1950 Bentley LeMans - Speed Six, 6.5ltr 8cil - B81 engine

This 73 years old Bentley was build in 1950 by Bentley Motors and delivery to Jack Barclay in London, UK's oldest and largest Bentley dealer. The LeMans body and coachwork has been accurately rebuild in every detail by the famous Bentley coach builder Bob Petersen of Petersen Engineering in Devon UK in 2003, on a “original” WO Bentley rolling chassis from 1950 together with a correctly modified Bentley B81 engine, a  6.5ltr power-engine - type B81. Which give this Bentley No. 2 a speed over 100miles per hour. That is off-course if you have the balls to handle it….

The Bentley B81 engine; During the war (1943) the Ministry of Defence (MoD) started a project. They chose Roll-Royce Ltd and the very best, the BENTLEY version of the straight eight (8) to form the base of this series, called the “the B-range” or “the B-series”. It went into production in 1948. From then on the engines included were called B80 (5600cc), B81 (6500cc). “B” arguably stands for BENTLEY! “8” or “6” are the cylinder number. “0” for small bore / “1” for big bore, 3.50”and 3.75”respectively. (3.5”= 5675cc; 3.75” = 6522cc – 8 cylinder). The B81 in “SV” spec is however by many regarded as the very best petrol burning big engine of all time.

Notes: In 1950, Rolls Royce Ltd itself chose the very same straight eight B80/B81 engine to power the luxury leviathan cars intended for Heads of State, the famous Roll-Royce Phantom IV. Only 18 such cars were built. The last three of them, the C-series, had the bigger bore eight (B81), the same bore as used in the sixes of the Bentley S1 and the R-R Silver Cloud, 3.75”.

1935  Bentley Blower 4,5 ltr

Sir Henry Birkin developed the Bentley Blower for racing in 1929, his design was refused by WO Bentley as not needed. This 84 years old Bentley was build by Bentley Motors in 1935. The LeMans body and coachwork has been accurately restored in by UK famous Bentley coach builder Bob Petersen of Petersen Engineering in Devon UK, in every detail restored period correctly on a 1935 WO Bentley rolling chassis. Petersen fully rebuilt a 4.5 litre Bentley 'R' - Type, 6 cylinder and 'blue printed' it and modified it to drive a supercharger. Fitted with his own design of camshafts, pistons, flywheel, crankshaft and a Petersen heavy duty clutch to the Bentley BLOWER specification. Which give this Bentley speeds far over 100miles per hour. A "real" mans car, a beast...

Note; In the next two years Bentley Motors is rebuilding 12x new 1929 type Blowers

Over the next two years, Bentley Motors Headquartered in Crewe is going to build 12x re-creations of the Bentley 4 ½ litre “Blower”. And no, they haven’t said how much each car is going to cost. But when you consider the significance of the car, and how much work Bentley is going to put into it, it’s safe to say each car is going to be a healthy seven figure sum, starting close to 2.000.000 GBP

1948 Bentley Blower - Brooklands Racer, a Superchargerd - 400hp 8 cylinder

This 75 years old Bentley was build in 1948 by Bentley Motors - Crewe, England. Rebuild as a Petersen Brooklands Bentley 6.5 litre Superchager (Blower), - a one of a kind - builders impression of the charismatic developed of racing in the early '30s.

This beautiful polished “aluminium” Brooklands Birkin body and coachwork has been rebuild, with an incredible eye for details, accurately in every detail by the famous UK Bentley coach builder Bob Petersen of Petersen Engineering in Devon, on a WO Bentley MK VI, rolling chassis from 1948, modified with the engine used by the R-R Phantom IV, a Bentley B81 6.5 litre engine - 8 cylinder in line, 400hp, fully rebuild and 'blue printed' to drive with a supercharger. Fitted with a Petersen designed camshafts, pistons, flywheel, crankshaft and heavy duty clutch. Giving this Bentley Brooklands Racer up to 412 HP and a speed far over 125miles per hour. This Brooklands Bentley, is only for the “real” man...

This Brooklands Bentley MK VI rebuild from 1948 was built by Petersen Engineering in memorial of Brooklands racing aria from 1907/1939

The first race took place at the Brooklands motor circuit in 1907. The race organizers had decided that the debut race at Brooklands had to last 24 hours – it was an endurance race, where the car that covered the most laps over 24 hours was declared the winner.

Only four cars started in the first race, but that was not the most important thing. The winner of the race covered a distance of 2,545 kilometers, managing to maintain an average speed of 106 km/h. Over 10,000 spectators witnessed this accomplishment.

The lap record at Brooklands was set in 1934 and was never broken. With its 23.944-litre W12 engine, the Napier-Railton recorded the fastest lap during an endurance race with an average speed of 230.84 km/h. The fast-growing popularity of the Brooklands motor circuit was brought to a halt by World War II.

The Bentley B81 engine; During the war (1943) the Ministry of Defence (MoD) started a project. They chose Roll-Royce Ltd and the very best, the BENTLEY version of the straight eight (8) to form the base of this series, called the “the B-range” or “the B-series”. It went into production in 1948. From then on the engines included were called B80 (5600cc), B81 (6500cc). “B” arguably stands for BENTLEY! “8” or “6” are the cylinder number. “0” for small bore / “1” for big bore, 3.50”and 3.75”respectively. (3.5”= 5675cc; 3.75” = 6522cc – 8 cylinder). The B81 in “SV” spec is however by many regarded as the very best petrol burning big engine of all time.

