que vous ayez l’intention
de partir à leur volant où par l’intermédiaire d’un
transporteur. Le personnel de Bonhams sera sur le
site du dimanche 18 mai au lundi 19 mai. A partir de
cette date, tous les enlèvements de véhicules devront
être coordonnés par l’intermédiaire d’un de nos
transporteurs.
En raison de la nécessité de libérer le circuit
rapidement, il est vivement recommandé aux
acheteurs de se mettre en rapport avec notre
transporteur Polygon pour organiser les détails
logistiques d’après-vente.
Leurs coordonnées sont mentionnées dans le
catalogue en page 2.
Dommages
Tout spectateur qui causerait un dommage à un lot
en sera tenu légalement responsable.
Nota Bene
Les descriptions des lots du catalogue en français
sont seulement un résumé de la description
complète en anglais. En cas de litige, les
descriptions anglaises prévaudront.
Property from a Single Owner Private Collection - Lots 1 to 32
1
1964 Alfa Romeo 2600 Spider
Coachwork by Carrozzeria Touring
Chassis no. AR 193019
10 |
The SPA - cLASSIC Sale
Introduced in 1962, the 106-Series ‘2600’ range was a direct
replacement for the preceding 102-Series ‘2000’ cars. Carrozzeria
Touring and Bertone were responsible for the 2600 Spider and
Sprint Coupé respectively; both of which looked like their 2000
predecessors. The latter’s chassis design and body styles were
retained, with minor revisions and improvements, but in place of
the old, long-stroke, 2.0-litre four was a new, 2,584cc, twin-cam
six-cylinder engine clearly descended from that of the immensely
successful Giulietta. A maximum output of 145bhp was claimed for
this unit when installed in the Sprint coupé and Spider, good enough
for a top speed of around 125mph.
This Alfa Romeo 2600 Spider was imported from the USA to the
Netherlands in 1995 and registered there in October of that year.
The current owner purchased the Alfa in 2005 and the car moved
to Vienna (bill of sale on file). Completely restored in 2012, the car
is finished in red with black leather interior and matching soft-top,
and comes with restoration invoices totalling €12,886. Additional
accompanying documentation consists of a Texas Certificate of Title,
old Netherlands registration papers, two condition reports (1997 and
2005), sundry maintenance invoices and current Austrian registration
papers. The provision of power assisted steering is the only notified
deviation from factory specification.
Cars Illustrated magazine reckoned this magnificent power unit ‘one
of the smoothest, quietest running sixes, irrespective of the speed
at which it is running, in our experience.’ Rarest of these two highperformance variants was the Spider, a total of only 2,255 being
produced between 1962 and 1965. Today this rare and hitherto
under-appreciated model is becoming increasingly sought after by
discerning Alfisti.
Cette Alfa Romeo 2600 Spider a été importée des états-Unis aux
Pays-Bas en 1995 où elle fut immatriculée en octobre. Le vendeur
actuel l’a acquise en 2005 et la voiture est partie à Vienne (facture
de la vente au dossier). Totalement restaurée en 2012, la voiture
peinte en rouge avec intérieur en cuir noir et capote assortie est
accompagnée de factures de restauration pour un montant total de
€12 886. La documentation supplémentaire comprend un Certificate
of Title du Texas, les anciens papiers d’immatriculation aux PaysBas, deux rapports d’expertise (1997 et 2005), de nombreuses
factures d’entretien et les documents d’immatriculation autrichiens
actuels. L’installation d’une assistance de direction est la seule
modification indiquée par rapport aux spécifications d’origine.
€65,000 - 75,000
No Reserve
Motor Cars
| 11
2
Original left hand drive
1976 Jaguar XJ12 Series II Coupé
Chassis no. 2G50398BW
Engine no. 7P257235SA
12 |
The SPA - cLASSIC Sale
Although the Xj6 had been introduced with XK six-cylinder power
under the bonnet, it had always been Jaguar’s intention that its
flagship saloon would accommodate the new all-alloy V12 engine
that had debuted in the E-Type sports car, and the resulting XJ12
duly appeared in July 1972. With a top speed of 145mph courtesy
of the 5.3-litre V12’s 272bhp, the newcomer combined high
performance with a level of luxury unmatched by many a lessaccommodating Grand Tourer costing several times as much.
The prohibitive expense of getting its two-door bodyshell to meet
United States safety regulations meant that the Coupé version
never went on sale in the USA, Jaguar’s biggest export market.
Consequently the model is one of the rarest of the XJ family, being
produced between 1975 and 1977, during which period only 1,873
were completed with the 5.3-litre V12 engine.
This example of one of the rarest and most highly sought-after
of modern Jaguars was delivered to its first owner in Innsbruck,
Austria in July 1976 and was purchased by the current vendor in
1994. Restored some time ago, the car is finished in dark blue
with black vinyl roof and believed-original matching leather interior.
Accompanying documentation consist of Austrian registration papers
and a 1993 condition report.
Cet exemplaire volant à gauche d’origine d’une des Jaguar
modernes parmi les plus rares et les plus recherchées a été livrée
à son premier propriétaire à Innsbruck (Autriche) en juillet 1976 et
achetée par le vendeur actuel en 1994. Restaurée il y a quelques
temps, la voiture est de couleur bleu foncé avec toit gainé de vinyle
noir et intérieur en cuir assorti très certainement d’origine. Les
documents joints sont les papiers d’immatriculation autrichiens et un
rapport d’expertise de 1993.
€20,000 - 25,000
No Reserve
Motor Cars
| 13
3
1977 Jaguar XJ6C 4.2-Litre Cabriolet
Chassis no. 2J53631BW
Engine no. 8L488135
Launched to much acclaim in 1968, the XJ6 refined concepts
embodied by previous Jaguar saloons to create a car rivalling the
best offered by Mercedes-Benz. The six-cylinder XK engine was
available in either 2.8-litre or 4.2-litre forms initially, the latter capable
of propelling Jaguar’s luxuriously appointed flagship to a top speed
of 120mph-plus. ‘In its behaviour it gets closer to perfection than
any other luxury car we have tested, regardless of price,’ enthused
Motor magazine. There was a choice of either four-speed manual
(usually with overdrive) or three-speed automatic transmission. The
prohibitive expense of getting its two-door pillar-less bodyshell to
meet United States safety regulations meant that the Coupé version
never went on sale in the USA.
Consequently the model is one of the rarest of the XJ family, being
produced between 1975 and 1977 only, during which period 6,505
were made with the 4.2-litre engine, plus a further 1,873 with the
5.3-litre V12. There was never a soft-top version of the XJ6 in either
four- or two-door form; indeed, between the E-Type’s passing in
1975 and the arrival of the XJ-S Cabriolet in 1983, there were no
open Jaguars of any kind.
14 |
The SPA - cLASSIC Sale
First registered as a cabriolet in 1994, this converted XJ6C is
undeniably handsome and could easily be mistaken for an official
factory model. Affording stylish and comfortable accommodation
for four, the car is offered with condition report (1996) and Austrian
registration papers.
Immatriculée pour la première fois en cabriolet en 1994, cette XJ6C
transformée et indéniablement élégante pourrait être prise facilement
pour un modèle d’usine. Offrant quatre vraies places confortables
dans un intérieur raffiné, la voiture est offerte avec un rapport
d’expertise de 1996 et ses papiers d’immatriculation autrichiens.
€38,000 - 42,000
No Reserve
4
1969 MGB Roadster
Chassis no. GHN4U185005G
Introduced in 1962, the MGB would turn out to be one of the most
successful sports cars of all time. Attractively styled, cheap to run
and easily maintained by the home mechanic, the ‘B’ carried on
MG’s traditional role of providing affordable, sports car motoring for
the ordinary enthusiast. It was mechanically similar to the preceding
MGA, though with heavier, unitary construction bodyshell.
A left-hand drive model, this MGB roadster is finished in blue with
black leather interior and matching soft-top, and has the desirable
chromed wire wheels shod with whitewall tyres. We are advised that
the paintwork would benefit from improvement but otherwise the
car is presented in generally good condition. Offered with Austrian
registration papers.
To compensate for the newcomer’s increased weight the four-cylinder
B-Series engine was stretched from 1,622 to 1,798cc, while the
MGB’s aerodynamically efficient lines made the most of the maximum
available 95bhp to achieve a top speed which just bested the magic
‘ton’. A ‘right first time’ design that changed little over the years apart
from the adoption of a more robust five-main-bearing engine in 1965
(fitted from the start of GT production that autumn) a minor facelift
for 1970 and the adoption of plastic bumpers (to comply with US
legislation) for 1975, the ‘B’ enjoyed an 18-year production life and
sales totalling in excess of 500,000 cars.
Modèle à conduite à gauche, cette MGB roadster peinte en
bleu avec intérieur en cuir noir et capote assortie est équipée
de belles roues fil chaussées de pneus à flancs blancs. La
voiture est présentée en bon état général à l’exception de la
peinture qui demanderait à être refaite. Offerte avec ses papiers
d’immatriculation autrichiens.
€14,000 - 18,000
No Reserve
Motor Cars
| 15
5
1988 Jaguar XJ-S V12 Convertible
Chassis no. SAJJNADW4DP149381
Engine no. 176624115
16 |
The SPA - cLASSIC Sale
Conceived as a comfortable and long-legged Grande Routière, rather
than an out-and-out sports car like the preceding E-Type, the XJ-S
debuted in 1975 as a V12-powered coupé, with six-cylinder and softtop versions following in the 1980s. The car’s 150mph performance
was not achieved without penalty however, its prodigious thirst
causing sales to nosedive as oil prices soared. However, the arrival of
the HE (High Efficiency) V12 in 1981 and the introduction of smaller
six enabled it to weather the storm. The introduction of the sixcylinder model in 1983 coincided with that of the Targa-style cabriolet
- the first open Jaguar since the E-Type’s discontinuation - but it was
not until 1988 that a full convertible became available. The XJ-S had
not been designed with an open version in mind, so the Targa-style
arrangement was adopted, which retained a substantial roll hoop
in the interests of maintaining rigidity in the absence of a fixed roof.
Following the Cabriolet’s deletion, both the Coupé and conventional
Convertible models lasted until the end of XJ-S production in 1996.
This automatic transmission XJ-S V12 Convertible was purchased
by the current owner in 2005 and has covered 154,000 kilometres
from new. Finished in dark blue with matching soft-top and offwhite leather interior, the car features BBS alloy wheels and is
described as in generally good/very good condition. Accompanying
documentation consists of Austrian registration papers and bills of
sale to the current and previous owners.
Cette XJ-S V12 Convertible à boîte automatique, achetée par le
propriétaire actuel en 2005, a parcouru 154 000 km depuis l’origine.
Peinte en bleu foncé avec capote assortie et intérieur en cuir blanc
cassé, la voiture, équipée de roues BBS en alliage léger, est décrite
comme étant en bon/très bon état général. La documentation
comprend les papiers d’immatriculation autrichiens et les factures de
vente aux propriétaires actuel et précédent.
€22,000 - 28,000
No Reserve
Motor Cars
| 17
6
Pilgrim Sumo AC Cobra Replica
Chassis no. FLCH15301E
Engine no. V05048UN
Sussex-based kit-car builder Pilgrim manufactures sports cars in a
variety of classic styles, the Sumo being influenced by the legendary
AC Cobra. Introduced in 1987, the Sumo offered enthusiasts a less
expensive route to ‘Cobra’ ownership, using Ford Cortina engines
and running gear. The Mk2 brought with it Ford Granada independent
rear suspension and the option of Ford V6 engines or, later, the Rover
V8. In 1993 the Mk3 Sumo was introduced in two forms, one using
Ford Sierra running gear, the other Jaguar.
The steel chassis combines ladder frame, spaceframe and
monocoque construction techniques, while the bodywork is hand
crafted in glassfibre. Like many similar vehicles the Sumo is available
for self-build or as a ‘turn key’ car, with a wide range of options to
individual customer choice.
18 |
The SPA - cLASSIC Sale
This Pilgrim Cobra Replica is powered by a Chevrolet ‘350’
5,657cc, V8 engine that produces 260hp and drives the wheels via
a competition clutch and a five-speed gearbox. As the car weighs
only 1,100kg, exciting performance is guaranteed. It should be noted
that the date of manufacture given on the accompanying Austrian
registration papers - 1971 - is actually that of the donor car used in
the Pilgrim’s construction.
Cette réplique Pilgrim Cobra est animée par un V8 de 5 657 cm3
Chevrolet ‘350’ qui développe 260 ch et propulse la voiture via un
embrayage de compétition et une boîte à cinq rapports. La voiture
ne pesant que 1 100 kg, elle promet des performances grisantes.
Il faut signaler que la date de construction donnée par les papiers
d’immatriculation autrichienne – 1971 – est celle de la voiture dont
les organes ont servi à construire la Pilgrim.
€55,000 - 60,000
No Reserve
7
1975 Rolls-Royce Silver Shadow
Long-Wheelbase Saloon
Chassis no. LRD21714
Engine no. 21714
Introduced in 1965, the Rolls-Royce Silver Shadow (and Bentley
T-Series) represented a complete break with tradition, being the first
of the Crewe factory’s models to employ unitary construction, but
nevertheless continued to be built to the highest of standards long
associated with ‘The Best Car in the World’. All-round independent
suspension and power-operated four-wheel disc brakes appeared
for the first time on a Rolls-Royce, and production cars boasted
a roof line 4” lower than that of the preceding Silver Cloud. The
power unit was the well-tried 90-degree V8, introduced on the
Silver Cloud II, that would be enlarged to 6,750c in 1970. The longwheelbase variant (know as the Formal Sedan in the USA) did not
appear until 1969, its introduction coinciding with the entire range’s
standardisation around the Federal Safety Regulations.
In addition to the 4” wheelbase stretch and lengthened rear doors,
the long-wheelbase Shadow came with a discreetly smaller rear
window, Everflex roof covering and, if ordered with limousine
division, separate air conditioning for front and rear compartments.
This long-wheelbase model was given its own name - Silver Wraith
II - when the range was up-graded to Shadow II specification in
February 1977.
This long-wheelbase ‘Shadow was purchased by the current owner
in 1999. Finished in dark blue with off-white leather interior, the car is
described as in generally good condition and offered with the 1999
bill of sale and Austrian registration papers.
Cette Shadow châssis long, acquise par le vendeur actuel en 1999,
est peinte en bleu foncé avec intérieur en cuir blanc cassé. Elle est
décrite comme étant en bon état général et proposée avec sa facture
d’achat de 1999 et ses papiers d’immatriculation autrichiens.
€20,000 - 25,000
No Reserve
Motor Cars
| 19
8
One of only 2 produced with this unusual colour combination
1977 Rolls-Royce Corniche Convertible
Coachwork by H J Mulliner, Park Ward
Chassis no. DRH24862
Engine no. 24862
‘The name Corniche has been chosen for the latest coachbuilt
models because it symbolises their higher cruising speeds and their
ability to cover greater distances with the minimum of fatigue for
driver and passengers.’ - Rolls-Royce.
Rolls-Royce’s adoption of unitary construction for its new Silver
Shadow and T-Series Bentley necessitated the reorganisation of inhouse coachbuilder H J Mulliner, Park Ward to enable it to produce
new designs on the Shadow floorpan. Recalling the firm’s glamorous
Grands Routiers of pre-war days such as the Phantom II Continental,
these final coachbuilt models were limited to just two, a two-door
coupé or similar convertible, the former arriving in March 1966 and
the latter in September the following year.
20 |
The SPA - cLASSIC Sale
These exclusive cars were hand built in the best traditions of British
coachbuilding using only materials of the finest quality including
Wilton carpeting, Connolly hide and burr walnut veneers, such
painstaking attention to detail resulting in a price some 50% higher
than that of the standard Silver Shadow. Nevertheless, demand for
these more glamorous alternatives to the much more numerous
four-door model was strong right from the start, a state of affairs that
resulted in them being given their own model name - ‘Corniche’ - in
March 1971.
In Corniche form Rolls-Royce’s well-tried 6.7-litre V8 produced
around 10% more power than standard and proved capable of
propelling the car to a top speed in excess of 120mph with sports
car-beating acceleration to match.
Progressively developed, the Corniche received Rolls’s advanced
split-level air conditioning system along with a redesigned fascia in
1976 - the first Rolls-Royce model to do so - and in 1977 benefited
from the many improvements - most notably rack-and-pinion steering
- introduced on the ‘Shadow II range. Despite its sky-high asking
price, the model proved a major success for Rolls-Royce; periodically
revised and up-dated, it remained in production well into the 1990s,
the last (Convertible) examples being delivered in 1995.
Cette Rolls-Royce Corniche à conduite à droite a été livrée au
distributeur Rossleigh Ltd à Edimbourg le 23 novembre 1976 et
immatriculée pour la première fois le 2 février 1977. La voiture peinte
en ivoire avec sellerie en cuir brun et capote assortie est une des
deux voitures seulement livrées dans cette inhabituelle combinaison
de couleurs. Acquise par l’actuel propriétaire en 1998, la voiture
décrite comme étant en très bon état général est offerte avec un
catalogue Corniche, un manuel d’entretien, copie de la fiche de
fabrication d’usine, facture d’achat (de 1998), facture d’entretien
(1998), ancien document d’immatriculation V5 du Royaume-Uni et
ses papiers d’immatriculation autrichiens.
€45,000 - 55,000
This right-hand drive Corniche was delivered to the Rossleigh Ltd
dealership in Edinburgh on 23rd November 1976 and first registered
on 2nd February 1977. The car is finished in Ivory with dark brown
interior trim and matching hood, and is one of only two with this
unusual colour combination. Purchased by the current owner in
1998, the car is described as in generally very good condition and
offered with a Corniche brochure, sales and service handbook,
copy factory build sheet, bill of sale (1998), maintenance invoice
(1998), old UK V5 registration document and current Austrian
registration papers.
Motor Cars
| 21
9
1990 Porsche 911 Carrera 2 Cabriolet
Chassis no. WPOZZZ96ZLS421169
Engine no. 62L08874
22 |
The SPA - cLASSIC Sale
Representing a major step forward, the Carrera 4 and Carrera 2
versions of the Porsche 911 - code named ‘964’ - were launched
in 1989, the former marking the first time that four-wheel drive had
been seen on a series-production 911. Porsche had experimented
with four-wheel drive on the 959 supercar, and many of the lessons
learned from the latter influenced the design of the 964’s chassis
and suspension. Face-lifted but retaining that familiar shape,
the newcomers had been given a more extensive work-over
mechanically, 87% of parts being claimed as entirely new. The pair
shared the same 3.6-litre, 247bhp, flat-six engine while powerassisted steering (another 911 ‘first’), anti-lock brakes and a fivespeed manual transmission were standard on both, with the Tiptronic
auto ‘box a Carrera 2-only option. Its new Type M64 engine enabled
the 964 to out-perform the old ‘3.2’ yet still met the latest emissions
regulations, top speed increasing to 260km/h with 100km/h
attainable in under six seconds.
Delivered new in the EU, this manual transmission Carrera 2 Cabriolet
had covered some 191,000 kilometres when it was purchased by
the current owner in 2007, since when a further 22,000 have been
covered making the total from new 213,000. The car is finished in
dark blue with matching soft-top and black leather interior, and is
offered with Austrian registration papers and the 2007 bill of sale.
Livrée neuve dans l’Union Européenne, cette Carrera 2 Cabriolet à
boîte manuelle avait parcouru quelque 191 000 km quand elle fut
achetée en 2007 par le propriétaire actuel qui lui ajouta 22 000 km,
portant son kilométrage total à 213 000 km. Peinte en bleu foncé
avec capote assortie et intérieur en cuir noir, elle est offerte avec
ses papiers d’immatriculation autrichiens et la facture de la vente
de 2007.
€35,000 - 40,000
No Reserve
Motor Cars
| 23
10
1999 Jaguar XJ8 Sovereign Majestic 4.0-Litre Saloon
Chassis no. SAJJHAMD4CH/870965
The Jaguar XJ8 saloon was introduced in 1997 as part of the revised
‘X300’ range when the new AJ8 V8 engine, which had debuted in
the XK8 sports car, replaced the existing six-cylinder and V12 power
units. Built in two different capacities, this state-of-the-art, quad-cam,
32-valve engine was used to power three new Jaguars: the XJ8 4.0,
XJ8 3.2 and XJ8 3.2 Sport. To accommodate it, the X300 platform,
which had been introduced in 1994 on the old XJ6/XJ12 line-up, was
stiffened and given revised front suspension but stylistically remained
much as before. A new and highly acclaimed five-speed automatic
gearbox was standardised at the same time. As had long been the
case, the new eight-cylinder Jaguars combined superb roadholding
with a quality of ride more usually associated with a limousine while
boasting the added refinement of traction control.
24 |
The SPA - cLASSIC Sale
Worthy competition for the Audi A8, BMW 7-Series and MercedesBenz 500, they and their Daimler cousins would prove very popular
with government ministers, especially in long-wheelbase Sovereign
form.
Purchased when new by the current vendor, this long-wheelbase XJ8
has covered 150,000 kilometres since then and is described as in
generally very good original condition. Finished in dark blue with black
leather interior, the car is offered with Austrian registration papers.
Achetée neuve par le vendeur actuel, cette XJ8 châssis long qui a
couvert 150 000 km depuis l’origine est décrite comme étant en très
bon état d’origine. Peinte en bleu foncé avec intérieur en cuir noir,
elle est accompagnée de ses papiers d’immatriculation autrichiens.
€6,000 - 10,000
No Reserve
11
1963 MGB Roadster
Chassis no. GHN3L6129
Engine no. 18GUH365
Conceived in the late 1950s and launched in 1962, the MGB would
turn out to be one of the most successful sports cars of all time.
Attractively styled, cheap to run and easily maintained by the home
mechanic, the ‘B’ carried on MG’s traditional role of providing
affordable, sports car motoring for the ordinary enthusiast. The MGB
was mechanically similar to the preceding MGA, though with heavier,
unitary construction bodyshell.
To compensate for the newcomer’s increased weight the existing
B-Series engine was stretched from 1,622 to 1,798cc, while the
MGB’s aerodynamically efficient lines made the most of the maximum
available 95bhp to achieve a top speed which just bested the magic
‘ton’. Its popularity remaining undiminished today, the classic MGB
is one of the easiest sports cars of its era to run and maintain in the
21st Century, being served by a worldwide industry of spare parts
and service providers.
A left-hand drive, United States model, this MGB roadster is finished
in red with white/red leather interior and has the desirable chromed
wire wheels. The car was purchased by the current owner in 2011
and comes with the related bill of sale and Austrian registration
papers. It is presented in running condition, though the body and
paintwork would benefit from attention.
Voiture à conduite à gauche exportée aux états-Unis, cette MGB
roadster peinte en rouge avec intérieur en cuir blanc et rouge est
équipée des désirables roues fil chromées. La voiture, achetée par le
propriétaire actuel en 2011, est accompagnée de sa facture de vente
et de ses papiers d’immatriculation autrichiens. Elle se présente en
état de marche, mais la caisse et la peinture devraient être revues.
€14,000 - 18,000
No Reserve
Motor Cars
| 25
12
1962 Triumph TR4 Roadster
Chassis no. CT8931L
Engine no. CT59953E
26 |
The SPA - cLASSIC Sale
First step in the TR’s transition from rugged, uncomplicated sports
car to something altogether more refined, the TR4 was introduced
in 1961. Giovanni Michelotti’s new bodyshell brought the styling
bang up to date while beneath the skin there numerous chassis
changes. Rack-and-pinion steering, widened front and rear track,
and an all-synchromesh gearbox contributed to improved driveability, while wind-up windows were a big advance on the TR3’s
primitive side screens.
The standard engine was the 2,138cc four-cylinder overhead-valve
unit first offered on the TR3A, and when equipped with the optional
overdrive the TR4 was good for a top speed of almost 110mph.
Today, the four-cylinder TRs are among the easiest of post-war classic
sports cars to own and maintain, being supported by a multitude of
component suppliers and other specialists.
A left-hand drive, United States model, this TR4 was offered for sale at
Brooks’ Harrogate auction in November 1999 and has been registered
in Austria since 2003. The 1999 catalogue description described the
car as ‘rust free’ and benefiting from a past restoration. Purchased by
the current owner in 2004, the TR is finished in red with black leather
interior and matching soft-top, and rolls on the desirable chromed wire
wheels. Accompanying documentation consists of correspondence
between owners, invoices for parts, 2004 bill of sale to the current
owner and Austrian registration papers.
Voiture à conduite à gauche exportée neuve aux Etats-Unis, cette
TR4 vendue à la vente Brooks à Harrogate en novembre 1999 a été
immatriculée en Autriche en 2003. Le catalogue de 1999 la décrit
comme « exempte de rouille » après une ancienne restauration.
Acquise par le vendeur actuel en 2004, cette TR peinte en rouge avec
intérieur en cuir noir et capote assortie est équipée de belles roues fil
chromées. La documentation jointe comprend une correspondance
entre propriétaires, des factures de pièces, la facture de la vente de
2004 et les papiers d’immatriculation autrichiens.
€25,000 - 30,000
No Reserve
13
No Lot
Motor Cars
| 27
14
Original left hand drive
1973 Rolls-Royce Corniche Convertible
Coachwork by H J Mulliner, Park Ward
Chassis no. DRA13982
28 |
The SPA - cLASSIC Sale
Recalling its glamorous Grands Routiers of pre-war days such as
the Phantom II Continental, Rolls-Royce’s final coachbuilt models
- entrusted to the company’s in-house coachbuilder Mulliner,
Park Ward - were limited to just two, a two-door coupe or similar
convertible, the former arriving in March 1966 and the latter in
September the following year.
These exclusive cars were hand built in the best traditions of
British coachbuilding using only materials of the finest quality,
including Wilton carpeting, Connolly hide and burr walnut veneers,
a necessarily lengthy process that took all of 20 weeks for the
saloon and slightly longer for the more complex convertible. This
painstaking attention to detail resulted in a price some 50% higher
than the standard Silver Shadow’s.
Nevertheless, demand for these more glamorous alternatives to
the much more numerous Silver Shadow was strong right from
the start, a state of affairs that resulted in them being given their
own model name - ‘Corniche’ - in March 1971. In Corniche form
Rolls-Royce’s proven 6,750cc aluminium-alloy V8 engine produced
around 10% more power than standard, endowing the car with a
top speed in excess of 120mph and sports car-beating acceleration
to match.
Despite its sky-high asking price, the model proved a major
success for Rolls-Royce; periodically revised and up-dated, it
remained in production well into the 1990s, the last (Convertible)
examples being delivered in 1995.
This left-hand drive example is finished in the unusual colour
scheme of black with contrasting red coach lines and matching
leather interior. Previously forming part of the Havelka Collection
in Vienna, Austria, the car was purchased by the current vendor in
2009 and is described as in generally good condition mechanically;
the paintwork though, would benefit from attention. Accompanying
documentation consists of the 2009 bill of sale and Austrian
registration papers.
Cet exemplaire à conduite à gauche est fini dans un schéma de
teintes inhabituel, noir et filets rouge avec intérieur en cuir assorti.
Autrefois dans la Collection Havelka à Vienne (Autriche), la voiture
acquise par le vendeur actuel en 2009 est présentée comme étant
généralement en bon état mécanique, la peinture demandant
toutefois à être revue. Elle est accompagnée de la facture de vente
de 2009 et des documents d’immatriculation autrichiens.
€60,000 - 70,000
No Reserve
Motor Cars
| 29
15
1936 Armstrong Siddeley 20/25hp
Sedanca de Ville
Chassis no. AS9611
Engine no. 9796
Armstrong Siddeley was created in 1919 by the fusion of the mighty
Armstrong Whitworth engineering combine and Coventry based
Siddeley-Deasy. The latter had turned to aircraft engine manufacture
during WWI and is products soon gained a reputation for excellence,
which was carried over to the combined firm’s high quality, if rather
sedate, motor cars. Introduced in 1927, the 20hp model was built
in both ‘short’ and ‘long’ versions, the latter’s lengthy (129”, 132”
from 1932) wheelbase making it a favourite with the carriage trade.
A 2,872cc overhead-valve six-cylinder engine was used up to 1932
when it was superseded by a similar 3,190cc unit, four-speed Wilson
pre-selector transmission and coil ignition being standardised at
the same time. In 1936 the engine was enlarged yet again, on this
occasion to 3,670cc, and the model re-designated ‘20/25’. Two
chassis lengths were on offer: 123.5” for owner-drive coachwork and
132” for more formal designs, and with 85bhp on tap the shorter
cars were good for nearly 80mph. ‘Built to aircraft standards’, a total
of 888 20/25s had been made when war halted production in 1939.
This Armstrong Siddeley 20/25hp was first owned by Sir Henry
Ledgard of Benenden, Kent and after his death in 1946 passed
to his widow, Lady Margaret Helen Ledgard. The accompanying
old-style continuation logbook (issued 1958, registration ‘CKR 949’)
shows the car passing to another family member, Isobel Ledgard,
in 1962 and thence to a further three owners before the decade’s
end. Believed to date from this period, an old auction catalogue
description on file states that the coachwork had been modified to
sedanca de ville configuration by a previous owner.
30 |
The SPA - cLASSIC Sale
The current vendor purchased the Armstrong Siddeley in April 1995,
and an illustrated condition report compiled that year may be found
in the history file. Sometime later the engine failed and was removed
(included in the sale). Otherwise the Armstrong Siddeley is described
as in very good condition both mechanically and cosmetically,
retaining its original interior and benefiting from a partial re-spray
undertaken in 2007 (invoice on file). Sold strictly as viewed, the car
also comes with bill of sale of the current owner, invoice for work
carried out (1995) and Austrian registration papers.
Cette Armstrong Siddely 20/25 HP a d’abord appartenu à sir Henry
Ledgard de Benenden, dans le Kent, puis après sa mort, en 1946,
est passée aux mains de sa veuve, Lady Margaret Helen Ledgard.
Le journal de bord à l’ancienne fourni (daté de 1958, immatriculation
CKR 949) montre que la voiture passe à un autre membre de la
famille, Isobel Ledgard, en 1962, puis à trois autres propriétaires
avant la fin de la décennie. Datant probablement de cette époque, un
ancien catalogue de vente aux enchères précise que la carrosserie
a été modifiée en coupé de ville par un précédent propriétaire. Le
vendeur a acheté la voiture en avril 1995 et un rapport d’état illustré
est fourni avec le dossier historique. Quelque temps plus tard, le
moteur cassa et fut retiré (il est vendu avec la voiture). L’Armstrong
Siddeley est par ailleurs décrite comme étant en très bon état
mécaniquement et extérieurement, avec son intérieur d’origine et
a bénéficié d’une peinture partielle en 2007 (facture au dossier).
Vendu en l’état, la voiture est accompagnée de la facture de vente au
propriétaire actuel, de la facture des travaux effectués (1995) et de
papiers d’immatriculation autrichienne.
€10,000 - 15,000
No Reserve
16
1975 Bentley T-Series Saloon
Chassis no. SBX19600
Engine no. 19600
Outwardly distinguishable from the Silver Shadow only by virtue
of its different radiator and winged ‘B’ mascot, the T-Series
Bentley was introduced alongside its Rolls-Royce sibling in 1965.
Mechanically identical, the duo represented a complete break with
tradition, being the first of the Crewe factory’s models to employ
unitary construction of the chassis/body. Originally of 6,230cc, the
pushrod V8 engine grew to 6,750cc in 1970 and provided identical
power in either application. Nevertheless, Autocar’s T2 proved
the fastest member of the Shadow family that the magazine had
tested, accelerating to 60mph in under 10 seconds and achieving a
maximum speed of 119mph.
This left-hand drive T-Series saloon formed part of the Havelka
collection in Austria for some 28 years (1981 - 2009). Believed to
have covered a genuine 100,000-or-so kilometres from new, the car
is offered with bill of sale (2009) and Austrian registration papers.
