Dodge

Viper GTS

Usual

CHASSIS GTSR C31
 
 
7,998.5cc V10 Engine 
 
 
620bhp at 6,500rpm 
 
 
6-Speed, Borg Warner T56 Manual Transmission 
 
 
Front Suspension: Double Wishbone, Coil Spring, Fully Adjustable Dampers
 
 
Rear Suspension: Double Wishbone, Coil Spring, Fully Adjustable Dampers
 
 
4-Wheel Ventilated Steel Disc Brakes 
 
 
Following an undefeated 1999 season in the American Le Mans Series (ALMS), and repeat success at the 24hrs of Le Mans and the aforementioned yet staggering overall win at the Rolex 24hrs of Daytona, Viper positioned itself as amongst the most successful production-based American sports cars ever. Built-in February of 1999 and prepared for the 2000 season, we are introduced to the vehicle offered here, chassis GTSR C31. It is one of the final Chrysler Factory Works Team cars and differs significantly over customer cars thanks to specialized skunkworks components. Throughout its tenure, GTSR C31 (C31) ran as both numbers 51 and 91.
 
 
Campaigned as vehicle no. 91, C31 was fielded by the 1999 ALMS Driver’s Champion Olivier Beretta alongside ’99 Driver’s Champion Runner-up Karl Wendlinger and Le Mans winner Dominique Dupuy for that year’s ALMS. The schedule was greatly expanded upon from the previous season including an additional four races, three of which held outside the US- the ACO’s 24hrs of Le Mans, bookended by ALMS races 3 and 4.
 
 
The 12hr endurance race at Sebring on March 18 marked the team’s first pursuit. The result is a class victory for C31, and a 1-2-3 finish for Viper Team ORECA making for a fabulous photo finish in a display of utter dominance by the now legendary team. 
 
 
The thirteen-mile circuit at the 2000 Grand Prix of Charlotte would be next. C31 would take its class victory, and claim 7th overall. 
 
 
The third round of the 2000 season is the first ALMS race held outside North America. C31 would once again take a class victory, placing 8th overall. 
 
 
The ACO’s 24hrs of Le Mans in June 2000 would fit here. Karl Wendlinger, Olivier Beretta, and Dominique Dupuy drive C31 (as car 51) to Viper Team ORECA’s third straight class victory. The 333-lap finish is Viper’s best Le Mans performance to date. Given the serious competition that the Pratt & Miller’ C5R posed, the win is one of the most significant as the pressures to overcome another American-Born racecar deepened the Viper-Corvette rivalry. 
 
 
The ALMS continued in Europe for Round 4. However, due to it being so close to Le Mans, ORECA would run C35 at this race which took a class win at the 1000km of Nurburgring, placing 8th overall. C31 did not compete here.
 
 
C31 breaks its winning streak in Round 5 at Sears Point, albeit marginally. C31 would place 2nd in class and 9th overall behind its sibling ORECA Viper driven by Donohue and Archer. 
 
 
Round 6 raced Mosport. C31 would take a class win and place 4th overall. 
 
 
The Corvette takes a class win in Round 7. C31 and ORECA would complete the journey around the Grand Prix of Texas circuit a mere 3 laps below the best Corvette, with a 10th overall placement. 
 
 
C31 takes the Round 8 class victory at the Rose City Grand Prix in Portland, OR, and places 10th overall. 
 
 
The 2000 Petit Le Mans took place at Road Atlanta. C31 was in first place and dominated the entire race until an untimely failed battery on the last pit stop caused an unexpected delay resulting in C31 placing 4th in class, and 12th overall. 
 
 
C31 would claim the title of class victor again and place 8th overall at the 2000 Monterey Sports Car Championship, Round 10 at Laguna Seca Raceway.
 
 
The penultimate ALMS race, the Grand Prix of Las Vegas, proved yet again to be a class win for C31 and ORECA, 7th overall. 
 
 
The 2000 Race of a Thousand Years, an endurance circuit in Australia on New Year’s Eve, was the final of the twelve ALMS races. Uniquely, this is the sole instance of an ALMS race at this circuit. C31 would again take class victory, its ninth instance that season and 3rd overall.
 
 
This example was nearly unbeatable winning 7 of 10 ALMS races it entered in the GTS Class. In total, 10 wins throughout the 2000 season for Team ORECA easily gave them ALMS Championship, with 266 total points, capping a three-year win streak. Second place was claimed by the Porsche GT2, 82 points back. More importantly, though, Viper beat its biggest rival, the factory-backed Corvette C5-R, by a staggering 130 points. History was written in dominating fashion but all good things come to an end. 2000 would be the last year of the factory-backed Team Oreca Vipers. C31 is widely regarded as one of the winningest Viper’s in history and is arguably one of the most significant race cars of our generation. 
 
 
LIFE BEYOND ORECA
 
 
The Chrysler-backed Viper racing program officially ended in 2001. A year prior, Chrysler and ORECA had begun work developing an LMP class vehicle which resulted in ORECA abandoning their Viper teams. Of course, Vipers would continue to campaign under a multitude of private groups. 
 
 
In 2001, C31 was left overseas and as it would turn out was accidentally sold to the privateer team, Brookspeed in the UK, most likely approved for sale by someone under the Daimler side of the company that didn’t care about a used up American race car. This would turn out to be a massive oversight by someone who surprisingly must have been unfamiliar with what the Viper had just accomplished. For two seasons, Brookspeed would campaign GTSR C31. Records show C31 achieving a 2nd place finish at Donington in 2001 before returning to Daytona in 2002, for a 6th in class result. Modifications were kept light, but later became significant in order to remain competitive. In 2005, the car retired and was placed in storage. 
 
 
A well-known personality in the vintage and historic racing industry, Richard Freshman of Fossil Motorsports Inc., was on assignment when he “discovered” C31 years later. The original intent was to find one of the very few 1971 Hemi Cuda Convertibles to fulfill a rare Mopar requirement of a private collection. Instead, he crossed paths with this special Viper and consummated the purchase on behalf of one very lucky collector. Freshman, under order of his client, then directed the total chassis up restoration. He consulted with the likes of Terry Scarborough of TS Racing who serendipitously had Florent Boisseau, team member of ORECA c.2000, under his employ. Consultation with ex-driver, Karl Wendlinger resulted in a restoration that modeled and mirrored the car’s 2000 Le Mans Winning mechanical specification and livery. Receipts on file reflect in excess of $500K – a considerable sum resulting in a show-winning, concours and race-ready rebuild.
 
 
From then on, this successful Viper has lived a pampered and somewhat sheltered life. In 2009, appearing alongside a Ferrari 375mm, it was a participant at the Avila Beach Concours d’Elegance. Bound to be welcomed at events worldwide, C31 is eligible at the Le Mans Classic, Sebring Classic, and Daytona Classic as well as a variety of other events.
 
 
Today, the never wrecked C31 retains it’s original subcomponents, chassis, suspension, coachwork, motor, gearbox, and drivetrain. It is accompanied by significant documentation and spares and is regarded as one of the winningest Viper’s in history. Perhaps more importantly, C31 carries with it a more abstract attribute. It should be said that this Viper has had a profound effect on the cultural life of the motoring world today. Its 2000 Le Mans-winning livery is the very same that was digitized for Sony Playstation’s Gran Turismo 1, 3 and Le Mans video games. In the game, when selecting a simulation Viper GTS R to race digitally at Sebring, it’s chassis C31 you’re using. Both Gran Turismo titles are renowned as two of the greatest and most far-reaching video games of all time.
 
 
It could be said that C31 is the most important American sports racing car in contemporary history. If not, then it is certainly the most relevant.
 
 
THE NEXT CARETAKER
 
 
A car such as Chrysler Corporation’s GTS R, with its in-house styling, gives credence to a similar theory of European design but reflects a more peak development. It is the collaboration and the melting of minds across a multitude of firms. It is hard to overstate how radical a car the GTS R was for Chrysler in the 1990s. Here was a company best known for minivans and front-drive compacts producing an all-out super sports car in the classical sense which went on to win at the highest levels. The Viper GTS R represents the last great vehicle development program in automotive history. It is a program that should have never happened, will never happen again, and yet, as aggressive as ever, the GTS R soldiers on as an unabashed example of how supercars are built in America. In this decade, nearly thirty years post-design, these GTS Rs continue to deliver a remarkable array of possibilities as they were campaigned in period at Le Mans. They are both beautiful and eminently usable. 
 
 
Today, the great masters remain in the highest of institutions. The Simeone Foundation in Philadelphia, PA retains the sole remaining 1921 Duesenberg, which raced the 1921 French Grand Prix, the year of the first international win for an American car. Simeone, too, retains the most original Cobra Daytona Coupe and Le Mans raced GT40 MKii. As younger generations of car enthusiasts grow old, it will be the legendary Viper GTS R of this glorious time period that will be welcomed alongside the aforementioned cars above in commemoration of America’s continued racing success abroad. By 2001, ORECA had as much as three class wins with the Viper at Le Mans and a championship on both sides of the Atlantic.
 
 
Now in the 20th Anniversary of its championship, Viper C31 is offered to the public. Of the three Le Mans winning Vipers, Chassis C7, victor of the 1998 Le Mans, is owned and maintained by Chrysler residing in their private collection and will never be sold. Chassis C22, the 1999 victor, is in a private collection overseas and will also likely never be sold. It is this car, GTSR C31 with it’s all original drivetrain, the sole Le Mans winning example in private hands in the United States, regarded as one of the winningest Viper’s in history, that is now available to the public.

Black

Rolls-Royce

Silver Ghost

The Rolls-Royce Silver Ghost series of cars first came to market in 1906, originally called the “40.50 h.p.”. The cars were first produced in Manchester before moving to Derby in 1908 and to Springfield, MA, from 1921 to 1926. They were originally powered by a 7,036cc straight-six engine before a more powerful 7,428cc unit was introduced in 1910. The chassis were fitted with various different styles of bodies by coachwork companies, with the same chassis being used as the base for Rolls-Royce Armoured Cars during World War I. Only 7,874 Silver Ghosts were made from 1906 to 1926.
 
 
This particular example, Chassis # S100LK, is the last right-hand drive, 4-speed gearbox car manufactured in Springfield, MA, and began life with a Town Car body. It was purchased as such on April 14, 1925, by a W.H. Porter of New York City. He owned the car in its original configuration until 1934, when he gave it back to Rolls-Royce and had them swap the Town Car body for a Piccadilly Roadster body (#M588) from Chassis # S164JH that was owned by a Walter Reade of Deal, NJ. The body was also altered to resemble a Playboy, lowering the car and the now one-piece windshield, adding valances over the rear springs, and changing the wheels to 20-inch ones. 
 
