Shelby Cobra 427 Roadster 1966, Estados Unidos

Shelby Cobra 427 Roadster 1966, Estados Unidos
Fotografia

CSX3162

Sold new at Tasca Ford in Rhode Island

Delivered in the spring of 1966 via Shelby's Cobra Caravan

The Cobra Caravan was a traveling promotion tour featuring cars from Shelby American

Only two owners for the first 40 years of the car's life

The original owner, Edward Karedes, stated that he accepted the keys for his new Cobra directly from Carroll Shelby when it was delivered

Karedes retained ownership until 1986, when he sold the car to Allan Weiss

Weiss kept the car until 2006, when it was sold to Nick and Paul Bigioni

The Bigionis sold the car to Peter Klutt of Legendary Motorcars who brokered the car to a private collector

In 2007, it was sold to Andre Ahrle

Part of a private collection today

427 CI big-block V-8 engine

Two 4-barrel carburetors

4-speed manual transmission

Chrome side pipes and roll bar

Cobra draft deflectors, bumper guards

Halibrand knock-off wheels

Black leather upholstery

Extra set of original 15-inch magnesium wheels included

If two names are synonymous with Ford’s Total Performance era, it would be Tasca Ford and Shelby American, meaning that CSX3162, the 427 Cobra roadster being offered here, may be the ultimate combination of this synergy. The car, which had a mere two owners for the first 40 years of its existence, was delivered to Tasca Ford on the original Cobra Caravan, which was a traveling promotional tour featuring cars from Shelby American that celebrated the 1965 racing success of the Shelby Daytona Coupe. During what many consider the most exciting era in Ford’s legendary international battles with the likes of Ferrari, this Cobra was built at the Los Angeles Shelby American shop in late 1965 and actually arrived at the famous Rhode Island dealer franchise during a spring of 1966 stop of the Caravan tour, which often included the likes of GT40s and Daytona Coupes, as well as the GT350 and Cobra designs. When sold new through Tasca Ford before the tour left, original owner Edward Karedes stated that he accepted the keys for his new Cobra directly from Carroll Shelby himself. Karedes would then retain ownership until 1986, when he sold the car to Allen Weiss, and Weiss kept the car 20 more years until 2006. When it was subsequently sold to Nick and Paul Bigioni, it entered the collector market via Peter Klutt of Legendary Motorcar Company, and it remains part of a private collection today. Exclusive with infrequent public appearances, this Shelby features the 427 CI Ford big-block V-8 engine with two 4-barrel carburetors, the 4-speed manual transmission, chrome side pipes and roll bar, and Cobra draft deflectors and bumper guards. The Halibrand knock-off wheels are in place here as well, with black leather upholstery, AC-logo pedals and an all-business interior inside. A small, chrome Tasca Ford dealership tag helps inform onlookers of its origins, but the car’s history is well-known. CSX3162 presents itself stunningly, with beautiful red paint, chrome-plated engine dress-ups, safety-wired Halibrand racing wheels in black and a stellar overall stance. Obviously of special interest to those who grasp the significance of the Shelby and Tasca associations, this is a special opportunity to own a fantastic 427 Cobra.

Packard 1104 Super 8 Dual Cowl Sport Phaeton 1934, Estados Unidos

Packard 1104 Super 8 Dual Cowl Sport Phaeton 1934, Estados Unidos
Fotografia

Highlights:

CCCA Full Classic

Comprehensive restoration completed in the 1980s

Body disassembled to the last nut and bolt

Frame was sandblasted, primed and painted

385 CI inline 8-cylinder engine

Synchromesh 3-speed transmission

Solid front axle with semi-elliptic leaf springs

Hypoid live rear axle with semi-elliptic leaf springs

Bijur chassis lubrication

Vacuum-assisted mechanical drum brakes

Burled wood dash

Ash and oak wooden sub-structure

Gray leather upholstery

Haartz cloth top

Woodlite headlamps and cowl lamps

Dual side mounts in metal cases with accessory mirrors

Twin windshield-mounted spotlights

Lalique Eagle's Head mascot

Wire wheels with chrome trim rings

James Ward Packard and his brother William began their foray into building automobiles in 1899 in the town of Warren, Ohio. By the 1930s, Packard had built a world-renowned reputation for well-engineered, luxurious automobiles that were among the finest produced in the United States. While the Great Depression all but laid waste to the American automobile industry, Packard was surprisingly able to weather the storm, in no small part due to strong overseas sales and the underrated efficiency of its single assembly line along with the interchangeability of parts across the company’s many high-end model offerings. Another key Packard advantage was its near constant refinement and technological improvement of its vehicles to make them ever smoother, faster and easier to drive.

