Obras de Saneamento, Um Canal, Santos, São Paulo, Brasil
Santos - SP
Fotografia - Cartão Postal
sexta-feira, 7 de fevereiro de 2020
Obras de Saneamento, Um Canal, Santos, São Paulo, Brasil
Obras de Saneamento, Um Canal, Santos, São Paulo, Brasil
Santos - SP
Fotografia - Cartão Postal
Caminho do Mar, São Paulo-Santos, Estado de São Paulo, Brasil
Caminho do Mar, São Paulo-Santos, Estado de São Paulo, Brasil
Estado de São Paulo - SP
Prugner N. 149
Fotografia - Cartão Postal
Túnel Nove de Julho, São Paulo, Brasil - Werner Haberkorn
Túnel Nove de Julho, São Paulo, Brasil - Werner Haberkorn
São Paulo - SP
N. 42
Fotografia - Cartão Postal
Túnel Nove de Julho, São Paulo, Brasil
São Paulo - SP
Foto Postal Colombo N. 53
Fotografia - Cartão Postal
Inaugurado em 23 de julho de 1938 pelo prefeito Prestes Maia, ao lado do presidente Getúlio Vargas, o túnel foi construído para ligar o centro a uma zona sul onde existiam apenas sítios, alguns palacetes e casarões que ocupavam quase um quarteirão inteiro. Na praça 14 Bis havia apenas o bebedouro de cavalos para os carroceiros que iam fazer compras no Mercado Central, além de muito mato na avenida.
Antes do túnel, só era possível fazer o trajeto subindo o espigão da avenida Paulista, obstáculo natural que impedia o desenvolvimento da capital para os lados das chácaras do Itaim e de Santo Amaro. A construção da passagem subterrânea ofereceu uma alternativa mais rápida e mudou a paisagem da região, que foi perdendo a aparência rural de seus vales e jardins para dar lugar aos grandes edifícios.
O túnel levou um ano para ser construído e custou aos cofres públicos 17.192 mil contos de réis. A obra fazia parte do famoso Plano de Avenidas, elaborado por Maia no início dos anos 30 para o prefeito Pires do Rio.
Em 2001, a via subterrânea foi rebatizada de Daher E. Cutait pela prefeita Marta Suplicy, mas o nome não se popularizou e ficou apenas nas placas entre parênteses.
Nota do blog: Só Marta Suplicy, com sua costumeira falta de bom senso, para cometer tal atrocidade com o nome do viaduto. Será que nenhum dos seus puxa-sacos avisou que o nome original do viaduto faz referência a data mais famosa do Estado de São Paulo?
Túnel Nove de Julho, São Paulo, Brasil
Túnel Nove de Julho, São Paulo, Brasil
São Paulo - SP
Foto Postal Colombo N. 115
Fotografia - Cartão Postal
Os Três Vasos (Les Trois Vases) - Auguste Herbin
Os Três Vasos (Les Trois Vases) - Auguste Herbin
Coleção privada
OST - 72x59 - 1904
O Farol de Santa Lucia, Nápoles, Itália (A View of the Lighthouse of Santa Lucia, Naples) - Ippolito Caffi
O Farol de Santa Lucia, Nápoles, Itália (A View of the Lighthouse of Santa Lucia, Naples) - Ippolito Caffi
Nápoles - Itália
Coleção privada
OST - 33x53
Elevan A.M. (Elevan A.M.) - Edward Hopper
Elevan A.M. (Elevan A.M.) - Edward Hopper
Hirshhorn Museum and Sculpture Garden, Washington D. C., Estados Unidos
OST - 71x91 - 1926
A woman, hands
clasped together, sits in a blue armchair looking out of her apartment window.
She is naked except for a pair of flats on her feet, and sits in profile. The
viewer is, as always, denied any real access to the female figure's
individuality: her hair falls over her face, allowing the viewer only a glimpse
of her nose. Though the armchair is angled in the viewer's direction, the figure's
body is angled away from the viewer and toward the window. The viewer gazes at
the female's body without being confronted in return. There is a lamp atop a
table in the painting's foreground, and a discarded coat is in the left
background. A small framed painting hangs over a dresser behind the woman.
Hopper's Eleven A.M. of 1926 continues to demonstrate his desire to
relegate the female to his canvas.
Eleven A.M.'s female figure dominates the composition, in large part because the paleness of her skin contrasts so strongly with the other colors in the painting: the blue of her chair, the deep red of the lamp in the work's foreground, and the green of the curtains in the left background. She is also the work's compositional center, anchoring its tightly constructed space. Foreshortened, the painting draws the viewer into the woman's intimate space. Some art critics find that the same sense of containment and regulation of female sexuality appears in Eleven A.M. and suggests that Hopper curtails the threat of female sexuality by repeatedly locking his female nudes into their domestic interiors.
Eleven A.M.'s female figure dominates the composition, in large part because the paleness of her skin contrasts so strongly with the other colors in the painting: the blue of her chair, the deep red of the lamp in the work's foreground, and the green of the curtains in the left background. She is also the work's compositional center, anchoring its tightly constructed space. Foreshortened, the painting draws the viewer into the woman's intimate space. Some art critics find that the same sense of containment and regulation of female sexuality appears in Eleven A.M. and suggests that Hopper curtails the threat of female sexuality by repeatedly locking his female nudes into their domestic interiors.
Bugatti Type 55 Two Seat Supersport Coachwork by Carrosserie Figoni 1931, França
Bugatti Type 55 Two Seat Supersport Coachwork by Carrosserie Figoni 1931, França
Fotografia
1931 Bugatti
Type 55 Two-Seat Supersport
Coachwork by Carrosserie Figoni, Paris,
Chassis no. 55221
Engine no. 26 (ex-car 55223)
UK Reg No: JU
4426Coachwork by Carrosserie Figoni, Paris,
Chassis no. 55221
Engine no. 26 (ex-car 55223)
Here, Bonhams proudly offers the renowned 'Geoffrey St John', 56-years in his
ownership, 1932 Bugatti Type 55 Supersport with its unique, 1933-fitted, Figoni
coachwork. This magnificent high-performance, Post-Vintage Thoroughbred
two-seater began life as a works-backed Bugatti entry in the 1932 Le Mans
24-Hour race. It was co-driven there by two of France's most capable and
charismatic drivers, the aristocratic Sarthois (from Le Mans) Count Guy Bouriat
Quintart and the renowned Monegasque future French Champion, Louis Chiron.
