A SAAB for America - the Sonett II

Saab’s automotive manufacturing activity began with the 92 in 1949. The model incorporated the basic vehicle format and many of the signature features that would characterise Saab’s road vehicle products over the succeeding two decades: compact, aerodynamic body, two stroke engine, (later replaced by a V4 four stroke), and front wheel drive. It was superseded in ’55 by the 93 which had similar – though ‘modernised’ - looks, but with numerous improvements, both mechanical and body-wise. Significantly, modifications to the 3 cylinder engine endowed it with 30% more power. While the new model had been in development, a small group of engineers/designers operating as a skunkworks team established a concept for a sports car based on the 93. With competition use in mind, it was a roof-less lightweight – likely inspired by the Porsche 550 Spider even though technically very different in terms of the drivetrain. However, whilst a production run was commenced following first presentation as the 'Saab Sonett' in Spring ’56, the model was cancelled after only six examples had been completed. Focus was to be on the replacement for the 93, a much improved model launched in ’60 – the Saab 96.

Whilst the 93 had established Saab in export markets, including the U.S., the more sophisticated 96’s increased sales level gave rise to a dynamic American dealer network. This community, knew from its experience with the products of other European makers that its hunger for incremental volume and profit could best be satisfied by having sports models available for their customers. Representatives of the dealers successfully lobbied Saab’s management for the creation of a Saab coupe/GT. Design, under leadership by Sixten Andersson, was commissioned from Malmo Flygindustri, a company based in the Bulltofta locality of Malmo and specialising in the manufacture of light aircraft. The company produced a prototype, code named MF113, which was presented at the Geneva Motor Show, March ’66 as the Saab Sonett II.

Sonett II, Geneva Show ’66  Courtesy David Phipps/Motorsport Images

The Type 97 Sonett II had a fabricated sheet steel chassis, fibreglass body (with front clamshell) and running gear mostly derived from the 96.  The engine was the Sport version – 841 cc with triple Solex 34W2 carburation and lubricated by oil injection rather than petroil fuel.  It was 42% more powerful than the standard 96’s motor at around 58 bhp.  Kerb weight was 710 Kg, allowing a 0-60 mph time of 11.4 secs and a top speed of around 105 mph.  The chassis number range of Two Strokes is 000001-000258 (’66 and ’67).  The four stroke 1498 cc Ford V4 version was introduced in mid-’67 and was in production until ’69.  Production numbers have been reported as: Two Stroke: 257 (’66/’67); V4: 1610 (’67-’69), total 1867.  All these cars were left hand drive and most were exported to the U.S.

#000190 rolling chassis; #000178 clamshell; #000048 841 cc engine   Courtesy Cute Italian Posteriors (Pinterest); Conceptcarz; Marc Vorgers

The earliest Sonett II of which I have an up to date photograph is #000048, built in ’66.

#000048  Courtesy Marc Vorgers

One of the aspects of the Sonett II Two Stroke is that it carries no model-identifying badge.  However, there is a marque badge front and rear to make sure you know it’s a Saab:  Near the leading edge of the clamshell, the script SAAB/aeroplane symbol is mounted centrally.  A SAAB script badge is affixed to the boot lid, between the number plate and the left hand tail lamps.  Both badges were bright alloy or chrome plated.

With this feature a major aesthetic difference between the Two Stroke and V4 is obvious.  The V4 has a script SAAB badge on the clamshell just about in line horizontally with the centre of the headlamp and aligned vertically with the steering column’s position, (left, below).  Near to the centre of the clamshell is a badge, (centre, below), with the script SONETTV4 on a black ground, in a form analogous to an air intake as present near to the panel’s trailing edge.  Most Sonett V4s have no badge affixed to the rear, though there are many examples of customisation whereby a SAAB script badge has been applied to the boot lid, (right, below), or the SAAB/aeroplane symbol badge has been mounted on the horizontal surface between the rear screen aperture and the top edge of the rear panel.

#001189  Courtesy Saabfactory (BaT); 001358  Courtesy Lug_Nut (BaT); #000503  Courtesy H&H Classics

As evident in the photographs above, the bulge in the V4’s bonnet centre is considerably more pronounced than that seen on the Two Stroke, (below), reflecting the greater height of the four stroke unit. 

