ColleCtor CarinsiderVolume 3 / Issue 3

Fog and Foliage

The Pebble Beach Concours is nearly upon us, and I can’t wait to walk the 18th fairway

again to glimpse more eye candy than should rightfully exist in one place. I’m referring to the setting as well as the cars, particularly when the entire scene is enveloped in a shroud of fog. There’s something supernatural about seeing the world’s finest automobile show-pieces through this unique lens. The fog always makes me think about the histories these cars have had — where they might have driven and by whom. I almost expect a prior owner from many years ago to mys-teriously appear behind the wheel of one of them and then disappear again as I do a double-take. Almost.

I’m also happy to announce Chubb’s title sponsorship of the 2012 New England Concours d’Elegance, which will take place in Saratoga Springs, NY, on September 28–30. If you’ve never been to Saratoga in the fall, it’s really a must-see. There are numerous roads just perfect for rallying, including those within the stunning Saratoga Battlefield National Historical Park, where American Revolutionary soldiers defeated British forces during the autumn of 1777. The concours takes place on the grounds adjacent to the Saratoga Automobile Museum, itself part of beautiful Saratoga Spa State Park. The museum alone is worth the trip to Saratoga, as it’s truly one of the best automobile museums in the country, and we’re proud to partner with them for the concours.

Beautiful cars in perfect settings — either veiled in fog or canopied in fall foliage. Could life be any bet-ter? Whether you visit Pebble Beach or Saratoga Springs, please make sure you stop by one of the Chubb areas and say hello.

In the meantime, keep ’em run-ning, folks.

Jim FiskeVice PresidentChubb Personal Insurancejfiske@chubb.com

In This Issue Looking to Monterey ................ 1Gooding on the Market ........... 2Ten Monterey Star Cars ........ 2–3The Classics ............................... 31930 Bugatti Type 46 Profile ..... 4Chubb Featured Client ............ 51965 Amphicar Profile .............. 6 Cumberford —1929 Cord L-29 .. 7Upcoming Events ...................... 8

A Monterey Lovefest In the collector car world, confidence for top-flight items is strongby Keith Martin

I t’s Super Bowl time in the collec-tor car world. During five days in Monterey this August, more than

1,400 cars will cross the block. Last year, 881 cars sold for a grand total of $198m. That was a record-breaking amount, up more than 15%, or $26m from 2010.

This year, I believe we will see that record shattered again. During the past few months, important cars have continued to bring ever-in-creasing amounts; for example, 1962 Ferrari 250 GTO s/n 3505 sold for $35m, and the new owner wasn’t shy about proclaiming what he had paid.

In the collector car world, confi-dence for top-flight items continues to be strong. The players in this field — the traders buying eight-digit-and-up cars — aren’t overly worried about the stock market, the employment rate or the strength of the euro. They are playing with their car money, and those funds answer only to their owners.

For the most part, Monterey is a set-piece battle of titanic proportions. Over the past decade, there have been few changes in the players. On the auction side, Christie’s — after producing Robert Brooks, David Gooding, Miles Morris and others — folded its tent in 2007. From its global, corporate perspective, selling works of art and jewelry, neither of which need to start or run in front of an audience, surely was a more lucrative place to put its energies.

Kruse finally gave up in 2008, its Monterey auction being one of the last gasps of the once-mighty empire that dis-solved into a morass of lawsuits and disgruntled customers.

Dana Mecum brought his unique style of mega-auctions to the Monterey peninsula in 2009, and he has proven what everyone thought was impossible — there are still new buyers to be found on the Historic Weekend, 443 of them in 2011 to be exact.

RM and Gooding continue as the heavyweights, unveiling wallet-drooling lots that billionaires will fight over. Bonhams, bringing its English-style sophistication to the table, will offer the weekend’s best automobilia as well as collectible automobiles. The big news this year is that Russo and Steele, the weekend’s rock & roll auction, is moving to a new venue on the Monterey waterfront by Fisherman’s Wharf. This is welcome news for car fanatics, as the benefits offered by Russo’s previous cheek-by-jowl location with RM were offset by a non-bidder-friendly selling environment.

