Marque1

THE SHRINKING OF THE PANEL VAN

Have you noticed that as pickup trucks keep getting bigger and bigger, we are starting to see trucks that are noticably smaller? Ford was first to recognise the need for a compact urban van with its Transit Connect, a versatile cargo and people hauler. Now Chrysler is about to introduce something similar, based on one of Fiat's European models. Such vehicles make sense in today's environment but the industry was slow to catch on, unwilling to believe that North American truck buyers would actually accept something small.

Ah, but how small is small? Feast your eyes on what Barrett-Jackson calls a "micro panel van." The photos are misleading. This isn't small, it's what the Scots would describe as a "wee thing."

The extremely rare Mochet CM125Y micro panel truck was manufactured by George Mochet, inventor of the recumbent bicycle, in Puteaux, France, from 1938 to 1956. The engine is (are you ready for this?) a 1-cylinder unit, a Zuzcher 125cc motorcycle engine. It has a 3-speed transmission with reverse.

The Mochet may be small but for certain specialised jobs in areas with narrow streets and alleyways, may have been quite practical. And it's downright pretty with its white exterior and red interior. It has been restored to concours condition and runs and drives like new. No doubt the fuel economy is remarkable and as for service, how much work does it take to tune a 1-cylinder engine?

It is being offered with no reserve. I'm wondering if our Nigel Matthews will be on hand to bid. When he sent me the link it was with the comment "this has my name written all over it." The Barrett-Jackson Scottsdale auction takes place from Jan 12-19 and the Mochet is lot #771. Move over, Nigel. I love it, too.

RAISE YOUR GLASS TO THE CARS OF MANHATTAN. AND THE MONEY.

RM and Sotheby's are celebrating (with champagne, I hope) their New York Art of the Automobile auction, which generated $62,797,500 in just two hours on Thursday, November 21st. Some remarkable prices were generated by a well-heeled audience that included international buyers bidding by telephone.

Three that caught my eye while watching the show live on my computer screen are shown here, beginning with the top money-earner, a 1964 Ferrari 250 LM by Carrozzeria Scaglietti (above). One of the finest examples of Ferrari’s first mid-engined car, it finished 8th overall and 1st in class at the 1968 24 Hours of Daytona. RM described it as "a time capsule that is being publicly seen and offered for the first time in decades." Sold for a record-breaking $14,300,000.

For sheer beauty it would be difficult to match this 1936 Delahaye Type 135 Competition Court Teardrop Coupé by Carrosserie Figoni et Falaschi. The last of six built in 1936 on the short Type 135 chassis, it was engineered for racing, including a 4-speed manual transmission, outside-mounted rear springs, lowered engine, oil cooler below the radiator, and a race-style fuel tank with dual fillers. The body is unique from the other five, with a slightly different hood and a single row of louvers. It is the only known Type 135 with headlamps faired into the front fenders. Sold for $2,420,000.

A one-of-a-kind, the 1956 Aston Martin DB2/4 Mk II ‘Supersonic’ by Carrozzeria Ghia is the 15th and last of a series of cars individually created by Ghia to variations on a race-bred Giovanni Savonuzzi design. It is the only one built on an Aston Martin chassis. Originally driven by American GP driver Harry Schell, it has a fascinating history of former owners, including the Vanderbilt family. The powerful Mk II chassis and drivetrain has been completely restored to Aston Martin factory specifications and the body returned to its original Ghia glory. Sold for $2,310,000.

To view all the cars (and some rare automobilia) on sale in this auction, complete with a detailed history of each, click here. I promise an entertaining half hour and it won't cost you a penny. Unless you're sipping champagne.

[Photos: Courtesy RM]

 

RACY FRENCH LADY LIFTS HER SKIRTS IN TEXAS AUCTION

It always delights me when I come across a car I didn't know existed. And so this 1930 Rolland-Pilain certainly caught my eye, stimulated by its alluring design. The appearance of a Rolland-Pilain coincides with the new Motostalgia collector auction being held in downtown Austin Texas on the same weekend as the F1 race at the nearby Circuit of the Americas. The auction is a welcome addition to what is becoming one of the most important motorsport events in the USA.

