Chubb Collector Car Insider Newsletter Volume 4

Volume 4 / Issue 3
A GTO Comes
Home
C
ustomers and friends in the
hobby often tell me how they
came about the cars in their
collections. More often than not,
there’s a connection to a childhood
memory or experience that made an
indelible mark. This is certainly true
of a colleague of mine and his 1969
Pontiac GTO.
Back in high school, he bought a
beat-up ’69 GTO coupe and began
the process of rebuilding the engine
and restoring the car in his parents’
garage. Long story short, life simply
happened. He eventually went off
to college, got his first real job (with
Chubb), got married and started a
family. More than 10 years slipped
by, and the car remained in a state
of partial restoration in that same
garage. At the behest of his very
patient mother, my colleague sold
off the car for a song, taking what he
could for it.
Fast-forward to early this year, and
he located a 1969 GTO for sale in a
nearby state. It wasn’t his old car,
but it was better — a fully restored,
immaculate red convertible. After
befriending the gentleman who
owned and restored it, he bought the
car and trailered it home. The seller
had other offers, but he wanted my
coworker to have it, based on his
past and his love for the marque. His
mom graciously agreed to allow the
car to be stored in her garage, in the
very same spot where his original
GTO once stood. Some things are just
meant to be.
Stories like these make me so
happy to be a part of the hobby. Feel
free to tell me your story if we happen
to run into each other at Pebble
Beach, which is now upon us. Our
team will also be at the Hemmings
Concours d’Elegance in beautiful
Saratoga Springs, NY, September
27–29. Don’t miss this terrific event in a
stunning setting.
Keep ’em running, folks. See you
on the show field.
Jim Fiske
Vice President
Chubb Personal Insurance
[email protected]
In This Issue
Do Your Pre-Auction Homework���� 1
Gooding on the Market������������������ 2
Ten Cars to Watch in Monterey� 2–3
The Classics��������������������������������������� 3
Aston Martin DB4GT������������������������� 4
Chubb Featured Client������������������� 5
A Pop Culture Icon on the Rise������ 6
1972 Chevrolet C10������������������������� 7
Upcoming Events����������������������������� 8
insider
Collector Car
Keep Your Thinking Cap On
If you do your homework — and stick to cars that make you happy —
you will find a new toy in Monterey for the right price
by Keith Martin
M
onterey is fast approaching, and the drumbeat of an accelerating market continues. Bonhams’ recent sale of the
1954 Mercedes W-196 Grand Prix car for a collector-car world record price of nearly $30m simply accentuates
what we have been seeing — top-flight cars are now also considered top-flight art.
But that doesn’t mean that every Boss 302 Mustang or Ferrari 308 should now be considered an important artifact, and
its price will double. Most cars are just cars. A few reach the “A” grade of collectibility, a few more the “B” grade, many
the “C” grade and the rest — the vast majority of automobiles made — are simply not collectible at all.
I believe we are going to continue to see breathtaking price increases for those very few top-tier cars, such as the
Mercedes W-196. When collectors of
means decide to jump into a market,
paying $15m or $30m for a one-of-akind piece — whether art or automobiles — doesn’t faze them.
But that doesn’t mean that all prices
of all kinds of cars are going to keep
accelerating. In fact, I believe that in
the under-$500,000 market, where
Daytonas and Dinos live, we are going
to see a leveling off of prices.
If you’re going to Monterey to bid on
a car (and why shouldn’t you? Think of it
as a vacation to Vegas where you might
actually come home with something to
show for your efforts), keep a few things
Is your homework done? If so, reward yourself with the car that will make you happy in mind:
First, read the auction company catalogs. They are available in print and online. Pick out the cars you are really interested in owning. Contact the auction
companies and ask for more information. If that fuels more interest, make an appointment to meet with a specialist
on-site to go over the car in detail.
Learn everything you can about a car, both good and bad, before you raise your paddle. That way, you can decide
upon the amount you are willing to spend. You’ll also know what improvements you may have to perform — instead of
blindsiding yourself by not doing your homework.
