<b>1910 Panhard et Levassor Type X7 Landaulette</b><br />Chassis no. 26021<br />Engine no. 26021

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Lot 173
1910 Panhard et Levassor Type X7 Landaulette
Coachwork by Rothschild
US$ 75,000 - 95,000
£ 58,000 - 73,000

Lot Details
<b>1910 Panhard et Levassor Type X7 Landaulette</b><br />Chassis no. 26021<br />Engine no. 26021 <b>1910 Panhard et Levassor Type X7 Landaulette</b><br />Chassis no. 26021<br />Engine no. 26021 <b>1910 Panhard et Levassor Type X7 Landaulette</b><br />Chassis no. 26021<br />Engine no. 26021 <b>1910 Panhard et Levassor Type X7 Landaulette</b><br />Chassis no. 26021<br />Engine no. 26021 <b>1910 Panhard et Levassor Type X7 Landaulette</b><br />Chassis no. 26021<br />Engine no. 26021 <b>1910 Panhard et Levassor Type X7 Landaulette</b><br />Chassis no. 26021<br />Engine no. 26021 <b>1910 Panhard et Levassor Type X7 Landaulette</b><br />Chassis no. 26021<br />Engine no. 26021 <b>1910 Panhard et Levassor Type X7 Landaulette</b><br />Chassis no. 26021<br />Engine no. 26021 <b>1910 Panhard et Levassor Type X7 Landaulette</b><br />Chassis no. 26021<br />Engine no. 26021 <b>1910 Panhard et Levassor Type X7 Landaulette</b><br />Chassis no. 26021<br />Engine no. 26021 <b>1910 Panhard et Levassor Type X7 Landaulette</b><br />Chassis no. 26021<br />Engine no. 26021 <b>1910 Panhard et Levassor Type X7 Landaulette</b><br />Chassis no. 26021<br />Engine no. 26021 <b>1910 Panhard et Levassor Type X7 Landaulette</b><br />Chassis no. 26021<br />Engine no. 26021 <b>1910 Panhard et Levassor Type X7 Landaulette</b><br />Chassis no. 26021<br />Engine no. 26021 <b>1910 Panhard et Levassor Type X7 Landaulette</b><br />Chassis no. 26021<br />Engine no. 26021 <b>1910 Panhard et Levassor Type X7 Landaulette</b><br />Chassis no. 26021<br />Engine no. 26021 <b>1910 Panhard et Levassor Type X7 Landaulette</b><br />Chassis no. 26021<br />Engine no. 26021 <b>1910 Panhard et Levassor Type X7 Landaulette</b><br />Chassis no. 26021<br />Engine no. 26021 <b>1910 Panhard et Levassor Type X7 Landaulette</b><br />Chassis no. 26021<br />Engine no. 26021 <b>1910 Panhard et Levassor Type X7 Landaulette</b><br />Chassis no. 26021<br />Engine no. 26021 <b>1910 Panhard et Levassor Type X7 Landaulette</b><br />Chassis no. 26021<br />Engine no. 26021 <b>1910 Panhard et Levassor Type X7 Landaulette</b><br />Chassis no. 26021<br />Engine no. 26021 <b>1910 Panhard et Levassor Type X7 Landaulette</b><br />Chassis no. 26021<br />Engine no. 26021 <b>1910 Panhard et Levassor Type X7 Landaulette</b><br />Chassis no. 26021<br />Engine no. 26021 <b>1910 Panhard et Levassor Type X7 Landaulette</b><br />Chassis no. 26021<br />Engine no. 26021 <b>1910 Panhard et Levassor Type X7 Landaulette</b><br />Chassis no. 26021<br />Engine no. 26021
1910 Panhard et Levassor Type X7 Landaulette
Coachwork by Rothschild

Chassis no. 26021
Engine no. 26021

Inline 4-cylinder Sleeve valve engine
Single Updraft Carburetor
Approx. 25bhp
4-speed transmission
Solid Axles Front and Rear
Rear Mechanical Brakes

*Delivered new to New York City
*Superb quality motorcar
*Elegant formal coachwork
*Good chain of ownership


THE PANHARD ET LAVASSOR TYPE X7

Today, Panhard Levassor automobiles are rarely seen in America, but in their day, this continent was a strong market for their products. Many were imported under the auspices of the enterprising gentlemen who had raced them in France, Messieurs Charron, Girardot. In the famed photograph of George J. Gould with his collection of early motorcars at Lakewood, New Jersey, a Panhard of a similar period to the one offered here was front and center, evidence that there were certainly a number of these cars in America. As they had been in Europe, they would also be raced. David Wolfe Bishop controversially ran the New York to Buffalo Endurance among other events in 1901, with his 30hp four-cylinder Phènix-engined Panhard.

While the presence of Panhards in America may be predominantly contained to after the turn of the 20th Century, in France the firm was already approaching a decade of existence. In Bolster's famed book The Upper Crust, the Panhard is described in the second chapter of the automobile story, the topic concluding that following their win in the Paris-Bordeaux-Paris, "Thereafter, the pattern was set for the next decade, and to make the upper crust a car had to do well in the glamourous town-to-town races. As Panhards had the monopoly of racing successes for the first few years, this was the make to buy if you wanted the best."

The always innovative Panhard was one of the first to adopt the Knight patent sleeve valve engine design. The innovative design made for a smooth and quiet motor producing excellent power. The system would also be adopted by Daimler, Mercedes, Stearns and many other manufacturers of fine automobiles.

THE MOTORCAR OFFERED

This fine example of a formal Panhard intended for urban use was originally sold in New York city. It was very much in vogue to have an expensive foreign car for formal use in major cities. You were most likely to be seen entering and exiting your motor car in the city and having an exotic high end foreign machine was desirable. Panhard had plenty of experience building fine cars for city use, and their cars were quite common on the streets of Paris. The smooth nature of the sleeve valve engine would have been all the more desirable in this urban setting.

By the early 1960s, it had been acquired by Long Island collector Walter McCarthy. It came with two bodies, the landaulet it now wears, and a tourer. McCarthy restored it with the touring body, sourcing missing items as necessary. He toured with it extensively, as described in the car's chapter in Bob Stubenrauch's 1967 book The Fun of Old Cars.

Walt McCarthy sold the car to Bob Scarsella of Cold Spring Harbor, New York, who re-installed the landaulet body. It subsequently was in the collections of Helmut Peitz in Portugal and Abba Kogan in the UK. It was then acquired by Coburn Benson of Limerick, Maine, who had the engine disassembled, cleaned, re-babbited and align-bored by a local machinist. Benson sold it to the current owner, who had the engine re-assembled by Rich Fazio in Bridgewater, Maine. The interior, which had become very moth-eaten, was replaced in the current style by Terri Crew.

The car starts easily and runs well. The task was made easier by the unobtrusive installation of an electric starter. It idles smoothly and drives well through the gears. The clutch has been disassembled and cleaned and operates very smoothly. The restoration is older with the exception of the interior. The collapsing rear roof is nothing short of elegant; the lowering side windows exhibits the fine woodwork. As previously described, this car was rare when new, particularly in the United States. As such, it represents an uncommon opportunity to acquire an exceptional Brass Era car to show or drive.
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