While this 2.3-litre supercharged straight-8 Bugatti originated with a spartan lightweight racing body tailored to that year's Le Mans 24-Hour regulations, following its post-race sale to Parisian magazine publisher Jacques Dupuy it was speedily rebodied in Boulogne sur-Seine on the outskirts of Paris by the now legendary Italian-born stylist/coachbuilder Giuseppe Figoni.
Following an awards-rich early history in France, this mouth-watering sports Bugatti survived World War 2 and, as long ago as August, 1963 – some 56 years ago – it was acquired by its long standing owner, leading British Bugattiste, Geoffrey St John.
This magnificent car became the apple of his eye, and he was devastated in June 1994 when it was involved in a road accident in France, assailed by a speeding car driven by a youth who was both uninsured, and drunk. Frontal damage to the car was beautifully repaired in a subsequent, utterly painstaking 5,000-hour restoration, from which his Bugatti Type 55 – chassis '55221' – re-emerged, the vast majority of its original St John-ownership fabric having been successfully preserved and repaired...A photographic record of the restoration has been documented by Independent Bugatti Consultant Mark Morris.
In fact, Bugatti Type 55 chassis '55221' was ordered by Guy Bouriat as early as January 1, 1932. The order form specifies: "2.3 litre Supersport car, Type 55, supercharged, 4-seat torpedo body, complying with Le Mans regulations. With 6 Bugatti wheels and all necessary accessories for a 24 hours race. Automatic fuel cap." The address on the form is Bouriat's family home in Paris, 44 Rue Fabert, near the Champ de Mars. No trace has been found in the factory archives of any related invoice or payment – perhaps indicative of it having been treated as a works entry for Bouriat as an established (and well connected) racing driver.
To meet this formal order, chassis No. '55221'/(initial) engine '14' was assembled at the works in April 1932, concurrent with sister chassis using engines '15' and '16'. It was factory-bodied as a torpedo, the Molsheim bodyshop register recording it as being the first of the bodies built in June 1932: "Carr 24h . 55/14 -55221. juin 32". The car was then delivered to Paris by road on June 11th, 1932 – ready for the following weekend's important race at Le Mans.
Le Mans 24-Hours - June 18-19, 1932.
Guy Bouriat and Louis Chiron in '55221' starred under race number '15' amongst the 27 entries for this late-Depression-era 24-Hour Grand Prix d'Endurance.
Charles Faroux of the journal 'L'Auto' reported: "There are four Bugattis entered of which two, above all, deserve attention by the speed they achieved during testing days: one is at the hands of Chiron and Bouriat, while the other has Count Czaykowski and the brave Friderich as pilots... I would not be at all surprised to see these two pairs fight hard with the Alfa Romeos, as did the Bentleys and Mercedes."
While '55221' was fitted with a 130-litre fuel tank, the sister Type 55 for Count Czaykowski/Friderich had only a 115-litre tank. In the opening race period, four Alfa Romeo 8C-2300s led, with this Bouriat/Chiron Bugatti keeping pace in fifth place. But, as Faroux then reported: "At the beginning of the third hour, we are told to the astonishment of everyone, that Bouriat, then fifth, (has) run out of gas... Bouriat was helped to the pit. Of course he is declared out of the race since his forced stop happened on the 22nd lap when he had two more laps to run before refuelling" – having thus infringed the organising ACO club's unpitying minimum refuelling distance rule.
The 'L'Auto' issue of June 20, 1932, then described how: "Wisely, Bouriat and Chiron had lined their tank with a thick piece of felt and duckboard providing good protection against flying stones. This protection could not extend to a small part above the rear axle trumpet; it is in this small gap that a stone stuck, bending the metal sheet which resisted, but whose crimping parted and let 50 litres of gas leak through it. Bouriat, then in his twentieth lap, who knew he could run forty more laps on his fuel, thought there was a breakdown of his fuel supply and finds his carburettor empty and the floats, lacking damping, detached. Unavoidable withdrawal. Having abandoned, he is given 5 litres of fuel to go back to the pit. It is while refuelling to return to the pit that he sees the leak in the tank and realizes the cause of it. What a terrible tragedy...".
This Bugatti '55221' had in fact represented the French industry's best hope of a home win at Le Mans that year, but its split fuel tank helped leave the course clear for Raymond Sommer/Luigi Chinetti to win – for Alfa Romeo and Italy...
Post-race, '55221' was sold to Jacques Dupuy, motoring-enthusiast son of Paul Dupuy, proprietor of the newspaper 'Le Petit Parisien', and founder of the magazines 'Mirroir des Sports' and 'Sciences et Vie'. In a 1992 letter to Pierre-Yves Laugier, Jacques Dupuy recalled: "I bought the Bugatti from Guy Bouriat. It was a black 2+2 torpedo with light aluminium body. The car could reach 200 km/h...I kept it with its bucket seats for a few months before taking it to Figoni's. It was bodied there according to my drawings. The steel body was black and white. The dashboard was in black leather...I sold the car about three or four years later, after the 1936 Paris-Nice rally, to Monsieur Gandon, a wine and spirits merchant at 152 Boulevard Hausmann."
Between 1928 and 1933, the Figoni bodyshop at "14 rue Lemoine, Boulogne, Seine", bodied some 77 Bugattis.
Jean Dupuy's order for this Bugatti Type 55 appears in the Figoni register in February 1933, while the August issue that year of 'L'Équipement Automobile' carries a profile drawing of the car and cites its Nitrolac enamel paintwork as being "iris black and Leda white".
M. Dupuy also recalled how: "During my custody, I had to go twice to the factory one of them was for repairing the compressor (factory note dated March 21st 1933). I won the Paris-Nice rally in 1933 beating the Alfa Romeos in the Sport category. At La Turbie, I reached 83km/h standing start. This car is the 2300cc single shaft...which was maintained for me by Mr Rocatti, a Bugatti specialist in Paris who had a garage at Buttes-Chaumont".
XIIth Critérium International de Tourisme Paris-Nice, 1933
The journal 'L'Auto' for March 30th 1933 described how the Paris-Nice Rally was to be run in three stages: Paris-Vichy, Vichy-Marseille and Marseille-Nice. Jacques Dupuy's Type 55 would run as number '52' in up-to-3-litre Class D. In the 1km Michelet stage – with standing start and flying finish - Dupuy set the fastest time, of 34 seconds, averaging 105,882km/h (66.09mph). Upon arrival in Nice on April 3rd, an idling and acceleration test took place on the Quai des États-Unis in which Dupuy's Bugatti set times of 49.6 secs and 18 secs respectively.
