- Chubb Collector Car Insurance

Volume 3 / Issue 3
Fog and Foliage
T
he Pebble Beach Concours
is nearly upon us, and I can’t
wait to walk the 18th fairway
again to glimpse more eye candy
than should rightfully exist in one
place. I’m referring to the setting as
well as the cars, particularly when
the entire scene is enveloped in a
shroud of fog. There’s something
supernatural about seeing the
world’s finest automobile showpieces through this unique lens. The
fog always makes me think about
the histories these cars have had —
where they might have driven and
by whom. I almost expect a prior
owner from many years ago to mysteriously appear behind the wheel
of one of them and then disappear
again as I do a double-take. Almost.
I’m also happy to announce
Chubb’s title sponsorship of the 2012
New England Concours d’Elegance,
which will take place in Saratoga
Springs, NY, on September 28–30. If
you’ve never been to Saratoga in
the fall, it’s really a must-see. There
are numerous roads just perfect
for rallying, including those within
the stunning Saratoga Battlefield
National Historical Park, where
American Revolutionary soldiers
defeated British forces during the
autumn of 1777. The concours takes
place on the grounds adjacent to
the Saratoga Automobile Museum,
itself part of beautiful Saratoga
Spa State Park. The museum alone
is worth the trip to Saratoga, as it’s
truly one of the best automobile
museums in the country, and we’re
proud to partner with them for the
concours.
Beautiful cars in perfect settings
— either veiled in fog or canopied
in fall foliage. Could life be any better? Whether you visit Pebble Beach
or Saratoga Springs, please make
sure you stop by one of the Chubb
areas and say hello.
In the meantime, keep ’em running, folks.
Jim Fiske
Vice President
Chubb Personal Insurance
[email protected]
In This Issue
Looking to Monterey................. 1
Gooding on the Market............ 2
Ten Monterey Star Cars......... 2–3
The Classics................................ 3
1930 Bugatti Type 46 Profile...... 4
Chubb Featured Client............. 5
1965 Amphicar Profile............... 6
Cumberford­—1929 Cord L-29... 7
Upcoming Events....................... 8
insider
Collector Car
A Monterey Lovefest
In the collector car world, confidence for top-flight items is strong
by Keith Martin
I
t’s Super Bowl time in the collector car world. During five days in
Monterey this August, more than
1,400 cars will cross the block. Last
year, 881 cars sold for a grand total of
$198m. That was a record-breaking
amount, up more than 15%, or $26m
from 2010.
This year, I believe we will see
that record shattered again. During
the past few months, important cars
have continued to bring ever-increasing amounts; for example, 1962
Ferrari 250 GTO s/n 3505 sold for
$35m, and the new owner wasn’t shy
about proclaiming what he had paid.
In the collector car world, confidence for top-flight items continues
to be strong. The players in this field
Temptation everywhere
— the traders buying eight-digitand-up cars — aren’t overly worried
about the stock market, the employment rate or the strength of the euro. They are playing with their car money, and those
funds answer only to their owners.
For the most part, Monterey is a set-piece battle of titanic proportions. Over the past decade, there have been few
changes in the players. On the auction side, Christie’s — after producing Robert Brooks, David Gooding, Miles Morris
and others — folded its tent in 2007. From its global, corporate perspective, selling works of art and jewelry, neither of
which need to start or run in front of an audience, surely was a more lucrative place to put its energies.
Kruse finally gave up in 2008, its Monterey auction being one of the last gasps of the once-mighty empire that dissolved into a morass of lawsuits and disgruntled customers.
Dana Mecum brought his unique style of mega-auctions to the Monterey peninsula in 2009, and he has proven what
everyone thought was impossible — there are still new buyers to be found on the Historic Weekend, 443 of them in 2011
to be exact.
RM and Gooding continue as the heavyweights, unveiling wallet-drooling lots that billionaires will fight over.
Bonhams, bringing its English-style sophistication to the table, will offer the weekend’s best automobilia as well as
collectible automobiles. The big news this year is that Russo and Steele, the weekend’s rock & roll auction, is moving to
a new venue on the Monterey waterfront by Fisherman’s Wharf. This is welcome news for car fanatics, as the benefits
offered by Russo’s previous cheek-by-jowl location with RM were offset by a non-bidder-friendly selling environment.