Every year, we make a prediction. For 2012, given the frothy collector car environment and the record prices top cars are bringing, we expect to see a more than 20% in-crease over 2011, from $198m to $220m. If I’m wrong, I’ll eat the 1936 Mercedes 540K roadster being of-fered by Gooding, from front fender to taillight!

Temptation everywhere

Visit www.sportscarmarket.com/ChubbMonterey2012 for Chubb’s Pocket Guide to the Monterey Car Week.

2 ColleCtor Car InsIder

The Goodsby David Gooding

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house for the Pebble Beach Concours d’Elegance, our annual Pebble Beach Auctions are the most extraordinary presentations of the rarest and most significant concours-quality collector cars ever assembled under one roof for an auction, and this year will undoubtedly be the best yet.

Of this year’s selection, many cars being offered have survived as true time-capsule examples — due to years of wonderful care and devo-tion. Along these lines, we are proud to present the William A.C. Pettit Collection of cherished Classics, without reserve, and the Sherman M. Wolf Ferrari Collection. While they were very different collectors, both Bill Pettit and Sherman Wolf were consummate car enthusiasts who shared with generosity and refresh-ing enthusiasm. We are honored to present both collections for the next generation to continue their legacies of automotive passion.

Whether your passion is driven towards museum-quality Classics, such as Pettit’s cars — or blue-chip Ferraris like Wolf’s machines, concept cars such as the 1968 Bizzarrini Manta Giugiaro, modern supercars such as a 2003 Ferrari Enzo, iconic race cars such as the 1964 Ford GT40 prototype GT/104, or historic, pre-war motorcars such as the 1936 Mercedes-Benz von Krieger Special Roadster, we’ve assembled an exquisite array of leg-endary automobiles for you to enjoy in person at our preview, auctions or via live auction webcast.

If bringing home the GT40 prototype isn’t in the cards, there are still many other magnificent cars to appreciate that don’t have a million-dollar price tag. Listed without reserve, a few standout examples include a 1956 Austin-Healey 100/4 Le Mans (estimate $90,000–$120,000), 1959 Mercedes-Benz 190 SL (esti-mate $100,000–$130,000) or 1958 Porsche 356 A Speedster (estimate $200,000–$250,000). Celebrating the past and the present, we are also of-fering Jay Leno’s 2012 Fiat 500 “Prima Edizione” (estimate $25,000–$35,000 without reserve), which the famous comedian and car enthusiast has elected to auction in support of the Fisher House Foundation, an incred-ible organization that provides free or low-cost lodging to veterans and military families receiving treatment at military medical centers.

We couldn’t be more thrilled about the exquisite cars and legacies joining together under our roof this August, and we hope you’ll join us to be a part of it all. See you soon!

3 1972 Porsche L&M 917/10 SpyderMecum Auctions, Monterey

The 1972 Can-Am Champion. Driven by racing legends Mark Donohue and George Follmer.

7 1928 Bentley 4½ Litre Le Mans Sports “Bobtail”

Gooding & Company, Pebble BeachPurpose-built Le Mans team car and the only surviving example in “bobtail” form.

4 1965 Shelby CobraRusso and Steele, Monterey

A very original example. A well-sorted and numbers-matching car.

8 1955 Aston Martin DB3S Sports RacerRM Auctions, Monterey

One of just 21 “customer cars” produced for privateer competition.

11960 Ferrari 250 GT LWB California Spider CompetizioneGooding & Company, Pebble Beach

Built to racing spec with desirable covered headlights. One of just nine alloy-bodied California Spiders constructed.

Ten Monterey Star CarsMonterey is the place where history’s most coveted automobiles are offered for sale. Here are 10 top-tier collectibles to keep your eye on this August:

ColleCtor Car InsIder 3

The Classics

Grand Classic events offer the best in Classic Era automotive history

by David Schultz, CCCA President and CCCA Museum Trustee

Today there are more automotive concours events than you can count on your fingers and toes. The annual

Pebble Beach Concours d’Elegance is the granddaddy of all American concours events, tracing its beginnings to the 1950s.