Most of all, buy something you like. Over the years, my garage has been littered with cars I bought because “I got a
really great price.” When I got them home, I would drive them around the block a couple of times (just far enough to
figure out the first $2,000 I’d have to spend on repairs) and then realize that I really didn’t like the car very much. Yes, I
generally got a good deal, and I liked the visual presentation — such as with a Mercedes 220S or BMW 633 CSi — but
they simply didn’t speak to me when I was behind the wheel.
If you’re chasing $30m “A” list cars, you’ve probably got your own army of advisers to help you. But for the rest of us,
like me, who live in the world of “B” and “C” cars, here’s some advice:
If you perform your pre-bid due diligence and get a good sense of the condition of the cars you are interested in — and
stick to cars that you know satisfy your motoring needs — chances are you can come home from Monterey with a new
toy that is in the right condition and at the right price.
I guarantee that will make you a happy collector.
The Goods
by David Gooding
A
2
Collector Car Insider
Ten Monterey Headliners
Monterey is the place to see the world’s most important cars
collector cars crossing the block this August
Mathieu Heurtault, © courtesy of Gooding & Company
s Gooding & Company prepares
for its 10th anniversary celebration
as the official auction house of
the Pebble Beach Concours d’Elegance,
we invite you
to join us for the
festivities. Since
the inception
of The Pebble
Beach Auctions,
we have redefined collectorcar auctions with
record-breaking
sales and memorable moments.
At this year’s
Pebble Beach Auction on August 17–18,
we are presenting a wide variety of
motoring highlights, featuring a strong
selection of rare-to-market classics,
important competition cars and unique
French surprises. Top-of-category
vehicles include:
A 1937 Bugatti 57SC Atalante (estimate: $8,000,000–$11,000,000).
A 1965 Ferrari 275 GTB long-nose
alloy in Fly Yellow (estimate: $2,250,000–
$2,500,000).
A 1965 Ferrari 500 Superfast, one
of the most powerful, exclusive, and
expensive Ferraris of the 1960s (estimate:
$1,750,000–$2,250,000).
A handsome 1929 Bentley Speed
Six Grafton Coupe (estimate:
$3,000,000–4,000,000); a timeless 1933
Rolls-Royce Phantom II Continental
Three-Position Sedanca coupe (estimate:
$1,000,000–$1,300,000); and a rare-tomarket Voisin C25 Aérodyne (estimate:
$2,000,000–$3,000,000), among others.
In addition, Gooding & Company will
offer a robust selection of Porsches, including a 1964 904 Carrera GTS (estimate:
$1,700,000–$2,200,000), a 1996 993 GTR2
(estimate: $475,000–$575,000), a 1956
356A 1500GS Carrera coupe (estimate:
$650,000–$850,000). A 1974 911 Carrera
RSR (estimate: $650,000–$800,000) will
also cross the block. In recent years,
many of these models have increased in
popularity and set world auction records.
Each year, Gooding & Company
presents hand-selected, top-tier cars
for all tastes and collecting levels. For
the 2013 Pebble Beach Auctions, we
are pleased to offer a strong selection
of automobiles at no reserve, including
a 1964 Shelby Cobra 289 (estimate:
$2,000,000–$2,500,000), a 1931 Packard
845 DeLuxe Eight convertible roadster
(estimate: ($275,000–$350,000) and a
1954 Jaguar XK 120 SE roadster (estimate:
$120,000–$140,000).
If you would like to find out more
about consigning with Gooding &
Company, we are currently preparing
for our 2014 Scottsdale and The Amelia
Island auctions. Please feel free to contact our talented team of specialists with
your questions. We look forward to working with you, and we hope to see you in
person at our 10th Anniversary Pebble
Beach Auctions this August. If you are
not able to join us, please view our online
webcast at www.goodingco.com.
1
1955 Ferrari 250 GT Berlinetta Competizione
Gooding & Company, Pebble Beach
Delivered as an all-alloy Pinin Farina Berlinetta Competizione on the new 250 GT chassis.
Purchased new by Scuderia Ferrari driver Alfonso de Portago.
Gooding & Company estimate: $6.5m–$7.5m
3
4
7
8
1960 Maserati Type 61”Birdcage”
RM Auctions, Monterey
One of only 16 original Birdcage Maseratis
produced. Overall winner in the 1960
Nürburgring 1000 km.
