1903 Panhard et Levassor Model B 10hp Four-Cylinder Rear-entrance Tonneau  Chassis no. 6090
Lot 221
1903 Panhard et Levassor Model B 10hp Four-Cylinder Rear-entrance Tonneau
Sold for £326,666 (US$ 436,641) inc. premium

Lot Details
1903 Panhard et Levassor Model B 10hp Four-Cylinder Rear-entrance Tonneau  Chassis no. 6090 1903 Panhard et Levassor Model B 10hp Four-Cylinder Rear-entrance Tonneau  Chassis no. 6090 1903 Panhard et Levassor Model B 10hp Four-Cylinder Rear-entrance Tonneau  Chassis no. 6090 1903 Panhard et Levassor Model B 10hp Four-Cylinder Rear-entrance Tonneau  Chassis no. 6090 1903 Panhard et Levassor Model B 10hp Four-Cylinder Rear-entrance Tonneau  Chassis no. 6090 1903 Panhard et Levassor Model B 10hp Four-Cylinder Rear-entrance Tonneau  Chassis no. 6090 1903 Panhard et Levassor Model B 10hp Four-Cylinder Rear-entrance Tonneau  Chassis no. 6090 1903 Panhard et Levassor Model B 10hp Four-Cylinder Rear-entrance Tonneau  Chassis no. 6090 1903 Panhard et Levassor Model B 10hp Four-Cylinder Rear-entrance Tonneau  Chassis no. 6090 1903 Panhard et Levassor Model B 10hp Four-Cylinder Rear-entrance Tonneau  Chassis no. 6090 1903 Panhard et Levassor Model B 10hp Four-Cylinder Rear-entrance Tonneau  Chassis no. 6090 1903 Panhard et Levassor Model B 10hp Four-Cylinder Rear-entrance Tonneau  Chassis no. 6090 1903 Panhard et Levassor Model B 10hp Four-Cylinder Rear-entrance Tonneau  Chassis no. 6090 1903 Panhard et Levassor Model B 10hp Four-Cylinder Rear-entrance Tonneau  Chassis no. 6090 1903 Panhard et Levassor Model B 10hp Four-Cylinder Rear-entrance Tonneau  Chassis no. 6090 1903 Panhard et Levassor Model B 10hp Four-Cylinder Rear-entrance Tonneau  Chassis no. 6090 1903 Panhard et Levassor Model B 10hp Four-Cylinder Rear-entrance Tonneau  Chassis no. 6090 1903 Panhard et Levassor Model B 10hp Four-Cylinder Rear-entrance Tonneau  Chassis no. 6090 1903 Panhard et Levassor Model B 10hp Four-Cylinder Rear-entrance Tonneau  Chassis no. 6090 1903 Panhard et Levassor Model B 10hp Four-Cylinder Rear-entrance Tonneau  Chassis no. 6090 1903 Panhard et Levassor Model B 10hp Four-Cylinder Rear-entrance Tonneau  Chassis no. 6090 1903 Panhard et Levassor Model B 10hp Four-Cylinder Rear-entrance Tonneau  Chassis no. 6090 1903 Panhard et Levassor Model B 10hp Four-Cylinder Rear-entrance Tonneau  Chassis no. 6090 1903 Panhard et Levassor Model B 10hp Four-Cylinder Rear-entrance Tonneau  Chassis no. 6090 1903 Panhard et Levassor Model B 10hp Four-Cylinder Rear-entrance Tonneau  Chassis no. 6090 1903 Panhard et Levassor Model B 10hp Four-Cylinder Rear-entrance Tonneau  Chassis no. 6090 1903 Panhard et Levassor Model B 10hp Four-Cylinder Rear-entrance Tonneau  Chassis no. 6090 1903 Panhard et Levassor Model B 10hp Four-Cylinder Rear-entrance Tonneau  Chassis no. 6090 1903 Panhard et Levassor Model B 10hp Four-Cylinder Rear-entrance Tonneau  Chassis no. 6090 1903 Panhard et Levassor Model B 10hp Four-Cylinder Rear-entrance Tonneau  Chassis no. 6090 1903 Panhard et Levassor Model B 10hp Four-Cylinder Rear-entrance Tonneau  Chassis no. 6090 1903 Panhard et Levassor Model B 10hp Four-Cylinder Rear-entrance Tonneau  Chassis no. 6090
1903 Panhard et Levassor Model B 10hp Four-Cylinder Rear-entrance Tonneau
Registration no. U 508
Chassis no. 6090
* A very important early car from one of France's premier makes
* Four cylinders and four forward gears
* First restored in the 1950s
* Present ownership since 2001
* Engine rebuilt 2004/2005; transmission rebuilt 2014


René Panhard was a qualified engineer whose business, based in Paris, made woodworking tools and built Deutz engines under license. With his partner, Émile Levassor, he experimented with horseless carriages using engines licensed from Daimler. In 1891, Panhard et Levassor offered for sale what was arguably the world's first production car, using a built-under-license Daimler engine. Both Daimler and Benz had made automobiles before Panhard but these had been individual 'prototypes' rather than models intended for series production. Above all, the firm was responsible for bequeathing the automobile world the Système Panhard, which embodied the now familiar layout of a front-mounted engine driving the rear axle via a clutch, gearbox and differential. The modern motor car had been born.

