A double dose of Crossing the Block today to make up for yesterdays no post, due to a technical issue with BT which hopefully has now been cured for good. We continue our loo at this weekends Bonhams Retromobile Sale.
"CROSSING THE BLOCK"#1
Featuring
1965 MATRA-BONNET DJET 5S COUPE
1965 Matra-Bonnet Djet 5S Coupé
Chassis no. 20024
French aerospace company Matra (Mechanique Aviation Traction) diversified into automobile manufacture in 1965 when it took over René Bonnet and continued producing the latter's Djet sports car. Exhibited at the Paris Salon in October 1962, the stylish René Bonnet Djet was he first ever mid-engined road car, before the rare and confidential ATS 2500 GT and four years before the Lamborghini Miura and Dino 206 GT and way before Colin Chapman's Lotus Europa yet a pionneer for mid engined competition cars. Many examples of the Djet ended up on the racetrack and before being launched in Paris, it took part to the Nürburgring 1000 Km in may 1962 and won the Le Mans index of performance in june of the same year. A French motoring milestone, the Djet was powered by an 1,108cc Renault engine producing 70bhp in standard trim or 95bhp with Gordini tune, while beneath the typically slippery glassfibre coachwork there was a tubular spaceframe chassis, all round independent suspension and four-wheel disc brakes.
A desirable Gordini-tuned model, this Matra-Bonnet Djet comes with documentation tracing its ownership back to 1984 when it belonged to Bernard Berthomiers of Tarascon, France. In May 1989 the car passed to Valter Musso of Cuneo, Italy and appears to have been next owned (from May 1992) by Defendente Marniga of Edolo, Italy. The chassis is described as un-restored, salt-free and in very good condition, while the bodywork, engine and transmission are all said to be excellent, and the interior nicely patinated. In addition to the aforementioned paperwork, the car comes with magazine articles and other technical/historical information; CSAI identity papers; German registration document and TüV; and sundry invoices including one for servicing carried out by RWS Motorsport in May 2014.
FOR FURTHER IMAGES & INFORMATION OF THIS SALE
PLEASE VISIT: BONHAMS.COM
IMAGES & TEXT COPYRIGHT OF BONHAMS AUCTIONS
" CROSSING THE BLOCK" #2
1930 ISOTTA FRASCHINI 8A SS CABRIOLET
Believed to be ex-Milan Salon car
1930 Isotta Fraschini 8A SS Cabriolet
Coachwork by Castagna
Chassis No. 1578
Engine No. 1522
A World Tour of the most exclusive motor car manufacturers in the 1920's would embrace a visit to Hispano-Suiza in France, Pierce-Arrow in Cleveland, Ohio, Rolls-Royce at Derby, England, and Bugatti at Molsheim, but the more discerning traveller would choose to spend two days in Milan with Fabbrica Automobili Isotta-Fraschini, Italy's noblest car maker. Cesare Isotta and Oreste Fraschini founded their company in 1900, displaying their first primitive 5hp, single-cylinder car at the Milan Exposition in 1901. Progress was rapid, speeded by the company's involvement in motor sport, celebrated victories including the 1908 Targa Florio and a sensational second place in the challenging 1908 Vanderbilt Cup. Like its contemporaries, Hispano-Suiza and Rolls-Royce, Isotta-Fraschini built engines for the new-fangled aircraft industry and were favoured with Government orders for their aero engines, providing the motive force for Mussolini's indomitable Savoia-Marchetti seaplanes.
Chief Engineer, Giustino Cattaneo, focused on a one model policy for Isotta-Fraschini in the 1920's, launching the world's first production straight-eight motor car, the Tipo 8, in 1920. This mirrored the then current one-model policy of Rolls-Royce in England. The early Isotta engines featured push-rod operated, overhead valves and had a capacity of 5.9 litres. Manufacturing standards were of the highest order, 80hp was produced and sophisticated, mechanical, servo-operated, four-wheel brakes were a modern luxury. In 1924 the revised Tipo 8A was introduced, which featured a 7.3-litre engine producing around 115bhp - making it the most powerful straight-eight in production - and Isotta's highly regarded three-speed synchromesh transmission. Improvements to the chassis and suspension were implemented also.
The 8A was unashamedly expensive and Isotta-Fraschini controlled with care a select list of favored customers. Conceived as a chauffeur-driven luxury conveyance, the Tipo 8 was aimed at the United States market where it was the choice of such world-famous film stars as Rudolph Valentino and 'It Girl' Clara Bow. Other Isotta owners included press baron William Randolph Hearst (Orson Wells' real-life model for 'Citizen Kane') and world heavyweight boxing champion Jack Dempsey.