Cette berline Série T à conduite à gauche a fait partie de la Collection
Havelka en Autriche pendant environ 28 ans (1981-2009). Créditée
d’environ 100 000 km depuis l’origine, la voiture est offerte avec sa
facture de vente (2009) et ses papiers d’immatriculation autrichiens.
€15,000 - 20,000
No Reserve
Although the Mulsanne Turbo’s arrival in 1982 would revitalise
Bentley’s image, during the early (T1) model’s time in production
(1965-1976) the marque was almost totally eclipsed by RollsRoyce, with the result that a mere 1,712 were made compared to
nearly 20,000 of the equivalent Silver Shadow! Independent once
more (from Rolls-Royce at least) Bentley today enjoys a greatly
enhanced reputation that has seen interest in the ‘forgotten’ T-Series
cars increase significantly in recent years. Today this rare model
is considered by many to be more desirable than the much more
numerous Rolls-Royce Silver Shadow sister car.
Motor Cars
| 31
17
One of only 45 Bentley Corniche ‘Series 1’ Convertibles
1972 Bentley Corniche Convertible
Coachwork by H J Mulliner, Park Ward
Chassis no. DBH13151
Engine no. 13151
32 |
The SPA - cLASSIC Sale
For much of the time that the Corniche was in production, a
Bentley was regarded as little more than a slightly cheaper
alternative to a Rolls-Royce. This famous marque had yet to reestablish its reputation as maker of some of the world’s fastest
and most exciting sports saloons and Grand Tourers, a process
that commenced in 1982 with launch of the Mulsanne Turbo.
Consequently, the Bentley Corniche was produced in much smaller
numbers than its Rolls-Royce equivalent, despite being – arguably
– the more handsome of the two. Up to 1984, when the Bentley
Corniche was renamed ‘Continental’, only 151 had been sold,
compared to several thousand of the Rolls-Royce version! These
rare cars are much sought after today.
Previously registered ‘TST 525L’ in the UK, the right-hand drive
example offered here is one of only 45 Bentley Corniche ‘Series 1’
convertibles built between 1971 and 1976. ‘13151’ was purchased
by the current vendor at Brooks’ Olympia sale in November 1998. At
that time the car was said to have had only three previous owners,
the second and third being husband and wife, and was reported
as having been restored in 1997. Finished in Caribbean Blue with
Champagne leather interior, this elegant Bentley Corniche is described
as in generally good condition, paintwork excepted. Accompanying
paperwork consists of sundry invoices, Austrian registration papers
and copies of the factory build sheet, warranty/policy authorisation
agreement and its old UK V5 registration document.
Antérieurement immatriculée « TST 525L » au Royaume-Uni, cet
exemplaire à conduite à droite est une des 45 Bentley Corniche «
Série 1 » décapotables construites entre 1971 et 1976. « 13151 »
fut achetée par le vendeur actuel à la vente Brooks d’Olympia en
novembre 1998. À l’époque, la voiture aurait eu trois propriétaires,
le deuxième et le troisième étant mari et épouse, et aurait été
restaurée en 1997.
Peinte en Caribbean Blue avec intérieur en cuir champagne,
cette élégante Bentley Corniche est présentée comme étant en
bon état général à l’exception de la peinture. Les documents qui
l’accompagnent comprennent un dossier de factures, ses papiers
d’immatriculation autrichiens, une copie de la fiche de fabrication
d’usine, un accord de garantie/assurance et son ancien document
d’immatriculation V5 au Royaume-Uni.
€45,000 - 55,000
No Reserve
Motor Cars
| 33
18
1936 Cadillac Series 75 Town Sedan
Coachwork by Fleetwood
Chassis no. to be advised
Engine no. 3130402
34 |
The SPA - cLASSIC Sale
Founded by Henry Leland and Robert Faulconer, the Cadillac
Automobile Company of Detroit, Michigan, completed its first
car in October 1902, the firm’s superior precision manufacturing
technology soon establishing it as the foremost builder of quality
cars in the USA. Always innovators in automobile technology, the
company continues to produce cars recognised everywhere as
symbols of wealth and prestige.
During the early 1930s it seemed that almost every year brought
with it a landmark advance in the development of Cadillac’s longrunning V8 range. For 1936 there was an entirely new engine
in 322ci (5.3 litres) and 346ci (6.7 litres) capacities, the former
powering a new range - the Series 60 - introduced between the
existing Cadillacs and the smaller companion LaSalle. The larger V8
was reserved for the medium sized Series 70 and 75 models, which
for 1936 carried all-steel ‘turret top’ bodies by Fleetwood, featuring
‘V’ windscreens.
Finished in two-tone Bordeaux over beige with grey interior, this
lovely Town Sedan has been completely restored and is described
as in generally very good condition. This actual car is featured
in the book ‘Chromjuwelen – Autos mit Geschichte’ (2007).
Accompanying documentation consists of a 1997 condition report,
2002 bill of sale and Austrian registration papers.
Peinte en deux tons bordeaux et beige avec intérieur gris, cette
superbe Town Sedan totalement restaurée est décrite comme étant
en très bon état. Cette voiture figure dans l’ouvrage
« Chromjuwelen – Autos mit Geschichte » (2007). Elle est proposée
avec un rapport d’expertise de 1997, une facture d’achat
de 2002 et ses papiers d’immatriculation autrichiens
€65,000 - 75,000
No Reserve
Motor Cars
| 33
19
1963 Sunbeam Alpine Series II Roadster
Chassis no. B91192610DLRX
Engine no. BOT08274LROOD
Aimed at the North American market, where British sports cars
were enjoying considerable success, the Sunbeam Alpine was
produced between 1959 and 1968. Built on the Hillman Husky II
floor pan, the Alpine employed Sunbeam Rapier running gear and
the same 1.5-litre, overhead-valve, four-cylinder engine found in
many of Rootes’ other products.
In Alpine form the unit boasted an alloy cylinder head and twin
carburettors, producing 78bhp, an output good enough for a
maximum speed of almost 100mph. The Alpine was progressively
improved through Series II-V, gaining an all-synchromesh gearbox
in 1964 on the Series IV and a 1,725cc, five-bearing engine in 1965
on the Series V, which also marked the arrival of alternator electrics
and an oil cooler, unusual standard features at that time.
34 |
The SPA - cLASSIC Sale
Resident in Vienna, Austria since 1976, this Alpine roadster was
purchased by the current vendor in 2002 having been completely
restored by the previous owner - Mr Joseph Antl - in 1994.
There are numerous restoration invoices on file, mostly issued
by Ernst Chalupa of Vienna, and the Alpine also comes with
Austrian registration papers, FIVA identity card and assorted
correspondence. The car is finished in red with black interior and
matching soft-top, and is described as in generally good condition.
Résidant à Vienne (Autriche) depuis 1976, ce roadster Sunbeam
Alpine a été acquis par le vendeur actuel en 2002 après une
restauration totale effectuée par le précédent propriétaire – M.
Joseph Antl – en 1994. Le dossier contient de nombreuses
factures, la plupart émises par Ernst Chalupa de Vienne. La voiture
est accompagnée de ses papiers d’immatriculation autrichiens, de
sa carte d’identité FIVA et d’une correspondance. Peinte en rouge
avec intérieur noir et capote assortie, la voiture est décrite comme
étant en bon état général.
€18,000 - 22,000
No Reserve
20
1958 Jaguar Mark IX Saloon
Chassis no. 772576BW
Work on Jaguar’s new advanced saloon had been interrupted by the
war and it was not until 1950 that the design saw the light of day as
the Mark VII. A considerable improvement on what had gone before,
the cruciform-braced chassis featured torsion-bar independent
front suspension and all-round hydraulic brakes. The 3.4-litre sixcylinder engine had already demonstrated its prowess in the XK120
sports car and proved capable of propelling the Mark VII’s not
inconsiderable bulk past 100mph.
Developed and refined through Marks VIIM and VIII, the last word in
Jaguar’s large, separate-chassis saloons - the Mark IX - appeared
in 1958, by which time the 220bhp version of the 3.8-litre XK six
was standard equipment together with power-assisted steering and
all-disc braking. A choice of manual or automatic transmissions was
offered, the latter option being by far the most popular. Production of
the Mark IX ceased in 1961.
A right-hand drive, automatic transmission model finished in twotone grey, this Mark IX was purchased by the current owner in 1995
(bill of sale on file). The restored interior features re-upholstered
seats while other noteworthy features include an original cocktail
cabinet in good condition and a sunroof in working order. Described
as in good condition mechanically, the car is offered with owners’
correspondence, condition report (1995), copy German Fahrzeugbrief
and current Austrian registration papers, the latter recording an
engine number different from that noted in the condition report.
Modèle à conduite à droite et boîte automatique peint en deux tons
de gris, cette Mark IX a été achetée par l’actuel propriétaire en 1995
(facture au dossier). L’intérieur restauré se distingue par ses sièges
regarnis, tandis que l’on peut noter la présence d’un bar d’origine
en bon état et d’un toit ouvrant en état de fonctionnement. Décrite
comme étant en bon état mécaniquement, la voiture est offerte avec
une correspondance des propriétaires, un rapport d’expertise (1995),
une copie du Fahrzeugbrief allemand et ses papiers d’immatriculation
autrichiens, ces derniers portant un numéro de moteur différent de
celui figurant sur le rapport.
€28,000 - 32,000
No Reserve
Motor Cars
| 35
21
1936 Lanchester Ten Minibus
Chassis no. 28913
Engine no. 77153
The unusual - possibly unique - vehicle offered here is based on
a pre-war Lanchester Ten, although the style of the seven-eater
coachwork suggests that the conversion was not carried out
‘in period’ but is later. Introduced in 1932 and the smallest ever
Lanchester, the Ten was unique in its class at the time, having
both a Daimler fluid flywheel and Wilson pre-selector gearbox, a
combination it shared with other Daimler and Lanchester models of
the period. The engine was a 1.2-litre (later 1.4-litre) four-cylinder
overhead-valve unit producing 34bhp at 4,000rpm.
The car had an adequate performance with a top speed of just
over 60mph (96km/h). With their coachbuilt bodies and advanced
specification, the various versions of the Ten were considerably
more expensive than many of their rivals: the £325 fixed-head coupé
costing £110 more than the equivalent Morris Ten-Four, for example.
The Ten remained in the Lanchester catalogue until 1939 with over
12,000 sold.
36 |
The SPA - cLASSIC Sale
First registered in the UK as ‘BDV 343’, the Lanchester was
purchased by the current owner in 1994. The vehicle has been
restored, the engine and transmission being overhauled in the
process, and is described as in generally good condition. A
guaranteed head-turner at any gathering of classic vehicles, the
Lanchester is offered with instruction manual (copy), bill of sale
(1994), condition report (1996) and Austrian registration papers.
Immatriculée pour la première fois au Royaume-Uni « BDV 343 »,
cette Lanchester a été acquise par le vendeur actuel en 1994. Le
véhicule qui a été restauré avec réfection du moteur et de la boîte
de vitesses est décrit comme étant en bon état général. Modèle
qui fait l’objet de toutes les attentions dans les rassemblements
de véhicules classiques, la Lanchester est accompagnée de son
manuel d’utilisation (en copie), de sa facture (de 1994), d’un rapport
d’expertise (de 1996) et de ses papiers d’immatriculation autrichiens.
€24,000 - 28,000
No Reserve
22
1969 Jaguar 420G Saloon
Chassis no. G1D57367BW
Engine no. 7L42855-S
Jaguar’s flagship saloon in its day, the luxurious 420G arrived in
October 1966 as a – mainly cosmetic – update of the Mark X.
Launched in October 1961, the Jaguar Mark X was technically more
advanced than preceding Jaguar saloons, featuring independent
rear suspension similar to that of the E-Type sports car and the
tried-and-tested XK 3.8-litre six-cylinder engine. For a car weighing
around two tons the 120mph Mk X was impressively quick and,
like all Jaguar saloons, its interior was exceptionally well appointed
and comfortable. The Mk X was being built with the 4.2-litre engine,
an all-synchromesh gearbox and Marles Varamatic power-assisted
steering among numerous other improvements by the time the facelifted 420G (for ‘Grand’) version came along. Apart from a reshaped
front grille and indicator repeater lights, there was little to differentiate
the newcomer externally, while within the cabin there were improved
seats and a revised dashboard. These alterations would be among
the last made to the 420G, which was dropped in June 1970, its
place as the forefront of Jaguar’s saloon line-up having been taken
by the newly introduced XJ6.
This right-hand drive, automatic-transmission 420G is finished in
dark blue with light grey leather interior and has been in the vendor’s
possession since 1995 (bill of sale on file). Described as in very good
condition mechanically (engine/transmission) with generally good
body, paint and brightwork, the car is offered with condition report
(1995), old UK logbook and current Austrian registration papers, the
latter recording a different engine number.
Cette Jaguar 420 G à conduite à droite et boîte automatique, peinte
en bleu foncé avec intérieur en cuir gris clair, est dans la possession
du vendeur depuis 1995 (facture d’achat dans le dossier). Décrite
comme étant en très bon état mécanique (moteur et boîte), avec une
carrosserie, une peinture et des ornements en bon état général, la
voiture est offerte avec un rapport d’expertise de 1995, son ancien
logbook britannique et ses papiers d’immatriculation autrichiens, ces
derniers portant un numéro de moteur différent.
€18,000 - 22,000
No Reserve
Motor Cars
| 37
23
1952 Rolls-Royce Silver Wraith Saloon
Coachwork by James Young
Chassis no. WOF 75
Engine no. W74F
Rolls-Royce’s first post-war model, the Silver Wraith employed a
chassis similar to that of the MkVI Bentley, though with a 7” longer
wheelbase. The Wraith however, was only offered with traditional
coachbuilt bodies rather than the MkVI’s pioneering ‘standard steel’
bodywork. Powering Rolls-Royce’s post-war range was a new
4,257cc six-cylinder engine of cast-iron, monobloc construction with
aluminium cylinder head featuring overhead inlet and side exhaust
valves. A four-speed manual gearbox with synchromesh was standard
initially, an automatic option (for export models only at first) not
becoming available until 1952, at which time the engine was enlarged
to 4,566cc and a long-wheelbase version introduced. Production
ceased in 1959, by which time 1,780 chassis had been completed.
38 |
The SPA - cLASSIC Sale
The last word in motoring luxury in its day, this short-wheelbase
Silver Wraith carries saloon coachwork by James Young, one of
the few British coachbuilders still active after WW2. The Bromleybased carriage-maker had bodied its first automobile in 1908,
affiliating itself with a succession of quality marques throughout the
1920s and 1930s, and had established itself among the foremost
coachbuilders for upmarket chassis by the end of the latter
decade. Its factory devastated by wartime bombing, the company
did not resume exhibiting at the London Motor Shows until 1948,
continuing to offer coachbuilt designs of distinction on (mainly)
Rolls-Royce and Bentley chassis until the arrival of the unitary
construction Silver Shadow/T-Series range in the 1960s.
Chassis number ‘WOF75’ is a right-hand drive, manual transmission
model formerly registered ‘MYL 550’ in the UK. Purchased by the
current vendor in September 1998, the car is finished in two-tone
black/grey and retains what is believed to be the original interior,
while the engine was overhauled 3-4 years ago by a specialist.
Accompanying paperwork consist of sundry invoices for work
carried out, correspondence from previous owners, 1998 bill of sale
to the current owner, and an old UK registration document.
Dernier mot du luxe automobile en son temps, cette Silver Wraith
châssis court est habillée d’une carrosserie de berline signée
James Young, un des rares grands carrossiers britanniques
encore en activité au lendemain de la Seconde Guerre mondiale.
La firme de carrosserie de Bromley qui avait carrossé sa première
automobile en 1908 travailla avec une succession de marques de
qualité tout au long des années 1920 et 1930 en se positionnant
parmi les meilleurs carrossiers de châssis de grand luxe à la fin
de cette dernière décennie. Son usine dévastée par les bombes
pendant la guerre, la firme ne réapparut dans les expositions
qu’au salon de Londres de 1948 et continua d’offrir des créations
originales de qualité sur (principalement) des châssis Rolls-Royce
et Bentley jusqu’à l’arrivée de la gamme Silver Shadow/Série T à
caisse monocoque dans les années 1960.
Le châssis n° « WOF 75 » est un type à conduite à droite et boîte
manuelle anciennement immatriculé « MYL 550 » au RoyaumeUni. Acquise par le vendeur actuel en septembre 1998, la voiture
peinte en deux tons noir et gris a conservé ce qui semble être
son intérieur d’origine, le moteur ayant été refait il y a 3 ou 4 ans
par un spécialiste. Les documents joints comprennent un copieux
dossier de facture de travaux, une correspondance des anciens
propriétaires, la facture de vente de 1998 et un ancien document
d’immatriculation au Royaume-Uni.registration document.
€40,000 - 50,000
Motor Cars
| 39
24
1962 Mercedes-Benz 190SL Roadster with Hardtop
Chassis no. 12104010022202
Engine no. 12192810000122
40 |
The SPA - cLASSIC Sale
In 1954 Mercedes-Benz had introduced the 300SL sports car, a
‘Gullwing’ coupé inspired by the German manufacturer’s highly
successful 300 Super Leicht series of sports-racers that had
spearheaded its return to international competition. Expensive and
exclusive, the 300SL caused a sensation and set new standards
for high performance sports cars. Introduced at the same time
was a cheaper, less exotic but no less refined sports roadster:
the 190SL. Based on the 180 saloon whose all-independentlysuspended running gear it used, the 190SL did not enter production
until January 1955, the delay being caused by alterations aimed at
strengthening the saloon’s shortened platform to compensate for the
open body’s reduced stiffness.
Mounted on a detachable sub-frame together with the four-speed
manual gearbox, front suspension and steering, the power unit was
a 1,897cc overhead-camshaft four - the first such engine ever to
feature in a Mercedes-Benz. Breathing through twin Solex downdraft
carburettors, this M121 unit produced 105bhp at 5,700rpm, an
output sufficient to propel the 190SL to 100km/h in 14.5 seconds
and on to a top speed of 171km/h. It was also relatively economical.
The 190SL was more comfortable than the typical British sports
car but the fact that its ride was more boulevard than sporting did
nothing to deter sales. The model was a big hit in the USA, where
many of the slightly fewer than 26,000 produced between 1955 and
1963 found homes, including the example offered here, which was
delivered there in 1962.
This 190SL has been in Austria since 1988, and was purchased
by the current owner in 2005. Treated to a high-quality re-spray
in 2013, the car is finished in white with matching hardtop, black
soft top and contrasting dark red leather interior, the latter believed
original. Described as in generally very good condition, the car is
offered with Austrian registration papers and the 2005 bill of sale to
the current owner.
Cette 190 SL, en Autriche depuis 1988 a été acquise par le vendeur
actuel en 2005. Bénéficiant d’une peinture de grande qualité en
2013, la voiture est blanc avec hard-top assorti, capote noire et
intérieur contrastant rouge foncé, ce dernier étant considéré comme
original. Décrite comme étant en très bon état, la voiture est offerte
avec ses papiers d’immatriculation autrichiens et la facture de vente
à l’actuel propriétaire de 2005.
€55,000 - 65,000
Motor Cars
| 41
25
1963 Mercedes-Benz 220SEb Cabriolet
Chassis no. 11102310043535
42 |
The SPA - cLASSIC Sale
‘The Mercedes-Benz 220SE... is a very fine engineering
achievement. Not only does it provide fast and economical
transport for four and their luggage, but outstanding roadholding
and riding qualities make this a car which is a pleasure to
drive hard, and one in which it is safe and comfortable to do
so. Furthermore, it has superb brakes and a high standard of
mechanical refinement.’ – Autocar.
Mercedes-Benz debuted four new models at the Frankfurt Show
in 1959 - the 220SEb among them - all of which shared the same
basic unitary construction bodyshell and all-round independent
suspension. Longer than their predecessors, the newcomers
featured a wider radiator shell, wrap-around windscreen, wider rear
window and vertically positioned twin headlamps. The new 220SEb
retained the fuel-injected, single-overhead-camshaft engine of
the previous 220SE, though maximum power of the 2,195cc six
was increased by five horsepower to 120bhp (DIN). Top speed
was now 170km/h with 97km/h attainable in under 14 seconds.
Luxurious coupé and cabriolet models appeared in 1961, minus the
already dated-looking tail fins of the saloon. More modern in style,
the 220SEb coupé and cabriolet were better appointed too, being
equipped as standard with a rev-counter, leather upholstery and
four-speed transmission (automatic optional) with floor-mounted
gear-change lever. Front disc brakes were fitted from the start of
production, a benefit not enjoyed by the 220SEb saloon until 1962.
This elegant Mercedes-Benz four-seater soft-top is finished in white
with contrasting red interior and black convertible hood, and has the
four-speed manual transmission. The bodywork was restored by
Prokschi in Germany in 2004 and re-sprayed in the original colour
scheme, the interior, hood and mechanicals being refurbished at the
same time. Eighteen years with the preceding owner, the car was
purchased by the current vendor in December 2004. Accompanying
documentation consists of a cancelled German Fahrzeugbrief, some
previous owner correspondence, bill of sale (2004), condition report
(2005) and Austrian registration papers.
Cet élégant cabriolet Mercedes-Benz à quatre places, peint
en blanc avec intérieur rouge et capote noire est équipé d’une
boîte manuelle à quatre rapports. La carrosserie a été restaurée
par Prokschi en Allemagne en 2004 et repeinte dans sa teinte
d’origine, l’intérieur, la capote et les organes mécaniques étant
refaits en même temps. Demeurée 18 ans aux mains du précédent
propriétaire, la voiture a été achetée par l’actuel vendeur en
décembre 2004. La documentation comprend un Fahrzeugbrief
allemand périmé, une correspondance du précédent propriétaire,
une facture de vente (2004), un rapport d’expertise (2005) et les
papiers d’immatriculation autrichiens.
€50,000 - 60,000
Motor Cars
| 43
26
Manual transmission
1971 Mercedes-Benz 350SL Convertible with Hardtop
Chassis no. 1070410004007
Engine no. 1169810001333
44 |
The SPA - cLASSIC Sale
Although larger than their predecessors, the 350SL convertible and
350SLC coupé retained the overall look of the long-running and much
admired 230/250/280SL family and were the first of the Mercedes-Benz
sports car line to use a V8 engine, the latter’s 200bhp more than offsetting
the increase in bulk. All-independent suspension similar to that of the New
Generation 200/250 models ensured superb ride and handling, while fourwheel disc brakes (ventilated at the front) helped restrain the 130mph-plus
performance. There was a choice of either four-speed manual or similar
automatic transmission. The 350SLC coupé was 35.5cm longer in the
wheelbase than the convertible 350SL, the extra length affording room
for two rear seats, and could be distinguished by its louvred rear side
window, absent from the SL. Luxuriously equipped in the finest MercedesBenz tradition, the 350SL and 350SLC were more sports-tourers than
outright sports cars, a fact that did nothing whatsoever to harm sales that
totalled in excess of 29,000 units between 1971 and 1980.
This 350SL convertible was purchased by the current owner in 2002
and has covered a believed-genuine 197,528 kilometres from new. The
car is finished in gold metallic with beige interior and comes complete
with detachable hardtop. Described as in generally very good original
condition, it is offered with Austrian registration papers and 2002 bill of
sale to the current owner.
Cette 350 SL cabriolet achetée par le vendeur actuel en 2002
a couvert au total 197 528 km comme l’affiche le compteur, ce
qui semble correspondre à la réalité. Peinte en or métallisé avec
intérieur beige, elle est complétée de son hard-top. Décrite comme
étant en très bon état général, elle est offerte avec ses papiers
d’immatriculation autrichiens et la facture de la vente de 2002.
€22,000 - 28,000
No Reserve
Motor Cars
| 45
27
1971 Jaguar E-Type 4.2-Litre Series 2 Roadster
Chassis no. 2R 14351
Engine no. 7R 13926-9
46 |
The SPA - cLASSIC Sale
Jaguar’s sensational E-Type sports car had been in production for
over three years before the first significant up-grade occurred in
October 1964 with the launch of the 4.2-litre version. Along with
the bigger, torquier engine came a more user-friendly gearbox with
synchromesh on first gear, and a superior Lockheed brake servo.
Apart from ‘4.2’ badging, the car’s sublime external appearance
was unchanged but under the skin there were numerous detail
improvements. These mainly concerned the cooling and electrical
systems, the latter gaining an alternator and adopting the industry
standard negative ground, while the interior boasted a matt black
dashboard and improved seating arrangements.
The top speed of around 150mph remained unchanged, the main
performance gain resulting from the larger engine being improved
acceleration. Like its 3.8-litre forbear, the 4.2-litre E-Type was built
in roadster and coupé forms, and in 1966 gained an additional
2+2 coupé variant on a 9” longer wheelbase. In 1968 all three
versions of the E-Type underwent major revision to comply with
US safety and emissions legislation, emerging in ‘Series 2’ guise
minus the original’s distinctive headlight covers. In addition,
enlarged side and rear lights were adopted while a thickened
front bumper centre section bridged a larger radiator intake.
Interior changes included a collapsible steering column and rocker
switches in place of the earlier toggles.
This Series 2 E-Type roadster was delivered new in the USA and
has been in Vienna, Austria since 1991. A late model dating from
the final year of production (note the unusual ‘2R’ chassis number
prefix), the car was restored approximately ten years ago and is
finished in red with light grey soft top and black leather, the latter
believed original. Described as in generally good condition, this
beautiful E-Type roadster comes with Austrian registration papers.
Cette Jaguar Type E série 2 roadster livrée neuve aux Etats-Unis
réside à Vienne en Autriche depuis 1991. Modèle tardif de la
dernière année de production (on notera l’inhabituel préfixe « 2R »
du numéro de châssis), la voiture a été restaurée il y a environ dix
ans, peinte en rouge avec capote gris clair et intérieur en cuir noir,
ce dernier étant très certainement d’origine. Décrite comme étant
en bon état général, cette belle Type E roadster est accompagnée
de ses papiers d’immatriculation autrichiens.
€40,000 - 50,000
Motor Cars
| 47
28
Manual transmission, EU delivery from new
1972 Jaguar E-Type Series III V12 Roadster
Chassis no. 1S20339
Engine no. 7S5737SB
48 |
The SPA - cLASSIC Sale
One consequence of the E-Type’s long process of development
had been a gradual increase in weight, but a good measure of the
concomitant loss of performance was restored in 1971 with the
arrival of the sensational Series III V12. Weighing only 80lb more than
the cast-iron-block 4.2-litre XK six that it replaced, the new all-alloy,
5.3-litre, overhead-camshaft V12 produced 272bhp, an output good
enough for a top speed well in excess of 140mph. Further good
news was that the 0-100mph time of around 16 seconds made the
V12 the fastest-accelerating E-Type ever.
Other mechanical changes beneath the Series III’s more aggressive
looking exterior included ventilated front disc brakes, anti-dive front
suspension, Lucas transistorised ignition and Adwest power-assisted
steering, while automatic transmission was one of the more popular
options on what was now more of a luxury Grand Tourer than outand-out sports car. Flared wheelarches, a deeper radiator air intake
complete with grille, and a four-pipe exhaust system distinguished
the Series III from its six-cylinder forbears, plus, of course, that allimportant ‘V12’ boot badge. The interior though, remained traditional
Jaguar. Built in two-seat roadster and ‘2+2’ coupé versions, both of
which used the long-wheelbase floor pan introduced on the Series II
‘2+2’, the Series III E-Type continued the Jaguar tradition of offering
a level of performance and luxury unrivalled at the price.
This Series III E-Type roadster was delivered new to Austria in 1972
and sold in November of that same year by Erwin Janko, Jaguar
Vienna. Purchased by the current owner in 2000, the car is finished in
silver with black leather interior and is described as in generally good
condition. It comes complete with a rare factory hardtop, bill of sale
(2000) and Austrian registration papers listing previous owners.
Cette Jaguar Type E Série III roadster, livrée neuve en Autriche en
1972, a été vendue en novembre de la même année par Erwin
Janko, Jaguar Vienna. Achetée par l’actuel propriétaire en 2000, la
voiture peinte en argenté avec intérieur en cuir noir est présentée
comme étant en bon état général. Elle est complétée d’un rare
hard-top d’usine, d’une facture de vente (2000) et de ses papiers
d’immatriculation autrichiens listant ses précédents propriétaires.
€45,000 - 55,000
Motor Cars
| 49
29
Original left-hand drive
1960 Jaguar XK150 3.4-Litre Roadster
Chassis no. S831243
Engine no. V5224-8
50 |
The SPA - cLASSIC Sale
What would turn out to be the final glorious incarnation of
Jaguar’s fabulous ‘XK’ series of sports cars arrived in 1957. As its
nomenclature suggests, the XK150 was a progressive development
of the XK120 and XK140, retaining the same basic chassis, 3.4-litre
engine and four-speed Moss transmission of its predecessors while
benefiting from a new, wider body that provided increased interior
space and improved visibility courtesy of a single-piece wrap-around
windscreen, replacing the XK140’s divided screen. Cleverly, the new
body used many XK120/140 pressings, the increased width being
achieved by means of a 4”-wide central fillet. A higher front wing line
and broader radiator grille were other obvious differences, but the
new model’s main talking point was its Dunlop disc brakes. Fade
following repeated stops from high speed had been a problem of the
earlier, drum-braked cars, but now the XK had stopping power to
match its prodigious straight-line speed.
Introduced in the spring of 1957, the XK150 was available at first only
in fixed and drophead coupé forms, the open roadster version not
appearing until the following year. At 190bhp, the engine’s maximum
power output was identical to that of the XK140 so performance was
little changed. ‘Special Equipment’ and ‘S’ versions came with 210
and 250bhp respectively. Overdrive and a Borg-Warner automatic
gearbox were the transmission options, the latter becoming an
increasingly popular choice, while a Thornton Powr-Lok limited-slip
differential was available for the XK150S.
Steel wheels remained the standard fitting, though XK150s so
equipped are a great rarity as most were sold in SE (Special
Equipment) specification with centre-lock wire wheels. The muchadmired chromed Jaguar mascot was made available as an optional
extra on an XK for the first time. ‘The Jaguar XK150 is undeniably
one of the world’s fastest and safest cars. It is quiet and exceptionally
refined mechanically, docile and comfortable... we do not know of any
more outstanding example of value for money,’ declared The Autocar.
This left-hand drive XK150 was purchased by the current owner in
1997 and restored approximately ten years ago, the interior being
renewed in 2013. Finished in dark blue with beige soft-top and
dark red leather interior, the car is described as in generally good
condition mechanically, although the body and paintwork would
benefit from further attention in places. Offered with bill of sale (1997)
and Austrian registration papers.
Cette XK150 à conduite à gauche a été acquise par le vendeur
actuel en 1997 et restaurée il y a une dizaine d’années, l’intérieur
ayant été refait en 2013. Peinte en bleu foncé avec capote beige et
intérieur en cuir rouge foncé, la voiture est décrite comme étant en
bon état général du point de vue mécanique, mais la carrosserie et la
peinture devraient être en partie revues. Elle est accompagnée de sa
facture de 1997 et de ses papiers d’immatriculation autrichiens.
€50,000 - 60,000
Motor Cars
| 51
30
48,000 kilometres from new
1999 Aston Martin DB7 Volante Convertible
Engine no. SCFAA4110XK202613
52 |
The SPA - cLASSIC Sale
It was Aston Martin’s 1987 acquisition by Ford that ensured its future,
and the latter’s take-over of Jaguar that made possible the revival of
the dormant ‘DB’ line. Jaguar’s axed XJ-S replacement - the XJ41
- was deemed more suitable as an ‘entry level’ Aston Martin and
work on the project commenced towards the end of 1991. Brilliantly
styled by Ian Callum in a manner reminiscent of traditional Aston
Martins, the body was notable for employing composite materials in
its construction.