 
The now Rolls Royce Silver Ghost Piccadilly Roadster was sold in 1935 to a New York advertiser named John MacKenty, who spent his spare time on Ashakomaksett Farm at Martha’s Vineyard. The car spent the duration of WW2 there and was entirely painted gray to avoid it being spotted by patrolling U-boats. Mr. MacKenty bought the car with around 40,000 miles on it and reportedly drove it less than that during his ownership.
 
 
In 1957, it made its way to a Ken Sowles of Falmouth, ME, as confirmed by the included Schoellkopf Card. Sowles was a close friend of Prince Phillip, who often asked him for horse and carriage advice and invited him to the Windsor Horse Show. In service records dating back to 1987, Mr. Sowles frequently had the car serviced at The Vintage Garage in North Brookfield, MA. In February of 1987, the leather upholstery on the doors was replaced with new leather. The engine and brakes received their first recorded rebuild that same month, with a total bill of just under $9,000. The exhaust, carburetor, and voltage regulator received the same treatment the following month, this time totaling over $3,000. New pistons were installed in May of 1995, and the blocks were bored +.040 in August of that same year.
 
 
After 37 years of ownership, the car was sold to its fourth owner in 1996, who continued maintaining the car and toured England, Scotland, Canada, and the Western/Southern US with it over the span of 17 years. He meticulously kept track of all repairs and maintenance performed on the car, also at The Vintage Garage, dating back to 1996 when he purchased the car. In November of that year, it went in for an oil change, radiator cap, wheel rebuild, and new leaf springs. It then returned in December to have the wheel snap rings, nuts, and valve stem caps were nickel plated.
 
 
In May of 1997, the battery cables were redone along with new spark plugs, ignition points, and box fuses. In July, the speedometer was repaired. In August of 1998, the “Spirit of Ecstasy” was stripped, detailed, polished, and buffed. In September, Frank Cooke, Inc. in North Brookfield, MA, took over for a non-fluid oil and transmission oil change. It returned to The Vintage Garage in November for an extensive service that included an extra oiler tube, a number of bearings, gaskets, and screws, a generator repair, as well as plating of curtain rods and light conduits. In June of that same year, it received a new wind wing panel, brake light, left door striker, and a lot more plating on its worn parts.
 
 
May of 2000 saw the Rolls receive a new fuel line with a new coil, fan belt, and repaired clock following in September. In December, the differential was cleaned, a new gear set was installed, the rear axle was refurbished, the rear brake linings were redone, and the rear and front shocks followed suit.
 
 
Fast forward to 2010, and the straight-six engine under the hood received a full rebuild, from top to bottom, totaling in at just under $4,800 and giving this British beast a new lease on life. 
 
 
The fourth owner continued driving the car until 2019, when he sold it to the owner from which we procured it. In mid to late 2020, the radiator was balanced and readjusted at American Honeycomb Radiator in Bowdoin, ME. The most recent service record on file dates to November of 2021, when the connecting rod and piston assembly was refurbished.
 
 
As it sits, this gorgeous British roadster is an extremely well-sorted example with plenty of interesting historical details to boot. Its itinerary of meets and tours attended throughout the world since 1996 serves to show how appreciated a classic Rolls-Royce like this is at any Concours-style event. It is by no means a garage queen and is more than happy having its wheels turning down long stretches of blacktop.
 
 
Upon purchase, the new owner will receive the original owner’s manual and pouch, original keys, the vast amounts of service records on file, and several pieces of correspondence between the previous owners of this car.

Aston Martin

V8 Volante

The status when there is a price, but the seller is ready to sell for the best offered price - in the format of a bargain, auction or something else. The communication between the seller and the buyer is entirely on their side, we (the site) do not take part in this

Best Offer


Chassis # V8COL15120
Engine # V5805210LFM
1 Of Just 192 Examples Produced
Retains Its Original Engine & Finished In Factory Correct Colors
Benefiting From A Recent Thorough Cosmetic Restoration
Mechanically Strong And Ready For Immediate Use And Enjoyment

Aston Martin’s “V8” line of grand tourers is one of the longest-lasting nameplates in the marque’s repertoire, manufactured in numerous variations from 1969 to 1989. The first iteration existed from 1969 to 1972 as the “DBS V8” to set it apart from the six-cylinder DBS. That engine was dropped starting with the 1972 model year, and the model was consequently simply known as the Aston Martin V8.


The Series 4 was introduced in October 1978 with a few cosmetic changes to set it apart from the previous Series 2 and 3. Known as the “Oscar India” specification, or “October Introduction” in the phonetic alphabet, it featured a hood bulge in place of the former scoop, an integrated spoiler, and wood trim throughout the interior for a more luxurious feel. The 5.3 L V8’s power dropped to 245 hp in US-market cars, and larger bumpers were added to meet safety standards. The engine could be paired to either a Chrysler “Torqueflite” three-speed automatic transmission or a ZF 5-speed manual all-synchromesh transmission. The tested 0-60 mph time of around 5.2 seconds made the Series 4 V8 one of the fastest-accelerating cars of its era.


The convertible version, known as the “Volante,” was introduced in June of 1978 and overtook the coupé in terms of popularity by 1981. Only 352 “Oscar India” models were built from 1978 through 1985, while only 192 were Volantes.


Over the years, the V8 series Aston Martins have enjoyed strong and steady popularity amongst collectors and enthusiasts alike. Their elegant but muscular appearance combined with the glorious sounding V8 engine provides ample thrills for the eyes and ears alike. Many of these V8s fall prey to being “rough around the edges,” with numerous expensive problems lurking beneath the beautiful exterior. Because of this, it is very important to find a properly cared-for or well-restored example. Pricing trends continue to remain strong for later models as well as limited or special production versions such as the Volante, X-Pack cars, and Prince of Wales Editions. 


This particular 1980 Aston Martin V8 is a US-market Series 4 Volante. While some of the history of this example has been lost to time, the details we do have give this Volante quite the storied background. It was originally sold in Midland, TX, before being purchased by the producer of Mutual of Omaha’s Wild Kingdom in California sometime later. The current owner purchased it from Park Place LTD in Bellevue, WA, in 2005. It was in original condition at the time of purchase, with around 37,000 miles on the odometer. They have owned it for the past 19 years and frequently maintained it at Treasured Motorcar Services, Ltd. in Reisterstown, MD. It retains its original engine and original color combination as per the original build sheet.


The engine and drivetrain were rebuilt starting in December of 2010 and ending around March of 2011 at Treasured Motor Cars. During the process, the car was also modified with Euro throttle linkage, base plate, airbox, and Weber 45mm carburetors. The entire process totaled north of $20,000.


In June of 2019, this Volante was sent off to Automobile Tricolor in Italy to perform a bare metal repaint, reupholstering, new convertible top, new mechanical and cosmetic fittings, chrome, as well as a Euro-spec rear valence and bumper. The exterior was finished in its factory-correct Jubilee silver with blue pinstripes and a gray convertible top. During the restoration process, the owner sold the car to the shop before realizing he missed this slice of “La Dolce Vita” and buying back the now-restored Volante from them.


As it sits, this freshly restored Aston Martin V8 Volante with just over 61,500 miles on the odometer serves as the chance to own one of the rarer examples in the British marque’s lineup of sports cars. With only 352 examples ever produced, one can rest assured knowing that this car will stand out among its fellow British brethren at any event it attends. The rebuilt engine, its accompanying drivetrain, and freshly reupholstered interior also ensure that the future owner of this automobile is able to experience its power in the same luxurious fashion that Aston intended back in the 1980s. If the V8 under the hood was not enough of a thrill, then surely the open-top driving experience that the Volante is known for will satisfy your desires. 


Upon purchase, the new owner will receive its original toolkit and jack, additional keys for the car’s various locks, and all of the service records on file.

Please visit www.LBILimited.com for many more photos and details. Follow us on Instagram and Facebook @LBILimited. Ride along on our classic car adventures by subscribing to LBI Limited on YouTube. #claimyourclassic™

Silver

White

DB2-4

- Chassis # AM/300/31/1672
- Engine # DBA/1282
- A Matching Number Example Finished In Fern Green Over Tan Leather Interior
- Fantastic Documented Provenance Dating Back To New
- Mechanically Strong And Wearing A Well Kept Older Restoration
- Sale Includes Factory Spare, Jack, BMIHT Certificate, Original Books, Build Record, And Extensive Service Documentation

Aston Martin, the company now known for building some of the UK’s sleekest sports cars for consumers and spies alike, was founded in 1913 with the intention of selling Singer vehicles and repairing GWK and Calthorpe models. Founders Lionel Martin and Robert Bamford created the first car badged as an Aston Martin when they fit a four-cylinder Coventry-Simplex engine into a 1908 Isotta Fraschini.


Following a brief pause caused by the First World War, the company produced a few race cars and consumer cars before facing financial trouble in 1924 and selling their assets to Dorothea Mary Roby Thorpe, wife of Godfrey Benson, 1st Baron of Charnwood. Bill Renwick and Augustus Bertelli joined Dorothea and began producing racing and passenger cars from 1926 to 1937 before the Second World War once more paused production. In 1947, English industrialist David Brown became Aston Martin’s latest owner after purchasing it for £20,500 from an ad in The Times. Thus began the production of the hailed DB series of sports cars.


The DB1, based on the Atom prototype, sold only 15 units from 1948 to 1950 before being replaced by the DB2. Being a more advanced and refined unit, the DB2 sold 411 examples from 1950 to 1953 in multiple body configurations. It, too, was replaced in 1951 with the racing-only DB3 and the grand touring DB2/4 Mark I and II in 1953 and 1955, respectively.


In 1957, the Aston Martin DB Mark III was introduced as a successor to the DB2/4 Mark II despite never officially being called the DB 2/4 Mark III. The car was redesigned by Polish engineer Tadek Marek and used an evolved version of the DB2/4 Mark II’s Lagonda straight-6 engine. The standard, twin SU carburetor-powered engine produced 162 hp, although an optional dual exhaust raised that number. A mid-level “DBD” trim level with triple SU 1.75″ carbs and dual exhaust produced 180 hp and was fitted to 47 cars. In contrast, a high-output “DBB” trim featured triple twin-choke Weber 35 DCO 3 carbs, special long-duration camshafts, high compression 8.6:1 pistons, and the dual-exhaust system was rated at 195 hp but was ordered on only 10 cars. All engines were backed by a four-speed manual or an optional automatic transmission.


The DB 2/4 Mark III came standard with Girling disc brakes after the first 100 examples. This was also the first model to come equipped with the Bert Thickpenny-designed front grille, which would become a staple of all future Aston Martins. The car could be had as either a drophead or fixed-head coupé or a hatchback. Only 551 examples of the Mark III were produced in the two-year production run, with only 83 of them being in left-hand drive configuration.