Next day, in a 500 metres trial before thousands of spectators on the Promenade des Anglais Dupuy again bettered the rival Alfa Romeos of Gunzburg and Weinberg, at 142,860 km/h (88mph). In the final stage on the famous 6.3km (3.9-mile) La Turbie hill-climb, Dupuy finally won the Paris-Nice event overall, with a climb time of 4mins 25.6secs, 85.391km/h (53mph). The 'L'Auto' report described how: "Victory goes to Jacques Dupuy. This young pilot had a 2.3 litre double camshaft Bugatti at his disposal. No need to be a pre-eminent driver and Jacques Dupuy never had such pretentiousness. But you had to own a car complying with the regulations. The 2.3 litre Bugatti fully satisfied. In congratulating Dupuy, one must not forget the maker of Molsheim...".
The Bois de Boulogne Concours d'Elégance - June 24, 1933
Two months after his Paris-Nice victory Jacques Dupuy entered his freshly Figoni-bodied Bugatti '55221' in the annual Parisian Grand Concours d'Elégance. The Countess de Rivals-Mazères had been invited "to enhance his convertible" and after the car had won the 'L'Auto'-sponsored first class judged, for over 10hp open cars, the Countess helped show it in two further categories backed by the journals 'Fémina' and 'L'Intransigeant' In the third category (cars over 15 HP presented by ladies and driven by a chauffeur in livery), Mme de Rivals-Mazères – accompanied by two Scottie dogs - "sur Bugatti 17C cabriolet transformable Figoni" won a Spark gramophone...
Owner Dupuy recovered his laurelled thoroughbred and would use it for three more years before selling it, as he recalled, to Marcel Gandon.
The new owner was the 38-year-old son of wine merchant Alphonse Gandon, of 152 Boulevard Hausmann, Paris, but he kept '55221' only briefly – from early-1936 to April 1937 – when he bought a brand-new Type 57S Atalante. On November 28, 1936, the unique Figoni-bodied Type 55 was sold via Bugatti to Garage Bayard, 22 Rue Bayard, Paris, the sale document stating: "Sold to garage Bayard one car Type 55 N° 55221, engine 14 (ex Gandon) 2 seat roadster bodywork (convertible by Figoni) in good working order, second hand sold as is for a net price of 25 000 francs".
Paris-Saint-Raphaël Rallye Féminin 1937
The Garage Bayard was run by Charles de Lavoreille, Jacques de Valence and a M. Richer-Delavau and the latter's wife ran '55221' in the March 17-22, 1937 'IXe Paris-Saint-Raphaël Féminin' – entry number '48', facing a 1,039 km route to be completed in five days, staging through Nevers, Clermont-Ferrand, Orange and Toulon. In initial 500 metres standing start, and 1km flying-start tests at Nevers Mme Richer-Delavau placed 6th in each, and in the Saint-Sébastien hill-climb at Saint Raphaël, she maintained her position with a time of 47.8secs, behind Mmes Lamberjack and Lucy O'Reilly Schell in their Delahaye Sport. Overall in the Rally she would finish sixth and fifth in class.
M. Laugier's Bugatti records show that on December 27, 1937, an un-named Parisian enthusiast bought '55221' from Garage Bayard. This might have been Roger Teillac, a Bugatti specialist based in the Avenue de Suffren, as his archives contain three pictures of the car, but wearing a 1938 Nancy licence plate. Teillac possibly maintained the car for another owner 1938-39 or had taken back the car in the post-war summer of 1946 when his establishment repaired its oil sump, split by frost.
Certainly, Louis Stephanazzi had acquired the car on May 7, 1938, and registered it '5658 KU 5' to his home address of 49bis Avenue Anatole France, Nancy. Family memory recalls that the car was hidden dismantled during the war in the garage that Stephanazzi ran in town. The Germans requisitioned his garage where they would repair their vehicles. At the back were a Bugatti Type 57 convertible, bought in Paris in August 1938, and the 55 roadster, which both survived the conflict.
On September 16, 1946, the Type 55 was sold in Paris under licence plate '4239 RP 4' and one month later, it passed to André Couston, a dealer from Nice, resident at 4bis Avenue Mont Alban. On October 18, 1946 he re-registered the car '3286 BA 8'. At the time André Couston also owned the first Type 55 roadster, chassis '55201'.
On July 30th 1948, '55221' returned to Paris, registered '7220 RQ 4'. Its owner was possibly Jacques Devinot who told M. Laugier in June 1993: "I owned three Bugattis...(including)...the Type 55 convertible...bought around 1948 from a garage near Porte de Champerret. It was then sold to Mr Bierlein from Paris in 1950 who sold it to a Canadian man. I found it back later at Docime's, dismantled. The registration papers were never changed and the Canadian man came to see me to get a sale certificate which I refused to do, having already done one for Mr Bierlein. When I bought the car, the chassis had been bent and I had to dismantle the car and correct it. As I see it, every bit was original on the car which was in a cream and black livery". He also had a luggage rack installed by Figoni»
The Police register confirms M. Devinot's dates, while a letter from him states that in August 1950 the Bugatti was owned by Gaston Bierlein, of Hôtel Pylone 1, Megève, Haute-Savoie. He kept the car for five years before selling it on March 24, 1955, to Canadian journalist Douglas Lachance, of 59 Avenue Hoche, Paris. The car – with its engine dismantled or removed - was then consigned to leading Bugatti specialist Gaston Docime, in the Rue de la Saussaie, Neuilly-sur-Seine. It remained in there until August 28, 1962 when British Type 55 enthusiast Anthony Austin Morse, a dentist of 4 Westfield Road, Rugby, imported it into England, less engine, with a £20 deposit on the import duty pending valuation.
A. A. Morse then owned three Type 55s - '55220', '55221' and '55223' – but he quickly sold the unique Figoni-bodied example to Henry H. Thomas of White Cottage, Belmond Park Road, Maidenhead, proprietor of the Fernley Service Station, who on July 25, 1963, re-sold it to Geoffrey St John, of Woodland Cottage, Greenwich Lane, Leafield, Oxon for £750
In a letter to Geoffrey St John, dated August 12, 1963, the eminent British Bugatti Registrar Hugh Conway wrote: "I did point out the engineless car to Morse, at Docime's, which he bought for £100 and sold to Thomas..." In another letter, Conway remarked that the engine of '55221' could have been sold by Docime in the USA.
