Auction Date: August 13 - 15
FEATURE LOTS
Lot No. 558:
1938 Talbot-Lago T150 C SS Teardrop Roadster
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| Chassis No. | ||||
| 90115 | ||||
| Estimate: | ||||
| $1,500,000-$2,000,000 US | ||||
| 170 bhp (rated 140 bhp), 3,996 cc six-cylinder engine with hemispherical combustion chambers and triple Stromberg carburetors, Wilson four-speed pre-selector transmission, transverse leaf spring independent front suspension, leaf spring and live axle rear suspension, and four-wheel drum brakes. Wheelbase: 2,650 mm TALBOT-LAGO: THE RACING HERITAGE Bugatti, Delahaye, Delage, Hispano Suiza and Talbot-Lago – these marques comprise the greatest names in French automotive history and have become some of the most prized of all European classic collector cars. The Talbot- Lago offered here presents a truly rare opportunity to own one of most exotic and significant European sports cars ever produced. Talbot’s reputation was built on a foundation of racing success. One of the most memorable achievements occurred at the 1930 running of the 24 Hours of Le Mans, where two Talbots placed third and forth behind the fabulously powerful Speed Six Bentleys – but finishing ahead of the competition from Mercedes-Benz and Alfa Romeo. Further racing achievements followed, and the marque quickly assumed a position of leadership. In fact, racing successes aside, the company’s sales and profits did not keep pace, and Sunbeam- Talbot-Darracq was on its last legs when a young Italian engineer named Major Anthony Lago stepped into the picture for the first time, rising quickly to the position of assistant director. When the English company was sold off, Lago, who had acquired considerable financial support, assumed control of the French Talbot concern. Lago hired an engineer named Walter Brecchia, and together they created a brilliant design new engine. Based on the seven main bearing six cylinder Talbot block, displacement was increased to four liters, and a new cylinder head fitted; it was a hemispherical head design, and proved able to develop 140 hp at 4,200 rpm. A consummate salesman, Lago somehow persuaded French racing great René Dreyfus to manage his new Talbot-Lago race team. Dreyfus delivered in June 1936 at the French Grand Prix at Montlhéry when Lago asked him to “stay ahead of the Bugattis for as long as you can.” All three Talbot-Lagos finished in the top ten, running toe-to-toe with the Bugattis before mechanical problems slowed them near the end. The next year – after a productive year of product improvement –Talbot-Lagos placed first, second, third and fifth at the 1937 French Grand Prix – and Lago’s dream of producing one of the world’s greatest sports cars was now a reality. Anthony Lago never let racing distract him from his passion to build the finest French cars of all. That meant luxury cars, the best of which were clothed by the great design houses of Paris. His reliable new engine would provide the basis for a powerful new chassis, and the glory of Talbot-Lago’s racing record would provide the perfect image to attract wealthy and powerful new clients to his order book. Lago’s greatest achievement was the Talbot-Lago T150-C chassis. The C stood for competition, a reference to the car’s racing success. Two versions of the race-derived chassis were offered. The first, designated SS referred to a short wheelbase (2.65m) chassis, designed for elegant two or three place coachwork. As the shortest (and lightest) chassis, it was generally the one used as the basis for the company’s racing efforts. Racing success certainly enhanced the appeal; it was this demand, combined with Lago’s collaboration with Joseph Figoni and Ovidio Falaschi and their Figoni & Falaschi coachbuilding firm that would lead to the creation of what many believe are the most beautiful cars ever built. TALBOT-LAGO CHASSIS 90115 By Richard Adatto There is little doubt that the exuberant French coachwork of the late 1930s precipitated a monumental change in automotive design. Gone were the largely functional forms of the 1920s and early 1930s: they were replaced by fanciful curves and sensuous lines that ushered in the era of the automobile as art. Although others were versed in the style of the age to one degree or another, it was the Parisian firm of Figoni & Falaschi that was widely regarded as the innovator of the new look. Figoni’s early work was quite conservative, probably a reflection of the wishes of his affluent clientele. Nonetheless, his early designs showed a sophisticated sense of line and proportion. Far from extravagant, these early cars were like a well-tailored suit: impeccable craftsmanship combined with just enough flair to stand out from the ordinary. By the turn of the decade, Figoni had begun to earn commissions for racing cars, and these unlikely orders began to shift the coachbuilder’s image and reputation in a more sporting direction. Alfa Romeos, Lancias, Bugattis, and other sporting marques began to figure more prominently in his shop. These years also saw the birth of Figoni’s aeronautically inspired designs. The coachbuilder’s shop was located near an airfield, and he was a daily witness to aerodynamic efficiency. The curved shapes of the aircraft were to become a major inspiration in Figoni’s creations. In 1935, several pivotal events took place for Figoni and French automotive design. In May of that year, Joseph Figoni took in a partner. Ovidio Falaschi, a successful Italian businessman, was to provide working capital and business expertise. By all accounts, the partnership was a success, both men making substantial contributions. The second seminal event was Figoni’s introduction to the work of famed French artist Geo Ham. Accounts vary as to the extent of Ham’s role in the creation of the new design ethos, but early work by Ham makes it clear that his ideas were at least a source of inspiration for Figoni. The third event was the development of the Delahaye 135 in 1935 and 1936. The 135 introduced