Every year, we make a prediction. For 2012, given the frothy collector car environment and the record prices top cars
are bringing, we expect to see a more than 20% increase over 2011, from $198m to $220m. If I’m wrong, Visit www.sportscarmarket.com/ChubbMonterey2012
I’ll eat the 1936 Mercedes 540K roadster being of- for Chubb’s Pocket Guide to the Monterey Car Week.
fered by Gooding, from front fender to taillight!
The Goods
by David Gooding
A
2
Collector Car Insider
Ten Monterey Star Cars
Monterey is the place where history’s most coveted automobiles
your eye on this August:
Brian Henniker, © courtesy of Gooding & Company
s the
official
auction
house for the
Pebble Beach
Concours
d’Elegance, our
annual Pebble
Beach Auctions
are the most
extraordinary
presentations of the rarest and most
significant concours-quality collector
cars ever assembled under one roof
for an auction, and this year will
undoubtedly be the best yet.
Of this year’s selection, many cars
being offered have survived as true
time-capsule examples — due to
years of wonderful care and devotion. Along these lines, we are proud
to present the William A.C. Pettit
Collection of cherished Classics,
without reserve, and the Sherman
M. Wolf Ferrari Collection. While they
were very different collectors, both
Bill Pettit and Sherman Wolf were
consummate car enthusiasts who
shared with generosity and refreshing enthusiasm. We are honored to
present both collections for the next
generation to continue their legacies
of automotive passion.
Whether your passion is driven
towards museum-quality Classics,
such as Pettit’s cars — or blue-chip
Ferraris like Wolf’s machines, concept
cars such as the 1968 Bizzarrini Manta
Giugiaro, modern supercars such as
a 2003 Ferrari Enzo, iconic race cars
such as the 1964 Ford GT40 prototype
GT/104, or historic, pre-war motorcars
such as the 1936 Mercedes-Benz
von Krieger Special Roadster, we’ve
assembled an exquisite array of legendary automobiles for you to enjoy
in person at our preview, auctions or
via live auction webcast.
If bringing home the GT40
prototype isn’t in the cards, there
are still many other magnificent cars
to appreciate that don’t have a
million-dollar price tag. Listed without
reserve, a few standout examples
include a 1956 Austin-Healey 100/4
Le Mans (estimate $90,000 –$120,000),
1959 Mercedes-Benz 190 SL (estimate $100,000 –$130,000) or 1958
Porsche 356 A Speedster (estimate
$200,000 –$250,000). Celebrating the
past and the present, we are also offering Jay Leno’s 2012 Fiat 500 “Prima
Edizione” (estimate $25,000 –$35,000
without reserve), which the famous
comedian and car enthusiast has
elected to auction in support of the
Fisher House Foundation, an incredible organization that provides free
or low-cost lodging to veterans and
military families receiving treatment
at military medical centers.
We couldn’t be more thrilled
about the exquisite cars and legacies
joining together under our roof this
August, and we hope you’ll join us to
be a part of it all. See you soon!
1
1960 Ferrari 250 GT LWB California Spider Competizione
Gooding & Company, Pebble Beach
Built to racing spec with desirable covered headlights. One of just nine alloy-bodied California
Spiders constructed.
3
4
7
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1972 Porsche L&M 917/10 Spyder
Mecum Auctions, Monterey
The 1972 Can-Am Champion. Driven by racing
legends Mark Donohue and George Follmer.
1928 Bentley 4½ Litre Le Mans
Sports “Bobtail”
Gooding & Company, Pebble Beach
Purpose-built Le Mans team car and the only
surviving example in “bobtail” form.
1965 Shelby Cobra
Russo and Steele, Monterey
A very original example. A well-sorted and
numbers-matching car.
1955 Aston Martin DB3S Sports Racer
RM Auctions, Monterey
One of just 21 “customer cars” produced for
privateer competition.
The Classics
are offered for sale. Here are 10 top-tier collectibles to keep
Andy Marks, © courtesy of RM Auctions
Grand Classic events offer
the best in Classic Era
automotive history
by David Schultz, CCCA President
and CCCA Museum Trustee
T
2
1938 Horch 853A Special Roadster by Erdmann & Rossi
RM Auctions, Monterey
One of three surviving examples of five built. A Pebble Beach Best of Show winner.