The selection of cars is enticing, ranging from the sublime (Duesenberg) to the amusing (Amphicar), though the Rolland-Pilain is unquestionably the rarest and most interesting. The team of Francois Rolland and Emile Pilain were among the many automotive pioneers in the French automobile industry. Their innovative and creative engineering ideas spearheaded the development of a number of features, the most important contribution being the hydraulic brake system.

Established in 1904, the early Rollan-Pilains were well built and engineered, starting with a 20 HP 4-cylinder engine as the base of their success. By 1907 they had expanded the line to three models and the following year decided the best way to further expose their car's superiority was to enter the world of motorsports. In 1911, they formed their own team with a field of three massive 6.1 liter racing vehicles, first entering the Le Grand Prix des Vieux Tacots, also known as the Old Crocks' GP due to the age of the vehicles as well as the age of the veteran drivers.

In 1923, Albert Guyot drove a Model A22 to victory at the San Sebastian Grand Prix in Spain, which was considered the highlight of the company's racing campaign. But it was the production cars that made money and new ideas were needed to continue in business. A deal was then made with an American company to use their Continental engines. Sadly, when the economy took a tailspin during the depression, Rolland-Pilain ended up as one of the casualties and by 1932 was nothing more than a motoring memory.

The Rollan-Pilain being offered is one of those powered by an 8-cylinder inline Continental. The car was located in Argentina, and it is believed the coachwork originated in that silver-rich country. The beautiful "Ridge Baquet" aluminum body alludes to a significant racing history, but despite all the best research efforts its provenance remains a mystery. The finding of the car in South America was, however, documented and filmed by the Discovery Network and will be featured as part of an upcoming primetime series.

Perhaps then we'll learn more, but in the meantime you have an opportunity to own this ultra-rare and lovely Rollan-Pilain by bidding at the Motostalgia auction on Friday, November 16. The auctioneer's estimated selling price is $150,000 - $200,000.

BEATLE DRUMMER RINGO STARR'S FACEL GOES TO AUCTION

You shouldn't be surprised that a modern jazz enthusiast like me is not a fan of Ringo Starr's drumming. For sure, the Liverpool lad could lay down a steady beat and did sing lead vocals on 'With a Little Help From My Friends' and 'Yellow Submarine,' but his playing will never compare with the giants of the music business. That said, Ringo obviously had superb taste in automobiles. He once owned this 1964 Facel Vega Facel II – billed as the world’s fastest four-seater' - which is estimated to sell for £300,000 - £350,000 at Bonhams sale on Sunday December 1st in New Bond Street, London.

Making use of the income he was earning in his first years with the Beatles Ringo spurned the obvious choices one would expect from his flambouyant lifestyle. No Rolls-Royce, Aston Martin or Ferrari for him. Instead he chose a French coupe with elegant bodywork by Jean Daninos and a 390bhp Chrysler Typhoon engine fittted to a manual transmission. It combined muscle and traditional looks with a whopping price tag of £5,570, a huge amount at the time. Perfect for long motorway runs, though, with that huge V-8 engine.

The car was delivered to Ringo’s home in Weybridge, Surrey direct from the stand at Earls Court Motor Show in 1964. It was one of only two such cars with the larger 6.7 litre engine and manual gearbox and the very last of only 26 RHD Facel II’s produced. Such rarity, combined with celebrity status, accounts for the expected high bids at auction. Tony Curtis, Stirling Moss, Danny Kaye, Joan Fontaine, Dean Martin, Fred Astaire and Ava Gardner were among other celebrities who drove Facel Vegas.

In its relatively short life, the French firm of Facel produced approximately 2,900 cars, all of which were stylish, luxurious and fast. Hand built, they were necessarily very expensive – the Facel II was priced in Rolls-Royce territory – and bought by the rich and famous seeking something exclusive and distinctive. Launched in 1961, the Facel II was destined to be the last of the V-8-engined models, production ceasing in 1964 after an unsuccessful venture into engine manufacture effectively bankrupted the company. Production of the preceding HK500 amounted to only 500-or-so units between 1958 and 1961 and that of the Facel II to a mere 182.

Of interest is the fact that Facel also made a "junior" version, the Facellia. It originally came with a 4-cylinder 1.6 L DOHC engine built in France but that powerplant was a failure. The troublesome engine was soon replaced with a 4-cylinder Volvo for the Facel III yet despite the plan for it to become a "volume" car only 1100 were built, Facel's highest production number.

