Read All About It!
The recent exhumation of Alfa Romeo 1900C SSZagato chassis No. 01845 caused quite a stir in the classic car press. The May issue of Octane magazine contains a 9-page article titled "Buried Treasure" about one of The Alfatross' brethren, No. 01845, built in 1954. Under the News section of the alfa1900 Web site you can find both a newspaper article and a series of photos showing it being removed from its tomb of 40 years: http://www.alfa1900.com/photobase2/car_pages/01845/index.html.
Z inderella
Painted green, originally, with a light blue interior, No. 01845's history is very much like the Alfatross'. The first owner was Signor Ruggero Ricci of Lucca, about whom almost nothing is known. After only a few months Ricci sold it to his friend Otello Biagiotti, who was something of a racer. The car changed hands 5 more times before ending up in the possession of Signor Strippoli in 1969. Like Cinderella of fairytale fame, No. 01845 was consigned to a dark dungeon for most of its life--unknown, unloved, unseen for more than 40 years . . . until being rescued by Signor Corrado Lopresto, an Alfa collector, who recognized its deeper beauty--and value--in spite of its outward rough and dirty appearance.
Signor Lopresto stated that he has no intention of restoring No. 01845. In fact, it is now presented in "as found" condition in a special Italian Cars exhibition at the Louwman Museum in The Hague. To the average person, No. 01845 looks like it was "buried" alright, but "treasure"? How so? What can you do with it? Show car? Maybe on Halloween. Reliable transportation? Not hardly. What about all the rotting tires, rubber water hoses, brake lines, weatherstripping, seals, electrical wiring, gaskets, and grommets? What about all the peeling paint, dents, rust, foggy windows, creaking hinges?
A good place to start is the 19-page Special Supplement in the same issue of Octane, "Building a Classic Car Collection from the Modest to the Magnificent." Significantly, the supplement seems to be sponsored by the international bank Credit Suisse. It is pretty comprehensive in a "Cliff'sNotes" sort of way. The several articles in this supplement help to explain why No. 01845 is considered "treasure" in certain, rarefied circles:
Under Why Collect? we have the simple explanation "You can't drive a house or a shares portfolio, so utilizing spare cash to build an interesting car collection makes a lot of sense." Particularly when you look at how much certain cars--but by no means all--have appreciated over time. Example: a 1966 Ferrari 275 GTB that sold at auction in 1996 for $199,000 sold last year for $2,365,000!
The What to Collect? section boils down to whatever appeals to you and your idea of what constitutes a collection.
Original or Restored? Originality is the buzz word these days. Original paint, original interior, original cigarette butts in the ash tray, original dirt in the wheel wells, original dents, chips, and scratches, original gas in the tank and water in the radiator. Like paintings by the Old Masters or Greek sculptures, old, original cars are supposed to be "preserved" in their original condition, not restored to their former glory. The word "stewardship" is replacing "ownership" in the car collecting world, and the vehicles are being looked at as important historical objects that just happen to be cars.
In last month's issue of Sports Car Market magazine there was an excellent example of how powerful the "preserved" vs. "restored" factor is in car collecting. Two highly-desirable 1955 Lancia Aurelias were sold in February in auctions in Phoenix and Scottsdale one day apart. The "restored" blue car went for "825,000 while the "preserved" red car with its dents, rust, scratches, tattered upholstery went for almost the same price: $805,000!
Buying Trends in car collecting are ever-changing and largely unpredictable. My impression is that most collectors acquire cars that they like, for whatever reason, and hope that their "value" will increase over time. A natural conclusion is that collectors will be most interested in cars that they always admired but could not afford until later in life. This observation may explain why cars from the 1950s and '60s are so valuable now. But will they decline in value as the Baby Boomer generation passes? Does their "value" have a shelf life?
The exhumation of No. 01845 is an important event for The Alfatross. It brings another member of the family out of obscurity and into the limelight. As one of very few "unmolested" examples, it provides verification of additional original construction details. And its change of ownership provides a strong vote by a major collector in favor of "preservation" over "restoration." I have to admit that if I were the new owner of 01845 I would probably do the same thing--it would sure be a lot easier and cheaper!-- but because it has already been disassembled, the Alfatross is not a preservation candidate and so it continues on the path to historically sympathetic restoration.
