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: [email protected] +32 (0) 471 71 27 36 [email protected] +33 (0)6 62 50 40 44 [email protected] Gregory Tuytens, Valérie Simonet et Gabriel Rapetti pourront être contactés par email ou sur leur mobile : [email protected]+32 (0) 471 71 27 36 [email protected] +33 (0)6 62 50 40 44 [email protected] 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 : [email protected] 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 : [email protected] 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 [email protected] 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 [email protected] Motor Car Specialists Spécialistes Automobiles Philip Kantor +32 (0) 476 87 94 71 [email protected] Gregory Tuytens +32 (0) 471 71 27 36 [email protected] Gregor Wenner +39 333 564 3610 [email protected] James Knight +44 (0) 20 7447 7440 [email protected] Sale Administrators Administrateurs de la vente Valérie Simonet +33 (0) 1 42 61 10 11 +33 (0) 6 62 50 40 44 [email protected] Gabriel Rapetti +33 (0) 1 42 61 10 11 [email protected] 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 [email protected] Buyers/Sellers Accounts Comptabilité acheteurs/vendeurs +44 (0) 20 7468 8240 +44 (0) 20 7447 7430 fax [email protected] Press Office Relation Presse Danielle De Martini +44 (0) 20 7468 5870 +44 (0) 20 7468 8209 [email protected] Catalogue Subscriptions Abonnement aux catalogues Helen Grantham +44 (0) 1666 502 200 +44 (0) 1666 505 107 fax [email protected] 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 [email protected] [email protected] 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 Motor Cars | 63 45 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. 64 | The SPA - cLASSIC Sale 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 Motor Cars | 65 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! 66 | The SPA - cLASSIC Sale 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 Motor Cars | 67 47 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. 68 | The SPA - cLASSIC Sale 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 Motor Cars | 69 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. 70 | The SPA - cLASSIC Sale 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 Motor Cars | 71 49 Former Le Mans Classic and Spa 6 Hours entrant 1960 Chevrolet Corvette Competition Hardtop Coupé Chassis no. JS95100382 Le Mans Classic 2010 72 | 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 Motor Cars | 73 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. 74 | The SPA - cLASSIC Sale 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 | 75 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. 76 | 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 Motor Cars | 77 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 78 | 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. Motor Cars | 79 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. 80 | The SPA - cLASSIC Sale 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. Motor Cars | 81 1 2 82 | The SPA - cLASSIC Sale 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 Motor Cars | 83 53 Matching numbers, EU delivery from new 1963 Porsche 356C 1600SC Coupé Chassis no. 126958 Engine no. 810470 84 | The SPA - cLASSIC Sale 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 Motor Cars | 85 54 1957 Mercedes-Benz 190SL Roadster with Hardtop Chassis no. 1210427501737 Engine no. 7601763 86 | The SPA - cLASSIC Sale ‘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 Motor Cars | 87 55 9,600 kilometres from new 1992 Lancia Delta HF Integrale ‘Martini 5’ Hatchback Chassis no. ZLA831A00567066 Engine no. 831A8027 88 | The SPA - cLASSIC Sale ‘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 Motor Cars | 89 56 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. 