Artcurial Motorcars – Renault owns an exceptional heritage collection of historic cars, artworks and archival documents. Beginning in 2027, they will be brought together in a new museum, Les Collections, located in Flinssur-Seine just outside Paris. This new space will bring Renault’s heritage to life for the first time and will invite the public to discover the brand’s 125-year history.

As part of this major project to create a spectacular venue for all its collections, Renault is reorganising its historic car collection and will preserve 600 emblematic and unique models, dating back to 1898. The brand will therefore be offering for auction several vehicles of which it owns multiple examples of, while ensuring that at least one example of each model is retained. Partners since 2022, Renault and Artcurial Motorcars have announced this unique auction which will take place on December 7, 2025 at Renault’s historic Flins-sur-Seine site, just 40 kilometers from Paris.

The sale will present around one hundred historic vehicles from the 800 currently in the Renault collection, along with approximately one hundred Automobilia items such as scale models, racing suits and a variety of objects. More than 90% of the lots will be offered with no reserve, offering enthusiasts a rare chance to acquire exceptional pieces.

“We are honored to have been entrusted by Renault and thrilled to be organising an auction which promises to be a landmark event. We’re offering collectors a once-in-a-lifetime opportunity, the chance to become custodians of this remarkable heritage.” – Pierre Novikoff, Vice-President Artcurial Motorcars

The 100 models selected illustrate every chapter of Renault’s history: 

Origins: The collection goes back to the company’s earliest years, with highlights including a Type D from 1901, still in working condition, and a rare bus from 1933. These vehicles demonstrate the ingenuity of Louis Renault. The collection workshops will also display replicas of the 1898 Type A, produced in both ICE and electric versions in limited numbers for the brand’s centenary in 1998.  

Competition: The auction will also pay tribute to Renault’s Formula 1 and the Turbo revolution. As the pioneer of the turbocharged engines in Formula 1, Renault Sport revolutionized this discipline by taking up one of the boldest technological challenges in motorsport. As far back as 1977, the first turbocharged F1 car – the celebrated RS01 – disrupted the established order, paving the way for a decade of major innovations. After a difficult start, the perseverance of Jean-Pierre Jabouille, René Arnoux, Alain Prost and the entire Renault Sport team paid off in 1979, when Jean-Pierre Jabouille claimed the first-ever victory for a turbocharged F1 car in Dijon, marking a historic shift which influenced all major manufacturers to follow. 

The sale will also celebrate this historic period with around twenty authentic racing cars from the Turbo years (1981-1985), from the RE27B to the RE60 01B, driven by prominent figures such as René Arnoux, Jean-Pierre Jabouille, Patrick Tambay, Eddie Cheever and Alain Prost. The legendary RE40, winner of the Belgian Grand Prix at Spa, embodies Renault’s success in this visionary decade. 

Several of these Formula 1 will be presented with their original technical logbooks, offering rare documents retracing the work of the engineers at Viry-Châtillon. Between 1977 and 1985, Renault competed in the 123 Grands Prix, claiming 15 victories and 31 pole positions – a pioneering adventure whose audacity still inspires the brand and the world of motorsport today. 

Endurance: One of the top lot of the sale is the iconic Alpine A442, symbol of the 24-Hours of Le Mans. Driven by the greatest racers of its time, it distinguished itself at Imola and the Nürburgring in 1975 and again at Le Mans in 1977. It has remained in the Renault collection ever since, it now appears in a livery close to that worn for high-speed testing at the Columbus Speed Ring in November 1977.  

Rallying: The Maxi Turbo 5 prototype B0 and the Renault 5 GT Turbo Bandama illustrate Renault’s success in rally competition. The Bandama car remains in remarkably original condition, still carrying traces of the red Ivory Coast earth from Alain Oreille’s vibrant world Championship. 

Concept Cars: This sale will also offer a unique opportunity to acquire some of the prototypes and visionary creations by Renault, milestones in brand design and engineering displayed at the world’s biggest motor shows. 

Alpine: Several Alpine models will also be featured, including the exceptional A610 Evolution, the most powerful model ever built, along with the Alpine V6 Turbo and an A110 prototype. 

Alongside these vehicles, the sale will include around one hundred Automobilia items, reflecting the technological and human adventure of Renault. They include: 

Wind-tunnel and design prototypes: Around forty wind-tunnel, study and design prototypes, often produced in very limited numbers will illustrate Renault’s expertise. These will include iconic models including the R4, R5, a pearlescent Renault 5 Supercinq, and an astonishing series of Twingos featuring material variations. The selection also includes 1:5 scale concept cars, along with a few rare Formula 1 prototypes. 

Legendary Formula 1 engines and other driver memorabilia: Motorsport enthusiasts will appreciate the selection of legendary Formula 1 engines, including an exceptional Renault Elf V6 Turbo EF15, with its transport crate. This engine powered the Lotus driven by Ayrton Senna at the Detroit Grand Prix and during qualifying at Adelaide in 1986. Helmets, replica racing suits and Renault F1 promotional items will also be offered, retracing the brand’s finest hours on the racetrack. 