a lower radiator and independent suspension, which not only dramatically improved the car’s handling, but also lowered the chassis. These innovations created the canvas upon which Figoni designed the 1936 Paris Auto Show car. It is difficult today to appreciate the magnitude of innovation embodied by this car. Here was a rakishly low automobile with no vertical lines; the body was all outrageous curves, with four skirted fenders hiding the wheels. It was amazing, stunning, and utterly unlike anything ever seen before. Priced at a lofty 150,000 French francs, it was snapped up by Aly Khan, international playboy and son of the Aga Khan III. It was during the latter half of the 1930s that Figoni turned his attention to Talbot-Lago. The coachbuilder’s collaboration with that manufacturer resulted in some of the greatest cars of the era. When considering the Talbot-Lago automotive masterpieces bodied by Figoni & Falaschi, there is no word more appropriate, or more frequently employed, than the term “fluid.” The designs were defined by their sleek appearances and almost seemed to be liquid caught in a moment of solidity. When the automotive press began to use the term goutte d’eau, or “teardrop,” to describe these automobiles, the word and its meaning were immediately adopted as the symbol of the automotive streamlining era. The best known examples of this genre were a small series of coupes, sixteen or so, offered in two slight variations: The fastback Model New York, and the slightly notch-backed Model Jeancart. Beautiful though they are, these wonderful coupes lack only one thing: the opportunity to enjoy an open air drive in the warm sunshine of spring, or the comforting breezes of early autumn. Figoni was only too happy to oblige, and the resulting cabriolets are simply stunning. One of the most striking aspects of the evolution of the design from closed to open is the graceful chrome beltline that sweeps back from the hood line, before splitting in two with one tail continuing the sweeping line, while the second arcs down into the door. A classic Figoni detail, it is the perfect embellishment. In 1938, Figoni & Falaschi was already setting Paris on fire with beautiful, sensuous automobiles. According to the Figoni archives, it was in that year that the factory produced the three cabriolets that would come to be seen as the epitome of the teardrop style. Chassis 90111, 90019, and 90115 were all created for the Talbot-Lago T-150-C, although the first and last were built on short chassis. The first cabriolet, Chassis 90111 (Figoni order #661), was a prototype built for display at a Parisian concours, the intent being to create interest in Figoni’s groundbreaking styling. Its Talbot-Lago T-150-C-SS chassis was topped with a body of shimmering ivory and red fenders; the car easily caught the notice of every concours attendee. Laury Schell, owner of the Ecurie Bleue racing team, is recorded as the first owner of that car. Chassis 90019, the second car in the series and Figoni factory order #703, was modeled after the 1936 Delahaye Paris Auto Show car. Of the three Talbot-Lago cabriolets, this was the only one built on a standard T-150-C chassis, and it was the only one with completely enclosed pontoon fenders. The car was painted two different shades of blue, the fenders being several shades darker than the body. Figoni archives indicate that the original owners were the Count and Countess de Colhiva of Oporto, Portugal. The final Talbot-Lago cabriolet created by Joseph Figoni was Chassis 90115, Figoni factory order #705. This two-place automobile was commissioned by M. Cattino of France with a metallic blue body and iridescent blue fenders; it was built on a short T-150-C-SS chassis. As the final cabriolet in the series, Chassis 90115 is pure coalescence of power and beauty: the muscle of Talbot-Lago combined with the exquisite lines and proportions of Figoni & Falaschi. In Talbot-Lago, Figoni discovered an ideal chassis for his characteristic and charismatic teardrop style. Many modern car authorities still consider Figoni’s T-150-C models to be some of the most beautiful cabriolets ever built. These three automobiles were the only Talbot-Lago teardrop cabriolets ever created by Joseph Figoni. Two of these three arguably priceless cars currently reside in prominent collections and are widely regarded as having found permanent homes – making the occasion of this offering of 90115 more than likely a once in a lifetime opportunity. LOUIS ROSIER Louis Rosier was a fascinating figure; a man whose life revolved around his passion: racing motor cars. He was born in Chapdes-Beaufort in 1905, the son of a wine merchant. He apprenticed as a mechanic, then opened his own garage with both Renault and Talbot-Lago franchises. His passion for racing began with motorcycles, and he was an avid driver of Harley-Davidson motorcycles, running hillclimbs from 1927 onwards, eventually switching to auto racing in the late 1930s. Rosier became something of a French national hero when he became active in the Resistance in his area. The Germans tried to capture him but failed, kidnapping his wife and daughter instead. Rosier followed them to Germany as the war ended, finding them and bringing them home. After the war he resumed his passion for racing, entering a Talbot in the Monte Carlo Rallye. His success there prompted him to purchase s/n 90115 and begin entering French national races - racing under the name of his own team, Écurie Rosier. The team was set up to race Rosier’s own cars, but often ran a second car, providing rides for such notable drivers as Louis Chiron and Maurice Trintignant. He was immediately successful, with wins at Albi in 1947 and Forez in 1948. It was in 1949, however, when his career took off, with a win at the Belgian Grand Prix, and the first of five times he would be crowned French National Champion. He entered no less than 38 Formula One World Championship races, achieving many podium finishes in racing of all kinds. He won