RM estimate: $3m–$4m
1929 Bentley Speed Six Grafton Coupe
Gooding & Company, Pebble Beach
Numbers-matching, with original body, interior
and woodwork. One of just 182 Speed Six
models built by Bentley.
Gooding & Company estimate: $3m–$4m
1948 Alfa Romeo 6C 2500 Competizione
Gooding & Company, Pebble Beach
One of only two factory developmental sports
cars. Successfully campaigned by legendary
driver Franco Rol for four seasons.
Gooding & Company estimate: $2.8m–$3.5m
1955 Porsche 550/1500 RS Spyder
Mecum, Monterey
Delivered new by Porsche to owner/pilot
Christian Goethels of Belgium. 1956 Porsche
featured car at the Brussels Salon Auto Show.
Contact Mecum for estimate
The Classics
offered for sale. Here are 10 highly anticipated
Two roles at Pebble Beach
this year
by David Schultz, CCCA President
and CCCA Museum Trustee
A
2
1931 Bentley 4½ Litre Supercharged Le Mans
Bonhams, Carmel
One of three original Le Mans-spec supercharged cars built, owned by noted collector
Charles Noble.
Bonhams estimate: $4m–$5m
5
6
9
10
1938 Delage D8-120 Aerosport Coupe
Mecum, Monterey
Coachwork by LeTourner et Marchand. Fully
documented history.
Mecum estimate: $2.95m–$3.5m
1924 Bugatti Type 35 Grand Prix
Bonhams, Carmel
The first Type 35, driven by Ettore Bugatti
himself.
Bonhams estimate: $1.5m–$2.5m
1954 Ferrari 500 Mondial Spider Series I
RM Auctions, Monterey
Historic sports racing Ferrari, the sixth of just 22
examples built.
RM estimate: $2.75m–$3.25m
Bizzarini “P538 Le Mans Anniversario”
Russo and Steele, Monterey
One of three cars built by Giotto Bizzarini
himself to commemorate the 40th
anniversary of the P538 in 2006. Russo and
Steele estimate: $650k–$850k
s most readers of this newsletter
know, the Pebble Beach Concours
d’Elegance is just around the
corner. This is the granddaddy of all
American concours d’elegance events;
the first one was held in 1950.
This year, I’ll join many of you there for
what promises to be another memorable
weekend. I’ll be doing double duty. I’ll
serve as a judge and will also display my
1930 Lincoln Judkins coupe in one of the
Coachbuilt Lincoln classes.
For the Lincoln, it will be a homecoming. This fine automobile spent its entire
life in California before being acquired
by yours truly several years ago. Two
legendary Lincoln enthusiasts — Jack
Passey and Tony Heinsbergen — previously owned it. Jack saved the car in
the 1950s and sold it a few years later to
Tony, who restored it.
After I bought the car, Jack told me
he’d acquired it from a farmer in Santa
Rosa, CA. When Jack arrived to see the
car, it was parked under a plum tree.
The owner had removed the car’s motor
blocks and was using them to weigh
down a disc harrow.
To Jack’s surprise, the blocks didn’t go
with the Lincoln! But he bought it anyway. He sent me a photo of the car after
he got it home, and it’s interesting to
compare with the car as it looks today.
Lincoln enjoyed a long working relationship with the J.B. Judkins Company
from the early 1920s until the end of the
“Big Lincoln” era in 1939. The company
built several body designs for Lincoln,
including the coupe, which remained in
production, with design changes, from
1923 through 1933.
For 1930, the type 170 coupe had a
base price of $5,000 and weighed 4,720
pounds. This was a catalog custom,
which meant Lincoln placed a blanket
order to Judkins for a specific number
of coupes. Only 40 of the type 170 were
built in 1930.
The Judkins Company favored a
unique windshield on the type 170
coupes — a multi-pane version known as
a Brewster windshield. A vertical windshield was available on special order.
Hopefully, I’ll see you on the show
field. I must admit, however, that I am
most looking forward to the tour on
Thursday!
