Few reservations about online auctions of classic cars (Question of the week)

Bruno von Rotz
04/30/2018

Poll 107 - Online-Versteigerungen

Online car auctions are enjoying great interest and the major auction houses are also increasingly offering their cars not only to bidders in the auction room, but also to interested parties online. Even classic cars worth millions are being sold online. But are classic car buyers really ready to bid online? This was the subject of a " question of the week " and the answer was surprisingly positive!

Around two thirds (68 percent) of survey participants could imagine bidding for a car online. Six percent (in total) even see this as the most efficient way to buy, while 32 percent at least expect to be able to physically view and inspect the car beforehand. A further 30 percent (included in the 68 percent) consider it at least conceivable to bid online if the price is right and the object is sufficiently well documented.

The situation is completely different for 27 percent, for whom buying a car online is absolutely out of the question.

Two percent could not agree with any of the proposed answers.

Overall, therefore, there is a lot of goodwill towards online auctions.

Of course, the results of the survey are also available in graphic form:

Poll 107 - Ergebnisse Online-Versteigerungen

We have already asked a new question of the week . This time, we want to know how many years classic cars will still be allowed to drive in normal road traffic in view of autonomous cars and the networking of mobility, according to Zwischengas readers.

And, of course, you can still check out the results of all previous questions of the week in the dedicated topic channel.

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Will today's cars no longer be repairable in the future if they are classic cars?

Bruno von Rotz
04/29/2018

Audi R8 nach einem Unfall - irreparabel

A few days ago, a press release fluttered into our house that did not concern the cars of the past, but the classic cars of the future. It was about the fact that improper repairs can turn a car into a time bomb. One example given was the repair of a Honda in which the roof had been replaced but glued rather than welded. In a later accident, the car did not offer the expected protection, resulting in a court case in the USA.

This was followed by another interesting case that took place in our part of the world. It involved an Audi R8 that had suffered comparatively minor damage to the underbody and side sill after a minor accident. The brand-independent Swissgarant body store "autohauser" was commissioned to carry out the repair, but found no information on the necessary side sill repair in the manufacturer's documentation. A query to Audi led to the following information: "In this case, if the vehicle is to be repaired, the entire body must be replaced, as no repair to the CFRP or side sills is permitted with this type of damage."

The R8 was therefore a total loss. A repair would probably have compromised safety. But what will this be like in 20 or 30 years' time, when manufacturer-specific documentation is missing and even the car manufacturers' service departments no longer remember the special features of specific models from the past?

This has already been discussed several times. It is not only the increasing use of electronics that poses a risk to the future survival of cars, but also the increasingly complex design of car bodies with integrated materials of varying strength and bonding and welding methods that are difficult to repair.

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2 in 24

Daniel Reinhard
04/28/2018

Porsche 930 Turbo von 1975 - ex-Le-Mans (© Daniel Reinhard)

As chance would have it, we were able to photograph two former participants in the Le Mans endurance classic within 24 hours.

The Salmson raced in the 24-hour classic in 1932, 1933 and 1934, while the Porsche did not compete until four decades later in June 1975. The car from Stuttgart came to the Sarthe practically as an infant straight from the Geneva Motor Show, where it warmed up and was run in within 24 hours with 291 laps. Claude Haldi, Peter Zbinden and Bernard Béguin drove the production-based 930 Turbo to 15th place overall.

Salmson GSS San Sebastian von 1926 (© Daniel Reinhard)

The Salmson GSS with the famous San Sebastian engine was only allowed to compete in the Sarthe for the first time at the age of six and then managed 159 laps at the second attempt in 1933 with the two Frenchmen Just-Emile Vernet and Fernand Vallon at the wheel, which is a remarkable achievement for this tiny car.

The fact that the "Tour de France" also crossed our cars during the photo shoot was of course another coincidence (and due to the beautiful weather).