Notes: In 1950, Rolls Royce Ltd itself chose the very same straight eight B80/B81 engine to power the luxury leviathan cars intended for Heads of State, the famous Roll-Royce Phantom IV. Only 18 such cars were built. The last three of them, the C-series, had the bigger bore eight (B81), the same bore as used in the sixes of the Bentley S1 and the R-R Silver Cloud, 3.75”.

1926 Rolls-Royce 40/50hp Phantom I Skiff

Originally ordered in 1926 by the Marquis de Pinar del Rio, a Cuban nobleman with residences in Paris, France and Havana, Cuba

Engine: RR straight 6 cylinder, 7688cc, long-chassis model 39YC, matching numbers, Coachwork by Saoutchik (F) 1926 and later modified by Robinson in (UK)

• Rolls-Royce's 'single model' policy had proved to be an outstanding success for the company but immediately after the end of The 1st Great War the recession in the motor trade prompted the introduction of a smaller and cheaper 20hp car to be built alongside the existing 40/50hp Silver Ghost. Henry Royce's new design incorporated a number of modern features such as overhead valve-gear for its six-cylinder engine, a centre-change gearbox and 'Hotchkiss drive' rear axle, the advanced newcomer's arrival only serving to emphasise the Silver Ghost's Edwardian origins. However, the 45/50hp model would soon benefit from developments pioneered on its smaller sibling.
  Long-awaited successor to the 'Ghost, the New Phantom arrived in 1925. 'After seven years of experiment and test, in the course of which no promising device had remained untried, the 45/50hp Phantom chassis emerged, and is offered to the public as the most suitable type possible for a mechanically propelled carriage under present-day conditions,' announced Rolls-Royce.
  Retrospectively known as the 'Phantom I', the newcomer boasted an entirely new push-rod overhead-valve, 7,688cc, six-cylinder engine with detachable cylinder head, a unit considerably more powerful than that of its Edwardian predecessor. The New Phantom, like the 20hp, adopted a disc-type clutch and adjustable radiator shutters; its chassis though, remained essentially the same as that of the later four-wheel-braked 'Ghost and would continue fundamentally unchanged until the arrival of the Phantom II in 1929 brought with it an entirely new frame. Some 2,212 Phantom I chassis had left Rolls-Royce's UK factory by the time production ceased.

Owners; 1926 - 1st owner; ordered by the Marquis de Pinar del Rio, a Cuban nobleman with residences in Paris, France and Havana, Cuba. The car was delivered to Paris for bodying as an open tourer by Saoutchik, while other noteworthy details recorded on the chassis cards include a louvered bonnet and steel artillery wheels, the latter to be despatched separately for installation in France. 1936 - 2nd owner; '39YC' returned to the UK and was registered to Messrs Dottridge Bros Ltd of London N1. 1961 - 3dr owner; Michael Mutch of Longniddry, East Lothian, whose name appears first in the accompanying (copy) old-style logbook issued in January 1970. 1974 - 4th owner; Bruce WASHINGTON father living in  England and New Sealand - In 1974 '39YC' was acquired at auction by the current vendor's father. An MoT on file issued that year records the mileage as 55,033, while another issued in 1981 shows that only 358 miles had been covered in the intervening seven years. 2017 - 5th owner; collector Willem G Wouterse of Vintage Classic Car Collection, Zaltbommel, Netherlands

1924 Minerva – Liberty V12

A standard Minerva will not win Le Mans, Goodwood or the Venasco Silver Flag in Italy, or would it shine at Pebble Beach or Monterey.

But, if the body is replaced with a totally bespoke aluminium one and the engine is swopped with a Liberty 27 L aircraft engine with fire-spitting exhausts that require a health and safety personage complete with fire extinguisher just in case the grass catches fire, it might just.

So, the Minerva story begins in 1883 in Belgium with Sylvain de Jong manufacturing bicycles and then cycle cars and motorcycles, as indeed so many of his peers did. But it was his engines that drove the business.

They were exported around the world and, by 1904, finally, car production took over with the Société Anonyme Minerva Motors in Antwerp. Interestingly, Charles Rolls was the first Minerva dealer in the UK selling the 2.9 litre, 14hp model. Sporting successes continued with the new double sleeve valve engines in the Austrian Alpine Trials and Swedish Winter Trials.

Customers for the Minerva would include kings of Belgium, Sweden and Norway as well as Henry Ford and the impressionist artist, Anna Boch.

During WWII, production continued in secret with cars used for hit and run attacks against the Germans with rifle fire and light machine guns on open topped vehicles. Post-war, luxury cars were exported not only to Europe but to the US as well. The quality was good and much appreciated, especially by the buyers of Rolls-Royce and Bentley motorcars right through to the 1930’s when it was bought out and sadly dismantled.

The marriage,

Minerva Car - Liberty L-12 aero-engine from WW I 1917 - 1926 & WWII 1936 - 1945

The Liberty L-12 is an American water-cooled 45° V-12 aircraft engine displacing 1,649 cubic inches (27 L) and making 400 hp (300 kW) designed for a high power-to-weight ratio and ease of mass production. First run about 1917 up to 1926. It saw wide use in aero applications, and, once marinized, in marine use both in racing and many gentlemen's runabouts, Gold Cup, and other race-winners were built with Liberty L-12 engines..