You needn't be a Ringo Star fan to enjoy this car. Its rarity, elegance, and performance will make it worth every penny but be sure to bring along a copy of Yellow Submarine to add to the pleasure. Finger drumming on the steering wheel permitted.

WHY THIS FRENCH COUPE WAS 50 YEARS AHEAD OF ITS TIME

A revolution in engine design over the past decade has made it possible to produce luxurious cars with small engines that are both fast and fuel-efficient. The V-8 has given way to the V-6 (except in high performance vehicles), the V-6 to fours in some cases and yes, even 3-cylinder cars are joining the party. And who was first with this intelligent concept? A French luxury coupe from 1963. The Panhard 24CT.

You may never have heard the name "Panhard," for we don't exactly see one every day. Or every year, for that matter. But go back into history and you'll discover that Panhard et Levassor was a pioneer. Indeed, it was the first volume automobile producer, beginning in 1889, the year the Michelin company was founded. Throughout its life, Panhard created a reputation for technical ingenuity, even eccentricity.

Panhard's last successful car, the Dyna, appeared in 1953, a tour de force of lightness combined with interior space, six-passenger comfort, and economy. It was powered by an impossibly small flat-twin engine of 850 cc. and yet light weight combined with efficient aerodynamics meant the Dyna could cruise at 90 mph with four passengers on board. A design masterpiece, it was nevertheless a commercial failure and the company was bought out by Citroen in 1965.

A year prior to Citroen's purchase Panhard introduced the 24CT, an elegant, beautifully designed coupe built around the same aerodynamic principles as the Dyna. The engine was still a small, aluminum flat twin of 50 hp, built in a modular front-wheel-drive package. The air-cooled boxer layout eliminated the radiator, allowing a smooth, tapered front end that contributed to the streamlined shape. Panhard's 24CT was designed entirely in-house.

Panhards are rarely seen at classic car shows, at least in North America, but collectors logically favour the 24CT coupe. I wonder, though, just how many realise it pioneered a concept that car manufacturers are just now beginning to embrace. The Panhard CT was truly 50 years ahead of its time and deserves to be celebrated.

TWO OF A KIND: VW KARMANN GHIA AND RENAULT CARAVELLE

In the late 1950s France and Germany were at war again. Not literally, thank goodness, but in the automobile showrooms of the world where France's Renault Dauphine and Germany's Volkswagen Beetle were battling for the lead in small car sales. Both were rear-engined but the similarity ended there. The Renault had four doors, the Beetle only two. The chassis, suspension systems, and engines were totally different. For example, the Dauphine's engine was an inline water-cooled 845 c.c four, whereas the Beetle's was an 1100 c.c horizontally-opposed air-cooled four.

There was certainly no similarity in styling, the Beetle having been designed in the 1930s whereas the Dauphine was new and modern, described by The Motor as "the prettiest little 4-seater in the world." Theoretically the Renault Dauphine should have outsold its competitor by a wide margin but it didn't happen that way, as the Beetle had gained an international reputation for quality and toughness whereas the Dauphine was more fragile. Nevertheless a total of 2,150,738 Dauphines were made in its production run of 10 years.

The two cars would eventually provide the underpinnings for another pair of competitors where styling prevailed above all. Each would create a sporty coupe and convertible intended to change the corporate image. Though quite unique in appearance they were both curvaceous, sexy, graceful, and free from the exaggerations of contemporary Detroit products.

Volkswagen's Heinz Nordhoff, though continuing to pursue a policy of mechanical refinement rather than annual model changes, commissioned the Italian Ghia styling house to design a coupe of sporting appearance to be built in Germany by Karmann, beginning in 1956. The mechanics were pure Beetle in order to avoid the cost and complication of developing a new car from the road up. Obviously the Karmann-Ghia was no sports car although the lower center of gravity improved handling and the car was fun to drive: I can attest to the latter from personal experience. A convertible version arrived in 1959 and the Karmann-Ghia benefited from all the Beetle updates until it was discontinued in 1974.

None of this went unnoticed by Renault's chairman, Pierre Dreyfus. Envious of the growing success in North America of the Beetle, he was looking for ways that Renault might match Volkswagen's success. Meanwhile North American dealers were calling for the creation of a Dauphine coupe/cabriolet that would improve Renault's image in the critical US market. Dreyfus agreed and thus was born the Caravelle. (In Europe it was known as the Floride.)