Thanks to their low production numbers and timeless good looks, the DB 2/4 Mark III has seen strong collectability over the years. They remain an important and storied portion of Aston Martin’s history, and their importance is backed by the strong pricing we still see them bring in what seems to be an increasingly modern collectible market landscape. As with any early British sports car, restoration on these can become a pocket-draining expense very quickly, so finding one that has already been properly restored, with correct and careful ownership to ensure long-term useability, is paramount. 


This particular example is 1-of-83 LHD units to leave the factory. Chassis # AM/300/3/1672, was built in September of 1958 and dispatched to Charles H. Hornburg Jnr Inc. of Los Angeles, CA in January of 1959 as per the British Motor Industry Heritage Trust records. The car wore a Satin Bronze exterior with an Off-White interior, Firestone Super Sports whitewall tires, and the optional fully chromed wheels.


It was delivered to its first owner, Mr. Saul Pollack of Los Angeles, CA, in April 1959. Mr. Pollack was the owner of the Waverly Mansion, president of Karl’s Shoe Stores, and brother-in-law to Mr. Harry Karl, Debbie Reynolds’s second husband and adoptive father of Todd and Carrie Fisher. Mr. Pollack married Mr. Karl’s sister, Sarah.


The Aston Martin made its way back to the UK to its second owner in October of 1991. The car was registered in Lancaster, Lancashire, with the license plate VSK 659. In March of 1992, it was sold to its third owner from Hayward Heath, also in the UK, and once again to its fourth owner in April of 1993.


In 2002, the car traveled overseas once more to its fifth owner, Baron Paul van der Straten Waillet, in Belgium, where it adopted the license plate VDY 993. The service records on file start around 2006 under Mr. Van der Straten Waillet’s ownership, showcasing the care and attention he put into keeping this British wonder on the road. A major service in September of 2007 at Twin Cam &#40;now Marreyt Classic Cars&#41; in Aalst gave this Aston a new 8.6:1 83mm piston set, cylinder liners, head gasket, water pump, radiator, and other new parts. A return visit in April of 2011 resulted in a new power steering rack. Later, in September 2013, the headlights, mirrors, as well as both horns were replaced with units from RetroClassic Car Parts Ltd. 


In October 2013, the Aston was sold to its sixth and most current owner. Under their ownership, the extensive catalog of service records continued to expand exponentially. In November of that same year, a new horn button assembly and bonnet lamp mount were purchased from Kevin Kay Aston Parts in Redding, CA. In December, the original Aston Martin “Instruction Book” was masterfully restored by Ann-Marie Miller ACR in London for a total cost of £615.50 in an effort to preserve it for decades to come. In August 2014, the car was stripped and repainted in Fern Green by Frankie’s Auto Paintwork, a color it still wears today. 


NOS Lucas Le Mans headlights were bought in January 2016 from Rogers Motors in Shutesbury, MA. The headliner and trunk panels were replaced with new, factory-type material in September 2016 by Harry Fraser Vehicle in Bicester, UK. From May to June of 2017, the windshield wiper assembly was restored by Leydon Restorations LLC in Lahaska, PA, with special attention given to repairing the wiper park mechanism. Lastly, in March of 2021, the clutch was replaced by Automotive Restorations, Inc. in Stratford, CT.


Being a fairly early Aston Martin makes this DB 2/4 Mark III a rare example of the company’s beginnings. It represents a turning point in the British marque’s story from a largely boutique maker to a more household name in sports and racing cars. Described as “one of the world’s outstanding sports models” by The Autocar magazine, this model was also the first James Bond Aston Martin, being featured in the 1959 “Goldfinger” novel as the “DB III.”


This particular example is, without a doubt, one of the nicest to hit the market. Benefitting from decades of meticulous care dating back to its original owner, this Aston Martin DB 2/4 Mark III is as beautiful as it is rare, with only 83 examples being originally produced in LHD configuration. Its previous prestigious owners, along with the countries it has traveled to, give this car a unique pedigree that sets it apart from others in the crowd and would instantly complement any existing car collection.


Upon purchase, the new owner will receive the original factory manuals, the original factory build sheet, an original dealer brochure, the BMIHT Certificate, the car’s FIVA Identity Card, a period article about the model, two Concours awards, as well as the service and ownership records on file.

Please visit www.LBILimited.com for many more photos and details. Follow us on Instagram and Facebook @LBILimited. Ride along on our classic car adventures by subscribing to LBI Limited on YouTube. #claimyourclassic™

Green

Beige

Porsche

911 T

- Chassis # 9111110750
- Engine # 6115085
- Finished In Its Original Colors Of Gold Metallic Over Black Leatherette
- Featuring Its Original Matching Numbers Engine
- Wearing a Very Nicely Presenting Driver Quality Restoration
-Sales Includes Factory Spare And Porsche COA
 
The 911 was the model that officially put the Porsche name in front of the world. Both on the street and on the track, it was and continues to be one of the most popular luxury sports cars on the market. The air-cooled 911, produced from 1964 to 1998, went through a number of engines and styles before a full redesign came with the 996 series.
 
The 1970 and 1971 Porsche 911s were fitted with a larger, 2.2 L engine rather than the previous generation’s 2.0 L engine that could be mated to either a four-speed 911/00 manual transmission or a five-speed 911/01 manual transmission. The displacement increase brought horsepower figures to 123 hp in the 911T, 153 hp in the 911E, and 180 hp in the top-of-the-line 911S. The T joined its brethren in receiving ventilated disc brakes, making all 911s so equipped. This generation of 911 saw safer external door handles, rubber-mounted dashboard gauges, a steering lock, as well as a US-only warning buzzer to let the driver know the keys were left in the ignition.
 
For the 1971 model year, only the 911E & S had fuel injection, while the entry-level 911T came standard with Zenith carburetors. This changed in 1972 when fuel injection became standard across all models due to US emissions regulations. All 1971 models did, however, come equipped with three-speed intermittent windshield wipers and crankcase oil squirters for improved piston cooling.
 
This generation continued offering the “Targa” version, which gave the car a “safer” open-air experience to appease the U.S. NHTSA regulations. Rather than a fully open-top convertible, the Targa was equipped with a stainless steel-clad roll bar, a removable roof panel, and a removable plastic rear window.
 
The collectability and value of Porsche 911s, in general, has been steadily increasing over the past decade or so. Even though the T was the starter 911 for this generation, the US-market cars can be more desirable than their international counterparts due to the slight increase in horsepower. The Targa versions are also the best of both worlds between a coupe and a convertible, offering both experiences without much compromise.
 
This particular example, Chassis # 9111110750, is a 1971 model fitted with the five-speed 911/01 manual transmission. According to the Porsche Certificate of Authenticity, it was ordered with optional front and rear stabilizers, comfort equipment, tinted glass, Targa top, and light metal wheels. It was finished in a fairly unique warm shade of yellow that not many cars at the time wore called Gold Metallic. The interior was finished in contrasting Black Leatherette, a color scheme it wears to this day. Not much is known about this 911T’s history other than the fact that it is a numbers-matching example with a good, driver-quality restoration. The stock Zenith carburetors were also upgraded to Webers, giving the car an upgraded and more reliable driving experience.
 
When we received it on consignment in June of 2022, we had some servicing performed to get the car in proper running order. Autocar Bespoke, LLC in Philadelphia, PA, started things off with an exterior and brightwork detail before we entrusted Performance Automotive Inc. in Malvern, PA, in September of 2022 with a clutch service that included a clutch cable, clevis pin, and pivot pin. It returned to Performance Automotive Inc. in August of 2023 for a full transmission rebuild that included a clutch pedal shaft, synchro sleeve, synchro rings and teeth, gear teeth, differential bearings, and fresh fluids. They also addressed some fuel system issues that were rectified with a new fuel pressure regulator and a carburetor rebuild.
 
As it sits, this 1971 Porsche 911T is a numbers-matching, driver-level restored example that is ready for a new adventure. The optional Targa top makes this a perfect choice for any weather while adding a style choice that revolutionized the industry when it was released. Those looking for a classic, entry-level 911 to add to their collection or to kickstart their Porsche lineup would be pleased with what this one has to offer. Upon purchase, the new owner will receive the service records on file, the Porsche Certificate of Authenticity, and the original spare wheel.
 
Please visit www.LBILimited.com for many more photos and details. Follow us on Instagram and Facebook @LBILimited. Ride along on our classic car adventures by subscribing to LBI Limited on YouTube. #claimyourclassic™

Gold

944 Turbo


Chassis # WP0AA0950JN165096
1 Of Just 39 Produced For The Rothmans Turbo Cup Series
A Genuine Weissach Built Factory Race Car
Campaigned By The Famous Ron Fellows In The 1990 Season
A Nice Original Example Showing Just 10,099 km From New
Includes Original Magnesium Oil Pan, Fellows' Steering Wheel, Numerous Other Spares, Logbook, And Period Photos

In 1986, Germany introduced the Porsche 944 Turbo Cup series to the world, a one-model championship that put the 944 in the spotlight. Two years later, in 1988, Porsche Canada’s manager and former racing driver David Deacon brought the series to Canada and after securing sponsorships from some of the biggest names in motorsport, named it the Rothmans Porsche Turbo Cup. Apart from a healthy purse for the series winners, the season champion won a seat in a Rothmans-backed 962C at the next year’s running of the 24 Hours of Le Mans. The races eventually spread overseas to countries like France but remained extremely popular in Canada.


The “Turbo Cup” cars, as they came to be called, were 944 Turbo models built by the Weissach factory specifically to race in the Cup Series. These racers weighed around 600 lbs less than a regular 944 Turbo and came equipped with numerous performance enhancements such as magnesium wheels, intake, and oil sump, a smaller and lighter alternator, bespoke brakes, and Bilstein suspension. The inside featured a steel roll car along with a Recaro racing seat and the absence of any convenience features like air conditioning. The 2.5L inline 4-cylinder engine got a larger output turbocharger, sending 250 HP and 272 lb.-ft of torque to the rear wheels through a 5-speed manual transaxle with a limited-slip differential and close-ratio 5th gear. Only 39 examples were ever produced by Porsche over the series’ three-year lifespan, making the 944 Turbo Cup one of the rarest Porsches one could own.


This particular example, Chassis # WP0AA0950JN165096, is a low-mileage 944 Turbo Cup with only 10,099 km &#40;6275 miles&#41; on the odometer and a single private owner. On top of multiple podium finishes throughout its history, this pedigreed racer was driven by famed driver Ron Fellows in the 1990 Series to an 8th Overall finish and still proudly wears that same livery.


Just before the last race of the 1990 series, the engine was reportedly rebuilt by Ron Fellows team and still has the Porsche stamped lead clamps adorning the engine. Following the end of the series, this Porsche was purchased by the second owner in 1990, who removed the magnesium oil pan to keep it safe &#40;The rare magnesium oil pan is included with the sale of the car&#41;. The car is all original from the rear quarters forward, including the hood, windshield, and other glass. Despite being involved in a rear-end collision with Ron at the wheel during the 1990 season, the accident damage was repaired properly, leaving the car in the proper spec and condition.  