As with all luxury automobiles of this era, for those with the greatest resources or desire for performance and individuality there options beyond even the standard 8A, these they designated as their Spinto or Super Spinto, the phrase appropriately translating as 'racy' or 'driven', these featured twin carburettors and higher compression engines developing 150bhp and rear axle ratios for higher speeds. Some where built on shorter wheelbase chassis frames, although the coachbuilders preferred the standard chassis on which to practice their finest art.
In the USA, where Isotta Fraschini was the second most popular foreign make after Rolls-Royce, the price of an 8A exceeded even that of a Duesenberg Model J. The chassis alone was priced at $9,750 while coachbuilt models could cost upwards of $20,000. With one third of all Tipo 8 production going to the United States, the Wall Street Crash of 1929 and the ensuing Depression hit Isotta hard.
Alongside Isotta's Milan homebase were two extremely high quality coachbuilders, who as in Paris for the likes of Figoni & Falaschi were able to provide the company and its clientele with coachwork designs of the calibre of chassis they clothed, those were Carrozeria Italiana Cesare Sala and Carrozeria Castagna & Co. The latter was established by Carlo Castagna in 1906, and was a family run concern, he taking care of the business and finances in which he had his greatest skills, while the craftsmanship of design and construction fell to his son Ercole. By the later part of the 1920s, Ercole's younger brother Emilio became chief designer.
While Castagna was certainly noted for their work on Alfa Romeo, Fiat, OM, Bianchi, Lancia and Mercedes-Benz, it is probably most synonymous with Isotta, and exquisite designs such as the car we present here aptly display why. Incredibly well proportioned, with an extended scuttle and long bonnet, the low profile of its windscreen and roof is accented by the high waist moulding along the side of the body. The rear of the car is highlighted by a spine in its centre, and discreet collapsible trunk rack.
This striking example comes to the market following a comprehensive restoration in its current ownership, which has included careful research into the car's history. In the course of researches by the restorer and owner they were able to delve into the archives of the former historian of the (now defunct) U.S. based Isotta Fraschini Owner's Association, a Mr. Howe B. Willis. As can sometimes happen, over the course of time some of the more important aspects of its specification and history had been overlooked. It is understood that it was Mr. Willis' opinion that this was a car that Isotta had displayed at the Milan Salone dell'Auto in 1930 as it precisely matched a period photograph of a car photographed in Milan within his archives. That same photo was annotated with this chassis number. In comparing the car as it was when acquired with this period image, it was clear that having been the subject of some glossy but not necessarily authentic refurbishment over 80 year lifetime, its looks had become a little disguised by the time it arrived with its current owner.
It was common for manufacturers to display definitive specifications and for coachbuilders to show off their design and detail features on Salon exhibits, as a palette for the potential buyers to choose from, which is consistent with the presentation of this car. Further, one of the proudest marketing campaigns in America by Isotta Fraschini stated 'No Two Alike', so its close adherence to this period image and the assumed attribution of an intriguing addition to its history seems entirely credible. It is in this guise that the car has been refurbished and with an exacting eye for that detail. It now sports the correct pillar mounted Marchal headlights, bumpers and running boards and its correct tool box has been refurbished during the rebuild. Castagna were also renowned for their stylised quality interiors, this being an exceptionally fine example, which again has been carefully refurbished. Retaining the existing silver hardware and inlays, referencing other Isottas, its leather has been carefully renewed in the correct patterns, with the tasteful embellishment of ostrich hide panels to the doors, and arm rest panels. Luxurious and decorative Carpathian elm veneers are incorporated into its wood finishes. The completed effect is undeniably stunning, as it should be, for all told the car's restoration receipts are understood to have tallied in excess of $800,000 (€650,000).
From the proportions of the car, with its low slung steering column which mounts below the dashboard and the extended scuttle the car appears to conform to the more desired 'SS' specifications offered by the manufacturer, and during its restoration it was found that the steering box was also stamped as being of 'SS' specification. As presented today it does not have the split exhaust of most 'SS' cars, but this may have been replaced at some point in its life and as with coachwork, specifications were tailored for clientele.
As researched by the owner's restorer, and according to the historian Willis, the car's history after its show display is understood to mirror that of many of its brethren, being sold across to Isotta's dominant American market, and to a West Coast buyer. It was his belief that this first owner was none other than the son of William Randolph Hearst and that it later passed to Hearst's chauffeur. Remaining in that part of the world for most of its life, it has been suggested that it was then part of noted collector Bud Cohn's stable. By the time of the publication of Anselmi's book on the marque in 1978 is recorded as having resided with Robert Ford, a Venezuelan who also had a home in California. Some time in the early 1990s the car was sold during the Scottsdale auction week and at this point it became the property of another noted collector Bob Pond. Pond retained the car until six years ago when it was sold publicly and passed to the current owner in 2009.