90 | The SPA - cLASSIC Sale 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 Motor Cars | 91 57 Spanish Championship-winning and Italian national vice-champion 1976/1983 Ferrari 308GTB Group B Michelotto Chassis no. 18869 Engine no. 00385 92 | The SPA - cLASSIC Sale 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. Motor Cars | 93 1 Costa Smeralda, 1983 2 Elba, 1984 94 | The SPA - cLASSIC Sale 1 2 Motor Cars | 95 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 the implied valuation and authenticity beyond the descriptions contained in the paragraphs of this information. By reading and consulting this information sheet, you agree to hold Marcel Massini and Massini AG/SA/Ltd. free from any liability arising out of the use of any information contained therein. The authors shall have no liability to any person or entity with respect to any liability, loss or damage caused or alleged to be caused directly or indirectly, by the contents of this information. Marcel Massini and Massini AG/SA/Ltd. shall not be liable for any loss of profit or any other commercial damages, including but not limited to special, incidental, consequential or other damages. Copyright 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 document. The contents of this document include secret know how not available on the market. Any alteration, modification, conversion or manipulation of this 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 96 | 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. 98 | The SPA - cLASSIC Sale 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 102 | 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 104 | 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 108 | 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. 110 | 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. 112 | The SPA - cLASSIC Sale 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 Motor Cars | 113 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. 114 | The SPA - cLASSIC Sale 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 Motor Cars | 115 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. 116 | The SPA - cLASSIC Sale 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 Motor Cars | 117 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. 118 | The SPA - cLASSIC Sale 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 Motor Cars | 119 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. 120 | The SPA - cLASSIC Sale 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 Motor Cars | 121 71 ‘Denis Welch Motorsport’ prepared engine 1962 Austin-Healey 3000 MkII Rally Car Chassis no. 62HBT7L/19004 Engine no. 29K/RU/H10172 122 | The SPA - cLASSIC Sale ‘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 Motor Cars | 123 72 Matching numbers, EU delivery from new 1964 Porsche 356C 1600SC Coupé Chassis no. 128479 Engine no. 811239 124 | The SPA - cLASSIC Sale 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 Motor Cars | 125 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. 126 | The SPA - cLASSIC Sale 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 Motor Cars | 127 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 [email protected] 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 [email protected] 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 [email protected] Europe +32 (0) 476 879 471 [email protected] USA +1 415 391 4000 [email protected] 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 [email protected] 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. [email protected] 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 101 New Bond Street • London W1S 1SR +44 20 7447 7447 +44 20 7447 7400 fax Montpelier Street • London SW7 1HH +44 20 7393 3900 +44 20 7393 3905 fax South East England Brighton & Hove 19 Palmeira Square Hove, East Sussex BN3 2JN +44 1273 220 000 +44 1273 220 335 fax Guildford Millmead, Guildford, Surrey GU2 4BE +44 1483 504 030 +44 1483 450 205 fax Isle of Wight +44 1273 220 000 Representatives: Dorset Bill Allan +44 1935 815 271 East Anglia Bury St. Edmunds 21 Churchgate Street Bury St Edmunds Suffolk IP33 1RG +44 1284 716 190 +44 1284 755 844 fax Norfolk The Market Place Reepham Norfolk NR10 4JJ +44 1603 871 443 +44 1603 872 973 fax Midlands Knowle The Old House Station Road Knowle, Solihull West Midlands B93 0HT +44 1564 776 151 +44 1564 778 069 fax Representative: Kent George Dawes +44 1483 504 030 Oxford • Banbury Road Shipton on Cherwell Kidlington OX5 1JH +44 1865 853 640 +44 1865 372 722 fax West Sussex Jeff Burfield +44 1243 787 548 Yorkshire & North East England South West England Bath Queen Square House Charlotte Street Bath BA1 2LL +44 1225 788 988 +44 1225 446 675 fax Cornwall – Truro 36 Lemon Street Truro Cornwall TR1 2NR +44 1872 250 170 +44 1872 250 179 fax Exeter The Lodge Southernhay West Exeter, Devon EX1 1JG +44 1392 425 264 +44 1392 494 561 fax Winchester The Red House Hyde Street Winchester Hants SO23 7DX +44 1962 862 515 +44 1962 865 166 fax Tetbury 22a Long Street Tetbury Gloucestershire GL8 8AQ +44 1666 502 200 +44 1666 505 107 fax Leeds 30 Park Square West Leeds LS1 2PF +44 113 234 5755 +44 113 244 3910 fax North West England Chester New House 150 Christleton Road Chester, Cheshire CH3 5TD +44 1244 313 936 +44 1244 340 028 fax Carlisle 48 Cecil Street Carlisle, Cumbria CA1 1NT +44 1228 542 422 +44 1228 590 106 fax Manchester The Stables 213 Ashley Road Hale WA15 9TB +44 161 927 3822 +44 161 927 3824 fax Channel Islands Jersey 39 Don Street St.Helier JE2 4TR +44 1534 722 441 +44 1534 759 354 fax Representative: Guernsey +44 1481 722 448 Scotland Edinburgh • 22 Queen Street Edinburgh EH2 1JX +44 131 225 2266 +44 131 220 2547 fax Glasgow 176 St. Vincent Street, Glasgow G2 5SG +44 141 223 8866 +44 141 223 8868 fax Representatives: Wine & Spirits Tom Gilbey +44 1382 330 256 Wales Cardiff 7-8 Park Place, Cardiff CF10 3DP +44 2920 727 980 +44 2920 727 989 fax EUrOpE Austria - Vienna Tuchlauben 8 1010 Vienna Austria +43 (0)1 403 00 01 [email protected] Belgium - Brussels Boulevard Saint-Michel 101 1040 Brussels +32 (0)2 736 5076 +32 (0)2 732 5501 fax [email protected] France - paris 4 rue de la Paix 75002 Paris +33 (0)1 42 61 1010 +33 (0)1 42 61 1015 fax [email protected] Germany - Cologne Albertusstrasse 26 50667 Cologne +49 (0)221 2779 9650 +49 (0)221 2779 9652 fax [email protected] Germany - Munich Maximilianstrasse 52 80538 Munich +49 (0) 89 2420 5812 +49 (0) 89 2420 7523 fax [email protected] Greece - Athens 7 Neofytou Vamva Street 10674 Athens +30 (0) 210 3636 404 [email protected] Ireland - Dublin 31 Molesworth Street Dublin 2 +353 (0)1 602 0990 +353 (0)1 4004 140 fax [email protected] Italy - Milan Via Boccaccio 22 20123 Milano +39 (0)2 4953 9020 +39 (0)2 4953 9021 fax [email protected] Italy - rome Via Sicilia 50 00187 Rome +39 (0)6 48 5900 +39 (0)6 482 0479 fax [email protected] Netherlands - Amsterdam De Lairessestraat 154 1075 HL Amsterdam +31 20 67 09 701 +31 20 67 09 702 fax [email protected] Spain - Madrid Nuñez de Balboa no.4 - 1A Madrid 28001 +34 91 578 17 27 [email protected] Switzerland - Geneva Rue Etienne-Dumont 10 1204 Geneva Switzerland +41 76 379 9230 [email protected] Representatives: Denmark Henning Thomsen +45 4178 4799 [email protected] Spain - Marbella James Roberts +34 952 90 62 50 [email protected] portugal Filipa Rebelo de Andrade +351 91 921 4778 [email protected] russia - Moscow Anastasia Vinokurova +7 964 562 3845 [email protected] russia - St petersburg Marina Jacobson +7 921 555 2302 [email protected] MIDDLE EAST Israel Joslynne Halibard +972 (0)54 553 5337 [email protected] NOrTH AMErICA SOUTH AMErICA 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 [email protected] 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 [email protected] 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 [email protected] 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 [email protected] AUSTrALIA Sydney 76 Paddington Street Paddington NSW 2021 Australia +61 (0) 2 8412 2222 +61 (0) 2 9475 4110 fax [email protected] 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 [email protected] Nigeria Neil Coventry +234 (0)7065 888 666 [email protected] Montreal, Quebec David Kelsey +1 (514) 341 9238 [email protected] South Africa - Johannesburg Penny Culverwell +27 (0)71 342 2670 [email protected] 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 [email protected] 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 [email protected] 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 [email protected] 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 [email protected] 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 [email protected] Hans Schede An St Swidbert 14 D-40489 Düsseldorf Tel: +49 211 404202 Fax: +49 211 407764 [email protected] 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 [email protected]. 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, [email protected] 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 [email protected] 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, [email protected] 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 | 153 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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