A rear-engined design by Pietro Frua at Carrozzeria Ghia, it used the floorpan and engine of the Dauphine sedan and was offered as a 2+2 coupe, a 2+2 cabriolet and as a convertible, the latter being a cabriolet with a removable hardtop. Though the Caravelle wasn't a sports car any more than the Karmann Ghia, it did get performance upgrades, first marketing a version engineered by Amedee Gordini, which produced 40 hp as opposed to the standard model's 35 hp.

In March of 1962 the Caravelle benefited further from the 956 cc 5-bearing engine in the new R8, the Dauphine's successor. It was now enjoying 48 hp and had gained the advantage of disc brakes on all four wheels. In 1964 the engine size was increased to 1108 c.c.'s, giving a top speed of 90 mph and a fuel consumption of 32.2 miles per Imperial gallon (25.1 US). The Caravelle was now outperforming the Karmann Ghia though not in sales. The Ghia produced 445,228 units in its lifetime whereas the Caravelle/Floride totalled 117,113.

What these two cars proved was that the fundamental rules of everlasting beauty, to quote Sergio Pininfarina, can be available to everyone. They were relatively inexpensive automobiles where the feel of sports driving was enough to satisfy the average buyer. That they were beautiful, too, was a bonus.

[Photo Credits: Karmann Ghia, sunsetclassics.com/ Caravelle, zuoda.net]

UNRESTORED ALFA STUNS CROWD IN CLASSIC CAR REVOLUTION

We may be at the beginning of a revolution in classic car collecting, a hobby in which nothing revolutionary ever happens. The breakthrough came on June 14th, 2013, at The Elegance at Hershey, a concours and automotive garden party featuring the world’s finest collector vintage and antique cars, arrayed around the manicured formal gardens of The Hotel Hershey.

The crowd of well-dressed entrants and spectators was stunned when an 1938 Alfa Romeo 8C took the Governor's Cup Best of Show award. To my knowledge it was the first time in the history of international concours d'elegance that an unrestored car had been given top prize, the first time that the winner had not been returned to better-than-showroom condition at astronomic cost. This Alfa's paint job was weathered, its upholstery well creased, its trim showing the ravages of exposure to wind, rain and less savoury elements. And the running gear was still running; not like a factory original but like a well maintained used car. Which, of course, it is.

The winds of change were already blowing. A few major concours in Europe and America had begun including preservation classes for unrestored cars that are complete and in good running order. But I doubt that anyone expected one of these time-worn beauties would be feted as best in show. The ramifications are fascinating. Because the value of classic cars at auction can rise substantially with a major award, will an unrestored example be worth more than one that's had a $250,000 restoration? And if that becomes the case, what will happen to collector car values in general? It boggles the mind.

Having said all that I have to admit I'm still impressed by a restored classic, simply because I prefer them looking as they did when new. Since a concours d'elegance is supposed to be about beautiful design it seems to me that a car's styling is best appreciated when seen in unmarked condition, just as the designer intended. So for that reason, if I'd been judging Best of Show at the 2013 Hershey concours, I'd have chosen Jim Patterson's gorgeous 1937 Delage D8 120SS aerodynamic coupe with body by De Villars (below).

This D8 120 met Louis Delage's criteria of carrying the highest standards of engineering, while exuding beauty and art. Delage was also deeply commited to racing and although the D8 120 was built for touring rather than competition it was powered by a 4.3-liter inline eight-cylinder engine rated at 140hp, working with an electro-magnetic four-speed manual transmission featuring a pre-selector system. The custom-bodied coupe has 4-wheel hydraulic brakes, with roadholding controlled by an independent front suspension utilizing transverse leaf springs.

Taking home both the Founder’s Award and the People’s Choice Award at Hershey, the one-of-one short wheelbase coupe was originally constructed for a European prince. Following the war, the Delage was owned by the Gerry Albertini Collection in London; it later spent time with a Japanese collector and with the Blackhawk Collection before being acquired by the Patterson Collection in 2001. It was not by any means the first time Jim Patterson had collected a major award; in 2010 his 1933 Delage D8S De Villars Roadster won Best of Show at Pebble Beach, generally acknowledged as the ultimate prize in the classic car world.