Development

In May 1917, a month after the United States had declared war on Germany, a federal task force known as the Aircraft Production Board under President Woodrow Wilson, summoned two top engine designers, Jesse G. Vincent (of the Packard Motor Car Company of Detroit) and Elbert J. Hall (of the Hall-Scott Motor Co. in Berkeley, California), to Washington, D.C.. They were given the task of designing as rapidly as possible an aircraft engine that would rival if not surpass those of Great Britain, France, and Germany. The Board specified that the engine would have a high power-to-weight ratio and be adaptable to mass production.

The Board brought Vincent and Hall together on 29 May 1917 at the Willard Hotel in Washington, where the two were asked to stay until they produced a set of basic drawings. After just five days, Vincent and Hall left the Willard with a completed design for the new engine,[1] which had adopted, almost unchanged, the single overhead camshaft and rocker arm valve train design of the later Mercedes D. III a engines of 1917–18.

In 1917, a prototype assembled by Packard's Detroit plant arrived in Washington for testing, and in August, the 12-cylinder version was tested and approved.

In 1936, General Giffard LeQuesne Martel, a pioneer in tank design who had published works on armored warfare and pioneered the lightly armored "tankette" concept to enhance infantry mobility, became Assistant Director of Mechanization at the War Office. Later that year, Martel had watched Soviet tanks at the Red Army's autumn maneuvers including the BT tank, which they had developed from Christie's work. He urged the adoption of a tank that would use the suspension system and also follow the Christie practice of using a lightweight aircraft engine such as the Liberty L-12 engine or a Napier Lion. The government authorised purchase and licensing of a Christie design via the Nuffield Organization.

PER WAR GENTLEMAN's RACER - VERY RARE

Price: (in airmiles)

1929 Buick 116 Baquet "Exquisite and FAST"

In 1929, Buick offered three new series, the 116, 121, and 129. These three series were named after their wheelbase measurements.

The 1929 Buicks were slight raked, all models had fuel pumps, Marvel carburetors, and Delco-Remy ignition. The Series 116 was also available has a Sport Coupe Roadster. The engine was an overhead valve six-cylinder unit that displaced 239.1 cubic-inches and produced 94 horsepower. They had a three-speed sliding gear transmission and four-wheel mechanical drum brakes.

This rare 116 Roadster is an original car that has been export to Argentina in 1929 and has never been restored over the last 50+ years.

Engine: Buick straight 6, 5400cc with matching numbers and FIA papers

1920 American LaFrance type 10 Simplex Speedster

A rare and unique opportunity to enter the "Pre-war car world"

This 1920 ALF Simplex consists of a Crane-Simplex chassis 116" wheelbase with a body build by American LaFrance, Detroit. It was equipped with it's orginal 50 horsepower four cylinder engine, cast two in a block, with a T-head, two spark ignition, with Rams-Horn induction and double-chain drive.

ALF produced a small run of passenger cars from about 1910 to 1920, totaling around 22 (with several additional 'speedsters'). None are known to still exist, but because the design was based on a Crane-Simplex chassis, several early ALF have been converted into speedsters.

Engine: straight 4 cylinder, 9600cc , built under licence of the original Simplex design (Simplex Motor Car Company) and in the style of the Grand Prix roadsters.

A very special and rare pre-war automobile, with a monstrous appearance that makes all heads turn

1905 LORRAINE-DIETRICH CR2 TWO-SEATER SPORTS-RACER

This magnificent Lorraine-Dietrich was purchased as a rolling chassis with engine but with missing parts by Edwardian-era guru John Brydon. His plan was to restore it back again to it's old race history as it was in 1905/1906 works racers.

The car was featured in The Automobile's 'Finds and Discoveries' column. Displacing 8,620cc and rated at 60hp (RAC), the four-cylinder Turcat-Méry engine was originally fitted to Lorraine-Dietrich chassis '8924'.

The engine was worked on by specialists Formhalls, being white-metaled, line-bored, and balanced. The gearbox/transaxle is a Delahaye unit with three forward speeds and reverse, while the front axle is Lorraine-Dietrich dating from 1905. New front wheels were cast in aluminium. There is a photographic record of the rebuild on file, technical drawings, assorted correspondence, and a Science Museum dating certificate. Mike New of Hinton Historic Engineering, Leicestershire completed many items on the car: steering, springs, brakes, engine mounting, clutch, chain guards, shock absorbers, radiator repairs, etc.

In 2014 the Lorraine-Dietrich featured in the award-winning Targa Florio film, Pistons, Passions, Pleasure – a Sicilian Dream. Completing the 'lost boys' trip to Sicily without breaking sweat. Serviced again by Hinton in recent years and in excellent working order, this very well sorted Edwardian road-racer has been used for numerous VSCC races, hill climbs, continental rallies and is presented in wonderful condition.

Like Napiers and Mercedes, Lorraine-Dietrich's reputation was built in part on racing, which was "consistent if not distinguished".

Race review; with driver Arthur Duray’s (sourse: www.motorsportmemorial.org)

• 1905
  • 6th overall Gordon Bennett Cup Circuit d'Auvergne (F)
  • 2nd overall Coppa Florio Brescia (I)
• 1906
  • 1st in the Circuit des Ardennes Bastogne (B)
  • 8th overall IX Grand Prix de l'Automobile Club de France Le Mans (F)
  • 3rd overall Vanderbilt Cup Long Island (NY - USA)
• 1907
  • 1st in the International Race Moscow to Saint Petersburg (RUS)
  • 4th in a heat Kaiserpreis Taunus (D)
  • 4th overall Targa Florio Madonie Circuito Lungo (I)

Price: (old money)

1926 Bugatti type 35B by Pur Sang

By the early 1930s Ettore Bugatti had established an unrivalled reputation for building cars with outstanding performance on road or track, the world's greatest racing drivers enjoying countless successes aboard the Molsheim factory's products and often choosing them for their everyday transport. The principal building block of this success was the legendary Type 35, arguably the quintessential Vintage-era sports car, which made its debut in August 1924 at the Grand Prix de l'ACF at Lyon-Givors. The Type 35's 1,991cc straight-eight engine was derived from that of the Type 30 but incorporated five roller/ball main bearings instead of three together with an improved lubrication system. In line with Bugatti's established practice, each cylinder's three valves were actuated by a single overhead camshaft. This state-of-the-art engine went into a conventional chassis with leaf springs at the front and quarter elliptics at the rear, and which boasted a novel hollow front axle and alloy wheels.