Geoffrey St John restored the car to running order with engine 26 ex 55223 installed. It became a stable-mate for his Type 35B and Type 51 Grand Prix cars and it has remained in this single family ownership to this day. Geoffrey St John was a talented technician working for Smiths Industries, and eventually became the company's Chief Engineer, while dedicating most of his spare time to Bugatti restoration, tuning and racing. He was a most talented driver and became the sporting Bugatti marque's foremost British exponent over many years. He was exceptionally highly regarded as a twin-cam 2.3 Bugatti specialists, and always took particular delight in driving '55221' widely throughout the UK, and in Continental Europe, particularly – of course in France.
It was on a French road – near Auxerre in June 1994 – that he had the misfortune to be hit by a drunken driver, as described. The damage sustained took some two years of work to put right, Geoffrey St John being determined (at considerable extra expense) to save absolutely all of the car's original fabric that had escaped total destruction. Chassis straightening, keeping all the original parts, was carried out by renowned British specialist Gino Hoskins (Images on file).
A November 2019 inspection report on the car has been compiled by leading French Bugatti authority Pierre-Yves Laugier. He sums up its present condition thus: "The car keeps its original chassis, repaired in 1994. It (the original element of the chassis) is 90% complete with a few additional strengthening plates added according to Christian Huet, Parisian expert in charge of the accident file. The exterior of the car after restoration was completely in accordance with the original after more than 5,000 hours work.
"It (then) took part in its first event in the summer of 1996 (and so) the only Figoni roadster on a Supersport Type 55 Bugatti chassis is ready to join the world of rallies and concours d'élégance. It remains one of the most beautiful expressions of a Sports car by a coachbuilder, multi-purpose and powerful, one of the most important witnesses of the golden era of coachbuilding and know-how of the Bugatti brand..."
In detail M. Laugier observed: "The frame bore number 22, but the fixing hole of the spare wheel shows only one of the '2s' (the other having been drilled through). The front axle is of the right type, with no number and is probably new". In fact Geoffrey St John always maintained that the current front axle is an original, Bugatti-manufactured, hollow front axle of correct Type 55 specification...
M. Laugier continued: "The engine (comprising a matched pair of upper and lower crankcase castings – the left-rear mounting leg of which carries) assembly number '48' from roadster '55223'/engine '26'. One observes important welding traces under the rear-left mounting piece. Front-left mounting piece (the integrally cast engine leg), which was completely destroyed in the accident, was melted down and re-cast from a pattern amongst Geoffrey St John's spare parts collection. The re-cast leg was then welded back into place.
The clutch casing carries on both parts number '14'. Both gearbox and rear-axle sumps were rewelded after the accident. Traces are still visible on the original parts.
"The car was equipped with an overdrive. Compressor No '33' is ancient and of the right kind, but is not the one on the car in 1933, because a note of the repair workshop for compressors dated March 21st, 1933. states: 'Compressor 55 N° 45, Mr Rocatti, Paris, client Mr Dupuy, milling of notches in the chambers' The body of the gearbox is engraved (stamped) '39'. It is probably the factory replacement box, following the 38 (other such gearboxes that were) produced from 1931 to 1933.
"It could have been fitted to the car after one of the races in which it took part between 1933 and 1937. The original gearbox of the car, No '14', is today on a Type 55 chassis '55235' with a British history and which in 1962 was equipped with a Cotal gearbox. The original rear axle numbered '14' is the original one (installed in) the car and has race type ratio of 14 x 54 instead of the usual 13 x 54 of the first Type 55."
Mark Morris adds: "The front axle is of the right type, with no number" .
Pierre-Yves Laugier's report continues: "The fixed parts of the body are made of steel, while the opening parts are made of aluminium. After the accident in 1994, the wooden dashboard was rebuilt as the original wood board was split in two. The aluminium part of the bonnet had also to be completely replaced as well as the left front wing and the right door. Most of the wooden structure was kept. The work was carried out at Terry Hall's workshop. Drums and left front brake shoe were rewelded and two brake shoes were replaced. The wheel rim of several wheels was redone by welding - particularly visible on the spare wheel."
M. Laugier further observes: "The chassis plate of the vehicle is ancient. It wears number '55221', apparently over-stamped. It is of the Type 57 'Bas-Rhin' type and the number '57282' can be detected underneath (which) tallies with a Type 57 chassis number delivered in the Nord department in April 1935".
Since completion of restoration work in 1996 until Mr St John's recent passing, '55221' was regularly exercised by him. In similar style to the modern-day Bugatti Veyron, Chiron and EB110 models – which are both a schoolboy pin-up and a modern car collector's dream - so in its heyday the Bugatti Type 55 was a hugely coveted automotive jewel.
It is in essence a Grand Prix car with sports bodywork for use on the open road, powered by a 2.3-litre supercharged twin-cam 8-cylinder engine –as developed for the multiple Grand Prix-winning Bugatti Type 51 and only moderately detuned. Even in 1932 this power unit's blistering power and torque endowed the Type 55 with 0-60mph acceleration in 13 seconds and the hitherto unheard-of top speed – for a road car - of 115mph.
Even in the backwash from The Great Depression, the most style-conscious of high-society glitterati all aspired to the Type 55 – and, with its technical specification and haute couture body styling, it was squarely aimed at the most wealthy...and the most dashing...clientele such as the Duc de la Tremoille, Victor Rothschild and Nicholas Embiricos. With its contemporary price tag of some $7,500, Bugatti produced only 38 Type 55s, 27 of which are now known to survive.
And amongst them, this Figoni-bodied example – with its waistline-level doors offering proper cockpit wprotection in contrast to the doorless, cut-down cockpit sides of the more common Jean Bugatti roadster style – is unique. It is offered here in running order, accompanied by not only the immensely fine-detailed Pierre-Yves Laugier and Mark Morris inspection and history reports, but also by a substantial array of relevant spare parts. After 56 years in one ownership this is – when judged by the highest standards - a unique example of perhaps the most mouth-watering of all Bugatti models, and a definitive connoisseur's car to be truly, truly, coveted...
Vendida em leilão da Bonhams por € 4,600,000.
While this 2.3-litre supercharged straight-8 Bugatti originated with a spartan lightweight racing body tailored to that year's Le Mans 24-Hour regulations, following its post-race sale to Parisian magazine publisher Jacques Dupuy it was speedily rebodied in Boulogne sur-Seine on the outskirts of Paris by the now legendary Italian-born stylist/coachbuilder Giuseppe Figoni.
