Maserati 450S by Fantuzzi 1958, Itália

 

Maserati 450S by Fantuzzi 1958, Itália
Fotografia




In the dozen years that followed the Second World War, perhaps no boutique manufacturer consistently built faster or more beautiful sports-racing machines than Maserati. The reconfigured Modena manufacturer, under the helm of new owner Adolfo Orsi, was a wellspring of sensational hand-built competition sports cars that dwarfed the company’s meager advances in production automobiles. From the A6GCS spiders and A6G/54 coupes through the mighty 200S and 300S racecars, Maserati consistently built powerful and aesthetically arresting models that convincingly vied for the Italian and World Sportscar Championships, all while the company bravely teetered on the brink of insolvency. This was one of those glorious storybook chapters that ignored financial necessity in the pursuit of a higher dream: the development of some of history’s most enchanting sports-racing designs.
In 1956, nearly a decade into this wondrous evolution, the American privateer team owner and preferred Maserati client Tony Parravano commissioned the factory to build him a pair of 4.2-liter V-8 engines that he intended to use at the Indianapolis 500, as well as a third 4.5-liter V-8 to be used for sports car racing. Welcoming the cash influx of such a significant order, Modena’s engineers also jumped at the chance to dust off a nascent V-8 design that had been shelved with the horsepower de-escalation that followed the disastrous accident at Le Mans in 1955.
With engineer Guido Taddeucci supervising development, the V-8 was completed during May 1956 and dropped into a 350S example, chassis number 3501, which was lengthened by 40 millimeters to accommodate the longer engine block. This prototype was tested during the practice session for the Swedish Grand Prix in July, but the engine was clearly too powerful for the rest of the car, stressing the chassis and getting the better of the standard 350S brakes. A purpose-built chassis and transaxle were then devised by Valerio Colloti, and the new car was clothed in lightweight spider coachwork by Medardo Fantuzzi, with a gaping front grille and curved haunches contributing to a striking design. The potential was undeniable during testing, as journalist Denis Jenkinson timed Jean Behra reaching a blazing speed of 181 mph. The breathtaking Maserati 450S had been born.
In late October 1956 chassis number 4502, the first 450S example completed for customer delivery, was shipped to Parravano. Maserati then prioritized building two cars for factory-based racing, chassis numbers 4501 and 4503, aiming to compete in the World Sportscar Championship. At the season-opening Buenos Aires 1000 KM in January 1957, Stirling Moss and Juan Manuel Fangio ran away from the competition as the car barely broke a sweat, and victory seemed assured until a broken clutch linkage caused the gearbox to fail, prompting an early retirement.
Two months later, with the issues ironed out, Jean Behra and Fangio romped to an overwhelming win at the 12 Hours of Sebring. American team bosses Jim Kimberly and John Edgar immediately wanted to get in on the act, quickly placing orders for cars of their own. These cars went on to perform quite well in competition, particularly Edgar’s chassis number 4506, which was driven by Carroll Shelby to numerous wins. The success of these cars prompted further orders, and by the beginning of 1958 the factory was building what would be the last two of just 10 cars completed.
By this point Maserati faced such overwhelming financial difficulties that it had no choice but to cancel its numerous racing endeavors and focus solely on the development of a marketable production road car. Representing the zenith of the A6G’s development in sports car racing during the 1950s, the 450S has evolved into one of Maserati’s most celebrated models, encompassing rarity, raw power, exquisite coachwork, and a bona fide competition pedigree. These beautiful spiders favorably compare with the finest racing models concurrently produced by Maranello or Stuttgart, making them giants at the peak of sports car racing’s pantheon, the crème-de-la-crème of the most exclusive and accomplished models.
Retaining its numbers-matching engine, this 450S benefits from a well-maintained 1990s restoration and in-depth history/research reports by two of the Maserati niche’s most respected historians, combining for one of the best-presented of the 10 examples. The penultimate example produced, chassis number 4509 was ordered new through Carroll Shelby’s Texas-based sports car business by Jesse “Ebb” Rose, a privateer racing driver and owner of the J.H. Rose Truck Line company of Houston, Texas. Rose already owned two Maserati 300S examples, and he employed a racing mechanic named Lloyd Ruby who would go on to be very successful in Indy car racing. Completed in late January 1958, the 450S was delivered in mid-April by Shelby himself to the Galveston airport, where it would participate in an SCCA Regional race called the Gran Carrera Lafitte. Following a warm-up/demonstration lap by Shelby, Ebb Rose took the wheel and finished 1st in both the seven-lap sprint and the 20-lap main event.