Before the proliferation of all of these concours events, there was another event — the Grand Classic, hosted by the Classic Car Club of America (CCCA) — which was founded in 1953. Grand Classics have been held at locations throughout the United States since the club was founded. They are one of the club’s signature events.

The primary focus of the CCCA Grand Classic is the judging of automobiles recognized as Classics by the CCCA. However, many owners choose to display their cars for exhibition only.

If your interest is the great American and European automobiles of the Classic Era (roughly 1925 to 1942), the best places to see these are at the annual Grand Classics. Three or four are held annually, and the sites are listed on the CCCA web site: www.ClassicCarClub.org.

Other signature events of the CCCA are our annual CARavans. These, too, are held at different locations throughout the United States. They are my personal favor-ites because they are focused on driving these wonderful automobiles.

This year, three CARavans will take place, and each will last approximately one week. Approximately 50 to 70 cars participate. Some are progressive tours, while others are hub tours.

In May, a CARavan took place in the Williamsburg, VA, area. Another CARavan is scheduled for mid-September in Oregon. I am about to embark on a CARavan that is based in Galena, IL. Although the temperatures are high, I am looking forward to spending a week touring the beautiful countryside in my 1930 Lincoln Judkins coupe with a group of fellow Classic car enthusiasts.

5 1997 McLaren F1 GTR “Longtail” FIA GT Endurance Racer

Bonhams, CarmelThe last F1 GTR produced, in iconic Gulf livery.

10 1966 Ford GT40Bonhams, Carmel

Fully authenticated, with lifelong international race record.

6 1955 Ferrari 410 S Berlinetta by ScagliettiRM Auctions, Monterey

With one-off Scaglietti coachwork. Ferrari Classiche-certified, numbers-matching.

9 1966 Ferrari 275 GTB Alloy Berlinetta Long Nose

Mecum Auctions, MontereyRestored in 2011, fully numbers-matching.

2 1938 Horch 853A Special Roadster by Erdmann & RossiRM Auctions, Monterey

One of three surviving examples of five built. A Pebble Beach Best of Show winner.

Ten Monterey Star CarsMonterey is the place where history’s most coveted automobiles are offered for sale. Here are 10 top-tier collectibles to keep your eye on this August:

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Market Analysis: 1930 Bugatti Type 46 Superprofile CoupeFinished in dramatic black and yellow with a brown ostrich-leather interior, this car is not for the shy and retiringby Donald Osborne

Chassis number: 46208Engine number: 77

O f all Bugatti models, one of the most elegant, imposing and luxu-rious was the Type 46, introduced in late 1929. Approximately 450 examples were produced until 1933.

The steel ladder-type chassis of the Type 46 featured a long 138-inch wheelbase and was powered by an equally impressive, long-stroke 5.4-liter inline eight engine featuring a single overhead camshaft. Its impres-sive specifications included three valves per cylinder and twin spark plugs per cylinder, which delivered a stout 140 horsepower.

The combination of Type 46 attributes, especially when its fine chassis and engine are clothed in sophisticated coachwork, makes it one of the most appreciated Bugattis. In fact, the Type 46 is perhaps best known as the “Petit Royale,” so-named for its striking resemblance to the Type 41 Royale.

As described in the definitive book, Bugatti Type 46: La Petite Royale by Bohuslav Klein, Roland Saunier and Kees Jansen, no fewer than about 40 custom coachbuilders applied their unique artistry to the Type 46 chassis dur-ing the model’s relatively brief production run. As noted in their authoritative reference, chassis 46208 was originally mated to — and still retains — engine number 77. It is believed that the original coachwork on 46208 was the four-door style known as conduite intérieure.

The present owner opted to have the drab sedan coachwork replaced with a faithful recreation of the “Superprofile” coupe penned by Jean Bugatti, which some argue is the finest of all of his designs.