You can read the detailed biography of the Porsche 930 Turbo in the upcoming "SwissClassics Revue" (to be published around May 23, 2018). And, of course, we will also be publishing an article about the Salmson as soon as possible.

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The unique Artz Opel Senator A station wagon - who knows more about it?

Bruno von Rotz
04/27/2018

Opel Senator A Kombi von Artz (1983)

Rüsselsheim did not build a station wagon version of the Opel Senator luxury-class saloon; Günter Artz stepped into the gap and converted a four-door into a five-door.

Heck des Opel Senator A Kombi von Artz (1983)

The result can certainly be considered a success, but there was obviously no demand for larger numbers, as it is assumed that there was only one such car in existence.

Opel Senator A Kombi von Artz (1983) heute

And it survived. It was first registered to Autohaus Blitz Automobilvertriebs GmbH on July 29, 1983. It had a three-liter, 179 cc injection engine and a five-speed manual gearbox. Unfortunately, not much more is known about the car, of which two press photos exist.

Neither detailed press dossiers, technical documents nor reports from journals and magazines have yet been found. It seems as if the car was hushed up at the time.

However, the current owner would like to know more about the Senator Kombi, perhaps one of the Zwischengas readers knows more? If so, just get in touch via the contact form or email, or use the comment function!

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A modern fairy tale - the high song of fairness and friendship

Rainer Braun
04/26/2018

Jörg Hatschels Mercedes-Benz C-Klasse von 1996 vor dem Alfa von Rupp (© Daniel Reinhard)

You wouldn't think it possible that something like this still exists in racing today. It probably needs the Touring Car Classics (TWC) racing series, where the incredible story took place.

Hockenheim Classic 2018 on the third weekend in April, the first round of the Touring Car Classics, consisting mainly of old DTM/ITC cars from the 1980s and 1990s. The main protagonists: last year's champion Thorsten Stadler (47) in a 94 C-Class Mercedes (ex-car of Ellen Lohr) and the runner-up Jörg Hatscher (57) in a 96 C-Class Mercedes (ex-car of Magnussen/Montoya/Zonta), who lost out by a paltry two points. Together with Stefan Rupp in the 96 ITC Alfa 156 V6 (ex Fisicella/Danner car), the two Mercedes chauffeurs are also considered title favorites in 2018.

During free practice on Friday, Stadler's engine burst; it could not be repaired in the short time available before qualifying and a replacement engine was not available.

Stadler has already resigned himself to the fact that the first race of the season (of seven in total) will end with a zero result for him and his chances of defending the title once again will be significantly reduced.

Thorsten Stadler (links) und Jörg Hatschel (rechts) (© Archiv Rainer Braun)

The hugely disappointed man is then approached by his toughest opponent and brand colleague Jörg Hatscher (pictured right), who invites him to contest the race together - in Hatscher's intact Mercedes. "Then you'll have the same chance as me and we'll stay on the same level in terms of points," Hatscher told Stadler, "we can still fight each other enough afterwards."

What a noble gesture, yesterday opponents, today chasing points together, then opponents again, each in their own cockpit.

So the two of them each drive 10 minutes of the two 20-minute qualifying sessions, which also qualifies Stadler in the Hatscher-Mercedes with starting number 3 for the race the following day.

The race lasts 40 minutes, interrupted by an enforced break of two minutes, during which you can either stay in your car in the pits or let the registered second driver get in for the second half of the race. After a tough battle for the lead with the Rupp-Alfa, Hatscher hands over to Stadler in first position, who immediately finds his way around the unfamiliar car and continues the duel with the Rupp-Alfa in the lead undaunted.

When the chequered flag falls, the Stadler/Hatscher Mercedes is in front, Alfa fighter Rupp is narrowly beaten after an admirable fight. What a happy ending for Stadler who, thanks to the generous gesture of his title rival, can now tackle the remaining races of the season with the same number of points as a basis. The fact that Thorsten Stadler can also celebrate his 47th birthday on race day in Hockenheim in addition to the victory only rounds off this story, which seems like a modern fairytale.

