The Regal Motor Car Company founded in Detroit, Michigan in 1908 quickly established a reputation for well-constructed and reliable automobiles. The early reputation came largely from the 1909 Regal “Plugger”, a Regal 30 that was driven from New York to San Francisco and other pioneering journeys, accompanied by feverish accounts from newspapers throughout the country. The Regal Model N Underslung Roadster introduced in 1911 priced at $900 re-defined Regal, and has sometimes later been described as “America’s first sports car”

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This was the first official competition GTB. It was first raced at the Nurburgring and the Targa Florio as a prototype. It was then painted yellow and raced by Ecurie Franchorchamps with drivers Willy Mairesse and Jean Blanton. After being homologated the car was raced at the 24 Hours of Le Mans in 1965 were it placed first in the GT class garnering the first 275 GTB victory. This was followed by an outright win for Charlie Kolb at Nassau.

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Chevrolet engineering prepared three 1957 Corvettes to introduce the new Rochester fuel injection at the December 1956 Nassau Speed Weeks and Governors Trophy race. Three 1957 Corvettes were ordered by Chevrolet engineering to ship to Warren, Michigan where the cars were fitted with Flint engine assembly, Rochester fuel injection, prototype airbox, 37 1/2 gallon center fuel tank, RPO 581 rear suspension with Houdaille shocks, roll bar, Sun tach, short steering column, finned drums, vented backing plates and quick steering adapter. 

Once assembled the cars were shipped to Sebring for track testing by Dick Thompson. They were then shipped to the Bahamas. Nassau Speed Weeks was the last FIA sanctioned race event of the calendar year.  The Nassau cars took first second and third in class; afterwards they were shipped to Daytona for additional tuning by Smokey Yunick, then entered in the February 1957 Daytona Speedweeks  where Paul's Goldsmith set both the standing start and flying start speed records in Class 5 in this car.   This car was entered in the first ever NASCAR sports car race driven by Paul Goldsmith to fourth overall and first in class. 

Following Daytona the cars were sent to Sebring to be used as practice cars prior to the arrival of two new 1957 Corvettes. The car was retired and sold in May 1958.  It had been in storage since 1967 sporting its original engineering engine, prototype fuel injection roll bar etc. The airbox and big brakes were removed for street use.

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This 1905 Columbia Mark XXXV features formal open-drive Brougham coachwork that shows its horse-drawn carriage roots, through the lofty chauffeur's position and enclosed passenger compartment. It is an imposing machine with massive artillery wheels and solid rubber tires of 38 and 42 inches in diameter. Rather than a single motor driving a shaft or chain to the rear axle, the Mark XXXV features an unusual dual-motor layout with the two huge electric motors powering ring gears affixed to the inside of each rear wheel. It is believed that the opulent leather interior is original to the car.

This car was discovered tucked away in a New York City livery stable by the famed collector and historian Henry Austin Clark, Jr. The Columbia was displayed in his world-famous Long Island Automotive Museum for many years until it joined another prominent collection from 1982-2018.

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The FIA GT Championship was launched in 1994. In the mid-nineties Mercedes-Benz looked to return to World Championship GT racing. To enter, Mercedes-Benz presented the CLK GTR, powered by a 6.9-liter V-12 engine. AMG, the performance wing of Mercedes, would design, build, and test the new CLK GTR in 128 days. The resultant supercar was not only competitive, but would win at the A-1 Ring, Suzuka, Donington, Sebring, and Laguna Seca taking the inaugural Drivers' Championship for Bernd Schneider defeating the formidable McLaren F1 and Porsche GT1 in the process.

This particular CLK GTR is the seventh of only 25 examples built for homologation, of which 20 were coupes. It features Iridium Silver metallic paint with Stirling Moss '300 SLR' grey-blue heritage plaid. It is one of just three cars which left the factory with this interior paying homage to Sir Stirling's legendary 300 SLR. In 1999, the CLK GTR was the most expensive street car ever with a price tag of US $1,547,620.

 The Amelia Concours – Friday 2021 – A Breath of Fresh Air

Pope manufacturing company was founded by Colonel Albert Augustus Pope in 1876 and manufactured automobiles between the years 1903 and 1915.

The Pope-Hartford was built in Hartford Connecticut and was a well-regarded luxury car with reputation built on a endurance racing.