The engine was a 3.2-litre version of the 24-valve AJ-6 unit that
had replaced the venerable XK in Jaguar’s saloon range, which
was endowed with a suitable power output courtesy of an Eaton
supercharger. The result was 335bhp and a top speed of 160mph,
a performance placing the DB7 on a par with rivals such as the
Mercedes-Benz 500SL and Porsche 928. A little under three years
after the DB7’s debut, the planned Volante convertible was launched
in January 1996.
This automatic transmission DB7 Volante was delivered new to
Germany and remained with the original owner until it was sold to
the current vendor in February 2011 (at 30,600 kilometres). Currently
displaying a total of 48,000 kilometres on the odometer, it remains
in very good original condition and is offered with service booklet,
warranty copy, a maintenance invoice, a copy of the German
Fahrzeugbrief and Austrian registration papers.
Cette DB7 Volante à boîte automatique livrée neuve en Allemagne
a été conservée par son premier propriétaire jusqu’à sa cession
au vendeur actuel en février 2011 (avec 30 600 km). Affichant
actuellement 48 000 km au compteur, et demeurée en très bel
état d’origine, elle est offerte avec son livret d’entretien, copie de la
garantie, une facture d’entretien, la copie du Fahrzeugbrief et ses
papiers d’immatriculation en Autriche.
€40,000 - 50,000
No Reserve
Motor Cars
| 53
31
1948 Dodge D24 Sedan
Chassis no. 45027934
Engine no. D-24-538389
54 |
The SPA - cLASSIC Sale
Engine and transmission suppliers to Ransom Eli Olds and then
Henry Ford, the Dodge brothers diversified into automobile
manufacture in 1914. Featuring a 35hp four-cylinder engine,
welded all-steel body and 12-volt electrical system, the first
Dodge was a robust, ‘right-first-time’ design that changed little
over the course of the succeeding ten years. Dodge was second
only to Ford in the US in 1920 but in that year both brothers
died and the firm went into decline. In 1928 it was acquired by
Walter P Chrysler. After WW2, Dodge, like the majority of its rivals,
recommenced production with face-lifted 1942 models, which
in Dodge’s case would remain little altered until 1949. All of the
immediately post-war models used the same 230ci (3.8-litre)
103bhp six-cylinder sidevalve engine.
This particular D24 sedan has the optional ‘Fluid Drive’
transmission, which replaced the flywheel with a torque converter
while retaining the clutch and three-speed manual gearbox.
The Dodge came from the USA to Vorarlberg, Austria in 1986
and in 1987 went to Vienna. It was then treated to a ‘body off’
restoration, which was finished in August 1988, and was sold to
the current owner in 1999.
Finished in two-tone dark/light green, the car comes with
the 1999 bill of sale, a large file of restoration photographs,
correspondence, Dodge workshop manual, Austrian registration
papers and various parts lists and catalogues.
Cette berline Dodge D24 est équipée d’une transmission
optionnelle « Fluid Drive » dans laquelle le volant moteur est
remplacé par un convertisseur de couple tout en conservant
l’embrayage et la boîte manuelle à trois rapports. Cette Dodge
venue des USA à Voralberg (Autriche) en 1986 est partie en
1987 pour Vienne où elle a été vendue à l’actuel propriétaire en
1999. Peinte en deux tons de vert (foncé et clair) la voiture est
accompagnée de sa facture de vente de 1999, d’un gros dossier
photo de restauration, d’une correspondance, du manuel d’atelier
Dodge, des papiers d’immatriculation autrichiens et de diverses
listes et catalogues de pièces.
€20,000 - 25,000
No Reserve
Motor Cars
| 55
32
1996 Jaguar XK8 Convertible
Chassis no. SAJJGAFD4AR/003948
Thirty five years after the launch of the sensational E-Type, Jaguar
stunned the motoring world once again with the introduction of the
XK8 coupé at the Geneva Salon in March 1996, the convertible
version appearing in April at the New York Motor Show. Both
versions went on sale in October 1996, advertisements headlined
‘The Cat is Back’ and ‘The Spirit of its Ancestor’ reminding
prospective buyers of the car’s heritage, which was further reinforced
by a host of styling cues borrowed from its illustrious forbear.
Costing in excess of €75,000 when new, this supremely wellspecified XK8 Convertible was delivered new to Neunkirchen,
Austria and is currently in the hands of its third owner. An automatic
transmission model finished in British Racing Green metallic with
beige leather interior, the car is described as in generally very good
condition, currently displaying a total of 154,000 kilometres on
the odometer. Accompanying documentation consists of Austrian
registration papers and a maintenance invoice (2000).
The XK8 though, was not aimed at the same market as the E-Type;
direct successor to the XJ-S, Jaguar’s luxurious new Grand Routier
had the likes of the Mercedes-Benz SL in its sights. Indeed, the
XK8 was based on the XJ-S floor pan, though its V8 power unit
- Jaguar’s first - was entirely new. The all-aluminium 32-valve
unit displaced 4.0 litres and produced 281bhp, an output good
enough for a top speed of 156mph. Power was transmitted via a ZF
five-speed automatic gearbox to the limited-slip differential, while
traction control was standard.
A un prix de catalogue de plus de 75 000 euros, cette XK8
décapotable particulièrement bien équipée, livrée neuve à Neukirchen
en Autriche, est actuellement aux mains de son troisième propriétaire.
Version à boîte automatique peinte en British Racing Green métallisé
avec intérieur en cuir beige, la voiture est présentée comme étant en
très bon état général avec actuellement 154 000 km au compteur.
La documentation qui l’accompagne comprend les papiers
d’immatriculation autrichiens et une facture d’entretien (de 2000).
€20,000 - 25,000
No Reserve
End of Collection
56 |
The SPA - cLASSIC Sale
33
1954 BMW 250cc R25/3 & Steib Sidecar
Frame no. 317474
BMW’s first new post-war model was a single-cylinder design - the
250cc R24 - which arrived in 1948 looking pretty much like the
pre-war R23 but producing an additional 2bhp. It was superseded
in 1950 by the R25, which featured plunger rear suspension but was
otherwise very similar. An improved R25/2 version was introduced
during 1951 incorporating a stronger crankshaft and minor revisions
to the front mudguard stays and seat springing.
Built between 1953 and 1956, the final R25 variant - R25/3 featured a new telescopic front fork, full-width alloy hubs and
alloy wheel rims as the principal upgrades. Built to the same
uncompromising engineering standards as BMW’s larger twins, the
single-cylinder range was necessarily expensive, tending to appeal
to knowledgeable enthusiasts who placed a premium on quality
above all else.
There are few better known sidecar manufacturers than the German
firm of Steib, whose stylish - and expensive - products enjoy a
well-deserved reputation for sound engineering and exemplary build
quality, making them the perfect match for any BMW.
One of the firm’s single-seat LS200 sidecars is attached to this
R25/3, which previously was registered in the Netherlands. Fully
restored some time ago (date unknown), it is described as in
generally very good condition and comes with a condition report
(2006) and Belgian registration papers.
C’est l’un des derniers sidecars LS200 monoplace de la marque
Steib qui est attelé à cette R25/3, précédemment immatriculée
en Hollande. Entièrement restaurée il y a déjà quelque temps
(date inconnue), elle est décrite comme en très bon état général
et est vendue avec un contrôle technique (2006) et des papiers
d’immatriculation belge.
€8,000 - 14,000
Motor Cars
| 57
Alfa Romeo GTA
Speaking of cars my first real love was the Alfa Romeo GTA. Always intrigued by the normal Sprint GT,
I guess the GTA somehow crossed my path and I was hooked. That much that every time a new book
came out on the Milanese marque I immediately ran down to our local bookstore in the centre of Antwerp
to find out what was in there on the GTA. In most cases this was a disappointing trip as it turned out that
always the same information and the same Museo Storico images had been used.
I definitely wanted to learn more about these lightweight cars that also used twin-ignition cylinder-heads
… quite exotic for my knowledge back then. It didn’t take long however before I decided to write a book
myself … I’d learn along the progress of this crazy project.
Soon I found out that there existed something like a GTA-SA – ‘sovralimentata’ or supercharged with,
according to Luigi Fusi’s bible, approximately 240bhp! Naturally I hoped to come across one of these
‘specials’ but realized that my chances were very small as only a handful were made. Rumours went
that Alfa Romeo Benelux used to have such an engine on a stand in their lobby but I never found it, nor
traces of it.
The GTA-SA was developed to race in Group 5, a special category of Touring class races in which
considerable changes to engine and suspension as well as the use of injection, turbos and/or compressors
was permitted. Autodelta chose the option of twin compressors driven by a closed, pump-powered
oil circuit. The production of this engine most have cost a fortune as several parts like the front engine
cover and oil sump were all special castings. From 1968 onwards Group 5 cars were allowed to race in
the European Touring Car Challenge … but according to the international sporting code, cars equipped
with a turbo or compressor were placed in a category based upon a formula that multiplied the original
cylinder capacity by 1.4 so the GTA-SA ran in the 2000/2500cc class with such competition like the
BMW 2002 and Porsche 911.
Victories however were limited and what we know now is that they were fit for short races only. According
to Christine Beckers the SA had the reputation of being unpredictable with brutal reactions. On the other
hand she also remembers it as a car with magnificent acceleration and of course, excellent road holding,
perfectly suited for hill-climbs. ‘Christine’ had the chance to drive the Alfa Romeo Benelux GTA-SA for
the 1969 season with considerable success, winning the Course de Côte de la Reine in Houyet, Belgium,
beating Jean Blaton ‘Beurlys’ in his Ford GT40!
I think it all explains why such a limited number of the GTA-SA units were built and my chances to find
one for ‘Alleggerita’ nil. But sometimes luck is with me and during one of my travels through Italy I came
across Nicola Paone and his little workshop where no less that three magnificent and complete GTA-SA
engines sat on a large table! Next to those he also had a few of the rare 16-valve engines …
Seeing that one of probably the most rare post-war Alfa Romeo racing engines comes up for auction at
Spa – exactly 20 years after the publication of ‘Alleggerita’ - makes me happy, knowing this very engine
I inspected for my book. I do hope however that it will not be used on a stand but set to run and fitted
in a GTA again.
Tony Adriaensens – Corsa Research, April 2014
34
Alfa Romeo Giulia 1600 GTA/SA Autodelta engine 1966-1967
One of very few original Alfa Romeo GTA/SA twin compressor
engines left in the world. Possibly no more than ten engines
have ever been constructed by Autodelta in 1966/7. Generally
considered the highest and most exciting development of the
infamous Giulia 1600 GTA competition engine. A truly unique
opportunity to run a GTA with the strongest competition engine
ever. This unit turns out 240 hp and will be a highly respected
entry in any classic racing or concourse event in the world. Fully
documented, tested and ready to fit.
L’un des très rares moteurs originaux d’Alfa Romeo GTA/
SA à double compresseur encore disponibles dans le monde.
Probablement moins de 10 de ces moteurs ont été construits
par Autodelta en 1966-1967. Il est considéré comme le
développement ultime et le pus enthousiasmant du moteur de la
fameuse Giulia 1600 GTA de compétition. Une occasion vraiment
unique de conduire une GTA équipée du plus puissant moteur de
compétition. Il développe 240 ch et sera un concurrent respecté
dans toutes les courses historiques du monde. Documentation
complète, essayé et prêt à être monté.
€75,000 - 100,000
Motor Cars
| 59
35
Alfa Romeo Giulia 1300 GTA engine by Chiapparini 1966-1967
Alfa Romeo 1300 GTA competition engine built by Chiapparini in
unused and as new condition. This was spare to a famous 1300 GTA
of the S.C.A.R. Autostrada team (closely related to Autodelta team).
This engine is ready to use in the very versatile version with the wide
cylinder head and by Chiapparini reworked 45 DCOE Webers, deep
magnesium oil sump and magnesium valve cover.
60 |
The SPA - cLASSIC Sale
Moteur Alfa Romeo 1300 GTA de compétition construit par
Chiapparini, en état neuf, jamais utilisé. Il s’agit d’un moteur de
rechange pour l’une des 1300 GTA de l’écurie SCAR Autostrada
(proche de l’écurie Autodelta). Ce moteur est prêt à l’emploi, dans sa
version à culasse large avec carburateurs Weber 45 DCOE préparés
par Chiapparini, carter d’huile profond en magnésium et couvre
culasse en magnésium.
€17,000 - 24,000
36
GTA/SA N.O.S spare parts collection
GTA/SA N.O.S Collection de pièces détachées
37
Giulia 1300 GTA cyl block, rods, liners
Giulia 1300 GTA Bloc cylindre, bielles, chemises
€12,000 - 17,000
€4,000 - 6,000
38
GTA sliding block axle, with brakes
GTA Essieu à bloc coulissant avec freins
39
GTA gearbox rebuilt
GTA Boîte de vitesses reconstruite
€3,500 - 4,500
€3,500 - 4,500
40
Giulia 1600 GTA cyl block
not numbered
Giulia 1600 GTA Bloc cylindre
sans numéro
41
N.O.S GTA magnesium oil sump
(lower part)
N.O.S. GTA Carter d’huile en
magnésium (partie inférieure)
€1,500 - 2,000
€700 - 1,000
42
Alfa Romeo GTA alloy bootlid
Alfa Romeo GTA capot de coffre
en aluminium
€800 - 1,200
Motor Cars
| 61
Property from a Single Owner Collection - Lots 43 to 47
43
Formerly the property of Marco Borsato
1981 Maserati 4.9-Litre Quattroporte III Saloon
Chassis no. AM330 49 M001362
‘The Quattroporte is billed as the world’s fastest sedan. It is a highly
refined automobile with a four-passenger cruising capability in excess
of 100mph, with enough attendant luxuries to compare favourably
with non plus ultra of all luxury sedans, the Mercedes-Benz 600 and
the Rolls-Royce Silver Shadow.’ - Car & Driver.
Styled by Frua and introduced in 1963, the V8-powered Quattroporte
was a landmark model for Maserati, being the Modena firm’s first
four-door saloon and its first car of unitary construction. Styled
by Frua and introduced at the 1963 Turin Show, the Quattroporte
was powered by a downsized - to 4.2 litres - version of the
5000GT’s four-cam V8 and beneath the skin featured independent
front suspension and a De Dion rear axle, though the latter was
replaced by a conventional elliptically sprung live axle in 1967. Car
& Driver recorded a 0-60mph time of 8.7 seconds and wound their
Quattroporte up to 120mph, estimating that there was another
10mph still to come, all of which was some going for a fully-equipped
four-seater weighing close to 2 tons.
The successor Quattroporte II deployed the V6 engine and front-wheeldrive package of the Citroën SM in a body by Bertone, but did not long
survive Maserati’s take-over by Alessandro De Tomaso. Its successor
- the Ital Design-styled Quattroporte III - arrived in 1978. Maserati V8
power was restored for this, the third of the line - the options being a
4.2 or a 4.9-litre unit - and the ‘III’ reverted to rear wheel drive using
a lengthened Kyalami floor pan and all-independent suspension. The
‘Quattroporte’ name was revived for a fourth series in 1994.
62 |
The SPA - cLASSIC Sale
One of the world’s fastest luxury saloons in its day, this manual
transmission model is one of only 1,821 Quattroporte IIIs built
between 1978 and 1984. The car was registered in the Netherlands
in 2003 and in 2010 was exported to Belgium having previously
formed part of the ‘Maranello Collection’ belonging to the famous
Dutch singer, Marco Borsato. Un-restored, it is finished in silver
metallic with tobacco brown leather interior, and is described as very
sound with good mechanicals. The car is offered with Netherlands
registration document and export papers.
Considérée comme l’une des berlines de luxe les plus rapides
à son époque, ce modèle à boîte manuelle est l’une des 1 821
Quattroporte III construites entre 1978 et 1984. La voiture a été
immatriculée aux Pays-Bas en 2003 et exportée en Belgique en
2010. Elle avait précédemment fait partie de la « Maranello Collection
» du fameux chanteur hollandais Marco Borsato. Jamais restaurée,
elle est de couleur métal argenté avec intérieur en cuir brun tabac et
est décrite comme étant très saine avec une bonne mécanique. La
voiture est vendue avec des papiers d’immatriculation hollandais et
ses papiers d’exportation.
€10,000 - 15,000
No Reserve
44
Original left hand drive, manual gearbox, matching numbers
1961 Jaguar Mk2 3.8-Litre Saloon
Chassis no. 216142
Engine no. LB 1818-9
The Mk1 – Jaguar’s first unitary construction saloon - was replaced in
October 1959 by the closely related, albeit extensively revised, Mk2.
The latter offered better all-round visibility courtesy of larger windows,
while the Mk1’s rear wheel spats disappeared and the rear track
was widened, which improved both roll-resistance and stability. The
dashboard was redesigned with the speedometer and rev counter
relocated in front of the driver, the six toggle switches and four minor
gauges being set across the centre. Independent front suspension
was by wishbone and coil springs, with a leaf-sprung live axle at the
rear. This, combined with superior Dunlop disc brakes all round and a
choice of 2.4, 3.4 and 3.8-litre XK engines, provided the discerning,
enthusiast driver with one of the finest sports saloons available in
the 1960s. In its ultimate, 3.8-litre, overdrive-equipped form, the
Mk2 could reach 125mph with 60mph coming up in 8.5 seconds,
impressive figures for a saloon of its size even by today’s standards.
This left-hand drive, matching numbers Mk2 was sold new in
the USA and imported into Holland in 2001, its owner then took
the car to Portugal. Imported into Belgium in 2013, the Jaguar is
described as an older restoration that remains in generally very good
condition, with a rust-free body and new interior. Well maintained and
serviced, the car is offered with evaluation report (2013), Netherlands
registration document and export certificate.
Cette berline Mk2 à conduite à gauche et numéros concordants,
a été vendue neuve aux États-Unis et importée en Hollande en
2001. Son propriétaire d’alors l’a emmené au Portugal. Importée
en Belgique en 2013, la Jaguar est décrite comme une ancienne
restauration qui reste en très bon état général, avec une carrosserie
sans oxydation et un intérieur neuf. Bien soignée et bien entretenue,
la voiture est vendue un rapport d’évaluation (2013), des papiers
hollandais et un certificat d’importation.
€24,000 - 30,000
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Delivered new by Garage Francorchamps
1994 Ferrari 456GT Coupé
Coachwork by Pininfarina
Chassis no. ZFFSD44B000099227
Engine no. 36381
Not since the 412’s demise in 1989 had Ferrari offered a ‘2+2’, and
when the 456GT debuted at the Paris Salon in October 1992 it was
obvious that the newcomer eclipsed all Maranello’s previous fourseat Grand Tourers. Although new from stem to stern, the 456GT
incorporated elements familiar to generations of Ferrari cognoscenti
- front-mounted four-cam V12, rear transaxle, tubular-steel chassis
and all-independent suspension - while making an appearance for
the first time were electronically-controlled adaptive suspension and
a six-speed gearbox. The new 5.5-litre V12 unleashed no less than
442bhp at a lowly 6,250rpm yet remained smooth and tractable
from idling speed to red-line thanks to its state-of-the-art engine
management system.
Pininfarina worked its magic once more to create a subtly beautiful
body that, though bereft of extraneous aerodynamic devices,
remained stable up to the 456’s maximum of around 300km/h.
Perfectly weighted power steering, an air-conditioned interior
sumptuously trimmed in Connolly leather, and Porsche-rivalling build
quality all combined to make the 456GT a worthy competitor for
Bentley, Aston Martin and Mercedes-Benz.
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One of only 1,548 built, this beautiful 456GT was sold new by the
Belgian importer, Garage Francorchamps, and has had only one
owner. The car is finished in British Racing Green with light beige
leather interior and is described as in generally very good condition,
having covered only 40,800 kilometres from new. As one would expect
of a one-owner car, the Ferrari comes with extensive service history in
the form of the original service booklet and numerous invoices.
The last major service was carried out in March 2011 (at 37,600
kilometres) when the timing belts were changed and the front and
rear brakes renewed (see bill for €5,000 on file). Representing a
wonderful opportunity to acquire a low-mileage example of this most
elegant of modern Ferraris, the car comes with the aforementioned
service history, a full complement of instruction manuals, Belgian
registration papers and a car-pass recording the kilometrage from
2002 to 2012.
Une des 1 548 construites, cette magnifique 456 GT a été vendue
neuve par l’importateur belge, le Garage Francorchamps, et n’a
connu qu’un propriétaire. La voiture est British Racing Green avec
l’intérieur en cuir beige et se présente en très bon état général,
n’ayant parcouru que 40 800 km depuis l’origine. Comme on peut
s’y attendre d’une voiture ayant eu un seul propriétaire, elle est
vendue avec un historique complet de son entretien, sous forme d’un
livret d’entretien original et de nombreuses factures.
Le dernier entretien majeur a été mené en mars 2011 (à 37 600
km) quand les courroies de distribution ont été changées et les
freins avant et arrière refaits (voir la facture de 5 000 € au dossier).
C’est une magnifique opportunité d’acquérir un exemplaire à faible
kilométrage de cette très élégante Ferrari moderne. La voiture
est vendue avec l’historique d’entretien mentionné plus haut,
un assortiment complet de manuels d’instruction, des papiers
d’immatriculation belges et un passeport répertoriant le kilométrage
de 2002 à 2012.
€35,000 - 45,000
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46
Original left hand drive, matching numbers
1951 Jaguar XK120 Roadster
Chassis no. 671452
Engine no. W3291-8
Conceived and constructed in but a few months, the XK120 debuted
at the 1948 Earls Court Motor Show where the stunning-looking
roadster caused a sensation, the resulting demand for what was then
the world’s fastest production car taking Jaguar by surprise. It was
immediately obvious that the slow-to-produce alloy bodywork would
have to go, and the car was swiftly re-engineered in steel. The work
of Jaguar boss William Lyons himself and one of the most beautiful
shapes ever to grace an automobile, the body was conceived as
a coachbuilt aluminium structure for the simple reason that Jaguar
expected to sell no more than 200 XK120s in the first year!
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The car’s heart was, of course, the fabulous XK engine, a 3.4-litre
‘six’ embodying the best of modern design, boasting twin overhead
camshafts running in an aluminium-alloy cylinder head, seven main
bearings and a maximum output of 160bhp. The XK120 set new
standards of comfort, roadholding and performance for British sports
cars and, in keeping with the Jaguar tradition, there was nothing to
touch it at the price. Coupé and drophead coupé versions followed,
and for customers who found the standard car too slow, there
was the Special Equipment (SE) package which boosted power to
180bhp. With either engine and regardless of the type of bodywork,
the XK120 was a genuine 120mph car capable of sustained highspeed cruising.
This left-hand drive XK120 roadster was delivered new to the USA
and retains matching chassis, engine and body numbers. Restored
at a date unknown, it has been well repainted and runs silently and
powerfully, while the electrics have been renewed and the braking
system upgraded to dual-circuit operation. In 2004 the XK was sold
at auction in the UK and shortly thereafter found a new home in
Germany, where it was then registered.
In 2008 the car was imported into Italy and registered there
before coming to Belgium. The XK is finished in silver metallic with
contrasting red leather interior and black soft-top, its graceful
lines being further enhanced by the presence of rear wheel spats.
Affording the prospect of an exhilarating driving experience, the car
is offered with Form 705, (copy) German Fahrzeugbrief, Italian libretto
and Certificato di Proprieta.
Ce roadster XK 120 à conduite à gauche a été livrée neuf aux
États-Unis et conserve ses numéros de châssis, de moteur et de
carrosserie concordants. Restauré à une date inconnue, il a été bien
repeint et tourne silencieusement, donnant toute sa et puissance,
tandis que son faisceau électrique a été rénové et que son système
de freinage a été passé au double circuit. La XK a été vendue dans
une vente aux enchères en Angleterre en 2004 et a, peu après, élu
domicile en Allemagne où elle a été immatriculée.
En 2008, elle a été importée en Italie et immatriculée là-bas, avant
de venir en Belgique. Elle est peinte en gris argent métallisé avec
intérieur en cuir rouge contrastant et capote noire, ses lignes
élégantes soulignées par la présence de flasques de roues arrière.
Capable d’offrir un plaisir de conduite exaltant, la voiture est vendue
avec son formulaire 705 (copie), son Fahrzeugbrief allemand, son
libretto et Certificato di Proprieta italien.
€85,000 - 115,000
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One of 264 produced, factory hardtop
1963 Lancia Flaminia 3C Cabriolet
Coachwork by Carrozzeria Touring
Chassis no. 824.14-2235
Engine no. 823.10 14083
The coupé and convertible versions of the Lancia Flaminia was made
in relatively small numbers and surviving examples in good condition
are, therefore, quite rare. Lancia’s Pininfarina-styled Flaminia saloon
had debuted at the 1956 Turin Motor Show. Designed by newly
recruited Antonio Fessia and intended as a replacement for the
Aurelia, the Flaminia retained its predecessor’s mechanical layout,
though the form of unitary construction was changed and Lancia’s
traditional ‘sliding pillar’ independent front suspension, which had
been used on every model since 1922, gave way to a more modern
double wishbone and coil spring arrangement.
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Aurelia carryovers were the overhead-valve, 60-degree V6 engine
and De Dion rear transaxle (with inboard brakes), although the
former had been extensively reworked by Fessia, resulting in a
much stronger power unit than that designed by his predecessor,
Vittorio Jano. The short-wheelbase Flaminia Coupé appeared in
1958, followed by the Touring-styled GT and GTL (2+2) coupés and
the Convertible. The latter trio shared a further-shortened (to 99”)
wheelbase with the Sport and Super Sport models, and all featured
disc brakes and increased power. The 2,458cc V6 produced 119bhp
when installed in the more sporting Flaminias, with 140bhp available
in the ‘3C’ models from 1961, which was further increased when the
2,775cc version arrived in 1963.
Chassis number ‘2239’ is one of only 264 Flaminia cabriolets
completed with the 2.5-litre three-carburettor engine. The car was
sold new in Milan, Italy, passing to the last owner in 1980. It was
then restored in the Bologna region of Italy and registered for the
road again in 1983 (see before/during restoration photographs on
file). Since restoration the Flaminia has been kept in dry storage
and used only infrequently, covering relatively few kilometres. It
has been serviced regularly and is described as in generally good
condition. The car comes with an original hardtop in good condition
and is offered with (cancelled) Italian registration papers.
Parts availability for these classic and elegant Lancias is excellent,
with the UK’s Omicron Engineering holding plentiful stocks. There
are also marque specialists in Italy, Holland and the USA, as well as
an enthusiastic owners club.
Le châssis n° 2239 est l’un des 264 cabriolets Flaminia équipés
du moteur 2, 5 litres à trois carburateurs. La voiture, vendue neuve
à Milan, en Italie, est passée aux mains du dernier propriétaire
en 1980. Elle a depuis été restaurée en Italie, dans la région de
Bologne et ré-immatriculée pour la route en 1983 (voir les photos
avant et pendant la restauration au dossier). Depuis sa restauration,
la Flaminia a été remisée au sec et utilisée sporadiquement,
couvrant peu de kilomètres. Elle a été entretenue régulièrement
et est décrite comme étant en bon état général. Elle est vendue
avec son hardtop original en bon état et avec ses papiers
d’immatriculation italienne (périmée).
La disponibilité des pièces détachées pour cette Lancia classique
est excellente grâce au stock bien fourni d’Omicron Engineering
au Royaume-Uni. Il y a également des spécialistes de la marque
en Italie, en Hollande et aux États-Unis, ainsi qu’un club de
propriétaires passionnés.
€95,000 - 125,000
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48
From the first full year of production
1954 Chevrolet Corvette Roadster
Chassis no. E548001302
Engine no. 0298994F54Y6
Back in 1953, Chevrolet’s launch of a two-seater sports car was a
radical departure for a marque hitherto associated almost exclusively
with sensible family transport. Based on Harley Earl’s EX-122
show car of 1952, the Corvette made use of existing GM running
gear, suitably modified, and a shortened chassis frame around
which was wrapped striking glassfibre coachwork. A novelty at
the time, glassfibre construction kept tooling costs down to a level
commensurate with low-volume production and enabled the ‘Vette to
go from design to introduction in less than two years.
Motive power came from Chevrolet’s 235.5ci (3.8-litre) overheadvalve straight six, which in ‘Blue Flame’ (Corvette) specification
produced 150 or 155bhp. Unusually for a sports car, there was
automatic transmission: GM’s two-speed Powerglide. Intended
as competition for the T-Series MG, the Corvette cost way above
the target figure, ending up in Jaguar XK120 territory. Sales were
sluggish initially and the Corvette came close to being axed, surviving
thanks to Chevrolet’s need to compete with Ford’s Thunderbird.
It would go on to become the world’s longest running and most
successful sports car.
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Dating from the first full year of Corvette production, this example
previously belonged to the vice president of the GM division in
Belgium. In the 1960s the car was purchased by the immediately
preceding owner, the SAAB importer in Belgium, and remained in his
company’s or family’s possession for some 50 years. In 2003 was
featured in the ‘Oldtimer Plus’ classic car magazine (copy available).
Maintenance works carried out include overhauling the carburettors
and cleaning out the fuel tank (2003) and renewing the fuel pump
(2006). The car is described as in running condition, with glassfibre
bodywork in good order. Finished in Polo White with red interior,
this beautiful early Corvette is offered with instruction manuals (x2),
‘American Car Enthusiasts’ membership card, purchase invoice,
temporary export paperwork and correspondence with the ‘Club
Corvette de France’ regarding its restoration.
Cet exemplaire datant de la première année complète de production
a appartenu au vice-président de la branche belge de la GM.
Dans les années 1960, la voiture a été achetée par le précédent
propriétaire, l’importateur Saab en Belgique, et est restée en sa
possession ou celle de sa famille pendant près de cinquante ans.
Elle a figuré dans le magazine Oldtimer Plus en 2003 (exemplaire
disponible).
Les travaux d’entretien comprennent la révision des carburateurs, le
nettoyage du réservoir d’essence (2003) et la rénovation de la pompe
à essence (2006). La voiture est décrite comme en état de marche
correct avec une carrosserie en fibre de verre en bon état. Dans
sa livrée Polo White avec intérieur rouge, cette très belle Corvette
est vendue avec deux manuels d’instruction, une carte de membre
de l’American Car Enthusiasts, la facture d’achat, les papiers
d’exportation temporaire, et la correspondance avec le Club Corvette
de France concernant sa restauration.
€75,000 - 95,000
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Former Le Mans Classic and Spa 6 Hours entrant
1960 Chevrolet Corvette Competition
Hardtop Coupé
Chassis no. JS95100382
Le Mans Classic 2010
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The SPA - cLASSIC Sale
By the end of the 1950s, the V8-engined Corvette had begun to
establish an enviable competition record for the Chevrolet marque.
Corvette Chief Engineer Zora Arkus-Duntov was a big fan of auto
racing and it was he that was responsible for unlocking the car’s innate
potential and development it into a genuine race-winner. At the same
time the Corvette began to establish a reputation outside of the USA.
In 1960 Briggs Cunningham entered eight Corvettes in that year’s
Le Mans 24-Hour race, the car driven by Fitch/Grossman winning
the over-4,000cc GT class on its way to 8th overall. These racing
successes repaid Chevrolet’s investment with interest: Corvette sales
improved significantly, ensuring the car’s survival and enabling it to go
on to become the world’s best-selling and longest-lived sports car.
This 1960 Corvette has benefited from a complete ‘chassis-upwards’
restoration, which was undertaken in the UK in 2007. In 2010 the car
was prepared for racing to 1960 Le Mans specification by Equipe
Europe, the well-known historic race-preparation specialists led by
Yvan Mahé. Its specification includes a new 283ci (4.6-litre) Chevrolet
V8 engine with an output of 380-400bhp; Muncie M20 four-speed
manual transmission; aluminium radiator; cooling fan; oil cooler;
internal roll cage; alternator electrics; up-rated suspension complete
with anti-roll bars and adjustable dampers; and a 120-litre aluminium
fuel tank. There are invoices on file for these works and parts totalling
more than €40,000.
