Classic Van Auction Talk

Sunday 30 September 2018

1954 ARNOLT-BRISTOL ROADSTER -, BONHAMS AUCTIONS The Zoute Sale KNOKKE-HEIST, PLACE ALBERT DE KNOKKE LE ZOUTE Place Albert de Knokke Le Zoute 8300 Knokke-Heist


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BONHAMS AUCTIONS
The Zoute Sale
Place Albert de Knokke Le Zoute
8300 Knokke-Heist




1954 ARNOLT-BRISTOL ROADSTER
Coachwork by Carrozzeria Bertone
€ 340,000 - 380,000
£ 300,000 - 340,000


Chassis no. 404/X/3033
•One of only 130 produced
•Delivered new to the USA
•Imported into Europe in 2006
•Fully restored to concours standard between 2016 and 2018


  • Having made his fortune during WW2, Chicago-based industrialist Stanley Harold 'Wacky' Arnolt II was able to indulge his lifelong love of automobiles, and by 1952 was a regional BMC distributor and US distributor for Bristol cars. In 1952, a visit to Carrozzeria Bertone led to Arnolt buying a stake in the Italian company and arranging manufacture of Bertone-bodied Arnolt MGs. Bertone's elegant coupé and cabriolet on the MG TD chassis had been first exhibited at the 1951 Geneva Salon. These cars were enthusiastically received by Arnolt, who saw the Bertone-bodied TD as meeting the US market's requirement for a luxury MG; a car possessing that all-important octagon badge yet blessed with something above the Spartan level of equipment usually associated with the Abingdon marque's sports cars. Two hundred cars were ordered, though production eventually totalled 65 coupés and 37 cabriolets. 

    Arnolt's next venture made use of the Bristol connection, the UK manufacturer's 404 chassis getting the Bertone treatment in 1953 courtesy of newly arrived stylist, Franco Scaglione. Despite being based on a pre-war BMW design, the Bristol possessed one of the finest chassis of its day and its 2.0-litre six-cylinder engine was one of the most efficient around. The 1,971cc Bristol six was based on that of the pre-war BMW 328, which featured an ingenious cylinder head, designed by Rudolf Schleicher, incorporating hemispherical combustion chambers and inclined valves without recourse to overhead, or twin, camshafts. Instead, the earlier BMW Type 319 engine's single block-mounted camshaft and pushrod valve actuation were retained, thus avoiding an expensive redesign. Two rocker shafts were employed, one situated above each bank of valves, giving the engine an external appearance almost indistinguishable from that of a twin-overhead-cam design. Downdraft inlet ports contributed to the motor's deep breathing, and its tune-ability made it a popular choice for British racing car constructors, most notably Cooper, during the 1950s. Externally, Bristol's clone of the BMW motor differed little from the German original, the most obvious difference being the adoption of SU, rather than Solex, carburettors part way through production. The most significant changes made by the Bristol designers were metallurgical, their utilisation of the highest quality materials contributing to greatly increased engine life. 

    The engine's one drawback, from a packaging perspective, was its height. Nevertheless, Scaglione still managed to come up with a sleek looking sports car, first by incorporating a bonnet scoop and secondly by employing sharply creased contours over the front wings to draw the viewer's attention away from the bonnet's unusually tall centre. Bristol sent rolling chassis to Bertone, which topped Arnolt-Bristols with either open two-seater or closely related fastback coupe bodies. Completed cars were then shipped to Chicago. The fastback would prove very rare (it is thought that only two were built).
    Three open models were offered ranging from the basic competition version via the better-appointed Bolide to the fully equipped Bolide Deluxe. There was also an enclosed coupé. Arnolt charged $3,995 for the competition model, $4,245 for the Bolide, $4,995 for the Bolide Deluxe, and $5,995 for the coupé. 
    The Bristol engine could be tuned to produce in excess of 150bhp, and before long the pretty Arnolts were making their mark in production sports car races in the USA. In the summer of 1955, Arnolt convinced Rene Dreyfus to come out of retirement and manage the team of three Arnolt-Bristols at the Sebring 12 Hour. Dreyfus had not lost his spark - the cars finished 1st, 2nd, and 4th in the 2-litre class, losing 3rd place only to the Morgan-Triumph of Rothschild. The Arnolt-Bristols were awarded the Team Trophy that year, and again in 1956 and 1960.Arnolt-Bristol production ceased in 1963 after a total of 130 cars had been sold. 

    One of a mere handful of survivors, chassis number '3033' is recorded in the Arnolt-Bristol Owners List and formerly belonged to Ray Erickson before being imported into Europe in 2006 by Josef Stangpl. The Arnolt-Bristol was fully restored to concours standard between 2016 and 2018, the works carried out including a full engine overhaul (restoration invoices and photographs are on file). Finished in its eye-catching original Peacock Blue with grey leather interior, this ultra-rare, American-inspired, Anglo-Italian sports car is offered with a US title (EU-taxes paid).