The coachwork was produced by Ken Haywood of New South Wales, Australia, who has been responsible for many award-winning cars. This photo-documented restoration and coachbuilding effort is regarded as one of his finest results.

Only a very small number of the profile series of cars are known to exist. The beautifully appointed interior is brown ostrich leather complemented by a flawlessly finished wood dash and steering wheel rim.

The balance and presentation of the interior is highlighted by the front seats, which look more like lounge chairs belonging on a sunny patio than automobile seats. The entire finish of this car is consistent with the body and concours-quality paint, which is matched by the finish of the chassis and

suspension components. The lithe Superprofile body is augmented by a restrained amount of

chrome that adorns the handles and latches, horseshoe radiator surround, Scintilla headlights and matching fender lights. The entire assembly rides on Royale-style wheels shod with period-correct Goodrich Silvertown tires. Chassis 46208 was shown and won honors at the 2011 Sydney Concours and will garner high praise and attention wherever it is shown around the world. It is a remarkable feat of coachbuilding prowess as well as legendary Bugatti engineering.

SOLD! This car, Lot 178, sold for $1,017,500, including buyer’s pre-mium, at RM Auctions’ Amelia Island, FL, sale on March 10,

2012.We’ll start this essay with a discussion of bodies. I declare here before all

that I am a self-identified, openly proud sedan lover. If you’ve got a problem with that, I’m sorry.

When given a choice between a sporty open racer and a smooth, quiet, four-door saloon, I don’t hesitate a second. It becomes particularly interest-ing when it comes to two great marques whose devotees seem to — if not revel in — at least enjoy, and certainly more than tolerate, a body switch for purely aesthetic reasons. Of course, we’re talking about Bentley and Bugatti.

When it comes to re-bodies, it seems to matter less for these two brands than for just about any other if the original coachwork is nowhere in sight — provided that everyone owns up to their handiwork.

I have long declared to anyone who would listen that my favorite Bugatti of all, and a car I have vowed to own before I die, is a Type 57 Galibier berline, which is a Jean Bugatti-designed four-door offered as a “factory” body on the Type 57 chassis. Even for a committed sedaniste, some of the pre-Galibier “Conduite Intérieur,” or “fully closed body,” as the sedans were referred to, were not bodies that longed to be missed.

The combination of the soft curve of the horse collar radiator and the graceful undulation of the fenders sometimes jarred alongside a four-square passenger compartment that would have been at home on a Peugeot 30.

ColleCtor Car InsIder 5

From sedan to coupeOur car was apparently born with a sedan body, which the seller discarded

in return for one of the most stunning of Jean Bugatti’s creations: the Coupe Profilée. As far as I could discover, through research and consultation with a number of noted Bugattistes, no Type 46 was ever fitted with a Coupe Profilée body when new.

One Type 46 was given a genuine Profilée body in the 1960s by then-owner Andy Rowe. That car now sits in the Schlumpf Collection in France. The first time this style appeared in period was on the later DOHC Type 50 chassis. In fact, one such car, a 1935 Type 50 Coupe Profilée owned by Bill Harrah, took Best of Show honors at the 1964 Pebble Beach Concours d’Elegance. That car today is a part of the Louwman Museum Collection in The Netherlands.

Jean Bugatti was only 23 years old when he penned the stunning shape, which inspired his later — and certainly more mainstream — Ventoux two-door design for the Type 57. The Profilée has a delicacy and elegance of line certainly rivaling that of the Atalante and Atlantic coupes, and it’s not surprising that someone would choose it to replicate.

The workmanship was superb and probably better than the original bodies from the factory shops. It was glamorously finished in dramatic black and yellow with a brown ostrich-leather interior, so this car is certainly not a conveyance for the shy and retiring.

Fun, but no chance at top awardsThe challenge here, of course, is one of use. Most Bugatti owners enjoy

driving their cars, and rallies and tours across the world welcome them. Relatively few of the cars lead a display-only life, but even then, there would be few concours venues at which a Bugatti would not be heartily embraced. But as a re-body, many of the top awards at major shows are off-limits. As for touring, a Ventoux or even the original sedan would be more practical.