Shortly after completion, the Corvette competed in the 2010 Le
Mans Classic, driven by its then owner, Jean-Pierre Hubin, and also
took part in the 2011 Spa 6-Hours. The car has been featured in two
magazines: ‘Autoretro’ (November 2010 edition) and ‘Nitro’ (February
2011), copies of which are on file. It also comes with FIA papers, UK
V5 registration document and a substantial quantity of spare parts to
include various engine components, carburettor, ignition parts, brake
fittings, four Torq Thrust aluminium rims and five steel wheels shod
with new rain tyres.
With a maximum speed - depending on gearing – of up to 250km/h
and an incredible sound, this well prepared Corvette represents a
relatively affordable entry into some of the most prestigious historic
events and championships.
Cette Corvette de 1960 a bénéficié d’une restauration intégrale,
menée au Royaume-Uni en 2007. En 2010, elle a été préparée pour
courir, aux caractéristiques des voitures des 24 Heures du Mans
1960, par Équipe Europe, spécialiste des préparations compétition
historiques bien connu, dirigé par Yvan Mahé. Ces caractéristiques
comprennent un V8 Chevrolet 283 (4, 6 litres) de 380-400 ch, une
boîte manuelle à quatre rapports Muncie M20, un radiateur en
aluminium, un ventilateur, un radiateur d’huile, un arceau intégré,
un alternateur électrique, des suspensions améliorées avec barres
antiroulis et amortisseurs réglables et un réservoir en aluminium de
120 litres. Des factures pour les travaux et les pièces figurent au
dossier pour un total de plus de 40 000 €.
Peu après l’achèvement des travaux, la Corvette a couru Le Mans
Classic en 2010, conduite par son propriétaire, Jean-Pierre Hubin,
et a également participé aux 6 Heures de Spa en 2011. La voiture a
figuré dans deux magazines, AutoRétro (numéro de novembre 2010)
et Nitro (février 2011), dont des exemplaires figurent au dossier.
Elle est vendue avec ses papiers FIA, son immatriculation V5 au
Royaume-Uni et une quantité importante de pièces comprenant
de nombreux éléments de moteur, carburateur, pièces d’allumage,
pièces de freins, quatre jantes en aluminium Torq Thrust et cinq
roues en tôle chaussées de pneus pluie neufs.
Avec une vitesse de pointe de 250 km/h – selon le rapport de pont
– et un bruit extraordinaire, cette Corvette parfaitement préparée
représente un ticket d’entrée abordable pour quelques-unes des
épreuves et des championnats historiques les plus prestigieux.
€80,000 - 100,000
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50 Ω
Factory built, one of only 640 examples
1956 Austin-Healey 100M ‘Le Mans’ Roadster
Chassis no. BN2-L/230581
Engine no. 1B/230581
Following the Austin-Healey 100’s sensational debut at the 1952
Motor Show, the works had entered two mildly modified cars in
the 1953 Le Mans 24-Hour Race, which finishing in 12th and
14th places, a highly praiseworthy achievement for what were
recognisably production sports cars.
Accordingly, the name ‘Le Mans’ was chosen for a bolt-on tuning
kit offered through Austin-Healey dealers, by means of which private
owners could bring their cars up to a specification approaching
that of the works entries. The kit included a pair of 1¾” SU HD6
carburettors plus special inlet manifold and cold air box, high-lift
camshaft, stronger valve springs and distributor with alternative
ignition advance curve. With the kit installed power increased from
the standard 90 to 100bhp.
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From October 1955 the conversion was available factory-fitted on the
successor BN2 model in the form of the 100M. In addition to the Le
Mans kit, the latter boasted high-compression pistons, stiffer front
anti-roll bar, special Armstrong front dampers and a louvred bonnet.
Power increased to 110bhp and top speed, with windscreen folded
flat, to within a whisker of 120mph.
The number of BN1s converted by their owners is unknown, but
1,159 cars, mostly BN2s, were built or subsequently modified to
100M specification between 1955 and 1956. Of these, approximately
640 were completed at the factory, some 544 of which were
exported to the USA, including the example offered here, which is
confirmed to be a genuine, factory built, matching numbers AustinHealey 100M ‘Le Mans’ by its accompanying BMIHT and 100M ‘Le
Mans’ Registry certificates.
Chassis number ‘BN2-L/230581’ was delivered new in 1956 to
Florida and in 1958 was purchased by the second owner, a Mr
Ditter from Miami, Florida who used it until 1971. The Healey was
then stored in his garage until his daughter sold it in 2006 to Harold
Brandner from BMC Classics of Smyrna Beach, Florida who restored
it completely between 2006 and 2009 (see DVD on file). In 2010 the
car was shipped to the current owner in Basel, Switzerland.
Benefiting from a no-expense-spared, ‘ground upwards’ restoration
to original specification, ‘230581’ must be one of the very best of its
kind available, as evidenced by its ‘1st in class’ awards at the Tampa
British Car Show (October 2009) and the Winterpark Concours
d’Élégance (November 2009) and ‘3rd in class’ award at the British
Classic Car Meeting in St Moritz (July 2010).
Swiss registered, the car comes with one of the very few hand built
wooden steering wheels by Donald Healey together with a new top,
tonneau cover and windows; chromed spare wheel; ‘100M’ and ‘Le
Mans’ badges and a well-stocked badge bar.
Finished in its original factory colour scheme of Healey Blue and Old
English White, ‘230581’ represents a rare opportunity to acquire
an iconic first-of-the-line ‘Big Healey’, built by the factory to the
desirable 100M ‘Le Mans’ specification.
1 159 voitures, essentiellement des BN2, ont été construites ou
modifiées après coup aux spécifications de la 100M entre 1955 et
1956. Parmi celles-ci environ 640 ont été construite à l’usine, dont
544 ont été exportées vers les États-Unis, y compris l’exemplaire
proposé à la vente ici, qui est certifié être un modèle Austin-Healey
100M Le Mans d’usine à numéros concordants par ses certificats
BMIHT et 100M Le Mans Registry.
La voiture, châssis n° BN2-L/230581, a été livré neuve en 1956 en
Floride (premier propriétaire inconnu) et fut achetée en 1958 par son
second propriétaire, un certain Mr Ditter de Miami, en Floride, qui
l’a utilisée jusqu’en 1971. La Healey fut ensuite remisée dans son
garage jusqu’à ce que sa fille la vende en 2006 à Harold Brandner
de BMC Classics à Smyrna Beach, en Floride, qui l’a entièrement
restaurée entre 2006 et 2009 (voir DVD au dossier). En 2010 la
voiture a été expédiée à son actuel propriétaire à Bâle, en Suisse.
Restaurée sans regarder à la dépense, restauration intégrale aux
caractéristiques originales, 230581 est sûrement la meilleure de
son type, comme en atteste son prix de 1e de sa classe au Tampa
British Car Show (octobre 2009), le Winterpark Concours d’Élégance
(novembre 2009) et son prix de 3e de sa classe au British Classic
Car Meeting de Saint Moritz (juillet 2010).
Immatriculée en Suisse, la voiture est vendue avec l’un des rares
volants bois fait main par Donald Healey et une capote neuve,
un couvre-tonneau, des fenêtres latérales, une roue de secours
chromée, des écussons 100M et Le Mans, ainsi qu’une barre de
calandre bien garnie.
Peinte dans sa livrée originale d’usine bleu Healey et Old English
White, 230581 est une occasion unique d’acquérir une des
premières et emblématiques « big Healey » construites à l’usine aux
séduisantes caractéristiques 100M Le Mans.
€130,000 - 160,000
Motor Cars
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51 Ω
Matching numbers
1961 Porsche 356B T5 1600 Super Cabriolet
Chassis no. 155 409
Engine no. 85 105
One of the all-time great sports cars, the 356 was the work of Ferry
Porsche, who had been inspired by the FIAT-based Cisitalias of
Piero Dusio. Ferry’s 356 was based on the Volkswagen designed by
his father, and like the immortal ‘Beetle’ employed a platform-type
chassis with rear-mounted air-cooled engine and all-independent
torsion bar suspension. Introduced in 1948, the Porsche 356 set
a new standard for small sports cars and proved adaptable to all
forms of motor sport including circuit racing and rallying. In 1951 a
works car finished first in the 1,100cc class at the Le Mans 24-Hour
Race, thus beginning the marque’s long and illustrious association
with La Sarthe.
Cabriolets had been manufactured right from the start of 356
production, but the first open Porsche to make a significant impact
was the Speedster, introduced in 1954 following the successful
reception in the USA of a batch of 15 special roadsters. The
Reutter-bodied Speedster was dropped in 1958 and replaced by
the more civilised Convertible D, which differed principally by virtue
of its larger windscreen and winding side windows. Porsche subcontracted cabriolet body construction to a number of different
coachbuilders, Convertible D production being undertaken by
Drauz, of Heilbronn.
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The SPA - cLASSIC Sale
By the time the 356B arrived in September 1959, the car had
gained a one-piece rounded windscreen and 15”-diameter wheels,
and the newcomer’s introduction brought with it further styling
revisions. The engine, now standardised at 1,600cc, was available
in three different stages of tune, the most powerful - apart from
the four-cam Carrera - being the 90bhp unit of the Super 90.
Convertible D production transferred to d’Ieteren, of Brussels.
The 356B represents significant advances in driveability and
comfort over earlier 356 models and is a pleasingly quick way
to enjoy the traditional Porsche values of quality, reliability and
mechanical robustness.
Chassis number ‘155409’ is a matching numbers example that has
been completely restored and retains its original colour combination
of silver metallic with black German canvas top, red leather interior
and red German square-weave woollen carpets. The car was
delivered in July 1961 to Raffay & Co of Hamburg for Mr Luther T
Adams of Jacksonville, USA.
Porsche Stuttgart’s original invoice (dated 13th July 1961) shows
a total price of $3,937.90 and mentions the following optional
equipment: tonneau cover, two head rests, UHF-suppressor kit
for windscreen wipers, Becker ‘Europa’ radio, two loudspeakers,
antenna, anti-drone mats in red, chromed luggage rack and two
pairs of shoulder straps.
The next known owner was David Holden of Corte Madra,
California, who in 1991 contacted Porsche Classic GmbH for
verification of the vehicle identification number. The Porsche was
then subject to a complete ‘rotisserie’ restoration to the highest
standards, which was carried out over eight-plus years by Vlados
in San Rafael, California. It was then bought by Cars Dawydiak of
San Francisco. In June 2005 Cars Dawydiak sold the car to Mrs
Linda Goldrick, today CEO of the International Diabetes Federation,
who used it only infrequently. Towards the end of 2010 the Porsche
was again sold by Cars Dawydiak, on this occasion to the present
owner in Switzerland, who has maintained it in its amazing,
concours condition. The car is offered with the aforementioned
Porsche documentation and the original invoice, owner’s manual,
service booklet, luggage rack and headrests.
Cette 356 B numéro de châssis 155409 est un exemplaire à
numéro concordants qui a été entièrement restauré et reprend ses
couleurs d’origine gris métal avec capote de toile allemande noire,
son intérieur en cuir rouge et les tapis allemand en laine à maille
carrée. La voiture a été livrée neuve en juillet 1961 à Raffay & Co à
Hambourg pour M. Luther T. Adams de Jacksonville aux ÉtatsUnis. La facture originale de Porsche à Stuttgart (datée du 13 juillet
1961) affiche un montant de 3 937, 90 $ et mentionne les options
suivantes : couvre-tonneau, deux appuie-tête, kit d’appui pour les
essuie-glace de pare-brise UHF, radio Becker Europa, deux hautparleurs, une antenne, deux tapis antiparasite rouges, un portebagages chromé et deux paires de bretelles.
Le premier propriétaire suivant connu était David Holden de Corte
Madra en Californie qui, en 1991, a contacté Porsche Classic
GmbH pour faire une vérification des numéros de série du véhicule.
La Porsche à alors été soumise à une restauration du plus haut
niveau qui s’est étalée sur plus de huit années chez Vlados de San
Rafael en Californie. Elle a été ensuite achetée par Cars Dawydiak
de San Francisco. En juin 2005, Cars Dawydiak a vendu la voiture à
Mme Linda Goldrick, aujourd’hui PDG de la fédération internationale
du diabète, qui ne s’en sert qu’occasionnellement. Vers la fin de
2010 la voiture fut à nouveau vendue par Cars Dawydiak, cette fois
à son actuel propriétaire, en Suisse, qui l’a conservée dans son
incroyable état concours. La voiture est vendue avec les documents
Porsche mentionnés plus haut et la facture originale, le manuel du
propriétaire, le livret d’entretien, le porte-bagage et les appuie-tête.
€110,000 - 140,000
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52
Factory commissioned and first owned by Mansour Ojjeh,
Techniques d’Avant Garde
1983 Porsche 911 Type 930/935 Turbo Coupé
Chassis no. WPOZZZ93ZDS000817
Engine no. 6700689
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The SPA - cLASSIC Sale
‘Your unique and historic Porsche was not only one of the
exhibition highlights, but also a prime example of the broad scale of
individualisation Porsche Exclusive has offered for the past 25 years.’
The foregoing is an extract from Porsche’s letter of thanks to the
current owner for making available this unique Porsche 911 Turbo,
which was the first car built by the factory’s ‘Porsche Exclusive’
division that had been set up to provide bespoke vehicles for VIP
customers. And when this particular car was built there were few
more important persons in the motor racing world than the man
who commissioned it: Mansour Ojjeh of Techniques d’Avant Garde
(TAG). Son of a Syrian-born Saudi Arabian entrepreneur and a
French mother, Mansour Ojjeh spent much of his childhood in
France and was also educated in the USA.
TAG, which had been founded by Mansour’s father, Akram, first
became involved with motor racing as sponsor of the Williams
Formula 1 team in 1979. Towards the end of 1981, Mansour Ojjeh
was approached by McLaren’s Ron Dennis and invited to enter into
a partnership with the Woking-based constructor. Ojjeh agreed to
finance a new turbocharged F1 engine, the development of which
was entrusted to Porsche. TAG’s 1.5-litre V6 turbo first raced in
1983 and the following year secured the first of its two consecutive
Drivers’ World Championships for McLaren, which had exclusive
use of this class-leading engine, Nikki Lauda taking the title in 1984
and Alain Prost in ‘85.
A prolific collector of fine automobiles, Mansour Ojjeh was thus
ideally placed to secure for himself from Porsche a specially
modified version of the German manufacturer’s ultimate road car:
the fearsome 911 Turbo.
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Group 4 homologation rules, which required 400 road cars to be
built, had spurred the development of ‘Project 930’ - the original
911 Turbo. In production from April 1975, the Turbo married a KKK
turbocharger to the 3.0-litre RSR engine, in road trim a combination
that delivered 260bhp for a top speed of approximately 246km/h.
The Turbo’s characteristic flared wheelarches and ‘tea tray’ rear
spoiler had already been seen on the Carrera model, while the
interior was the most luxurious yet seen in a 911, featuring leather
upholstery, air conditioning and electric windows. The engine was
enlarged to 3.3 litres for 1978, gaining an inter-cooler in the process;
power increased to 300bhp and the top speed of what was the
fastest-accelerating road car of its day went up to around 258km/h.
The 911 Turbo’s raison d’être - the racing 935 - had pioneered what
would come to be known as the ‘slant’ or ‘flat’ nose, and this new
look was soon in demand from 911 customers. Kremer Racing
offered a conversion and this service as later taken up by the factory’s
own Customer Department to special order (Sunderwunschen) from
1981, becoming an official option only in 1986. The front wings
were steel, incorporating cooling vents and pop-up headlamps
(early examples had them in the air dam) while the rears had extra
cooling intakes. There were different sills and along with the body
modifications came an even more luxurious interior.
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For his own special 911 Turbo Mansour Ojjeh opted for the 935type bodywork and an engine tuned to produce 380PS (375bhp),
an increase of some 25% over standard. Maximum torque
went up to a tyre-shredding 490Nm (361lb/ft). According to the
Porsche specification sheets on file, the result was a top speed
of approximately 285km/h (177mph) and a 0-100km/h time of
5.2 seconds. In addition to the 935-type bodywork, the sheets
list the following special equipment: roll bar, automatic harness,
Recaro seats, wooden dashboard panelling, central locking,
lowered suspension, competition shock absorbers and competition
stabilisers. Copies of the car’s original factory documentation (on
file) refer to it as a ‘Porsche 911 Turbo Spezial’. While in Mr Ojjeh’s
ownership the Porsche featured in a French motoring magazine
(copy article on file).
The Ojjeh 911 Turbo was next owned by one David Clark in London
and later passed into the ownership of John Mecom Jr, the famous
American millionaire car-collector and one-time motor racing team
owner (see Texas Certificate of Title dated March 2000 on file). It was
purchased and shipped back to Europe by the current vendor in May
2004. Un-restored but maintained in first class condition, this unique
and historic Porsche 911 Turbo is worthy of the closest inspection.
« Votre Porsche, à la fois unique et historique, a non seulement
été l’un des clous de l’exposition, mais a aussi été l’exemple type
du large éventail de personnalisation qu’offre Porsche Exclusive
depuis 25 ans. »
Il s’agit d’un extrait de la lettre de remerciement au propriétaire
actuel de la voiture pour avoir prêté sa Porsche 911 Turbo
unique, la première voiture construite par la division Porsche
Exclusive, créée pour construire des voitures sur mesure pour les
personnalités. Et lorsque cette voiture-là fut construite, il y avait peu
de personnalités plus importantes dans le monde de la compétition
automobile que celui qui l’avait commandée, Mansour Ojjeh de
Technique d’Avant-Garde (TAG). Fils d’un entrepreneur d’Arabie
saoudite né en Syrie et d’une mère française, Mansour Ojjeha a
passé la majeure partie de son enfance en France et a fait ses
études aux États-Unis.
TAG, fondé par le père de Mansour, Akram, fut impliqué pour la
première fois dans la compétition automobile en tant que sponsor
de l’écurie de Formule 1 Williams, en 1979. Vers la fin de 1981,
Mansour Ojjeh fut approché par Ron Dennis de McLaren et invité
à devenir partenaire du constructeur de Woking. Ojjeh tomba
d’accord pour financer un nouveau moteur suralimenté de F1 dont
le développement fut confié à Porsche. Le V6 1, 5 litre de TAG fit sa
première course en 1983 et assura le premier de ses deux titres de
champion du monde des conducteurs l’année suivante à McLaren
qui avait l’exclusivité de ce moteur de premier ordre, Nikki Lauda
remportant le titre en 1984 et Alain Prost en 1985. Collectionneur
prolifique de voitures de caractère, Mansour Ojjeh était le client
idéal pour se faire construire par Porsche une version spécialement
modifiée du modèle ultime du constructeur allemand, la redoutable
911 Turbo.
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1
2
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Pour sa 911 Turbo spéciale, il choisit la carrosserie de la 935 et
un moteur préparé de 375 ch, 25% plus puissant que le modèle
de série, avec un couple maximum de 490 Nm, propre à déchirer
les pneus. Selon les fiches techniques de Porsche qui figurent au
dossier, la vitesse de pointe était d’environ 285 km/h et le 0 à 100
km/h était abattu en 5, 2 secondes.
En plus de la carrosserie de 935, les fiches mentionnent
les équipements spéciaux suivants : un arceau, un harnais
automatique, des sièges Recaro, un tableau de bord en bois, un
verrouillage central, des suspensions abaissées, des amortisseurs
et des stabilisateurs de compétition.
Des copies de la documentation originale d’usine font référence à
une « Porsche 911 Turbo Spezial ». En la possession de Mansour
Ojjeh, la voiture fit l’objet d’un article dans un magazine français (un
exemplaire est joint au dossier).
La 911 Turbo d’Ojjeh passa ensuite aux mains de David Clark à
Londres et plus tard devint la propriété de John Mecom Junior,
le fameux milliardaire américain, collectionneur de voitures et
propriétaire un temps d’une écurie de course (voir le certificat de
propriété du Texas daté de mars 2000 au dossier). Elle fut achetée
et renvoyée en Europe par le vendeur en mai 2004. Non restaurée,
mais entretenue dans un état de première classe, cette Porsche
911 Turbo unique et historique mérite la plus grande attention.
€300,000 - 400,000
1 and 2
Mansour Ojjeh taking delivery of his very special Porsche
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53
Matching numbers, EU delivery from new
1963 Porsche 356C 1600SC Coupé
Chassis no. 126958
Engine no. 810470
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Although Ferdinand Porsche had established his automotive design
consultancy in the early 1930s, his name would not appear on a car
until 1949. When it did, it graced one of the all-time great sports
cars: the Porsche 356. Having commenced manufacture with a
short run of aluminium-bodied cars built at Gmünd, Porsche began
volume production of the steel-bodied 356 coupé at its old base in
Stuttgart, at first in premises shared with coachbuilders Reutter and
then (from 1955) in its original factory at Zuffenhausen.
The work of Ferry Porsche, the 356 was based on the Volkswagen
designed by his father, and like the immortal ‘Beetle’ employed
a platform-type chassis with rear-mounted air-cooled engine and
all-independent torsion bar suspension. Regularly revised and
updated, Porsche’s landmark sports car would remain in production
well into the 911 era, the final examples being built in 1965.
Outwardly very similar to the final 356Bs, the ultimate 356C model
arrived in 1963 sporting four-wheel disc brakes - first seen on the
2.0-litre Carrera 2 - among numerous detail improvements. Engines
available - both of 1.6 litres - were the 75bhp ‘C’ and 95bhp ‘SC’,
the latter replacing the Super 90. Testing a 356C in 1964, Road &
Track enthused over its comfort, quality and excellent performance,
concluding, ‘one would look a long time before finding a sports or
GT car that offers more pure driving enjoyment.’
This 356C coupé was originally delivered to Italy and has remained
there ever since. It has the more desirable 95 horsepower ‘SC’
engine and according to the Porsche Kardex retains matching
numbers and its original colour scheme of silver metallic with
red leather interior. Restored between 2000 and 2002, the car
is described as in generally very good to excellent condition and
offered with Italian registration papers.
Ce coupé 356 C fut livrée neuf en Italie où il est resté depuis. Il
est équipé du séduisant moteur SC de 95 ch et selon le Kardex
Porsche affiche des numéros concordants ainsi que sa livrée
d’origine, gris métal avec intérieur en cuir rouge. Restaurée
entre 2000 et 2002, la voiture est décrite comme étant en très
bon, voire excellent, état général et est vendue avec ses papier
d’immatriculation italienne.
€75,000 - 85,000
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54
1957 Mercedes-Benz 190SL Roadster with Hardtop
Chassis no. 1210427501737
Engine no. 7601763
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‘It proved to be fast and tireless, exhilarating to drive and was
probably created with long distance, comfortable travel in mind...’
The Autocar on the Mercedes-Benz 190SL, 10th January 1956.
As economic conditions improved after WW2 it became inevitable
that Mercedes-Benz would return to the racetrack. The result
was the superb 300 Super Leicht series of sports-racing cars that
proved so successful in international competition. In 1954 the
road-going 300SL ‘Gullwing’ coupé was introduced, causing a
sensation and setting new standards for high performance sports
cars. The following year saw the 300SL joined by a smaller-engined
roadster with broadly similar styling - the 190SL. It shared the
same wheelbase as its big sister and was powered by a 1,897cc
overhead-camshaft four - the first such engine ever to feature
in a Mercedes-Benz. The new model combined 100mph-plus
performance with economical fuel consumption in the region of
25-30 miles per gallon. It featured a four-speed, all-synchromesh
gearbox, servo-assisted hydraulic drum brakes and rode on fully
independent suspension. This advance suspension set-up meant
that the 190SL was more comfortable than any contemporary
British sports car and unlike the 180 saloon, on which its
mechanical components were based, it had a floor-mounted
gearchange. The model was available as a two-seater convertible
or coupé, and production continued until 1963.
This 190SL was delivered new to Los Angeles in 1957 and
imported into Italy in the 1990s. Restored in 2005, it is finished in its
original body colour of Old English White with beige leather interior
and dark green hood, and comes with a factory hardtop in dark
grey. Described by the vendor as in generally very good to excellent
condition, it retains matching chassis, engine and gearbox numbers
and comes with the original mechanical dashboard clock and
original Solex carburettors. The car is offered with Italian registration
documents.
Cette 190 SL a été livrée neuve à Los Angeles en 1957 et importée
en Italie dans les années 1990. Restaurée en 2005, elle est peinte
dans sa livrée d’origine Old English White avec intérieur en cuir
beige, capote vert foncé et est vendue avec son hard top d’usine
gris foncé. Décrite par le vendeur comme étant en très bon état
général, elle a des numéros de châssis, de moteur et de boîte de
vitesses concordants et est équipée de sa pendule mécanique de
tableau de bord et de ses carburateurs Solex d’origine. La voiture
est vendue avec ses papiers d’immatriculation italienne.
€75,000 - 90,000
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9,600 kilometres from new
1992 Lancia Delta HF Integrale ‘Martini 5’ Hatchback
Chassis no. ZLA831A00567066
Engine no. 831A8027
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‘Between 1987 and 1992, the Integrale utterly dominated its branch
of motor sport, winning 46 rallies and six consecutive constructors’
championships outright. And to keep the rally car at the sharp
end of the results table, the road car went through a number of
iterations, each more potent than the last.’ – Octane magazine,
June 2012.
Cet exemplaire de l’une des voitures les plus emblématiques et
les plus recherchées de son époque est la 34e d’une série limitée
de 400 voitures, créées pour fêter la 5e victoire consécutive de
l’Integrale dans le championnat du monde des constructeurs (la
référence d’Octane à une 6e victoire prend en compte celle de la
Delta HF 4WD pré-Integrale de 1987).
This example of one of the most iconic and sought after cars of
its era is no. 34 of the limited run of 400 cars built to celebrate
Integrale’s 5th consecutive victory in the World Championship for
Manufacturer’s (Octane’s reference to six victories includes that of
the original, pre-Integrale Delta HF 4WD in 1987). It is finished in
the distinctive white livery of the famous Martini drinks company,
Lancia’s sponsors at the time, while the interior is trimmed in grey
Alcantara. Despite the competition livery this Integrale has only ever
been used on the road and is described as in generally excellent
condition, having covered a believed-genuine distance of only
some 9,600 kilometres from new. Benefiting from a recent service
after long-term storage, which included a change of cam belts, the
car comes with its original service book and is offered with Italian
libretto and Certificato di Proprieta.
Elle reçoit la livrée blanche caractéristique des fameux apéritifs
Martini, le sponsor de Lancia à l’époque, tandis que l’intérieur
est garni en Alcantara gris. Malgré ses peintures de course, cette
Integrale n’a été utilisée que sur route et se présente en excellent
état général, affichant un kilométrage de seulement 9 600 km,
apparemment d’origine. Récemment entretenue après une
longue période de remisage, elle a reçu de nouvelles courroies de
distribution, et elle est vendue avec con livret d’entretien original et
son libretto et son Certificato di Proprieta italiens.
€75,000 - 85,000
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One owner, 84,299 kilometres from new
1973 Ferrari 365GTB/4 ‘Daytona’ Berlinetta
Coachwork by Pininfarina
Chassis no. 17607
‘It’s a hard muscled thoroughbred, the Daytona - easily the most
awesome and yet disciplined road-going Ferrari in that firm’s brilliant
quarter century of existence. The Daytona isn’t fast – it’s blinding. It
will eat up a quarter-mile of asphalt in 13.2 seconds at 110mph and
scream out to 175mph - or it will slug through traffic at 1,500rpm
with the Sunday manners of a FIAT. It is the perfect extension of its
driver. You can cut and weave through shuffling traffic with the agility
of a halfback, or lope down the freeway with the piece of mind that
comes from knowing you can contend with anyone’s incompetence.
To say, after you’ve driven it, that the Daytona is desirable doesn’t
begin to sum up your feelings - you would sell your soul for it.’ - Car
& Driver, January 1970.
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Every Ferrari is, to a greater or lesser extent, a ‘landmark’ car, but
few of Maranello’s road models have captured the imagination of
Ferraristi like the 365GTB/4; the ‘Daytona’ name was unofficial,
bestowed by the press in honour of Ferrari’s crushing victory at that
circuit’s 24-Hour Race in 1967. Responding to the challenge from
Lamborghini, Ferrari had introduced its first road-car V12 engine
with four overhead camshafts on the preceding 275GTB/4 and
this superior type of valve gear was retained for the Daytona. The
latter’s engine though, was considerably enlarged, displacing 4.4
as opposed to 3.3 litres, in part to compensate for the Daytona’s
increased weight but more importantly to guarantee Miura-beating
performance; its 352bhp and 318lb/ft of torque ensuring that these
targets were met. Dry-sump lubrication enabled the engine to
be installed low in the multi-tubular chassis, which featured allindependent wishbone and coil-spring suspension first seen in the
275GTB, while a five-speed rear transaxle enabled 50/50 front/rear
weight distribution to be achieved.
One of Pininfarina’s countless masterpieces, the influential sharknosed body style combined muscularity and elegance in equal
measure. An unusual feature of early Daytonas was a full-width
transparent Plexiglas panel covering the headlamps, replaced by
electrically operated pop-up lights towards the end of 1970. At the
time of its introduction in 1968 the Daytona was the most expensive
production Ferrari ever and, with a top speed in excess of 170mph
was also the world’s fastest production car. Deliveries commenced in
the second half of 1969 and the Daytona would be manufactured for
just four years; not until the arrival of the 456GT in 1992 would Ferrari
build anything like it again.
Today, some 40 years after the last Daytona left the factory at
Maranello, most have passed through the hands of several owners.
This car however, which has covered only 84,299 kilometres
(approximately 52,300 miles) from new, is one of the very few that
it still with its original owner. Completed to European specification
on 12th December 1973, chassis number ‘17607’ is a very late
example, being the fifth from last produced. It was, and still is,
finished in the unusual colour scheme of black (Nero) with red
(Rosso) leather interior, playfully reversing the exterior/interior
combination applied to so many Daytonas. Air conditioning was fitted
at the factory.
The Daytona was delivered in Switzerland via the official Ferrari
importer SAVAF (Société Anonyme pour la Vente des Automobiles
Ferrari) and sold to the current vendor early in 1974. In 2010 the car
was sent to the Ferrari/Ferrari Classiche accredited firm of Eberlein
Automobile GmbH in Kassel, Germany for extensive refurbishment,
which is detailed in their 8-page invoice on file for €44,329.
It has been used little since and remains in commensurately
excellent condition. Offered with the aforementioned invoice,
Massini Report and German registration papers, ‘17607’ represents
a wonderful opportunity to acquire one of the fast-diminishing stock
of one-owner Daytonas, little used since restoration by a factoryaccredited specialist.
Aujourd’hui, 40 ans après que la dernière « Daytona » ait quitté
l’usine de Maranello, la plupart sont passées entre les mains de
plusieurs propriétaires. Pourtant, celle-ci, qui a couvert seulement 84
299 km depuis son origine, est l’une des très rares à être encore aux
mains de son premier propriétaire. Sortie d’usine aux caractéristiques
européennes le 12 décembre 1973, châssis n° 17607, est un
exemplaire tardif, la cinquième avant la dernière produite. Elle était
- et est toujours – peinte dans une livrée inhabituelle, noire avec
intérieur en cuir rouge, inversant ainsi le schéma appliqué à de six
nombreuses autres Daytona. L’air conditionné a été installé à l’usine.
