Sizaire-Naudin was founded by the Sizaire brothers (Georges and Maurice) and Louis Naudin. The company existed between 1903 and 1921, and despite that range, this is just the second vehicle from them we’ve featured. Both are from 1908.
Between 1906 and 1909, the company was active in racing, thus this 1908 model wearing sporty speedster coachwork. It’s powered by a single-cylinder engine, and all early Sizaires feature an independent sliding-pillar front suspension with big transverse leaf springs hanging out in from of the radiator.
This car has been on display at the Mullin museum for some time and will require reconditioning. It has an estimate of $20,000-$30,000. Click here for more info.
Delahaye’s post-war bread and butter was the prewar 135 line of cars. It was kind of late in the game when they introduced the 175 model in 1949, as they company only had a few years left in it. These were luxury cars, usually built to order.
The model came to be after Delahaye gave up on its ultra-expensive 165 model. The 175 was joined by the 178 and 180 models, and the three really just differed in wheelbase. Power was provided by a 4.5-liter inline-six that in 175 S spec (which meant triple carburetors) made about 160 horsepower.
Just 51 examples of the 175 were built, and most were optioned into a 175 S with a three-carb setup. This particular car was built with a racing engine that made 200 horsepower as well as Motto coachwork. It has racing history:
1951 Monte Carlo Rally – 1st (with Jean Trevoux and Roger Crovetto)
1951 Carrera Panamericana – 37th, DNF (with Louis Chiron and Andre Mariotti)
After that race, the car remained with a serious of Mexican owners, and it was restored more recently. But this is a Monte Carlo-winning race car that was one driven by one of the legendary prewar Grand Prix racers. It now has an estimate of $480,000-$700,000. More can be found here.
The Tyrrell Racing Organisation – one of the great F1 team names – finished fourth in the constructor’s championship in 1978, their 13th season in F1. They used the 008 for the entire season, which was the first season after their famous six-wheeler.
The cars were powered by a 3.0-liter Cosworth DFV V8, which this car retains. The competition history for this chassis, 008/03, includes:
1978 South African Grand Prix – 2nd (with Patrick
1978 Monaco Grand Prix – 1st (with Depailler)
1978 Belgian Grand Prix – 17th, DNF (with Depailler)
1978 Spanish Grand Prix – 20th, DNF (with Depailler)
1978 Swedish Grand Prix – 19th, DNF (with Depailler)
1978 French Grand Prix – 24th, DNF (with Depailler)
1978 British Grand Prix – 4th (with Depailler)
1978 German Grand Prix – 24th, DNF (with Depailler)
1978 Austrian Grand Prix – 2nd (with Depailler)
1978 Dutch Grand Prix – 23rd, DNF (with Depailler)
1978 United States Grand Prix – 22nd, DNF (with Depailler)
1978 Canadian Grand Prix – 5th (with Depailler)
The car was also involved in the start of the race crash at the 1978 Italian Grand Prix. Depailler would move to a back up car for the restart of the race.
It was later used in privateer racing around the U.K. and then became part of Pink Floyd drummer Nick Mason’s collection. It is a Monaco winner and has a pre-sale estimate of $1,170,000-$1,500,000. More info can be found here.
Toyota announced they were heading to Formula One in 1999, but they didn’t appear on the grid until 2002. The TF102 was their first F1 car, and this is chassis #03. It was used as a test car for the team throughout the year, seeing seat time with both of their drivers: Mika Salo and Allan McNish. It was also driven by Stephane Sarrazin and Alan Briscoe.
The team was both a chassis constructor and an engine manufacturer, and this chassis retains a 835-horsepower, 3.0-liter Toyota V10 (though, some electronics are missing). The TF102 peaked early, earning Salo a 6th place finish in its debut in Australia. Salo would achieve a 6th-place finish two rounds later in Brazil, and it was all downhill after that.
Toyota left F1 after the 2009 season, never having won a race. This chassis was purchased by its current owner in 2020 and has a pre-sale estimate of $320,000-$430,000. Click here for more.
Turns out former F1 champion Jody Scheckter has quite the collection of old F1 cars, including this, his McLaren M23. The M23 was a helluva car, appearing on the grid in races beginning in 1973 and ending in 1978. Could you imagine someone running a five-year-old F1 chassis in a race today?