5
6
9
10
1997 McLaren F1 GTR “Longtail” FIA GT
Endurance Racer
Bonhams, Carmel
The last F1 GTR produced, in iconic Gulf
livery.
1966 Ferrari 275 GTB Alloy Berlinetta
Long Nose
Mecum Auctions, Monterey
Restored in 2011, fully numbers-matching.
1955 Ferrari 410 S Berlinetta by Scaglietti
RM Auctions, Monterey
With one-off Scaglietti coachwork. Ferrari
Classiche-certified, numbers-matching.
1966 Ford GT40
Bonhams, Carmel
Fully authenticated, with lifelong international
race record.
oday there are more automotive
concours events than you can count
on your fingers and toes. The annual
Pebble Beach Concours d’Elegance
is the granddaddy of all American
concours events, tracing its beginnings to
the 1950s.
Before the proliferation of all of these
concours events, there was another
event — the Grand Classic, hosted by
the Classic Car Club of America (CCCA)
— which was founded in 1953. Grand
Classics have been held at locations
throughout the United States since the
club was founded. They are one of the
club’s signature events.
The primary focus of the CCCA Grand
Classic is the judging of automobiles
recognized as Classics by the CCCA.
However, many owners choose to display
their cars for exhibition only.
If your interest is the great American
and European automobiles of the Classic
Era (roughly 1925 to 1942), the best places
to see these are at the annual Grand
Classics. Three or four are held annually,
and the sites are listed on the CCCA web
site: www.ClassicCarClub.org.
Other signature events of the CCCA
are our annual CARavans. These, too, are
held at different locations throughout the
United States. They are my personal favorites because they are focused on driving
these wonderful automobiles.
This year, three CARavans will take
place, and each will last approximately
one week. Approximately 50 to 70 cars
participate. Some are progressive tours,
while others are hub tours.
In May, a CARavan took place in
the Williamsburg, VA, area. Another
CARavan is scheduled for mid-September
in Oregon. I am about to embark on a
CARavan that is based in Galena, IL.
Although the temperatures are high, I
am looking forward to spending a week
touring the beautiful countryside in my
1930 Lincoln Judkins coupe with a group
of fellow Classic car enthusiasts.
Collector Car Insider
3
Market Analysis:
1930 Bugatti Type 46 Superprofile Coupe
Finished in dramatic black and yellow with a brown ostrich-leather interior, this car is not for the shy
and retiring
Dave Teel ©2012, courtesy of RM Auctions
by Donald Osborne
Chassis number: 46208
Engine number: 77
O
f all Bugatti models, one of the most elegant, imposing and luxurious was the Type 46, introduced in late 1929. Approximately
450 examples were produced until 1933.
The steel ladder-type chassis of the Type 46 featured a long
138-inch wheelbase and was powered by an equally impressive, long-stroke
5.4-liter inline eight engine featuring a single overhead camshaft. Its impressive specifications included three valves per cylinder and twin spark plugs per
cylinder, which delivered a stout 140 horsepower.
The combination of Type 46 attributes, especially when its fine chassis
and engine are clothed in sophisticated coachwork, makes it one of the most
appreciated Bugattis. In fact, the Type 46 is perhaps best known as the “Petit
Royale,” so-named for its striking resemblance to the Type 41 Royale.
As described in the definitive book, Bugatti Type 46: La Petite Royale
by Bohuslav Klein, Roland Saunier and Kees Jansen, no fewer than about 40
custom coachbuilders applied their unique artistry to the Type 46 chassis during the model’s relatively brief production run. As noted in their authoritative
reference, chassis 46208 was originally mated to — and still retains — engine
number 77. It is believed that the original coachwork on 46208 was the fourdoor style known as conduite intérieure.
The present owner opted to have the drab sedan coachwork replaced with
a faithful recreation of the “Superprofile” coupe penned by Jean Bugatti,
which some argue is the finest of all of his designs.
The coachwork was produced by Ken Haywood of New South Wales,
Australia, who has been responsible for many award-winning cars. This
photo-documented restoration and coachbuilding effort is regarded as one of
his finest results.
Only a very small number of the profile series of cars are known to exist.
The beautifully appointed interior is brown ostrich leather complemented by
a flawlessly finished wood dash and steering wheel rim.