In August 1933, Packard debuted what would be its Eleventh Series, or generation, of cars with an expanded line of offerings that included no less than six different available wheelbases (129, 135, 136, 141, 142 and 147-inches) and nine different body styles spanning from coupe and sedan to phaeton and limousine. At the top of this expansive range was the 8-cylinder “Super 8” and the 12-cylinder “Twelve” models.

The example on offer is a 1934 Super 8 Dual Cowl Sport Phaeton, which represented one of the most exclusive and luxurious offerings within the Eleventh Series line of Packards. Built on a 142-inch X-braced frame with a semi-elliptic leaf-sprung solid front axle and a semi-elliptic leaf-sprung Hypoid live rear axle, the Super 8’s chassis also benefited from Bijur centralized chassis lubrication and vacuum servo-assisted mechanical drum brakes. For power, the Super 8 received a 385 CI straight-8 engine that benefited from a 9-main-bearing crank, side-valve L-head, oil-temperature regulator, oil-pressure regulator, full-flow oil-filtration system, dual-coil ignition system and 6:1 compression ratio. Breathing through a downdraft carburetor, this powerplant produced 145 HP in a smooth and reliable fashion transmitted through a synchromesh 3-speed transmission. These features combined with an automatic choke, spark advance and revised steering geometry made the Super 8 one of the smoothest and easiest cars to drive of the period. One period reviewer commented, “It actually performed so smoothly and quietly that I could almost hear my watch tick at 60 miles per hour.” And for performance, the stately Packard was still capable of going from 0–50 MPH in just 14 seconds—a time considered good for the day.

This impressive driving package was clothed in an equally stately and luxurious body. Constructed with an ash and oak wooden subframe, the two-tone gray and black sport phaeton body provided ample seating for five, with a separate windscreen (dual cowl) and tonneau cover protecting and insulating the rear-seat passengers. Trimmed in rich gray leather upholstery, the interior also features a stunning burled-wood dashboard, matching burled-wood accents and a Haartz cloth soft top. Rounding out the Sport Phaeton’s special features are: dual, fender-mounted spare tires in metal cases with accessory mirrors; twin windshield-mounted spotlights; Woodlite headlamps and cowl lamps; wire wheels with chrome trim rings; and an exclusive Lalique crystal Eagle Head radiator cap mascot.

The Packard on offer is one of just 1,920 Super 8s built in 1934 and represents what many believe to be Packard at the height of its prewar powers. As such, this vehicle was the recipient of a comprehensive nut-and-bolt restoration in the 1980s that included full disassembly, with the frame sandblasted, primed and painted. From the Academy of Art University Collection, this Packard sport phaeton holds the Classic Car Club of America’s prestigious “Full Classic” designation.

Ferrari 275 GTB Long Nose 1965, Itália

Ferrari 275 GTB Long Nose 1965, Itália
Fotografia

Serial no. 06943

Converted Short Nose

New factory Scaglietti Long Nose replacement purchased for $19,000 in 1981

Long Nose installed by Josef Neumayer and Michael Gabler of North Shore Auto Rebuilders in Chicago

Ferrari and Alfa Romeo parts expert Gordon Raymond of Northfield, Illinois has owned the car for 47 years

Nut and bolt restoration by Gordon Raymond over many years

Formerly raced at Road America, F40 competition racing harness

Designed by Pininfarina and coachwork by Scaglietti

North American model—the car has always resided in the United States

3286cc SOHC V-12 matching-numbers engine

Three carburetors

Factory rated for 280 horsepower at 7,600 RPM

5-speed gated shift manual transmission

Rosso Corsa lacquer paint

Nero leather interior

Colotti differential

4-wheel independent suspension and 4-wheel disc brakes

5 Borrani knock-off wire wheels

Two extra sets of Campagnolo Starburst wheels included

Michelin tires

Full-length TUBI exhaust

Extensive inventory of extra parts, fire extinguisher, second windshield and spare floor mat included