The Type 35's debut gave little indication of what was to come, as the factory team of five cars was plagued by tyre troubles and could achieve no better than 7th place at the finish. Despite this debacle the Type 35 in its various forms would go on to become arguably the most successful racing car of all time, commencing with winning the inaugural World Championship for Manufacturers in 1926 and securing countless victories for privateers.

Pur Sang of Argentina needs no introduction to those familiar with the world of Bugatti’s, the firm's Type 35 re-creations being universally admired for their incredible authenticity and quality of execution. This beautiful and highly detailed re-creation represents the model in its ultimate 2.3-litre dual Solex carburetors Type 35B form. It is fitted with Pur Sang's own 2.3-litre straight-eight engine sparked by an original Scintilla magneto and producing approximately 170bhp. Reported to drive excellently, the car is particularly interesting as it is road registered in the EU as a Bugatti Type 35B and comes with the relevant documents.

1904 CGV 100hp Grand Prix

CHARRON-GIRARDOT-VOIGT or CGV

The Charron, Girardot & Voigt or CGV vehicle n° 1989 was built, and numbered in June 1904, in the C.G.V workshops, for Charron, Girardot & Voigt, located at 7 rue Ampère in Puteaux 75 (Seine) - France.

Recently serviced and offered in great running and driving order - ready for the S.F Edge Race at Goodwood.

DESCRIPTION

The pioneer age of motoring was driven by passion, obsession and the need for more speed. The thrill of these new-fangled automobiles drew thousands of people to the roadside - desperate to know the sounds and smells, and to taste the dust which would cling to the air in the wake of these roaring monsters. Their wooden wheels clad in thin rubber bands defied logic and defined a hero-generation in the clouds that erupted as they stormed by.

At this time in history the racetrack hadn’t even been formulated. Organized racing was from town A to town B, and the biggest event was the Gordon Bennett race which attracted the finest racers of the day; a 550km charge across the host nation designed to test driver and car to the limits and beyond. Fernand Charron, a bicycle racer, won the first race in a Panhard, and together with fellow racers Leonce Girardot and Emile Voigt was the driving force behind the world’s first automobile agency established 1898 - Charron, Girardot & Voigt, or CGV

After making a name for themselves on the racing scene and with the re-sale business an outstanding success, the trio embarked on construction their own cars in 1901. The marque quickly gained note in motorsport and passenger car design alike. Heavily influenced by Panhard, CGV developed one of the world's first straight-eight cylinder engines in 1903 (a 7.2-litre racing unit). The underslung front radiator gave the car a distinctive ‘open-mouthed’ look, and the CGV became a household name to those early motor-sport devotees. In 1904 they produced 216 cars, mostly for the wealthy sports-minded enthusiast. Rebranded Automobile Charron in 1906 after a split between the three, the marque continued until 1930.

120 years on, and these cars still draw some of the biggest crowds. Edwardian races at events like Goodwood Members, VSCC and Vintage Revival Monterey produced the same rapturous delight for onlookers – these monster machines rage past one another in complete denial of their aged years and simple mechanical designs.

BS 8280 was a car restored for this exact reason, a 1904 CGV chassis was spotted, axles and gear box in an auction during the 1980s. Over the next decade much research was carried out and that knowledge then a great financial investment was made into restoring the CGV. On the 9th of June 1998, the CGV was completed and registered. The superb Edwardian racer was styled on the 1905 100hp Grand Prix CGV. BS 8280 is an inspired example of the CGV marque restored using the original parts purchased, and comes fitted with a Simplex four-cylinder engine. The Simplex 10-litre engine was fitted to illustrate the correct engine appearance and style of the types fitted to the CGV in period. Excitingly after much searching an original 1904 4.5-litre CGV engine was found in France and purchased - it was then fully restored, but as-yet unused. Should the original engine be refitted to the car, and subject to Veteran Car Club Dating , this would make an exciting and fast London to Brighton Run competitor.

Since completion, this dramatic, fire breathing car has competed in multiple circuit events as well as numerous road trips across Europe and the United Kingdom. The decision to replace the front wheels, updating the wooden frames to Aluminium, was made following a couple of spectacular failures over the years, offering peace of mind and making the car more usable. An opportunity not to be missed.

SPECIFICATION

Make                                    Charron, Girardot & Voigt, or CGV

Model                                  100HP GRAND PRIX

Registration Number     BS 8280

Chassis Number               no. 1989

Engine Number                no. 1961 – 9600cc

Transmission                     3-Speed

Body Color                         Blue

1906 Renault Type AK Grand Prix

The 1906 Renault AK 90 is undoubtedly one of the icons in the history of motorsports. Renault was the first winner of a Grand Prix competition where vehicles from various countries participated, thus giving the kick-off to Formula 1 International. This competition was held at a circuit near the city of Le Mans in June 1906, where the cars raced on the roads of the La Sarthe circuit with a length of 103.18 km for two days, thus completing a total distance of 238.16km. Ferenc Szisz won this first Grand Prix with the Renault AK 90 at an average of 101.195 km/h.