La Daytona a été livrée neuve en Suisse par la SAVAF (Société
Anonyme pour la Vente des Automobiles Ferrari), l’importateur officiel,
et vendue au vendeur au début de 1974. En 2010, la voiture a été
envoyée chez Eberlein Automobile GmbH à Kassel, en Allemagne,
une société accréditée par Ferrari/Ferrari Classiche, pour une remise
à neuf, détaillée dans leur facture de 8 pages, pour un montant de
44 329 €. Elle a été peu utilisée depuis et est restée dans un état
absolument parfait. Vendue avec la facture mentionnée ci-dessus, un
rapport Massini et ses papiers d’immatriculation allemande, 17607
représente une occasion unique d’acquérir l’une des dernières
Daytona ayant eu un seul propriétaire, peu utilisée depuis sa dernière
restauration par un spécialiste accrédité par Ferrari.
€300,000 - 400,000
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Spanish Championship-winning
and Italian national vice-champion
1976/1983 Ferrari 308GTB Group B Michelotto
Chassis no. 18869
Engine no. 00385
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Introduced at the Paris Salon in 1975, the stunningly beautiful
308GTB – Ferrari’s second V8-engined road car - marked a
welcome return to Pininfarina styling following the Bertonedesigned Dino 308GT4. Badged as a ‘proper’ Ferrari rather than a
Dino, the newcomer had changed little mechanically apart from a
reduction in wheelbase, retaining its predecessor’s underpinnings
and transversely mounted 3-litre V8 engine that now featured drysump lubrication. In road tune this superbly engineered power unit
produced 255bhp, an output good enough to propel the 308 to a
top speed of 150mph. Produced initially with glassfibre bodywork
- the first time this material had been used for a production Ferrari
- the Scaglietti-built 308GTB used steel exclusively after April 1977.
The first steel bodied cars were manufactured in 1976, the change
bringing with it a considerable weight penalty (of around 150kg) and
consequent reduction in performance. Naturally, anyone wanting to
race a 308GTB started out with the glassfibre version if they could.
For 1983, the FIA governing body of international motor sport
introduced its new Group B regulations for major-league rallying,
prompting the specialist Italian conversion and preparation
company Michelotto develop a Group B variant of Ferrari’s very
popular and highly successful 308GTB. Since production of the
required 25 highly modified GTB Evoluzione cars was effectively
out of the question, the specification of these Michelotto Group B
machines was changed little from that of the standard road car,
while still providing clients with rally-winning potential. Michelotto’s
most significant departure from its previous Group 4-converted
cars was selection of the Quattrovalvole (four-valves-per-cylinder)
engine. Even so, Michelotto’s first 308GTB emerged with the
conventional and proven ‘two-valve’ engine rather then the latest
‘QV’ power unit employed in the following three cars.
Offered here, Ferrari 308GTB chassis number ‘18869’ was the
first of four Group B cars built by Michelotto from a total of 15
combined Group B and Group 4 cars that the company modified
in period. It was completed in February 1983 for the Pro Motor
Sport team in Italy.
It is understood that during the subsequent 1983 rally season, this
car won many Italian national events, including the Valli Imperiesi
Rally with Cambiaghi/Di Gennaro as driver and navigator; followed
by the Sciacca Terme, Mari e Monti, 12 Hours of Campobello,
Neborid and Proserpina events crewed by Bronson/Di Prima. The
car’s successful career continued into 1984 as Zanini and Autet
campaigned it in the Spanish Championship and won another six
times: in the Criterium Guilleres, Sierra Morena, San Agustin, Luis
de Baveria, Oviedo and Vasco Navarro Rallies.
These remarkably successful though relatively little known
competition Ferraris featured Rose-jointed suspension and uprated Brembo brakes all round, new Canonica wheels and Pirelli
tyres as standard although parts were routinely changed and
updated during their competitive careers. The forced substitution
of Campagnolo wheels for the narrower, more standard looking
five-spoke Canonicas reduced track width compared to the sister
Group 4 circuit-racing cars.
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Costa Smeralda, 1983
2
Elba, 1984
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Three of Michelotto’s Group B 308s were fitted with QV 32-valve
engines producing 310bhp at 8,000rpm after this prototype (chassis
‘18869’) had had been completed with the 288bhp two-valve motor.
While the Group 4 variants used Kugelfischer mechanical fuel
injection, the Group B rally cars employed the Bosch K-Jetronic
electronic system. These Group B variants weighed around 30kg
heavier than their racing counterparts since they had to retain their
stock glassfibre and steel body panelling.
Since acquisition by the current vendor the gearbox has been
overhauled and the rear boot area rebuilt. The car now comes
with a French Carte Grise and Ferrari Classiche Certification has
been applied for.
As the first - and one of the most successful - of this rare quartet of
Michelotto-built Ferrari 308GTBs, this is a particular interesting and
significant example of the Ferrari Berlinetta Competizione breed. As
a past participant in the ‘Tour Auto’, the car represents a fast and
stunning entry ticket into suchlike prestigious events and is worthy
of the closest inspection and consideration.
Ferrari 308 GTB Berlinetta Vetroresina Scaglietti 1976, Chassis#
# 18869
Original exterior color: n/a
Original interior color: n/a
1984
1984
Chassis type F106 AB 100
Engine type F106 AB 000
The first of four cars modified later into Group B rallye configuration
2 valve engine
1976
Then
February 1983
1983
1983
1983
1983
1983
1983
October 1983
1983
1984
1984
1984
1984
1984
1984
1984
1984
Originally a standard production 308 GTB with fiberglass bodywork
by Carrozzeria Scaglietti
Damaged in an accident in Italy
Rebuilt by Autofficina Giuliano Michelotto in Padova, Italy, into a
Group B two-valve rallye car, painted white and blue
Sold to Fabio Penariol's Pro Motor Sport, Italy
Raced in the Rallye Valli Imperiesi in Italy by Cambiaghi and codriver Di Gennaro, placed 1st
Raced in the Sciacca Terme Rallye in Italy by Bronson and codriver Di Prima, placed 1st
Raced in the Mare e Monti Rallye in Italy by Bronson and co-driver
Di Prima, placed 1st
Raced in the 12 Hours of Campobello in Italy by Bronson and codriver Di Prima, placed 1st
Raced in the Neborid Rallye in Italy by Bronson and co-driver Di
Prima, placed 1st
Raced in the Proserpina Rallye in Italy by Bronson and co-driver Di
Prima, placed 1st
Raced in the Costa Smeralda Rallye in Italy by Toni Fassina and E.
Radaelli on race #2
Raced in the Rallye Elba in Italy by M. Amati and co-driver F.
Ormezzano on race #8
Entered in ten races of the Spanish Rallye Championship by
Antonio Zanini and co-driver Josep Autet
Raced at the Criterium Montseny-Guilleres in Spain by Zanini and
co-driver Autet, placed 1st
Raced at the Sierra Morena Rallye in Spain by Zanini and co-driver
Autet, placed 1st
Raced in the San Augustin Rallye in Spain by Zanini and co-driver
Autet, placed 1st
Raced in the Criterium Luis de Baviera Rallye in Spain by Zanini
and co-driver Autet, placed 1st
• (color pictured pages 144 and 146 of Antonio Biasoli's book
"Ferrari 308 GTB Rally Car", published 2013 by Editrice Elzeviro
in Padova, Italy)
Raced in the Rallye Oviedo in Spain by Cunico and co-driver Autet,
placed 2nd
Raced in the Vasco Navarro Rallye by Zanini and co-driver Autet,
race #1, placed 1st
• (color pictured page 148 of Antonio Biasoli's book "Ferrari 308
GTB Rally Car", published 2013 by Editrice Elzeviro in Padova,
1984
Then
Then
May 20, 2011
May 18, 2014
Italy)
Raced in the Rallye Asturias by Zanini and co-driver Autet, DNF
due to alternator failure
Raced in the Rallye de Catalunya by Zanini and co-driver Autet on
race #1, DNF due to a broken axle shaft
• (color pictured page 147 of Antonio Biasoli's book "Ferrari 308
GTB Rally Car", published 2013 by Editrice Elzeviro in Padova,
Italy)
Raced in the Targa Florio Rallye by Zanini and co-driver Autet, race
#106, placed 3rd OA
• (color pictured page 145 of Antonio Biasoli's book "Ferrari 308
GTB Rally Car", published 2013 by Editrice Elzeviro in Padova,
Italy)
Sold to Bernard Comte, France
Registered on French license plates "30 BXG 77"
With Jean Guikas, GTC Sarl., Marseille, France
For sale at the Bonhams auction in Monaco, Lot #137, sold for Euro
€ 460'000
For sale at the Bonhams auction in Spa-Francorchamps, Belgium
 Marcel Massini 24/04/14
IMPORTANT LEGAL NOTICE - PLEASE READ VERY CAREFULLY
Liability Disclaimer
The information in this sheet was produced solely by Marcel Massini and Massini AG/SA/Ltd. and is distributed on an „as is“ basis, without warranty. All information
within this sheet is for reference only. Marcel Massini and Massini AG/SA/Ltd. are not associated with or sponsored by Ferrari SpA in Modena and Maranello or any
of its subsidiaries (such as Ferrari North America) in any manner, except for a mutual appreciation and love of the cars. All pictures and references to the Ferrari
name, and the car names and shapes are for information reference only, and do not imply any association with Ferrari SpA in Modena and Maranello or any of its
subsidiaries. Marcel Massini and Massini AG/SA/Ltd. are not responsible for any typographical errors contained within this information sheet. Marcel Massini and/or
Massini AG/SA/Ltd. make no representations or warranties with respect to the accuracy or completeness of the contents of this information  specifically in regard to
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consequential or other damages.
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This information and any attachment are strictly confidential. No part of this information may be used or reproduced in any manner whatsoever without prior written
permission from Marcel Massini and Massini AG/SA/Ltd. Marcel Massini and Massini AG/SA/Ltd. maintain all rights of intellectual and industrial property of this
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document is illegal, strictly forbidden and will be prosecuted. You may not copy this document or any attachment or disclose the contents to any other person. All
©Marcel Massini 2014
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The SPA - cLASSIC Sale
La Ferrari 308GTB châssis numéro 18869 proposée ici était la
première de quatre Groupe B construites par Michelotto sur un total
de 15 voitures, comprenant des Groupe B et des Groupe 4, que la
société a modifiées à l’époque. Elle a été achevée en février 1983
pour l’écurie Motor Sport en Italie.
On sait qu’au cours de la saison de rallye suivante en 1983, cette
voiture a remporté de nombreuses épreuves italiennes dont le
Valli Imperiesi Rally avec Cambiaghi/Di Gennaro comme pilote et
co-pilote, puis la Proserpina avec l’équipage Bronson/Di Prima. La
carrière de la voiture s’est prolongée avec succès en 1984 avec
Zanini et Autet au championnat espagnol et a gagné à six reprises,
le Critérium Guilleres, les rallyes de Sierra Morena, San Agustin,
Luis de Baveria, Oviedo et Vasco Navarro.
Ces Ferrari de compétition endurantes et à la brillante carrière, bien
que relativement peu connues, étaient équipées de suspensions
à rotules et de frein à disque améliorés, de roues Canonica avec
pneus Pirelli en série, leurs pièces étant régulièrement changées
et mises à niveau au cours de leur carrière en compétition. La
substitution obligatoire des jantes Campagnolo par des Canonica à
cinq branches, plus étroites et à l’aspect plus banal, réduisaient la
voie par rapport aux voitures de Groupe 4 réservées au circuit.
Trois des 308 Groupe B Michelotto reçurent un moteur QV à 32
soupapes délivrant 310 ch à 8 000 tr/min après que ce prototype
(châssis n° 18869) ait été achevé avec un moteur à deux soupapes
par cylindre de 288 ch. Alors que les versions Groupe 4 recevaient
une injection mécanique Kugelfisher, les voitures de rallye du
Groupe B utilisaient le système d’injection électronique Bosch
K-Jetronic. Ces versions Groupe B pesaient environ 30 kg de plus
que les variantes circuit, car elles conservaient leurs panneaux de
carrosserie en fibre de verre et acier de série.
Depuis l’achat par son actuel propriétaire., la boîte a été révisée
et le plancher de coffre refait. Elle est vendue avec une carte grise
française et une demande de certificat Ferrari Classiche est en
cours de réalisation.
Première – et l’une des plus brillantes – de ce rare carré de Ferrari
308GTB construites par Michelotto, il s’agit d’un exemplaire
particulièrement intéressant et emblématique de la race des
Berlinetta Competizione Ferrari. Ancienne participante au Tour
Auto, la voiture est un ticket d’entrée direct et rapide dans les
prestigieuses épreuves de cet ordre et mérite qu’on la considère
avec intérêt.
€550,000 - 750,000
Motor Cars
| 97
58
1967 Lancia Fulvia Rallye 1.3 HF Coupé
Chassis no. 818.340.001234
The introduction of the Fulvia saloon in 1963 maintained Lancia’s
reputation for innovation in automobile design. Designed by Antonio
Fessia, the boxy-styled Appia replacement featured an all-new,
narrow-angle, V4, overhead-camshaft engine; front wheel drive;
independent front suspension by double wishbones; and disc brakes
all round. A 2+2 coupé on a shorter wheelbase was launched in
1965. Though mechanically similar, the beautiful newcomer had all
the visual presence its progenitor lacked and came with a 1,216cc
engine producing 80bhp. In 1967 the model was up-rated with the
1,298cc, 85bhp engine, becoming the Fulvia Rallye 1.3. Tuned,
lightweight ‘HF’ versions provided increased performance and
formed the basis of the works’ highly successful rally programme that
saw the Fulvia HF1600 secure Lancia’s first Manufacturers’ World
Championship in 1972.
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This Fulvia Rallye 1.3 HF was sold from Italy to Greece where it
formed part of the Alman Sport collection. Finished in red with back
vinyl interior, the Lancia has seen little use since its arrival in Greece
(the current odometer reading is 50,072 kilometres) and is described
as in generally good condition. The car is offered with ASI papers and
Greek historic registration document. A non-standard fuel filler cap is
the only notified deviation from factory specification.
Cette Fulvia Rallye 1.3 HF a été vendue d’Italie en Grèce où elle a fait
partie de la collection Alman Sport. De couleur rouge avec intérieur
en vinyl noir, la Lancia a été peu utilisée depuis son arrivée en Grèce
(le compteur affiche 50 072 km) et elle est décrite comme étant en
bon état général. Elle est vendue avec ses papiers ASI et ses papiers
grecs du registre historique. Un bouchon de goulotte d’essence qui
n’est pas de série est la seule entorse aux caractéristiques d’origine.
€15,000 - 20,000
No Reserve
59
Single family ownership
1962 Citroën 2CV Saloon
Chassis no. 1310228
Engine no. 01706281
Ranking alongside the Volkswagen Beetle, Mini, and Land Rover
as one of the classic mass-produced cars of the post-war era,
Citroën’s quirky 2CV debuted in 1949. Intended to provide basic
transport in a period of post-war austerity, the 2CV outlived its
humble beginnings, going on to attain cult status as the favoured
car of the environmentally concerned motorist. Although the original
375cc air-cooled flat-twin engine grew eventually to 602cc, the 2CV’s
performance remained relatively modest at around 110km/h flatout, not that that concerned the majority of its devotees for whom
the roomy interior, full-length sunroof and frugal fuel consumption
were of far greater importance. It was a sad day for many when
the last French-built 2CV left the Levallois factory in 1988, although
production continued in Portugal for two more years.
An example fitted with the 425cc engine, this 2CV has been in the
same family ownership from new and, according to the mechanic of
the vendor, believed to have covered only 33,000-or-so kilometres
to date. Repainted green (from the original Carrare), the car comes
with photographs taken before and after the re-spray, a copy of the
purchase invoice dated 29th June 1962, invoice on work carried out,
sundry owner’s notes, owners manual and Belgian registration papers.
Cette 2 CV, un exemplaire à moteur de 425 cm3 appartient à la
même famille depuis sa sortie d’usine et selon le mécanicien du
vendeur la voiture n’aurait parcouru que 33 000 km environ à ce
jour. Repeinte en verte (elle était blanc Carrare), elle est vendue avec
des photos prises avant et après avoir été repeinte, une copie de sa
facture d’achat datée du 29 juin 1962, facture pour une réparation,
diverses notes du propriétaire, notice d’emploi et des papiers
d’immatriculation belges.
€3,000 - 5,000
No Reserve
Motor Cars
| 99
60
Road registered
1999 Hommel Vaillant ‘Grand Défi’ Coupé
Chassis no. VF9BERLHD6A519038
The pretty little sports coupé offered here is the product of
Automobiles Michel Hommell and takes its name from the fictional
racing driver Michel Vaillant and the title of one of his adventures, ‘Le
Grand Défi’ (The Big Challenge). Created in 1957 by graphic artist
Jean Graton and noted for their realistic artwork, the Michel Vaillant
comic strips were first published in Tintin magazine and typically pitch
the eponymous racing-driver hero into adventures both on and off
the racetrack, often involving skulduggery of some kind. ‘Le Grand
Défi’, the first complete Michel Vaillant comic, appeared in 1959.
100 |
The SPA - cLASSIC Sale
Graton’s comics are unusual in featuring many real-life motor racing
personalities including drivers Gilles Villeneuve, Jacky Ickx, François
Cevert, Patrick Tambay, Thierry Boutsen, René Arnoux and JeanPierre Beltoise, while Vaillant’s lengthy career has also seen him
compete against the likes of Juan Manuel Fangio, Graham Hill and
Ayrton Senna.
The most successful French racing driver of all time, Michel
Vaillant has won the Formula 1 World Championship four times,
the Indianapolis 500 twice and the Le Mans 24-Hour Race on four
occasions. It is estimated that the comic-book series has sold 17
million copies worldwide, and there has also been a full-length
feature film, released in 2003.
The basis of the Vaillant Grand Défi is Hommell’s Berlinette, which
was first seen in prototype form in 1990, shortly after the company’s
formation by ex-racing driver and motoring magazine owner, Michel
Hommell. A mid-engined design powered by a 2.0-litre 16-valve
Peugeot engine, the Berlinette Échappement (named after Hommell’s
magazine) entered production in 1994 followed by open Barquette
and more powerful RS versions.
Maximum power outputs ranged from 155bhp (Échappement and
Barquette), to 167bhp (RS) and 195bhp (RS2), the latter’s top speed
being 230km/h. The Vaillant Grand Défi version premiered at the
Paris Motor Show in 1999. The 16-or-so cars built were intended
for the 3COM Star Challenge, a race series featuring French sports
and media celebrities, and one even appeared in the ‘Michel Vaillant’
motion picture.
Purchased by the current owner in 2012, this example of a rare and
exclusive French sports car is described as in good original condition
and offered with cancelled French Carte Grise (2011).
Achetée par son propriétaire actuel en 2012, cet exemplaire d’une
sportive française exclusive et rare est décrit comme étant en bon
état original et vendu avec sa carte grise française (2011).
€60,000 - 80,000
Motor Cars
| 101
61
Believed delivered new to Verviers, Belgium
1954 MG Midget TF Roadster
Chassis no. HDE33/3712
Engine no. XPAG/TE/33338
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The SPA - cLASSIC Sale
‘Over the years the model has been developed to improve its
performance, handling qualities and general comfort. However, in
spite of this, the main external features have remained more or less
unchanged and even now the recently introduced TF model shows
that the bodywork has been restyled to produce a much cleaner
external appearance though retaining the MG Midget characteristics.’
- Autocar.
The charismatic T-Series MG Midget is popular now among
enthusiasts of traditional British sports cars as it was in its heyday,
A rushed development programme meant that there was little,
mechanically at least, difference between the TF and the outgoing
TD II, the 1,250cc, 57bhp, XPAG engine of which was retained.
Essentially a restyled version of the latter, the TF retained its
predecessor’s body centre section but featured a changed front
end with a shortened, sloping, radiator grille and headlamps faired
into the wings, plus an improved interior with separately adjustable
seats. A stop-gap model produced pending the arrival of the MGA,
the traditionally styled TF nevertheless sold well, 9,600 units being
produced between October 1953 and May 1955.
A matching numbers example, this TF-type Midget is believed to
have been delivered new to Belgium via Garage G Rensonnet in
Verviers, as evidenced by a plate fixed to the right rear wing. The
current owner acquired the MG in November 2012. Finished in red
with black leather interior, the car has been restored and is described
as in generally very good condition. Included in the sale is a
workshop manual and parts catalogue, and the car also comes with
sundry maintenance invoices, Belgian registration papers and FIVA
Identity Card (2004).
On pense que cette Midget type TF à numéros concordants a été
livrée neuve en Belgique par le garage G. Rensonnet de Verviers,
comme en atteste la plaque fixée sur l’aile arrière du véhicule. Le
propriétaire actuel l’a achetée en novembre 2012. Peinte en rouge
avec intérieur en cuir noir, la voiture a été restaurée et est décrite
comme étant en très bon état général. Inclus dans la vente, un
manuel d’entretien et un catalogue de pièces, et également diverses
factures, les papiers d’immatriculation belge et la carte d’identité de
la FIVA (2004).
€35,000 - 45,000
Motor Cars
| 103
62
Original left hand drive, manual five speed transmission
1967 Aston Martin DB6 Vantage Sports Saloon
Chassis no. DB6/2743/LN
Engine no. 400/2730/V
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The SPA - cLASSIC Sale
‘The object of the changes creating the DB6 has been to make
room for adults in the two occasional back seats, but at the same
time the opportunity has also been taken to make a number of
detail improvements to the rest of the car...’ - The Autocar, 1965.
Unveiled at Earl’s Court in October 1965 during the London
Motor Show, the distinctively styled Aston Martin DB6 featured a
completely redesigned tail treatment with top-lip spoiler intended
to counteract aerodynamic lift and reduce drag. Compared to the
preceding DB4 and DB5-series cars, the longer-wheelbase DB6
gives the distinct visual impression of being a considerably more
substantial motor car, but this impression is deceptive as it weighs
only 17lbs more than the DB5 - a modest penalty to pay for the
considerable convenience of increased legroom and head¬room in
both front and rear seats.
The 4.0-litre DOHC engine remained unchanged in standard
triple-SU carburettor form but the Vantage specification with
9.4:1 compression ratio now developed a thumping 325bhp, 11
horsepower more than in the DB5. A ZF five-speed manual gearbox
was carried over from the latter, as was the option of Borg Warner
automatic transmission, while ‘Selectaride’ driver-adjustable
damping was standard equipment.
The DB6 in Vantage trim could accelerate from 0-60mph in 6.0
seconds, 0-100 in 14.9 and attain a top speed of 152mph making
it one of the fastest cars in the world (Autosport figures). Saloon
production totalled 1,327 units, including seven shooting brake
conversions by Harold Radford.
Equipped with the desirable five-speed manual gearbox, chassis
number ‘2743/LN’ was sold new via Aston Martin’s US importer J
S Inskip to its first owner Mr Malcom Starr of New York City, USA.
A copy of the original guarantee form on file lists various items
of non-standard equipment including the 3.73:1 ratio limited-slip
differential; Normalair air conditioning; chrome wheels; 3-ear
hubcaps; heated rear screen; Fiamm horns; Britax seat belts;
Bosch Köln radio and Marchal fog lamps. The original colour
scheme is listed a Mink with dark blue Connolly interior trim, the
same as it is today.
The current owner purchased the Aston in the USA in 1995 and
imported it into the Netherlands (EU duties have been paid and the
purchase and freight invoices are available). A condition report,
compiled in 1995, describes the DB6 as very sound.
Motor Cars
| 105
The Aston was partially restored after acquisition, including a full respray, and the engine completely overhauled by marque specialists
Zwakman Motors, since when only some 3,000 miles have been
covered. The current odometer reading is a believed genuine 73,000
miles (approximately 117,500 kilometres). To comply with Netherlands
insurance requirements a basic alarm system has been installed
(certificate on file) and the electrics converted to negative earth.
The fuel pump was replaced recently and the car is described as in
running order, although as it has been standing unused since 2004
some further re-commissioning may be required.
A DB6 workshop manual, instruction book, parts catalogue, box
of spares and its original jack come with the car. Accompanying
history consists of the aforementioned documentation; assorted
correspondence with Aston Service Dorset, Zwakman Motors and
the AMOC; old US title deed; Netherlands registration papers; and
numerous invoices for parts supplied and work carried out.
La voiture portant le numéro de châssis 2743/LN a été vendue neuve
par l’importateur Aston Martin américain J.S. Inskip à son premier
propriétaire M. Malcolm Starr de New York et est équipée de la boîte
manuelle à 5 rapports très recherchée. Une copie du formulaire de
garantie originale au dossier mentionne plusieurs équipements hors
série, notamment un rapport de pont à glissement limité de 3, 73 :1,
un système d’air conditionné Normalair, des roues chromées, des
écrous de moyeu à trois branches, une lunette arrière chauffante,
un klaxon Fiamm, des ceintures Britax, une radio Bosch Köln et des
antibrouillard Marchal.
106 |
The SPA - cLASSIC Sale
La couleur original baptisée Mink (vison) avec cuir bleu foncé est la
même qu’aujourd’hui. Le propriétaire actuel a acheté l’Aston Martin
aux États-Unis en 1995 et l’a importée en Hollande (les droits de
douane européens ont été acquittés et les facture de transports
sont fournies). Un rapport sur son état établi en 1995 décrit la
voiture comme en bon état. Elle a été partiellement restaurée après
son achat, avec une peinture complète et une révision complète du
moteur par le spécialiste de la marque Zwakman Motors, depuis
laquelle seulement 4 800 km ont été couverts. Le compteur affiche
73 000 miles (environ 117 500 km) que l’on pense être d’origine.
Pour se conformer aux exigence des assurances hollandaises, un
système d’alarme a été installé (certificat au dossier) et le système
électrique converti à la masse.
La pompe à essence a été remplacée récemment et la voiture est
décrite comme étant en état de marche, bien qu’elle n’ait pas été
utilisée depuis 2004, et puisse nécessiter quelques petites mises
au point. Un manuel d’entretien de DB6, un livret d’instructions, un
catalogue de pièces détachées, une boîte de pièces de rechange
et son cric original sont vendus avec la voiture. L’historique
comprend les pièces mentionnées plus haut, un ensemble de
lettres échangées avec Aston Service Dorset, Zwakman Motors et
l’Aston Martin Owners’ Club, un ancien titre américain, les papiers
d’immatriculation hollandais et de nombreuses factures de pièces
fournies pour les travaux effectués.
€150,000 - 180,000
Motor Cars
| 107
63
Voted Best of Show at ‘Khamsin Quaranta’
1977 Maserati Khamsin Coupé
Coachwork by Carrozzeria Bertone
Chassis no. AM120234
Engine no. AM120234
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The SPA - cLASSIC Sale
Maserati’s final major introduction while under Citroën’s control,
the Khamsin (named after a hot Sahara Desert wind) debuted at
the 1972 Turin Show and entered production in 1974. Styled and
built at Bertone, the Khamsin’s attractive, unitary construction, 2+2
hatchback body was of all steel construction. The front-engined
Khamsin featured state-of-the-art, all independent, doublewishbone suspension similar to that of the mid-engined Bora and
Merak which, combined with a 50/50 front/rear weight distribution,
endowed the Khamsin with near perfect balance; and if its grip level
was ultimately inferior to the Bora’s, then the Khamsin’s conventional
layout made it easier to control close to the limit.
Citroën’s hydraulic technology (as found in the Maserati-engined
Citroën SM) was employed to power the brakes and steering - the
latter, in particular, being rated as highly effective by testers - and
also to raise the concealed headlamps. The power unit was a
longer-stroke, 4.9-litre version of Maserati’s familiar quad-cam V8
developing 320bhp at a lowly 5,500rpm and a lusty 354lb/ft of
torque at 4,000 revs. A five-speed ZF manual gearbox or threespeed Borg-Warner automatic transmission were options, and
when equipped with the former the Khamsin was good for around
240km/h (150mph).
Although seemingly less exotic than the mid-engined Bora supercar,
the Khamsin was Maserati’s biggest-engined and most expensive
offering at the time of its introduction, and thus could justifiably claim
to be its top-of-the-range model. By virtue of its front-engined layout,
the Khamsin offered greater practicality, providing a roomier and
more comfortable interior and superior luggage carrying capacity.
‘Just as it scores in terms of accommodation compared with a midengined car, so the Khamsin is generally quieter,’ observed Autocar
magazine. ‘There is an exciting noise of cams in motion when the
car is accelerating hard, but this is presumably no more than the
enthusiastic owner would demand. There is very little of that tiring
noise that nags away at the occupants when cruising at a high
steady speed. In these circumstances the engine noise dies away
to a whisper and wind noise never becomes apparent.’ A mere 430
examples of this most exclusive and consummate Grand Routier had
been made when production ceased in 1982.
Motor Cars
| 109
Previously registered in the UK, this left-hand drive, manual
transmission, three-owner Khamsin has been restored and is
described by the vendor as in generally excellent condition,
currently displaying a total of 64,669 kilometres on the odometer.
Refurbishment has included a complete overhaul of the hydraulic
system while more recently (in 2013) the brakes were overhauled.
The car retains its original colour combination of Verde Scuro with
Nero leather interior, and in June 2012 was judged ‘Best in Show’
at the Khamsin Quaranta in France. The accompanying history
consists of a Certificate of Origin, sundry invoices and restoration
photographs, a quantity of expired UK MoT certificates, UK V5
registration document and German TüV. Bonhams recommend
close inspection of this very fine example in the centenary year of
the marque.
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The SPA - cLASSIC Sale
Immatriculée au Royaume-Uni, cette Khamsin à conduite à gauche
et transmission manuelle restaurée a connu trois propriétaires et est
décrite par le vendeur comme en excellent état général, affichant un
total de 64 669 km au compteur. Sa rénovation a compris la révision
complète du système hydraulique et, plus récemment (2013), la
réfection des freins. La voiture est dans ses couleurs d’origine Verde
Scuro avec intérieur en cuir noir et a reçu le « best of show » au
Khamsin Quaranta en France en juin 2012. L’historique comprend
un certificat d’origine, différentes factures et des photos de la
restauration, un grand nombre de certificats du MoT britannique
périmés, ses papiers d’immatriculation V5 du Royaume-Uni et son
TÜV allemand.
€125,000 - 155,000
Motor Cars
| 111
64
Original left hand drive
1955 Jaguar XK140SE Coupé
Registration no. DB 121 WR
Chassis no. S 814 371 DN
Engine no. G 3944-8S
One of only 1,965 XK140 fixed-head coupés made in left-hand
drive configuration, this ‘SE’ version has the C-type cylinder head
and overdrive transmission, and thus represents the model in its
ultimate and most desirable form. Chassis number ‘S814371DN’ was
despatched from the factory in 1955 to Jaguar’s West Coast, USA
importer Charles Hornburg of Los Angeles, California. It was delivered
new to Mr Frank W Brown, a film producer. Mrs Brown, who drove
a white XK140 roadster, was a friend of the famous actress Olivia de
Havilland. Kept in the family, the car was registered in the town of
Los Gatos in the San Francisco Bay area. Never damaged and never
modified, it was repainted on two occasions prior to 1999.
Subsequently imported into Europe, the car has been restored by
the current owner. The complete, ‘body off’ restoration, finished in
2013, returned the car to effectively ‘as new’ condition, with the body
painted in Pacific Blue and the interior re-trimmed in grey piped dark
blue, as stated in the accompanying Jaguar Daimler Heritage Trust
certificate, which also confirms matching chassis, engine and body
numbers. The chassis was epoxy coated after it had been stripped
and sandblasted clean.
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All the mechanical components, which have matching numbers,
were dismantled and reassembled by the respected Jaguar specialist
Patrick Lansard after replacement of all the worn parts. The latter
include the steering rack, suspension springs, shock absorbers, fuel
tank, fuel pump, carburettors, exhaust manifold, exhaust system,
brake master cylinder, braking system, clutch, lights, electrical
system, etc. All the restoration works were undertaken with the
greatest respect for Jaguar’s original construction methods.
