Models that have been Around for Decades

By:Aivaras Grigelevičius

Today, the automotive industry announces new models nearly every day – the models chase each other and often disappear when a fresher one comes out. Nevertheless, there are quite a few models in the history of automobiles that have already become legends, having been around for years or even decades.

Ford Model T: 19 years

 Ford Model T

Ford Model T

The Ford Model T went down in history as the first affordable production car that changed the lives of thousands of Americans. The Ford Motor Company's introduction of an assembly line and use of replaceable, identical parts in the automotive manufacturing process reduced production costs and allowed them to lower the bar for pricing significantly, and this was the key to the Model T's huge success – members of the working class were finally able to buy a car. With a 2.9-litre, 4-cylinder, 20-horsepower engine, a 3-speed (including reverse) transmission, and rear-wheel drive, the first production Model T came to life on October 1, 1908; on May 26, 1927, after nearly two decades of success, the 15 millionth and last Model T rolled off the assembly line, ending the era of this revolutionary model.

 Ford Model T

Ford Model T

Fiat 126: 28 years

 Fiat 126

Fiat 126

The successor to the popular 500, the Fiat 126 was introduced at the Turin Auto Show in 1972, but both models were sold right up until 1975. Powered by a rear-mounted, 2-cylinder engine that produced 23 horsepower, the Fiat 126 didn't have much of an appetite for fuel, could seat four, and wasn't expensive, but its outdated design meant that unlike the Fiat 500, it never won over the hearts of Italy and Western Europe. On the other hand, the inexpensive, low-maintenance city car became a cult icon in Poland, where it was produced right up until 2000.

 Fiat 126

Fiat 126

Peugeot 404: 31 years

 Peugeot 404

Peugeot 404

In 1960, Peugeot introduced a new model – the practical, comfortable and stylish 404 sedan designed by Pininfarina. When it went into production, the Peugeot 404 was offered as an estate or a pickup; convertible and coupé versions came out later that were specially designed for drivers who wanted to emphasise their social status. In turn, the more mass-consumption Peugeot 404 models not only stood out for their attractive appearance and versatility, but also earned the reputation of a reliable car – taxi companies were particularly fond of the indestructible 404 sedans. Not surprisingly, the sturdy Peugot 404s that were not afraid of hard work became very popular in Africa – even though production of the 404 was already discontinued in Europe in 1975, the model was manufactured in Kenya until 1991.

 Peugeot 404

Peugeot 404

Citroën 2CV: 42 years

 Citroen 2CV

Citroen 2CV

The main reason that Citroën introduced the 2CV in 1948 was the huge demand for cheap and simple vehicles in France. Many people were still covering long distances on post-war roads in horse-drawn carriages, so the 2CV became a true saviour of the nation by giving everyone the chance to buy a car. With a 9-horsepower air-cooled engine and front-wheel drive, the Citroën 2CV was the embodiment of functionality and simplicity – even the windscreen wipers were powered by a cable that also moved the speedometer, and the windows were lifted by hand. Nevertheless, the model nicknamed "the duck" that was economical both in terms of its price and maintenance and could drive through just about anything was met with enormous popularity, and production was only discontinued in 1990 after selling almost 9 million 2CVs.

 Citroen 2CV

Citroen 2CV

Morgan 4/4: 63 years (still in production)

 Morgan 4/4

Morgan 4/4

The Morgan 4/4 first went into production in 1936: the "4-4" designation of the original open two-seater meant that the model has four wheels (which was particularly important to underscore, since Morgan had previously only made three-wheelers) and the engine had four cylinders. After a short production break during WW2 and the early 1950s, the Morgan 4/4 Series II came out in 1955; although it was built on a completely different platform, it remained strikingly similar to the first models, with the exception of the headlamps that were now integrated into the front fenders. The styling of the cars from this manufacturer dedicated to long-standing traditions hasn't changed in more than 60 years (or 80, if you count from when the first model was launched) – even though every new 4/4 features improved dynamics and comfort, the exterior design remains completely untouched by time or trends.