Collector Car Insider
3
Market Analysis
1960 Aston Martin DB4GT “Jet” coupe
Thanks to its gorgeous Giugiaro styling, this one, the last special-bodied DB4GT built in period,
is completely different and beautifully elegant
Chassis number: 0201L
Engine number: 3700201GT
C
Simon Clay, courtesy of Bonhams
by Paul Hardiman
oachbuilt examples of the DB4/5/6 family of Aston Martins
are extremely rare, making the unique Bertone-bodied car
offered here all the more precious and desirable. Chassis
0201L is the last DB4GT chassis completed in period and
was first displayed on Bertone’s stand at the 1961 Geneva Motor Show,
followed by an appearance at Turin that same year.
Its designer was none other than Giorgetto Giugiaro, one of the 20th
century’s foremost automotive stylists and then only 22 years of age, who
would go on to create some of the Italian coachbuilder’s most memorable
designs before leaving to join Carrozzeria Ghia. By the time he left Ghia to
found Italdesign in 1968, Giugiaro had been responsible for such sublime creations as the Maserati Ghibli and DeTomaso Mangusta.
It was only appropriate that Aston Martin’s top-of-the range, most expensive
production model, the DB4GT, was selected for this very special project. As its
nomenclature suggests, the DB4GT was a competition variant of the DB4 sports
saloon. Launched at the London Motor Show in 1958, the Aston Martin DB4 had
emphatically demonstrated that a British manufacturer could better the Italians
at their own game when it came to constructing the ultimate Gran Turismo. Its
specification included a completely new steel platform chassis with disc brakes
all around, and a race-developed twin-cam 6-cylinder 3.7-liter engine, all clothed
in a perfectly proportioned aluminum body designed by Carrozzeria Touring of
Milan. Overall, the DB4 was state-of-the-art for its time, a masterpiece of robust
British engineering combined with exquisite Italian styling.
This car, Lot 239, sold for $4,939,193, including buyer’s premium, at Bonhams’ annual Aston Martin Works Sale at Newport
Pagnell, U.K., on May 17, 2013.
Jamie Knight, Director of the Bonhams Motoring Department and primary
auctioneer, is apt to say at slow moments — while the bidder decides whether
to go the extra mile — “It’s the only one I’ve got today, sir.”
And that saying couldn’t be truer when discussing this one-off Aston Martin,
still with its original engine and in near-perfect, refreshed order 30 years after
its restoration.
Although the other coachbuilt cars, the 19… okay, 23… oh, all right then,
25 (and counting) officially sanctioned “real” DB4GT Zagatos are all slightly,
subtly different — depending on how much wine Guiseppe and Adolfo had for
lunch — they are all built to roughly the same pattern.
Thanks to its gorgeous Giugiaro styling, this one, the last special-bodied
DB4GT built in period, is completely different and beautifully elegant as well
— which is something Zagato couldn’t always manage.
Originally finished in light green with gray interior, the Jet, as it became
known, was lavishly trimmed compared with the starker Zagatos.
Only 75 DB4GTs were produced, of which only 30 were left-hand drive, and
this svelte notchback coupé is unique among DB4GTs not just for its shape,
but as the only one bodied in steel. Unfortunately, the wind was taken out of
its sails somewhat as it was at the 1961 Geneva Show — where Jaguar chose
to reveal its sensational new E-type. Giugiaro couldn’t be blamed for the poor
timing, but he would body only one other Aston Martin — the DB7 Vantagebased Twenty Twenty concept car of 2001.
SOLD!
Burned and brought back
Since 1961, this car has had quite a life — having to be completely rebuilt
from a burnt wreck — but it has been properly enjoyed in its latter years while
4
Collector Car Insider
remaining in excellent condition.
Its late owner, Hans-Peter Weidmann, bought chassis 0201L from thenAston Martin chairman Victor Gauntlett while the car was under restoration
at Newport Pagnell.
Kingsley Riding-Felce, Managing Director of Aston Martin Works, recalled
some of the problems in a Classic & Sports Car Magazine interview: “It was
a big job because we had to make new door skins and fabricate replacement
bumpers out of brass. It was quite a challenge configuring them to the body and
getting the clearances right, but we wanted to keep it as original as possible.
The instruments had to be redone, and searching out missing switchgear in
Italy proved quite a task. The Jet was very well made and clearly built to be
driven. The styling isn’t very Aston Martin, but we never tired of looking at it.”