Original and rare items: Reflecting Renault’s boundless creativity, this sale will include a range of extraordinary objects such as railcars, clocks, boats, and prestige prototypes. Among these is one of only three known exhibition scale model, produced in partnership with Euro Disney. Symbolising a bygone era, an agency model of a Liberty Ship (c.1957) for the export of the Dauphine to the United States will also be on display, alongside a 1:20 scale panoramic railcar model. Finally, a double-sided Bodet factory clock from Flins-sur-Seine further evokes the golden age of this industrial site. 

This unique auction is designed to celebrate and transmit Renault’s heritage, offering collectors and enthusiasts the opportunity to acquire an iconic model steeped in history, each selected for its exceptional character and the unique history they represent. 

To find out more about the Renault Icons Auction CLICK HERE

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American Motors dealers were waiting for a miracle to lift passenger car sales in the early 1980s. At that time, the new-car market was being decimated by a combination of a depressed economy, fierce competition from Japanese imports, high unemployment and the worst inflation in decades. AMC management delivered that miracle in the form of the 1983 Renault Alliance subcompact, a car so far ahead of its rivals in technology, fuel economy and features that it couldn’t help but sell. And for an encore, it promised to introduce another new line of small cars as a follow up. Those cars arrived the following year in the aptly named Renault Encore, a line of subcompact hatchbacks based on the Alliance platform.

This was mostly a good move. Small hatchbacks were very popular in the early 1980s, accounting for two-thirds of sales in the subcompact market, and the Encore was every bit as advanced a product as the Alliance. However, the company made one maddening error when introducing the Encore; it offered the new car in both two- and four-door models. The two-door was trim, attractive and sporty; the four-door was weird, distracting and, in my humble opinion, homely.

There’s an old saying in the automobile business: “It costs just as much to style an ugly car as it does to style a good-looking one, so you might as well style your cars to be good-looking.” The problem was that, by 1984, AMC’s “partner,” Renault, was in complete control of the company and was calling all the shots. And the French thought the four-door Encore looked spiffy. They authorized its production, and thus the tooling money that might have been spent on a much more lucrative product was instead spent creating one of the sorriest-looking cars of the decade. You might call it “AMC’s Pontiac Aztec.”

The sad thing about all of this is that AMC stylists had designed a new Alliance four-door station wagon model, and it was a beauty — and at a time when small station wagons were selling quite well. But the Alliance wagon ended up a stillborn product, and only a few grainy photos remain of what might have been a successful addition to the 1984 or 1985 product line. Too bad.

The Encore debuts

The Encore was introduced for 1984 as a follow-up to the award-winning Alliance. In mechanical specifications, the Encore was essentially the same car with front-wheel drive, a fuel-injected 1.4-liter four-cylinder as the only engine offered that first year and a choice of four- or five-speed manual transmissions, both featuring overdrive, or a three-speed automatic transmission. Like the Alliance, it was assembled in Kenosha, Wis., home of AMC’s main auto plant.

Also like Alliance, Encore boasted standard rack-and-pinion steering, power front disc brakes, comfortable bucket seats up front and a nicely trimmed interior. Riding the same 97.2-inch wheelbase as Alliance, Encore offered good handling and a smooth, controlled ride courtesy of its four-wheel independent suspension. Unique to the Encore was a rounded glass hatchback and a fold-down rear seat.

The roomy interior was rated for five passengers, which it could hold with a fair degree of comfort. There was plenty of headroom, while foot space was enhanced by the clever pedestal-mounted front seats that provided generous under-seat room for rear passenger’s feet. The large greenhouse eliminated any feeling of claustrophobia.

You might think that a small, 1.4-liter engine developing a mere 55 hp would make for a very sluggish car, but you’d be wrong. Now, I’m not saying the Encore was a powerhouse — it certainly wasn’t — but when equipped with either of the manual gearboxes, it was sprightly enough for just about any driver. Accelerating from 0-60 mph took 14.9 seconds, a bit leisurely, though not unusual for that era, but the trade-off was fuel economy of 40-plus mpg on the highway! Part of this was because of Encore’s trim weight — around 2,010 lbs., which was about 40 lbs. more than an Alliance. Another bonus was that the shifter was pleasantly smooth to operate. I would consider performance with the automatic transmission to be adequate, just like many other small cars of that era, and fuel economy took a hit, although it was still better than many other cars.

Four trim levels were offered: base, S, LS and GS. Prices ranged from a low of $5,755 for the three-door base model to $7,547 for the three-door GS model. A special high-trim, limited-availability Diamond Edition model appearing mid-year was priced at $7,570 for the three-door and $7,770 for the five-door.

Base models were available only in the three-door configuration, and offered good quality vinyl upholstery. The S and LS models, which could be had in three- or five-door version, did likewise, but also offered fabric trim as an option. Fabric upholstery was standard on the GS, which also featured leather trim as an extra-cost option. Exterior color choices were limited to just five on base cars, while the others had an extended color pallet from which to choose. The upper-range models also had extra trim on the exterior, including bright wheel hub covers on the S. The LS and GS had bright windshield moldings, grille bars and bumper strips; bright belt moldings; and full wheel covers, along with better tires. Alloy wheels, air conditioning and up-level radios were popular options.