Original FIA suitcase straps in rear storage behind seats

Full original—never used—Tool Kit

Full set of original factory books and manuals

Ferrari signaled a new, more sophisticated generation of grand-touring cars at the 1964 Paris Auto Show when it introduced the 275 GTB and its 275 GT Spyder counterpart, the first road-going Ferraris to feature independent rear suspension. Both were powered by what would be the final development of the Colombo-designed short-block V-12 engine, displacing 3.3L and rated at 280 HP at 7,600 RPM in the Berlinetta, and 260 HP in the Spyder. Racing experience with the 250 LM contributed significantly to the 275 GTB’s overall design; its rear suspension incorporated upper and lower A-arms, Koni shocks inside coil springs and a sway bar. To improve weight distribution and cornering response over earlier GT designs, the engine was moved rearward and the 5-speed Colloti gearbox was incorporated into the differential.

The 1962-64 GTO and the mid-engined 250 LM considerably influenced the 275 GTB’s beautiful Pininfarina-designed coachwork, which featured flowing fender lines and Plexiglas-covered headlights, an aerodynamic wraparound windshield and a fastback roofline ending in a subtle rear spoiler. In another break from the past, Ferrari substituted the traditional Borrani wire wheels with attractively styled cast-aluminum units by Campagnolo. Despite its relatively brief production life, the 275 GTB’s greatness is a lasting phenomenon, its influence a matter of historic record. The motoring press universally sang its praises as “a car so good it comes close to perfection.”

Gordon Raymond of Northfield, Illinois, has owned this 1965 Ferrari 275 GTB—Serial No. 06943—for 47 years. That’s a long time by any measure, but there is almost always a significant story behind such long-term ownership, and in this case, it’s the fact that Raymond credits the car with saving his life. He purchased the Ferrari, a North American-specification car that has always resided in the U.S., from its original owner—a snow-skiing instructor—in 1970. A lifelong admirer of the great Italian marques, Raymond also owned a 500 Testarossa and several Alfas, and he became a regular competitor at Road America. But in 1981, misfortune struck; while driving the 275 GTB near his home, Raymond was involved in a head-on collision that he believes would have taken his life were it not for the car’s famously robust construction. Still, his injuries were enough to keep him in the hospital for 14 months.

Early in his convalescence, Raymond resolved to have his beloved Ferrari repaired to the “long nose” configuration employed by the original owner—the car as sold was originally a “short nose.” The decision was not an entirely uncommon practice at the time; the popularity of the long-nose 275 GTB prompted many such conversions, but few owners went the same route as Raymond, who purchased a brand-new long-nose front end directly from Scaglietti for the then-princely sum of $19,000. To ensure the work was completed to Ferrari factory standards, Raymond enlisted renowned restoration experts Josef Neumayer and Michael Gabler of North Shore Auto Rebuilders in Chicago to perform the repairs and conversion.

Upon leaving the hospital, Raymond commenced a restoration that is ongoing to this day. A meticulous craftsman, he has a well-earned reputation for artfully hand-fabricating replacement parts for vintage Ferrari and Alfa Romeo race cars, a skill he has applied to his beloved Ferrari to nearly flawless results. Classically finished in Rosso Corsa with a Nero leather interior (complete with the original FIA suitcase straps in the rear storage shelf), the car retains its original matching-numbers triple-carburetor V-12 engine and rides on chromed Borrani wire wheels shod with Michelin XWX radial tires. Raymond has performed a number of upgrades over the years, adding an upgraded master cylinder for the 4-wheel disc brakes, a full-length TUBI exhaust system, F40 Competition safety harnesses and, recently, a new steering box.

In addition to the never-used original tool kit and a full set of original factory books and manuals, the car comes with many spares, including a second windshield, two sets of Campagnolo Starburst alloy wheels and an extensive inventory of extra parts, some custom-built out of brass by Raymond himself. Yes: it is a timeless classic and a sensational restoration, but nothing can recommend this marvelous Ferrari 275 GTB more than its 47-year history with a passionate owner who has invested every one of those years retaining its nearly flawless condition.