The engine and gearbox were fully overhauled and in the course of
the rebuild the engine was upgraded with a hydraulic timing chain
tensioner. Coopercraft disc brakes have been fitted in preference
to the original drum brakes, which are included in the sale. Other
noteworthy upgrades include an electric cooling fan and a stainless
steel exhaust system, while the tyres are new Dunlop Road Speed
600 SH S6. Freshly restored by an acknowledged expert and
presented in beautiful condition, this highly desirable XK140 coupé is
offered with the aforementioned JDHT certificate, French Carte Grise
and Contrôle Technique.
Un des 1 965 coupé XK 140 à conduite à gauche, cette version
SE est dotée d’une culasse de Type C et d’une transmission avec
overdrive et représente donc la forme ultime et la plus séduisante du
modèle. La XK 140 châssis n° S814371DN a été expédiée de l’usine
à l’agent Jaguar de la côte ouest des États-Unis, Charles Hornburg
à Los Angeles en Californie, en 1955. Elle a été livrée neuve à Mr
Frank W. Brown, un producteur de film. Mrs Brown qui conduisait
un roadster XK 140 blanc était une amie de la fameuse actrice Olivia
de Havilland. Conservée dans la famille, la voiture a été immatriculée
dans la ville de Los Gatos dans la région de la baie de San Francisco.
Jamais endommagée ni modifiée, elle a été repeinte à deux reprises
avant 1999.
Plus tard importée en Europe, la voiture a été restaurée par le
vendeur. La restauration intégrale, achevée en 2013, a remis la
voiture dans un état « comme neuve » avec sa carrosserie bleu
Pacifique et son intérieur regarni de cuir bleu foncé à passepoil gris,
comme attesté par le certificat du Jaguar Daimler Heritage Trust qui
confirme également les numéros concordants du châssis, du moteur
et de la carrosserie. Le châssis a été passé à la résine Epoxy après
avoir été mis à nu et sablé.
Tous les composants mécaniques qui ont des numéros concordants,
ont été démontés et réassemblés par le spécialiste Jaguar de
renom Patrick Lansard après remplacement de toutes les pièces
usées. Parmi celles-ci, le boîtier de direction, les ressorts de
suspension, les amortisseurs, le réservoir d’essence, la pompe à
essence, les carburateurs, le collecteur d’échappement, le système
d’échappement, le maître-cylindre de frein, le système de freinage,
l’embrayage, l’éclairage, le système électrique, etc. Tout le travail de
restauration a été mené dans le plus grand respect des méthodes de
construction Jaguar.
Le moteur et la boîte de vitesse ont été entièrement reconditionnés et
au cours de la reconstruction, le moteur a été doté d’un tendeur de
chaîne de distribution hydraulique. Des freins à disque Coopercraft
ont été montés de préférence aux freins à tambour originaux qui
sont inclus dans la vente. Les autres améliorations concernent
un ventilateur de refroidissement et un système d’échappement
inoxydable tandis que les pneus sont des Dunlop Road Speed
600 SH S6 neufs. Fraîchement restauré par un expert reconnu et
présenté dans un état superbe, ce séduisant coupé XK 140 est
vendu avec les certificats du JDHT, mentionnés plus haut, sa carte
grise et son contrôle technique français.
€90,000 - 120,000
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65
1999 Mini ‘40’ Limited Edition
Chassis no. SAXXNWAZRDX173096
By the time the Mini celebrated its 40th anniversary it had already
passed the remarkable production milestone of 5 million cars built
(achieved in 1986). The last age-related special edition, the ‘40’ was
one of the most luxuriously equipped Mini Limited Edition models
to date. Three alternative paint schemes were offered: Mulberry
Red, Old English White and Island Blue, which were complemented
by colour-keyed interiors with contrasting piping. One particularly
striking feature was the aluminium alloy dashboard, in which was
mounted a CD player. Wheelarch extensions and door mirrors were
colour matched to the body and there was a gold ‘Mini 40’ badge on
the bonnet, while 13” Minilite-style alloy wheels and twin spotlights
were particularly handsome additions to the package. Only 250 cars
were assigned to the UK, the bulk of production being earmarked
for overseas markets where alternative colour schemes and slight
variations in specification were available.
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Sold new to a lady owner in Germany, this Mini 40 is currently with its
second owner and has covered some 87,000 kilometres from new.
The car is described as in generally good condition, benefiting from a
new engine/gearbox unit fitted in October 2013, only 500 kilometres
ago, together with new brakes front and rear. Accompanying
documentation consists of the service booklet, all restoration invoices
and Luxembourg registration papers.
Vendue neuve à sa propriétaire en Allemagne, cette Mini 40 est
aux mains de son second propriétaire et a parcouru 87 000 km
d’origine. La voiture est décrite comme étant en bon état général,
dotée d’une nouvelle boîte et d’un nouveau moteur en novembre
2013, il y a seulement 500 km, en même temps que de freins
neufs à l’avant et à l’arrière. La documentation fournie comprend le
carnet d’entretien, toutes les factures de restauration et les papiers
d’immatriculation au Luxembourg.
€5,000 - 6,000
No Reserve
66
1975 Porsche 914 2.0 Litre Coupé
Chassis no. 4752910074
Porsche’s strong historical links with Volkswagen we reaffirmed in
1969 with the launch of the Porsche-designed VW-Porsche 914, a
mid-engined, Targa-top sports car to be assembled by Karmann of
Osnabrück. At the time Volkswagen needed a new car to replace the
ageing Karmann-Ghia while Porsche was looking for another option
to add to its line-up.
First seen at the Frankfurt Auto Show, the 914/4 used the 1,679cc,
four-cylinder, air-cooled motor of the Volkswagen 411 while the
914/6 was powered by the Porsche 911T’s 2.0-litre six. Both cars
employed all-independent suspension - a mixture of 911 and VW
parts - to which were married four-wheel disc brakes and a fivespeed gearbox.
The 914’s reputation for excellent handling was somewhat marred
by criticism that the four-cylinder version was too slow, though lack
of speed was never a shortcoming of the 914/6. The latter was a
relatively short-lived model and in 1973 was effectively replaced
by the 1,971cc four-cylinder ‘914 2.0’, which also featured forged
alloy wheels, front and rear anti-roll bars and an improved interior
incorporating additional instrumentation.
Finished in Zambezi Green with beige interior, this rare modern
Porsche was comprehensively restored in 2013 and is described
as in generally excellent condition. The car is offered with Italian
registration documents.
Peinte en gris Zambèze avec intérieur beige, cette rare Porsche
moderne a été entièrement restaurée en 2013 et est décrite comme
étant en excellent état général. La voiture est vendue avec ses
papiers d’immatriculation italienne.
€18,000 - 22,000
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67
1962 Jaguar E-Type Series 1
3.8-Litre Roadster
Chassis no. 876690
Engine no. KF1039-8
‘If Les Vingt Quatre Heures du Mans has been responsible for the
new E-Type Jaguar, then that Homeric contest on the Sarthe circuit
will have been abundantly justified. Here we have one of the quietest
and most flexible cars on the market, capable of whispering along
in top gear at 10mph or leaping into its 150mph stride on the brief
depression of a pedal. A practical touring car, this, with its wide
doors and capacious luggage space, yet it has a sheer beauty of
line which easily beats the Italians at their own particular game.’ John Bolster, Autosport.
Introduced in 3.8-litre form in 1961, the Jaguar E-Type caused a
sensation when it appeared, with instantly classic lines and 150mph
top speed. The newcomer’s design did indeed owe much to that of
the Le Mans-winning D-Type sports-racer: a monocoque tub forming
the main structure, while a tubular spaceframe extended forwards to
support the engine.
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The latter was the same 3.8-litre, triple-carburettor ‘S’ unit first
offered as an option on the preceding XK150. With a claimed 265bhp
available E-Type’s performance did not disappoint; firstly, because it
weighed around 500lbs less than the XK150 and secondly because
aerodynamicist Malcolm Sayer used experience gained with the
D-Type to create one of the most elegant and efficient shapes ever
to grace a motor car. Taller drivers though, could find the interior
somewhat lacking in space, a criticism addressed by the introduction
of foot wells (and other, more minor modifications) early in 1962.
Today, the E-Types graceful lines live on in modern Jaguar sports
cars, and there can be little doubt that William Lyons’ sublime
creation would feature in any knowledgeable enthusiast’s ‘Top Ten’ of
the world’s most beautiful cars of all time.
Recently imported from the USA, this early Series 1 roadster is
offered for restoration and sold strictly as viewed. EU import duties
have been paid and the car comes with an old US title deed. A
wonderful opportunity to acquire an example of the Jaguar E-Type in
its earliest and purest form, ripe for sympathetic restoration.
Récemment importée des États-Unis, ce roadster série 1 est
vendue pour restauration et strictement dans son état. Les droits
d'importation en Europe ont été acquittés et un ancien titre de
propriété américain est fourni avec la voiture. Une occasion unique
d'acquérir une Type E première version, la pus pure, prête pour une
restauration enthousiasmante.
€55,000 - 85,000
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68
1965 Jaguar E-Type ‘Series 1’ 4.2-Litre Coupé
Chassis no. 1E31510
Engine no. 7E5243-9
Conceived and developed as an open sports car, the Jaguar E-Type
debuted at the Geneva Salon in March 1961 in coupé form. The
car caused a sensation - spontaneous applause breaking out at the
unveiling - with its instantly classic lines and 150mph top speed.
Aerodynamically, the coupé was superior to the roadster and the better
Grand Tourer, enjoying as it did a marginally higher top speed and
the considerable convenience of a generously sized luggage platform
accessed via the side-hinged rear door. Its six-cylinder ‘XK’ engine
was the 3.8-litre, triple-carburettor, ‘S’ unit first offered as an option
on the preceding XK150. In October 1964, this was superseded by
the 4.2-litre engine; a more user-friendly all-synchromesh gearbox
and superior Lockheed brake servo forming part of the improved
specification together with the bigger, torquier engine.
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Apart from ‘4.2’ badging, the car’s external appearance was
unchanged but under the skin there were numerous detail
improvements, chiefly to the electrical and cooling systems, and to
the seating arrangements. Top speed remained unchanged at around
150mph, the main performance gain resulting from the larger engine
being improved flexibility.
Recently imported from the USA, this Series 1 4.2-litre coupé is
offered for restoration and sold strictly as viewed. EU import duties
have been paid.
Récemment importée des États-Unis, cette 4.2-Litre « série 1 » est
vendue pour restauration et strictement dans son état. Les droits
d'importation en Europe ont été acquittés.
€18,000 - 24,000
69
Matching numbers
1965 Jaguar E-Type ‘Series 1’ 4.2-Litre Coupé
Chassis no. 1E30712
Engine no. 7E2832-9
‘There have always been a handful of exotic cars built throughout the
world which, by their very cost and scarcity, inspire a detached awe
from ordinary mortals who cannot afford them. One every count but
cost, the E-Type would be an obvious choice for this corps d’elite…
it creates its own unique position among the world’s desirable cars
with a combination of performance, handling, looks and refinement
that, even after 3½ years’ production, is still unequalled at the price.’
– Motor, 31st October 1964.
Launched in October 1964, the 4.2-litre E-Type came with a more
user friendly, all-synchromesh gearbox and superior Lockheed
brake servo as part of the improved specification alongside
the bigger, torquier engine. Apart from ‘4.2’ badging, the car’s
external appearance was unchanged, but beneath the skin there
were numerous detail improvements. These mainly concerned
the cooling and electrical systems, the latter gaining an alternator
and adopting the industry standard negative earth, while the
interior boasted a matt black dashboard and improved seating
arrangements.
The E-Type’s top speed remained unchanged at around 150mph,
the main performance gain resulting from the larger engine being
improved flexibility.
Recently imported from the USA, this matching-numbers Series 1
4.2-litre coupé is offered for restoration and sold strictly as viewed.
EU import duties have been paid.
Récemment importée des États-Unis, cette 4.2-Litre « série 1 » est
vendue pour restauration et strictement dans son état. Les droits
d'importation en Europe ont été acquittés.
€13,000 - 18,000
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70
1965 Ford ‘Shelby GT350’ Mustang
FIA Competition Saloon
Chassis no. 3FOA279505
Engine no. 63AJ2504J416
This FIA competition specification ‘Shelby Replica’ has been
professionally prepared to the highest standard by GT Services of
Earlswood, Solihull. Painted in Shelby racing colours by renowned
body specialists Normandale Refinishing of Daventry, it features a
bodyshell that has been seam welded, dipped and fitted with a full
welded roll cage by Custom Cages.
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The 4.7-litre V8 engine was brand new when prepared by Steve
Curl for the 2011 season, producing a reliable and usable 430plus horsepower, and has just been rebuilt by him (zero miles since
completion). The differential too is newly overhauled (by Hauser
Racing) while in 2013 the front suspension was rebuilt and set up by
John Freeman. The front end of the body was re-sprayed late last year
by Brothertons of Blockley.
This Mustang was first raced by Howard Redhouse, followed by
Nick Whale and then Robert Rawe and Mike Thorne. It has enjoyed
considerable success, competing in the Tour Britannia twice (1st in the
Pre-65 class in 2012); the Silverstone Classic in 2010, 2011, 2012 and
2013 (11th out of 55 in Masters race); Spa 6 Hours (2012 and 2013 3.04 lap time); Portimão Classic (2013) and various Gentlemen Drivers
and Masters races in 2010, 2012 and 2013. The car is road registered
in the UK (as ‘EGF 564B’) and comes with a V5 registration document
and FIA Historic Technical Passport (Class GTS12, Period 1962-65).
Reliable and great fun to drive, it is in good condition, ready to race,
and affords the fortunate new owner the opportunity to compete in
many of the most prestigious historic motor sports events.
Cette réplique de Shelby aux normes compétition de la FIA a été
préparée professionnellement au plus haut degré par GT Services
d'Earlswood à Solihull. Peinte aux couleurs du Shelby Racing par
le très renommé carrossier spécialisé Normandale Refinishing de
Daventry, elle offre une coque à joints soudés, traitée et dotée d'un
arceau soudé par Custom Cages. Le moteur V8 de 4, 7 litres était neuf
quand il a été préparé par Steve Curl pour la saison 2011, développant
une puissance fiable et effective de 430 ch, et a depuis été refait par lui
(0 km depuis sa réfection).
Le différentiel a également été récemment révisé (par Hauser Racing)
tandis que la suspension était refaite et réglée en 2013 par John
Freeman. L'avant de la voiture a été repeint en début d'année.
Cette Mustang a couru pour la première fois avec Howard Redhouse,
puis avec Nick Whale, Robert Rawe et Mike Thorne. Elle a connu de
nombreux succès, deux fois au Tour Britannia (1e en classe pré-1965
en 2012), à la Silverstone Classic en 2010, 2011, 2012 et 2013 (11e
sur 55), aux 6 Heures de Spa (2012 et 2013), à la Portimao Classic
(2013) et dans diverses épreuves du Gentlemen Drivers and Masters
en 2010, 2012 et 2013. La voiture est immatriculée pour un usage
routier au Royaume-Uni (EGF 564 B) et est vendue avec ses papier
d'immatriculation V5 et son passeport historique et technique de la FIA
(classe GTS 12, période 1962-1965).
Fiable et très amusante à conduire, elle est en excellent état général,
prête à courir et offre à l'heureux futur propriétaire l'occasion de courir
dans plusieurs des plus prestigieuses épreuves sportives historiques.
€65,000 - 75,000
Spa 6 hours
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71
‘Denis Welch Motorsport’ prepared engine
1962 Austin-Healey 3000 MkII Rally Car
Chassis no. 62HBT7L/19004
Engine no. 29K/RU/H10172
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‘A classic competition car among the all-time greats in motoring
history,’ was how The Autocar magazine summed up the works
Austin-Healey 3000 in 1963. Yet at the time of its arrival in 1959,
few would have guessed that the low-slung ‘Big Healey’ would
triumph over its apparent shortcomings so effectively that it
now rates as one of the most successful rally cars of the 1960s.
Robust and tuneable, the Big Healey was immensely popular with
privateers in its time, and today, almost 40 years after the end of
production, continues to be extensively campaigned in historic
motor sport, both in tarmac events and on the rough stuff. Replicas
of the works rally cars are among the most sought-after variants,
and an extensive cottage industry of recognised specialists
exists to cater for the demand for Big Healey parts, servicing and
competition preparation.
Restored and rebuilt to FIA Appendix K specification, this rallyprepared 3000 MkII was delivered new to the USA, remaining there
until 1986 when it was imported into Germany. In 1996 the car was
purchased by its second owner in Germany, who had it extensively
restored in 2002. Works undertaken include a comprehensive
overhaul of the mechanicals, repainting the bodywork in silver
metallic, and an engine rebuild by noted marque specialists Denis
Welch Motorsport. We are advised that the engine, which features
triple Weber carburettors and a sports exhaust in V2A stainless
steel, produces an excellent 210bhp.
Other noteworthy features include a Getrag five-speed gearbox,
additional oil cooler, disc brakes front and rear, roll bar, racing
seats, 4-point racing seatbelts, fire extinguishing system and a
Tripmaster. A potential winner in the right hands, this well prepared
Austin-Healey 3000 rally car is offered with Classic Data report
(2013), German registration papers and a history file, the latter
commencing in 1986 when the car was imported into Germany.
Restaurée et reconstruite aux spécifications de l’annexe K de la
FIA, cette 3000 MkIII préparée pour le rallye a été livrée neuve aux
États-Unis où elle est restée jusqu’en 1986, date à laquelle elle fut
importée en Allemagne. En 1996, la voiture était achetée par son
second propriétaire en Allemagne, qui l’a entièrement fait restaurer
en 2002. Les travaux entrepris comprennent une réfection complète
de la mécanique, la peinture de la carrosserie en métal argenté et
une réfection du moteur par un spécialiste de la marque réputé,
Denis Welch Motorsport. On nous signale que le moteur, équipé de
trois carburateurs Weber et d’un échappement en acier inoxydable
V2A, développe 210 ch. Les autres caractéristiques remarquables
comprennent une boîte à cinq rapports Getrag, un radiateur d’huile
additionnel, des freins à disque à l’avant et à l’arrière, un arceau,
des sièges baquets, des ceintures de compétition 4 points, un
système d’extincteur et un Tripmaster. Une gagnante potentielle
si elle tombe en de bonnes mains, cette Austin-Healey 3000 de
rallye est vendue avec le Classic Data report (2013), des papiers
d’immatriculation allemands et un dossier historique, commençant
en 1986 lorsque la voiture a été importée en Allemagne.
€65,000 - 85,000
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72
Matching numbers, EU delivery from new
1964 Porsche 356C 1600SC Coupé
Chassis no. 128479
Engine no. 811239
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The work of Ferry Porsche, the 356 was based on the Volkswagen
designed by his father. Introduced in 1949, Porsche’s landmark
sports car would remain in production - regularly revised and
updated - well into the 911 era, the final examples being built in
1965. Like the immortal ‘Beetle’, the 356 employed a platformtype chassis with rear-mounted air-cooled engine and torsion bar
all-independent suspension. In 1951 a works car finished first in the
1,100cc class at the Le Mans 24-Hour Race, thus beginning the
marque’s long and illustrious association with La Sarthe.
Outwardly very similar to the final 356Bs, the ultimate 356C model
arrived in 1963 sporting four-wheel disc brakes - first seen on the
2.0-litre Carrera 2 - among numerous detail improvements. Engines
available - both of 1.6 litres - were the 75bhp ‘C’ and 95bhp ‘SC’,
the latter replacing the Super 90.
This 356C coupé was delivered new to Italy and has remained there
ever since. It has the more desirable 95 horsepower ‘SC’ engine
and according to the Porsche Kardex (copy on file) retains matching
numbers. An older restoration (circa 1996), the car is described as in
generally good working order mechanically, but would benefit from
cosmetic detailing. Offered with Italian registration papers.
Ce coupé 356 C fut livrée neuf en Italie où il est resté depuis. Il est
équipé du séduisant moteur SC de 95 ch et selon le Kardex Porsche
(copie au dossier) affiche des numéros concordants. Restaurée
il y a longtemps (aux environs de 1996), la voiture est décrite
comme étant en bon état de fonctionnement mécanique, mais
demanderait quelques soins cosmétiques. Vendue avec ses papiers
d’immatriculation italienne.
€60,000 - 70,000
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73
1966 Mercedes-Benz 230SL Convertible
Chassis no. 113.042-10-017974
Engine no. 127.981-10-913828
A convertible model finished in its original colour scheme of red with
beige leather interior and black hood, this car is a left-hand drive
example of the 230SL, a landmark model which founded a sports
car dynasty that would prove an enormous commercial success for
Mercedes-Benz. Introduced at the Geneva Salon in March 1963 as
replacement for the 190SL, the 230SL abandoned its predecessor’s
four-cylinder engine in favour of a 2.3-litre fuel-injected six derived
from that of the 220SE and producing 150bhp.
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An instant classic, the body design was all-new while beneath the
skin the running gear was conventional Mercedes-Benz, featuring
all-round independent suspension (by swing axles at the rear),
disc front/drum rear brakes and a choice of four-speed manual or
automatic transmissions.
Top speed was in excess of 120mph. The 230SL even managed
a debut competition victory, winning the Spa-Sofia-Liège Rally in
the hands of Eugen Bohringer. Christened ‘pagoda top’ after their
distinctive cabin shape, these SL models were amongst the bestloved sports-tourers of their day and continue to be highly sought
after by collectors.
A manual transmission model, this 230SL was imported from the
USA in 1990 and in 1996 was comprehensively restored by a
German Mercedes-Benz concessionaire for his own use. The car
comes with an independent German specialist condition report dated
April 2013 testifying to its very high standard of body restoration
using original parts, which has been meticulously and accurately
carried out. The paintwork shows no wear or defects; the brightwork
is in very good condition and the fit of the doors, bonnet and boot lid
is described as excellent.
The engine starts and runs well, and the gearbox and brakes work as
they should. The shock absorbers, springs and suspension bushes
bearings were replaced, so no excessive play is noticeable, while
the rear axle and other parts were coated to prevent corrosion. A
modern Becker Mexico Classic radio, which combines classic looks
with modern technology has been fitted and the interior also boasts
a complement of refurbished instruments. The tyres (Michelin MXV-P)
are in good condition. Offered with German registration documents.
Cette 230 SL à transmission manuelle a été importée des ÉtatsUnis en 1990 et a été complètement restaurée en 1996 par
un concessionnaire Mercedes-Benz allemand pour son usage
personnel. Elle est vendue avec un contrôle technique d’un
spécialiste allemand indépendant en date d’avril 2013 qui témoigne
de la haute qualité de sa restauration, méticuleuse et très soignée,
avec des pièces d’origine.
La peinture ne montre aucune usure et aucun défaut, les chromes
sont en très bon état et l’ajustement des portières, du capot et du
couvercle de coffre est décrit comme excellent. Le moteur démarre
et tourne bien, la boîte et les freins fonctionnent comme il se doit.
Les amortisseurs, les ressorts et ancrages de suspensions ont
été remplacés, aucun jeu excessif n’est donc détectable, tandis
que l’essieu arrière et autres éléments ont été traité pour éviter la
corrosion. Une radio Becker Mexico Classic, qui combine l’aspect
rétro avec la technologie moderne a été installée et l’intérieur arbore
un ensemble d’instruments reconditionnés. Les pneus (Michelin
MXV-P) sont en bon état. Vendue avec ses papiers d’immatriculation.
€85,000 - 100,000
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74
1970 Mercedes-Benz 280 SE Coupé
Chassis no. 111024-12-004911
Engine no. 130.980-12-048201
First registered on 8th July 1970, this elegant Mercedes-Benz
280SE coupé was delivered new to an umbrella manufacturer in
Saarbrücken, Germany. The car has always stayed in Germany
and will be offered with old-style German ‘Kraftfahrzeugbrief’ –
‘Pappdeckel’ with historic German ‘H’ registration. Comprehensively
restored between 2004 and 2005 on behalf of the then owner,
proprietor of a German Mercedes-Benz agency, the car retains
its original electric steel sunroof, electric windows and automatic
gearbox, and is finished in its original colour scheme of silver metallic
with red leather interior. Importantly, it comes with an independent
German specialist report from 2012 testifying to its generally very
good condition.
Immatriculée le 8 juillet 1970, cet élégant coupé Mercedes-Benz
280 SE a été livré à un fabricant de parapluies de Saarbrücken,
en Allemagne. La voiture est toujours restée en Allemagne et sera
vendue avec son ancien « Kraftfahrzeugbrief » et son « Pappdeckel »
d’immatriculation historique allemande « H ». Entièrement restaurée
entre 2004 et 2005 par les soins de son propriétaire de l’époque,
un propriétaire d’agence Mercedes-Benz, la voiture conserve son
toit ouvrant électrique d’origine, ses vitres électriques, sa boîte
automatique et reprend ses couleurs d’origine gris métal avec
intérieur en cuir rouge. Très important, elle est accompagnée d’un
contrôle technique par un spécialiste allemand indépendant de 2012
témoignant de son très bon état général.
The report states that the paintwork does not show defects or
any wear, and the chassis and body are in very good condition
with doors, bonnet and boot fitting well. The brightwork is in very
good condition, while the all the tinted glass was renewed during
restoration. The original (matching numbers) engine starts and runs
well with no detectable smoke, and the automatic transmission
changes well. There is no excessive play in the steering or wheel
bearings; all shock absorbers and springs have been exchanged;
and the rear axle has been overhauled. The brakes work without
fault and the tyres (Michelin MXV-P) are in good order. The rigorous
German report concludes with a verdict of ‘Condition 2’ (fully
operational without defects, missing parts or cosmetic defects) and
also contains some pictures of the restoration.
Le rapport établit que la peinture ne montre aucun défaut ni usure,
que le châssis et la carrosserie sont en très bon état et que les
portes, capot et couvercle de coffre sont bien ajustés. Les chromes
sont en très bon état, tandis que toutes les vitres teintées ont
été remplacées au cours de la restauration. Le moteur d’origine
(numéros concordants) démarre et tourne bien avec aucune fumée et
la boîte automatique fonctionne bien. Il n’y pas de jeu excessif dans
la direction ou les pivots de roues. Tous les amortisseurs et ressorts
ont été changés et l’essieu arrière a été reconditionné. Les freins
fonctionnent sans défaut et les pneus (Michelin MXV-P) sont en bon
état. Le rigoureux rapport allemand conclut avec un bilan « condition
2 » (parfaitement fonctionnelle sans défaut, pièces manquantes ou
défaut d’aspect) et contient quelques photos de la restauration.
€50,000 - 60,000
128 |
The SPA - cLASSIC Sale
75
Unique, factory-built, BMW M3-engined
1994 Donkervoort D8 Roadster
Registration no. DON 314
Chassis no. JD 0558 AC
Clearly taking its inspiration from the Lotus 7, this unique highperformance roadster is the work of the Dutch manufacturer,
Donkervoort Cars and has been featured in different magazines.
The car was ordered new by Mr Reinhard Wanner and delivered
in Aichach, Germany. Mr Wanner already owned two Donkervoort
D8s – a normally aspirated example and another fitted with a
turbocharged engine. He preferred the normally aspirated D8
but wanted a power output similar to that to the turbo, and
approached Donkervoort to build the special car offered here,
which is powered by a BMW M3 (Series E30) engine and the only
one of its type constructed by the factory.
Displacing 2.3 litres, the Bosch fuel-injected motor produces
200bhp, an output good enough to propel the M3 saloon to a top
speed of circa 225km/h with a 0-100km/h time of around 7 seconds.
What it does for the much smaller and lighter Donkervoort can only
be imagined.
Its first owner kept the Donkervoort M3 until 2004 when it was sold
to the current owner in Belgium, who has driven it only occasionally.
The current odometer reading is 12,000 kilometres but as the
odometer was replaced at 20,000 kilometres the actual distance
travelled from new is 32,000 kilometres. Finished in silver with black
leather interior, the car is described as in generally very good, original
condition and is offered with sundry invoices, Belgian registration
papers and an illustrated file documenting its construction.
Son premier propriétaire a conservé la Donkervoort M3 jusqu’en
2004, lorsqu’il l’a vendue au (second) propriétaire actuel en Belgique
qui ne l’a conduite qu’occasionnellement. Le compteur affiche
12 000 km , mais, ayant été remplacé à 20 000 km, le kilométrage
réel depuis l’origine est de 32 000 km. Peinte en gris argent avec
intérieur en cuir noir, la voiture est décrite comme étant en très
bon état général et est vendue avec diverses factures, ses papiers
d’immatriculation belge et un fichier décrivant sa construction.
€45,000 - 65,000
Motor Cars
| 129
76
Mille Miglia and Tour Auto eligible
1956 Austin-Healey 100 Roadster
Chassis no. BN2L/233124
Engine no. 1B/233124
Donald Healey’s stylish Austin-Healey 100 caused a sensation
when it debuted at the 1952 London Motor Show. Intended as a
low-cost high-performance sports car and aimed at the US market,
which took almost 100% of production initially, the Austin-Healey
100 sourced its major components from the Austin Atlantic saloon.
Low-revving and torquey, the latter’s 2,660cc four-cylinder engine
produced an unremarkable 90bhp but when installed in the lighter
and more streamlined Healey the result was a genuine 100mph-plus
car capable of reaching 60mph in under 11 seconds.
A three-speed gearbox equipped with overdrive on the top two ratios
was an unusual feature of the original BN1, which was superseded
by the short-lived, conventional four-speed BN2 for 1956. A muscular
sports car to delight the purist, the 100 was not bettered by its
six-cylinder successors in terms of outright performance until the
introduction of the Austin-Healey 3000 in 1959.
130 |
The SPA - cLASSIC Sale
A late left-hand drive BN2 incorporating all the developments applied
to that model, this example benefits from a complete restoration
carried out between 1993 and 1995. Sold new in the USA, the car
was last registered for regular street use in California in 1973 and on
8th October 1986 passed via Peter’s Marina Motors to Ernest Rose
Jr. The current vendor purchased the Healey on 10th March 1993
and first registered it in Texas and then Belgium. Between 1993 and
1995 the Healey was treated to an extensive restoration that involved
chemically stripping the chassis and body, followed by phosphate
coating, priming and finally two coats of PPG acrylic paint in the
original livery of white with black sides.
In addition, the engine was rebuilt and the gearbox and rear axle
overhauled and repainted in the original colours, all the work being
carried out by professional specialists. Since then the Healey has
seen only 1,000 miles of fair-weather use and been stored in a
heated garage. A matching numbers example, the car has the
desirable four-speed overdrive transmission and new 72-spoke
wire wheels, while other noteworthy features include an unleadedcompatible cylinder head, alternator electrics, new-old-stock wiring
harness, polished rocker cover and leather interior. Eligible for some
of the most prestigious historic events including the Mille Miglia and
Tour Auto, this beautiful Austin-Healey 100 is offered with sundry
restoration invoices, BMIHT certificate, Belgian registration papers
and roadworthiness certificate.
L’une des dernières conduite à gauche BN2 incluant toutes les
modifications propres à ce modèle, cet exemplaire a bénéficié d’une
restauration complète entreprise entre 1993 et 1995. Vendue neuve
aux États-Unis, la voiture a été immatriculée pour la dernière fois pour
un usage routier en Californie en 1973 et, le 8 octobre 1986, passait,
via Peter’s Marina Motors, aux mains de Ernest Rose Jr. Le vendeur
a acheté la Healey le 10 mars 1993 et l’a d’abord immatriculée au
Texas, puis en Belgique. Entre 1993 et 1995 la Healey a subi une
restauration complète incluant une mise à nu chimique du châssis et
de la carrosserie, suivie d’un traitement au phosphate, d’une couche
d’apprêt et de deux couches de peinture acrylique PPG dans la
couleur d’origine, blanche à flancs noirs.