The French automobile did not deviate from the competition in its basic design assumptions, but it had several solutions that gave it a great advantage. The car was built on a steel, ladder frame with rigid axles, suspended on semi-elliptical, longitudinal leaf springs and friction shock absorbers. Drum brakes were located on the rear axle only. At the front there is a four-cylinder engine consisting of two cast iron blocks with two-cylinders each with non-removable heads. A novelty was a high-voltage Bosch ignition system instead of a low-voltage one. The capacity of the unit reached 13-litres, and the power at 1,200 revolutions per minute reached 90 horsepower.

This superb recreation of the Grand Prix Renault is based on a large number of original Renault parts from the same era, many discovered in barns and hidden away in collections. The project was masterminded by John Brydon, a stalwart of the VSCC and a knowledgeable and talented engineer. Between 2000 and 2006 over 3,000 hours of work and arduous research were invested in order to recreate the machine and bring to life one of those Formula 1 pioneers and winner of the World's first Grand Prix. The whole project was carried out with the support of Renault, and there are many letters on file discussing the restoration. The Renault four-cylinder engine is very similar to those used by the AK 90 (although smaller capacity) and the gearbox is characteristic of the brand with all the gears in one line. The rest of the mechanical parts are also from Renault as well as the chassis that was modified to have the exact measurements to those of the Grand Prix Car. The bodywork was created following the measurements of the blueprints provided by Renault Classic from their factory archives. The distinctive radiator was built from scratch involving the careful assembly of more than 1,800 0.3mm thick copper tubes.

The Renault was finished in time to celebrate the 100th Anniversary of Renault's French Grand Prix win in 2006, and was displayed and run at the Goodwood Festival of Speed. It was fitted with the smaller 4.5-litre Renault engine that the car still runs today. John amazingly had gained approval from The Science Museum to copy the original 1906 13-litre engine, but unfortunately there was not time to have this completed in time for the 2006 celebration. Much work has been done on remanufacturing the correct engine which was almost complete before ill health interrupted the process. The correct 13-litre engine now needs finishing and installing in the car to complete this most amazing project. The Renault has not been used since 2012 and will require recommissioning prior to seeing active use once again. However the car run well with the 4.5-litre engine, and was actively used on track and for tours to the south of France. This rapid two-seater is an ideal entry for Goodwood's S.F. Edge Trophy Race and many VSCC events. Simply fantastic!

SPECIFICATION

RENAULT                            Model TYPE AK GRAND PRIX

Registration Number     AK 726

Chassis Number               no. 6442

Engine Number                no. 8900

Transmission                     Manual

Body Color                          Burgundy

1908 Mercedes-Simplex / Grand Prix

The car has the typical racing car look of those glorious times before 1914.

- Simplex Engine number: 2770 - 6 ltr engine rebuilt to as new with oil pump - 12 volt battery starter for easy starting - 4 speed gearbox and reverse gear -  Transmission by dual chains

1908 Dieppe Grand Prix an exciting race

A total of 769.88 kilometers in ten laps had to be covered on public roads closed to other traffic. Lined up at the start of the competition, organized by the Automobile Club de France (ACF), were racecars of the Grand Prix category – famous drivers in famous cars. For instance, Camille Jenatzy in a Mors, Vincenzo Lancia in a Fiat, Fritz Opel in an Opel, Dario Resta in an Austin, Fritz Erle, René Hanriot and Victor Hémery in Benz 120 hp cars, and, of course, the Daimler Mercedes Grand Prix team, consisting of Christian Lautenschlager, Willy Pöge and Otto Salzer, who took the start in Mercedes.

The race was scheduled to begin at six in the morning so that even the last-placed drivers could reach the finish line while it was still light. The drivers took the track one by one. Willy Pöge, the second starter, soon took the lead in his Mercedes; his teammate Otto Salzer finished the first lap in first place. At the end of the second lap Lautenschlager was in the lead; in the third lap, Paul Bablot in a Brasier took the lead. In the fifth lap, at the halfway mark, Lautenschlager finally regained the lead and never gave it up again.

Despite the unfavorable conditions, especially for Daimler Mercedes things worked out almost perfectly in Dieppe: Lautenschlager crossed the finish line in first place after six hours, 55 minutes and 43 seconds, barely nine minutes ahead of the runner-up – and with the last set of tires on board. His average speed over the entire distance was impressive 111.1 km/h. Teammate Otto Salzer turned in the fastest lap in 36 minutes and 31 seconds, which equated to an average speed of 126.5 km/h. Only about half the starters’ field reached the finish line – 23 cars. Despite stiff French competition. The winning Mercedes was driven by Christian Lautenschlager. Of the 48 cars entered in the event, 24 were separate French teams.

1908 Mercedes-Simplex 6 litre Rennwagen - Simplex Engine number: 2770

This car is a reconstruction of the 1908 Daimler Mercedes Grand Prix Victory car the mythical racing car Mercedes N°35 that wan the Grand Prix de Dieppe in 1908 in the hands of Christian Lauthenschlager.

The three racing cars Mercedes Grand Prix 1908 (N°35, N°19, N°2) that were produced have been destroyed. No genuine original Grand Prix model remains today.

The rebuilding this beautiful car took thousands of hours of work and considerable investment in order to achieve the most accurate reconstruction of the original model. The engine which is a 6 liter Mercedes Simplex motor.