#000048  Courtesy Marc Vorgers

Standard road wheels, (left, below), were steel with chrome plated hub caps featuring an embossed SAAB/aeroplane symbol, 15” diameter and carrying 155 width tyres.  Optional alloy rims, more usually seen on the Sonett II V4, include the ‘Soccerball’ (second left below), Roal Minilite-style (second from right, below) and JP Cromodora-style (right, below):

The standard steering wheel is as seen left, below on V4 #001417.  Aftermarket wheels, e.g. Momo (#000052) (second left, below), Nardi (#001757) (second right, below) and Britannia (#000408) (right, below) are common on surviving Sonetts.

Courtesy  BrochureMuseumNL; Bonhams Cars; BiddersHighway; Mrtorgue (BaT)

The specification of the Sonett II was summarised in a brochure published in ’69:

The car’s features were extolled in the same publication as below:

Recently sold/offered Sonetts:

Two Strokes:

V4s:

 

1970 saw a new model – the Sonett III, seen below.  This had significantly revised styling and increased – to 1699 cc – engine capacity.  It was in production through to ’74 with over 8,000 examples manufactured.  The Sonett III was not a good looking car, continuing a trend, for the V4 was less successful aesthetically than the Two Stroke  – just look at that disproportionate bonnet length.  And that was that – Saab never again dabbled with ‘sportscar’ manufacture.

Saab Sonett III  Courtesy Petrolicious

The Series 1 BMW 2002 tii

I’d only been at BMW Concessionaires GB a couple of weeks when I encountered my first 2002 tii.  Production of the model had begun in late Spring, so in August ’71 examples were still a rare sight in and around our HQ at Chiswick.  While I was preparing it, I was very taken with the engine bay.  The ‘look’ of the fuel injected engine with its distinctive bright aluminium intake manifold was so different – ‘space-age’ to my eye – from the carburetted M10s we were used to.

Courtesy Samboss (BaT)

The PDI completed, I drove it up to our Park Lane Showroom for handover to the customer.  Now it wasn’t just my vision that was seduced.  The performance from the new  M15,130 bhp, engine seemed exciting, enabling me to negotiate a relatively clear Marble Arch corner just as rapidly as I’d learnt to do in the 2800/3.0 six cylinder E3s and E9s.  That car was in the very common finish of the time – Polaris silver.  However, as more and more Tiis arrived from Germany, I found that they were even more exciting to be around and drive if in Inka (orange) or Golf (yellow/very light green).  These two colours and this particular model could not have been more zeitgeist-emblematic of the London of the early Seventies.

Courtesy Samboss (BaT); LR90 (BaT)

But now, half a century on, I wonder if my feeling that I was king of the West London road network was more to do with the extra fizz those funky paint colours pumped into my speed sensibilities rather than any increased accelerative capability possessed by the new engine.  Thanks to the car’s mass, (around 1000 Kg kerb weight), gear/final drive ratios, and relative high revs at which peak torque (132 lbs-ft @ 4,500), was derived, the 0-60 mph time was a not exactly lightning 10 seconds (approximately).  Despite this, a BMW press ad copy of the time was able to include, ‘Fastest accelerating production saloon in U.K.’  Maximum speed in the same advertisement was given as 119 mph.

Apart from the engine, the Tii incorporated some other features new to the 02 model family.  The bumpers were elongated to wrap round further at the rear, whilst rubber inserts were applied to both bumper bars and the overriders.  Also featuring a black rubber insert were rubbing strips on the front wings, doors and rear ¼ panels at the same height as the bumpers.  The front grilles were revised with seven of the slats coloured black and the remaining two in bright metal finish.  Also at the front, the lower panel bottom edge was re-formed to function as a spoiler.

Courtesy Samboss (BaT); LR90 (BaT)

It might be noticed that both the examples so far illustrated are not equipped with standard wheels.  The steel 5J rims were fitted with 165 HR 13 tyres and featured a chrome finish hub cap with BMW roundel, (below, left).  A factory alloy option by Ronal was available, (below second from left) and it was not unusual for customers to request the BBS Basketweave (second from right below) or Minilites, (below right):

The preference was for Michelin XAS tyres, but many cars arrived from Munich with other makes fitted, the least welcome being Metzelers or Firestone Phoenix, both of which didn’t work well on British road surfaces, especially when damp or fully wet.