    Exclusive, expensive and immensely desirable, the Arnolt-Bristol remains a footnote in the pages of automotive history, but a memorable one.



SELECTED BY: IDRIS THE SQUIRREL

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1983 RENAULT 5 TURBO 2 HATCHBACK - BONHAMS AUCTIONS The Zoute Sale KNOKKE-HEIST, PLACE ALBERT DE KNOKKE LE ZOUTE Place Albert de Knokke Le Zoute 8300 Knokke-Heist


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BONHAMS AUCTIONS
The Zoute Sale
Place Albert de Knokke Le Zoute
8300 Knokke-Heist




1983 RENAULT 5 TURBO 2 HATCHBACK
€ 90,000 - 110,000
£ 80,000 - 98,000

Concours Condition
Chassis no. VF1822000E0000338
•Iconic Group B homologation special
•Delivered new in France
•Believed genuine 51,681 kilometres from new
•Exceptional condition


  • 'Of all the cars to come from that hedonistic high-boost era, the Renault 5 Turbo is one of the few to still hold us in its thrall. The lunacy of the mid-engined, wide-body concept surely sees to that, but reputation, rarity and rally pedigree are the magical fairy dust that ensures it retains a mystique and potency matched by few forced-induction cars before or since.' – Renault Sport Club. 

    Not to be confused with the conventional front-wheel drive Renault 5 Gordini Turbo or GT Turbo, the Renault 5 Turbo (and later Turbo 2) was a mid-engined homologation special built in limited numbers for Group B rallying between 1979 and 1986. Renault's considerable Formula 1-derived turbo-charging expertise was applied to the humble 1.4-litre overhead-valve engine, resulting in a power increase to 160bhp (in road trim), an output sufficient for a top speed of 260km/h and a 0-100km/h time of around 7 seconds. In the Turbo, this remarkable little engine was mounted amidships (where the rear passenger seats had been) and drove the rear wheels via a five-speed transaxle. 

    A thinly disguised two-seater supercar, the Turbo was first seen in prototype form at the 1978 Paris Salon and made its competition debut in 1980 on the Tour de Corse, where Jean Ragnoti's 250bhp works car led the event before succumbing to electrical trouble. In 1981 Ragnotti/Andrie won the Monte Carlo Rally outright for Renault and the following year Ragnotti won the Tour de Corse again. Faced with increasing competition from teams running four-wheel drive cars, Renault responded with more powerful 5 Tour de Corse and 5 Maxi Turbo variants, Ragnotti adding another Tour de Corse win in the latter in 1985. At the end of the season the works team retired the 5 Turbo from competition. Had Renault chosen to contest a full international programme with the 5 Turbo rather than concentrating on French national events, then its record at the highest level would surely have been even more impressive. 

    According to the Certificate issued by Renault Classic in March 2011, this particular Renault 5 Turbo 2 left the factory on 29th November 1983 and was sold new to its first owner through the Renault dealer SARAC in Thiers on 9th December that same year. The car spent the next almost 20 years in France with two identified owners, before being exported to the UK in 2011 by Mr Doug Blair, a distinguished car collector, author and publisher of motor sports books. At that time, the Turbo was still in excellent condition, and its new owner continued to maintain it in perfect cosmetic and operating condition, while driving it only sparingly. Numerous invoices on file testify to the great care that was taken of the car throughout his ownership until 2016.

    Today, the car has covered a believed genuine 51,681 kilometres from new; it is still finished in its original brown colour (factory code 769) with matching original beige interior, a very 1980s colour combination. The car is presented in excellent, indeed concours, condition and comes with its original pouch, owners manual, and service book, as well as numerous invoices for work carried out, expired MoTs, French Contrôle Technique documents, and UK V5 and Belgian 705 registration documents.


SELECTED BY: IDRIS THE SQUIRREL

I'M NUTS ABOUT CLASSICS

UPCOMING EVENTS


CLASSIC CHATTER
KEEPING IT CLASSIC 
2010-2018
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Disclaimer:  Whilst Classic Chatter ("we") attempt to make sure that the information contained in this website is accurate and complete, we are aware that some errors and omissions may occur from time to time. We are not able, therefore, to guarantee the accuracy of that information and cannot accept liability for loss or damage arising from misleading information or for any reliance on which you may place on the information contained in this website. We highly recommend that y check the accuracy of the information supplied. If you have any queries with regard to any information on our website, please contact us at  jeff.classicchatter@mail.com