To see one of these hallowed Isotta Fraschinis freshly restored gives some idea of the sheer presence and statement that they must have made when they graced the roads in the Twenties and Thirties, quite literally people must have been awestruck. And yet they balance this with refined blend of engineering and style, a clean uncomplicated engine bay, stylised dashboard, and uncluttered interior epitomising the Art Deco era. As a late example quite a long way down the production, and probable Salon car, this may be considered to be one of the definitive examples of its marque, and as a result it is all the more rare and covetable.
Today, the Isotta almost certainly returns to its European origins for the first time since it was built. For a new owner it represents the opportunity of a fresh and unshown entry for the multitude of European Concours events, such as the Villa d'Este, or indeed further afield in America where it will certainly be welcomed.
" CROSSING THE BLOCK" #2
1930 ISOTTA FRASCHINI 8A SS CABRIOLET
Believed to be ex-Milan Salon car
1930 Isotta Fraschini 8A SS Cabriolet
Coachwork by Castagna
Chassis No. 1578
Engine No. 1522
A World Tour of the most exclusive motor car manufacturers in the 1920's would embrace a visit to Hispano-Suiza in France, Pierce-Arrow in Cleveland, Ohio, Rolls-Royce at Derby, England, and Bugatti at Molsheim, but the more discerning traveller would choose to spend two days in Milan with Fabbrica Automobili Isotta-Fraschini, Italy's noblest car maker. Cesare Isotta and Oreste Fraschini founded their company in 1900, displaying their first primitive 5hp, single-cylinder car at the Milan Exposition in 1901. Progress was rapid, speeded by the company's involvement in motor sport, celebrated victories including the 1908 Targa Florio and a sensational second place in the challenging 1908 Vanderbilt Cup. Like its contemporaries, Hispano-Suiza and Rolls-Royce, Isotta-Fraschini built engines for the new-fangled aircraft industry and were favoured with Government orders for their aero engines, providing the motive force for Mussolini's indomitable Savoia-Marchetti seaplanes.
Chief Engineer, Giustino Cattaneo, focused on a one model policy for Isotta-Fraschini in the 1920's, launching the world's first production straight-eight motor car, the Tipo 8, in 1920. This mirrored the then current one-model policy of Rolls-Royce in England. The early Isotta engines featured push-rod operated, overhead valves and had a capacity of 5.9 litres. Manufacturing standards were of the highest order, 80hp was produced and sophisticated, mechanical, servo-operated, four-wheel brakes were a modern luxury. In 1924 the revised Tipo 8A was introduced, which featured a 7.3-litre engine producing around 115bhp - making it the most powerful straight-eight in production - and Isotta's highly regarded three-speed synchromesh transmission. Improvements to the chassis and suspension were implemented also.
The 8A was unashamedly expensive and Isotta-Fraschini controlled with care a select list of favored customers. Conceived as a chauffeur-driven luxury conveyance, the Tipo 8 was aimed at the United States market where it was the choice of such world-famous film stars as Rudolph Valentino and 'It Girl' Clara Bow. Other Isotta owners included press baron William Randolph Hearst (Orson Wells' real-life model for 'Citizen Kane') and world heavyweight boxing champion Jack Dempsey.
As with all luxury automobiles of this era, for those with the greatest resources or desire for performance and individuality there options beyond even the standard 8A, these they designated as their Spinto or Super Spinto, the phrase appropriately translating as 'racy' or 'driven', these featured twin carburettors and higher compression engines developing 150bhp and rear axle ratios for higher speeds. Some where built on shorter wheelbase chassis frames, although the coachbuilders preferred the standard chassis on which to practice their finest art.
In the USA, where Isotta Fraschini was the second most popular foreign make after Rolls-Royce, the price of an 8A exceeded even that of a Duesenberg Model J. The chassis alone was priced at $9,750 while coachbuilt models could cost upwards of $20,000. With one third of all Tipo 8 production going to the United States, the Wall Street Crash of 1929 and the ensuing Depression hit Isotta hard.