This rare Turbo Cup will need some normal timeout and safety items addressed before it is ready to hit the track again but it runs and drives without an issue as it is. These Weissach factory-built Porsche race cars are few and far between, making examples at this price point with such low mileage and exceptional history, an absolute must-have for both Porsche collectors and race enthusiasts alike. Given their pedigree, they are eligible for HSR, PCA Club Races, and more while also perfectly gracing the lawn of any Porsche-specific Concours event. 


Upon purchase, the new owner will receive a copy of the logbook, numerous spare parts, including a seat, suspension components, the original steering wheel utilized by Ron Fellows, a 944 Turbo Cup transmission, the original magnesium oil pan, and more, along with period photos featuring this 944 Turbo Cup in its glory days.

Please visit www.LBILimited.com for many more photos and details. Follow us on Instagram and Facebook @LBILimited. Ride along on our classic car adventures by subscribing to LBI Limited on YouTube. #claimyourclassic™


Chassis # WBSBG91060EW39311
Desirable Left-Hand Drive Evolution Variant 
Finished In Stunning Estoril Blue Metallic Over Extended Black Buffalo Leather Interior
A Highly Original Example Showing Just Under 30,000km From New
Immaculately Maintained And Showing Just 2 Owners From New
Includes Factory Books, Tools, Extra Keys, And Original Purchase Documents

First introduced in 1992, the E36 generation of the venerable M3 was initially available only in a coupe configuration, with a sedan and convertible version introduced later. These early cars were all fitted with a 5-speed manual transmission and the 3.0 L S50 I6 engine that put out 282 hp in Europe and most other countries. The US version of the car received the downgraded S50B30US engine version, which put out a lesser 240 hp and used single-piece brake rotors rather than floating rotors. Another important difference was in the headlights, as Euro-spec headlights featured glass lenses and projectors, while US-spec headlights used plastic lenses and omitted the superior ellipsoid projectors.

The E36 chassis received a refresh for the 1996 model year, and with this update, BMW provided the “Evolution” moniker to help emphasize the performance upgrades the car would receive. This new Evo version was only available to the European market, a move that left many stateside enthusiasts disappointed at the time. Visual updates were slim with the introduction of new wheels, clear indicator lenses, a revised double kidney grill, and the integration of the third brake light into the spoiler. Most importantly, though, these new Evolution models received a much-needed 6-speed manual transmission as well as an upgraded 3.2 L S50 I6 engine, now making 316 hp. This new 3.2L engine provided a healthy and welcome bump in power thanks to an increased compression ratio, lightweight pistons, graphite connecting rods, and a revised exhaust manifold, amongst a host of other upgrades. The US-spec post-facelift version, unfortunately, stayed with the original 240 hp version, still equipped with a 5-speed manual transmission. The fact that the US never received the upgraded version of the E36 left many lusting after what they could not have. 

Over time, the E36 platform has seen its ups and downs. From its introduction, it received great praise for its phenomenal chassis and handling. Still, over the years, enthusiasts and collectors put it on the back burner as newer and faster offerings arrived on the scene. Lately, though, the E36 M3 has seen a fantastic rise in popularity again as buyers have once again rediscovered the incredible overall driving experience that this generation of M3 provides. In addition, many of today’s younger collectors grew up lusting after the E36 M3, and the time has finally come when they can put one in their garage. The lifting of the import restrictions on the European-only Evolution model provides the US market with long-awaited access to the highly desirable ultimate iteration of the E36 chassis. Overall pricing on Evolution models has steadily climbed over the past 5 years, and we see ample room for continued growth in value. As with any collector car from the 90s, low mileage and proper servicing are paramount with the E36 platform. Many of these cars were driven hard, and if not maintained properly, various mechanical and electrical problems can quickly consume the car and your wallet. In addition, BMW offered the stereotypical color schemes as well as some truly unique and special colors. Finding a low mileage, well-cared-for example in unique colors is crucial to the future collectability of the vehicle. 

In June 1997, this M3 Evolution Coupe, chassis # WBSBG91060EW39311, was delivered new to Valencia, Spain, in a rare left-hand drive configuration. The car left the factory wearing the stunning Estoril Blue Metallic exterior and an extended leather black buffalo interior. It is reportedly 1 of only 1,799 in this configuration produced. It was also very generously optioned with limited-slip differential, heated seats, a headlight cleaning system, rear sunblind, park distance control, electric sunroof, automatic climate control, front power windows, and a pass-through rear seat.

This M3 Evolution would stay with its original owner for most of its life, receiving many years of regular servicing and careful enjoyment. This prized M3 Evolution Coupe changed hands for the first time in 2022 when it was sold to an exceptional Munich-based BMW collection. Rarely used but always admired while within the collector’s care, today, this stunning M3 Evolution is presented with just over 30,000 kilometers. 

From our research, we found that BMW produced only 1,799 left-hand drive Evolution Coupes in this specification for Europe in 1997, and it is highly unlikely that any significant number of these are in a condition as outstanding as this one. This is a wonderful example of one of the most desirable variants of the E36 generation of M3, finished in one of BMW’s iconic and rare factory paint colors and benefiting from a life of sparing use and extreme care. 

Upon purchase, the new owner will receive the original owner’s books, the factory toolkit, and an extra pair of keys.

Please visit www.LBILimited.com for many more photos and details. Follow us on Instagram and Facebook @LBILimited. Ride along on our classic car adventures by subscribing to LBI Limited on YouTube. #claimyourclassic™

Blue

Acura

No matter how you look at it, the Acura NSX was an automotive marvel upon release. Short for “New” “Sportscar” “eXperimental”, Honda created the NSX with the goal of rivaling or beating the performance of Ferrari’s V8 engines. It became the first mass-produced car with an all-aluminum body and featured aerodynamics and styling inspired by an F-16 fighter jet cockpit. Gordon Murray himself said that the NSX served as inspiration for his renowned McLaren F1.
 
 
The first generation NSX was produced from 1990 to 2005. They were all assembled by a team of 200 Honda engineers with at least ten years of experience on the assembly line. The earlier NA1 cars were initially equipped with a 3.0 L C30A V6 engine that put out 270 hp when paired with a 5-speed manual transmission and 252 hp with a 4-speed automatic transmission. In 1997, the engine was upgraded to the 3.2 L C32B and mated to either the same 4-speed automatic transmission or a new 6-speed manual transmission.
 
 
The NSX received a facelift in 2001 dubbed the NA2 that, among other styling changes, replaced the signature pop-up headlights with fixed xenon HID ones. A total of 1,154 examples were built of the first generation NSX for the 1992 model year.
 
 
This particular example, Chassis # JH4NA1159NT000781, is an early pop-up headlights model equipped with a 5-speed manual transmission and the 270 hp 3.0 L V6 engine. It was initially delivered to Acura of Brooklyn in Formula Red over a contrasting black leather interior, the same colors it wears today. The first owner took meticulous care of it and drove it sparingly during his 26-year ownership. We purchased the car in 2019 for one of our longtime clients in Pennsylvania who entrusted us with properly storing and maintaining the car for them. On February 8, 2019, Leading Edge Autosport in West Chester, PA performed a comprehensive inspection of the car as well as the timing belt service, spark plugs, fluids, and valve cover gaskets at 9,967 miles. They also replaced the window regulator assembly, repaired the factory radio and amps, and replaced the windshield wiper blades.
 
 
This second owner enjoyed the car for three years before consigning it with us. In preparation for its next owner, Leading Edge Autosport once more inspected the car and performed a valve adjustment with new spark plugs, installed a new valve cover gasket set, flushed the brake system, changed the oil, and gave the NSX brand-new ExtremeContact Sport tires to ride on.
 
 
As it sits, this collector-grade NSX is an all-original, two-owner example with only 10,746 miles from new and is equipped with the signature pop-up headlights. It is the perfect car for any JDM-focused collection or your everyday cars & coffee if you want to make sure you’ll steal the show. 
 
 
Upon purchase, the new owner will receive all of the original books and pamphlets as well as the original tool kit and all of the service records on file.

Mercedes-Benz

280 SE

- Chassis # 11102612001401
- Finished In Exquisite Medium Blue Metallic Over Bamboo Leather Interior
- Desirable "Sunroof, Floor Shift, Factory A/C" Model
- Benefiting From A Recent Respray As Well As Interior Refreshment
- Showing No Needs And Ready For Immediate Enjoyment
- Sale Includes Factory Spare, Jack, Tools, Original First Aid Kit, And A Copy Of The Mercedes-Benz Data Card
 
The name Mercedes-Benz has become synonymous with expertly crafted luxury vehicles since its inception in 1926. The Benz portion of the name dates back to 1886 when Karl Benz invented the Benz Patent-Motorwagen, while the Mercedes portion comes from Daimler-Motoren-Gesellschaft’s Mercedes brand name of cars, the first of which was produced in 1900. The two companies merged in 1926 to become Daimler-Benz AG and began producing vehicles under the name of Mercedes-Benz. In February of 2021, Daimler adopted the name of its flagship marque, Mercedes-Benz, while its heavy commercial vehicles division was split off into its own company named Daimler Truck.
 
Chasing the tale of the earlier 220SE, Mercedes-Benz set out to create their new two-door coupe and cabriolet. Initially, using the time-tested overhead-cam straight-six in various sizes up to 2,996 cubic centimeters presented under the monikers of 250S, 250SE, and 300SE. A 2,778 cubic centimeter M13 engine in 1967 gave rise to 280S and 280SE model designations.
 
Mercedes-Benz produced the 280 SE from 1969 to 1972 as a personal luxury car with a definite sporting edge. Equipped with Bosch electronic fuel injection and the overhead-camshaft Mercedes 3.5-liter V8 ( Now the first Mercedes Post-War to have an engine bigger than 3 liters), which only weighed 55 pounds more than its 6-cylinder counterpart, both the coupe and the convertible were destined to be distinctive. A lower, wider grille was incorporated as one of several changes made to modernize the aging design. The facelifted model is often referred to by the Germans as the “flachkühler.” Despite popular belief, the new grill was not a side-effect of enlarging the engine compartment to accommodate the V8. Front and rear bumpers were also modified with rubber rub strips, and the rear lenses were changed to a flatter, cleaner design. 
 
Standard equipment included a leather interior, rosewood fascia, air conditioning, radio, and automatic transmission. The relatively high price tag of $14,000 reflected the quality and expense of producing the car. For example, all the trim was chrome-covered brass, and the rosewood interiors were carefully matched and fitted with hundreds of tiny screws. As a testament to the quality and craftsmanship imparted on each example produced, the very hyper-efficient Daimler-Benz factory could only produce 13 cars per week due to the time required to finish each one correctly. Over the four-year production run, just 3,270 examples of the 280SE coupe were produced. 
 