 Morgan 4/4

Morgan 4/4

Volkswagen Type 1 (a.k.a. the Beetle): 65 years

 VW Beetle

VW Beetle

An affordable, practical and economical people's car that could transport a German family of four at 100 km/h – this was the requirement made by Adolf Hitler to Ferdinand Porsche in 1934. The final design for the new Volkswagen Type 1, unofficially called the Beetle, was created in 1938, with an air-cooled, rear-mounted, 4-cylinder engine, rear-wheel drive and a rounded body. Mass production had been put on hold once WW2 began, and all of the Type 1 models that had already been produced were allocated to members of the party. In 1945, the Type 1 starting rolling of the assembly lines at the Volkswagen factory again, and by August 1955, a million Beetles had already been produced. In February 1972, the Ford Model T's record was broken with the 15,007,034th Beetle, and in 2003, the last Type 1 model was produced in Mexico – in 65 years of production, more than 21 million Beetles had rolled off the production lines in at least 15 different countries around the world.

 VW Beetle

VW Beetle

Jaguar E-Type Super Star that Needs No Introduction

It is a superstar among both car aficionados and average Joes alike. It has been voted the most beautiful car in the world on numerous occasions and appeared as a token of style and wealth everywhere from Austin Powers to Mad Men.

 Jaguar D-Type

Jaguar D-Type

By 1960s, it was a high time for Jaguar to find a replacement for their aging XK150 while, company’s racing division excelled at Le Mans with the brilliant D-Type. Not to waste the racing expertise, Jaguar drew from their motorsport know-how when developing the E-Type. This is where the iconic Jaguar got its aerodynamic monocoque body, 3.8 liter straight-6, four-wheel disc brakes and independent suspension. This was cutting edge technology and the car was bound to make a splash.

 E-Type Jaguar Launch 1961

E-Type Jaguar Launch 1961

But even Jaguar’s founder Sir William Lyons did not anticipate how much of a hit it would be when the car was revealed in Geneva motor show in 1961. The crowds could not get enough of the E-Type, so Lyons ordered Jaguar’s driver Norman Dewis to get the second car down to Switzerland for the following day. He managed to cover more than 1000 km between Coventry and Geneva in under 11 hours heroically driving the roadster through the night.

 Jaguar XK150

Jaguar XK150

It was not only the E-Types gorgeous body, race car chassis or 240 km/h top speed that was drawing the crowds. The price was alluring as well. Not only was the E-Type more affordable than the XK150 it replaced but comparable Aston Martins and Ferrari's cost two or three times more.

 

 

To an untrained eye, all E-Types look the same. And while the swooping and sleek shape did remain throughout the model’s 14 year run, it did undergo quite a few changes. E-Types are generally classified into Series I, II and III. It must be mentioned that due to the hand-built nature of these Jags, not all of the alterations happened at once, thus there are transitional models sharing features of different series. The Series I was the original model and can be externally distinguished by its smaller front opening, covered headlights and tail lights above the rear bumper. In 1964 its engine was enlarged to 4.2 liters, granting more torque.

 E-Type Series 1 Roadster

E-Type Series 1 Roadster

 E-Type Series 1 Coupe

E-Type Series 1 Coupe

 E-Type Low Drag Coupe

E-Type Low Drag Coupe

Being a race car at heart, the E-Type was a common sight on the track, used by the automaker itself and privateers. Several versions took the racing theme a few steps further. The first one was the Low Drag Coupe. Just like the name suggests it was exercised in aerodynamics and sported a sleeker and lower body, aluminium panels and a spicier version of the 3.8 litre. The experimenting with lightweight alloys continued and in a few years the world saw the E-Type Lightweight roadster. A true spiritual successor of the D-Type, it was quite successful when raced by private teams.

 E-Type Series 2 Coupe

E-Type Series 2 Coupe

Race cars are thrilling, but it is the road cars that make the bottom line. The US market made up the lion’s share of E-Types production, so when the joy-killing 1960s legislations came into effect, Jag had to comply. The 1968 revised model was dubbed Series II, it had uncovered sealed beam headlights and safety bumpers. Disappointingly, these changes were applied to all of the E-Types, not only the ones sold in the US. To meet the emission requirements, American cars also lost the triple SU carbs and which also led to a substantial loss in power.