Following an awards-rich early history in France, this mouth-watering sports Bugatti survived World War 2 and, as long ago as August, 1963 – some 56 years ago – it was acquired by its long standing owner, leading British Bugattiste, Geoffrey St John.
This magnificent car became the apple of his eye, and he was devastated in June 1994 when it was involved in a road accident in France, assailed by a speeding car driven by a youth who was both uninsured, and drunk. Frontal damage to the car was beautifully repaired in a subsequent, utterly painstaking 5,000-hour restoration, from which his Bugatti Type 55 – chassis '55221' – re-emerged, the vast majority of its original St John-ownership fabric having been successfully preserved and repaired...A photographic record of the restoration has been documented by Independent Bugatti Consultant Mark Morris.
In fact, Bugatti Type 55 chassis '55221' was ordered by Guy Bouriat as early as January 1, 1932. The order form specifies: "2.3 litre Supersport car, Type 55, supercharged, 4-seat torpedo body, complying with Le Mans regulations. With 6 Bugatti wheels and all necessary accessories for a 24 hours race. Automatic fuel cap." The address on the form is Bouriat's family home in Paris, 44 Rue Fabert, near the Champ de Mars. No trace has been found in the factory archives of any related invoice or payment – perhaps indicative of it having been treated as a works entry for Bouriat as an established (and well connected) racing driver.
To meet this formal order, chassis No. '55221'/(initial) engine '14' was assembled at the works in April 1932, concurrent with sister chassis using engines '15' and '16'. It was factory-bodied as a torpedo, the Molsheim bodyshop register recording it as being the first of the bodies built in June 1932: "Carr 24h . 55/14 -55221. juin 32". The car was then delivered to Paris by road on June 11th, 1932 – ready for the following weekend's important race at Le Mans.
Le Mans 24-Hours - June 18-19, 1932.
Guy Bouriat and Louis Chiron in '55221' starred under race number '15' amongst the 27 entries for this late-Depression-era 24-Hour Grand Prix d'Endurance.
Charles Faroux of the journal 'L'Auto' reported: "There are four Bugattis entered of which two, above all, deserve attention by the speed they achieved during testing days: one is at the hands of Chiron and Bouriat, while the other has Count Czaykowski and the brave Friderich as pilots... I would not be at all surprised to see these two pairs fight hard with the Alfa Romeos, as did the Bentleys and Mercedes."
While '55221' was fitted with a 130-litre fuel tank, the sister Type 55 for Count Czaykowski/Friderich had only a 115-litre tank. In the opening race period, four Alfa Romeo 8C-2300s led, with this Bouriat/Chiron Bugatti keeping pace in fifth place. But, as Faroux then reported: "At the beginning of the third hour, we are told to the astonishment of everyone, that Bouriat, then fifth, (has) run out of gas... Bouriat was helped to the pit. Of course he is declared out of the race since his forced stop happened on the 22nd lap when he had two more laps to run before refuelling" – having thus infringed the organising ACO club's unpitying minimum refuelling distance rule.
The 'L'Auto' issue of June 20, 1932, then described how: "Wisely, Bouriat and Chiron had lined their tank with a thick piece of felt and duckboard providing good protection against flying stones. This protection could not extend to a small part above the rear axle trumpet; it is in this small gap that a stone stuck, bending the metal sheet which resisted, but whose crimping parted and let 50 litres of gas leak through it. Bouriat, then in his twentieth lap, who knew he could run forty more laps on his fuel, thought there was a breakdown of his fuel supply and finds his carburettor empty and the floats, lacking damping, detached. Unavoidable withdrawal. Having abandoned, he is given 5 litres of fuel to go back to the pit. It is while refuelling to return to the pit that he sees the leak in the tank and realizes the cause of it. What a terrible tragedy...".
This Bugatti '55221' had in fact represented the French industry's best hope of a home win at Le Mans that year, but its split fuel tank helped leave the course clear for Raymond Sommer/Luigi Chinetti to win – for Alfa Romeo and Italy...
Post-race, '55221' was sold to Jacques Dupuy, motoring-enthusiast son of Paul Dupuy, proprietor of the newspaper 'Le Petit Parisien', and founder of the magazines 'Mirroir des Sports' and 'Sciences et Vie'. In a 1992 letter to Pierre-Yves Laugier, Jacques Dupuy recalled: "I bought the Bugatti from Guy Bouriat. It was a black 2+2 torpedo with light aluminium body. The car could reach 200 km/h...I kept it with its bucket seats for a few months before taking it to Figoni's. It was bodied there according to my drawings. The steel body was black and white. The dashboard was in black leather...I sold the car about three or four years later, after the 1936 Paris-Nice rally, to Monsieur Gandon, a wine and spirits merchant at 152 Boulevard Hausmann."
Between 1928 and 1933, the Figoni bodyshop at "14 rue Lemoine, Boulogne, Seine", bodied some 77 Bugattis.
Jean Dupuy's order for this Bugatti Type 55 appears in the Figoni register in February 1933, while the August issue that year of 'L'Équipement Automobile' carries a profile drawing of the car and cites its Nitrolac enamel paintwork as being "iris black and Leda white".
M. Dupuy also recalled how: "During my custody, I had to go twice to the factory one of them was for repairing the compressor (factory note dated March 21st 1933). I won the Paris-Nice rally in 1933 beating the Alfa Romeos in the Sport category. At La Turbie, I reached 83km/h standing start. This car is the 2300cc single shaft...which was maintained for me by Mr Rocatti, a Bugatti specialist in Paris who had a garage at Buttes-Chaumont".
XIIth Critérium International de Tourisme Paris-Nice, 1933
The journal 'L'Auto' for March 30th 1933 described how the Paris-Nice Rally was to be run in three stages: Paris-Vichy, Vichy-Marseille and Marseille-Nice. Jacques Dupuy's Type 55 would run as number '52' in up-to-3-litre Class D. In the 1km Michelet stage – with standing start and flying finish - Dupuy set the fastest time, of 34 seconds, averaging 105,882km/h (66.09mph). Upon arrival in Nice on April 3rd, an idling and acceleration test took place on the Quai des États-Unis in which Dupuy's Bugatti set times of 49.6 secs and 18 secs respectively.