A bit ahead of the Zagato DB4GT
There’s nothing with which to directly to compare this car, but the nearest
is the DB4GT Zagato. Past sales show that a real one of those is worth about
twice as much as a later-built “Sanction II” car, which corresponds with their
relative values when the continuations were new. Our subject car is worth a bit
more than two stock coupes — or a gnat’s more than one of the real DB4GT
Zagatos.
Although this car set a world record for an Aston Martin, analyze the numbers and you’ll see that Bonhams was obviously hoping for a bit more, as the
pre-sale estimate range was £2.8–3.8m ($4.5m–$6.1m), and the winning bid
was one tick — $160k — over the lower number, which is often where the
reserve lies.
There were initially six phone bidders up against the man in the room who
eventually bought it. The buyer was described as “a European,” so it seems a
fair bet the car will be leaving British shores.
This is just as well, as its Swiss registration meant that staying in the U.K.
would have subjected it to a further 5% duty in import tax.
Let’s not get too obsessed with the numbers, as this car’s real attraction lies
in putting rubber on the road.
Meant for the road
This is a gorgeous car that’s meant for driving. Almost uniquely for a regular
concours-winner car, it has been driven regularly. It wore just the right amount
of tiny nicks in the paint and polish marks in the chrome to show it’s been enjoyed, and the seat leather was just settling in nicely, perfectly complemented
by a delightfully bestickered trunk on the rear deck as a rolling record of its
destinations.
Apparently the new owner plans to keep it in the style to which it has become
accustomed. As Kingsley Riding-Felce of Aston Martin Works said: “HansPeter wouldn’t want the Jet to go into storage, and we hope that the new owner
will take part in this year’s centenary events.” I hope so too. Well done.
(Introductory description courtesy of Bonhams.)
Client Profile
Bob Bailey
by Tom Franklin
L
ike most automobile aficionados, Bob Bailey’s interest in cars goes
back practically to birth. Bob explains: “My dad was an avid sportsman and photographer. One of the sports he loved to watch, of course,
was racing. He took me to races all over. In ’54 or ’55, he took me to
the Sebring 12 Hours and a D-type Jaguar won that race.”
This was a special moment for his dad, then-owner of a ’54 Jaguar XK 120
and vice president of the Jaguar Owners Association.
“I remember I was 12 years old when we went to Sebring together, and
Dad took a photo of me with Sterling Moss, which I still have today,” Bob
said.
Bob began a longstanding love affair with Porsches in 1957, when his dad
bought a new 1600 Normal coupe. At age 17, Bob bought the first of many
Porsches, a 1961 Super 90 roadster. At the same time, his dad bought a 1961
Super 90 coupe.
It was in his Super 90 that Bob started a racing career that lasted more than
15 years. He began racing this car at the age of 18 in Canada, earning many
first-place finishes over five years at tracks that included Mosport, St. Eugene,
Harewood and St. Jovite. His storied racing career continued well into the
1970s. Here is a just a glimpse of Bob’s many racing accomplishments:
• In 1966, with a newly purchased 2-liter Carrera GT, ex-Brumos car, he
finished the season with enough victories in the C Production class to
rank third in the Northeast SCCA Region behind Bruce Jennings and
John Kelly.
• In 1967, he finished second in Group Four at the Sebring 12 Hours in
the Carrera GT with co-driver John Kelly. Driving with Kelly in Kelly’s
911, he placed 3rd in the Under 2 Liters at the Lime Rock Trans Am,
3rd at the Mid-Ohio Trans Am and 2nd at the Bryar Trans Am. Also
co-driving with Kelly, he placed 1st in B Sedans and 3rd overall at the
Watkins Glen 500.
• In 1968, he finished first at the Sebring 12 Hour, sports class, co-driving
with Jim Locke in Jim’s Porsche 906. Bob earned top five finishes at the
Lime Rock Trans Am, Bridgehampton Trans Am, and the Watkins Glen
6 Hour World Championship.
A young Bob Bailey with Sterling Moss
plush lamb’s wool and bound in leather. Bob carries on a close friendship with
Donohue’s son David, himself an accomplished race driver.
Bob has passed on his love of cars and racing to his own son, Cannon.
One of Bob’s great joys is racing with Cannon at vintage events in Laguna
Seca, Road Atlanta, Elkhart Lake’s Road America, Circuit Mont-Tremblant
and others – driving together in Bailey’s 1969 Porsche Trans Am 911.