The Tii had a distinctive steering wheel, (left, below) – three (alloy) slotted spokes and black leather rimmed; this was one of the features, (along with the rear light units) that was aesthetically superior to their replacements on the ’73 facelifted cars, (steering wheel, right, below).  Popular options specified by customers were the more overtly ‘sporting’ wheels from Momo and Moto-Lita.  Similar to the latter, there were further factory options such as the especially handsome Petri Sport, (centre, below).

Courtesy Samboss (Bat); Tony Wawryk

In ’73 we thought the facelift successful, in particular seeing the rectangular rear light units as ‘modernising.’  But before long, and very definitely today, the original circular lamps are greatly preferred.  They give rise to the affectionate nickname of ‘Roundie’ for the pre-’73 cars.  But it is the totality of the rear panel and boot lid which so appeals aesthetically.  The lamps, script/roundel badges and bright horizontal strip all work together extremely well on the ‘71.

Courtesy Samboss (BaT); OldenzaalClassics (BaT)

Courtesy LR90 (BaT); Samboss (BaT)

Much as I enjoyed these visual niceties, the best of the Tii was the way it performed.  And, exhilarating as it was to fly through the streets of London, jinking around slower moving traffic, (nearly everything else was!), the most fulfilling experiences were those had at the track days we organised at Silverstone, Brands Hatch and Thruxton, in most instances to promote the cars for fleet purchase by UK police forces.  Like most of the other staff members attending, I revelled in being able to get behind the wheel of the 3 litre E3s and E9s, especially on the high speed Silverstone and Thruxton circuits.  However, the most fun I recall was in Tiis, in which the up-on-the-cam engine pickup and general nimbleness enabled me frequently to lap faster and pass the bigger cars.  Driving flat out brought forth all that was good about the Tii whereas in street driving there were a couple of ‘issues.’  By the time my job role had changed to that of ‘troubleshooter,’ one of the most common customer complaints to which I picked up the phone was of engine hesitation at around 2400 rpm.  Neither the factory nor Kugelfischer seemed able to come up with a solution for this, though one of our field service managers devised a pump cam reprofiling mod that appeared to resolve matters.  We also had a number of long running dispute sagas with customers who would not accept the level of noise (whine) emitted by the car’s rear axle on the overrun.  There was no way we could test a diff prior to installing and the factory maintained that it was unable to build special close tolerance units as replacements in cases of severe customer dissatisfaction.  The factory delegate was however authorised to help (and supervise) us, with multiple substitutions and, on a few occasions, we had to try three or four units before we found one quiet enough for the customer’s acceptance. 

The Tii’s specification and behaviour in the first press road test reports of ’71, indicated a considerable motor sport potential.  This was soon proved realisable in ’72 when races for a new class – Group 1 – saw BMW Concessionaires-backed/Mathwall Engineering-prepared Tiis to be highly competitive.  Motor Sport magazine reported in its June ’72 issue:

. . . the division into purchase-price classes and the near-standard nature of the competing cars (apart from their tyres) has focused attention on them, for the overall benefit of BMW 2002 Tii saloons . . . having completely dominated these Group 1 races so far— writing after eight such races have been contested. 

And the following month:

 

(BMW GB) are also behind the exceptionally successful Group 1 assault mounted by various dealers in the marque. At the time of writing they have enjoyed most success with the MLG 2002 Tii for Roger Bell, backed by a similar Mathwall Engineering prepared Tii for John Bloomfield.  . . . there was plenty of scope for improvement in the 2002 unit as the homologation tolerances were extremely favourable for maximum power. In fact, after balancing and final assembly, the first engine was found to give 143 bhp. at 5,800 rpm., up at least 13 bhp. over the production DIN rating. Because of the space needed for a slant engine’s exhaust system on a test bed, it was found that the engine actually performed even better in open exhaust racing form, which partially explains why, even when the uprated 3-litre Capris came into Group 1 after four or five races had already been run, they did not immediately seem that much faster than the BMW 2002: both cars weigh almost the same at something over 2,300 lb.  . . . new, shorter and stiffer rate coil springs allowing the 2002 to run rings round the opposition, especially on bumpy tracks. The limited-slip ZF differential and live-speed gearbox don’t do the car’s competitiveness any harm either. Theoretically one would suppose that the answer to the 2002 would be the 2000 GTV Alfa Romeo, but the Wallace suspension, plus Mathieson’s engine, has just made the Mathwall 2002 untouchable except by bigger capacity cars—recently the Ford Capri 3-litre and Chevrolet’s monstrous Camaro.