The Alliance had been Motor Trend’s Car of the Year for 1983, demonstrating how very impressive of a small car it was, and the Encore was just as good, though it won no awards of great significance. No matter; the public responded well, making Encore a sales success in its first year, with some 87,000-plus units produced for the model year, although it did cannibalize some sales from Alliance, which was to be expected. Every road tester who drove an Encore liked it, although compliments about its styling weren’t as effusive as had been the case for Alliance. I don’t recall any writer praising the four-door Encore’s looks, but the two-door did come in for some nice remarks.

Encore’s encore years

For 1985, Encore continued to offer the 1.4-liter engine as standard equipment on most models, but also introduced an optional, new 1.7-liter, fuel-injected four-cylinder engine of 77 hp for a nice increase in performance. The 1.7-liter mill was standard on Encore GS and extra cost on others. The new engine helped answer any buyer concerns about performance, though, naturally, the fuel economy wasn’t quite as good as the smaller engine. It represented a reasonable trade-off, though.

Meanwhile, the subcompact market in America was shrinking fast. The high fuel prices that had ignited tremendous demand for small cars had now abated, and people were once more looking for larger, more-powerful cars and trucks. The sudden interest in stick-shift cars, also a result of the desire for better fuel economy, also slackened, which hurt Encore and Alliance, because they were most appealing when equipped with the manual transmissions. To counter slowing demand, AMC introduced a new Encore Spring Special model that included a very stylish two-tone color scheme, unique stripes and graphics, rear spoiler, color-keyed wheel covers, fog lamps, front air dam and upgraded interior trim. These features represented $581 worth of optional equipment at a special price of just $281 on the Spring Special. It helped somewhat, though Encore production fell to 58,000 units for the 1985 model year, the result of the shrinking of small-car market.

For 1986, Encore moved upscale, dropping the base model, and adding a techie-oriented “Electronic” three-door model equipped with a Liquid Crystal Display (LCD) instrument panel, a bright, clear display with LCD readouts for speedometer, tachometer and fuel level, and a comprehensive trip computer. The lowest-priced Encore, the three-door S, was now $6,710, while the Electronic was $7,498. Production fell dramatically this year, to just under 20,000 units, as fickle American buyers continued to avoid small, economical cars.

When the curtain dropped

That marked the Encore’s end. For 1987, AMC decided to re-badge it as an Alliance hatchback in an effort to reduce marketing costs. It appears that somewhere around 5,000 1987 “Alliance Hatchbacks” were produced before production ended for good. Also in 1987, Chrysler Corp. made a deal to acquire AMC from Renault, and it had no use for the now-aging Alliance; they ordered the line dropped. Prior to that decision, there had been talk of offering a value-priced Alliance “America” model similar in concept to the Dodge Omni and Plymouth Horizon “America” models (i.e., well-equipped cars offered at a bargain price), but nothing came of that. There would be no encore for Encore. It was finis!

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The post Let’s not forget the Encore: Renault’s second act appeared first on Old Cars Weekly.

It took Mark Harrell quite a while to figure out exactly what kind of four-wheeled automotive treasure his dad dragged home one day back in 1968.

About 45 years, in fact.

David Harrell was an over-the-road truck driver who like to tinker with mechanical stuff when he was home. After a long trip to Texas back in ’68, he came home and told his family he had a surprise in the back of his semi-trailer. The senior Harrell had found a weird-looking little French car for sale along the road in Texas and decided it needed to come home with him to Wisconsin.

The beat-up white 1961 Renault 4CV actually changed hands a couple times within the Harrell clan over the years before Mark got his turn with the car. 

“It sat for a long time, yeah,” recalls Harrell, a resident of Marshfield Wis. “ I finally asked my dad one time what he was going to do with the car, and he says, ‘Why, do you want it?’ And I said, ‘Yeah, what do you want for it?’ He said $400 — that’s what he originally paid for it. It had sat in his garage for the longest time. My oldest brother [Mike] actually got it from my dad for $400 and he had it for a while, then sold it back to my dad for 400 bucks. And my other brother [Danny] worked on it for a while, too. So 400 bucks was going back and forth between two of my brothers and my dad and me.

“We knew it was a Renault, and that was about it,” Mark laughs. “My dad liked working on engines and stuff, and he just thought it was cool. He didn’t know what it was, no. And I didn’t either – not until I retired out of the Army in 2013 and we decided to find out what it was.”

The family might have treated the little Renault a little differently over the years if it had known exactly how unique the car is. It turned out the car was probably one of the rarest little buggies Renault had ever produced: A 1961 C4V Resort Special. It’s one of 50 such critters that were built for a resort complex than never materialized in Florida, and one of just 12 survivors that have been accounted for.

Harrell still shakes his head in disbelief when he recounts finding out how rare and unique the car is.