Bob is also on the Board of Trustees of the Paul Newman Double H Hole
in the Woods Ranch and a Founding Trustee of the Saratoga Automobile
Museum, one of America’s great auto museums. Chubb is proud to know Bob
and to include him in our family of customers.
• In 1969–70, Bob raced on the Porsche of America Racing Team with
Bruce Jennings and Jim Locke, competing in the Sebring 12 Hours,
Daytona 24 Hours and Trans Am races across the country.
• At the 1971 Daytona 24 Hours, he co-drove with Canadian Jacques
Duval in Jacques’ Porsche 914-6 GT, finishing 1st in the Under 2 Liters
class and 7th overall.
• At the 1972 IMSA Camel GT race at Lime Rock, he finished first overall
in a new factory 2.4-liter 911 racer.
Bridgehampton Raceway, 1968
• Overall, Bob raced in more than 20 Trans Am races in the early years
of Trans Am and drove in the Daytona 24 Hours and Sebring 12 Hours
six times.
Bob also began a business career in the mid 1960s, supplying Porsche
and other race car accessories via mail order. Shortly after DuPont invented
Nomex flame- proof fabric, Bob’s company, B&B Motors, was the first supplier of racing suits made of the revolutionary material.
While racing in the Trans Am series in 1966–67, Bob became close friends
with racing legend Mark Donohue, a friendship that lasted until Donohue’s
death in 1976 from a crash at the Grand Prix of Austria. Bailey and Donohue
went into business together, founding Racemark International, which Bob
continues to run today. The company is currently a leading global supplier
of floor mats to many car manufacturers, including BMW, Bentley, Toyota
and Honda. The mats Racemark makes for Bentley are legendary, made of
Bob with David Donohue (center) and son Cannon
Collector Car Insider
5
Affordable Classic
A Pop Culture Icon on the Rise—1968–73 Datsun 510
With a dwindling supply of cars and rising values, now is the time to snap up a good Datsun 510
by David Swig
bryansautoimages.com
be difficult indeed!
In more recent years, younger generations have installed 1990s SR20DE
and SR20DET turbo motors, often with other modern upgrades, such as 16inch and 17-inch wheels.
However, the cars that are poised to be most collectible will be those preserved or restored to a “period” specification — specifically cars that ditch the
modern power in place of the old Datsun L-series motors, and forego modern
wheel/tire combinations and opt for the 13x7 American Racing Libra wheels
that look so good on a properly set-up 510. Stock examples — if they still exist
— are also collectible.
The 510 was the first proper Japanese sports compact car sold on American
shores, and it established a performance reputation for the Datsun brand. The
510 became a pop culture icon as a cheap, reliable, fun car that was easy to
modify and race.
Once common, now coveted
W
hen Datsun’s 510 came onto the scene late in 1968, it looked
like Japan’s attempt at emulating the BMW 1600-2, which had
debuted two years earlier.
Utilizing a 1600-cc SOHC engine and a drivetrain layout
similar to the BMW, the Datsun offered technical sophistication and reliability
that was nearly on par with its German competitor — but at a much lower cost.
It was not as quick as the BMW in stock form — and it was not as good of a
drive — but its price was roughly two-thirds that of the German, making it a
compelling proposition.
In the United States, the 510 remained technically mostly the same during
its five-year production run, with only minor model-year cosmetic differences.
510s were offered as 2- and 4-door sedans and as a station wagon. The sedans
employed four-wheel independent suspension, while wagons had a live rear
axle with leaf springs.
1968 model cars are the rarest, due to their introduction toward the end of
the model year — and have trim differences, including different grilles and
American-style instrument clusters with a sweep speedometer.
Cars from the 1969 model year retain many of the early design details. In
1970, Datsun introduced a round-gauge dashboard and headrests — not much
else changed through 1972. In 1973 the 2-door was the only model offered, and
1973 cars sport rubber bumper overriders front and rear.
Some non-U.S. mar­kets received performance-oriented twin-carbureted versions of the 510 (known worldwide as the Datsun 1600), and the home Japanese
market was blessed with the sleek fastback Bluebird coupe. Unfortunately,
these versions were never officially sold in the United States. However, in recent
years, imports of Japanese vintage cars have been on the rise, and this means
that a handful of Bluebird coupes have made their way to our shores.