The balance and presentation of the interior is highlighted by the front
seats, which look more like lounge chairs belonging on a sunny patio than
automobile seats. The entire finish of this car is consistent with the body
and concours-quality paint, which is matched by the finish of the chassis and
4
Collector Car Insider
suspension components.
The lithe Superprofile body is augmented by a restrained amount of
chrome that adorns the handles and latches, horseshoe radiator surround,
Scintilla headlights and matching fender lights. The entire assembly rides
on Royale-style wheels shod with period-correct Goodrich Silvertown tires.
Chassis 46208 was shown and won honors at the 2011 Sydney Concours and
will garner high praise and attention wherever it is shown around the world.
It is a remarkable feat of coachbuilding prowess as well as legendary Bugatti
engineering.
SOLD!
This car, Lot 178, sold for $1,017,500, including buyer’s premium, at RM Auctions’ Amelia Island, FL, sale on March 10,
2012.
We’ll start this essay with a discussion of bodies. I declare here before all
that I am a self-identified, openly proud sedan lover. If you’ve got a problem
with that, I’m sorry.
When given a choice between a sporty open racer and a smooth, quiet,
four-door saloon, I don’t hesitate a second. It becomes particularly interesting when it comes to two great marques whose devotees seem to — if not
revel in — at least enjoy, and certainly more than tolerate, a body switch for
purely aesthetic reasons. Of course, we’re talking about Bentley and Bugatti.
When it comes to re-bodies, it seems to matter less for these two brands
than for just about any other if the original coachwork is nowhere in sight —
provided that everyone owns up to their handiwork.
I have long declared to anyone who would listen that my favorite Bugatti
of all, and a car I have vowed to own before I die, is a Type 57 Galibier
berline, which is a Jean Bugatti-designed four-door offered as a “factory”
body on the Type 57 chassis. Even for a committed sedaniste, some of the
pre-Galibier “Conduite Intérieur,” or “fully closed body,” as the sedans
were referred to, were not bodies that longed to be missed.
The combination of the soft curve of the horse collar radiator and the
graceful undulation of the fenders sometimes jarred alongside a four-square
passenger compartment that would have been at home on a Peugeot 30.
From sedan to coupe
Fun, but no chance at top awards
Our car was apparently born with a sedan body, which the seller discarded
in return for one of the most stunning of Jean Bugatti’s creations: the Coupe
Profilée. As far as I could discover, through research and consultation with a
number of noted Bugattistes, no Type 46 was ever fitted with a Coupe Profilée
body when new.
One Type 46 was given a genuine Profilée body in the 1960s by then-owner
Andy Rowe. That car now sits in the Schlumpf Collection in France. The first
time this style appeared in period was on the later DOHC Type 50 chassis. In
fact, one such car, a 1935 Type 50 Coupe Profilée owned by Bill Harrah, took
Best of Show honors at the 1964 Pebble Beach Concours d’Elegance. That
car today is a part of the Louwman Museum Collection in The Netherlands.
Jean Bugatti was only 23 years old when he penned the stunning shape,
which inspired his later — and certainly more mainstream — Ventoux twodoor design for the Type 57. The Profilée has a delicacy and elegance of
line certainly rivaling that of the Atalante and Atlantic coupes, and it’s not
surprising that someone would choose it to replicate.
The workmanship was superb and probably better than the original bodies
from the factory shops. It was glamorously finished in dramatic black and
yellow with a brown ostrich-leather interior, so this car is certainly not a
conveyance for the shy and retiring.
The challenge here, of course, is one of use. Most Bugatti owners enjoy
driving their cars, and rallies and tours across the world welcome them.
Relatively few of the cars lead a display-only life, but even then, there would
be few concours venues at which a Bugatti would not be heartily embraced.
But as a re-body, many of the top awards at major shows are off-limits. As
for touring, a Ventoux or even the original sedan would be more practical.
Nevertheless, the buyer here paid a premium over the price of a more common body on this chassis.
As a comparison, Bonhams sold a very well-restored Type 46 with an attractive — but thoroughly conventional — Faux Cabriolet coupe body in the
style of Belgian carrossier D’Ieteren for $862,161 at their February 2011
sale in Paris.
It’s frequently a challenge for auction companies to estimate values for
cars such as this, and the fact that the reserve was set well under the low
estimate of $1.25m indicates that the seller and the auctioneer were realistic
in their expectations.