Courtesy Motor Sport; Motorsport Images

Beyond the UK motor sport arena, the Tii was also competing in ’72 in high profile events such as the Spa 24 Hours, where one of the Mathwall cars driven by John Bloomfield, Tony Lanfranchi and Roger Bell ran competitively, but failed to finish because of an engine failure.  Across the various European saloon/touring car series, the Tii was quickly into its stride, with tuners such as Alpina and GS (Gerhard Schneider) coaxing 225 bhp from the 1990 cc power unit. 

The Tii had been perceived very favourably at its launch in ’71.  Some felt that the UK list price was high at £2313, especially in the light of a domestic value of DM 12,765 (£1495).  The car was however thought characterful, fast and ‘fashionable,’ so sales were plentiful and profitable.  At this time BMW was not so well known as a marque in the UK and BMW Concessionaires’ marketing activity was very effective in creating a buzz of prestige and trendiness, led by the desirability of, in particular, the Tii and the E9 Coupes, most notably the 3.0 CSL, (from ’72). 

The Tii was facelifted in ’73, as mentioned above, with relatively minor styling changes and no change to performance.  A hatchback version named Touring also became available with the 130 bhp engine, though this never seemed to attract the cachet that was intrinsic to the 2 door saloon.  Up to ’75 when production ended, something like 38,700 Tiis were built, nearly 10% of which were RHD.  To replace the 2002 models, BMW launched the 3 Series in the early summer, ’75.  A Tii ‘equivalent’ was a while in gestation, it not being until Autumn ’77 that the six cylinder M20 engined E21 323i was unveiled at the Frankfurt Show.  Faster certainly than its predecessor, but, initially at least, not so forgiving to drive and lacking the hard-to-define charm that had been such a strong feature of the Tii. 

Some recently sold/photographed Tiis:

De Tomaso Takes to the Road - the Vallelunga

 

A Vallelunga at the De Tomaso factory, Modena  Courtesy Sports Car Digest

 

You won’t often catch me saying anything complimentary about Japanese cars – though I did love the Honda CRX I bought for my wife long ago – but it’s difficult to be too shirty about the Mazda MX5/Miata.  It’s often been said that Tom Matano, key figure in the creation of the Miata, was much influenced by the De Tomaso Vallelunga, a car he was very pleased to own himself, (#0134).  An interview with Matano was featured on the website of PI Motorsports, which includes the following passage: 

PI:        We know that you own a Vallelunga.  Have you ever found out who designed it? Norbert MacNamara says it was Mario Fissore.

Matano: I spoke with Trevor Fiori who worked on the Elva BMW with Fissore about the same time the Vallelunga was in the works.  He said that Mr. De Tomaso himself was working with Fissore and he didn’t see any other designer was involved.

PI:        Do you think De Tomaso was trying to do a mini 250LM?

Matano: The original alloy bodied Vallelunga had a more 250 LM-like front end than the production fiberglass bodied car. It also had an entire rear half of the car which opens up for engine service just like the 250 LM.  But, the similarity stops there. The side view profile of the Vallelunga is unique for a mid-ship layout car.

PI:        What parts of the design do you like and what parts would you do over if you were updating it?

Matano: I like the 360-degree visibility the best, thanks to its low engine location.  It is still very contemporary.  It hasn’t dated at all in my opinion.

 

Making allowance for the passage of about three decades, you may find echoes of the Vallelunga in the Miata’s overall form, as seen below:

Left, Vallelunga, courtesy Bonhams Cars. Right, Miata, courtesy Dond90 (BaT)

If there are some visual similarities, the relative production numbers certainly diverged, bringing to mind the old saying, ‘less is more.’ 