Today, the 280SE stands as a testament to a time when cars were still lovingly hand-finished and craftsmanship reigned supreme. Their interior, while spartan by today’s standards, exudes the luxury fitment and finish that buyers have come to expect from the MB brand. Pricing for quality examples has seen a nice linear uptrend throughout the past five years, bolstered by its much more expensive brethren, the 280SE Convertible. Collectors have continued to flock to the 280SE lineup thanks in large part to its fantastic usability and timeless elegance. The powerful V-8 engine allows for easy modern-day motoring while the spacious and luxurious interior provides a comfortable and highly usable classic. Future pricing on quality examples should remain strong and steady. However, there are many examples of “rushed restorations” in the market, and finding one that has been restored properly and kept well is key to retaining future value. 
 
The chassis on offer here,  #11102612001401, is a matching numbers example and is finished in Medium Blue over Bamboo leather interior with brown carpets. Although it has been repainted, it retains its factory specifications and presents wonderfully. This example has benefited from an interior refurbishment, which is immediately evident when stepping into the car. All the finishes look very lovely, and the leather around the dashboard and on the seats is supple and fresh. 
 
Thanks to the included copy of the Mercedes-Benz data card, we know the car left the Mercedes-Benz factory well-equipped with individual front seats, a sliding roof, a radio antenna, and a floor-shift automatic transmission. Other additional equipment that was optioned is a VDO dash clock, Becker Europa radio, and A/C. 
 
As it sits today, this 280SE Coupe presents very well and shows no needs. It is ready for immediate use, enjoyment, or showing. It is equipped with the most desirable specifications; “sunroof, floor shift, and factory A/C,” and is beautifully finished in the fantastic colorway of Medium Blue Metallic over a delightful Bamboo Leather interior. Thanks to its careful care over the years and well-done cosmetic refreshment, this fantastic example would be just as at home in a Mercedes-centric collection as it would be a beautiful, useable classic for warm sunny day motoring. 
 
Included with the sale of this vehicle are the factory spare, jack, tool kit, original first aid kit, the original radio, and a copy of the Mercedes-Benz Data card. 
 
Please visit www.LBILimited.com for many more photos and details. Follow us on Instagram and Facebook @LBILimited. Ride along on our classic car adventures by subscribing to LBI Limited on YouTube. #claimyourclassic™

Alfa Romeo

Giulietta


- Chassis # AR 1495.11327
- Engine # AR00106 01009
- Finished In Its Original Color Scheme Of Black Over Red Leather Interior
- A Highly Correct Older Restoration That Has Withstood The Test Of Time Remarkably 
- Recipient Of The Coveted Alfa Romeo Owners Club Certificato d’Oro
- Sale Includes Factory Spare, Tool Kit, Jack, Owners Manual, And Available Service And Restoration Documents.         
 
Italian automaker Alfa Romeo built the Giulietta series of cars from 1954 to 1965 in several body styles to appeal to all buyers, including a 2+2 coupé, four-door saloon, estate, spider, Sprint, and Sprint Speciale. The 2+2 coupé was the first to hit the scene, while the four-door saloon came along in 1955. That same year, the open two-seat Giulietta Spider with Pininfarina bodywork was launched to provide an alternative to those looking for open-top motoring along the Italian countryside.
In 1956, Alfa Romeo switched from the Tipo 750 chassis to the Tipo 101 and also gave birth to the “Veloce” variant of the Spider. Directly translating as “fast” in Italian, the Spider Veloce gained 10 more hp than the regular Spider, bringing the total number to 90 hp thanks to twin-choke Weber 40 DCOE2 carburetors, 9:1 compression, a new cylinder head, 9mm valve stems, and bigger diameter crankshaft main journals. Early Alfas, produced in 1960, still used the “1495” prefix of the Tipo 750 chassis on the serial number before switching to the more appropriate “101.20” prefix. From 1956 to 1961, only 2,796 examples of the Spider Veloce were produced.

This early example, Chassis # AR 1495.11327, began life on August 4th, 1960, and was sold to Hoffman Motor Car Co. in New York, NY, on the 27th of November, 1961. According to the Alfa Romeo Storico archives, this Spider Veloce was finished in black with beautifully contrasting red upholstery, a scheme it wears today. Under the hood is the 1.3 L DOHC Inline 4-cylinder engine with twin Weber 40 DCO3 carburetors backed by a 5-speed manual transmission.

As the story goes, the car was purchased by its long-time owner, who is a good friend of LBI Limited, on Thanksgiving day of 1991 from Jerry Lucas of Lucas Racing Enterprises in Bethlehem, PA. Mr. Lucas came to the owner’s bar earlier in the week, asking if he would like to purchase the car. The owner snuck out shortly after Thanksgiving dinner to drive to Jerry’s shop and deliver the payment for the car. It is believed the car resided in the Bethlehem, PA, area for quite some time before this. At the time of purchase, the Alfa was largely dismantled with the engine removed.

It underwent a restoration in the early 1990s at the hands of restorer Jed Steely. New floors were installed, the engine, suspension, transmission, and brakes were rebuilt, the body was refinished in its original color, the interior was re-trimmed, all chrome was replated, and a new top was installed. After completion in 1994, this Spider Veloce was a Concours-quality example and won First Place awards three years in a row at the New Hope Auto Show in Pennsylvania.

In 2009, the engine was fully rebuilt from the ground up along with its driveshaft by Euro Auto Classics in Philadelphia, PA, a job that cost just under $9,000. After 20 years of ownership, the car was consigned through Gooding & Co., where it sold sometime in 2011. That same year, the Alfa received a brand-new Italian windshield that was also installed by Euro Auto Classics. In 2020, it was once more sold through Gooding & Co. to an owner in California. Under their ownership, the brakes were rebuilt by Werner Schott Classic Car Repair in Buellton, CA with the transmission receiving its own rebuild shortly after by The Smiekel Collection in Ventura, CA.

This rare Spider Veloce stands out from the rest as the gold standard of what these classic sports cars should be like, with its restoration and numerous component rebuilds resulting in an example that drives as well as it looks. This Alfa was also the proud recipient of the coveted Alfa Romeo Owners Club Certificato d’Oro, with a near-perfect score of 99.3 at the 2010 AROC National Convention in Virginia.

There are few things more enjoyable than cruising through the weekend in an open-top Italian sports car on the way to your local Concours lawn. We invite you to live out that vision in a 1960 Alfa Romeo Giulietta Spider Veloce. Upon purchase, the new owner will receive the original jack, tool kit, owner’s manual, and numerous service records on file.

Please visit www.LBILimited.com for many more photos and details. Follow us on Instagram and Facebook @LBILimited. Ride along on our classic car adventures by subscribing to LBI Limited on YouTube. #claimyourclassic™

Harley-Davidson

Twin

Although in their early years, Harley-Davidson cut their teeth in the world of motorcycles by producing small single-cylinder engines, it was the introduction of the 45 degree V-twin engine that would leave its mark and make Harley-Davidson the worldwide name they are today. The company began experimenting with attaching 2 single-cylinder engines together on a common crank as early as 1907. The atmospheric intake valves which were commonplace at the time made getting it to run properly and reliably was extremely difficult at best. Experimentation continued, with different prototypes being built but it wasn’t until 1911 when they offered a newly designed v-twin with mechanically actuated valves that their twin sales really started to accelerate. Innovation across the transportation industry during these early years was occurring at a truly impressive pace and vehicles were beginning to become more reliable and comfortable for their owners.
 
 
For the 1915 model year, Harley-Davidson’s twin cylinders were really coming into their own. Utilizing a 61 cubic inch v-twin engine that now offered a 37 percent increase in horsepower, up to 11, thanks to a larger intake manifold, bigger inlet valves, as well as the valve seats being chamfered at 45 degrees. With their 1915 models, Harley introduced many new technological innovations, as was common in the early years. Some of the most important, however, were aimed at making the riding experience of their machines much more user-friendly. The first and most important was the 3-speed sliding gear transmission and primary-case clutch. This allowed the rider the ease of shifting gear while on the move providing for a much easier riding experience. This 3-speed transmission proved to be incredibly durable, so much so that it was in use through 1936. Another important addition was electrically powered headlight and taillight, offered on the 11H and 11J models while the 11F kept the acetylene powered lamps which were commonplace at the time. Lastly, an automatic oil pump, driven off the engine, was added which freed up the rider from having to maintain proper oil feed to the machine. The price for the Model 11F was $275 with the 11J featuring its electric lights coming in at $310. It’s clear that many people opted for the cheaper, more proven at the time, acetylene lights since the 11F made up 9,855 of the 16,645 motorcycles to roll off Harley’s Milwaukee assembly line for the year of 1915. 
 
 
The example on offer here is a 1915 Harley Davidson 11F Twin, engine number 6231K. It is a highly original bike showing a fantastic patina throughout and presenting with an immense amount of character. The early history of this machine is a bit unknown but according to the current owner and consignor, this Model 11F was owned by the president of AMC in Australia approximately 20 years ago. The current owner has been in possession of this example for the last 5 years where it has resided in his collection of other early Harley Davidson machines. A sticker from the 2009 Radnor Hunt Concours D’Elegance remaining on the headlamp indicates that this 11F was shown throughout the years. The machine was clearly repainted as it now wears an olive green finish, the color of post-World War 1 motorcycles starting in 1917 from the American manufacturer. Judging by the condition and the patina throughout the machine, this repaint was carried out quite a long time ago but remains in overall fair condition with plenty of patina and character to it. This 11F wears a “Corbin” speedometer and tachometer combo mounted correctly to the top of the tank which is finished as the rest of the machine. The gauge face is readable and shows a fantastic patina throughout. There is also an acetylene-powered headlight and tank mounted to the front of the bike. Both show extensive pitting of the finish and some minor dings but the condition matches the rest of the machine wonderfully. Currently, the tank has been stored dry and the interior of it appears in a clean and serviceable manner. The paint throughout the motorcycle shows some chipping, pitting, and cracking, especially along the frame behind the front wheel. The tank paint is relatively smooth and consistent with bright and clean graphics. There is a bit of spotting in the paint finish, as well as a chip near the fuel regulator knob, and some discolored spots on the top of the tank but nothing that takes away from the character of it. Bright surfaces, including the handlebars, are serviceable, still showing good shine but containing pitting and imperfections consistent with the character displayed through the rest of the motorcycle. The engine is cosmetically in line with the rest of the motorcycle. The cylinders are painted black, along with the exhaust system, and both show some surface corrosion developing in a few spots. The cases are bare metal and show some pitting and scratches, collected throughout this machine’s 107-year life span, but everything appears to be complete from the outside. The brightwork pieces of the engine show some pitting in their surfaces as well. 
 