Alongside Isotta's Milan homebase were two extremely high quality coachbuilders, who as in Paris for the likes of Figoni & Falaschi were able to provide the company and its clientele with coachwork designs of the calibre of chassis they clothed, those were Carrozeria Italiana Cesare Sala and Carrozeria Castagna & Co. The latter was established by Carlo Castagna in 1906, and was a family run concern, he taking care of the business and finances in which he had his greatest skills, while the craftsmanship of design and construction fell to his son Ercole. By the later part of the 1920s, Ercole's younger brother Emilio became chief designer.
While Castagna was certainly noted for their work on Alfa Romeo, Fiat, OM, Bianchi, Lancia and Mercedes-Benz, it is probably most synonymous with Isotta, and exquisite designs such as the car we present here aptly display why. Incredibly well proportioned, with an extended scuttle and long bonnet, the low profile of its windscreen and roof is accented by the high waist moulding along the side of the body. The rear of the car is highlighted by a spine in its centre, and discreet collapsible trunk rack.
This striking example comes to the market following a comprehensive restoration in its current ownership, which has included careful research into the car's history. In the course of researches by the restorer and owner they were able to delve into the archives of the former historian of the (now defunct) U.S. based Isotta Fraschini Owner's Association, a Mr. Howe B. Willis. As can sometimes happen, over the course of time some of the more important aspects of its specification and history had been overlooked. It is understood that it was Mr. Willis' opinion that this was a car that Isotta had displayed at the Milan Salone dell'Auto in 1930 as it precisely matched a period photograph of a car photographed in Milan within his archives. That same photo was annotated with this chassis number. In comparing the car as it was when acquired with this period image, it was clear that having been the subject of some glossy but not necessarily authentic refurbishment over 80 year lifetime, its looks had become a little disguised by the time it arrived with its current owner.
It was common for manufacturers to display definitive specifications and for coachbuilders to show off their design and detail features on Salon exhibits, as a palette for the potential buyers to choose from, which is consistent with the presentation of this car. Further, one of the proudest marketing campaigns in America by Isotta Fraschini stated 'No Two Alike', so its close adherence to this period image and the assumed attribution of an intriguing addition to its history seems entirely credible. It is in this guise that the car has been refurbished and with an exacting eye for that detail. It now sports the correct pillar mounted Marchal headlights, bumpers and running boards and its correct tool box has been refurbished during the rebuild. Castagna were also renowned for their stylised quality interiors, this being an exceptionally fine example, which again has been carefully refurbished. Retaining the existing silver hardware and inlays, referencing other Isottas, its leather has been carefully renewed in the correct patterns, with the tasteful embellishment of ostrich hide panels to the doors, and arm rest panels. Luxurious and decorative Carpathian elm veneers are incorporated into its wood finishes. The completed effect is undeniably stunning, as it should be, for all told the car's restoration receipts are understood to have tallied in excess of $800,000 (€650,000).
From the proportions of the car, with its low slung steering column which mounts below the dashboard and the extended scuttle the car appears to conform to the more desired 'SS' specifications offered by the manufacturer, and during its restoration it was found that the steering box was also stamped as being of 'SS' specification. As presented today it does not have the split exhaust of most 'SS' cars, but this may have been replaced at some point in its life and as with coachwork, specifications were tailored for clientele.
As researched by the owner's restorer, and according to the historian Willis, the car's history after its show display is understood to mirror that of many of its brethren, being sold across to Isotta's dominant American market, and to a West Coast buyer. It was his belief that this first owner was none other than the son of William Randolph Hearst and that it later passed to Hearst's chauffeur. Remaining in that part of the world for most of its life, it has been suggested that it was then part of noted collector Bud Cohn's stable. By the time of the publication of Anselmi's book on the marque in 1978 is recorded as having resided with Robert Ford, a Venezuelan who also had a home in California. Some time in the early 1990s the car was sold during the Scottsdale auction week and at this point it became the property of another noted collector Bob Pond. Pond retained the car until six years ago when it was sold publicly and passed to the current owner in 2009.
To see one of these hallowed Isotta Fraschinis freshly restored gives some idea of the sheer presence and statement that they must have made when they graced the roads in the Twenties and Thirties, quite literally people must have been awestruck. And yet they balance this with refined blend of engineering and style, a clean uncomplicated engine bay, stylised dashboard, and uncluttered interior epitomising the Art Deco era. As a late example quite a long way down the production, and probable Salon car, this may be considered to be one of the definitive examples of its marque, and as a result it is all the more rare and covetable.
Today, the Isotta almost certainly returns to its European origins for the first time since it was built. For a new owner it represents the opportunity of a fresh and unshown entry for the multitude of European Concours events, such as the Villa d'Este, or indeed further afield in America where it will certainly be welcomed.
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