Next day, in a 500 metres trial before thousands of spectators on the Promenade des Anglais Dupuy again bettered the rival Alfa Romeos of Gunzburg and Weinberg, at 142,860 km/h (88mph). In the final stage on the famous 6.3km (3.9-mile) La Turbie hill-climb, Dupuy finally won the Paris-Nice event overall, with a climb time of 4mins 25.6secs, 85.391km/h (53mph). The 'L'Auto' report described how: "Victory goes to Jacques Dupuy. This young pilot had a 2.3 litre double camshaft Bugatti at his disposal. No need to be a pre-eminent driver and Jacques Dupuy never had such pretentiousness. But you had to own a car complying with the regulations. The 2.3 litre Bugatti fully satisfied. In congratulating Dupuy, one must not forget the maker of Molsheim...".
The Bois de Boulogne Concours d'Elégance - June 24, 1933
Two months after his Paris-Nice victory Jacques Dupuy entered his freshly Figoni-bodied Bugatti '55221' in the annual Parisian Grand Concours d'Elégance. The Countess de Rivals-Mazères had been invited "to enhance his convertible" and after the car had won the 'L'Auto'-sponsored first class judged, for over 10hp open cars, the Countess helped show it in two further categories backed by the journals 'Fémina' and 'L'Intransigeant' In the third category (cars over 15 HP presented by ladies and driven by a chauffeur in livery), Mme de Rivals-Mazères – accompanied by two Scottie dogs - "sur Bugatti 17C cabriolet transformable Figoni" won a Spark gramophone...
Owner Dupuy recovered his laurelled thoroughbred and would use it for three more years before selling it, as he recalled, to Marcel Gandon.
The new owner was the 38-year-old son of wine merchant Alphonse Gandon, of 152 Boulevard Hausmann, Paris, but he kept '55221' only briefly – from early-1936 to April 1937 – when he bought a brand-new Type 57S Atalante. On November 28, 1936, the unique Figoni-bodied Type 55 was sold via Bugatti to Garage Bayard, 22 Rue Bayard, Paris, the sale document stating: "Sold to garage Bayard one car Type 55 N° 55221, engine 14 (ex Gandon) 2 seat roadster bodywork (convertible by Figoni) in good working order, second hand sold as is for a net price of 25 000 francs".
Paris-Saint-Raphaël Rallye Féminin 1937
The Garage Bayard was run by Charles de Lavoreille, Jacques de Valence and a M. Richer-Delavau and the latter's wife ran '55221' in the March 17-22, 1937 'IXe Paris-Saint-Raphaël Féminin' – entry number '48', facing a 1,039 km route to be completed in five days, staging through Nevers, Clermont-Ferrand, Orange and Toulon. In initial 500 metres standing start, and 1km flying-start tests at Nevers Mme Richer-Delavau placed 6th in each, and in the Saint-Sébastien hill-climb at Saint Raphaël, she maintained her position with a time of 47.8secs, behind Mmes Lamberjack and Lucy O'Reilly Schell in their Delahaye Sport. Overall in the Rally she would finish sixth and fifth in class.
M. Laugier's Bugatti records show that on December 27, 1937, an un-named Parisian enthusiast bought '55221' from Garage Bayard. This might have been Roger Teillac, a Bugatti specialist based in the Avenue de Suffren, as his archives contain three pictures of the car, but wearing a 1938 Nancy licence plate. Teillac possibly maintained the car for another owner 1938-39 or had taken back the car in the post-war summer of 1946 when his establishment repaired its oil sump, split by frost.
Certainly, Louis Stephanazzi had acquired the car on May 7, 1938, and registered it '5658 KU 5' to his home address of 49bis Avenue Anatole France, Nancy. Family memory recalls that the car was hidden dismantled during the war in the garage that Stephanazzi ran in town. The Germans requisitioned his garage where they would repair their vehicles. At the back were a Bugatti Type 57 convertible, bought in Paris in August 1938, and the 55 roadster, which both survived the conflict.
On September 16, 1946, the Type 55 was sold in Paris under licence plate '4239 RP 4' and one month later, it passed to André Couston, a dealer from Nice, resident at 4bis Avenue Mont Alban. On October 18, 1946 he re-registered the car '3286 BA 8'. At the time André Couston also owned the first Type 55 roadster, chassis '55201'.
On July 30th 1948, '55221' returned to Paris, registered '7220 RQ 4'. Its owner was possibly Jacques Devinot who told M. Laugier in June 1993: "I owned three Bugattis...(including)...the Type 55 convertible...bought around 1948 from a garage near Porte de Champerret. It was then sold to Mr Bierlein from Paris in 1950 who sold it to a Canadian man. I found it back later at Docime's, dismantled. The registration papers were never changed and the Canadian man came to see me to get a sale certificate which I refused to do, having already done one for Mr Bierlein. When I bought the car, the chassis had been bent and I had to dismantle the car and correct it. As I see it, every bit was original on the car which was in a cream and black livery". He also had a luggage rack installed by Figoni»
The Police register confirms M. Devinot's dates, while a letter from him states that in August 1950 the Bugatti was owned by Gaston Bierlein, of Hôtel Pylone 1, Megève, Haute-Savoie. He kept the car for five years before selling it on March 24, 1955, to Canadian journalist Douglas Lachance, of 59 Avenue Hoche, Paris. The car – with its engine dismantled or removed - was then consigned to leading Bugatti specialist Gaston Docime, in the Rue de la Saussaie, Neuilly-sur-Seine. It remained in there until August 28, 1962 when British Type 55 enthusiast Anthony Austin Morse, a dentist of 4 Westfield Road, Rugby, imported it into England, less engine, with a £20 deposit on the import duty pending valuation.
A. A. Morse then owned three Type 55s - '55220', '55221' and '55223' – but he quickly sold the unique Figoni-bodied example to Henry H. Thomas of White Cottage, Belmond Park Road, Maidenhead, proprietor of the Fernley Service Station, who on July 25, 1963, re-sold it to Geoffrey St John, of Woodland Cottage, Greenwich Lane, Leafield, Oxon for £750
In a letter to Geoffrey St John, dated August 12, 1963, the eminent British Bugatti Registrar Hugh Conway wrote: "I did point out the engineless car to Morse, at Docime's, which he bought for £100 and sold to Thomas..." In another letter, Conway remarked that the engine of '55221' could have been sold by Docime in the USA.