But, to linger right in the middle of mainstream thinking, we need to acknowledge the Miata’s debt to the Lotus Elan in terms of concept, style and footprint.  And while there, we can trace a connection back to the Vallelunga, since it too followed a Chapman lead in being built on a backbone chassis and powered by a Ford 4 cylinder engine.  Notwithstanding the considerable circuit motorsport heritage already banked at Lotus by the mid-Sixties, the Vallelunga could be seen as more closely based on a pure racing car than the Elan.  As well as the chassis form, the De Tomaso utilised the Ford block as an integral structural component, front suspension by wishbones with the rear controlled by multi-links, and disc brakes on all four corners – all much as had been seen on the Marque’s single seater race cars – F1, F2, F3 and Formula Junior, (called ‘Isis’) - constructed since ‘59.  Possibly inspired by the Ferrari formula of dedication to motorsport but with funding flowing from the production/sale of road cars, De Tomaso crystalised his ambitions by embarking on the design and creation of a prototype stradale sports barchetta in ’62.  This was put on show at the following year’s Turin Show, but drew no serious interest.  Resilient as he was – some said ‘pig-headed!' -  Alejandro gave Carrozzeria Fissore an order to rebody the chassis as a coupe.  The Turin Show – one year on - was once again chosen to launch the resulting car, with design credited to the Carrozzeria’s stylist, Franco Maina.  Reception was more positive this time and Fissore was contracted to undertake a production run of 15 aluminium bodies.  A surviving prototype was restored in England in 2021 by the specialist workshop of Three Point Four.  Excellent photographs of the car undergoing the renovation process can be seen here.  Head of Business there, Roger Brotton, has told me that all the Fissore prototypes were identified with the same chassis number - #1606.  Fissore, apparently, scrapped its own prototype in-period.

#1606 under restoration in ’21, courtesy Three Point Four

Fissore fulfilled the initial batch order in late ‘64/early ’65, though De Tomaso had already had some ‘developmental’ ideas which led to not all these bodies being used.

At least two ’64-made Vallelungas exist today, the earliest being chassis #0103.  At this point I have to observe that, not unexpectedly, some of what’s been written previously and/or ‘loose’ record keeping at the factory, (in the Italy of the Sixties, surely not!), undermines the certainty with which I can write this narrative.  In ’97, Thoroughbred and Classic Car published this: 

The Vallelunga coupe was built from early 1964 by Fissore of Savigliano, but after three (some say five, but just one survivor is known) had been made De Tomaso transferred the contract to Ghia over whom he had begun to exercise influence, assuming control by 1967. The Ghia cars were 'productionized' with a one-piece fiberglass body and were on sale from July '65. Engine access was now via a lift-up Perspex rear window and a removable plywood deck lid. . .

Probably the anomaly here is over the understanding of the production date.  This car is recorded as being first registered in the UK on 31^st December ’64.  #0103 is a glass fibre car with opening rear window, whereas other sources suggest that no Ghia production occurred before ’65.  The revised rear is a key feature which differentiates the Maina-designed coupes from the prototype barchetta, including the revised rear quarters where an opening glazed (Plexiglass) screen gave access to the engine rather than the original clamshell format.  This car is also a very ‘pure’ De Tomaso, being to Competizione specification and thus a racing car that might occasionally serve purpose on normal roads.  As such, its kerb weight was low, at around 700 Kg, while the stradale version is usually quoted at 726 Kg.

Courtesy Cottingham Blue Chip London

The car’s description for sale by DK Engineering notes engine power at 135 bhp, ‘thanks to the Cosworth enhanced cylinder head . . .  The Hewland 4-speed transmission is mounted in a VW housing, rotated around for mid-engine placement.’ 

A standard Vallelunga had considerably less bhp on tap.  Contrary to some accounts, the OE engine was the Ford Kent 1498 cc, pushrod unit, not the Lotus twin cam.  However, the engines, on receipt at the De Tomaso factory in Modena, were modified to the extent of an upgraded cylinder head which facilitated a 24% increase in the compression ratio.  Together with twin Weber 40DCOE2s, this enabled a power output of 104 bhp, one third up on its delivery in its original Cortina GT application. 