Why have I written all this down for you? Because camaraderie, helpfulness and fairness are increasingly being lost in modern racing. Instead, everyone is trying to be their own man, from blackening the competitor to protesting, complaining, deceiving and camouflaging, pretty much everything is practiced that contributes to poisoning the atmosphere these days. I can still remember times when rival competitors shared a hotel room in twos, threes or even fours, caroused and gambled together and helped each other out with spare engines or even a complete replacement car. I know those times will never come back, but I still miss them. Maybe I'm a dreamer, but the Hatscher/Stadler story was certainly good for me personally, for many others on site and for motorsport as a whole.

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Savoir Vivre - Paris with a difference

Bruno von Rotz
04/25/2018

Tour Auto 2018 - Ligier JS2 (© Mathieu Bonnevie)

You have to hand it to the French, they know how to live. This is impressively demonstrated once again at this year's Tour Auto, which, as always, starts in Paris.

Tour Auto 2018 - Lancia Fulvia (© Antoine Dellenbach)

When classic racing and sports cars parade through the city on the Seine, it is a very special sight.

Tour Auto 2018 - Grand Palais (© Antoine Dellenbach)

And when the cars are then lined up in the Grand Palais, in this light-flooded architecture that once housed the Paris Motor Show, your heart almost stops in awe.

Tour Auto 2018 - Champagne (© Mathieu Bonnevie)

And if you have a glass of champagne in your hand, you can't help but feel good.

Tour Auto 2018 - BMW 3.0 CSL (© Antoine Dellenbach)

We will of course be reporting on this year's Tour Auto in more detail.

P.S. We would like to thank Antoine Dellenbach and Mathieu Bonnevie for the pictures. The 27th Tour Auto will take the 230 or so cars through France until April 28, 2018, finishing on the Cote d'Azure.

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When a Ferrari should not be called Ferrari

Bruno von Rotz
04/24/2018

(Ferrari 328) Conciso Concept 1993 (© Bonhams)

The car manufacturer Ferrari and its lawyers are at war worldwide with Ferrari owners who convert or re-body their cars. They are quick to issue warnings and threaten legal action, even for cars that were built 20 or 40 years ago and for which there were even corresponding agreements at the time.

(Ferrari 328) Conciso Concept 1993 (© Peter Singhof - Courtesy RM/Sotheby's)

This probably also explains why the (Ferrari) Conciso Concept, which Bernd Michalak showed at the IAA in Frankfurt in 1993, does not display a Ferrari logo (on the outside), but is simply labeled "Conciso".

Cockpit des (Ferrari 328) Conciso Concept 1993 (© Peter Singhof - Courtesy RM/Sotheby's)

Yet technically it is actually 100 percent Ferrari, because under the aluminum skin, which stretches over the four wheels in an excitingly minimalist manner and does not even provide for simple weather protection or doors - driving with a helmet is recommended - is a Ferrari 328 GTS from 1989.

Silhouette des (Ferrari 328) Conciso Concept 1993 (© Peter Singhof - Courtesy RM/Sotheby's)

Back then, the car is said to have been thirty percent lighter than the series-production model; it never went into series production and the one-off was only driven a few times.

Almost a year ago, the futuristic reinterpretation of the classic "Barchetta" was "sold" by Bonhams in Chantilly for EUR 115,000 (CHF 131,157), but apparently something came up, because on May 12, 2018, the concept car will go under the hammer again at RM/Sotheby's in Monaco. EUR 100,000 to 120,000 is the estimate, which is certainly acceptable given its rarity and special nature, even if the owner has to do without a Ferrari horse and should avoid offering the car for sale or showing it in public in Germany or other countries with extensive legal requirements.