Thanks to the prevailing rules of the Bugatti world, the seller was certainly
not punished for his choice to “upgrade” his bodywork. The new owner has a
striking car, which I would have to place in the well-sold category.
(Introductory description courtesy of RM Auctions.)
Client Profile
Vera sold it to the South Dakota resident in 1963. The car remained in
the state for nearly 50 years — until
Breslow’s letter ultimately led to his
purchase of the Tucker.
The car’s unique provenance
includes a starring role in the 1988
by Paul Morrissette
movie, and the seller also provided
Eric with Vera Tucker’s scrapbook
reston Tucker challenged the car makers of his
that contains newspaper clippings
day to innovate in a way that would generate
about the company. After two depublic excitement and establish new safety
cades of dreaming, Breslow had his
standards for American automobiles in the postcar and was finally ready to build
World War II economy. While Tucker didn’t live to
a place to display it — along with
see the full impact of his ideas, his story influenced
all of the other Tucker memorabilia
a California collector to make sure we never forget
that he had collected.
the man and his cars.
“I opened the Tucker Room at my
Eric Breslow was a Southern California teenager
museum in January of 2011,” Breslow
when the 1988 film “Tucker: The Man and His Dream”
says. “I have everything — from the
premiered. The movie changed his life.
first resin model I purchased as a
The Tucker 48, serial number 1031, displayed in the Tucker Room
“I was fascinated by the story, and the movie
teenager to a one-of-a-kind protoinspired me to dream of owning a Tucker someday,” Breslow recalls.
type Motorola radio designed for the Tucker dealerships to use.”
While he was already an automobile buff, the Tucker movie motivated
His collection also includes franchise contracts, printing plates, corporate
Eric to develop expertise around his newfound idol. While his friends acreceipts and manufacturing plant badges. But the star of the collection is
his prized Model 48, serial number 1031, proudly displayed in the center of
cumulated Ferrari or Porsche models, Eric searched for Tucker memorabilia
an immaculate room surrounded by display cases tastefully adorned with
of all kinds.
Tucker memorabilia.
Before long, Breslow followed in Preston Tucker’s footsteps and used innovative thinking to start his own business. He established a company that
While Breslow is proud of his collection, he’s quick to point out that his love
specialized in performance brake components suitable for mass-market
of all things Tucker has led to several close relationships. “My first acquisition
use. In a fairly short time, this successful venture provided him with the reof the resin model as a teenager led to the meeting of a future business
sources to pursue his dream of owning a Tucker automobile.
partner. Buying Preston and Vera’s car led me to some of my closest friends
The ambitious collector first tried to acquire a Tucker 48 through the auctoday. Tuckers are the common thread that allowed me to become close
tion scene, but he wasn’t satisfied with either the valuation or the condition
to many influential people.”
of the models that were available. He then embraced a more creative apBreslow’s love of cars now goes beyond Tuckers, and you can see his
proach, choosing to write letters to the known owners of the 47 remaining
entire impressive collection at www.breslowcollection.com.
models. His love of the iconic car was apparent to the recipients, and he
He offers sound advice for those seeking to focus their love of cars
eventually heard back from a South Dakota collector who owned one of
around a specific marque: “Do your research and be persistent. If you stay
the most unique of all Tucker models.
the course, your effort will pay off.” Given his insight, his history of innovaTucker number 1031 was purchased by Preston Tucker and his wife, Vera,
tion and passion for fine automobiles, Breslow is particularly well-suited to
after the company was liquidated. The car was owned by the family until
preserve Preston Tucker’s legacy.
Eric Breslow
P
Collector Car Insider
5
Market Analysis:
1965 Amphicar 770
Convertible
Awful on the road and even worse on water —
but you’ve got to love them for trying
by Paul Hardiman
Gutless and wallowing
Chassis number: 101221
I
t’s a car. It’s a boat. Actually, it’s both. Developed in West Germany,
the Amphicar was aimed squarely at America’s leisure market and debuted at the 1961 New York Auto Show. As the culmination of a 15-year,
$25 million development program, the Amphicar was the creation of
amphibious-vehicle pioneer Hans Trippel.
A mid-rear-mounted Triumph Herald 4-cylinder engine was mated to a
German Hermes transmission, which directed power to the rear wheels on
land and, once on water, to twin propellers at the rear. The front wheels
provided directional control both on land and water, the doors had special
watertight seals, and the front compartment contained the fuel tank, spare
tire and tools.