Nevertheless, the buyer here paid a premium over the price of a more com-mon body on this chassis.

As a comparison, Bonhams sold a very well-restored Type 46 with an at-tractive — but thoroughly conventional — Faux Cabriolet coupe body in the style of Belgian carrossier D’Ieteren for $862,161 at their February 2011 sale in Paris.

It’s frequently a challenge for auction companies to estimate values for cars such as this, and the fact that the reserve was set well under the low estimate of $1.25m indicates that the seller and the auctioneer were realistic in their expectations.

Thanks to the prevailing rules of the Bugatti world, the seller was certainly not punished for his choice to “upgrade” his bodywork. The new owner has a striking car, which I would have to place in the well-sold category.

(Introductory description courtesy of RM Auctions.)

Preston Tucker challenged the car makers of his day to innovate in a way that would generate public excitement and establish new safety

standards for American automobiles in the post-World War II economy. While Tucker didn’t live to see the full impact of his ideas, his story influenced a California collector to make sure we never forget the man and his cars.

Eric Breslow was a Southern California teenager when the 1988 film “Tucker: The Man and His Dream” premiered. The movie changed his life.

“I was fascinated by the story, and the movie inspired me to dream of owning a Tucker someday,” Breslow recalls.

While he was already an automobile buff, the Tucker movie motivated Eric to develop expertise around his newfound idol. While his friends ac-cumulated Ferrari or Porsche models, Eric searched for Tucker memorabilia of all kinds.

Before long, Breslow followed in Preston Tucker’s footsteps and used in-novative thinking to start his own business. He established a company that specialized in performance brake components suitable for mass-market use. In a fairly short time, this successful venture provided him with the re-sources to pursue his dream of owning a Tucker automobile.

The ambitious collector first tried to acquire a Tucker 48 through the auc-tion scene, but he wasn’t satisfied with either the valuation or the condition of the models that were available. He then embraced a more creative ap-proach, choosing to write letters to the known owners of the 47 remaining models. His love of the iconic car was apparent to the recipients, and he eventually heard back from a South Dakota collector who owned one of the most unique of all Tucker models.

Tucker number 1031 was purchased by Preston Tucker and his wife, Vera, after the company was liquidated. The car was owned by the family until

The Tucker 48, serial number 1031, displayed in the Tucker Room

Client ProfileEric Breslowby Paul Morrissette

Vera sold it to the South Dakota resi-dent in 1963. The car remained in the state for nearly 50 years — until Breslow’s letter ultimately led to his purchase of the Tucker.

The car’s unique provenance includes a starring role in the 1988 movie, and the seller also provided Eric with Vera Tucker’s scrapbook that contains newspaper clippings about the company. After two de-cades of dreaming, Breslow had his car and was finally ready to build a place to display it — along with all of the other Tucker memorabilia that he had collected.

“I opened the Tucker Room at my museum in January of 2011,” Breslow says. “I have everything — from the first resin model I purchased as a teenager to a one-of-a-kind proto-

type Motorola radio designed for the Tucker dealerships to use.”His collection also includes franchise contracts, printing plates, corporate

receipts and manufacturing plant badges. But the star of the collection is his prized Model 48, serial number 1031, proudly displayed in the center of an immaculate room surrounded by display cases tastefully adorned with Tucker memorabilia.

While Breslow is proud of his collection, he’s quick to point out that his love of all things Tucker has led to several close relationships. “My first acquisition of the resin model as a teenager led to the meeting of a future business partner. Buying Preston and Vera’s car led me to some of my closest friends today. Tuckers are the common thread that allowed me to become close to many influential people.”

Breslow’s love of cars now goes beyond Tuckers, and you can see his entire impressive collection at www.breslowcollection.com.

He offers sound advice for those seeking to focus their love of cars around a specific marque: “Do your research and be persistent. If you stay the course, your effort will pay off.” Given his insight, his history of innova-tion and passion for fine automobiles, Breslow is particularly well-suited to preserve Preston Tucker’s legacy.