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With intermediate throttle in the former DTM touring car

Daniel Reinhard
04/23/2018

The Touring Car Classics started its second season yesterday at 15:20 in Hockenheim. If you looked closely, you could see the intermediate throttle stickers on the cars. And these were not there to remind the drivers that the right amount of "Zwischengas" protects the gearbox, but to draw attention to the media partnership between the attractive racing series and zwischengas.com. In 2018, we will report on all races on Zwischengas and provide exciting photos whenever possible.

The drivers are certainly looking forward to the collaboration. Christian Menzel, ...

... Christian Danner and ...

Sebastian Asch, Roland Asch's son, were happy to be photographed by us and will certainly be good for a few exciting comments after the races, if they haven't already been whispered to us by legendary announcer Rainer Braun ...

Our comprehensive report from Hockenheimhas already been published, with a nice picture story to boot!

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We need normal cars

Bruno von Rotz
04/22/2018

It was in the 1930s when Louis Renault realized that he had to build different cars to combat the crisis. Between 1929 and 1934, the proud and luxurious saloons were selling less and less, and Renault had to appeal to new customer segments. His slogan was: "We need normal cars". And as a definition of "normal" he coined the formula: 4 seats, 4 seats, 4 doors and 1000 kg.

The first success was the Primaquatre, but this car was still too expensive for the purchasing power in France. Renault then took a really big step forward with the Juvaquatre, as this car had a self-supporting body and was well below the weight target.

Although it was only available as a two-door model from 1937, the four-door version followed in 1939, with both doors hinged in the middle. This meant that the front door opened to the rear and the rear door to the front.

The Juvaquatre was a success; it was built as a saloon until 1948, when it was replaced by the 4CV. As a station wagon, however, the French continued to produce the car until 1960.

The car's success is immediately apparent when you sit behind the wheel. Even with more than 70 years under its belt, the car is a pleasure to drive, and with its 20 hp it can even climb inclines while the right hand diligently shifts back and forth between second and third gear in the three-speed gearbox.

Perhaps Louis Renault's slogan would be appropriate again today, because "normal" cars would certainly make sense again in highly regulated and tight traffic. 1000 kg, four doors, four seats and perhaps 100 hp? That should fit ...

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The successful diesel

Bruno von Rotz
04/21/2018

It was 1976 when Volkswagen announced the Golf Diesel. Of course, it was not the first diesel car, but with the Golf, the diesel engine entered a class that had previously been dominated by gasoline engines.

You could clearly hear that it was a diesel. Many an early diesel Golf driver was asked whether he had engine damage because the Golf was only known as a petrol engine and the diesel engine was visually indistinguishable from the petrol engine. Accordingly, the petrol station attendant also looked suspiciously when you drove up to the diesel pump in a Golf.

In 1977, the magazine Auto Motor und Sport immediately subjected the new diesel to an endurance test over 50,000 km. Half a year was enough, during which time the Wolfsburg-based company easily delivered 25,000 new Golf diesels - the start of a boom.

Criticism was directed more at the Golf than at the specific diesel model. Instead, the 50 hp engine was described as robust and lively. It also proved to be reliable. The 840 kg Golf took 18.4 seconds to sprint from 0 to 100 km/h and "only" ran out of breath at 144 km/h. Over the entire 50,000 km, the diesel-powered Golf consumed just 6.9 liters of diesel per 100 km. Oh yes, we almost forgot: As a GLD, the Golf cost DM 12,975 back then, which would be around EUR 7,000 today, albeit with 145 SR 13 tires - even the space safer replacement wheels are wider today ...

The final sentence reads interestingly today: "The Golf Diesel has proven with this favorable kilometer price (7.9 Pf/km) on a longer distance that it not only consumes little fuel, but that it is also very reliable and less susceptible to repairs. It has thus confirmed the reputation that diesel cars generally enjoy."

Yes, those were different times. Nobody thought about diesel gate and cheating diesel 41 years ago. And nobody was bothered by the seconds-long preheating either - after all, you could save a lot of money.

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