Geoffrey St John restored the car to running order with engine 26 ex 55223 installed. It became a stable-mate for his Type 35B and Type 51 Grand Prix cars and it has remained in this single family ownership to this day. Geoffrey St John was a talented technician working for Smiths Industries, and eventually became the company's Chief Engineer, while dedicating most of his spare time to Bugatti restoration, tuning and racing. He was a most talented driver and became the sporting Bugatti marque's foremost British exponent over many years. He was exceptionally highly regarded as a twin-cam 2.3 Bugatti specialists, and always took particular delight in driving '55221' widely throughout the UK, and in Continental Europe, particularly – of course in France.
It was on a French road – near Auxerre in June 1994 – that he had the misfortune to be hit by a drunken driver, as described. The damage sustained took some two years of work to put right, Geoffrey St John being determined (at considerable extra expense) to save absolutely all of the car's original fabric that had escaped total destruction. Chassis straightening, keeping all the original parts, was carried out by renowned British specialist Gino Hoskins (Images on file).
A November 2019 inspection report on the car has been compiled by leading French Bugatti authority Pierre-Yves Laugier. He sums up its present condition thus: "The car keeps its original chassis, repaired in 1994. It (the original element of the chassis) is 90% complete with a few additional strengthening plates added according to Christian Huet, Parisian expert in charge of the accident file. The exterior of the car after restoration was completely in accordance with the original after more than 5,000 hours work.
"It (then) took part in its first event in the summer of 1996 (and so) the only Figoni roadster on a Supersport Type 55 Bugatti chassis is ready to join the world of rallies and concours d'élégance. It remains one of the most beautiful expressions of a Sports car by a coachbuilder, multi-purpose and powerful, one of the most important witnesses of the golden era of coachbuilding and know-how of the Bugatti brand..."
In detail M. Laugier observed: "The frame bore number 22, but the fixing hole of the spare wheel shows only one of the '2s' (the other having been drilled through). The front axle is of the right type, with no number and is probably new". In fact Geoffrey St John always maintained that the current front axle is an original, Bugatti-manufactured, hollow front axle of correct Type 55 specification...
M. Laugier continued: "The engine (comprising a matched pair of upper and lower crankcase castings – the left-rear mounting leg of which carries) assembly number '48' from roadster '55223'/engine '26'. One observes important welding traces under the rear-left mounting piece. Front-left mounting piece (the integrally cast engine leg), which was completely destroyed in the accident, was melted down and re-cast from a pattern amongst Geoffrey St John's spare parts collection. The re-cast leg was then welded back into place.
The clutch casing carries on both parts number '14'. Both gearbox and rear-axle sumps were rewelded after the accident. Traces are still visible on the original parts.
"The car was equipped with an overdrive. Compressor No '33' is ancient and of the right kind, but is not the one on the car in 1933, because a note of the repair workshop for compressors dated March 21st, 1933. states: 'Compressor 55 N° 45, Mr Rocatti, Paris, client Mr Dupuy, milling of notches in the chambers' The body of the gearbox is engraved (stamped) '39'. It is probably the factory replacement box, following the 38 (other such gearboxes that were) produced from 1931 to 1933.
"It could have been fitted to the car after one of the races in which it took part between 1933 and 1937. The original gearbox of the car, No '14', is today on a Type 55 chassis '55235' with a British history and which in 1962 was equipped with a Cotal gearbox. The original rear axle numbered '14' is the original one (installed in) the car and has race type ratio of 14 x 54 instead of the usual 13 x 54 of the first Type 55."
Mark Morris adds: "The front axle is of the right type, with no number" .
Pierre-Yves Laugier's report continues: "The fixed parts of the body are made of steel, while the opening parts are made of aluminium. After the accident in 1994, the wooden dashboard was rebuilt as the original wood board was split in two. The aluminium part of the bonnet had also to be completely replaced as well as the left front wing and the right door. Most of the wooden structure was kept. The work was carried out at Terry Hall's workshop. Drums and left front brake shoe were rewelded and two brake shoes were replaced. The wheel rim of several wheels was redone by welding - particularly visible on the spare wheel."
M. Laugier further observes: "The chassis plate of the vehicle is ancient. It wears number '55221', apparently over-stamped. It is of the Type 57 'Bas-Rhin' type and the number '57282' can be detected underneath (which) tallies with a Type 57 chassis number delivered in the Nord department in April 1935".
Since completion of restoration work in 1996 until Mr St John's recent passing, '55221' was regularly exercised by him. In similar style to the modern-day Bugatti Veyron, Chiron and EB110 models – which are both a schoolboy pin-up and a modern car collector's dream - so in its heyday the Bugatti Type 55 was a hugely coveted automotive jewel.
It is in essence a Grand Prix car with sports bodywork for use on the open road, powered by a 2.3-litre supercharged twin-cam 8-cylinder engine –as developed for the multiple Grand Prix-winning Bugatti Type 51 and only moderately detuned. Even in 1932 this power unit's blistering power and torque endowed the Type 55 with 0-60mph acceleration in 13 seconds and the hitherto unheard-of top speed – for a road car - of 115mph.
Even in the backwash from The Great Depression, the most style-conscious of high-society glitterati all aspired to the Type 55 – and, with its technical specification and haute couture body styling, it was squarely aimed at the most wealthy...and the most dashing...clientele such as the Duc de la Tremoille, Victor Rothschild and Nicholas Embiricos. With its contemporary price tag of some $7,500, Bugatti produced only 38 Type 55s, 27 of which are now known to survive.
And amongst them, this Figoni-bodied example – with its waistline-level doors offering proper cockpit wprotection in contrast to the doorless, cut-down cockpit sides of the more common Jean Bugatti roadster style – is unique. It is offered here in running order, accompanied by not only the immensely fine-detailed Pierre-Yves Laugier and Mark Morris inspection and history reports, but also by a substantial array of relevant spare parts. After 56 years in one ownership this is – when judged by the highest standards - a unique example of perhaps the most mouth-watering of all Bugatti models, and a definitive connoisseur's car to be truly, truly, coveted...
Vendida em leilão da Bonhams por € 4,600,000.