To celebrate the Pope-Hartford car that won the Portola Road races in Oakland California in 1909 and 1911, Pope Hartford introduced the "Portola Roadster" built with minimal body work.

It used a 450 CI 50 HP cylinder engine that incorporated all of the companies technology for ultimate performance.

Restored by Temple Baldwin in the late 1980s this 1911 Portola Roadster is one of only three that remain today.

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This car was initially a Ferrari Works car, used as a 290 MM model during the 1956 racing season. It was raced by Equipe National Belge/Ecurie Francorchamps in Belgium in 1957. Then it returned to the factory and was used as a development car.

In 1959, the 290 MM four-cam V-12 engine was replaced with a two-cam V-12 Testa Rossa engine and it was sold in Brazil as a ³new´250 Testa Rossa. It was raced between 1960 & 1962 until it was damaged in major accident which cut the car in half.

The undamaged rear of the car formed the basis of an America V-8 powered special that was raced through the 1960's. It lay untouched until it was discovered by an English domiciled Italian in 1986. He thought he had purchased the remains of chassis # 726 TR, another destroyed Ferrari and reconstructed it as that car. It was sold to an Englishman in 1991, who conducted additional research and determined the car was actually # 0606. He passed away before being able to rectify the serial number and the car was sold to the current owner in 2003.

The current owner decided to get the wrongs righted and had the car restored as it last left the factory in 1959 and to the livery as raced in Brazil in the early 1960's. The car, as you see it today, is the result of four years of intensive research and labor.

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This is a custom-built one-off Cabriolet body built to Edsel Ford’s specifications by Carl Deutsch of Cologne Germany.

This was a secret project which helped Edsel design the new “Continental” in 1939. It was removed to Edsel's estate immediately after assembly and was garaged in the carriage house at the estate for security reasons.

The hood ornament was hand crafted for Edsel by friend Jaques Cartier and also personally signed by him.

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Believed to be the personal car of Dual-Ghia company founder Eugene Carousel who bought the rights to Chrysler Firepower concept cars. Dual-Ghia production began in 1956 when modified Dodge chassis were shipped to Ghia in Torin Italy to be fitted with Dual-Ghia coachwork.

This is one of just over 100 examples and is powered by a Dodge 315 CI D500 “Red Ham” Hemi . All but two dual Ghias were convertibles.

Celebrities who drove Dual-Ghias included Frank Sinatra, Dean Martin, Peter Lawford, Lucille Ball, Desi Arnaz, Debbie Reynolds, Richard Nixon and Ronald Reagan.

Optioned with a Chryslers Hi-Way Hi-Fi record player, a carefully engineered tonearm kept skipping and skating to minimum over the 7in vinyl 16 2/3 RPM record.

The original price for Marcos GT1500 was on par with the Jaguar XKE. Marco's were very low cars but able to accommodate a tall drivers as the seats were fixed but the pedal box was adjustable.

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The Bultaco 125CC Roadracer with a water cooled 6-speed transmission producing 29HP @11500 RPM.

This bike was built 5 April 1968 and it is shown equipped as delivered from the factory with Pirelli Street Tires

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This vehicle was made using wood monocoque construction similar to aircraft in the 30's and 40's. Marcos are really wooden cars vs Morgan’s that have a metal chassis.

Production numbers were very low for the Marcos with a total 1500 produced, and only 250 of them with a wood chassis.

The COS in Marcos was Frank Costin a aerodynamicist at de Havilland aircraft company and prolific in his work with Lotus, Lister Etc .

The original price for Marcos GT1500 was on par with the Jaguar XKE. Marco's were very low cars but able to accommodate a tall drivers as the seats were fixed but the pedal box was adjustable.

Shown in Red, this XK140 MC appeared to the TV series "Pan Am” and was featured at the Greenwich Concours d'Elegance.

The "M" upgrade includes special equipment - wire wheels and driving lights. The "C" performance package with C-type heads and red plaque on cam covers.

The XK140 kept the split two-piece windscreen, internal door pulls, and inside curtains found on the XK120 but featured larger bumpers front and rear.

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Designed by Briggs Cunningham to meet the new rules for participation in 1953 24 hours of LeMans, 25 cars had to be built and sold to the public.