 
This 11F has a Bosch ZEV magneto mounted behind the engine, the condition of which matches the rest of the machine. The seat is of the correct style however the leather is cracked and separating and it appears the springs for it have been replaced as of recently as the condition of the metal surfaces does not align with the rest of the machine. In the rear, there is a luggage rack mounted in addition to the correct style acetylene-powered tail lamp. The chain appears in good mechanical condition, although it is covered with old grease that has hardened a bit over time. Rubber components throughout the bike remain in good condition, with the grips showing solid and the floorboards being in good condition with ample tread. The Dunlop Motorcycle Extra Heavy tires appearing in decent condition, likely older but having solid sidewalls and ample tread. While we have not tested the mechanical prowess of this machine, judging by the dry tank it has not been run in a fair amount of time, the owner is confident that with a bit of upfront service work and tuning that this machine would run and ride down the road. 
 
 
Overall, this 1915 Harley Davidson 11F provides an incredible amount of character and a beautiful look at the early days of motorcycling. It would undoubtedly spark numerous conversations when out on a ride and would be a fantastic addition to any collection centering around the early days of motorcycle history or American motorcycles in general. 
 
 
Please Note: This 1915 Harley-Davidson 11F is being sold on Bill Of Sale only.

911 Carrera

Chassis # WP0AB0911ES122095
Engine # 64505321
Finished In Kiln Red Metallic Over Black Leather Sport Seats
An Extremely Original Example Showing Just Under 29,000 Miles From New
Very Well Optioned From The Factory And Featuring Thorough Service History
Includes Factory Spare, Jack, Tools, Inflator, Manuals, PPS, And Available Service Records

The Porsche 911 is one of the most recognizable and successful sports cars in the world. Since its inception in 1964, the 911 has gone through numerous iterations, each building upon the original formula and giving the world a pure driving experience. They are notable for continuing the tradition of having air-cooled, rear-mounted engines until 1997, being one of the last models to make the switch to water cooling. The 911 has also seen success in racing, with both private and factory teams modifying the cars and achieving a plethora of podium finishes. 


The first generation was produced until 1989, with engine displacements and numerous other factors changing throughout the years. The last version of that first 911 generation came with model year 1984 and was dubbed the 3.2 Carrera, reviving the “Carrera” nameplate last used in 1977. As the name suggests, the model introduced a new 3.2-liter flat-6 engine that put out 207 hp in the North American market through a five-speed manual transmission. 


The disc brakes were bigger to help with heat dissipation, while improved oil-fed chain tensioners kept the bigger engine well-fed. A finned cooler was also added to improve oil cooling. The new L-Jetronic Fuel Injection System with Bosch Motronics 2 DME further improved the driving experience as well as the engine’s overall reliability. The Carrera 3.2 was available as either a coupé, targa, or cabriolet. A total of 76,473 examples of the 911 3.2 were produced, with 35,670 coupés, 19,987 cabriolets, and 18,468 targas.


This particular example, Chassis # WP0AB0911ES122095, was built on September 14, 1984, in a fairly rare Kiln Red over a contrasting black leather interior. Today, this car remains in outstanding original condition and shows just under 29,000 miles from new. It contains almost entirely original paint, a wonderful original interior, and rock-solid, well-maintained mechanicals. The extensive optional equipment list includes a speedometer with two scales, a Blaupunkt Monterey radio, automatic rear 2-point seat belts, increased side door strength, license brackets, forged alloy wheels, leather sport seats, cruise control, black roof liner, front and rear spoilers, sport shock absorbers, “symbols for controls,” an alarm system, and an electric sliding sunroof. Three items removed from the factory car were the compressor & tire pressure gauge, rear fog lights, and vehicle identification plate.


It was sold new just a month later by Continental Porsche of Portland, OR to its first owner. According to the CARFAX report and a sales listing from 2017, the car was garaged in 2002 with 26,000 miles on the odometer. It spent the next 15 years in that garage before being acquired by the now-defunct Chequered Flag International in Los Angeles, CA.


The team proceeded to remove the engine, recondition it with a major overall service, and fit a new engine bay insulation pad. The clutch and pressure plate were replaced, the braking system was overhauled, the gas tank and its lines were cleaned, all of the fluids were flushed, and all new belts and tires were installed. 


This Porsche was then purchased sometime in 2018 by a fellow Oregon resident. In November 2019, they brought it to Matrix Integrated in Portland, OR who replaced several fuses and secured the horn button.


The CARFAX reported a new owner in February 2020, also based in Oregon. In August 2020, they too brought the Porsche to Matrix Integrated for an oil change, an AC recharge with R134a, new rear hatch struts, and a brake system flush. That same month, the car was offered for sale by Grand Prix Motors of Portland, OR, and later headed to its new owner in California.


In May 2021, this 911 visited Sublime Silverlake, an independent Porsche shop in Los Angeles, CA. It was treated to a new European-style headlight assembly, new headlight rims, H4 LED lights, a support ring for the steering shaft bearing, and the timing chain cover gaskets. It returned in January 2022 for an oil change, clutch adjustment, belt tension and idle adjustment, as well as the installation of the original Blaupunkt radio.


Porsches of this vintage continue to be desirable models on the market. This specific one benefits from being a fantastic original car with under 30,000 miles on the odometer and a plethora of optional equipment from the factory. The rare Kiln Red paint is all-original save for the rear bumper, which has been re-sprayed. All of the factory stickers remain in their stock locations, while the original interior presents very well and retains its factory sport seats. This 911 is sure to turn heads at any car event it attends, while the lengthy option sheet and originality will awe any Porsche enthusiasts who lay eyes on it. It’s the best of both worlds!


Upon purchase, the new owner will receive the original owner’s manuals, the service book with option code sticker and eight service stamps, the factory spare, the original toolkit,  jack, and air pump, as well as an extra set of keys and available service documentation. 

Please visit www.LBILimited.com for many more photos and details. Follow us on Instagram and Facebook @LBILimited. Ride along on our classic car adventures by subscribing to LBI Limited on YouTube. #claimyourclassic™


Chassis # WP0AA29951S622761
Finished In Stunning Paint-To-Sample Dark Green Over Brown Natural Leather Interior
Featuring Largely Original Paint Throughout The Car
A Driver Quality Example With Strong And Healthy Mechanicals
Very Well Optioned With Alloy Turbo Look Wheels, Comfort Package, Technic Package, 3 Spoke Leather Wheel And Much More
Includes Factory Spare, Tools, Jacks, Manuals, Original Order Form, PPS Certificate, And Available Service Documents

When the fifth generation of the 911 hit the US market in 1999, it managed to both retain the classic Porsche look and revolutionize it at the same time. It was the first new chassis platform since the original 911 and the first model to move away from the air-cooled engines to a new water-cooled engine. The “fried egg” or “runny egg” headlights are another unique point of this generation that helps the 996 stand out from its predecessors. 

The 996 was produced alongside the first-generation Boxster and was initially only available as a coupé or convertible with rear-wheel drive and later with four-wheel drive. Under the “hood” of the new beast was a 3.4 L flat-6 engine pushing 296 hp through either a 6-speed manual or a 5-speed automatic transmission. Power output was increased to 300 hp in 2000 before the facelift came along just a year later, which altered some of the body lines as well as the headlights and taillights. The 996 was replaced by the 997 in 2005.

This particular example, Chassis # WP0AA29951S622761, is a pre-facelift model built in April of 2001 and purchased through Sewickley Porsche in Sewickley, PA, in May of that same year. Under the hood is the 3.4 L flat-6 engine with the increased 300 hp output and a 6-speed manual transmission. The story goes that the initial owner had not owned a Porsche since the 914, a car lovingly finished in Zambezi Green. He was convinced by his racing friends to jump into a new 996 and revive his love for the German marque, something he agreed to only if the car would resemble Zambezi Green.

According to the original order form on file, the paint-to-sample “Dark Green” on this 996 is beautifully contrasted by a brown natural leather interior, the highest quality of leather that Porsche offers. Further options on this example include 18” Turbo Look Alloy Wheels, a 3-spoke leather steering wheel, wheel caps with the Porsche crest, Stability Management, Self Dimming Mirrors & Rain Sensor, the Comfort Package, Technic Package, and the Heated Front Seats Package.

The initial owner held on to the car from 2001 to 2015, meticulously maintaining and driving the car to 37,870 miles over the 14-year period. Upon their passing, the car was passed down to his family before ending up in the chicken barn. In 2017, our very own Adam West acquired it and brought it back to life with frequent road trips and equally as frequent services. In November 2017, the thermostat, serpentine belt, and water pump were all replaced, along with an oil and coolant change at George Riggin Specialty Auto in Harmony, PA. It returned that same month for an IMS bearing replacement along with a cam plug, clutch kit, crankshaft seal, and input shaft seal.

After around seven years of loving the car, we received it earlier this year and entrusted Performance Automotive in Malvern, PA, with getting it ready for sale. Apart from the regular fluid changes, the comprehensive service included new valve stems, a new starter, a drive belt, an accessory belt tension pulley, spark plugs, and tube seals, new hood struts, a brake pedal pad, brake discs, front sway bar links, driver’s door mirror glass, luggage lamp and hook, seat belt cover, updated air box grommet, and a parking brake shoe kit. CR Cars in Beverly, NJ replaced and refreshed a few other parts, including new engine mounts, air filter, and vanity mirrors, and repaired the left rear seat back. The front bumper cover was repainted, and the roof touched up, along with cleaning the parking brake lever and the shift knob. The finishing touches were added by Leading Edge Autosport in West Chester, PA, who replaced both front suspension struts, including the bump spots, bearings, bellows, and mounts. The entire car was also dry ice-cleaned for that shiny showroom finish.

Paint-to-sample examples of the 996 are not easy to find, much less ones in such good condition and with such a gorgeous color scheme. With less than 53,000 miles on the odometer and a spotless service record dating back to the original owner, there are no places or scenarios where this Porsche would fail to turn heads. Upon purchase, the new owner will receive the original spare, the toolkit, and jack, the original order form, the original owner’s manuals, a PPS certificate, the CARFAX report, and all of the service records on file.

Please visit www.LBILimited.com for many more photos and details. Follow us on Instagram and Facebook @LBILimited. Ride along on our classic car adventures by subscribing to LBI Limited on YouTube. #claimyourclassic™

Brown

Tractor

Sports cars are what eventually brought Ferdinand Porsche into the automotive limelight but they were not his first foray into wheeled vehicles. While working on making a “people’s car” for Volkswagen, he tried his hand at also making the “people’s tractor”. Prototypes were unveiled in 1934 and proved to be very advanced for the time, especially with their hydraulic coupling between the engine and transmission. The start of WW2 put a halt to Porsche’s tractors but he didn’t let that stop his genius from taking from. By the early 1950s, he already had several diesel engines developed with power ranging from 14 to 55 hp. After WWII, however, the German government decreed that only companies that made farm tractors during and prior to WWII were allowed to continue producing them after the war, meaning Porsche needed a partner.
 