 E-Type Series 2 Roadster

E-Type Series 2 Roadster

Series II also came in an unconventional looking 2+2 coupe body style. It was a more comfortable and spacious variant, full 23 cm longer than the standard car. There was an additional row of seats, suitable for tiny humans which led to an effect on the cars sharp handling. This is precisely the reason the 2+2 coupes are the least desirable among the collectors and are usually the cheapest option into the E-Type ownership club.

 E-Type Series 3 Roadster

E-Type Series 3 Roadster

Over time, E-Type shifted from its race car origins and morphed into a GT. It became extremely evident when the Series III came around in 1971. It was fitted with Jaguar’s hefty, yet silky smooth 5.3 V12. It now had plusher interior and seats, something that the original lacked. Only roadsters and 2+2 coupes were offered from 1971 onwards. Cross-slated front grille and wider stance differentiated the exterior of these late cars. Series III were produced quite briefly as the E-Type production ended in 1974.

 E-Type Series 3 Coupe

E-Type Series 3 Coupe

Want to get one of your own? Well, tough luck. With classic car market skyrocketing, E-Types were among the top appreciating examples. If you want to get a decent one for less than R1,6 million you should probably look at an S3 or S2 coupe. While frowned upon by Jaguar snobs (and thus cheaper), these were as refined and as comfy as the E-Types got. When it comes to the most exclusive E-Types, the sky is the limit and some go for millions.

1982 Alpina B7S Turbo E24 Coupe

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Alpina started from selling tuning kits for existing cars of different brands (in 1961) and within a little more than a year - exclusively for BMW cars. Today, as a result of constant support and collaboration with the mother company, Alpina has become the most important addition to the BMW production range. Alpina cars are luxurious BMW's tuned to be still faster, with limiters removed.

 

The Alpina B7 S Turbo Coupè was built from May until September in 1982 in a total number of 30 pieces and is the rarest of all the Alpina 80’s cars. It is equipped with a B7S 330 Horsepower, 3,5 litre turbocharged engine. With a top speed of around 269 km/h and an unbelievable acceleration of 5,7 seconds from 0-100 km/h, the B7 S Turbo Coupé is one of the fastest cars at that time.

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This has got to be among the most beautiful cars ever designed. The Alpina BMW B7 Turbo Coupe took the baton from the brilliant Alpina B7 Coupe when the new BMW 6 series (E24) arrived in 1982.

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Collectors Car World have revealed that car No: 30 the last one ever manufactures has been found in a barn near Brennen in Germany. All the original documents was found with the car justifying that this was the real deal car. The new owner is now preparing the car for the restoration, the motor is running as hell and all parts are available.

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How to Determine if a Car is a Future Classic

People who have a little extra money have a lot of choices about where to put it. You can double it in a few weeks or lose every last cent by buying cryptocurrency, you can invest it and enjoy interest rates lower than inflation, or you can purchase a house on the South Atlantic Seaboard and watch how its value grows with global warming. Or you can buy a car.

A car can also make money, but for that to happen, it has to meet a few conditions. Firstly, it has to be really old – at least 20, but 50 or more is even better (this doesn't go for one-a-of-kind Ferraris, Lamborghinis, Porsches and other cars that cost upward of R4,5 million new).

Secondly, it must be in its original condition or as close as possible, and it should have documented mileage. Young drifters beware: your Nissan 200SX with a Toyota engine is unlikely to be worth more than it is today in 10 years. And, of course, it must be in as good of condition as possible – rust or mold in the interior aren't that easy to get rid of. That is, unless you're buying it cheap and are ready to put a lot of money into restoring it.

 Honda S2000 is usually considered as a future classic car

Honda S2000 is usually considered as a future classic car

Thirdly, the new owner will have to look after the car and keep it in the best condition possible. It can't get rust, or be stored in a damp place or in the sun. Even before buying a classic vehicle, figure out where you're going to store it.

 Volkswagen Golf VR6 is a rare car. 

Volkswagen Golf VR6 is a rare car. 

Fourthly, it can't be an overly popular car. You can buy a third-generation Volkswagen Golf in perfect condition with a 1.9 TDI and electric  windows, but it's unlikely that you'll sell it in 10 years for more than it cost to maintain it – there are simply too many of them. However, if it's a V6 Golf R32 – the first car in the world with a dual-clutch gearbox (DSG) – the investment should pay off. For the same reason, even century-old Ford Model Ts are a less attractive investment than most other cars of a similar age.