“Once we put some feelers out there online we had a lot of people coming back from California and Florida and other places telling us, ‘Even in the condition it’s in, don’t get rid of it! You can sell it like that, or restore it if you can. It’s a very rare car!’ Once we found out what it was, we figured we can’t let it rust away. We’re gonna save up some money and find somebody reputable to work on it and get it back to the way it was supposed to be. And, of course, we found some pictures of them online, and we thought, ‘Wow, this is really going to be cool if we can get this running again.’”

BORN FOR THE BEACH

One of the more interesting and successful cars ever built by Renault — the 4CV — traces its roots back to one of the worst periods in France’s history: the German occupation during World War II from 1940-44. Partly because his company continued to produce the Juvaquatre automobile after WWII broke out, Louis Renault was arrested by the French government soon after the liberation of Paris by the Allies, accused to collaborating with the Nazis. The Renault company had fallen under German control during the war, and after the Allied invasion, Louis died in in prison in 1944. Pierre Lefaucheaux, who had fought against the Nazi occupation, was then put in charge of the company, and shortly thereafter the firm was nationalized and given the name Regie Nationale des Usines Renault.

While the company was under German control, company brass were given orders to focus only on military and commercial vehicles. Fortunately, there was a plan afoot within company walls to continue work developing a small vehicle that company officials believed would be popular and practical when the war ended. Somehow, the Nazi honchos in charge of overseeing what was happening at the Renault factory did not keep a very close watch on the store, and work on what would become the 4CV continued in secret.

A new protype of the 4CV had actually been tested during the war, and it was destined to lead the Renault lineup of the 1950s. The 4CV first appeared at the Paris Salon in 1946, powered by a rear-mounted 760cc four-cylinder engine that produced 16 hp and featuring four-wheel independent suspension with coil springs. Lockheed hydraulic brakes did the stopping.

Top speed was about 55 mph and the car tipped the scales at just 1,146 lbs., helping it achieve up to 47 mpg.

The 4CVwent on sale in 1947 in Europe and was known in France as “La Quattre Chevaux” (4 hp). Initial prototypes had two doors, but the production cars were four-door models. By 1949, the 4CV was on sale in the United States and known by some as the “Green Renault” because its sole U.S. distributor was the John L. Green company. The 4CV was certainly different than anything on U.S. roadways at the time, with its pudgy appearance and sloping tail. It had rear-hinged “suicide” front doors and sliding windows.

By spring of 1949, Renault was turning out 300 of the tiny four-door sedans each day. By 1952, the 4CV represented one-third of the total production of all French automobiles with more than a quarter million produced. Production continued until 1961, with a slightly smaller 757cc engine used from 1951 onward. A small number were assembled in England, and also in Japan under license.

Certainly one of the rarest — and most collectible today — 4CVs ever built were the memorable and obscure 1961 Jolly Resort Specials. Italian coachbuilder Ghia had done a number of open-air (no doors, windows or enclosed top) Jolly conversions on Fiat 500 and 600 chassis, and Renault opted to do the same with its 4CV for an order of 50 cars for a planned Florida resort. The cars came in either white, a pale blue or coral color, and all had weather-resistant wicker seats and removable surrey tops.

The order of beach cars materialized, but the planned resort never did. They were unwanted orphans right from the start.

“The cars were just sitting around, and a few got distributed,” Harrell said. “We know there is one in Australia and we know there are a few back in Europe and a few in the United States. According to all the Renault enthusiasts and guys who know the history, out of those 50 they can only account for 12.”

HAVING A JOLLY TIME

Where his Jolly had been and what kind of life it had led before it wound up in his father’s semi truck is still a bit of a mystery for Harrell. As far as he can tell, his dad was the second owner of the Renault. How the first owner wound up with the car is anybody’s guess at this point.

“The guy in Texas probably got it in like ’62 or so… The car doesn’t lean into corners. It doesn’t have torsion bars, so it doesn’t corner, and I think he flipped it. So he didn’t want the car and there was damage on the driver’s side, I think. Anyway, I think my dad was probably only the second owner of it and then it was in our family that whole time. It had 9,000 miles on it when I got it… It was originally white. It did run a little bit when he [first brought it home], but there was some damage to it.”

“Everything was wrong with it when I got it. My one brother decided to take the whole engine apart and work on the engine. Then the other one had done a bunch of Bond-O on it. It was a mess by the time I got it. It been stored on a farm at my father-in-law’s … I’m surprised it didn’t rust away because it was stored on gravel the whole time. We were very lucky that there was minimal rust on the whole thing.”

Harrell eventually turned to a nearby restorer, John Draxler, owner of Nostalgic Auto Crafters in Hewitt, Wis., to turn back the clock on the Renault. There were plenty of stops and starts, parts chasing and hurdles to climb over during the three years Draxler worked on the car. Eventually, the project turned into the quintessential “every nut and bolt” restoration: chassis, drivetrain, body and interior.

“The engine parts were easy to find because when they built this they put a Dauphine engine in it, and Renault built a lot of Dauphines. And they didn’t want to redesign an engine just for an order of 50,” Harrell pointed out. “The little things on the body were the hardest to find — the tail lights, the bumpers, the side mirrors … Everything on the outside was tough to find. We were very lucky that the signal lights on the front were glass, and you can’t find them anywhere, but we had them, thankfully. They were in a box of parts that my brother had. We were fortunate on some stuff.”