6 ColleCtor Car InsIder

Chassis number: 101221

I t’s a car. It’s a boat. Actually, it’s both. Developed in West Germany, the Amphicar was aimed squarely at America’s leisure market and de-buted at the 1961 New York Auto Show. As the culmination of a 15-year, $25 million development program, the Amphicar was the creation of

amphibious-vehicle pioneer Hans Trippel. A mid-rear-mounted Triumph Herald 4-cylinder engine was mated to a

German Hermes transmission, which directed power to the rear wheels on land and, once on water, to twin propellers at the rear. The front wheels provided directional control both on land and water, the doors had special watertight seals, and the front compartment contained the fuel tank, spare tire and tools.

Amphicar marketing highlighted the vehicle’s ease of operation, and its unofficial “770” designation referred to its factory-claimed top speeds of seven knots on water and 70 mph on land. It is generally agreed that 3,878 were built through 1967, with the majority exported to the United States until the onset of the first wave of federally mandated safety and emissions regula-tions for 1968.

The 1965 Amphicar 770 offered here was the subject of a nut-and-bolt rotisserie restoration by noted Amphicar restoration specialist Roger Sallee. Fewer than 900 miles have been driven since then, and the vehicle is said to remain in excellent condition. With perhaps the most festive and sought-after color combination of Fjord Green with an Apricot interior, this Amphicar is certainly eye-catching, whether in use or parked in a garage or boathouse.

SOLD!This car, Lot 163, sold for $63,250, including buyer’s premium, at RM Auctions’ Amelia Island sale on March 10, 2012.

There’s a fascination about Amphicars that stems from their surreal abil-ity to drive into a river or lake and keep going. It’s a bit like being naked in a phone box. A mate of mine has a phone box as his downstairs shower cu-bicle; it’s very odd to begin with, then you get used to it, then it seems natural to be naked in a phone box, then… well, it’s a good thing we don’t have the old-style red phone boxes on every street corner in England anymore.

Owning an Amphicar must be like that. After you’ve amazed your friends a few times by driving down the slipway, engaging the props and churning off downstream, the novelty must wear off.

They don’t make very good cars — or boats, for that matter. Getting back up the slipway involves making sure you have enough momentum to bring the rear wheels up to the concrete so you can drive out, otherwise you suffer the ignominy of having to have another go in reverse. Or worse, throwing out the rope.

Gutless and wallowingThen there’s the “performance.” Amphicars use a rear-mounted 1147-

cc Triumph Herald engine that churns out all of 43 horsepower. Now, the Herald isn’t the most dynamically accomplished device, what with its rear swing axles, but imagine one on stilts with compromised center of gravity and weight distribution.

The Amphicar uses trailing-arm coil-sprung suspension all around, mostly for reasons of keeping the bouncy wet bits outside of the inside dry bits. Handling considerations took a back seat to buoyancy here, resulting in roly-poly cornering. And there are the brakes, with weak drums all around, almost totally ineffective when they’re full of water. Luckily, with a top speed that’s quite enough at 70 mph, this isn’t a serious issue, and you’re hardly likely to notice the wooden pedal while you grapple with the vague steering (it gets even vaguer in the water, as the front wheels are the only rudder) and the probability gear change — as in, when you move the lever, it is probable, though not certain, that a gear may be engaged.

On water, they can just about exceed the U.K. canal speed limit of 4 knots, and they require hundreds of feet to respond to the tiller. Now, don’t get me wrong: I love ’em. But there’s a time and place for everything. How many Seeps and Kubel Schwimmwagens have you seen actually schwimming?

Rust never sleeps, but it sinksOn to the serious stuff: Corrosion is a major issue on these cars — and not

just for cosmetic reasons. They rust in the double-skinned hull, and if there’s a leak in one of the rockers — most have been welded here — she’s going down. For the same reason, you must ensure the bilge bung is in place and the doors are double-locked before entering the briny.