To be honest I'm not going to speculate on whether the "concours revolution" will last or whether it was just an anomoly. But I suspect we'll see other preservation cars taking top awards as judges become more open minded when marking their scorecards. As for me, yes, I'll admire those lovely old girls, but I'll always snuggle up to the beauty that's dressed for the dance.

[Photo credits – Alfa Romeo: Hemmings/ Delage D8 120: Nigel Matthews]

ON THE SHORES OF LAKE COMO, DREAMS OF A CLASSIC AUCTION

This is the time of year when my imagination takes me to Europe, as a spectator at the Monaco Grand Prix, and as an admirer of great classic cars at the Villa d'Erbe concours on the shores of Lake Como. I won't be attending either one due to a slight problem known as "lack of funds" but that won't stop me from dreaming. And it won't stop me from making fantasy bids at RM's Villa Erba auction, held in association with the Concorso d’Eleganza Villa d’Este on May 25th.

The auction will be one to remember with only 40 of the very best classics sourced from around the world. I've chosen to feature four in today's blog, four that I'd be delighted to own, each one rare and unique. Leading off is the car shown up top, a 1929 Bentley 6½-Litre Sedanca de Ville by H.J. Mulliner. I have a special affection for any car born in the same year that I entered this world (yes, I'm that old/young) and this Bentley appeals to me for its elegance and for the statement it makes about its owner. It was Bentley's 1929 Olympia Motor Show car.

It has a single overhead cam inline six-cylinder engine with three SU carburetors, producing 180 bhp from 6,597 cc. A four-speed manual transmission, semi-elliptic front and rear suspension, and four-wheel drum brakes are part of the specification. The coachbuilder was H.J. Mulliner, of Chiswick, who designed it as a Sedanca de Ville with a Barker-patented "de Ville extension." Since 2007 the car has been on display at the Bentley factory in Crewe, as well as being shown in the Bentley Company's heritage museum.

No less than five Ferraris will be offered, including this 1953 Ferrari 340/375 MM Berlinetta 'Competizione' by Pinin Farina, a car with a fabulous racing history. It was one of three works 375 MM competition cars entered at the 1953 24 Hours of Le Mans as an integral part of Ferrari’s manufacturer's championship team. It raced at the 24 Hours of Spa and the Carrera Panamericana, and won the 12 Hours of Pescara. It is the only works race car to have been driven in the World Sports Car Championship by three World Champions: Hawthorn, Ascari, and Farina.

The impressive specifications include a 340 bhp, 4,494 cc overhead camshaft V-12 engine with triple Weber 40 IF/4C carburettors, four-speed manual gearbox, independent front suspension with transverse leaf springs, live axle with parallel trailing arms and semi-elliptic leaf springs, four-wheel drum brakes, and tubular steel frame. This fabulous Ferrari, a concours winner, has appeared at Pebble Beach, the Louis Vuitton Classic, and the Goodwood Revival.

If I were to bid on a car purely because of its appearance, I'd surely choose this 1930 Bugatti Type 46 Coupé Superprofilée. It was designed by Jean Bugatti, Ettore's son, who created some of the most beautiful cars the world has ever seen. It is based on the Type 41 Royale, a massive, ultra-luxurious car that Bugatti intended as the ultimate statement in motoring. The Type 46 retains some of the Royale's styling but in a more manageable size and a more affordable (relatively) price.

"La Petite Royale," as it is sometimes called, features a 140 hp, 5,359 cc SOHC inline eight-cylinder engine with three valves per cylinder, three-speed manual transmission, front semi-elliptic leaf spring suspension, rear inverted quarter-elliptic leaf spring suspension, and four-wheel cable-operated drum brakes. It rides on a substantial wheelbase of 138 inches.

While it's not unusual to see a Mercedes 300SL at an auction, you won't see one like this twice. The 1962 Mercedes-Benz 300SL Roadster has not only enjoyed a 5-year comprehensive restoration, it has been upgraded with contemporary technology to make it suitable for everyday driving. This includes changes to the valves and valve seats for use with unleaded fuel; a "123" electronic ignition system developed by a Dutch firm for F1 racing; and "Easydrive" electric power steering. Easydrive uses a hidden computer-controlled electric motor to assist steering effort and is manually adjustable according to the driver’s preference.