Rebuilding the wicker seats turned out to be a combined effort between the couple’s son Brian and a wicker artisan in North Carolina.

“Brian is a welder and fabricator so he fabricated front seats for us and we’d go over to the shop where it was being worked on and we built up boards or a milk crate and figure out how high we had to make it,” Mark noted. “Then he took the back seat and put the same design on it. We took a piece of the old backseat along with all the frame work and we sent it to North Carolina. We found a person there that would wicker it. It’s not easy to find somebody to do that kind of work.”

One of the big decisions Mark and his wife Dorothy faced was what color to paint the Renault. A fresh coat of white would have returned the car to its original look, but the pair decided on something a little more eye-catching: a two-tone blue and white.

“We wanted sometime to really make it shine, really make it pop,” he said. “The blue is Laguna Blue, which is perfect because it’s a beach car. We saw that color on a Corvette at a car show. The gentleman actually had the color code, which is all I really needed.

“The Arctic White is actually whiter than white. …We really like the way it turned out. The chrome really looks good on it, and the contrast between the two colors looks good.”

Harrell made two modifications to the car’s electrical system for the sake of safety and reliability. He installed a push-button starter and a safety knife switch on the battery to turn off the battery power.

 “[The battery] loses juice, for whatever reason, and I was actually able to find the same type of coil, but it’s got like a little booster. That helps. And we put a little heavier type of wire in it… It’s temperamental, being a 6-volt system. I’ve got a little breaker on the battery because for some reason the 6-volt system likes to trickle out the juice. I’ve talked to guys who said to put that little breaker on that goes across the battery post and we disconnect it.”

The switch on the battery also makes the Jolly a little less flammable, Harrell says.

 “The gas tank is about 10 gallons … and one of the worst designs ever. They put it right above the battery. With gas, you’ve always got the fumes, and you’ve spark right there. We’re thinking some of those 50 probably burned to the ground and that’s maybe part of why only 12 are left. When I fill it up I’ve got a little 1-gallon can and I disconnect the battery.”

Harrell joked that the scary gas tank location isn’t the only reason operating the Resort Special can be a little on the adventurous side. There are no doors to lean on or grab onto, no protection from mother nature, no seat belts to keep you planted in the wicker seats, and minimal cornering agility. Even the foot pedals are a bit of challenge.

“It’s hard to drive because the brake and gas pedals are so close together,” Harrell says. 

“I think it was made for people with flip-flops or sandals on!”

“People have had these things up to 60 [mph] … Ah, I dunno, it’s a little engine that gets hot. I don’t want to do that. I’m not in a hurry when I drive it. I don’t drive it over about 35 miles an hour. It think it goes up to 40. It’s a small engine, only 850cc. Some of them were like 750, but this one’s an 850, still a four-cylinder 3-speed manual. When the wife and I drive around we always take the top off. The bars just set on a peg in the back and just come right off. It’s just fun to drive around without the top on. [The top] will rattle and the wind catches it. It doesn’t fold down, so you either put it on and leave it on, or take it off. At car shows we always put it on because that’s the way it looked.”

Harrell says the car has mopped at car shows around Wisconsin in the years that he has been showing it. Collecting trophies is fun, but he says what he and Dorothy enjoy most is showing up early for a show and taking their car out on joyrides around the different towns they travel to.

Occasionally, people will mistake the C4V for the similar looking Fiat Jolly. A few recognize it as a Renault. Almost nobody knows it is a long-lost beach car and one of the few survivors of its kind.

“We get heads turning when we drive it through town,” Harrell says. “The back end with the louvers looks like the hood of a Volkswagen. People think we chopped the top off a Volkswagen. And a lot of people think it’s a golf car because of that goofy Surrey top on it. I tell them this would be the most expensive golf car you’ll ever have! [laughs].”

Harrell cringes at the idea of ever parting with his fabulous little Renault. It’s been in the family since he was 8 years old, and finding out how significant the car was and then embarking on a mission to restore it to prime condition has been a very meaningful journey. His father David and brother Mike have both passed on, but he knows they would both be thrilled with how the rags-to-riches story of the 1961 buggy turned out.

“Everybody is always telling us if you ever want to sell it, go to Arizona or Florida to the resort communities because somebody is going to pay dearly to have this thing,” he says. “Some people have suggested I get ahold of some big hotel companies in France — since it’s a French car — so one of them could have it in their lobby, so it will always look nice.”

“If I ever do sell it, I never want to see it again!”

SHOW US YOUR WHEELS!

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Stevens’ bold Wagoneer was a long-running staple for Jeep Wagoneer

By James Mays

When Willys sought a replacement to its sturdy but aging line of station wagons in the late 1950s, it turned to industrial designer Brooks Stevens. Based in Milwaukee, Stevens had the gift of being able to add beauty and intrigue to the most mundane products.He streamlined the iron in the 1930s and made a household appliance an instant glamour queen. Upon seeing prototypes of electric clothes dryers, Stevens said, “You can’t sell that. Nobody will know what it is.” He added a window and an interior light bulb to the unit and sales took off like a rocket.