Tubular steel chassis based on the design of the Cunningham C-2 were made in West Palm Beach, Florida and of the 25 Cunningham C - 3's made only five or cabriolets.

This car was shown on the Cunningham stand at the 1953 Geneva Auto Show the original price was approximately $12,000 this car has never been completely restored the Elliot Museum  acquired the car 1982.

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This Lamborghini is one of 247 built between 1966 and 1968. It was first presented at the 1966 Geneva Auto Show. The larger body shape enabled the +2 seating to be installed in the rear. The V-12 is 4 liters producing 320 hp. The 400 GT 2+2 also has a Lamborghini designed gearbox, with Porsche style synchromesh on all gears which greatly improved the drivetrain. Suspension is all-around double wishbones with four wheel disc brakes. This car is displayed in it's original form.

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This car, one of four 500As built, was assembled as an experimental machine by Herb Porter and Frank Kurtis in the spring and summer of 1952, under the auspices of Indianapolis Chrysler dealer Roger Wolcott and the Chrysler experimental enfineering department. It was to be entered in the 1953 Indy 500 under the contemporary AAA Championship stock block rules allowing 340 cubic inch engines.

It was originally fitted with a factory experimental "A-311 program" 3312 cubic-inch, fuel-injected Dodge "Firepower" hemi engine, putting out about 410 horsepower. Wolcott and Porter took it to the Indianapolis Speedway in the fall of 1952 for testing. Driven for several days and about 200 laps by Joie James and others, the car ran over 137 mph (faster than Bill Vukovich in the previous 500) and immediately impressed all who witnessed the test. When the word got out, other Indy entrants complained and the AAA lowered the stock block displacement requirement to 270 cubic inches. Chrysler extensively modified the engine and supplied it to Wolcott and Murrell for the 1953 Indy 500. Unfortunately, due to the loss of torque and internal strain on the pushrod engine running 7,000 rpm, none of the entrants were able to make the show. Chrysler chose to withdraw the cars rather than accept the change.

This #335-52 is almost a completely original Kurtis 500A fitted with an early stock block Chrysler 331 Hemi "Firepower" engine.

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The Topolino was one of the smallest cars in the world at the time of its production. From the factory it was equipped with a 569 cc four-cylinder, sidevalve, water-cooled engine mounted in front of the front axle. With about 13 bhp, its top speed was about 53 mph.

This Topolino has been modified with a 417 ci V-8 3,000 hp engine. It started racing in 1966 and is still racing today. Randy Bradford, the original driver, started driving this car when he was 18 and he is still driving it today at 70 years old. The best time recorded for the car was 6.18 @ 236.65 mph.

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When Australia's two-time defending World Formula One Champion Jack Brabham drove a Grand Prix-based British Cooper-Climax to a 9th place finish in the 1961 Indianapolis 500, many believed this was the first successful appearance at the track by a mid-engined car. In fact, the concept had been tried several times between 1937 and 1951 but only five examples ever qualified and none of them traveled beyond 47 laps. After a test run at IMS in October 1960, arranged by Rodger Ward, Brabham and team principle John Cooper went about preparing an entry for 1961, boring out a 2.5-liter Coventry Climax engine to 2.7 liters and laying it slightly over to the left. Brabham enjoyed superior handling through the turns and he might well have finished higher had his pit crew been more familiar with making fuel and tire stops, a rarity in Grand Prix racing at the time.

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This car and its 4.5-liter engine are thought to be the great grandfather of the modern internal combustion engine. It is one of the most important surviving vehicles in the history of the automobile. Virtually every automobile engine built in the last hundred years owes a debt to the genius and inventiveness of Jules Goux, Georges Boillot and Paolo Zuccarelli "The Charlatans".

They were drivers and mechanics who joined forces with engineer Ernest Henry for the creation of the new Peugeot four cylinder engine for the Peugeot Grand Prix cars in 1912. Their idea was to locate the cams above the valves (the first double overhead cam design) and went to four valves per cylinder with pentroof pistons.

The first engines in 1912 were 7.6-liters and the cars debuted at the 1912 Coup de l'Auto, a marathon of 956 miles which Georges Boillot won in his L7.6 liter Peugeot. In 1914, the Automobile Club de France (ACF) reduced the maximum engine size in 1913 to 5.6 liters and in 1914 reduced it again to 4.5 liters.

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