The victory made quite an impression on the local racing community, culminating in a sponsorship agreement with Micro-Lube, a manufacturer of oil and fuel additives based in Dallas. The rosso coachwork was then repainted in the company colors of blue and white, and decorative script was added to each side reading “Micro-Lube Special.” In this cosmetic livery Rose drove 4509 to victory at the Eagle Mountain SCCA Regional event at Fort Worth, again winning both races while convincingly besting future Chaparral principal Jim Hall, who was driving a Lister Chevrolet. The owner followed this with another victory in November at the Hammond, Louisiana, regional races, this time beating Ray Jones’ Ferrari Testa Rossa.
During late 1958 Ebb Rose had been fielding his other Maseratis in the inaugural season of the USAC Road Racing Championship for sports cars, and when the series was upgraded to a full calendar for 1959, he committed all his cars, including 4509. The 450S went on to face off against some of the world’s most accomplished drivers, including European stalwarts like Roy Salvadori, Ron Flockhart, and Maurice Trintignant, and American racers including Dan Gurney, Chuck Daigh, Bill Krause, and Shelby.
After two early retirements at Pomona and Daytona, 4509 began to find its stride with mechanic Lloyd Ruby at the wheel, particularly at the Meadowdale circuit north of Chicago, where it finished 2nd in May, 3rd in July, 1st in sprints in September, and 2nd again a day later. At the Los Angeles Times Grand Prix at Riverside, California in October 1959 the Maserati again finished 2nd, propelling Ruby to an impressive 2nd-place finish in the final USAC driver’s standings for 1959.
By early 1960 the Maserati was struggling to compete against newer designs, and the car made its last racing start at Riverside in April 1960, resulting in an early retirement. Ebb Rose and Lloyd Ruby now prioritized Indy racing above all else, with the latter making 18 consecutive starts at the Indy 500, and also becoming a key contributor to the development of the Ford GT40.
In September 1960 Rose sold the Micro-Lube Special to Frank Harrison of Chattanooga, Tennessee, and it joined two other 450S examples in his collection. Four years later the car was sold by his mechanic, California resident Jerry Eisart, to an unidentified buyer. By May 1965 the Maserati factory tracked ownership of the car to Richard Fellowes, a principal at a marque dealership in Slough, England, and the car was temporarily fitted with the engine from chassis number 4508.
Subsequently passing to British parliament member John Fellowes, the 450S underwent a full restoration by vintage racing specialist Trevor Stokes that was documented in the October 1974 issue of Motor Sport magazine. During this process the Maserati’s numbers-matching engine was sourced and re-installed, and five years later the car was acquired by Bob Sutherland of Colorado.
In 1986 the 450S was sold to Japanese collector Yoshiyuki Hayashi, by which time it had been repainted in the proper original rosso, as revealed by coverage in a 1986 issue of the French magazine Automobiles Classiques and a 1988 issue of the Japanese magazine Car Graphic. After passing through several U.K.-based dealers in mid-1995, the Maserati was purchased by German collector Peter Groh, and a year later he sold the car to Myron Schuster of Bedford, New York. Schuster soon commissioned a comprehensive restoration.
In 2002 the Maserati was acquired by fellow Bedford resident Scott Rosen, and he significantly enriched the car’s documentation by retaining marque expert and historian and author Willem Oosthoek to compile a full research report. The documentation was further bolstered a few years later after Oscar Davis acquired the car when he retained the well-known Maserati historian Adolfo Orsi (grandson of the marque’s onetime owner) to conduct a full inspection and historical analysis, including the sourcing of factory build sheet copies.
After conducting a meticulous inspection in 2007, Mr. Orsi authored a report in which he notes that the 450S retained much of its original mechanical equipment, including the engine heads and crankcase, the transaxle, the steering box, radiator, starter motor, the exhaust manifold, the Houdaille shock absorbers, the front and rear suspension components, and the rear De Dion tube. He notes the chassis frame’s tubing is of correct dimensions and appears to be authentic, while the engine bears the correct corresponding internal number stamping of number 6, as per the factory build sheets. This report concludes that the car retains an overwhelming degree of authenticity, with a large majority of the components being original or correct, as well as a continuous and well-documented history.
Presented in 2006 at the Palm Beach Concours d’Elegance and the Amelia Island Concours d’Elegance, this beautiful Maserati is a rare example of the marque’s most highly developed 1950s sports-racer that would be welcomed at major events worldwide. It is ideal for display at finer concours d’elegance, or it may also be enjoyed for its raw power at touring events or on private drives. Documented and authenticated by some of the Maserati niche’s most respected historians (including Adolfo Orsi himself), this striking 450S has been mechanically maintained as needed over the last 15 years by Leydon Restorations. It would crown most any collection of vintage Italian sports cars, offering an unparalleled opportunity to acquire a model that only rarely becomes available for public sale.