Stevens enjoyed a long association with Willys-Overland, having proposed a civilian Jeep during World War II. He was hired as a consultant and created the Victory car for the company. It was shelved when peace came. His talents did not go to waste. He designed the first post-war generation of trucks, wagons and panel deliveries for Willys, as well as the Jeepster phaeton. His truck renderings resulted in the fetching Jeep FC series that debuted in 1957. He was already hard at work on the FC’s replacement, a stylish design that would become the J-Series trucks.

Now, Toledo called on his talents again. Management was keen to mass-market a four-wheel-drive vehicle. In the dying days of Willys passenger cars, schemes were drawn up to fit 1955 Willys Aeros with four-wheel drive. The plans came to nothing and the dies were shipped to Willys’ Brazilian subsidiary where they would soldier on for years to come.

Willys invested $20 million in the creation of the Wagoneer, an unprecedented amount of cash for the tiny independent. By 1959, Stevens’ drawings had been turned into a sleek, full-sized prototype that carried the name Malibu. Another line of thinking prompted him to propose a wagon based on the CJ-5 in 1960. Stephens wisely maintained a strong visual tie between the new vehicle and existing Jeep products.

When the Wagoneer made its debut on November 14, 1962 it created a worldwide sensation. It featured an all-new overhead-cam six-cylinder engine, optional automatic transmission (an industry first when mated to four-wheel drive) and offered independent front suspension. The suggested retail price was $3,526. The Wagoneer’s appeal was primarily to the gentrified and genteel weekend farmer, referred to within the company as ‘the horsey set.’

Advertising was brazen and bold. “Meet a history maker” was the headling. It bragged that the new Wagoneer was the “first station wagon ever built to offer the comfort, silence, speed and smoothness of a passenger car — plus the safety and traction of four-wheel drive.”

The classic design required only minor changes in years to come. Wagoneer got a new grille in 1967. American Motors purchased Jeep late in 1969. The new owners wisely kept changes to a minimum. The availability of the rugged 258-cubic inch Typhoon six was good, so were richly upgraded interiors. Bucket seats became optional in 1972. By 1974, AMC had carefully groomed Wagoneer into a full-fledged prestige vehicle with a price tag of $5,466. The range was broadened with the introduction of the lesser-priced Cherokee.

In 1979, Renault invested in AMC with a 5-percent purchase of the automaker. Its passenger car division might not be doing so well but Jeep sales were red hot. Wagoneers received a new ribbed grille and rectangular halogen headlamps that year. A ritzy new Limited edition sold for $12,485 and despite the steep price tag, the factory couldn’t turn them out fast enough!

AMC’s styling gurus created an attractive downsized platform in 1984 but the original design was a valued classic and continued on as the Grand Wagoneer, now with a sticker price of $19,306.

In 1986, Grand Wagoneers boasted leather seats, a Jensen sound system, Trac-Lok limited slip differential, power everything (including six-way seats), air conditioning, cruise control, tilt wheel, just to name a few upscale goodies on the exhaustive list of standard equipment, every one guaranteed to delight any owner. The vehicle lived up to the grand name and few batted an eye at the price tag which was now well over $20 grand. It was known in marketing that the average income of purchasers was above $100,000 a year.Jeep sales hit an all time high for the second year in a row.

Chrysler Corp. purchased American Motors in 1987 and was extremely careful not to make radical changes to the hot selling Jeep line. In 1989, one automotive writer observed that Grand Wagoneer was the “favorite of gentlemen, farmers, car armorers, political security forces and body guards.” Grand Wagoneer now commanded $26,395 and 17,057 of the truly posh vehicles were produced. Grand Wagoneer rolled off the line for the last time in 1991. Chrysler laid the great name to rest. Stevens’ timeless design had endured for 28 selling seasons, created an entire new market segment and redefined driving in America.

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Over 200 cars took part in this year’s Silver Flag Hill Climb, staged in the stunning Italian Province of Piacenza, over the weekend of June 29th – July 1st, 2018. 

The 23rd running of the famous event this year celebrated French vehicles and saw some 43 French classics taking part including Matra, Peugeot, Renault, BNC, Amilcar, Talbot, Panhard, Deutsch Bonnet, Delahaye, Geko-Alpine, Torralba and Salmson)

Thousands of Italians gathered in Castel Arquato and Vernasca and lined the route which, in extremely hot conditions, saw marshals repeatedly warning drivers that the tarmac was melting and slippery.

Claudio Casali from the CPAE who organizes the event said: “After eight months of work the Vernasca Silver Flag was a great success, the theme of the event, “Vitesse en bleu”, was very demanding, but was brilliantly surpassed with over 40 racing cars of French brands at the start. Among these cars was the FIRST car registered in Italy to drive on road a Peugeot Type 3 of 1893. 