the Dutch Grand Prix in two consecutive years (1950 and 1951), won first overall at Le Mans (racing with his son as co-driver!). Tragically, Rosier was killed in a racing accident at Le Mans in 1956, and posthumously awarded the French “Order of the Nation”. CHASSIS 900115: CARETAKERS OF SPEED AND BEAUTY In the world of important French cars, provenance is second only to design, and 900115 stands with the best of the Teardrops, having a continuous history from new, a commendable and unique competition record, and no history of fire, accident, or deterioration. Although its coachwork has taken two forms, the Grand Prix racing coachwork it still wears today was installed new for its second owner. Furthermore, all the car’s major components remain intact and together even now, so many years later. Delivery took place in 1938, shortly before the Nazi invasion of France, and as has already been noted, the car’s first owner was a Parisian gentleman, M. Cattino. Although we know the legendary Louis Rosier was the next owner, the date of the sale is not known. Naturally, all motor racing ceased with the advent of hostilities, and the car must have been hidden for the duration. It seems likely that Rosier purchased the car after the war as it was in 1946 that he began driving the car when motor racing resumed following the war. Still wearing its Figoni coachwork, Rosier simply removed the wings and windscreen and effected other small changes in order to make it more suitable for competition. Later, in 1947, Rosier had new Grand Prix coachwork fabricated and installed, reportedly by the Talbot factory. This is the coachwork that remains with the car today. Upon close examination, the cowl structure is identical to that of the other T150C chassis, indicating that the Figoni body may not have been removed and discarded, but rather re-skinned and rebuilt into its new form. During 1946 and 1947 Rosier actively campaigned s/n 90115, as the accompanying chart indicates. He finished most often in the top six, with a handful of first place finishes during the period, including an overall win at the Grand Prix of Albi, and a fourth place finish at the Grand Prix du France. In 1948 Rosier took delivery of a new Talbot-Lago T26 and sold 90115 to Charles Huc, who raced the car in 1948 and 1949. In 1950 the car was in the hands of M. Fayen, who raced it several times in 1951 and 1952 before selling it to M. Leroy of Le Havre, France. It was here that something happened that would confound historians for more than fifty years. While s/n 90115 was in Leroy’s garage, so too was s/n 90111, its sister car, still wearing its Figoni roadster coachwork. For reasons long forgotten, Leroy switched the chassis plates between the two cars. The most likely explanation is that one car had duties and taxes paid, while the other didn’t – but for whatever reason the tags would remain reversed until 2009, when a consensus of historians and the two owners agreed on what had happened, and furthermore, agreed to set things right by returning the tags to their proper chassis. Forevermore, however, it will require historians to remember this period when many books and articles were published while the tags were reversed, and therefore the identities were also confused. Aside from the historical evidence, there were two important pieces of documentation that finally, after more than 50 years, confirmed that the tags were reversed. The first was the original vehicle registration log from Marseilles, which identified s/n 115 as belonging to Louis Rosier, and carrying plate 7413CB, which is clearly visible in one of the photos of Rosier’s car. Finally, the second car, which still carries its original Figoni coachwork, is stamped as Figoni body #661. According to Claude Figoni’s records, that body number was originally mounted on Talbot Lago chassis no. 90111. Copies of this documentation accompany the sale of the car. The next recorded owner was Paul Bignon in 1959, followed by well known collector Pierre Bardinon, and then – for more than 40 years – by Jean Serre, another great French collector. On a recent road test the Talbot proved to be in excellent running and driving condition, shifting with ease and accelerating without hesitation. Fitted with the correct Wilson four-speed pre-selector gearbox, 900115 is a tremendously exciting car to drive. Its smooth shifting allows for high speed cornering and quick down shifting, making it easy to understand how Louis Rosier was so successful racing it. Driving the Talbot today, especially its pure racing form, is like taking a step back in time as it performs as proficiently now as it did for Rosier in 1947. A SINGULAR OPPORTUNITY There is no question that this 1938 Talbot-Lago T150-C SS is a master work of Art Nouveau design in its original form. Its proportions and sweeping stance are a wonderful representation of the pinnacle of prewar French creativity and imagination. Crafted at the very height of Art Nouveau design in 1938, it was, like all significant works of art, virtually unmatched in its beauty, without peer or parallel. It seems fitting that rather than fade into obscurity, M. Cattino’s lovely roadster should be reborn as a winning race car – and serve a second life fighting, racing, and winning glory for France and Talbot-Lago in the hands of the country’s five time national driving champion. Most important automobiles offer their owners a singular purpose – to display on the concours lawn, to participate in grand tours, or to go vintage racing. This remarkable Talbot-Lago offers its next owner the opportunity to restore it to its original form, surely one of the most stunning cars in the world. At the same time, as the weapon of choice of the legendary Louis Rosier, the possibility exists to vintage race a highly competitive car with an outstanding track record. That they should be one and the same car seems almost a miracle. What a wonderful problem to have! |
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