How rare the car is counts the most. The car's history is also important – it's unlikely that the DeLorean DMC-12 would be so popular if it wasn't for its role in the hit movie Back to the Future. And if the car is not only rare but also no longer in production, there's even more of a chance of it becoming a future classic.

The BMW Z3 and Mazda RX-8 meet these criteria: not many of them were sold and their prices are currently totally undervalued, but with the lower sales success or absence of later models to follow (the RX-8 was the last Mazda with a rotary engine), they should cost more in 10 years than they do today.

 BMW Z3

BMW Z3

You should also keep your eye on models like the Alfa Romeo GTV (there are fewer and fewer of these models), the Honda S2000 (Honda's first and last roadster).

Talking about more expensive cars, potential candidates for the future classics category include the Dodge Viper (since it's no longer in production), the Mitsubishi Lancer Evo (also no longer being produced) and the Jaguar F-Type (with a manual transmission, for the rarity factor), among others.

 Mazda RX-8

Mazda RX-8

Some cars that were produced in the thousands speed up how this rule works: once the price hits bottom, it goes up seven fold in a matter of years.

That's why the Porsche 911 series is worth mentioning separately – their prices fell like a feather for about 20 years after the model came out, and then all of a suddenly just exploded.Today, a 20-year-old 996 Carrera is probably the cheapest 911 model around, but it's unlikely that will still be the case in another 10 years.

 Porsche 911 (996) is the cheapest of 911s now

Porsche 911 (996) is the cheapest of 911s now

A similar example is the BMW 3 (E30). Prices for first-generation M3s skyrocketed a decade ago and basically caught up with the new M3s(Unfortunately none were ever imported into South Africa), and simple E30s in good condition now cost the same as newish E90s.

The classic cars market is big and gets filled with new participants every year. The future of some cars can be predicted when they reach 10 or 15 years of age, and for others –even earlier. However, you have to keep in mind that you can never be 100% sure, and if you find information in five different places that the Honda S2000 is a future classic, it's still not a guarantee that it will actually become one.

 

 The very first BMW M3 currently costs almost the same as new M3.

The very first BMW M3 currently costs almost the same as new M3.

To Buy , Sell or Hold

By : CCW

Given the sheer variety of these cars, there is no universal truth as to how they are doing in the market. Some are appreciating, some are seeing lagging interest, and some are treading water. Using Hagerty’s market data, we can identify cars that would make a prudent buy, cars that have reached the tipping point to sell, and cars an owner might want to hold onto for now.

BUY: 1994–2004 Aston Martin DB7 

 Aston Martin DB7 Zagato

Aston Martin DB7 Zagato

You don’t have to have a James Bond complex to want an Aston Martin. It’s a car that never goes out of style, and because the gorgeous shape of an Aston has remained fairly consistent over the years, even a DB7 that is two decades old can make you feel like a celebrity. Speaking of the DB7, it is currently the most affordable Aston Martin on the market. It was also the most prolific model in the company’s history, with 7,000 built when production ended in the mid-2000s, so good examples are relatively easy to find. Prices have now fully depreciated and have even started their creep upward into collector car territory, with Hagerty Price Guide values up 2 percent and buyer interest up 20 percent over the past 12 months. .

SELL: 1971–74 Jaguar E-Type 

 1972 Jaguar E-Type Series III

1972 Jaguar E-Type Series III

The Series III Jaguar E-Type of 1971–74 certainly has its merits, but it isn’t doing very well in the market these days. Over the course of 2014 and 2015, these cars saw a big surge in values, but this was mostly due to big demand for SI and SII E-Types, driving more people to the later V-12 cars. Since then, Hagerty Price Guide values have tracked mostly flat for SI and SII E-Types, but SIII E-Types have dropped by 11 percent. Buyer interest is down 20 percent over the last 12 months, and looking to the longer term, Hagerty Price Guide values for SIII E-Types are up only 15 percent over the last 10 years. That doesn’t even keep up with inflation. Now that the earlier and more desirable E-Types are fully priced, not as many people are turning to the SIII cars, and prices do not look like they’re going to do anything positive in the near term.