The main sponsors also contributed to the success of the event. COYS with the safety cars and the Drivers Club that worked during the event, and TAG Heuer who presented a Dallara Sport Prototype that was protagonist at the 24 Hours of Le Mans 2018. To them go the thanks of the Organizing Committee”

Trophies awarded at the sunday lunch, attended by over 650 enthusiastic entrants, officials and spectators included:

• Best of show “Vetture Anteguerra” to 210 – Saccardo Girolamo owner of the spectacularly grand Isotta Fraschini .
• The famed “COYS Spirit of Motoring” went to: 57 – David Winter – Lancia Aurelia B20, principally in recognition of his stoicism in travelling in the wonderfully presented car to and from the event from Norfolk in the UK, well over 2,000 miles.
• The best of show in the “Vetture Dopoguerra” category was more than earnt by: 52 – Axel Marx – with his much admired Alfa Romeo 2000 Sportiva.

This long standing and celebrated event welcomed enthusiasts from across Europe to share in the running of a distinctly Italian event which is only possible with the help of enthusiastic and willing volunteers from many sources including : CPAE 50-55 (Castello and Vernasca), the track Marshals (45), the radio network operators (5 points and 10 operators) , the firefighting group (10), Ambulance (4) , Carabinieri (3)….off the track were the 10 Judges of the Dynamic Concours.
Noteworthy amongst whom were: Ing. Sergio Limone the designer of the famous Lancia 037 and Lancia Delta used in the World Rally Championship. Dott Roberto Giolito Manager of FCA Heritage and Ing. Giorgio Stirano Designer of Osella F1, Alba and Carma Sports Cars were also welcomed.

Celebrity drivers included: Ex Ferrari Formula One and Endurance racer Arturo Merzario, Bernard Darniche, Porsche legend and Le Mans winner Jurgen Barth, Leading Rally Ace “Chicco” Svizzero and Franco Picco, official Yamaha rider at 10 Paris-Dakar rallies.

info@vernascasilverflag.it
info@cpae.it
www.vernascasilverflag.it

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RANDERS, Denmark — Campen Auktioner’s recent discovery of more than 50 Renault automobiles in a barn on the Danish island of Funen in January this year reminded us that there are still undiscovered treasures lurking in attics, cellars and barns around the world.

Although many of the cars are non-runners, they were carefully prepared and waxed before being placed into storage for almost five decades. The Danish collection bears all of the call signs of a dedicated enthusiast with a great passion for Renault and their contributions to the families of the fifties, sixties and seventies.

The owner of the collection, Anker Krarup, maintains that his collection is a consequence of pure coincidence; it began very simply when he decided to upgrade from a bicycle to an automobile in 1968. He chose the Renault 4CV because he once sat at a dinner table with a man whose wife drove the same model. Despite having a broken heater, and later a broken engine, the 4CV was repaired and used for many years — it even helped Krarup to woo his wife-to-be along the way.

In 1980, Krarup replaced the 4CV with a Dauphine but decided to keep hold of his first automobile. This was a pattern which would repeat itself for many years to come. When owners thought their cars were in need of trading, Krarup bought them. His Renault count grew steadily and, as it approached sixty cars, it occupied several barns. Over the years, Krarup, and his wife Marianne and their boys, traveled many miles in their Renaults, but grew uncomfortable with the fact that many of the stored cars were no longer roadworthy.

They both firmly believed that such automobiles deserved to be driven and so the Krarups finally decided to put the entire collection up for sale, in the hope that the new owners would restore the cars to their former glory.

Campen Auktioner will sell the collection at the traditional auction of special and classic cars to be held on Palm Sunday on March 20 where the many Renaults will be the main attraction.

To view the Multimedia News Release, please click:

http://www.multivu.com/players/uk/7763751-classic-automobile-collection-denmark-barn/

For further information call +45-22-543-543.

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(Video only, no audio)

Just when you thought all the great cars had been found, another set of doors open to reveal an amazing collection of heavy metal. That was this enthusiast’s good fortune when he stumbled upon more than 20 rare and desirable vehicles laid to rest in a Maryland barn. Yes, they’re still out there!

We’ve all heard the stories. But how many of us get the opportunity to be part of a true “barn find?”

So with some skepticism, I attempted to digest the impact of my friend’s message crackling through Ma Bell: “You gotta check this out. There’s a bunch of neat old cars in this barn including a 1937 Packard Twelve, a 1931 Renault town car and a 1912 Pierce.

“Yeah right,” I said, “What’s the catch?”

“No catch,” came the response. “Just come down and see for yourself!”

It appears that a garden hose and some car wash soap will make this 1917 Empire touring car a very respectable driver.

Arrive I did to discover 25 collector cars, many unrestored, ranging from a 1903 steam-powered Locomobile runabout to a 1954 Packard Clipper. Between was enough to keep the most seasoned collector reaching for his camera: Classic Packards, rare Pierce-Arrows, twelve-cylinder Lincolns, a Dagmar (what’s a Dagmar?), Overland, Empire, Cadillac, plus porcelain signs and parts galore.