 
He eventually turned to German company Allgaier GmbH and Austrian company Hofherr Schrantz who used the Porsche engine design and called their tractors Allgaier – System Porsche and Hofherr Schrantz – System Porsche respectively. In 1956, Mannesmann AG wanted a slice of the growing farm equipment pie and bought the license for the Porsche diesel engine and the Allgaier design. They completely redesigned an old Zeppelin factory west of Friedrichshafen-Manzell, Germany, and began producing Porsche-Diesel tractors until 1963. Over 125,000 tractors were produced in its 7-year lifespan with only around 1,000 sold in North America by the American Porsche-Diesel Corporation in Easton, PA. The main issue stemmed from the high cost of importing Porsche’s tractors into the country, thus making U.S.-built tractors cheaper and more attractive to farmers. When new, the Junior would cost about $1,750 while the Super brought that price up to around $3,600.
 
 
This particular example is a 1960 Junior 108 model finished in its signature red color with tan wheels. Unfortunately, not much historical information is known on this example. It appears to have been very nicely restored in Germany approximately five years ago before it was brought into the United States. This example of early company history would make a great addition to a Porsche enthusiast’s varied collection and a standout piece at any PCA event. 
 
 
The restoration appears to have been carried out in a very professional manner. The quality of the paint is overall quite good throughout, showing a smooth and consistent finish. There are some minor spots of overspray in non-conspicuous areas such as on some of the wiring located behind the swing open door on the dash. In addition, some of the paint was laid down heavily over factory numbering locations making the digits a bit difficult to read. The metal surfaces of the body and main structure appear to have been in good condition even prior to the restoration as there are only some very minor inconsistencies that one could only expect from a piece of machinery that was likely used hard for a good portion of its life. The tires appear to be in new condition, they are Yantai Tyre Factory branded. The wheels are in good shape with nice color and solid metal, showing a few scuffs in the paint on some of the wheels. The fenders are in excellent shape and match the overall quality of the tractor well. The right side fender has a new 7-pin electrical connector installed, but we have not verified its functionality, while the left side has a looped safety catch for anyone accompanying the driver while the tractor is in use. The plastic lights located on the fenders appear to be new and are in excellent condition. The headlights and turn signals work as they should. The small chromed grille in the front is nice and clean with good metal, as is the strip running up the center of the hood. The hood hold-downs are metal versions, versus the rubber units that are often found on these. The data tags throughout the tractor appear to be original and do show a bit of wear and scuffing consistent with original items. 
 
 
Climbing aboard this tractor, one finds themselves sitting in a nicely finished seat in contrasting off-white seating surface with a red back which is emblazoned with a yellow “Porsche Diesel” sticker. The steering wheel is finished nicely and in good condition, with some minor cracking to the pieces that hold the spokes to the rim, but nothing that really detracts from functionality or appearance. Behind the dash, the wiring appears tidy, although there is a bit of red overspray on some of the wiring. The fuse box is covered with a tidy black cap that is affixed with a screw. The ignition control housing is a bit loose currently and could be tightened down a bit to aid in easier insertion and turning of the key. 
 
 
Under the hood, this tractor appears clean, tidy, and well-restored just as on the exterior. Painted surfaces are fairly smooth and consistent with great color. Hoses, cables, and wires appear all new. The engine itself is clean and tidy with no outward signs of any issues and the gas tank appears to have been refinished nicely, both on the exterior and interior. The battery appears new and shows no signs of corrosion or issues. The black-painted exhaust has a heat shield on it, a nice aesthetic and practical touch that we have not seen on some of the other examples that have passed through our doors.
 
 
The engine fires to life with ease and settles into a smooth and rhythmic idle. During our brief testing, the brakes and clutch work as expected, and the transmission seems to engage gear and hold power as it should. We did not test any of the ancillary components such as the power take-off or the 7-pin connectors but they appear in solid order from a visual inspection. 
 
 
Overall this is a very thorough and well-done restoration that has held up relatively well with a few minor things that could be attended to in order to make this a fantastic example. Given its nicely completed restoration and careful upkeep, this 1960 Porsche Diesel Junior 108 tractor is no doubt up to the task of display or light duty around the farm for years to come.

Austin-Healey

Sprite

- Chassis # AN5-L/30747
- Engine # 9C-U-H/30320
- Highly Original, Matching Numbers, Time Capsule Example
- Successfully Raced In-Period 
- Equipped with Stage 5 Special Tuning by Donald Healey From The Factory
- Finished In Factory Leaf Green Over Green Interior
- One Of The Most Historically Significant Sprites in Existence 
- Known History From New Including Period Racing Photos



The Austin-Healey Sprite, known affectionately as either the “frogeye” in the UK or the “bugeye” in the US thanks to its headlights, is a small open sports car produced from 1958 until 1971. It was created as a replacement for the immensely popular pre-war Austin Seven as a low-cost sporting model. It was the world’s first volume-produced sports car to use unitary construction, a technique where the sheet metal body panels take many of the structural stresses. The Sprite used the 948 cc (0.9 L) A-Series I4 from the Austin A35 and Morris Minor 1000 upgraded with twin 11⁄8 inch SU carburetors. The result was 43 hp put through a four-speed manual transmission. The car had no exterior door handles and no trunk for maximum structural integrity. 



The Sprite saw much race use, at first by the British Motor Corporation (BMC) Competitions Department, where it won its class on the 1958 Alpine Rally and the 12-hour race at Sebring, Florida in 1959. Private competitors also modified and raced Sprites with much success, a practice that continues to this day. Hagerty sales graphs show that first generation Sprites sell in the neighborhood of $20,000 to $30,000, making them a relatively affordable British sports car with unique looks that set it apart from the others.



This particular example, Chassis # AN5-L/30747, is a 1960 left-hand-drive Sprite finished in Leaf Green with matching green trim and a white hardtop. It is fitted with Engine # 9C-U-H/30320 which matches the Heritage Certificate. Unlike regular Sprites, this one was hopped up from the factory with Stage 5 tuning, which included a special exhaust manifold, twin tailpipes, ported and polished head, hot cam, different distributor, 9.3:1 flat top pistons, different valve springs, high-duty crankshaft, competition clutch, and a close ratio gearbox.

According to the British Motor Industry Heritage Trust Certificate, this car was delivered to the US on March 23, 1960, possibly via Donald Healey Motor Company Limited in Warwick. Additional equipment other than the tune includes a heater, “rev counter”, windscreen washer, front bumper, laminated windscreen, tonneau cover, and whitewall tires.

The car sat unsold in the showroom of the Walther Motor Company in Wilmette, IL for a year until Jim Bishop came along and became its first owner. Mr. Bishop set up the car for racing with a roll bar and a small windscreen, painted its telltale “bishops” on the doors, and regularly exercised it at local tracks. Mr. Bishop was also one of the founding members of the Midwest Region Austin Healey Club of America and a regular of SCCA races.

Mr. Bishop listed the Bugeye for sale in the January 1962 issue of the club’s “CHATTER” magazine. It was bought by a Theodore C. Meyers, who was then in his last year of high school and was a frequent attendee of local road races, with approximately 6,000 miles on the odometer. In the mid-1960s, Mr. Meyers was deployed to Germany and the car remained in the care of his mother, who frequently drove it around for her son before eventually listing it for sale in 1986.



It was sold to a Rick Page, of Libertyville, IL, who was informed of the car by William Thompson, then the National Club Historian of the Midwest Region Austin Healey Club of America. Mr. Page went on to own the car until 1991 when he and his wife had to sell it as they were expecting a third child. Mr. Thompson bought it from him and discovered that the engine had a stuck piston, given that it had not run since 1966. Upon further research, he called Mr. Meyers’s mother, who informed him that her son was still deployed in Germany and provided him with a P.O. Box address so that he may contact him.

Mr. Thompson wrote a letter to Mr. Meyers to learn more about the Bugeye’s history before eventually tracking down Mr. Bishop, the original owner, and reuniting him with his car at a monthly club meeting in 1992. Mr. Thompson told this story in the July 1992 issue of the club’s CHATTER magazine.

The service records currently on file start in April of 2011 when the Bugeye received new wheel cylinders, front drum brakes, and a few hoses from World Wide Auto Parts in Madison, WI. We also have some scans of photos from around this time showing what looks like an engine dismantling and rebuilding. In July 2011, it received a new green door seal, new ignition wires and fuel tank sending unit in March 2012, and a jet bearing assembly in April 2012. Later that same year, the carburetors were re-shafted and new brass jets and gaskets were installed.



When we received the car in late 2023, we entrusted Leading Edge Autosport in West Chester, PA to get it back on the road again. They flushed the fuel, changed the oil and filter, replaced the spark plugs, wires, cap, rotors, and points, changed the fan belt, adjusted the front wheel bearings, rebuilt the carburetors, installed new wiper blades and battery, and gave it four new Kinergy ST tires for a service total of almost $4,500.

As it sits, this Bugeye Sprite is a machine with a pedigree that bears the original patina of time spent on the track. It is overall in highly original condition with much of the original paint and interior still intact. The body still proudly wears its namesake “Bishops” painted on both doors along with racing number 13 decals on the hood and fenders. With just over 6,500 miles on the odometer and enough stories to fill a book, automobiles like this one are a sight to behold and a head-turner at any car show they attend. Out of the thousands of Bugeye Sprites produced, this is likely one of the most significant and interesting cars that left the factory. If there was ever a Bugeye Sprite to have in a significant collection of British cars, this would be the one to own.



Upon purchase, the new owner will receive the highly desirable factory hardtop, numerous photos of the car including period racing photos and those showing Jim Bishop being reunited with this car, the original driver’s handbook and special tuning handbook, the car’s Heritage Certificate, the service records on file, the CHATTER article detailing its history, and a traffic ticket dated December 11, 1966. 



Please visit www.LBILimited.com for many more photos and details. Follow us on Instagram and Facebook @LBILimited. Ride along on our classic car adventures by subscribing to LBI Limited on YouTube. #claimyourclassic™

Model B

Closing in on 12 decades of business, the Harley-Davidson name now has quite a bit of history behind it. Completing their first prototype in 1903, the company grew fast in a world new to and starved for cheap mechanized transport. They completed the construction of their first factory in 1906 with approximately 50 machines rolling off their assembly lines that year. Early versions of their motorcycles looked undoubtedly more like bicycles with small single-cylinder engines producing somewhere between 3 and 7 horsepower but as demand increased for their product, so did the technological innovations that came out of their factory.
 