A racing legacy
For me, the most desirable of the U.S.-spec models are the 1970–73 2-door
models, which solidified Datsun’s reputation in the ranks of SCCA road racing. Despite the fact that the 510 was not initially marketed in the U.S. as a
performance-oriented car, its success in the Trans-Am Championship under
Peter Brock’s stewardship guaranteed the 510’s status as a racing icon.
Brock’s BRE team, with driver John Morton, campaigned the 510s that
famously beat the Alfa Romeo GTAs and BMW 2002s to win the SCCA
Trans-Am Under-2.5 Liter Championship in 1971 and 1972.
Racing successes led to a strong performance aftermarket for the 510. The
easy interchangeability of parts among other Datsun models made installing
later Datsun 1800-cc and 2000-cc engines and 5-speed manual transmissions
easy and common. As such, finding a “matching numbers” 510 these days can
6
Collector Car Insider
Collecting 510s today
Values in specialty vehicles from the late 1960s through the early 1980s are
on the rise, and the best 510s appear to fall into the same space as the BMW
1600/2002, Alfa Romeo GTV, and Porsche’s 1965–73 911/912.
The difficulty really is in finding a good 510 to buy, as many that survive
have been neglected and/or modified poorly — and many cars succumbed to
rust issues. Most of the cars on Craigslist or eBay tend to fall into the “run hard
and put away wet” category, inhabiting the $1,500–$6,000 space where the
majority of 510s tend to be priced.
However, good cars are out there, and relatively decent 2-doors can be found
from roughly $10k and up. The nicest cars don’t often trade hands publicly,
so it’s difficult to establish a ceiling, but I did hear of one buyer considering a
$40k-plus purchase of an exceptionally well-executed BRE 510 2-door tribute
car.
Four-door cars and wagons will be
worth less — perhaps 60%–70% of what
a comparable 2-door should bring.
While mechanical components for
510s are not difficult to source, and
the cars themselves tend to be reliable
and easy to work on, items needed for
restoration — trim, rubber components,
and period performance parts — can be
difficult to find. But the growing interest
in Japanese collector cars will probably
improve the parts situation.
With a dwindling supply of cars, and
prices up for all important cars of its
generation, it seems the time is now to
find and snap up a good Datsun 510.
Details
Years produced: 1968–73
Number produced: About 400,000 worldwide
Original list price: $1,935 (1970 two-door)
Current price range: $5,000–$30,000
Tune-up cost: $70
Distributor cap: $34
Pros: These are reliable, fun-to-drive cars that are
easy to work on. The 510 has a solid racing
heritage and is a great entry into the collectorcar world.
Cons: Rust and mistreatment have put a lot of these
cars into the scrap heap, but that might not be a
bad thing for today’s collectors.
Best place to drive one: To Laguna Seca during
Monterey Car Week.
A typical owner: An independent thinker who enjoys
performance at a bargain price — and is always
a bit ahead of the curve.
Club: The Dime Quarterly (dimequarterly.blogspot.
com)
More: www.the510realm.com
Alternatives: 1967–73 BMW 1600/2002, 1965–72
Alfa Romeo Giulia Super, 1968–1974 MGB
SCM Investment Grade: B
Market Analysis
1972 Chevrolet C10 Cheyenne Super
We have no way of knowing how many trucks were built like this, but the number was small
— and how many of those survived?
by Jim Pickering
Chassis number: CCE142S146634
• Chevy C10 Short Bed with wood floor
• Cheyenne Super Package
• Wood-grain trim and Houndstooth interior
• Totally restored with new GM parts in 2006
• 402-ci big-block engine
• Turbo HydraMatic transmission
• Factory air conditioning
• Power steering and brakes
• Bucket seats with console
• Tilt steering column
• Factory tachometer
• Black base coat, clear-coat paint
• Rally wheels with three-bar spinner center caps
• Restoration by Gary Terry of Cheyenne Super-Man in Abilene, TX.
This C10, Lot F198, sold for $60,950, including buyer’s premium, at Mecum’s Spring Classic auction in Indianapolis, IN,
on May 14–19, 2013.
SOLD!