Okay, take a deep breath. Let’s see what this is all about. Collection owner Arthur “Buddy” Smith is guiding us through the dank chambers that house his treasured stash. Buddy is a passionate enthusiast with an eye for saving great cars. Over the years, some were acquired from customers (Buddy and his father operated a service business in the area). Others arrived like lost souls in the hopes of seeing full restorations to their former glories. Some received attention and were driven, but most stayed put from the day Buddy rolled ’em into storage.

A little dusting and mechanical work would put this 1925 Pierce-Arrow Model 80 back on the road.

But the time had come for Buddy to find a new home for his cherished collection. More on that later; now, the tour begins.

We start with the crown jewel of Buddy’s collection, at least for Packard nuts: a magnificent unrestored 1937 Packard Twelve convertible coupe, original right down to paint and pin striping. She needed a full restoration as the top was in shards, and probably had not seen the light of day since gas was 20 cents a gallon. Yet the elegant lines of this Classic Packard shined through. As with other cars in Buddy’s collection, the Packard was not butchered, vandalized or missing the goodies, like instruments and trim. And that magnificent V-12 engine places it among just a handful known to exist.

Keeping this blue-chip Classic company was a 1934 Packard Junior Eight sedan, a wonderful old gal just oozing authenticity right down to the pristine interior only absent the clock. Straight as an arrow, it lacked most of its original blue paint and chrome, yet that’s precisely what pulled me in like a lost kitten looking for a new home. There are cars that just sit right, and this was one of them. I wanted this unloved Packard!

Here’s a rare glimpse at a rare car — a 1923 Dagmar.

When you thought it couldn’t get any better, the one shiny spot in the dark air revealed a perfect pair of Marchal headlamps atop a regal 1930s town car. It reminded me of the now-famous images of the Titanic’s debris field… quiet and peaceful with so many stories to tell. It was a 1931 Renault Reinastella custom town landaulet with coachwork by Kellner of Paris.

These rare and highly prized Renaults were powered by purpose-built eight-cylinder engines. Shabby and showing the effects of age, one could only imagine its former glory as the carriage of choice for a dashing 1930s couple. In fact, a recent issue of the Classic Car Club of America’s Bulletin contained a photo of what could very well be the same car photographed at the Greenbrier Hotel!

A 1912 Pierce Model 36 Brougham emerges from the barn for the first time in many years.

Next up: three Lincoln Model Ks with 12-cylinder engines and elegant formal coachwork. The Brunn transformable town car might have benefited from an older repaint while the 1935 sedan and 1939 Judkins limousine were authentic right down to the plug wires. The Judkins interiors spoke of earlier times when the occupants were as well dressed as their surroundings.

This 1934 Packard Junior eight is a heart stopper that still sports a magnificent original interior and a patina that only time can paint.

Much to the delight of brass fans, the find included the steam-powered ’03 Loco, 1911 Model T Ford touring and a 1923 Dagmar.
Dagmars were built over a brief time period in Hagerstown, Md. The company’s expertise in constructing pipe organs no doubt led to the decision to use brass exterior trim, rather than the then standard nickel-plating. With sharp angles, the Dagmar cut an impressive silhouette, unusual then as it is today. But perhaps the most coveted of the brass portion of Buddy’s collection was his 1912 Pierce Model 36 Brougham. Buddy reported driving this great machine at least once from his Maryland home to Montreal. Not for the faint of heart!

A 1916 Stanley Steamer gets ready to be loaded on a transporter to make its way to a new home.

Rounding out the Buffalo, N.Y., maker’s inventory was a 1925 Pierce-Arrow Model 80 sedan, surely the conservative mode of transport for an upscale businessman or family. Like many of Buddy’s cars, the Pierce was complete and original, having not seen service for many years.

This 1937 Packard convertible coupe packs a Packard fan’s favorite number of cylinders: the magical dozen.

What great collection would be complete without two steam cars? Accompanying the very rare steam Loco was a big and impressive 1916 Stanley touring. Stanleys contain an impressive array of valves and controls and, of course, a boiler, where one is accustomed to cylinders and spark plugs.

As we rounded out the tour, darkness revealed a 1917 Empire touring car powered by six-cylinder Continental engine, 1916 Overland four-cylinder touring, 1920s Moon coupe and 1937 Cadillac V-8 convertible sedan (one of the few vehicles showing recent restoration).

This 1916 Overland touring car is powered by a four-cylinder engine. It looks like it would take little to get this old girl back on the road.

Chock full of automobilia, signs and parts, Buddy had indeed amassed a treasure trove of important of desirable cars and related pieces.

The 1931 Renault emerges fter many decades in storage. Custom-bodied by Kellner of Paris, this grand automobile may someday see the lawn at Pebble Beach.

Okay, so you’re all probably wondering what will happen to Buddy’s collection? I’m happy to report that it was acquired by a private collector eager to see the cars returned to their former glory. And I consider myself privileged to be a part of this amazing discovery.

Yes, they’re still out there!

Eric H. Killorin is an automotive web and publishing consultant, Web site at www.killorin.com. All images copyright Eric H. Killorin, LLC.

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A Pierce-Arrow sedan lurks behind miscellaneous garage accoutraments.

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