Amphicar marketing highlighted the vehicle’s ease of operation, and its
unofficial “770” designation referred to its factory-claimed top speeds of
seven knots on water and 70 mph on land. It is generally agreed that 3,878
were built through 1967, with the majority exported to the United States until
the onset of the first wave of federally mandated safety and emissions regulations for 1968.
The 1965 Amphicar 770 offered here was the subject of a nut-and-bolt
rotisserie restoration by noted Amphicar restoration specialist Roger Sallee.
Fewer than 900 miles have been driven since then, and the vehicle is said to
remain in excellent condition. With perhaps the most festive and sought-after
color combination of Fjord Green with an Apricot interior, this Amphicar is
certainly eye-catching, whether in use or parked in a garage or boathouse.
This car, Lot 163, sold for $63,250, including buyer’s premium,
SOLD! at RM Auctions’ Amelia Island sale on March 10, 2012.
There’s a fascination about Amphicars that stems from their surreal ability to drive into a river or lake and keep going. It’s a bit like being naked in
a phone box. A mate of mine has a phone box as his downstairs shower cubicle; it’s very odd to begin with, then you get used to it, then it seems natural
to be naked in a phone box, then… well, it’s a good thing we don’t have the
old-style red phone boxes on every street corner in England anymore.
Owning an Amphicar must be like that. After you’ve amazed your friends a
few times by driving down the slipway, engaging the props and churning off
downstream, the novelty must wear off.
They don’t make very good cars — or boats, for that matter. Getting back
up the slipway involves making sure you have enough momentum to bring
the rear wheels up to the concrete so you can drive out, otherwise you suffer
the ignominy of having to have another go in reverse. Or worse, throwing
out the rope.
6
Collector Car Insider
Then there’s the “performance.” Amphicars use a rear-mounted 1147cc Triumph Herald engine that churns out all of 43 horsepower. Now, the
Herald isn’t the most dynamically accomplished device, what with its rear
swing axles, but imagine one on stilts with compromised center of gravity
and weight distribution.
The Amphicar uses trailing-arm coil-sprung suspension all around,
mostly for reasons of keeping the bouncy wet bits outside of the inside dry
bits. Handling considerations took a back seat to buoyancy here, resulting in
roly-poly cornering. And there are the brakes, with weak drums all around,
almost totally ineffective when they’re full of water. Luckily, with a top speed
that’s quite enough at 70 mph, this isn’t a serious issue, and you’re hardly
likely to notice the wooden pedal while you grapple with the vague steering
(it gets even vaguer in the water, as the front wheels are the only rudder) and
the probability gear change — as in, when you move the lever, it is probable,
though not certain, that a gear may be engaged.
On water, they can just about exceed the U.K. canal speed limit of 4 knots,
and they require hundreds of feet to respond to the tiller. Now, don’t get me
wrong: I love ’em. But there’s a time and place for everything. How many
Seeps and Kubel Schwimmwagens have you seen actually schwimming?
Rust never sleeps, but it sinks
On to the serious stuff: Corrosion is a major issue on these cars — and not
just for cosmetic reasons. They rust in the double-skinned hull, and if there’s
a leak in one of the rockers — most have been welded here — she’s going
down. For the same reason, you must ensure the bilge bung is in place and
the doors are double-locked before entering the briny.
Decent door seals are understandably essential.
In the U.K., an Amphicar must have a U.K. Waterways Boat Safety Scheme
certificate to use inland waterways. This is on top of its MoT to allow it to
actually drive to the river, and either test should pick up any deficiencies.
In the United States, the Amphicar must have a boat registration to legally
wallow across the local lake and a car registration to take to the road.
By the catalog description, the rotisserie restoration this car underwent
will have ensured this one is both straight and watertight.
The tires looked a bit big for the car. Originally, they teetered on tall crossplies that may have helped the steering on water if not on tarmac.
Weirdness keeps market above water
This one, with no noted issues, no cosmetic problems and only 900 miles
since completion, looked about the right money, where nice examples ask
£30k– £35k Sterling ($48,000 to $56,000) in the U.K. That RM was uncertain exactly how it should fare is shown in the wide pre-auction estimate of
$50,000 to $75,000.