A massive amount of work was accomplished to bring it to the standard we see today: mechanical overhaul, gear box/output shaft, bearings, spring leaves, steering bar, all accessories and pressure gauges, ignition with period magneto, woodwork, and the wood wheels, particularly well made by the best wheelwright in France.

This car is especially pleasant to drive because of a more remarkably light & flexible steering than usually found in cars before 1914, and its engine which is powerful & torque laden at low speeds.   

1923 Jewett Paige, type 18-22

The most notable Paige produced was the 1922-1926 Daytona, a 3-seat sports roadster.

Engine: Paige, straight 6 cylinder, 4900cc

Price:    € 65.000,00

1936 Derby Bentley 3 ½ Litre Hooper Bodied Drophead Coupe

This vintage pre-war 1936 Derby Bentley 3 ½ Litre Hooper Bodied Drophead Coupe. This is a rare and beautiful automobile, in good overall condition.

Having had recent works carried out to make this not just a visually appealing car, but also one that can be used and enjoyed. It’s not perfect, but very good and with concours cars going at £300k, we feel this fairly placed in the market.

The car is a low owner example, with just 3 keepers from new. The factory and dealer records show history from new until August 1939, and we all know what happened the following month.

A fascinating history and story comes with this Bentley, and one we find as interesting as the car itself.   Originally ordered by Nancy Pickering on the 6th November 1935. The car was completed on 22nd January 1936.   The paperwork was then altered to show a change of name, to Mrs P.F. Benton Jones.    This is because on 1st February 1936 Nancy was married to Lt Col P.F. Benton Jones, in later years to become Sir P.F. Benton Jones OBE, and Lady Nancy Benton Jones.

The car spent most its early life in London. Over a period of 12yrs Mr & Mrs Benton Jones registered the car at various addresses in the capital. Eaton Square, Upper Belgrave Street, Park Lane and Clarendon Place are shown on the owners records. The Clarendon Place address has a secondary address attached to it dated June 1955 that shows Stibbington Hall Nr Peterborough.

We know that in 1950 Peter Benton Jones succeeded is father and became the 3rd Baronet Jones of Treeton, which must tie in with the car starting to move further north. (We are currently undertaking further research in this area and will update the text in due course).

The second owner acquired the car in 1964, this was then passed on to his son and the Bentley stayed with that family for over 53yrs.

During the second period of ownership, we are informed that the car had the following works carried out:

In the 1990’s the car required a repaint as the original 60yr old finish was looking a little thin in places.     At the same time the green hide was renewed. The factory leatherwork had cracked and reached a point where it was felt it was time for it to be replaced. The new leather has had plenty of time to bed in and now looks perfectly at home in REW 124.

Within the period the car was also the subject of a full engine rebuild, and the Bentley has covered very few miles since. Around 3500 miles or there, or thereabouts.

1930 Cadillac Series 452 V-16 Imperial Sedan 4330

• Built; no 9 of 50 - Length; 5.65 mtr - Engine; 452 cu (7.4 ltr) V16

No,... I am sorry not this car, but its the same car was driven by AL CAPONE in those days THE CHICAGO MOB - ENGINE NO. 701617 - Oh, if only cars could talk. What stories this one could tell.

The Cadillac V-16 was distinguished by its pioneering V-16 engine, a narrow 45° V angle OHV Series 452 displacing 452 cu in (7.4 L). Upon its introduction the new car attracted rave reviews from the press and huge public attention. The Fleetwood catalog for the 1930 V-16 included 10 basic body styles. During 1930/31, only 44 cars were built. The lowest figures for the 452/452A cars of 1930–31 cars and in 1931-13 cars, The timing of the Great Depression varied across the world; in most countries, it started in 1929 and lasted until the late 1930s. Not surprisingly, Cadillac later estimated that they lost money on every single V-16 they sold.

“No other car from 1930 can match the Cadillac V16 except perhaps the Model J Duesenberg”

The Cadillac V-16 has gone down in history as one of the greatest cars of all time. Despite the onset of the great depression, American car manufacturers were still in a race to see who could create the biggest and most outrageous car with the most exotic engine. Duesenberg created their big double overhead cam straight eight, Stutz created their double and single overhead cam eight cylinder, and Cadillac answered with its overhead valve V-16. With sixteen cylinders, 452 cubic inches and 185 horsepower the V-16 competed not only with its U.S. competitors, but with the ultra-refined European cars such as Mercedes and Isotta Fraschini. Offered in numerous body styles, open and closed, very few good original examples of anybody style exist today and it is still one of the most coveted cars in the world.

This car with Engine no. 700163

Offered here is a very well preserved V-16 style 4330 Imperial sedan that has been a California car since new in 1930. It's largely well preserved original condition is due not only to it being from California, but it was kept in its original owner's possession well into the 1950's. The interior is remarkable with no tears or moth damage to the original wool broadcloth. The ornate woodwork is in wonderful condition and the rugs all appear to be well preserved and original. The headliner is equally well preserved including its original hat holders, as is the original lambs wool over rug. The dash features all its correct instrumentation and includes a very nice addition of a 1950s era radio showing proof of its long original service and well looked after existence. The paint shows well and does show patina, but is very fitting for such a nice original car. This is number 9 of 50 Imperial sedans originally produced and one of few in existence today. Although it is formal coachwork, it is very attractive with the swept panel hood and cowl as well as very finely proportioned roof line and body length, being overall a formal yet fairly sporty car. The quality of the car really shows what a V-16 is all about. Mechanically the original double overhead valve V-16 engine is well maintained and in very good running condition and the transmission shifts as it should. Being such a good original car, all of its numbers and components on this car are correct and original to this car. If you are looking for a great classic era car, the V-16 is the ultimate and this particular car is as pure as they come.