Decent door seals are understandably essential. In the U.K., an Amphicar must have a U.K. Waterways Boat Safety Scheme

certificate to use inland waterways. This is on top of its MoT to allow it to actually drive to the river, and either test should pick up any deficiencies. In the United States, the Amphicar must have a boat registration to legally wallow across the local lake and a car registration to take to the road.

By the catalog description, the rotisserie restoration this car underwent will have ensured this one is both straight and watertight.

The tires looked a bit big for the car. Originally, they teetered on tall cross-plies that may have helped the steering on water if not on tarmac.

Weirdness keeps market above waterThis one, with no noted issues, no cosmetic problems and only 900 miles

since completion, looked about the right money, where nice examples ask £30k–£35k Sterling ($48,000 to $56,000) in the U.K. That RM was uncer-tain exactly how it should fare is shown in the wide pre-auction estimate of $50,000 to $75,000.

The price of your Amphicar depends a lot on whether it is truly amphibi-ous or just a showpiece, and the catalog made no mention of whether this one was seaworthy; but after its total restoration, one would hope it can perform wet or dry. Interestingly, the list price when new of $3,395 was similar to that of an Austin-Healey 3000, and that comparison still holds true as the money paid here is about what you’d pay for a very nice big Healey.

The Amphicar’s rarity, cuteness and just plain bonkersness mean that somewhere, somehow, there will always be a buyer for one of these, and this time the attractive period-original color certainly helped, as many have been painted the ubiquitous red. I’d say correctly bought and sold. And good luck to all who sail in her.

(Introductory description courtesy of RM Auctions.)

Market Analysis: 1965 Amphicar 770 ConvertibleAwful on the road and even worse on water — but you’ve got to love them for tryingby Paul Hardiman

ColleCtor Car InsIder 7

F or superficial charm, clas-sics don’t come any better than the L-29 Cord. For about 40 years, car design-

ers’ mantra was “longer, lower, wider!” The Cord looked longer, and was indubitably lower than anything else, but to fit the wagon tracks that served most of America before roads were paved, the tread of the Cord was about the same as that of a Ford Model A, so it wasn’t very wide.

The colorful Russian, Count Alexis de Sakhnoffsky, created this one-off as a sales tool for the Hayes Body corporation, and the car won some top concours awards in France in 1930. Along with the Phil Wright-designed “Jean Harlow” roadster, this car is the most famous of all L-29 Cords.

The absence of running boards was prescient, but shortened fenders and the deeply-dipped belt line took away some of the visual length for which L-29s were famous. Great styling helped overcome unpleasant driving characteristics, but the car’s elegantly narrow radiator meant in-adequate cooling, always a problem with these early Cords.

The Great Depression killed the L-29, but its many dynamic faults greatly contributed to its early de-mise. Still, even with the dumpiest sedan body, L-29s had an allure that assured that a quite high percentage of the 5,300 L-29s built still exist, even though they are prized far more for static con-cours d’elegance use than for driving events.

FRONT 3/4 VIEW 1 The shield cover for the transmission

is a visual reminder of Miller racing cars, source of the front-wheel-drive technology. It’s a handsome piece in its own right.

2 Most L-29s have a slight rearward lean to their grilles, but this one is severely vertical. Painted radiator shells got their start with the L-29, and they add to visual length.

3 The hood takes up almost half the overall length of the body, making most L-29s the very model of a dramatic car.

4 The tank-slit windshield is excep-tionally dramatic and further empha-sizes the low overall height allowed by the absence of a driveline through the cabin.

5 This drooping belt line breaks the body into two distinct parts, which cuts visual length, but a straight line would have made the cabin extremely claustrophobic.

6 Conical covers for the wire wheels finish the look of the car nicely. It looked a lot better without whitewall tires, which diminish the effect of the body-color discs.

REAR 3/4 VIEW7 Lamps standing up like lollipops are

actually a good idea, putting illumina-tion above the usual placement for the time. The front fender lamps stand tall, too.

8 The canvas-covered top conveys the impression of a convertible, which is enhanced by the roadster-like belt line. The welting-framed panel at the rear is curious.

9 Apart from the split bumpers, the leading edges of the front tires are the foremost parts of the car, giving it a very sporty aspect.