Car meets pickup
Through the 1960s, the American truck buying demographic started to
change. These new buyers were just as likely to use their trucks as commuters during the week as they were to haul a load of gravel or bark dust
for their suburban gardens on the weekends, and truck manufacturers were
happy to add additional comfort and luxury options to their lines to boost
sales.
In today’s market these 1967–72 trucks are in the sweet spot — they’re
good looking, and they represent both work-truck utility as well as reasonable creature comforts, especially when well optioned — and there were a
lot of available options, some of which are rare. Our subject truck features
nearly all of them.
Best of the best
These trucks could be ordered in several bed lengths. Today’s collectors
love the shorter 6.5-foot bed, or 115-inch wheelbase. More than 273,000
two-wheel-drive trucks with eight-foot beds were made in 1972, compared
with just under 40,000 shortbeds. This truck has the attractive wood floor
option, too.
It was ordered with the biggest engine — the 400, which was really a 402
big block and represented 8% of production. It also has a/c and a TH400
automatic, which were delivered in 33% and 28% of trucks, respectively.
The buyer selected the Cheyenne Super package, which was the top-ofthe-line trim level in 1972 and was added to only 7% of trucks that year.
That package includes all the wood-grain exterior trim and deluxe interior
fittings, such as wood-grain dash inserts, a headliner, deluxe upholstery and
more.
Other rare options include bucket seats and center console (4% of
production), the AM/FM radio (3% of production), a tilt column (9%),
cargo lamp (5%) and an in-dash tachometer (2%). It also appears to have
three-point seatbelts, which were generally dealer-installed. All it’s missing
are bumper guards, a tissue holder and an under-dash 8-track player.
Lastly, it’s black, which suits the body very well.
Add all that up and you see just how scarce something like this would
have been in 1972. We have no way of knowing exactly how many were built
like this, but suffice to say, the number was small — and how many of those
survived?
Courtesy of Mecum Auctions
Primed for a home run
In addition to being highly optioned, this truck had been restored to a
better-than-new standard with all GM parts by Gary Terry of Cheyenne
Super-Man in Texas — his work is well known in the ’67–72 Chevy truck
world. Mecum’s estimate was $50k– $75k.
However, there were some things about this truck that weren’t correct.
For example, the chrome rally wheels with spinner caps were not a factory
option, and neither was the Edelbrock spreadbore intake manifold used in
place of the original cast-iron piece.
This truck’s underhood appearance was much glossier than it would have
been from the factory, with things such as body paint on the power brake
booster and core support. It was done very well, but not 100% as it would
have been in 1972.
Show me the SPID
The bigger issue here is originality. The popularity of these trucks has
made reproduction parts especially easy to come by, and a lot of trucks out
there today wear option packages they didn’t get at the factory. Was it really
delivered with all these rare options, or were some of them added later?
For cars of this era, verification usually comes in the form of a build sheet
hidden under a seat or on top of a fuel tank. With these trucks, you need to
look at the Service Parts Identification tag (or SPID) affixed to the inside of
the glovebox door. Every option with which a truck was delivered from the
factory is spelled out in plain English right there.
I wasn’t at Indy, and Mecum didn’t provide a shot of the SPID. Without
seeing it, it’s impossible to tell what came on this truck from the factory. And
to complicate things further, there are people who make reproduction SPIDs
— and they’ll add any options you’d like. So even that can’t be considered a
guarantee.
A top-market price
If this truck was actually delivered as it was presented here — and keep
in mind that the auction company never called it an original — that would
make it one rare machine. Something like this just didn’t make a whole lot of
sense when new, so few were ordered this way.
$61k is a lot of money for a truck. I don’t think it’s out of line, but I do
think it’s at the very top of the current market. Chalk this result up to a
perfect storm of condition, options and location. The result just verifies the
hot truck trend we’ve been tracking for the past several years.
At this price level, I doubt the buyer had any doubts about this truck’s
authenticity. But if I were the new owner, I’d be digging into every casting
number I could find and going over that SPID with a microscope. If all
is well and good, this was an okay deal on a top-level Cheyenne Super.
Otherwise, this is a top-level driver, and at this money, it was exceptionally
well sold.
(Introductory description courtesy of Mecum Auctions.).
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