Ford Mustang Shelby GT350 Convertible 1966, Estados Unidos

Ford Mustang Shelby GT350 Convertible 1966, Estados Unidos
Fotografia

Highlights:

1 of 4 Shelby GT350 convertibles built in 1966

The first 1966 GT350 convertible by serial number

The first Shelby Mustang Convertible by serial number

The first Shelby Mustang built with air conditioning by serial number

The only 1966 GT350 convertible remaining today with its original engine

Shelby American Factory pool car that was used for test purposes in anticipation of the 1967 ½ Shelby convertible

Appeared in the background of a photo in the December 7, 1967 issue of Autoweek with once controversial Hertz Gold rocker stripes clearly in view making it the only 1966 Shelby to have Hertz Gold rocker stripes with no “H”

Served duty as a pace car for SCCA racing in the Bay Area of California

Known ownership from new

Featured in Mustang Monthly in 1982

Upgraded with a Paxton Supercharger system

Displayed in a special 50th Anniversary Mustang exhibit at the LeMay Museum in 2014

For years after the 1966 GT350 convertibles were produced, the cars remained shrouded in confusion and misunderstanding. Initially, the hobby at large believed that a total of six convertibles were produced at the end of 1966 GT350 production. This was before, in 1987, documentation was unearthed in Carroll Shelby’s Gardena office that confirmed otherwise. Chief among those documents was an order dated June 7, 1966, specifying “Four experimental convertibles are being run through the shop at present time … One of these units is sold and the other three will be used for test purposes in anticipation of a 1967½ GT350 convertible.” Given that information, and the subsequent discovery that two of the then “existing” 1966 convertibles were nothing but figments of the owners’ imaginations, what remains clear is that only four 1966 GT350 convertibles were produced. 

Put simply, here is what is known with absolute confidence today about these legendary Shelby Mustangs. They were the final four examples of the first-generation 1965-66 GT350s. All four 1966 convertibles were painted different colors of Ivy Green, Red, Sapphire Blue and Springtime Yellow. Two convertibles were automatics while two were 4-speed cars. These four convertibles would be the only four Shelbys to have factory air conditioning in the first two years of production. Finally, only one of those four cars remains with its original engine today, and, as luck would have it, that very car is the one being offered here today.

The subject car is Serial No. 6S2375, and it was the earliest of the four 1966 GT350 convertibles produced by serial number. Equipped with factory air conditioning and an automatic transmission, it was finished in Ivy Green with a black interior and white top. In addition, as proven by a photograph in the December 7, 1967, issue of Autoweek, the car was adorned with a set of unique, Hertz Gold colored rocker stripes with no “H,” as was present on GT350H cars. In specification, these 1966 convertibles were identical to production 1966 GT350 fastbacks with the exception of the quarter panel brake cooling scoops being made non-functional in order to accommodate the top folding mechanism, as well as the addition of factory-installed air conditioning. Upon its completion, the car was sent to the Shelby American motor pool for testing in preparation for a proposed 1967½ Shelby GT350 Convertible.

Terminal de Ônibus da Praça Carlos Gomes, Ribeirão Preto, São Paulo, Brasil

Terminal de Ônibus da Praça Carlos Gomes, Ribeirão Preto, São Paulo, Brasil
Ribeirão Preto - SP
Fotografia - Cartão Postal


Nota do blog: Demolido.

Santuário das Sete Capelas, Ribeirão Preto, São Paulo, Brasil

Santuário das Sete Capelas, Ribeirão Preto, São Paulo, Brasil
Ribeirão Preto - SP 
Fotografia - Cartão Postal

Santuário das Sete Capelas, Ribeirão Preto, São Paulo, Brasil

Santuário das Sete Capelas, Ribeirão Preto, São Paulo, Brasil
Ribeirão Preto - SP
N. 09
Fotografia - Cartão Postal

O Santuário Nossa Senhora da Medalha Milagrosa, mais conhecido como Sete Capelas, foi idealizado pelos monges beneditinos.
A construção se prolongou por quase uma década, sendo concluída em 1955 com as capelas de Nossa Senhora do Perpétuo Socorro e a da Penitência (também chamada de “Escadaria”). 

Localizado no Morro de São Bento, onde anteriormente havia uma pedreira.

Nota do blog: Data e autoria não obtidas.