10 While many old cars have sagging door handles, this placement parallel to the belt is absolutely intentional — but still a bit odd.

11 The depth of the X-braced frame rails is actually a bit more than this finishing panel, but it is still quite shallow to allow the low overall height.

12 Notice that the entire body turns outward in parallel to the inverse curve at the back of the rear fender. The bumper repeats the theme of the split front, but with a single linking band in the center.

INTERIOR VIEW (image above) The instrument panel is nowhere

near as opulent as the exterior of the body. Boring symmetry, scattered buttons and plain wood are really disappointing. The shifter coming through the dash is nice, though.

Door panels framed in wood are surprisingly plain, giving the impres-sion that the interior was done as a complete afterthought.

Mohair cloth rather than leather is welcome, but the total absence of any design elements, decorative stitching, or other indications of care seems inappropriate for a luxury coupe.

The Cumberford Perspective 1929 Cord L-29 Special CoupeThe most famous — but not the best — L-29By Robert Cumberford

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BUY the car of your dreams at auction CHUBB will be present at event

ColleCtor Carinsider

Join us at The New England Concours d’Elegance Saratoga Springs, NY Sept. 28, 29 & 30, 2012 Fall foliage, fabulous automobiles and a perfect concours setting. What could be better?

www.chubbcollectorcar.com/collector-car-events

AUGUST3–5 Hot August Nights S. Lake Tahoe, NV

7–12 Hot August Nights Reno, NV7–16 Pebble Beach Motoring Classic Monterey, CA

13–15 Quail Rally Carmel, CA14–15 Automobilia Monterey Monterey, CA

14 Concours on the Avenue Carmel, CA15 The Little Car Show Pacific Grove, CA16 Pebble Beach Tour d’Elegance Monterey, CA

16–17 Bonhams Quail Lodge Carmel, CA16–18 Mecum Auction Monterey, CA16–18 Russo and Steele Auction Monterey, CA16–19 Rolex Monterey Motorsports Reunion Monterey, CA

17 Concorso Italiano Monterey, CA 17 Legends of the Autobahn Carmel Valley, CA

17 Pacific Grove Auto Rally Pacific Grove, CA 17 The Quail, A Motorsports Gathering Carmel, CA

17–18 RM Auction Monterey, CA17–19 Pebble Beach RetroAuto Monterey, CA17–19 MidAmerica Motorcycle Auction Pebble Beach, CA

18 11th Annual SCM Insider’s Seminar Pebble Beach, CA 18–19 Gooding Auction Pebble Beach, CA

19 Automobile Fine Arts Society Exhibition Pebble Beach, CA 19 Pebble Beach Concours d’Elegance Pebble Beach, CA

24–26 Corvettes at Carlisle Carlisle, PA 25 Morgan Adams Concours d’Elegance Denver, CO 25–26 Milwaukee Masterpiece Concours Milwaukee, WI

26 Geneva Concours d’Elegance Geneva, IL30–Sept 2 Auburn Cord Duesenberg Festival Auburn, IN

SEPTEMBER 9 Kirkland Concours d’Elegance Kirkland, WA

9 Chico Concours d’Elegance Chico, CA13–16 Corvette Funfest Effingham, IL

14–16 Glenmoor Gathering Canton, OH 14–16 Oregon Festival of Cars Bend, OR

14–16 Goodwood Revival Chichester, U.K.16 Buckingham Concours d’Elegance Holicong, PA16 Dayton Concours d’Elegance Dayton, OH

28–30 New England Concours d’Elegance Saratoga Springs, NY30 St. Michaels Concours d’Elegance St. Michaels, MD

OCTOBER 3–7 Gullwing Group Convention Palm Springs, CA

3–7 Fall Carlisle Carlisle, PA5–7 Louisville Concours d’Elegance Louisville, KY

7 Niello Concours at Serrano Gold River, CA14 Fifth Avenue Auto Showcase San Diego, CA

26–Nov 4 Hilton Head Island Motoring Festival Hilton Head, SC