This car is chassis M23-2, and it is powered by a Cosworth V8. In period, the 3.0-liter DFV made about 465 horsepower. The competition history for this chassis includes:
1973 Spanish Grand Prix – 4th (with Peter Revson)
1973 Belgian Grand Prix – 16th, DNF (with Revson)
1973 Monaco Grand Prix – 5th (with Revson)
1973 Swedish Grand Prix – 7th (with Revson)
1973 British Grand Prix – 1st (with Revson)
1973 Dutch Grand Prix – 4th (with Revson)
1973 German Grand Prix – 9th (with Revson)
1973 Austrian Grand Prix – 22nd, DNF (with Revson)
1973 Canadian Grand Prix – 22nd, DNF (with Jody Scheckter)
1973 United States Grand Prix – 18th, DNF (with Scheckter)
1974 South African Grand Prix – 19th (with Dave Charlton)
1975 South African Grand Prix – 14th (with Charlton)
It also competed in F5000 and Can-Am races through 1980! It remained part of McLaren’s collection before being traded into Scheckter’s. It now has an estimate of $1,860,000-$2,400,000. More info can be found here.
What do you call a motorcycle with four wheels? That’s not the start of a joke, but a description of what we’re dealing with here. It’s essentially a two-passenger motorcycle with… training wheels.
The Monotrace was designed by a German firm called Mauser but were built under license in France by Mecanicarm of St. Etienne between 1925 and 1928. The marque was Morgan-Monotrace, and the company was unrelated the Britain’s Morgan Motor Company.
The engine is a 520cc single. It’s got tandem seating and chain drive. Approximately 310 were built, and this one was in the Schlumpf reserve collection before coming to the Mullin museum. Very few of these exist, and this project-status example has a reserve of $10,000-$15,000. Click here for more info.
Radiator as front bumper is always a good choice, isn’t it? Ste des Usines Prunel was founded outside of Paris in 1900 by a J. Prunel. The company initially marketed their cars under the Atlas marque for the first two years. Prunel didn’t appear on the cars until 1902, and they sort of faded away after 1907. The Phenix was built at the Prunel factory between 1912 through 1914.
This car was imported to the U.S. in 1962, at which time it was restored in New Jersey. It remained on display at the Briggs Cunningham Museum and the Crawford Auto-Aviation Museum for decades before being acquired by the Mullin museum in 1990.
The engine is a single-cylinder unit, and it’s not running because it’s been on display for so long. Still, an estimate of $30,000-$50,000 for a car of this age, condition, and rarity seems like a bargain here, running or not. Click here for more info.
The C30 was the final Voisin road car. Sure, there was a post-war prototype, but this was the last real model from the company. Coupes and convertibles were offered, but only about 30 chassis were completed in total. The Mullin museum had a copy of each.
This one has cabriolet coachwork by Dubos. Earlier Voisins utilized Knight sleeve-valve engines, but by this late in the game, Voisin had switched to a more modern powerplant (but still American): a supercharged 3.5-liter Graham-Paige inline-six (interestingly, Gooding described the last C30 as have a 3.6-liter engine).
This car entered the museum in 2008 and has been on display since, so it’ll need some work if you want to use it. The estimate is $150,000-$250,000. More info can be found here.
Bedelia was a French marque that existed between 1910 and 1925. Prime time for cyclecars, which were light, low-powered cars that were cheap and efficient. They were a fad, really. And one that never came back. They were kind of like the proto-microcar.
Some of them featured tandem seating like this car. In today’s world, being positioned behind your passengers as the driver seems insane. The car features a V-twin engine turned to the side, unlike a Morgan of the same era.
This is another car that was acquired by the Mullin museum from as part of the Schlumpf reserve collection. It’s a project, but finding another one isn’t going to be easy (they’re out there, though). The estimate is $10,000-$20,000. More info can be found here.
Bugatti’s Type 40 was produced from 1926 through 1930. In that time, just 796 examples were made, including this one, which originally wore sedan bodywork. The model was powered by a 1.5-liter inline-four.
But the story here is twofold. One, the bodywork. It was in the 1930s or ’40s when the car was rebodied with wooden rear coachwork. It bounced around France for a few years before story number two comes into play: ownership. In 1958 it was sold to American Bugatti collector John Shakespeare.
In 1964, Shakespeare made one of the worst decisions in the history of car collecting: he sold his entire collection to the Schlumpf brothers in France. The brothers, of course, assembled a massive hoard of cars, with a focus on Bugattis, at the expense of their hard-working employees, who eventually rioted and took control of the factory and collection. It now lives on as the national automotive museum of France. Everything in there, locked away forever, never to be enjoyed as they were meant to be: driven.
However, this car was part of the museum’s “reserve” collection. That is, “extras.” When you have the car collecting status that Peter Mullin did, sometimes you can escape some trapped cars, and he bought the entire Schlumpf reserve in 2008. He died recently, and Gooding is liquidating his museum. So, through some roundabout circumstances over 60 years, the car is resurfacing and may someday again be driven. The estimate is $100,000-$150,000. More info can be found here.