Price: ask Al Capone

1923 T-FORD

A automobile "ICON" the Ford Model T, in total of 15.458.781 cars where built between 1908 to 1927

In 1918, half of all cars in "the World" were a Ford Model T

Engine: straight 4 cylinder, 2900cc

Price:    € 21.000,00(new price in 1923 $ 290,00)

1929, Sunbeam 16.9 / 18.2 HP

Coachwork by James Young with fabric fixed head coupe coachwork

Sunbeam made a Land Speed Record at Daytona Beach in1927 with the Sunbeam 1000 HP called Mystery or nicknamed "The Slug", the car built by the Sunbeam car company of Wolverhampton. On 29 March 1927, Henry Segrave drove the car to a new land speed record of 203.79 miles per hour (327.97 km/h), the first car to reach a speed over 200 mph (320 km/h).

Engine: updrade to 18.2 hp, straight 6 cylinder, 2180cc

Asking:    € 52.000,00 (great car, smaller version of Al Capones Mopster cars)

1937 Ford HOT ROD

Hi-Boy Deuce type 1932, org built & imported from the USA

Engine: Ford big block 400ci, V8, 6600 cc

Price: € 55.000,00

A very, very RARE and highly detailed „half scale“ Bugatti Type 35 showroom model car

A half scale „Bugatti Type 35“ showroom car, hand-built aluminium construction and bodywork finished in blue, chromed radiator and enamel Bugatti badge, fitted with a unbelievable detailed Ettore Bugatti engine fully handbuild, with cast alloy wheels and Michelin pneumatic tires, on removable alloy wheels. This scaled automobile is fantastically made with four-wheel brakes and elaborate suspension, leather seat, removable bonnet secure with leather straps, measuring 195cm long overall. The full history of this scaled car is a bit of a mystery.

Ettore Bugatti’s engines achieve world speed records and the Type 35 was victorious in the 1926 Grand Prix World Championship and the Targa Florio for five successive years (1925-1929). In the hands of racers throughout the world, the production Type 35 racing cars ultimately winning over 1,000 races. Moving the Bugatti name to revered public recognition.

Now his automobiles are doing it all over once again on the auction block and the baby of the fleet is carrying it beyond expectations. In the years from WW1 and WW2, Ettore Bugatti showcased world’s best practice in everything he did. Bugatti’s cars were not only for racers. They were likewise the most insanely proportioned and sumptuous for the rich and popular. The Bugatti Royale Berline de Voyager achieved a world record of $6.5 million in 1986 and another Bugatti Royale (the Kellner Coupe) surpassed that record in 1987 with a sale of $9.9 million, then incredibly held the world record cost for a car at auction from 1987 until 2010.

In the midst of this, Ettore Bugatti made the effort to style and develop a reproduction T35 child’s car for his second kid Roland who was born in 1922 and got the vehicle for his fourth birthday.

The response to the small car at the company headquarters in Molsheim was so overwhelmingly favorable that the choice was made to offer the scaled-car in a " limited edition" to the public, the Bugatti “half scaled car” debuting at the 1927 Milan Automobile Show.

Only a few are left, two are exhibited at the Cité de l'Automobile– Musée National– Collection Schlumpf in Mulhouse, France

Very RARE

1964 AUBURN SPEEDSTER 852

Built by the Auburn Cord Duesenberg Company (1935-1937) - (ACD factory restart in 1960)

The Auburn Speedster was an American car, manufactured by the Auburn Automobile Company of Auburn, Indiana. The Auburn 852 Speedster of 1935 was styled by designer Gordon Buehrig

This Speedster is 1 of the 10 first built in the begin of the restart period in 1960- 1965, this original rebuild is from the prewar factory car from the Auburn Cord Duesenberg Company, this one is the most orginal Auburn ever. In absoluut museum state, orginal Auburn parts, by Glenn Pray (impossible to find !!!).

Engine: Ford FE 428 cu in Police Interceptor, 7000cc

Price: above € 215.000,00

1971 AUBURN SPEEDSTER 866

Built by the Auburn Cord Duesenberg Company (1935-1937) - (factory restart in 1960, second production year form 1968)

Fully original Glenn Pray ACD factory car, serie no. 97 (1971) of only 113 built,

Engine: Ford big block 460 cu in, V8, 7700cc

Asking: € 79.950,00

1941 Buick Roadmaster 76s Coupe,

Engine                : 320 cu in (5.2 L) Fireball I8, 168hp
Transmission  : 3-speed sliding shift manual
Wheelbase       : 126.0 in (3,200 mm)
Length 1941    : 215.0 in (5,461 mm)
Sold                     : 3.991 units

The Roadmaster Series 70, featured a cutting-edge "torpedo" C-body. The new C-body that the 1940 Buick Roadmaster shared with the Super Series, the Cadillac Series 62, the Oldsmobile Series 90.

The new 320 cu in Fireball engine delivered 168 horsepower. With five more horsepower than a senior Packard, 15 more than any Cadillac, and 25 more than the largest Chryslers, it was the most powerful engine available that year on an American car.

Bootlegging  and  NASCAR;

To elude federal Prohibition agents, sheriffs and cops on the road, these daring “runners” needed sharp driving skills to speed and maneuver along dirt, gravel, single-lane, and occasionally, paved roads after dark and at times with their headlights turned off.