HOLD: 1988–93 Lotus Esprit

 Lotus Esprit Turbo

Lotus Esprit Turbo

People often cite the end of the 1970,s as the death of the British sports car. Not true. While the traditional front-engine English roadsters had all but disappeared by the time the calendar turned over to 1981, a few old favorites like Morgan, TVR, and Lotus soldiered on. The Lotus Esprit offered the wedge-shaped styling and super car performance of continental rivals, but did so with a relatively small four-cylinder engine and came at a much cheaper price. Esprits still represent a great value even today, particularly the Peter Stevens-designed 1988–93 cars that have better ergonomics and build quality than earlier Esprits but don’t have the blistering V-8 performance of the Series 4 cars.

Interest in 1980s and ’90s performance cars have been on the rise for some time now, so it seems odd that Esprit prices have plotted a steadier course. Hagerty Price Guide values are up 30 percent over the past five years, but the increases have been steady. That said, we feel that the Esprit is an exotic car bargain that just can’t stay a secret for long.

If you compare an Esprit Turbo SE to a Porsche 964 Carrera 2 from the same year, the Lotus is rarer, has more power, weighs less, and is significantly more affordable to buy. It seems very undervalued in today’s market, so for Esprit owners thinking about selling, it may be worth it to wait for these cars to finally get the attention they deserve.

 

 

 

Five Things You never new about Carroll Shelby

1. Carroll Shelby, one of the manliest men to ever live, was a hopeless romantic

Fact-based legend has it that he spent WWII as a flight instructor just outside of San Antonio, and on longer missions he would drop love letters stuffed in leather boots out of his plane when flying over his fiance's farm.

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2. Before he was 30, Carroll was one of the best drivers in the world

His first-ever road race was in 1952, when he took a woefully under powered British MG to a race in Oklahoma, beating everyone in his engine class before destroying the vastly superior Jaguar XK120 class above him. Needless to say, it was on wards and upwards from there.

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3. Shelby single-handedly made overalls cool

He later claimed that they were more comfortable during a long race, but they were actually just the work wear he wore on his chicken ranch. One day he went straight to the track from the ranch, causing an uproar from the crowd and crews. Ever the marketer, the overalls stuck.

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4. He was tougher than your old man

In 1955, he co-drove the 12 Hours of Sebring with a hand that was so badly broken they had to make a special fiberglass cast, then tape it to the steering wheel just so he could steer the car.

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5. And he was tougher than your grandpa, too in 1959, he was driving for Aston Martin when he came down with dysentery just before the 24 Hours of Le Mans. He still won. "I didn’t eat anything for 24 hours apart from dysentery tablets. Then we won the race and — oh my God — they suddenly stuck a champagne bottle in my mouth and it sent me a bit loopy".

 Shelby taking the chequered Flag at Le Mans in 1959.

Shelby taking the chequered Flag at Le Mans in 1959.

 

 

Porsche has a Best Seller in its Scale Model Motor.

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Visitors to the Porsche Museum in Zuffenhausen have an affinity for honey. That's just one of the many items available in the gift shop you'll find on site.

It's not the sweet sticky stuff that is a best-selling item though, as Porsche fans are clamouring to get their hands on an actual engine. Not the full-size mill, mind you, but a 1:4 scale version of the flat-6 boxer motor you'd find under the nose of a 911 from 1966.

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The kit is a joint effort between creator Franzis Verlag and Porsche. Original blueprints were supplied by the automaker and Verlag created the kit in that vein. The scale version utilizes a series of red diodes to show the firing order of the little engine. There's also a speaker hidden underneath that's powered by a battery and produces the engine noise.

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In total, the model kit is comprised of 290 individual parts. There's no glue needed here as this kit comes together with small screws. It's all very realistic and it's attracting the attention of Porsche fans, as some have already begun tinkering with the model to see what it's capable of achieving. For one skilled builder, that means producing a functioning version of the engine that can spin up to 3,000 rpm.

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Porsche is a bit surprised at the positive reaction to its first scale engine kit. So much so that another kit is already in the works. Verlag and Porsche are working to produce a 1:3 scale version of the famed Furhmann engine. This is the flat-4 designed by Dr Ernst Furhmann. It was a dual-overhead cam engine that used to power the Type 550 race car that won events at the Nürburgring, Le Mans, and the Carrera Panamericana.