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| No. 01845, as featured in the latest issue of Octane Magazine |
The recent exhumation of Alfa Romeo 1900C SSZagato chassis No. 01845 caused quite a stir in the classic car press. The May issue of Octane magazine contains a 9-page article titled "Buried Treasure" about one of The Alfatross' brethren, No. 01845, built in 1954. Under the News section of the alfa1900 Web site you can find both a newspaper article and a series of photos showing it being removed from its tomb of 40 years: http://www.alfa1900.com/photobase2/car_pages/01845/index.html.
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| Built a few months before The Alfatross, 01845's interior is quite different, with a flat-top dash, factory wheel, and plush seats. Octane. |
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| O1845's engine room appears to be identical to the Alfatross'. Reportedly, after changing the oil and gas and attaching a fresh battery, it started and ran! Octane. |
Painted green, originally, with a light blue interior, No. 01845's history is very much like the Alfatross'. The first owner was Signor Ruggero Ricci of Lucca, about whom almost nothing is known. After only a few months Ricci sold it to his friend Otello Biagiotti, who was something of a racer. The car changed hands 5 more times before ending up in the possession of Signor Strippoli in 1969. Like Cinderella of fairytale fame, No. 01845 was consigned to a dark dungeon for most of its life--unknown, unloved, unseen for more than 40 years . . . until being rescued by Signor Corrado Lopresto, an Alfa collector, who recognized its deeper beauty--and value--in spite of its outward rough and dirty appearance.
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| Corrado Lopresto with No. 01845, in storage for more than 40 years! Like me, the previous owner of 01845 bought it in 1969 and held on to it for more than 40 years. Sr. Lopresto is 01845's eighth owner. I am the Alfatross's seventh owner. www.alfa1900.com. |
So Where's the Treasure?
For most people "treasure" equals precious metals and jewels--things you can sell imediately. When you add "buried" in front of "treasure" it conjures up an even more romantic image usually involving pirates, maps with X marking the spot, a certain amount of personal risk, and a great reward far exceeding the time and energy expended to get it. Because my wife and I are marine archaeologists, people always ask, "Have you found any treasure?" Unless you equate "history" with "treasure" the answer is always "No".Signor Lopresto stated that he has no intention of restoring No. 01845. In fact, it is now presented in "as found" condition in a special Italian Cars exhibition at the Louwman Museum in The Hague. To the average person, No. 01845 looks like it was "buried" alright, but "treasure"? How so? What can you do with it? Show car? Maybe on Halloween. Reliable transportation? Not hardly. What about all the rotting tires, rubber water hoses, brake lines, weatherstripping, seals, electrical wiring, gaskets, and grommets? What about all the peeling paint, dents, rust, foggy windows, creaking hinges?
Octane Supplement
What sorts of things are "valuable" in today's world? Real estate, precious metals and gems, equities, bonds--and collectibles. Cars like No. 01845 are sought after by collectors, not normal people looking for safe, reliable, good-looking transportation. So you have to understand car collecting as a phenomenon.A good place to start is the 19-page Special Supplement in the same issue of Octane, "Building a Classic Car Collection from the Modest to the Magnificent." Significantly, the supplement seems to be sponsored by the international bank Credit Suisse. It is pretty comprehensive in a "Cliff'sNotes" sort of way. The several articles in this supplement help to explain why No. 01845 is considered "treasure" in certain, rarefied circles:
Under Why Collect? we have the simple explanation "You can't drive a house or a shares portfolio, so utilizing spare cash to build an interesting car collection makes a lot of sense." Particularly when you look at how much certain cars--but by no means all--have appreciated over time. Example: a 1966 Ferrari 275 GTB that sold at auction in 1996 for $199,000 sold last year for $2,365,000!
The What to Collect? section boils down to whatever appeals to you and your idea of what constitutes a collection.
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| The restored 1955 Lancia Aurelia B24S Spider America: $825,000. Sports Car Market. |
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| The "preservation" 1955 Lancia Aurelia B24S Spider America: $805,000. Sports Car Market. |
In last month's issue of Sports Car Market magazine there was an excellent example of how powerful the "preserved" vs. "restored" factor is in car collecting. Two highly-desirable 1955 Lancia Aurelias were sold in February in auctions in Phoenix and Scottsdale one day apart. The "restored" blue car went for "825,000 while the "preserved" red car with its dents, rust, scratches, tattered upholstery went for almost the same price: $805,000!
Buying Trends in car collecting are ever-changing and largely unpredictable. My impression is that most collectors acquire cars that they like, for whatever reason, and hope that their "value" will increase over time. A natural conclusion is that collectors will be most interested in cars that they always admired but could not afford until later in life. This observation may explain why cars from the 1950s and '60s are so valuable now. But will they decline in value as the Baby Boomer generation passes? Does their "value" have a shelf life?