Delage D8S Cabriolet Special Coachwork by Henri Chapron 1935, França
Delage D8S Cabriolet Special Coachwork by Henri Chapron 1935, França
Fotografia
1935 Delage
D8S Cabriolet Special
Coachwork by Henri Chapron
Chassis no. 39332
Coachwork by Henri Chapron
Chassis no. 39332
Delivered new
to the UK
Supremely elegant Cabriolet Special coachwork (believed unique on the D8S's chassis)
Restored in the 1990s
Completely overhauled in 2017
25 years in a prominent European private collection
In its day,
the Delage D8 was the only French car that could be mentioned in the same
breath as the 32CV Hispano-Suiza in terms of elegance and engineering
excellence. Founded in 1905 by Louis Delage, the company had commenced
production with a single-cylinder De Dion-engined runabout and within a few
years was offering multi-cylinder designs. The publicity value of racing was
recognised right from the start, a Delage winning the Coupe Des Voiturettes as
early as 1908 and Louis himself taking the 1911 Coupe de l'Auto. Victories at
the Grand Prix du Mans and the Indianapolis 500-Mile Race were achieved prior
to WWI. In the 1920s the company became a major force in Grand Prix racing, and
in 1924 set a new World Land Speed Record mark with a 10.7-litre V12.Supremely elegant Cabriolet Special coachwork (believed unique on the D8S's chassis)
Restored in the 1990s
Completely overhauled in 2017
25 years in a prominent European private collection
Four-cylinder DI and six-cylinder DM models formed the mainstay of touring car
production in the 1920s, and then at the 1929 Paris Salon Delage launched the
Maurice Gaultier-designed D8. A magnificent 4.0-litre overhead-valve straight
eight featuring an X-braced chassis and servo-assisted brakes, the D8 was
destined to attract the creative attentions of Europe's finest coachbuilders.
The impressive list of D8 owners includes King Gustav V of Sweden, King
Alexander of Yugoslavia, and Emperor Haile Selassie of Ethiopia as well as
leading businessmen, politicians, and film stars of the day.
As development progressed, higher-performance D8S and D8SS versions became available. Engine power was raised from 120 to 145bhp, weight reduced, the chassis lowered and the rear springs altered, the results being an increase in top speed to over 100mph (160km/h) and a marked improvement in both roadholding and handling.
Along with many other manufacturers of quality cars, Delage was badly affected by the economic downturn of the early 1930s. Despite a favourable reception for its new range, Automobiles Delage went into receivership in April 1935 and shortly thereafter was taken over by Delahaye. From then onwards, Delages were built to Delahaye designs but retained their own superior short-stroke engines and hydraulic brakes.
This magnificent and luxurious D8S Cabriolet was ordered from Henri Chapron on 11th May 1934 by the UK Delage concessionaire, J Smith & Co Ltd of Albemarle Street in London's fashionable Mayfair district for their customer, a Mr Maquel. An official certificate, signed by Madame Chapron on 20th December 2019, confirms these details and states that it was delivered with body number '4624'. Further more, Mme Chapron states that this car seems to be the only D8S completed by Chapron with Cabriolet Special coachwork, which featured an ingenious method of concealing the hood when the latter is down (see below).
This Delage D8S is exceptional for several reasons. The D8S is the best chassis ever produced by Delage; more importantly, this car's stunning body by Chapron, one of the finest coachbuilders of the 1930s, achieves a perfect balance between luxury and refinement. Wonderfully elegant, Chapron's body completely conceals the hood when the latter is folded down, while the rear compartment has a fitted cover, making this often-problematical area of a convertible car a triumph of streamlined packaging. It also has a sumptuous red leather interior featuring an exotic wooden dashboard of great beauty.
On January 28th 1976, chassis number '39332' was purchased by a car collector from Houston, and in the early 1990s was completely restored by specialists Blackhawk in Danville, California. Damaged by winter freezing, the original engine (number '136') was replaced by engine number '132', an excellent unit taken from a well known D8S that had been displayed since the 1960s at the Musée du Bec Hellouin in Normandy, France.
On 11th November 1994, '39332' re-crossed the Atlantic, finding a new home as part of an important European collection where it has remained for the last 25 years. Carefully maintained and in running order, it underwent a complete overhaul in 2017. Never displayed in public for the last 25 years, it is simply a potential class winner at prestigious Concours d'Élégance all over the world, including Pebble Beach. Equally suited to continental touring or the concours lawn, this elegant D8S cabriolet will turn heads wherever it appears.
As development progressed, higher-performance D8S and D8SS versions became available. Engine power was raised from 120 to 145bhp, weight reduced, the chassis lowered and the rear springs altered, the results being an increase in top speed to over 100mph (160km/h) and a marked improvement in both roadholding and handling.
Along with many other manufacturers of quality cars, Delage was badly affected by the economic downturn of the early 1930s. Despite a favourable reception for its new range, Automobiles Delage went into receivership in April 1935 and shortly thereafter was taken over by Delahaye. From then onwards, Delages were built to Delahaye designs but retained their own superior short-stroke engines and hydraulic brakes.
This magnificent and luxurious D8S Cabriolet was ordered from Henri Chapron on 11th May 1934 by the UK Delage concessionaire, J Smith & Co Ltd of Albemarle Street in London's fashionable Mayfair district for their customer, a Mr Maquel. An official certificate, signed by Madame Chapron on 20th December 2019, confirms these details and states that it was delivered with body number '4624'. Further more, Mme Chapron states that this car seems to be the only D8S completed by Chapron with Cabriolet Special coachwork, which featured an ingenious method of concealing the hood when the latter is down (see below).
This Delage D8S is exceptional for several reasons. The D8S is the best chassis ever produced by Delage; more importantly, this car's stunning body by Chapron, one of the finest coachbuilders of the 1930s, achieves a perfect balance between luxury and refinement. Wonderfully elegant, Chapron's body completely conceals the hood when the latter is folded down, while the rear compartment has a fitted cover, making this often-problematical area of a convertible car a triumph of streamlined packaging. It also has a sumptuous red leather interior featuring an exotic wooden dashboard of great beauty.
On January 28th 1976, chassis number '39332' was purchased by a car collector from Houston, and in the early 1990s was completely restored by specialists Blackhawk in Danville, California. Damaged by winter freezing, the original engine (number '136') was replaced by engine number '132', an excellent unit taken from a well known D8S that had been displayed since the 1960s at the Musée du Bec Hellouin in Normandy, France.
On 11th November 1994, '39332' re-crossed the Atlantic, finding a new home as part of an important European collection where it has remained for the last 25 years. Carefully maintained and in running order, it underwent a complete overhaul in 2017. Never displayed in public for the last 25 years, it is simply a potential class winner at prestigious Concours d'Élégance all over the world, including Pebble Beach. Equally suited to continental touring or the concours lawn, this elegant D8S cabriolet will turn heads wherever it appears.
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