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Friday 28 September 2018

1961 JAGUAR E-TYPE SERIES I ROADSTER 'FLAT FLOOR' - SILVERSTONE AUCTIONS Saturday 29th September 2018 Dallas Burston Polo Ground Stoneythorpe Estate, Southam, CV47 2DL, Warwickshire


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SILVERSTONE AUCTIONS
Saturday 29th September 2018
Dallas Burston Polo Ground
Stoneythorpe Estate, Southam, CV47 2DL, Warwickshire



1961 JAGUAR E-TYPE SERIES I ROADSTER 'FLAT FLOOR'

Registration: 463 YUY
Chassis Number: 875594
Engine Number: R18844-9
Number of cylinders: 6
CC: 3800
Year of Manufacture: 1961
RHD/LHD: Left Hand Drive
Estimate (£): 150,000 - 180,000
(+buyer's premium of 15% including VAT @ 20%)



  • Very early Roadster built in left-hand drive and despatched new to Italy
  • Superbly restored by Italian craftsmen prior to its return to the UK in 2013
  • The restoration appears to have been loyal to 1961 detail
  • British Racing Green with a handcrafted Tan interior. Bellissimo!
  • 1961, 3.8-litre, flat-floor, factory hard-top, fully restored. Not too many of these about.

Most of us imagine that the trend amongst the world's top manufacturers of exotic automobiles to release an air-brushed artist's impression of their new ultra-desirable, hugely powerful, impossibly good-looking, we're only making a few, don't ask how much and anyway they are all sold, model is a fairly recent phenomenon, however, it's not. Way back in 1961, Jaguar Cars did just that with their forthcoming E-Type and the only difference was that the forecast list price for the new model was about half of what you thought it might be. Sir William Lyons' savvy move of restricting the sale of the first 50 or so cars to established racing drivers or celebrities only fuelled demand still further and magazine articles have been written about just how far potential customers would go to be moved up the rapidly expanding waiting list.
Naturally, when the car was launched in May 1961 it caused a sensation with newspaper headlines focussing on the car's (optimistic) top speed of 150mph and remarkable looks, however, there was a lot more to the E-Type than a pretty face. With a claimed 265 horsepower available, the E-Type's performance significantly furthered the standards set by the preceding XK models, partly because it weighed around 500lbs less than the XK150, but mainly because aerodynamicist Malcolm Sayer used his experience gained partly with their C and D-Types but mainly from prototypes E1A and E2A to create one of the most efficient shapes for a high-performance sports car. The fact that this low drag design was also one of the most elegant shapes ever to sit atop a set of four wheels was a bit of a 'win-win'.
Only in terms of its transmission did the E-Type represent no significant advance over the XK150, whose durable four-speed Moss gearbox it retained. But, of all the versions of Jaguar's long-lived and much-loved sports car, it is the very early 3.8-litre cars built prior to February 1962 (retrospectively known as 'flat floor') which, for many enthusiasts, remain the most desirable. Around 2,000 of the early cars were built with a flat floor under the pedals but the driving position was not ideal for taller drivers so changes were made to the footwell creating a recess for the driver's heels.
According to its chassis number, this is the 594th left-hand drive roadster built and was finished in Cream with a Black interior. before being supplied new to Fattori and Montani in Rome. It was ordered with a factory hardtop but without a soft-top which seems odd considering it was headed for sunny Italy. It returned to the UK in 2013 just after being fully restored in Italy with a colour change to the lovely combination of British Racing Green with a light tan leather interior. Pleasingly it remains still attached to its original hard top. The quality of Italian restorations is legendary, particularly when it comes to interiors and trimming. and in this case, no matter what additions had crept into the cabin over the years, it is now 'Pure 1961'. The Jaguar is supplied with its UK V5C Registration Document, the Heritage Certificate, a MoT test certificate from when the car was imported, and the original Italian registration documents.
This is an opportunity to purchase, not only one of the most sought-after E-Type models, a 'matching numbers, Series !, 3.8-litre, 'flat floor', but one that has been beautifully restored.

SELECTED BY: IDRIS THE SQUIRREL

I'M NUTS ABOUT CLASSICS

UPCOMING EVENTS


CLASSIC CHATTER
KEEPING IT CLASSIC 
2010-2018
#############################################################
Disclaimer:  Whilst Classic Chatter ("we") attempt to make sure that the information contained in this website is accurate and complete, we are aware that some errors and omissions may occur from time to time. We are not able, therefore, to guarantee the accuracy of that information and cannot accept liability for loss or damage arising from misleading information or for any reliance on which you may place on the information contained in this website. We highly recommend that y check the accuracy of the information supplied. If you have any queries with regard to any information on our website, please contact us at  jeff.classicchatter@mail.com


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