The exhumation of No. 01845 is an important event for The Alfatross. It brings another member of the family out of obscurity and into the limelight. As one of very few "unmolested" examples, it provides verification of additional original construction details. And its change of ownership provides a strong vote by a major collector in favor of "preservation" over "restoration." I have to admit that if I were the new owner of 01845 I would probably do the same thing--it would sure be a lot easier and cheaper!-- but because it has already been disassembled, the Alfatross is not a preservation candidate and so it continues on the path to historically sympathetic restoration.
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| 01845--an example of the "preservation" trend in car collecting. Octane. |
Hi Don, I am a fellow 1900 owner (only 33 years). I am also restoring a Zagato car from 1953. So I am on a similar path as you with Alfatross. I'm not that good with the Blog format. Is it appropriate to comment and/or ask questions about your process. Thanks, I hope others are enjoying your quest as much as i am.
ReplyDeleteDan Allen
Hi Dan,
ReplyDeleteYes, it is totally appropriate to question, or comment. Tell us about your own car, too. Misery loves company! Are you a "preservation" guy or a "restoration" guy?
Hi Don,
ReplyDeleteBe carful what you ask for! Like you I could talk forever about 1950's Italian cars, especially 1900 and 8V, especially Zagato. My 1900 is a "Victoria Cabriolet" from 1952. We just took it off the rotisserie to work on the outer body. Even when I got it in 1980 it needed too much to preserve, at least that was my opinion. I think the time Peter saw it in '85 he said, "that's a lot of work." Now adays... well it's all relative. I can send photos if you like. I am restoring a car that isn't mine that has a lot of similarities to your car. The coachwork stuff is really similar. Happy to add (or diverge?).
Thanks for the response.
Dan
Yes, by all means send me a photo of your Victoria Cabriolet. I have no idea what that is. And I'd like to see photos of the one you say has similarities to mine--it's a Zagato?
ReplyDeleteI know what you mean about needing too much work to be in the "preservation" category. In some ways that gives you more freedom. The more intact an historically important vehicle is, the less you can do to it!
I assume the "Peter" you mention is Peter Marshall? Is there an Italian Exotic on the planet that he hasn't seen or have a file on?
Don
Hi Don,
ReplyDeleteYes, Peter Marshall. We have been friends since I bought my car in 1980. So again, sorry to be such a rookie but I don't know how to post a photo on a blog! The photos of my car are only okay, it did look kind-of cool upside down, like the ones of yours. Happy to send pics once I figure it out. The other car I mention is a Fiat 8V, (the owner has a 1900SSZ as well). I am nearly done with the car (eternally optimistic).
I read your blurb about your windshield, been there. Actually am there. This is my current problem on the 8V, (my 1900 windshield came out beautifully and is almost perfect). The first 3 8VZ's have a split windshield. Similar situation as you, except we decide we should make new. As you might imagine there is no existing moulds and the original glass is not good enough to get a good mould from, (complicated). I am having to make a set of bucks to get an accurate pattern off the car to have the mould made. Far more work than I was hoping for. Isn't it always. If you can avoid this step, DO! Gasket windshields, like my 1900, are far more forgiving. On the Zagato the glass butts right up to the body (trim strip). There is no margin of error, it fits or it looks like crap. The two pieces add a level of difficulty. If you had ANY repairs to the body around the windshield opening don't expect the original windshield to fit.
My 1900 has coach work by Stablimente Farina. In 1952 the Victoria Cab was introduced as one of the Alfa 1900 "line." St. Farina went out of business in 1953 ending the line at 48 cars. Not as exotic or rare as some of the other coach built 1900's but not exactly common. We know of 5 cars, one outside of Italy. A similar thing happened to the 8V coupe which was also being produced at Stablimente Farina but because of, apparently, an existing contract the series was completed at Balboa (20 cars? I'd have to look it up).
After 40 (or so) years not running my boy started to take apart my 1900 engine last night. Every year or so I have pulled the plugs and squirted WD 40 and turned it over. I was very happy to find it turns over nicely and once we got the head off there is virtually no scoring in the cylinder walls! I can't wait to see the lower end but I'm not sure he'll be able to work on it tonight. I can't work on my own cars while I'm struggling with the Fiat so I have to be patient.
Again, we have done many of the same things. Sometimes a different solution. But please, don't allow me to hi-jack your blog. BTW, how is your "zagato" script? We are producing the early version, '53 - '54. Happy to send photos if I can figure out how.
DAN