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The Incredible Story about the Junkyard Bugatti.

·         Posted by CCW

Ettore Bugatti was a showman. You could even say at times a P.T. Barnum -type promoter, only instead of the biggest elephant in any circus he had the biggest luxury car, which (coincidence?) had an elephant as its radiator ornament.

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He had it designed at the end of the 1920s. The Type 41 was intended to be the most magnificent car ever created, a car fir for Kings.

Royalty had Rolls-Royces, Bentleys but park the Royale next to any of those and they looked small. Plus there were over 400 Duesenberg Model J’s so they were quite common by comparison. The popular rumour is that the car was created after Ettore took exception to the comments of a British lady who compared his cars unfavourably with those of Rolls-Royce. He would show them!

Adjusted for inflation, the Royale would have cost about $700,000 back then when a working man’s salary was $5,000 a year.

Accounts differ on if royalty ever partook of his car. One story is that he refused to sell one to poor King Zog of Albania stating, “The man’s table manners are beyond belief!” Another Romanian Royal had one, King Carol II , who had the second car rebodied to more closely resemble the Coupe Napoleon bodied by Parisian Henri Binder. The wheelbase was 169 inches. It tipped the scales at 7,500 lbs. The drum brakes are 18 inches in diameter and the cast wheels predicted the tall wheel craze by more than half a century by being 24″.

The engine was the biggest ever offered in any production car– a 12,763cc straight-8 later used in some French train locomotives. Another rumour is that the engine was originally designed as an aircraft engine but when the French Air Ministry didn’t want it, he decided to build a car around it.

It was a very modern engine in the details– SOHC and 3-valves per cylinder and rated at 300 hp. almost twice that of the Cadillac V16’s 165 hp.

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Ettore’s timing was terrible. He brought the car out just when Europe was going to hell. Only six Royales were built between 1929 and 1933, with Ettore only able to sell three to external customers, but incredibly, eight decades later, all six still exist. (And were reunited at Pebble Beach a few years ago, after exhaustive paperwork was filed to prevent them from being claimed by various claimants…)
Each has unique bodywork. The first Royale, in fact, was rebodied five different times.

This particular car is particularly interesting because it represents the Ultimate Barn Find. Chassis # 41 121, was ordered new in 1931 with a Weinberger body done in Munich by Dr. Josef Fuchs of Munich. an obstetrician, for the equivalent of what would have then been $43,000. But Dr. Fuchs became alarmed by the Nazi party and he and his family loaded up in the car and left, first for Italy and then, oddly, Shanghai (not, as it turns out, a good idea considering the Japanese subsequently invaded China).

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They ended up living in New York. The Doctor did not properly secure the car against the winter cold and the block cracked. This is not an engine you could just buy a new block for around the corner. So the car went to a junkyard. It is amazing it wasn’t cut up because by now it was WWII and there was a craze to melt down old cars for war material. (Another report says the junkyard sold it in 1946)
Fortunately in 1943 an engineer named Charles Chayne got a tip from a car loving buddy about a huge black car with yellow trim in a junkyard. Chayne got on the phone and bought #41 121 for $400 plus $12 tax. Now Mr. Chayne was not just an engineer but the head of Buick engineering at GM. He had thousands of engineers working for him so for them to cast a part from scratch, no problem. The biggest change he made was to have a new intake manifold made with four carburettors to make it more drivable.

He restored the car and eventually he and his wife Esther donated it to the Henry Ford Museum in Dearborn, MI, where it’s been on display for half a century. Ironically Chayne was also involved with the Pebble Beach Concourse and could have donated it to that event, but it is safe to say that Pebble Beach back then was just a small local car show, not the grandiose enterprise it is today, so he thought the Ford Museum a good recipient.

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He modified the car somewhat but not as badly as another Bugatti he owned –that one got a Buick aluminium block V6. He was a Purist, to be sure, but a practical man and the fact a car had an updated engine wasn’t as important to him as getting the car out and about.

The moral of the story is: when some buddy calls you and reports “a strange car in a junkyard” then pay attention. It could be another Royale-type car. The value today? I’d say $20 million would be reasonable for an opening bid….

Report by Wallace Wyss

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