Mercedes Benz 540 K Special Roadster by Sindelfingen 1937, Alemanha

 

Mercedes Benz 540 K Special Roadster by Sindelfingen 1937, Alemanha
Fotografia


Long-tail, high-door, covered spare: the ultimate 540 K
All Sindelfingen body styles for the Mercedes-Benz 540 K evolved through generations and variations, and the Special Roadster was no exception. Its original low-door style, essentially the same as the previous 500 K, was eventually succeeded by the so-called long-tail, high-door design. This is the car that enthusiasts think of when envisioning the iconic 540 K Special Roadster: great flamboyant sweeps of subtly skirted fenders, their power accentuated by a set-back radiator, and doors that curve back past a concealed top into a flowing upturned tail. It is as visually perfect a design as ever existed in the 1930s.
This is particularly true of the cars produced with a covered rear spare, hidden beneath a flush decklid with a very subtle, chrome-edged dorsal fin—a nod, perhaps, to French coachwork trends. It is the covered-spare, long-tail, high-door design that forms, truly, the ultimate Special Roadster, and the ultimate expression of Sindelfingen’s skill.
Just three original examples of this most sought-after design remain extant, of which that offered here is the only one presently available for sale now out of long-term ownership.
The King's Special Roadster:
According to a copy of the original commission paper, a copy of which is on file, the car was ordered for the King of Afghanistan in May 1937, and was delivered to him in Kabul in September 1937. The last monarch of his country, Mohammed Zahir Shah had succeeded his assassinated father not even four years earlier, at the age of 19, but for his first three decades left the country in the charge of his uncles. During this time Afghanistan built diplomatic relations with the great powers of the world, organized a national bank and state industries, and saw the construction of modern roads upon which a young King could motor swiftly around a rapidly growing and increasingly modern Kabul.
Later owner Vernon Jarvis noted in an accession form for his collection that “at the outbreak of World War II, [the 540 K] was sent to France and stored at the Afghanistan Embassy in Paris, where it remained until 1948. The King then gave it to his son-in-law...who brought it to England in 1950 and drove it only occasionally in London until 1952. The Prince sold it to Chipstead Motors, Limited in London during the summer of 1953, from whom it was purchased by Mr. A.W. Giles of Old Catton, Norwich, England for Mr. Vernon D. Jarvis, Dec. 22, 1953.” The car was shipped from London to Jacksonville, Florida, via the Ocean Ranger, to begin its new life abroad.
"History on wheels" at Silver Springs:
Vernon D. Jarvis was a successful businessman from Illinois and an early American collector of Full Classics, building an enviable stable that included truly outstanding examples of Duesenberg, Delahaye, Isotta Fraschini, Cord, and many other great marques. His exceptional cars, including this 540 K, were exhibited alongside an impressive model circus, period-correct storefronts, and other oddments of the past in the Carriage Cavalcade, later known as the Early American Museum, built by Jarvis at the Florida tourist destination of Silver Springs.
For 30 years, visiting families could take a break from riding in glass-bottom boats or observing the milking of rattlesnakes at Ross Allen’s Reptile Institute, and view not just “History on Wheels,” but truly one of the best collections of prewar automobiles ever assembled in this country—a surreal experience only possible in mid-century America. Photographs on file show the car on exhibit in the spot lit halls of the roadside museum, as well as, in one of its few journeys “out,” at a 1958 car show in Sebring.
In 1986, the 540 K was acquired by Robert Bahre, known for his highly astute and ahead-of-his-time connoisseurship of excellent cars, including several important Mercedes-Benzes. Mr. Bahre was known for his bravado in the pursuit of exactly the right automobile; to acquire its motoring treasures, he quite literally bought the contents of the Early American Museum, en masse and wall-to-wall, right down to Mrs. Jarvis’s doll collection and costumed mannequins. In Mr. Bahre’s ownership, the King’s Special Roadster appeared in Beverly Rae Kimes’ noted book, The Classic Car, in 1990. Not long thereafter, it was sold to the current owners, as Mr. Bahre embarked upon the construction of his masterpiece, the New Hampshire Motor Speedway.
Conserved:
Since its acquisition for the collection, the 540 K has remained tucked away, seldom emerging for public view and, significantly, escaping the restorer’s touch. Indeed, to this day the car is still wearing the two-tone maroon finish and “new” floor mats, top cover, and leather seat upholstery that Vernon Jarvis described applying in December 1953. The Jarvis acquisition document notes that upon the 540 K’s purchase it had recorded 11,700 miles, but the odometer was reset as part of the previous work; today the odometer reflects 883 miles, indicating that this Special Roadster has yet to cover its 13,000th mile.
As one would expect, the car remains, with the exception of the aforementioned cosmetic finishes, a largely untouched and undisturbed. Not only does it retain all of its original mechanical components and the factory typenshield and commission tags, it is rolling on the period Dunlop tires on which it likely emerged from England and even bears the body number stamped in the original floorboards.
One of the few surviving important pre-war cars remaining in such condition, its state of preservation, increasingly appreciated by connoisseurs today, is part and parcel of what makes it so highly significant.
Offered with a small collection of documents and photographs assembled by marque specialist Jonathan Sierakowski, having had only five private owners in seven decades, and kept exactly as road-trippers once ogled it at Silver Springs, the King of Afghanistan Special Roadster is one of the great supercharged Mercedes-Benzes and, in fact, among the ultimate Classics.
There is none other with its patina, its originality, or its past, which combine in an aura all its own.