 
By 1913, the company had been officially incorporated for 6 years and had been doing a successful business producing single-cylinder machines along with their early v-twin offerings which still hadn’t gained the traction and infamy that they eventually would. A new sport had also been introduced as the popularity of motorcycling grew ever faster; Board Track Racing. Professional daredevils would climb aboard specially tuned machines, many of which were direct drive with no gears and no brakes, to ride as fast as they could around a banked circular track composed of long planks of wood roughly thrown together. If it sounds dangerous, it’s because it was, with deaths occurring so frequently that they became somewhat normalized in the sport. But as the sport grew in popularity, sometimes amassing crowds of more than 80,000 spectators, so did the technology being incorporated into the machines that were run on these tracks, with these innovations having a direct correlation to the machines that manufacturers were selling to their slightly more mundane everyday street rider. 
 
 
For 1913 Harley-Davidson offered 2 versions of their now tried and true single-cylinder machines, the Model 9A which was belt-driven, and the Model 9B which had a chain drive. Both versions featured a single-cylinder 35 cubic inch F-head (or pocket valve) engine producing around 4.34 horsepower and featured magneto ignition. Additionally for 1913, in a huge leap forward, mechanically operated intake valves of the pushrod and rocker arm type, were now included on the single-cylinder models, as opposed to the finicky atmospheric intake valves utilized on their earlier models. The inclusion of this system also meant that an additional cam would need to be included, one for the exhaust and one for the intake, making these machines the first two cam Harley machines in history. It was the addition of these mechanically operated valves that really paved the way forward for not only Harley-Davidson but all motorcycle manufacturers, to begin pushing their engines to higher horsepower in the never-ending quest for more speed. Production numbers for both models rounded out to be approximately 1510 9A examples produced and 4601 examples of the Model 9B. 
 
 
The outstanding success of these early machines played a large role in Harley-Davidson becoming the household name that they are today. Solid production numbers and massive success on the race tracks meant that more motorcycles were sold which provided them more money to invest back into the production of new models and technology. Today, Board Track Racing machines stand as a testament to a different era, with far less safety and regard for human life but a necessary developmental stage in both the quest for speed as well as bringing solid and reliable two-wheeled transportation into the 20th century. 
 
 
The example on offer here is a 1913 Harley-Davidson 9B Single Cylinder, engine number 934D. This fantastic and rare early Harley-Davidson has been built in the style of a board track racer complete with a direct chain-drive mechanism, iconic downward sweeping board track style handlebars, locked out pedals, and lacking brakes. Not much is known about the first 100 years of this machine’s life but around 20 years ago it was built by a gentleman in Texas in the manner it is presented today. The current owner and consignor, an early Harley-Davidson aficionado, purchased the motorcycle approximately 15 years ago at which time it joined his collection of numerous other early Harley-Davidson machines. It has not been run in some time, but was stored properly and always cared for. The restoration still presents very nicely, with the correct colored grey paint laid down smooth and seamless over the tank, frame, and fenders. There is some scattered spotting in the paint on the tank that appears almost as imperfections in the clear coat, smooth to the touch but apparent nonetheless. The pinstriping was applied appropriately and remains striking and clean, minus where the previously mentioned spotting has affected it on the tank. Cosmetically the engine and mechanical pieces show in nice order with bright metal, and no signs of any major issues. There is some spotting and minor pitting present on some of the metal surfaces with a slightly larger pitted section located on the right-side cam cover as well as on the left base of the cylinder. The finned cylinder head shows no signs of issues and all fins appear to be solid. The correct Schebler carburetor shows two small spots where the metal had been rubbed smooth in a previous life, likely before being fitted to this machine, but the finish remains relatively smooth and consistent. This bike is equipped with a Bosch Type ZE1 magneto which appears in good cosmetic shape but of which the mechanical prowess has not been tested. The rear wheel stand is missing some of its mounting hardware, making placing the motorcycle on its stand a bit cumbersome but once locked into place it sits secure and sound. This would be a relatively easy fix to undertake. The rider’s right-side chain tensioner bolt has been bent as well. This 9B wears a fantastic reproduction Messinger seat which is in great condition and hard mounted to the frame, as you would expect from a board track racer. It currently sits on white reproduction Firestone tires sized in 28 x 2 1/4 which show some cracking in the sidewalls as well as some discoloration and dirtiness but are perfectly suited to static display. The inside of the tank is dry and relatively clean but does have a bit of surface corrosion beginning to form simply from sitting and being uncoated. The iconic and sweeping drop handlebars present nicely, finished with the appropriate style wrapped grips and featuring leather control cable wraps, a nice finishing touch. 
 
 
Overall this motorcycle represents an amazing look into the early days of motorcycling and the death-defying sport of Board Track Racing that grew up alongside these amazing machines. While it is currently likely best suited for static display, as the centerpiece of a collection, office, or cafe, it could be made to run with a bit of effort and sorting should any future owners desire to feel the daring boldness of early Board Track Racers.

Gray

Ducati

900SS

The Super Sport name has developed a mystique over the years with the Ducati brand. First introduced on their now iconic and legendary 750 Super Sport, which barreled onto the scene in the early 70s, the SS name has gone on to adorn the side of some the Italian producer’s most iconic machines throughout the years.
 
 
First introduced in 1991, the 900 Supersport (SS) borrowed many styling cues from the previous generation 851, but looks is about where the similarities ended. Penned by the ultimate in Italian 2-wheeled styling, Pierre Terblanche, the 900 SS was a fantastic machine that oozed proper Italian styling. Throughout its production run, it was available with both a full fairing (SS) and half fairing (SS/CR). In an effort to make the 900 SS more marketable, Ducati stuck with a tried and true design of an air-cooled 900cc V-twin engine utilizing a 2-valve head. The engine was fed by a pair of Mikuni carburetors rather than fuel injection, which tended to still be finicky at the time. The 900 SS was received wonderfully by reviewers who commented on how easy riding it was while still having the Ducati feel and character necessary to these machines. The no-frills ethos behind the design proved to be quite popular with customers, and by the end of 1997, over 27,000 examples of the 900 SS were sold worldwide, spawning some special factory configurations including the “Superlight” and the “SS/SP,” which was only available to the US market. The SS/SP took the base 900 SS and added carbon fiber fenders and clutch cover, adjustable Showa suspension, and an aluminum swingarm. These additions made the already fantastic platform of the 900 SS even more rideable and fun. 
 
 
Over the years, the simple production nature of the 900 SS has held it back a bit from a collecting standpoint as it did not provide enthusiasts with the long laundry list of unique features that some of Ducati’s other offerings provided. This has begun to change, however, and we are beginning to see the resurgence of collectability and respect that the 900 SS deserves. This swing is led largely by the increased desire for collectibles from the 90s era but is also being pushed by the realization that these were and remain fantastic machines with the looks to back up the performance. Moving forward, they may not hit the high dollar mark of some of Ducati’s other offerings, but original low miles examples will undoubtedly remain desirable and will continue to increase in collectability as the pool for good examples begins to dry up. The 900 SS/SP and the Lightweight examples will certainly float to the top here, given their rare nature and added special factor. Either way, though, the 900 SS platform as a whole remains an excellent entry point into the world of collectible Ducatis, one that can be ridden easily and looks just as good adorning that coveted spot in the garage of any collection. 
 
 
The motorcycle on offer here, chassis ZDM1LC4N0S8018478, is a 1995 Ducati 900 SS/SP. It currently shows 12,789 miles and remains in fantastic original condition. This bike was purchased by LBI Limited founder Adolfo Massari in 2012 from a close friend and fellow collector. Adolfo had grown up lusting after these machines, and despite having owned a number of dirt bikes etc., over the years, this was his first road-going motorcycle. In the early days, it was ridden regularly and maintained by the professionals at Fast By Ferracci, always receiving the care and attention that it needed to remain in outstanding shape. More recently, the 900 has seen more limited use as time and location worked against regular riding. This is less a testament to the riding quality of the machine and more a nod to the fantastic looks as the 900 routinely sat within eyesight of Adolfo’s desk, beautifully complimenting the myriad of other amazing machines that rolled through the doors of LBI Limited throughout the years. 
 
 
Given the current mileage, it is no shock that the bike had done quite a bit of sitting in its life before being purchased by Adolfo in 2012. So at the time of his purchase, the 900 SS/SP was taken to Fast By Ferracci and treated to an entire engine rebuild to the amount of almost $4,500. It was dyno’d after the rebuild, making 80.63 horsepower and 63.14 lb-ft of torque, healthy numbers! In 2014 the 900 would head back to Fast By Ferracci for some additional work, including a clutch service, oil change, speedo repair, and a flooding fuel bowl. Notably, in 2020, the 900 had a belt service performed by The Spare Parts of Philadelphia, PA, in addition to new spark plugs, battery, starter, and an oil change. A new set of Continental ContiMotion M tires were also added to the bike in 2020 by The Spare Parts. They have DOT date codes of 2018 and currently only have maybe 4 miles or so on them, remaining in excellent condition with plenty of life. 
 
 
As it sits today, this 900 SS/SP remains in excellent and highly original condition. The paint is believed to be all original and remains in good order, with a few chips in areas you would expect, like the lower belly portion of the fairing and the front section of the bike around the headlight. There is some light swirling of the paint around the gas cap area as well. There is a light 3-inch scratch on the rider’s left side of the tail section as well. The seat is smooth and clean with no issues. Factory graphics and stickers still adorn the bike and remain in great condition, including things like the “Helmet Hook” sticker affixed to the rear tail section. The carbon fiber fenders remain in good order, although maybe a bit “dry” looking, which you would expect from original carbon components. The tank is clean and tidy, both exterior and interior. The storage compartment under the seat retains clean, well-fitting plastic and even has the rubber hold down for the books still in place. The only items that are not stock that has been changed out are the windscreen which is a dark smoked version, a Yoyodyne clutch slave cylinder, and the factory pipes have been replaced with an awesome set of D&D Performance carbon fiber versions that complement the stock carbon pieces on the machine very nicely. 
 
 
In preparation for finding a new home for the bike, this 900 SS/SP is fresh off servicing by The Spare Parts of Philadelphia, PA. Items included a rebuilt set of Mikuni Carburetors, replacing the fork seals, and replacing the rear turn signals with a set of the correct style blinkers. This has left the 900 SS/SP in outstanding running and riding condition. A detail of the machine was also completed by Autocrat Bespoke of Philadelphia, PA, ensuring that it looks the part to match the mechanical nature. 
 
 
Thanks to Adolfo’s careful ownership, this fantastic example of Ducati’s 900 SS/SP shows no current needs. With its low mileage and high marks of originality, it would make an excellent addition to any 2 wheeled collections or would also serve as the perfect entry point to classic Ducati ownership. 
 
 
Included with the sale is the factory owner’s manual as well as available service records.

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