Even before Prohibition came to an end in 1933, racing these high-performance cars (Ford V8, Buick 8 and Cadillac) became a popular pastime among the “runners” in the South. They raced each other’s cars, on weekend afternoons out in the country on makeshift dirt tracks. Such were the bootlegger roots of the stock car, and what would evolve into the National Association for Stock Car Auto Racing, or NASCAR, in 1947.

The Bootlegging Car;

The idea was fairly simple – take a car that looked ordinary on the outside, modify the engine for greater speed, remove the floor boards, passenger and back seats to store as many cases of liquor as possible, install extra suspension springs to handle the weight, a dirt-protecting plate in front of the radiator and run the prohibited booze to customers by outsmarting or outrunning the authorities. The trunks where enormous, capable of holding 100-132 gallons of moonshine either in carefully-packed jars or gallon-size tins.

Even when purely stock, the Buick Roadmaster provided an extremely stable ride due to its torsion bar, a wanted characteristic for bootleggers navigating moonlit red-dirt switchbacks with 100 gallons of highly-flammable liquid in their trunks.

Price:    € 110.000,00

1948 Buick Roadmaster 2 doors convertible, serie 70

The 1948 Roadmaster was longer, lower, wider, and roomier than before (a Harley Earl trademark), thanks in part to a longer wheelbase. There was also a new vertical-bar grille and "Airfoil" fenders that swept back all the way to the rear fenders, which in subsequent generations became the chromed "Sweepspear".

Designer             : Harley Earl
Body style          : 2-door convertible
Engine                 : 320 cu in (5.2 L) Fireball I8
Transmission    : 2-speed Dynaflow automatic
Wheelbase         : 129.0 in (3,277 mm)
Length 1948      : 217.5 in (5,524 mm)

The Buick Roadmaster was fitted with the C-Body platform, basis for the top-of-the-line models of multiple General Motors divisions including the Oldsmobile 98 and Buick Electra, and the base model for multiple Cadillacs, including the Series 6200 Calais, the Series 6300 de Ville, the Series 6400 Eldorado, the Series 6000 Fleetwood Sixty Special and the Fleetwood Brougham.

The new 320 cu in. engine delivered 165 horsepower. With five more horsepower than a senior Packard, 15 more than any Cadillac, and 25 more than the largest Chryslers, it was the most powerful engine available that year on an American car.

Price:    € 115.000,00

1948 Chevrolet Fleetmaster 'Woodie' Station Wagon

The most expensive Chevrolet of its day.

Rarely seen in Europe, this Fleetmaster 'Woodie' Station Wagon is a factory original right-hand drive model imported to South Africa in 1948

Engine: the Fleetmaster was powered by the company's famous 6 cyl. the 216.5ci (3½-litre) 'Stovebolt' overhead-valve six

Price: above € 65.500,00

1936 Chevrolet - 2D Business Coupe

• Engine: Inline 6 cil Six

• Displacement: 206.8 cu. in.

• Horsepower: 79 @ 3200 RPM

• Wheelbase: 109 inches - 276.86 cm

The 1936 Business Coupe was a more practical approach as 2 passengers could cram in behind the front riders. Primarily a salesman's car with the extra capacity for wares in the trunk, it sold well at 49,319 units.

GENERAL: The doors were now hinged toward the rear: no more "suicide" style front doors. Steel disc wheels were used this year A 14-gallon fuel tank was now used on all Chevrolets. In mid-year, steel spoke wheels were adopted for all models.

CHEVROLET — STANDARD — SERIES FC — SIX: The Standard series Chevrolets adopted the all-steel Fisher Body with "Turret Top" styling. They had more rounded front fenders and radiator grilles and shells. A split front windshield (as was used on 1935 Master DeLuxes) was new. The number of horizontal hood louvers was reduced to two. With the top ones being longer. Rear fenders were skirted and more streamlined. Standard Models did not use the “Knee Action” independent front suspension.

ENGINE – ALL SERIES: OHV, Inline. Six. Cast iron block. Bore & Stroke: 3.3125” x 4.00”. Displacement: 206.8 cu. in. Compression Ratio: 6.0:1. Horsepower: 79 @ 3200 RPM. Torque: 156 ft. lbs. @ 1400 RPM. N.A.C.C. H.P.: 26.3. Main bearings: Three. Valve lifters: Solid. Carburetor: Carter 1V Model 319S.

TECHNICAL: Manual transmission. Speeds: 3F/1R. Floor shift controls. Single-plate clutch. Semi-floating rear axle. Overall ratio: 4.11:1. Four-wheel hydraulic brakes. Steel wheels.

Chevrolet reclaimed the Number 1 position in U.S. automobile sales this season. A new transcontinental speed record was set by Bob McKenzie driving a 1936 Standard Chevrolet.

Price: € 39.999

1974 Jaguar E-TYPE, Series 3

Engine: The V12, 5300cc engine was originally developed for the 24 Hours of Le Mans

Price:    € 135.000,00

2002 Porsche 911 TURBO

Engine: boxer 6 cylinder 3600cc

2 owner car, 2nd owner from 2009

Price: € 55.000,00 (trade-in of FORD GT40 or Pre War optional)

1968 Triumph TR250

Import to California 1968, Import in the Netherlands 1997

Engine: straight 6 cylinder, 2500cc

1 owner for last 24 years from 1997, till today.

NEVER RESTORED - ALL ORGINAL - HARD to the BONE

Price: € 41.500,00

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