Ferrari 212 Barchetta 1952, Itália

 

Ferrari 212 Barchetta 1952, Itália
Fotografia




Unveiled at the Brussels Motor Show in 1951, the 212 directly descended from the very first Ferrari that appeared just four years earlier. With a design virtually unchanged from the 166 and 195 models it replaced, the 212 gained a larger version of Ferrari’s Colombo V-12 engine, displacing 2.6 liters.
Following its launch in 1951, only about 100 examples were manufactured before production ended in 1953. The series consisted of the competition-oriented 212 Export, with even-numbered chassis, and the road-going 212 Inter, with odd-numbered chassis. The cars were bodied by Ghia, Touring, Vignale and others, and became the basis for Pinin Farina’s first creation on a Ferrari chassis. Toward the very end of the series, some of the 212 Inters carried the chassis number suffix “EU,” a designation that stood for “Europa. “
With 150 to 170 horsepower under the hood and a top speed in light coachwork nearing 125 miles per hour, racing success for the Ferrari 212 was immediate. Perhaps the most important victory was the 1-2 finish at the 1951 Carrera Panamericana, a tremendous marketing coup for the profitable North American market.
Chassis n. 0259 EU:
This particular Ferrari 212, chassis number 0259 EU, began its life at Ferrari’s factory on 25 November 1952 and entered the Pinin Farina plant on 30 December where it received an Inter coupe body. It was sold new in early 1953 to Ferrari dealer Renato Nocentini’s Garage La Rotunda in Florence, Italy. Within the next 10 years or so, the car would be shipped across the Atlantic after having its original engine removed and fitted into a different 212 chassis. Once in the United States, it was repainted in silver blue metallic in 1967.
In 1994, the car was sold by Newport Imports of Newport Beach, California to a local plastic surgeon and is believed by this point to have been fitted with an engine from a 250 GT; the present engine is, however, un-stamped. Chassis number 0259 EU was sold again in June of 1998 at a dealership in Costa Mesa, California before changing hands and crossing the Atlantic once more, having been acquired first by DK Engineering in Hertfordshire, United Kingdom and subsequently by Brian Classic in Cheshire.
In 2001, Brian Classic commissioned bodywork specialist D. Moroney of Cheshire to recreate an aluminum body for 0259 EU in the style of the Superleggera Mille Miglia Barchetta by Touring. Completed in March 2003, the extensive and expertly executed work included fabricating a tubular space frame, fashioning aluminum body panels for the interior and exterior, and fabricating numerous fitments and parts. Upon completion, the alloy bodywork was painted Rosso Corsa and the interior was upholstered in pumpkin-colored leather.
In 2006, chassis number 0259 EU was sold at auction in the United States. Its new owner commissioned noted Ferrari engine builder Bill Pollard of SportAuto in Gaylordsville, Connecticut to refurbish the engine in March 2007. SportAuto was commissioned again in 2009, this time to remove the engine from the vehicle and perform a comprehensive rebuild ahead of the car being sold at auction to its current owner that same year. In 2019, marque specialists Red Car Restorations, Inc. in Rockwall, Texas recommissioned the fuel system, including rebuilding both fuel pumps and the triple carburetors.
With so few Ferrari 212 models ever produced, and fewer still in the competition-oriented Barchetta body style, this well documented example presents a rare opportunity to own one of the most coveted early Ferraris in existence. Now offered from the Gene Ponder Collection, this thrilling rendition of one of Maranello’s all-time greats is accompanied by a selection of service records and a detailed report by marque expert Marcel Massini.