Originally delivered in Switzerland, it also includes a factory hard top and a new set of fitted luggage by Karl Baisch. The 2,996 cc overhead cam inline six-cylinder engine produces 240 bhp, delivered through a 4-speed manual gearbox. A coil spring independent front suspension, coil spring single-point swing axle rear suspension, and four-wheel hydraulic disc brakes complete the basic specifications. Some 300SL collectors may baulk at the changes made to this car but if it means being able to drive it almost anywhere, anytime, well, that makes sense to me.

As mentioned, these are just four outstanding classics out of forty to be auctioned, but RM has been wise enough to make the entire catalog available for downloading. So click here and enjoy yourself and if fortune allows you to be a real, live bidder, good luck. I can, by the way, make myself available for a ride in that beautiful Bentley, born in the same year.

HONEST TED'S SPRING SALE OFFERS TEMPTING DISCOUNTS TO CLASSIC CAR FANS

Every year at this time Wilkinson's Automobilia shop in Vancouver, BC, features "Honest Ted's Spring Sale," with massive discounts on model cars, books, brochures, clothing and a vast range of automobilia, until May 04. A few examples of in-store purchases offered from 20% to 60% off include: 1:43 scale models - 25% off; 1:43 Porsche models - 40% off; books - 25% off; 1:18 scale models 30% - 50% off; 1:24 scale models - 25% off; 2012 Formula 1 clothing up to 30% off; sales brochures - 20% off. And as they say, much, much more.

Having an empathy with mass-produced cars as well as rare classics I found myself attracted to a circa 1963 Peugeot 404 diecast model in 1:18 Scale by Norev. Just a humble sedan, you might say, but in French automobile history it enjoyed a role as a well-liked and highly successful family car. Appropriately, it is available for an equally humble $69.95 CDN. You can find this and many other unique models by visiting the store at 2531 Ontario Street in Vancouver, B.C. Or you can call (604) 873-6242.

Buy online, however, and enjoy 20% off any orders placed between Saturday April 27th and Saturday May 4th. As most of Marque1's viewers reside hundreds to thousands of miles from Vancouver, this is an easy way to take advantage of these great deals. Just click on eautomobila.com to see everything that's available.

TALENTED ENGINEER RECREATES 1905 FRENCH STEAM CAR

Building a replica of any car is never easy but to reconstruct a 108 year-old steam car is a task very few people would dare to attempt. Which makes this 1905 Gardner-Serpollet a triumph of ingenuity and determination. An enterprising British gentleman named Anthony Henry Marchetti Bever B.Sc used his extraordinary engineering skills to build it from the ground up.

Having tracked down the rudimentary remains of an original 1905 Gardner-Serpollet in France, he started with just a set of instruments, then researched and built the car following the original designs to the letter. Bever crafted most of the components of the car himself with little outside assistance or guidance, making patterns and machining items where necessary, including the 15 hp engine and axle. The plywood coachwork is shaped around an ash frame with separate fenders covering the wheels. Leather seats accommodate four, though with little protection from the elements.

Sadly, Anthony passed away before the car was finished but the final touches were completed by a skilled team and the Gardner-Serpollet is now to be offered at the Historics Brookland auction on Saturday, March 9th. The buyer will also acquire a set of brass Ducellier, Nirona and Willoco Bottin acetylene lamps, which themselves are valuable items. An impressive history file is also included along with drawings, the Serpollet System manual, a large sales brochure (which alludes to the fact that an example was made for His Majesty King Edward VII), and various technical manuals and photographs. Importantly, there is also a reprint, in English, of the Driver's Manual for Serpollet Cars describing the components and how to look after them, plus the oiling, the driving, and how to deal with potential problems.

The steam era was a brief yet important chapter in automotive history, with relatively few survivors to show us what it was like. I was fortunate to get a ride in a 1914 Stanley a few years ago when an antique car club overnighted at the motel next door and was impressed by the silence and easy flow of power. The downside of all such cars was, of course, the time required to build up a head of steam, along with range limitations, although steamers could travel much further than their battery-powered competitors.

I hope whoever buys this mechanical work of art takes it out on the road where possible for it deserves to be seen, both as a reminder of motoring's early days and as a salute to the talents of its builder.