After Emile Levassor's death in 1897, René Panhard re-organised his company as a joint stock corporation to attract wealthy investors, while Commandant Arthur Constantin Krebs succeeded Levassor as technical and production manager. Krebs began work by designing a series of four-cylinder engines with nominal power outputs ranging from 8CV to 20CV. His Paris-Amsterdam racer of 1898 featured a tilted (as opposed to vertical) steering column and this innovation was soon carried over to the production cars. Racing developments continued to influence the production Panhards, which soon featured front-mounted radiators, first seen on the Paris-Bordeaux racer of 1899. Battery/coil ignition and Krebs' own diaphragm carburettor were features of Panhard et Levassor engines by the end of 1901, and during that year he introduced the first power units, known as the Centaure family, to depart from the original Daimler design.

Krebs pressed ahead with developing his new Centaure engines, and in 1902 adopted individual cylinders instead of the previous cast-in-pairs arrangement. A five-bearing crankshaft and three valves per cylinder were advanced features of the Centaure Leger (Lightweight) unit. The Centaure range soon expanded to incorporate three-cylinder engines alongside the existing parallel twins and fours, an early example of modular construction. For 1903 Krebs introduced the Centaure S family of T-head fours with magneto ignition, which ranged in size from a 2.4-litre 10CV up to a 5.3-litre 23CV.

Panhard et Levassor swiftly established a reputation for fine engineering, excellent craftsmanship, superior reliability and outstanding performance, qualities that placed the company at the forefront in early motor sport, notably the great Continental city-to-city races of the time. Little wonder therefore that such notables and sportsmen as the Hon C S Rolls, René de Knyff, Maurice Farman, Léon Girardot and Fernand Charron were associated so closely with the marque. As early as 1898 Charron had driven a Panhard et Levassor to victory in the Paris-Bordeaux race, covering the course at an average speed of 26.9mph, while in 1899 Girardot's 12hp car covered the 201 miles of the Ostend-Paris race to win at an average speed of 32.5mph. Significantly, it was with a Panhard et Levassor that Charles Rolls chose to commence his competitive career, driving one of the French manufacturer's cars on the 1,000 Miles Trial of 1900.

This magnificent Panhard et Levassor 10hp Model B roadster is powered by a 2.4-litre four-cylinder engine driving via a four-speed gearbox. The car's known history dates back only as far as September 1952 when it featured in a Hull Times report on the forthcoming local VCC branch's rally and run from Hull to Scarborough. It was reported that the Panhard had been discovered as 'a complete wreck' outside a garage in Barnsley by Mr D J Clayton, a motor engineer from Gilderdyke, who went on to restore the car. 'After being completely stripped rebuilt and repainted, it will take its place in the line on Sunday,' declared the Hull Times' correspondent (copy report on file).

Believed to date from the early 1970s, an auction catalogue description on file states that the car's owner at that time was a Mr Reginald Lewis. Condition was said to be first class throughout, and it was noted that the coachwork had been rebuilt and repainted in 1967. The Panhard was said to have competed successfully in the 1967 FIVA Irish Rally, and in the re-enactment of the 1900 'Thousand Miles Trial' in 1970.
The car subsequently made its way to the USA, from whence it was brought back circa 1990/1991 by Soames Langton and purchased by Mark Tidy. In 1997 Mr Tidy sold the car to Michael Sheppard of Cheltenham, from whom it was purchased by the current owner in 2001. While in the vendor's care the Panhard has benefited from an engine rebuild (in 2004/2005) around a new crankshaft supplied by a specialist, and a transmission overhaul (with new gears) carried out by NP Veteran Engineering Ltd in 2008 (bills on file). New drive chains were supplied by Rodney Fowler, and relatively few miles have been covered since they were installed. The carburettor currently fitted is a Zenith, but the original Krebs carburettor is included in the sale. Last campaigned on the London-Brighton Run in 2012, 'U 508' has been run and exercised recently and is ready to be enjoyed by its fortunate next custodian.

This very important early car from one of France's premier makes is offered with a VCC Dating Certificate, V5C registration document, and the aforementioned press cutting and catalogue entry.
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