The price of your Amphicar depends a lot on whether it is truly amphibious or just a showpiece, and the catalog made no mention of whether this one
was seaworthy; but after its total restoration, one would hope it can perform
wet or dry. Interestingly, the list price when new of $3,395 was similar to that
of an Austin-Healey 3000, and that comparison still holds true as the money
paid here is about what you’d pay for a very nice big Healey.
The Amphicar’s rarity, cuteness and just plain bonkersness mean that
somewhere, somehow, there will always be a buyer for one of these, and this
time the attractive period-original color certainly helped, as many have been
painted the ubiquitous red. I’d say correctly bought and sold. And good luck
to all who sail in her.
(Introductory description courtesy of RM Auctions.)
The Cumberford Perspective
1929 Cord L-29 Special Coupe
The most famous — but
not the best — L-29
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3
5
By Robert Cumberford
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F
or superficial charm, classics don’t come any better
than the L-29 Cord. For
about 40 years, car designers’ mantra was “longer, lower,
wider!” The Cord looked longer,
and was indubitably lower than
anything else, but to fit the wagon
tracks that served most of America
before roads were paved, the tread
of the Cord was about the same as
that of a Ford Model A, so it wasn’t
very wide.
The colorful Russian, Count
Alexis de Sakhnoffsky, created this
one-off as a sales tool for the Hayes
Body corporation, and the car
won some top concours awards in
France in 1930. Along with the Phil
Wright-designed “Jean Harlow”
roadster, this car is the most famous
of all L-29 Cords.
The absence of running boards
was prescient, but shortened fenders
and the deeply-dipped belt line took
away some of the visual length for
which L-29s were famous. Great
styling helped overcome unpleasant
driving characteristics, but the car’s
elegantly narrow radiator meant inadequate cooling, always a problem
with these early Cords.
The Great Depression killed the
L-29, but its many dynamic faults
greatly contributed to its early demise. Still, even with the dumpiest
sedan body, L-29s had an allure that
assured that a quite high percentage
of the 5,300 L-29s built still exist,
even though they are prized
far more for static concours d’elegance use
than for driving events.
6
1
FRONT 3/4 VIEW
1 The shield cover for the transmission
is a visual reminder of Miller racing
cars, source of the front-wheel-drive
technology. It’s a handsome piece in its
own right.
5 This drooping belt line breaks the
body into two distinct parts, which
cuts visual length, but a straight line
would have made the cabin extremely
claustrophobic.
2 Most L-29s have a slight rearward
lean to their grilles, but this one is
severely vertical. Painted radiator shells
got their start with the L-29, and they
add to visual length.
finish the look of the car nicely. It
looked a lot better without whitewall
tires, which diminish the effect of the
body-color discs.
3 The hood takes up almost half the
overall length of the body, making most
L-29s the very model of a dramatic car.
4 The tank-slit windshield is excep-
tionally dramatic and further emphasizes the low overall height allowed by
the absence of a driveline through the
cabin.
8
9 Apart from the split bumpers, the
leading edges of the front tires are the
foremost parts of the car, giving it a
very sporty aspect.
10 While many old cars have sagging
door handles, this placement parallel
to the belt is absolutely intentional —
but still a bit odd.
6 Conical covers for the wire wheels
11 The depth of the X-braced frame
rails is actually a bit more than this
finishing panel, but it is still quite
shallow to allow the low overall
height.
REAR 3/4 VIEW
7 Lamps standing up like lollipops are
actually a good idea, putting illumination above the usual placement for the
time. The front fender lamps stand tall,
too.
12 Notice that the entire body turns
outward in parallel to the inverse
curve at the back of the rear fender.
The bumper repeats the theme of the
split front, but with a single linking
band in the center.
8 The canvas-covered top conveys the
impression of a convertible, which is
enhanced by the roadster-like belt line.
The welting-framed panel at the rear is
curious.
10
9
7
INTERIOR VIEW (image above)
The instrument panel is nowhere
near as opulent as the exterior of the
body. Boring symmetry, scattered
buttons and plain wood are really
disappointing. The shifter coming
through the dash is nice, though.
Door panels framed in wood are
surprisingly plain, giving the impression that the interior was done as a
complete afterthought.
12
11
Mohair cloth rather than leather is
welcome, but the total absence of any
design elements, decorative stitching,
or other indications of care seems
inappropriate for a luxury coupe.
Collector Car Insider
7
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