De plus, le moteur a été refait et la boîte et le pont arrière refaits et
repeints aux couleurs originales, tout le travail étant exécuté par des
spécialistes professionnels. Depuis, la Healey n’a parcouru que 1
000 miles par beau temps et a été remisée dans un garage chauffé.
Cet exemplaire à numéros concordants est équipé de la séduisante
boîte à quatre rapports avec overdrive et de nouvelles roues à 72
rayons, les autres caractéristiques remarquables étant une culasse
compatible au sans plomb, un alternateur, un faisceau électrique
d’époque issu d’ancien stocks, des couvre-culasse polis et un
intérieur cuir. Éligible pour la plupart des plus prestigieux événements
historiques, y compris les Mille Miglia et le Tour Auto, cette très belle
Austin-Healey 100 est vendue avec diverses factures de restauration,
un certificat BMIHT, des papiers d’immatriculation belge et un
contrôle technique.
€45,000 - 65,000
Motor Cars
| 131
77
1992 Lancia Delta HF Integrale Hatchback
Chassis no. ZLA831AB000558545
Lancia’s development programme aimed at transforming the boxyshaped, Giugiaro-designed Delta hatchback into a competitive
rally car had been necessitated by the banning of the Group B
supercars at the end of 1986. Badged as the ‘Delta HF 4WD’ on its
introduction in 1986, the model retained the Volumex blower initially
before switching to a straightforward turbo when transformed into
the legendary Integrale in 1987. The latter would prove a supremely
capable rally car yet in road trim remained a thoroughly practical
family hatchback. Integrale performance was boosted further by the
introduction of a 16-valve cylinder head for the 2.0-litre four-cylinder
engine in 1989, maximum power increasing to 200bhp and top
speed to 220km/h (137mph).
Delivered new in Italy, this example of one of the most iconic and
sought after cars of its era was imported into Belgium in 2002 and is
currently in the hands of its third owner. Only 27,000 kilometres had
been covered at time of acquisition and the current odometer reading
is only 34,000, this being the distance travelled from new.
132 |
The SPA - cLASSIC Sale
The car has been partially resprayed and treated for better protection
of the paint, while the engine benefits from a past rebuild by a
specialist. Described as in generally very good condition, the car
is offered with a condition report, Belgian certificate of conformity
(2002), sundry invoices and Belgian registration papers.
Livrée neuve en Italie, cet exemplaire de l’une des voitures les
plus emblématiques et les plus recherchées de son époque a
été importée en Belgique en 2002 et se trouve aux mains de son
troisième propriétaire. Elle n’avait parcouru que 27 000 km au
moment de son achat et le compteur affiche seulement 34 000 km,
ce qui est son kilométrage d’origine. la voiture est en partie repeinte
et traitée pour une meilleure protection de la peinture, tandis que
le moteur avait été refait par un spécialiste dans le passé. Décrite
comme en très bon état, la voiture est vendue avec un rapport
d’expertise, un certificat belge de conformité (2002), diverses
factures et des papiers d’immatriculation belge.
€28,000 - 36,000
Vente aux Encheres
Dimanche 18 mai
INFO - TICKETS : WWW.SPA-CLASSIC.COM
Greenwich Concours
d’Elegance Auction
Sunday 1 June
Greenwich, CT
For further information, please contact:
+1 (212) 461 6514, East Coast
+1 (415) 391 4000, West Coast
motors.us@bonhams.com
Single owner since 1978,
fewer than 16,500km from new
1975 Lamborghini Countach LP400
‘Periscopica’
Photo credit: Jasen Delgado
Ex-Team Roosevelt,
1959 Sebring 12 Hours entry
1959 Fiat-Abarth 750 Record Monza
Zagato Bialbero
International Auctioneers and Valuers – bonhams.com/greenwich
Modern Sporting Guns,
Rifles and Vintage Firearms
Wednesday 30 July 2014
Knightsbridge, London
Entries now invited
Closing date for entries
Friday 6 June
+44 (0) 20 7393 3815
patrick.hawes@bonhams.com
A fine pair of 12-bore (2 5/8in) selfopening sidelock ejector guns by J.
Purdey & Sons, no. 24108/9 Formerly
the property of H.L. Visser
Sold £49,250
International Auctioneers and Valuers - bonhams.com/guns
Prices shown for sold lots include buyer’s premium. Details can be found at bonhams.com
The Dawson-Damer Collection
Ex-Gold Leaf Team Lotus / Graham Hill
1969 Lotus-Ford 49B
£700,000 - 1,000,000
1930 Invicta 4½-Litre S-Type
‘Low Chassis’ Drophead Coupé
Coachwork by Corsica
£500,000 - 600,000
1949 Ferrari 166 Inter Coupé
Coachwork by Touring of Milan
£800,000 - 1,000,000
‘EVV 106’ – The ex-David Shale/Arthur Carter
1955 Austin Healey 100S
£600,000 - 700,000
Ex-works Team, 1954 Mille Miglia,
Le Mans 24H, Silverstone winning
1954 Ferrari 375-Plus sports racing car
Chassis: 0384 AM
Estimate upon request
International Auctioneers and Valuers – bonhams.com/cars
Bonhams achieved record-breaking success at Goodwood last year,
showcasing its expertise in maximising the value of collectors’ motor
cars. 2014 is already destined to be another outstanding auction with
many desirable motor cars already consigned. To secure your place
into this landmark sale, please contact the department.
Friday 27 June, 2014
Further entries invited
For further enquiries
please contact:
UK
+44 (0) 20 7468 5801
ukcars@bonhams.com
Europe
+32 (0) 476 879 471
eurocars@bonhams.com
USA
+1 415 391 4000
usacars@bonhams.com
KnoKKE lE ZoutE,
a luxurious holiday rEsort whiCh is
thE EpiCEntrE of lifEstylE and art
on thE bElgian sEasidE.
Benefitting from the support of the town of Knokke le
Zoute and the dedicated sponsors that supported the
first edition in 2011, the Zoute Concours d’Elegance
prepares for its third edition and intends to build up increased international recognition in 2014.
ConCours d’ElEganCE
judgEd by an intErnational jury
For the next edition, we return to the fairway of the
prestigious Royal Zoute Golf Club where a limited
number of quality entries in pre and post war classes
will be selected by the organising committee.
October 12th, 2014, is the date to save for the third
annual Zoute Concours d’Elegance. Preceded by the
start of the Zoute Rally,
Bonhams will be holding their second sale of collectors
motor cars on Friday October 10th. We look forward to
welcoming you to a weekend of motoring by the beach
and the 2014 edition of this event in Belgium’s most
exclusive seaside resort.
www.zoutegrandprix.be
WEEKEND ZOUTE GRAND PRIX® 2014
9-12 October 2014
Gala weekend for the most prestigious car brands
ZOUTE RALLY® – 9-11 October 2014
A regularity rally and ‘ballade’ limited to 150 classic cars manufactured
between 1920 and 1965, with start and finish in Knokke – Le Zoute.
ZOUTE TOP MARQUES® – 9-12 October 2014
Podiums with the latest and most exclusive modern cars, which will be displayed
along the Kustlaan and Albertplein in Le Zoute.
ZOUTE SALE® - by Bonhams – 10 October 2014
A prestigious international auction of fine and rare collectors motor cars to be held on
the central Albertplein in Le Zoute.
ZOUTE CONCOURS D’ELEGANCE® – 12 October 2014
The fourth edition of the Concours d’Elegance will take place at the fairway of the prestigious Royal Zoute Golf Club where a limited number of quality entries in pre and post war
classes will be selected by the organising committee and judged by an international jury.
ZOUTE GT TOUR® – 12 October 2014
A tour for 150 of the most exclusive modern GT’s younger than 10 years,
starting from Brussels, Antwerp or Gent area to Knokke – Le Zoute.
The private bank for historic
motor racing
Proud sponsors of: Le Mans Classic; Classic Endurance Racing; Spa Classic; Dix Mille Tours;
Grand Prix de l’Age d’Or; Donington Historic Festival; RAC Woodcote Trophy; Salon Privé;
The HERO Cup; Tour Britannia; Wilton Classic and Supercar; The Grand Tour; Kop Hill Climb;
Shelsley Walsh Hill Climb; Warren Classic & Concours; London to Brighton Run; Gstaad Classic;
EFG DolderClassics; Zurich Classic Car Award.
www.efgmotorracing.com
facebook.com/EFGInternational
Practitioners of the craft of private banking
EFG is the marketing name for EFG International and its subsidiaries. EFG International’s global private banking network includes offices in Zurich, Geneva, London,
Channel Islands, Luxembourg, Monaco, Madrid, Hong Kong, Singapore, Shanghai, Taipei, Miami, Nassau, Bogotá and Montevideo. www.efginternational.com
Polygon Transport was
founded in 1984 and is one
of the longest established
Collectors’ Motor Car and
Motorcycle carriers in the UK
>
Polygon is the carrier of choice for The National Motor Museum,
Beaulieu, The Louwman Museum in The Netherlands, Goodwood
and Bonhams Auctioneers, where they are in attendance at each
auction to provide assistance.
Polygon has a fleet of vehicles to handle a single motorcycle or car,
to an entire collection, including spares and memorabilia. Polygon
can also arrange national or international transport and shipping,
including export paperwork and licences.
Valued Polygon clients
>
Polygon Transport
Unit 2H, Marchwood Industrial Park
Normandy Way
Marchwood
Southampton
SO40 4BL
Tel
Fax
Email
Web
+44 (0)2380 871555
+44 (0)2380 862111
polygon@polygon-transport.com
www.polygon-transport.com
General Conditions
The text below is a free translation of the
Conditions Générales in French. If there is a
difference between the English version and
the French version of the conditions of sale,
the English version will take precedence.
Any reference in these general conditions to
“Bonhams” will be deemed a reference to
Bonhams 1793 Ltd (hereinafter referred to as
“Bonhams”).
Bonhams acts as an agent of the vendor. The
sales contract for the item auctioned publicly
is agreed between the vendor and Buyer.
The relationship between Bonhams and the
Buyer is subject to these general conditions,
as well as Important Information For Buyers
and Sellers appended to this same catalogue.
Bonhams will not be held liable for breaches
committed by the vendor or Buyer.
Definitions of the words and
expressions used in the general
conditions
In these General Conditions, the following
terms and expressions will have the meaning
indicated below:
- “Acquirer” or “Buyer” or “Winning bidder”:
the person who makes the last bid, and to
whom a Lot is awarded by the authorised
auctioneer.
- “Auctioneer” or “Authorised auctioneer”:
the representative of Bonhams 1793 Ltd who
is authorised to conduct the auction.
- “Bidder” the party who bids during
an auction sale or bidding, through an
intermediary or representative of Bonhams
1793 Ltd.
- “Lot”: any item (goods or motor vehicles)
included in the catalogue, or the list of added
Lots, which are on view and to be presented
for auction.
- “Auction price” or “Hammer price”: the
price, excluding costs, given in the currency in
which the sale takes place, at which a Lot is
awarded by the authorised auctioneer to the
Buyer.
- “Reserve Price”: the minimum price at
which a Lot may be sold, as agreed between
Bonhams and the Vendor.
Any Lot marked by the symbol (#) indicates that
Bonhams has a financial interest in the Lot.
Condition of Lots
- Bonhams advises bidders to carefully
examine the Lots on which they are interested
in bidding prior to the auction. “Condition
reports” on the condition of Lots are available
on request from the relevant department.
- All information on the condition of a Lot in
catalogue descriptions or “condition reports”,
as well as any oral declaration, is the expression
of an opinion only. References in the catalogue
description or condition reports regarding the
condition of a Lot and its restoration or accident
history, are given in order to draw the Buyers
attention to these points.
- The condition of a Lot may vary between the
time it is described in the catalogue and the
time it is put on sale. Any material variation
shall be announced at the time of sale.
Auctions
- Any party wishing to bid before the sale,
must fill in a Bonhams bidder registration
form. They must also present an official piece
of identification, and address confirmation.
The duly completed form, signed and dated,
will be submitted to Bonhams before the sale
commences, and a registration number will be
assigned to each potential bidder.
- All bidders will be considered and assumed
to be acting on their own behalf unless, before
the sale, it has been expressly brought to the
attention of Bonhams, in writing, that they are
acting on behalf of a third party, and this third
party has been approved by Bonhams. In this
event both parties will be deemed by Bonhams
jointly liable.
- Anyone who bids at the auction is
understood to have read and accepted the
conditions of sale.
- The sale shall take place in French, which is
the official legal language of the sale.
- Auctions are held in Euros. Conversions to
different currencies displayed on an electronic
board may be slightly different from the legal
rate. Bonhams rejects any liability in the event
of any malfunction or incorrect display. Only
the amount of the last bid, as expressed by the
auctioneer, must be taken into account.
- Bonhams reserves the right, at its entire
discretion, to refuse participation in its auctions
to any person.
- Estimates given by Bonhams are indicative in
nature, and may not be deemed any guarantee
of the auction price.
- If a reserve price has been fixed, the
authorised auctioneer reserves the right to
make bids on behalf of the vendor until the
reserve price is reached.
- Bonhams may not be held liable in the event
of sale of a Lot for which no reserve price has
been established for a sum lower than that
estimated.
- Bidding will be at the entire discretion of the
auctioneer.
Absentee bids
- Bonhams gives potential Buyers not attending
the sale the option of making a telephone
or absentee bid. For this purpose, forms
are available on site and appended to the
catalogue.
- Bonhams will not be liable for a failure or error
in the execution of an absentee bid request.
This option is merely a service provided free of
charge to the potential Buyer.
- Where two identical absentee bids are
received, the first bid received will take
precedence.
- Bonhams will not be liable if the telephone
connection fails for technical reasons, or an
error or omission is made when executing
your bid.
Incidents affecting the sale
- We have complete discretion to refuse any
bid, to nominate any bidding increment we
consider appropriate, to divide any Lot, to
combine two or more Lots, to withdraw any
Lot from a Sale and, before the Sale has been
closed, to put up any Lot for auction again. The
Buyer will be the Bidder who makes the highest
bid acceptable to the Auctioneer for any Lot
(subject to any applicable Reserve) to whom the
Lot is knocked down by the Auctioneer at the
fall of the Auctioneer’s hammer. Any dispute as
to the highest acceptable bid will be settled by
the Auctioneer in his absolute discretion.
Sale
Symbols beside Lot numbers:
Copyright
- Sales are finalised once the auctioneer has
struck his Hammer and pronounced the word
“adjugé” (“sold”).
†
- Bonhams holds reproduction rights for its
catalogue. No reproduction is authorised
without the written authorisation of Bonhams.
- If the reserve price has not been met, the Lot
will be finalised by the strike of a Hammer.
- On the fall of the Hammer, the Buyer must
show the auctioneer the number allotted to
them.
- After the sale, all risks pertaining to the
Lot shall be transferred to the Buyer in full,
unreservedly. It is the responsibility of the
Buyer to have purchases insured. Bonhams
rejects any liability for damage that the Buyer
may suffer between the moment of sale and
removal of the Lot in the event of breach of this
requirement by the Buyer.
Payment
- In addition to the Hammer price the Buyer
agrees to pay Bonhams:
- A Buyer’s Premium of 15% of the Hammer
Price on each vehicle together with TVA at the
standard rate.
- Additional costs or special taxes may be
owed on certain Lots, on top of usual fees
and taxes. This will be indicated in the sale
catalogue or by an announcement made at the
time of sale by the auctioneer.
- The Buyer must immediately pay the total
purchase price, comprising the sale price and
applicable fees and taxes.
- Bonhams reserves the right to retain
Lots sold until full payment and effective
encashment of the sales price, plus applicable
fees and taxes.
- Payment may be made in cash up to a
maximum of €3,000; by debit card subject to
a surcharge of 3% on the total, if not issued
by a Belgium bank; by credit card, subject
to a surcharge of 3% on the total, and by
bank transfers in euros. (See also Important
Information For Buyers and Sellers).
TVA at the prevailing rate on Hammer Price and Buyer’s Premium
Ω
TVA on imported items at the prevailing rate on Hammer Price and Buyer’s
Premium
*
TVA on imported items at a preferential rate of 6% on Hammer Price and the prevailing rate on Buyer’s Premium
The prevailing rate of TVA at the time of
going to press is 21% but this is subject to
government change and the rate payable will
be the rate in force on the date of the Sale.
Collectors cars
- The Buyer of a vehicle must carry out all
necessary formalities, of any type whatsoever,
to use it on public highways, pursuant to
legislation in force. The winning bidder is
presumed to be aware of this legislation, and
under no circumstances may Bonhams be
held liable for failure by the winning bidder to
respect said formalities.
- It is the responsibility of the Buyer to inspect,
before the sale, documents relating to the car
they wish to purchase, in particular technical
inspections and road documents.
- The mileage referred to in the description
corresponds to that on the meter, and may
not guarantee the real distance travelled by
vehicles. Bonhams will not be liable if there is
a discrepancy between the two.
- The year announced in the description of
each Lot corresponds to the year on the road
documents.
Exporting Lots
- Temporary import: vehicles preceded by the
symbol (Ω) or (*) beside the Lot number have
been submitted by owners from outside the
EU. Buyers must pay applicable TVA on top of
their bids, which may be reimbursed to Buyers
from outside the EU on presentation of export
documents, received within three months of
the sale date.
Export licence
- The application for a certificate for cultural
items with a view to their free circulation
outside Belgian territory (export licence) or
any other administrative documents does not
affect the payment obligation incumbent on
the Buyer.
- Bonhams has, in its capacity as a public
sales auction, a waiver in respect of the
reproduction of works of art in its sale
catalogue, even if the right of reproduction is
not within the public domain.
- Pursuant to the literary and artistic property
law, the sale of a work does not imply transfer
of the right of reproduction and representation
of the work.
Law and jurisdictional competence
- This Agreement, any claim, dispute or
difference concerning and any matter arising
from, will be governed by and construed in
accordance with English law.
- Each Party irrevocably agrees that the Courts
of England will have exclusive jurisdiction in
relation to any claim, dispute or difference
concerning this Agreement and any matter
arising from it save that Bonhams may bring
proceedings against you in any other court of
competent jurisdiction to the extent permitted
by the laws of the relevant jurisdiction.
- You irrevocably waive any right that you may
have to object to an action being brought in
the Courts of England or any other jurisdiction
that Bonhams brings proceedings against
you further to the preceeding clause above,
to claim that the action has been brought in
an inconvenient forum or to claim that those
courts do not have jurisdiction.
- The clauses in these general conditions are
independent from each other. The nullity of one
clause will not give rise to the nullity of another.
- Only the English version of these general
conditions has legal force. Any version in
another language will be deemed merely
ancillary.
Conditions Générales
Le texte ci-dessous est une traduction libre
des Conditions Générales écrites en anglais.
Si il y a une différence entre la version anglaise
et la version française des conditions de
vente, seule la version anglaise des présentes
Conditions Générales fera foi.
Toute référence dans ces conditions générales
à
‘Bonhams’ sera considérée comme faisant
référence à Bonhams 1793 Ltd (ci après
dénommée ‘Bonhams’).
Bonhams agit comme mandataire du
vendeur. Le contrat de vente du bien
présenté aux enchères publiques est conclu
entre le vendeur et l’acheteur. Les rapports
entre Bonhams et l’acheteur sont soumis
aux présentes Conditions Générales ainsi
qu’aux Renseignements Importants pour les
Acheteurs
et les Vendeurs, annexées à ce même
catalogue. Bonhams ne peut être tenue
responsable des fautes commises par le
vendeur ou l’acheteur.
Définitions des mots et expressions
utilisées dans les conditions générales
Dans les présentes Conditions Générales, les
mots et expressions ci-dessous ont le sens
suivant:
- ‘ Acquéreur’ ou ‘Acheteur’ ou
‘Adjudicataire’: la personne qui a porté la
dernière enchère et à laquelle
un Lot est attribué par le commissaire-priseur
habilité.
- ‘Commissaire-priseur’ ou ‘Commissairepriseur habilité’: le représentant de Bonhams
1793 Ltd qui
est habilité à diriger la vente.
- ‘Enchérisseur’: la personne qui enchérit
lors de la vente ou dans le cas d’une
enchère intervenant par l’intermédiaire d’un
représentant de Bonhams 1793 Ltd.
Etat des Lots
- Bonhams conseille aux enchérisseurs
d’examiner avec attention avant la vente aux
enchères publiques le ou les Lots pouvant les
intéresser. Des ‘conditions reports’ sur l’état
des Lots sont disponibles sur demande auprès
du département concerné.
- Tous les renseignements concernant l’état
d’un Lot dans les descriptions du catalogue
ou dans les ‘conditions reports’ ainsi que
toute déclaration orale constituent l’expression
d’une opinion. Les références faites dans
les descriptions du catalogue ou dans les
‘conditions reports’ concernant l’état d’un Lot,
relatives à un accident ou une restauration, sont
données afin d’attirer l’attention de l’acheteur.
- L’état d’un Lot peut varier entre le moment
de sa description dans le catalogue et celui de
sa présentation à la vente. Toute variation de
ce type sera annoncée au moment de la vente
et consignée au procès-verbal de vente.
Les enchères
- Toute personne désireuse d’enchérir sera
tenue avant la vente de remplir auprès de
Bonhams un formulaire d’enregistrement. Elle
remettra à Bonhams une pièce d’identité ainsi
que ses références bancaires. Le formulaire
dûment rempli, signé et daté sera remis à
Bonhams avant que la vente ne commence
et un numéro d’enregistrement sera affecté à
chaque enchérisseur potentiel.
- Tout enchérisseur sera considéré et présumé
avoir agi pour son propre compte, à moins
que, avant la vente, il n’ait expressément porté
à la connaissance de Bonhams, par écrit,
qu’il agissait pour le compte d’un tiers et que
ce tiers ait été agréé par Bonhams. Dans ce
cas, les deux parties seront considérées par
Bonhams solidairement responsables.
- Bonhams se réserve le droit, à son entière
discrétion, de refuser à toute personne la
participation aux enchères.
- Les estimations fournies par Bonhams
le sont à titre indicatif et ne peuvent être
considérées comme une quelconque garantie
d’adjudication.
- Si un prix de réserve a été fixé, le
commissaire-priseur habilité se réserve le droit
de porter des enchères pour le compte du
vendeur jusqu’à atteindre le prix de réserve.
- Bonhams ne saurait être tenue responsable
en cas de vente d’un Lot pour lequel aucun
prix de réserve n’aurait été fixé, pour un
montant inférieur à l’estimation.
- La mise à prix sera fixée à l’entière discrétion
du commissaire-priseur.
Ordres d’achat
- Bonhams offre la possibilité aux acheteurs
potentiels n’assistant pas à la vente d’enchérir
par l’intermédiaire d’un ordre écrit ou par
téléphone. Pour ce faire, des formulaires
sont à disposition sur place et annexés au
catalogue.
- Le défaut ou une erreur d’exécution d’un
ordre d’achat n’engagera pas la responsabilité
de Bonhams. Cette faculté ne constituant
qu’un service proposé gracieusement à
l’acheteur potentiel.
- Si Bonhams reçoit plusieurs ordres écrits
pour des montants identiques sur un même
Lot et si, lors des enchères, ces ordres
représentent les enchères les plus élevées,
celui-ci sera adjugé à l’enchérisseur dont
l’ordre aura été reçu en premier.
- Le fait d’enchérir impliquera automatiquement
pour l’enchérisseur qu’il aura lu, compris et
accepté les conditions de vente générales.
- Bonhams ne pourra voir sa responsabilité
engagée si la liaison téléphonique n’est pas
établie pour cause d’un problème technique,
d’une erreur ou d’une omission.
- ‘Lot’: tout bien meuble ou véhicule à moteur
inclus dans le catalogue en vue de sa vente
aux enchères publiques.
- La vente se déroulera en français qui est
la langue qui fait autorité d’un point de vue
juridique.
Les incidents de la vente
- ‘Prix d’adjudication’ ou ‘Prix au Marteau»:
le prix sans les frais, exprimé dans la devise du
pays dans lequel la vente a lieu, auquel un Lot
est attribué par le commissaire-priseur habilité
à l’acheteur.
- Les enchères sont effectuées en euros. Les
conversions dans les différentes monnaies
affichées sur un tableau
électronique peuvent légèrement différer des
taux légaux.
Bonhams dégage toute responsabilité dans
le cas de non fonctionnement ou d’erreur
d’affichage ; seul le montant de la dernière
enchère tel qu’exprimé par le commissairepriseur habilité devra être pris en considération.
- ‘Prix de réserve’: le prix minimum auquel
un Lot peut être vendu et convenu entre
Bonhams et le Vendeur.
Les Lots marqués d’un (#) sont mis en vente
par un membre de Bonhams.
Nous avons l’entière discrétion de refuser
toutes enchères, de choisir tous paliers
d’enchères que nous considérons appropriés,
de diviser tous lots, de regrouper deux lots ou
plus, de retirer tous lots d’une vente, et, avant
que la vente ne soit terminée, de remettre
tous lots à nouveau en vente. L’acheteur sera
l’enchérisseur qui offrira au CommissairePriseur la plus haute enchère acceptable pour
tous lots (sous réserve de tous prix de réserve
applicables), à qui le lot est adjugé par le
Commissaire-Priseur au moment du tomber
du marteau. Tout différend relatif à la meilleure
enchère acceptable sera réglé par le
Commissaire-Priseur à son entière discrétion.
Adjudication
- Les enchères seront closes lorsque le
commissaire-priseur aura simultanément donné
un coup de marteau et prononcé le mot ‘adjugé’.
- Si le prix de réserve fixé n’est pas atteint, le
Lot sera adjugé par un simple coup de marteau.
- Au moment de l’adjudication, l’acheteur
devra indiquer au commissaire-priseur le
numéro qui lui a été attribué.
- Dès l’adjudication, tous les risques afférents
au Lot seront transférés à l’acheteur dans leur
intégralité et sans la moindre réserve. A charge
pour l’acheteur de faire assurer ses achats.
Bonhams décline toute responsabilité quant
aux dommages que l’achat pourrait encourir
entre le moment de l’adjudication et le retrait
du Lot en cas de défaillance de l’acheteur sur
ce point.
Le paiement
-En plus du prix d’adjudication l’acheteur
convient de payer à Bonhams une prime
d’achat de: 15% du prix marteau sur chaque
véhicule.
-La TVA au coût standart est prélevée sur les
frais acheteurs pour tous les acheteurs.
- Des frais additionnels ou taxes spéciales
peuvent être dûs sur certains Lots en plus des
frais et taxes habituelles. Cela sera indiqué
dans le catalogue de vente ou bien par une
annonce faite au moment de la vente par le
commissaire-priseur.
- La vente se fera au comptant et l’acheteur
devra régler immédiatement le prix d’achat
global comprenant le prix d’adjudication ainsi
que les frais et taxes applicables.
- Bonhams se réserve le droit de garder les
Lots vendus jusqu’au paiement intégral et à
l’encaissement effectif du prix d’adjudication,
des frais et taxes applicables.
- Le paiement pourra être effectué en espèces
dans la limite légale de 3,000 €, par cartes
bancaires moyennant 3% de frais sur le total
pour les cartes étrangères et par virements
bancaires en euros (recommandé) (Voir aussi
les Informations importantes aux acheteurs et
aux vendeurs).
Symboles précédents les numéros de
Lot:
†
Taux de TVA en vigueur sur le prix d’adjudication ainsi que la prime d’achat
Ω TVA sur les objets importés au taux en vigueur prélevable sur le prix d’adjudication ainsi que la prime d’achat.
* TVA sur les objets importés à un taux préferentiel de 6% sur le prix d’adjudication et
un taux en vigueur sur la prime d’achat.
Le taux en vigueur de la TVA au moment
de l’impression est de 21% mais il peut
être sujet à des changements de la part du
gouvernement et le taux prélevable sera celui
en vigueur le jour de la vente.
Automobiles
- L’acquéreur d’un véhicule automobile devra
accomplir toutes les formalités nécessaires, de
quelque nature que ce soit, pour l’utiliser sur la
voie publique, conformément à la législation en
vigueur. L’adjudicataire étant censé connaître
cette législation, en aucun cas Bonhams ne
pourra être tenue responsable du non respect
par l’adjudicataire des formalités citées.
- Il tient de la responsabilité de l’acheteur
de consulter, avant la vente, les documents
relatifs au véhicule qu’il souhaite acquérir
notamment des contrôles techniques et les
titres de circulation.
- Le kilométrage mentionné dans les descriptifs
correspond à celui lu sur les compteurs et ne
saurait garantir la distance réelle effectivement
parcourue par les véhicules. Bonhams ne
pourrait voir sa responsabilité engagée dans le
cas échéant.
- L’année annoncée dans la description de
chaque Lot correspond à l’année figurant sur
le titre de circulation dudit Lot.
Exportations des Lots
- Importation temporaire: les véhicules
précédés d’un signe oméga (Ω) ou (*)
devant le numéro de Lot ont été confiés par
des propriétaires extra-communautaires.
Les acheteurs devront acquitter de la TVA
applicable au taux en vigueur en plus des
enchères, qui pourra être remboursée
aux acheteurs extra-communautaires sur
présentation des documents d’exportation
dans un délai d’un mois après la vente.
Certificat d’exportation
- La demande de certificat pour un bien
culturel en vue de sa libre circulation hors du
territoire belge (licence d’exportation) ou de
tous autres documents administratifs n’affecte
pas l’obligation de paiement incombant à
l’acheteur.
Droits de reproduction
- Bonhams est titulaire du droit de reproduction
de son catalogue. Toute reproduction est
interdite sans une autorisation écrite de
Bonhams.
- Bonhams dispose en tant que maison de
vente aux enchères publiques, d’une tolérance
concernant la reproduction d’œuvres dans son
catalogue de vente alors même que le droit
de reproduction ne serait pas tombé dans le
domaine public.
- Conformément au droit de la propriété
littéraire et artistique, la vente d’une œuvre
n’implique pas la cession du droit de
reproduction et de représentation de l’œuvre.
Loi et compétence juridictionnelle
- Le présent contrat, toute réclamation, tout
litige ou différend le concernant et tout point
en découlant, sera régi par le droit anglais et
interprété conformément à celui-ci.
- Chaque partie convient irrévocablement que
les tribunaux d’Angleterre auront compétence
exclusive pour connaître de toute réclamation,
tout litige ou différend concernant le présent
contrat et tout point en découlant, hormis le
fait que Bonhams peut engager des poursuites
contre vous devant tout autre tribunal
compétent dans la mesure permise par la
législation de la juridiction pertinente.
- Vous renoncez irrévocablement à tout droit
dont vous pouvez vous prévaloir de contester
toute action en justice devant les tribunaux
d’Angleterre ou toute autre juridiction devant
laquelle Bonhams engage des poursuites
contre vous conformément à la clause
precédente, de revendiquer que l’action
en justice a été engagée devant un forum
non conveniens ou de revendiquer que ces
tribunaux ne sont
pas compétents.
- Les dispositions des présentes Conditions
Générales sont indépendantes les unes des
autres. La nullité de quelconque disposition ne
saurait entraîner l’inapplicabilité des autres.
- Seule la version en langue anglaise des
présentes Conditions Générales fait foi.
Toute version dans une autre langue ne sera
considérée qu’accessoire.
Bonhams Specialist Departments
19th Century Paintings
UK
Charles O’ Brien
+44 20 7468 8360
U.S.A
Madalina Lazen
+1 212 644 9108
20th Century British Art
Matthew Bradbury
+44 20 7468 8295
Aboriginal Art
Francesca Cavazzini
+61 2 8412 2222
African, Oceanic
& Pre-Columbian Art
UK
Philip Keith
+44 2920 727 980
U.S.A
Fredric Backlar
+1 323 436 5416
American Paintings
Alan Fausel
+1 212 644 9039
Antiquities
Madeleine Perridge
+44 20 7468 8226
Antique Arms & Armour
UK
David Williams
+44 20 7393 3807
U.S.A
Paul Carella
+1 415 503 3360
Art Collections,
Estates & Valuations
Harvey Cammell
+44 (0) 20 7468 8340
Art Nouveau & Decorative
Art & Design
UK
Mark Oliver
+44 20 7393 3856
U.S.A
Frank Maraschiello
+1 212 644 9059
Australian Art
Merryn Schriever
+61 2 8412 2222
Alex Clark
+61 3 8640 4088
Australian Colonial
Furniture and Australiana
+1 415 861 7500
Books, Maps &
Manuscripts
UK
Matthew Haley
+44 20 7393 3817
U.S.A
Christina Geiger
+1 212 644 9094
British & European Glass
UK
Simon Cottle
+44 20 7468 8383
U.S.A.
Suzy Pai
+1 415 503 3343
British & European
Porcelain & Pottery
UK
John Sandon
+44 20 7468 8244
U.S.A
Peter Scott
+1 415 503 3326
California &
American Paintings
Scot Levitt
+1 323 436 5425
Carpets
UK
Mark Dance
+44 8700 27361
U.S.A.
Hadji Rahimipour
+1 415 503 3392
Chinese & Asian Art
UK
Asaph Hyman
+44 20 7468 5888
U.S.A
Dessa Goddard
+1 415 503 3333
HONG KONG
+852 3607 0010
AUSTRALIA
Yvett Klein
+61 2 8412 2222
Clocks
UK
James Stratton
+44 20 7468 8364
U.S.A
Jonathan Snellenburg
+1 212 461 6530
Coins & Medals
UK
John Millensted
+44 20 7393 3914
U.S.A
Paul Song
+1 323 436 5455
Contemporary Art
UK
Gareth Williams
+44 20 7468 5879
U.S.A
Jeremy Goldsmith
+1 917 206 1656
Costume & Textiles
Claire Browne
+44 1564 732969
Entertainment
Memorabilia
UK
Stephanie Connell
+44 20 7393 3844
U.S.A
Catherine Williamson
+1 323 436 5442
Football Sporting
Memorabilia
Dan Davies
+44 1244 353118
Furniture & Works of Art
UK
Fergus Lyons
+44 20 7468 8221
U.S.A
Jeffrey Smith
+1 415 503 3413
Greek Art
Olympia Pappa
+44 20 7468 8314
Golf Sporting
Memorabilia
Kevin Mcgimpsey
+44 1244 353123
Irish Art
Penny Day
+44 20 7468 8366
Impressionist &
Modern Art
UK
Deborah Allan
+44 20 7468 8276
U.S.A
Tanya Wells
+1 917 206 1685
To e-mail any of the below use the first name dot second
name @bonhams.com eg. charles.obrien@bonhams.com
Motor Cars
UK
Tim Schofield
+44 20 7468 5804
U.S.A
Mark Osborne
+1 415 503 3353
EUROPE
Philip Kantor
+32 476 879 471
Scientific Instruments
Jon Baddeley
+44 20 7393 3872
U.S.A.
Jonathan Snellenburg
+1 212 461 6530
Automobilia
UK
Toby Wilson
+44 8700 273 619
U.S.A
Kurt Forry
+1 415 391 4000
Silver & Gold Boxes
UK
Michael Moorcroft
+44 20 7468 8241
U.S.A
Aileen Ward
+1 800 223 5463
Motorcycles
Ben Walker
+44 8700 273616
Automobilia
Adrian Pipiros
+44 8700 273621
South African Art
Giles Peppiatt
+44 20 7468 8355
Musical Instruments
Philip Scott
+44 20 7393 3855
Islamic & Indian Art
Alice Bailey
+44 20 7468 8268
Native American Art
Jim Haas
+1 415 503 3294
Japanese Art
UK
Suzannah Yip
+44 20 7468 8368
U.S.A
Jeff Olson
+1 212 461 6516
Natural History
U.S.A
Claudia Florian
+1 323 436 5437
Jewellery
UK
Jean Ghika
+44 20 7468 8282
U.S.A
Susan Abeles
+1 212 461 6525
AUSTRALIA
Anellie Manolas
+61 2 8412 2222
HONG KONG
Graeme Thompson
+852 3607 0006
Marine Art
UK
Veronique Scorer
+44 20 7393 3962
U.S.A
Gregg Dietrich
+1 917 206 1697
Mechanical Music
Jon Baddeley
+44 20 7393 3872
Modern, Contemporary
& Latin American Art
U.S.A
Alexis Chompaisal
+1 323 436 5469
Modern Design
Gareth Williams
+44 20 7468 5879
Old Master Pictures
UK
Andrew Mckenzie
+44 20 7468 8261
U.S.A
Mark Fisher
+1 323 436 5488
Orientalist Art
Charles O’Brien
+44 20 7468 8360
Photography
U.S.A
Judith Eurich
+1 415 503 3259
Portrait Miniatures
Jennifer Tonkin
+44 20 7393 3986
Prints
UK
Rupert Worrall
+44 20 7468 8262
U.S.A
Judith Eurich
+1 415 503 3259
Russian Art
UK
Sophie Law
+44 20 7468 8334
U.S.A
Yelena Harbick
+1 212 644 9136
Scottish Pictures
Chris Brickley
+44 131 240 2297
Sporting Guns
Patrick Hawes
+44 20 7393 3815
Toys, Dolls & Chess
Leigh Gotch
+44 20 8963 2839
Travel Pictures
Veronique Scorer
+44 20 7393 3962
Urban Art
Gareth Williams
+44 20 7468 5879
Watches &
Wristwatches
UK
Paul Maudsley
+44 20 7447 7412
U.S.A.
Jonathan Snellenburg
+1 212 461 6530
HONG KONG
Nick Biebuyck
+852 2918 4321
Whisky
UK
Martin Green
+44 1292 520000
U.S.A
Joseph Hyman
+1 917 206 1661
HONG KONG
Daniel Lam
+852 3607 0004
Wine
UK
Richard Harvey
+44 (0) 20 7468 5811
U.S.A
Doug Davidson
+1 415 503 3363
HONG KONG
Daniel Lam
+852 3607 0004
SD11/04/14
International Salerooms, Offices and Associated Companies (• Indicates Saleroom)
UNITED KINGDOM
London
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+44 20 7447 7447
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South East
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Isle of Wight
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Representatives:
Dorset
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East Anglia
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Yorkshire & North East
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Channel Islands
Jersey
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Representative:
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Representatives:
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EUrOpE
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USA
Argentina
Daniel Claramunt
+54 11 479 37600
San Francisco •
220 San Bruno Avenue
San Francisco
CA 94103
+1 (415) 861 7500
+1 (415) 861 8951 fax
Los Angeles •
7601 W. Sunset Boulevard
Los Angeles
CA 90046
+1 (323) 850 7500
+1 (323) 850 6090 fax
New York •
580 Madison Avenue
New York, NY
10022
+1 (212) 644 9001
+1 (212) 644 9007 fax
Representatives:
Arizona
Terri Adrian-Hardy
+1 (480) 994 5362
California
Central Valley
David Daniel
+1 (916) 364 1645
District of Columbia/
Mid-Atlantic
Martin Gammon
+1 (202) 333 1696
Southern California
Christine Eisenberg
+1 (949) 646 6560
Florida
+1 (305) 228 6600
Georgia
Mary Moore Bethea
+1 (404) 842 1500
Illinois
Ricki Blumberg Harris
+1 (312) 475 3922
+1 (773) 267 3300
Massachusetts
Boston/New England
Amy Corcoran
+1 (617) 742 0909
Nevada
David Daniel
+1 (775) 831 0330
New Mexico
Leslie Trilling
+1 (505) 820 0701
Oregon
Sheryl Acheson
+1(503) 312 6023
Texas
Amy Lawch
+1 (713) 621 5988
Washington
Heather O’Mahony
+1 (206) 218 5011
Brazil
Thomaz Oscar Saavedra
+55 11 3031 4444
+55 11 3031 4444 fax
ASIA
Hong Kong
Suite 2001
One Pacific Place
88 Queensway
Admiralty
Hong Kong
+852 2918 4321
+852 2918 4320 fax
hongkong@bonhams.com
Beijing
Hongyu Yu
Suite 511
Chang An Club
10 East Chang An Avenue
Beijing 100006
+86(0) 10 6528 0922
+86(0) 10 6528 0933 fax
beijing@bonhams.com
Japan
Akiko Tsuchida
Level 14 Hibiya Central Building
1-2-9 Nishi-Shimbashi
Minato-ku
Tokyo 105-0003
+81 (0) 3 5532 8636
+81 (0) 3 5532 8637 fax
akiko@bonhams.com
Singapore
Bernadette Rankine
11th Floor, Wisma Atria
435 Orchard Road
Singapore 238877
+65 (0) 6701 8038
+65 (0) 6701 8001 fax
bernadette.rankine@
bonhams.com
Taiwan
Summer Fang
37th Floor, Taipei 101 Tower
Nor 7 Xinyi Road, Section 5
Taipei, 100
+886 2 8758 2898
+886 2 8757 2897 fax
summer.fang@bonhams.com
AUSTrALIA
Sydney
76 Paddington Street
Paddington NSW 2021
Australia
+61 (0) 2 8412 2222
+61 (0) 2 9475 4110 fax
info.aus@bonhams.com
Melbourne
Como House
Cnr Williams Road
& Lechlade Avenue
South Yarra VIC 3141
CANADA
AFrICA
Toronto, Ontario •
Jack Kerr-Wilson
20 Hazelton Avenue
Toronto, ONT
M5R 2E2
+1 (416) 462 9004
info.ca@bonhams.com
Nigeria
Neil Coventry
+234 (0)7065 888 666
neil.coventry@bonhams.com
Montreal, Quebec
David Kelsey
+1 (514) 341 9238
info.ca@bonhams.com
South Africa - Johannesburg
Penny Culverwell
+27 (0)71 342 2670
penny.culverwell@bonhams.com
G-NET/3/14
The Bonhams Motoring Network
UK (Head office)
101 New Bond Street
London, W1S 1SR
Tel: (020) 7447 7447
Fax: (020) 7447 7400
UK Representatives
County Durham
Stephen Cleminson
New Hummerbeck
Farm
West Auckland
Bishop Auckland
County Durham
DL14 9PQ
Tel: (01388) 832 329
veterancars@orange.
net
Cheshire &
Staffordshire
Chris Shenton
Unit 1, Wilson Road
Hanford, Staffordshire
ST4 4QQ
Tel / Fax:
(01782) 643 159
astondb@hotmail.co.uk
Somerset / Dorset
Mike Penn
The Haynes
Motor Museum
Sparkford, Nr. Yeovil
BA22 7UI
Tel: (01963) 440 804
Fax: (01963) 441 004
Devon / Cornwall
Jonathan Vickers
Bonhams
36 Lemon Street
Truro, Cornwall
TR12NR
Tel: (01872) 250 170
Fax: (01872) 250 179
jonathan.vickers@
bonhams.com
Hampshire
Michael Jackson
West Winds
Cupernham Lane
Romsey, Hants
SO51 7LE
Tel: (01794) 518 433
veryoldmj@gmail.com
East Anglia
Motorcycles
David Hawtin
The Willows
Church Lane
Swaby, Lincolnshire
LN13 0BQ
Tel /Fax:
(01507) 481 890
david.hawtin@
bonhams.com
Motor Cars
Robert Hadfield
95 Northorpe
Thurlby
Bourne
PE10 0HZ
Tel: 01778 426 417
Mob: 07539 074242
rhadfield10@gmail.com
Midlands
Bob Cordon-Champ
Highcliffe
2 Cherry Orchard
Lichfield, Staffordshire
WS14 9AN
Tel/fax: (01543) 411 154
robert.cordonchamp@
bonhams.com
Roger Etcell
10 High Street
Whittlebury
TOWCESTER
Northamptonshire
NN12 8XJ
Tel: (01327) 856 024
roger.etcell@
bonhams.com
Richard Hudson-Evans
Po Box 4
Stratford-Upon-Avon
CV37 7YR
Tel: (01789) 414 983
rheauction@btinternet.
com
Home Counties
Colin Seeley
3 Whiteoak Gardens
The Hollies
Sidcup Kent
DA16 8WE
Tel: (020) 8302 7627
colin.seeley@
bonhams.com
Herts, Beds & Bucks
Martin Heckscher
April Cottage,
Cholesbury, near Tring,
HP23 6ND
Tel: (01494) 758 838
martin.heckscher@
bonhams.com
Lancashire, Cumbria
& Yorkshire
Mark Garside
Knarr Mill
Oldham Road
Delph, Oldham
OL3 5RQ
Tel: (01457) 872 788
Mob: 07811 899 905
mark.garside@
bonhams.com
Alan Whitehead
Pool Fold Farm
Church Road
Bolton,
BL1 5SA
Tel: (01204) 844 884
Fax: (01204) 401 799
Gloucestershire
George Cohen
Manor Farm
Chillington
Ilminster
Somerset
TA19 0PU
Tel: (01460) 526 46
george.cohen@
bonhams.com
Wales
Mike WorthingtonWilliams
The Old School House
Cenarth
Newcastle Emlyn
Carmarthenshire
SA38 9JL
Tel: (01239) 711 486
(9am-5pm)
Fax: (01239) 711 367
European (Head office)
USA (Head offices)
Rest of the World
Paris
4 rue de la Paix
Paris
75002
Tel: +33 1 42 61 10 11
Fax: +33 1 42 61 10 15
eurocars@bonhams.com
San Francisco
Mark Osborne
220 San Bruno Avenue
San Francisco,
CA 94103
Tel: +1 415 391 4000
Fax: +1 415 391 4040
motors.us@
bonhams.com
Australia
Damien Duigan
Unit 14,
888 Bourke Street
Waterloo
NSW 2017
T: +61 (0) 2 8412 2232
damien.duigan@
bonhams.com
Los Angeles
Nick Smith
7601 Sunset Boulevard
Los Angeles
CA 90046
Tel: +1 323 436 5470
Fax: +1 323 850 5843
nick.smith@
bonhams.com
Argentina
Daniel Clarmunt
Catamarca 1538
(B1640FUP) Martinez
Buenos Aires
Tel: +54 11 479 37600
Fax: +54 11 479 34100
daniel.claramunt@
bonhams.com
New York
580 Madison Avenue
New York, NY 10022
Tel: +1 212 461 6515
Fax: +1 917 206 1669
rupert.banner@
bonhams.com
Japan
Akiko Tsuchida
1-10-13 Tenjincho,
Fujisawa-shi
Kanagawa, 252-0814
Japan
Tel: +81 466 82 6842
Fax: +81 466 82 6809
akiko.tsuchida@
bonhams.com
European
Representatives
Germany
Am Kuechengarten 2
Domaene Rotenkirchen
D-37574 Einbeck
Germany
Tel: +49 5127/9026996
Mob: +49 160 94984316
paul.gockel@bonhams.com
Hans Schede
An St Swidbert 14
D-40489 Düsseldorf
Tel: +49 211 404202
Fax: +49 211 407764
hans.schede@bonhams.com
Thomas Kamm
Maximilianstrasse 52
80538 Munich
Tel: +49 89 24 205812
Mob: +491716209930
Fax: +49 8924207523
thomas.kamm@
bonhams.com
Italy
Gregor Wenner
Tel: +39 049 651305
Mob: +39 333 564 3610
gregor.wenner@
bonhams.com
Denmark
Henning Thomsen
Tel: +45 4051 4799
henning.thomsen@
bonhams.com
The Netherlands
Saskia Magnin
de Lairessestraat 123
1075 HH Amsterdam
The Netherlands
Tel: +31 20 67 09 701
Fax: +31 20 67 09 702
saskia.magnin@
bonhams.com
Norway / Sweden
Pascal Nyborg
Tel: +47 9342 2210
USA Representatives
Southern California
Christine Eisenberg
464 Old Newport Blvd.
Newport Beach,
CA 92663
Tel: +1 949 646 6560
Fax: +1 949 646 1544
christine.eisenberg@
bonhams.com
David Edwards
Tel: +1 949 460 3545
david.edwards@
bonhams.com
Midwest and
East Coast
Evan Ide
78 Henry St
Uxbridge, MA 01569
Tel: +1 917 340 4657
evan.ide@
bonhams.com
Midwest
Tim Parker
+1 651 235 2776
tim.parker@
bonhams.com
Hong Kong
Suite 1122
Two Pacific Place
88 Queensway
Admiralty
Hong Kong
Tel: +852 2918 4321
Fax: +852 2918 4320
hongkong@
bonhams.com
Beijing
Suite 511,
Chang An Club,
10 East Chang An Avenue,
Beijing 100006, China
Tel: +86 10 6528 0922
Fax: +86 10 6528 0933
Singapore
11th Floor,
Wisma Atria,
435 Orchard Road,
Singapore 238877,
Singapore
Tel: +65 6701 8000
Fax: +852 2918 4320
singapore@
bonhams.com
Northwest
Tom Black
2400 N.E. Holladay
Portland, OR 97232
Tel: +1 503 239 0227
tom.black2@
comcast.net
CAR.NET_24/02/14
Registration and Bidding Form
(Attendee / Absentee / Online / Telephone Bidding)
Please circle your bidding method above.
Paddle number (for office use only)
This sale will be conducted in accordance with
Bonhams’ General Conditions and bidding and
buying at the Sale will be regulated by these
Conditions. You should read the Conditions in
conjunction with the Sale Information relating to
this Sale which sets out the charges payable by you
on the purchases you make and other terms relating
to bidding and buying at the Sale. You should ask
any questions you have about the Conditions before
signing this form. These Conditions also contain
certain undertakings by bidders and buyers and limit
Bonhams’ liability to bidders and buyers.
Data protection – use of your information
Where we obtain any personal information about you,
we shall only use it in accordance with the terms of our
Privacy Policy (subject to any additional specific consent(s)
you may have given at the time your information was
disclosed). A copy of our Privacy Policy can be found on
our website (www.bonhams.com) or requested by post
from Customer Services Department, 101 New Bond
Street, London W1S 1SR United Kingdom or by e-mail
from info@bonhams.com.
Credit and Debit Card Payments
There is no surcharge for payments made by debit cards
issued by a Belgium bank. All other debit cards and all credit
cards are subject to a 3% surcharge on the total invoice price.
Notice to Bidders.
Clients are requested to provide photographic proof of
ID - passport, driving licence, ID card, together with proof
of address - utility bill, bank or credit card statement
etc. Corporate clients should also provide a copy of their
articles of association / company registration documents,
together with a letter authorising the individual to bid on
the company’s behalf. Failure to provide this may result in
your bids not being processed. For higher value lots you
may also be asked to provide a bank reference.
If successful
Sale date: Sunday 18 May 2013
Sale no. 21901
Sale venue: Spa Motor Circuit
If you are not attending the sale in person, please provide details of the Lots on which you wish to bid at least 24 hours
prior to the sale. Bids will be rounded down to the nearest increment. Please refer to the Notice to Bidders in the catalogue
for further information relating to Bonhams executing telephone, online or absentee bids on your behalf. Bonhams will
endeavour to execute these bids on your behalf but will not be liable for any errors or failing to execute bids.
General Bid Increments:
€10 - 200......................by 10s
€200 - 500....................by 20 / 50 / 80s
€500 - 1,000.................by 50s
€1,000 - 2,000..............by 100s
€2,000 - 5,000..............by 200 / 500 / 800s
€5,000 - 10,000............by 500s
€10,000 - 20,000..........by 1,000s
€20,000 - 50,000..........by 2,000 / 5,000 / 8,000s
€50,000 - 100,000........by 5,000s
€100,000 - 200,000......by 10,000s
above £200,000............at the auctioneer’s discretion
The auctioneer has discretion to split any bid at any time.
Customer Number
Title
First Name
Last Name
Company name (to be invoiced if applicable)
Address
City
County / State
Post / Zip code
Country
Telephone mobile
Telephone daytime
Telephone evening
Fax
Preferred number(s) in order for Telephone Bidding (inc. country code)
E-mail (in capitals)
I am registering to bid as a private client
I am registering to bid as a trade client
If registered for TVA in the EU please enter your registration here:
I will collect the purchases myself
/
Please contact me with a shipping quote
(if applicable)
Telephone or
Absentee (T / A)
Sale title: Spa - Classic Sale
-
Please tick if you have registered with us before
-
Please note that all telephone calls are recorded.
Lot no.
MAX bid in GBP
(excluding premium
& VAT)
Brief description
Covering bid*
BY SIGNING THIS FORM YOU AGREE THAT YOU HAVE READ AND UNDERSTAND OUR CONDITIONS OF SALE AND WISH TO BE BOUND BY THEM.
THIS AFFECTS YOUR LEGAL RIGHTS.
Your signature:
Date:
* Covering Bid: A maximum bid (exclusive of Buyers Premium and TVA) to be executed by Bonhams only if we are unable to contact you by telephone, or should the connection be lost during bidding.
NB. Payment will only be accepted from an account in the same name as shown on the invoice and Auction Registration form.
Please email or fax the completed Auction Registration form and requested information to:
Bonhams, Customer Services, 101 New Bond Street, London, W1S 1SR. Tel: +44 (0) 20 7447 7447 Fax: +44 (0) 20 7447 7401, bids@bonhams.com
Bonhams 1793 Limited. Montpelier Street, London SW7 1HH. Incorporated in England. Company Number 4326560. Belgium Business registration number Enterprise: 841074627
Bel/05/13
Formulaire d’inscription et d’enchère
(Ordre d’achat en personne / en absence / en ligne / par téléphone)
Veuillez entourer le mode d’enchère ci-dessus. .
Numéro d’identification (réservé à l’administration)
Cette vente aux enchères sera conduite
conformément aux conditions de vente de Bonhams
et les enchères et les achats lors de la vente aux
enchères seront réglementés par ces conditions.
Vous devez lire les conditions conjointement avec
les informations relatives aux ventes aux enchères
qui énoncent les frais que vous devrez payer sur les
achats que vous effectuez et les autres modalités
se rapportant aux enchères et aux achats lors de
la vente aux enchères. Avant de signer le présent
formulaire, veillez à poser toutes les questions
que vous pourriez avoir concernant les conditions.
Ces conditions contiennent également certains
engagements de la part des enchérisseurs et des
acheteurs et limitent la responsabilité de Bonhams
envers les enchérisseurs et les acheteurs.
Protection des données – utilisation de vos
renseignements personnels
Lorsque nous obtenons des renseignements personnels
vous concernant, nous les utiliserons uniquement
conformément aux conditions de notre Politique relative
à la confidentialité (sous réserve des consentements
particuliers supplémentaires que vous aurez pu nous
donner au moment de la communication de tels
renseignements). Vous pouvez consulter notre Politique
relative à la confidentialité sur notre site Internet (www.
bonhams.com) ou demander à en recevoir un exemplaire
par la poste en contactant notre service client à l’adresse
suivante : Customer Services Department, 101 New Bond
Street, Londres W1S 1SR Royaume-Uni ou par courriel à
info@bonhams.com
Paiements par carte de débit et de crédit
Aucun frais supplémentaire ne s’applique aux paiements
effectués par cartes de débit émises par une banque
Belge. Toutes les autres cartes de débit et cartes de crédit
entraînent le paiement d’une commission égale à 3 % du
prix total facturé.
Avis aux enchérisseurs.
Nous demandons à nos clients de fournir une pièce
d’identité comportant une photo telle qu’un passeport, un
permis de conduire ou une carte d’identité, accompagnée
d’un justificatif de domicile tel qu’une quittance d’eau/
électricité ou un relevé bancaire ou de carte de crédit, etc.
Les clients commerciaux doivent également fournir un
exemplaire de leurs statuts/documents d’enregistrement
de la société, ainsi qu’une lettre autorisant la personne à
enchérir au nom de la société. Tout manquement à fournir
ces documents pourra entraîner le non-traitement de vos
enchères. Pour les lots de plus grande valeur, une lettre de
référence de votre banque pourra également vous être
demandée.
Téléphone ou ordre d’achat
en cas d’absence (T/A)
N° de lot
Titre de la vente aux enchères: Spa - Classic Sale
Date de la vente: Dimanche 25 mai 2014
N° de la vente: 21901
Lieu de la vente: Spa Motor Circuit
Si vous n’assistez pas à la vente en personne, veuillez fournir les coordonnées des lots pour lesquels vous souhaitez faire une
enchère au moins 24 heures avant la vente. Les enchères seront arrondies à la surenchère inférieure la plus proche. Veuillez
consulter l’avis aux enchérisseurs publié dans le catalogue pour tout complément d’information se rapportant aux offres par
téléphone, en ligne ou par écrit que Bonhams peut accepter en votre nom. Bonhams fera tout son possible pour exécuter
ces ordres d’achat en votre nom mais ne sera pas tenu pour responsable en cas d’erreurs ou de manquement à exécuter ces
offres d’achat.
Paliers d'enchère généraux:
€10,000 - 20,000..........1,000s
€10 - 200......................10s
€20,000 - 50,000..........2,000 / 5,000 / 8,000s
€200 - 500....................20 / 50 / 80s
€50,000 - 100,000........5,000s
€500 - 1,000.................50s
€100,000 - 200,000......10,000s
€1,000 - 2,000..............100s
au-delà de £200,000.....à la discrétion du
€2,000 - 5,000..............200 / 500 / 800s
commissaire-priseur
€5,000 - 10,000............500s
Le commissaire-priseur peut, à sa discrétion, diviser les offres d’achat à tout moment.
Numéro client
Titre
Prénom
Nom
Nom de la société (pour l’envoi de la facture le cas échéant)
Adresse
Ville
Département/Région
Code postal
Pays
N° de téléphone portable
Téléphone (jour)
Téléphone (soir)
Télécopie
Numéro(s) préféré(s) pour les ordres d’achat par téléphone (indicatif de pays compris)
Adresse courriel (en lettres majuscules)
Je m’inscris pour faire des offres en tant que particulier
Je m’inscris pour faire des offres en tant que
Si vous êtes inscrit à la TVA au sein de l’UE, veuillez saisir
ici votre numéro :
Veuillez cocher la case ci-contre si vous vous
êtes déjà inscrit chez nous
/
-
-
Remarque : tous les appels téléphoniques sont enregistrés.
Offre d’achat maximale
en Euros (hors prime et
TVA)
Description succincte
Ordre d’achat de
sécurité*
EN SIGNANT LE PRÉSENT FORMULAIRE, VOUS CONVENEZ QUE VOUS AVEZ LU ET COMPRIS NOS CONDITIONS DE VENTE ET QUE VOUS ACCEPTEZ QU’ELLES
VOUS SOIENT OPPOSABLES. CECI AFFECTE VOS DROITS LÉGAUX.
Votre signature:
Date:
*Ordre d’achat de sécurité : une enchère maximale (hors prime et TVA de l’acheteur) devant être exécutée par Bonhams au cas où nous serions dans l’impossibilité de vous joindre par téléphone ou si la
connexion venait à être coupée pendant les enchères.
N.B. Seuls les paiements provenant d’un compte dont le titulaire porte le même nom que celui indiqué sur la facture et le formulaire d’inscription aux enchères seront
acceptés. Veuillez envoyer par courriel ou télécopie le formulaire d’inscription aux enchères et les renseignements demandés à l’adresse suivante :
Bonhams, Customer Services, 101 New Bond Street, Londres, W1S 1SR. Tél. : +44 (0) 20 7447 7447 Fax : +44 (0) 20 7447 7401, bids@bonhams.com
Bel/05/13
Bonhams 1793 Limited. Montpelier Street, Londres SW7 1HH. Immatriculée en Angleterre sous le numéro 4326560. Belge Numéro d' Enterprise: 841074627
Index
Lot No
Model
1954
33
34-42
1964
1
1936
15
1967
62
1999
30
1956
76
1956
50
1962
71
1972
17
1975
16
1936
18
1954
48
1960
49
1962
59
1948
31
1994
75
57 1976/1983
1973
56
1994
45
1965
70
1999
60
1951
46
1955
64
1958
20
1960
29
1961
44
1962
67
1965
68
1965
69
1969
22
1971
27
1972
28
1976
2
BMW 250cc R25/3 & Steib Sidecar
Alfa Romeo GTA Spares Collection
Alfa Romeo 2600 Spider
Armstrong Siddeley 20/25hp Sedanca de Ville
Aston Martin DB6 Vantage Sports Saloon
Aston Martin DB7 Volante Convertible
Austin-Healey 100 Roadster
Austin-Healey 100M ‘Le Mans’ Roadster
Austin-Healey 3000 MkII Rally Car
Bentley Corniche Convertible
Bentley T-Series Saloon
Cadillac Series 75 Town Sedan
Chevrolet Corvette Roadster
Chevrolet Corvette Competition Hardtop Coupé
Citroën 2CV Saloon
Dodge D24 Sedan
Donkervoort D8 Roadster
Ferrari 308GTB Group B Michelotto
Ferrari 365GTB/4 ‘Daytona’ Berlinetta
Ferrari 456GT Coupé
Ford ‘Shelby GT350’ Mustang FIA Competition Saloon
Hommell Vaillant ‘Grand Défi’ Coupé
Jaguar XK120 Roadster
Jaguar XK140SE Coupé
Jaguar Mark IX Saloon
Jaguar XK150 3.4-Litre Roadster
Jaguar Mk2 3.8-Litre Saloon
Jaguar E-Type Series 1 3.8-Litre Roadster
Jaguar E-Type ‘Series 1’ 4.2-Litre Coupé
Jaguar E-Type ‘Series 1’ 4.2-Litre Coupé
Jaguar 420G Saloon
Jaguar E-Type 4.2-Litre Series 2 Roadster
Jaguar E-Type Series III V12 Roadster
Jaguar XJ12 Series II Coupé
Lot No
Model
3
5
32
10
21
47
58
77
55
63
43
54
24
25
73
74
26
61
11
4
65
6
51
53
72
66
52
9
23
14
7
8
19
12
1977
1988
1996
1999
1936
1963
1967
1992
1992
1977
1981
1957
1962
1963
1966
1970
1971
1954
1963
1969
1999
1961
1963
1964
1975
1983
1990
1952
1973
1975
1977
1963
1962
Jaguar XJ6C 4.2-Litre Cabriolet
Jaguar XJ-S V12 Convertible
Jaguar XK8 Convertible
Jaguar XJ8 Sovereign Majestic 4.0-Litre Saloon
Lanchester Ten Minibus
Lancia Flaminia 3C Cabriolet
Lancia Fulvia Rallye 1.3 HF Coupé
Lancia Delta HF Integrale Hatchback
Lancia Delta HF Integrale ‘Martini 5’ Hatchback
Maserati Khamsin Coupé
Maserati 4.9-Litre Quattroporte III Saloon
Mercedes-Benz 190SL Roadster with Hardtop
Mercedes-Benz 190SL Roadster with Hardtop
Mercedes-Benz 220SEb Cabriolet
Mercedes-Benz 230SL Convertible
Mercedes-Benz 280 SE Coupé
Mercedes-Benz 350SL Convertible with Hardtop
MG Midget TF Roadster
MGB Roadster
MGB Roadster
Mini 40' Limited Edition Saloon
Pilgrim Sumo AC Cobra Replica
Porsche 356B T5 1600 Super Cabriolet
Porsche 356C 1600SC Coupé
Porsche 356C 1600SC Coupé
Porsche 914 2.0 Litre Coupé
Porsche 911 Type 930/935 Turbo Coupé
Porsche 911 Carrera 2 Cabriolet
Rolls-Royce Silver Wraith Saloon
Rolls-Royce Corniche Convertible
Rolls-Royce Silver Shadow Long-Wheelbase Saloon
Rolls-Royce Corniche Convertible
Sunbeam Alpine Series II Roadster
Triumph TR4 Roadster
Motor Cars
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Bonhams
4, rue de la Paix
F-75002 Paris
+33 (0) 1 42 61 10 10
+33 (0) 1 42 61 10 15 fax
International Auctioneers and Valuers – bonhams.com/cars

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