Chassis #1611 is another Competizione example, equipped with a 1558 cc engine and Colotti five speed gearbox.  Seen in period below:

#1611 Courtesy Bonhams Cars

Repainted in yellow, the car was offered for sale by Bonhams in June 2014.  The description referred to this as being one of only two right-hand drive Vallelungas built by De Tomaso, (other sources say there was only one). It was initially in Colonel Ronnie Hoare’s care when he was considering adding the De Tomaso franchise to his operations best known for the UK Ferrari import business, Maranello Concessionaires.  He decided against this initiative after establishing that it would be impractical to incorporate the Lotus twin cam engine as a series upgrade, and he sold the car to racing driver, Robs Lamplough.  However, #1611 does today benefit from having such a power plant nestling under its rear screen – see centre photograph below.

#1611 Courtesy Bonhams Cars

Made in ’65, #0101, located in Holland, was sold on Bring a Trailer in 2024 for $260,000. The vendor asserted that this is the first glass fibre bodied Vallelunga made by Ghia after De Tomaso had halted construction of the aluminium version at Fissore. A reasonable claim, given the chassis number, which should be read in conjunction with the type number 807DT. Shown below are Vallelunga characteristic features, model-bespoke 13” magnesium alloy Campagnolo road wheels, chassis number stamping, and branded De Tomaso-modified cylinder head:

and drive Vallelungas built by De Tomaso, (other sources say there was only one). It was initially in Colonel Ronnie Hoare’s care when he was considering adding the De Tomaso franchise to his operations best known for the UK Ferrari import business, Maranello Concessionaires.  He decided against this initiative after establishing that it would be impractical to incorporate the Lotus twin cam engine as a series upgrade, and sold the car to racing driver, Robs Lamplough. 

#0101 Courtesy ImageStreetClassics

0101 Courtesy ImageStreetClassics

#1612 is said to have been delivered to its first owner in ’66, but it is likely a ’65 build.  A ‘VL’ designation is associated with the chassis number and the car’s recent vendors, Artcurial, claims this confirms it as a Competizione version.  With this spirit in mind, a previous owner had installed a Lotus twin cam engine.  The Artcurial auction – held in Monaco in July 2020 – resulted in a sale price of €313,200.  Referring back to the Vallelunga’s limited sales success when new, Artcurial pointed out that it was priced the same as a Lancia Flaminia Zagato, causing many to find it poor value given the Lancia’s size, sophistication, including a 2.5 or 2.8 V6 engine, and the prestige/motorsport pedigree associated with Carrozzeria Zagato.

#1612 Courtesy Artcurial

 

Artcurial also handled the sale – for €226,480 - of a France-located, ’66 Vallelunga, (registered 801PL68), in 2015.  At that time, it was in unrestored condition and reported to have had light, spasmodic use over the near half century since its original sale.  The auction lot description includes a chassis number - 4236620 - which is not formatted in any similarity with those of other examples and is likely not a reading in error of the engine number.  (This value on a Vallelunga OE block would be 10 position, (8 digits/2 characters), I believe).  I subsequently discovered that Ruote Vecchie had in reporting on the sale, attributed the chassis number #0115 to this car.  However . . . that chassis number appeared again, in October 2017, associated to a red “‘67” Vallelunga, (registered TON41126), on offer by Bonhams at Padova.  I have been unable to contact the author of Ruote Vecchie, so I do not know the basis of their attribution of #0115 to the Artcurial-sold vehicle.  Meanwhile, the latter is shown below, left, with the Bonhams-offered car to the right.    

Left, “#4236620” Courtesy Artcurial; right, #0115 Courtesy Bonhams Cars

Lou Costabile shot a YouTube video of John Weinberger’s Vallelunga, #0134, in ’17.  He reported that John had owned the car long term in company with several other rare vehicles.  John died in 2020 after a long career in automotive retailing and motorsport.  Latterly he had been President and CEO of Illinois-located Continental Motors Group for over half a century.  As seen below, his Vallelunga was fitted with a VIN plate to confirm compliance with required U.S. import technical regulations.  Scott Martin‘s Vallelunga Registry records this as having been owned by Ricci (son of Dean) Martin, Dick Carr and Tom Matano.

#0134 Courtesy John Weinberger/Lou Costabile

€168,560 was the winning bid for #0106 when it was offered at a Belgian Bonham’s sale in June 2024.  The lot description highlights the sporting upgrades featuring on this Vallelunga, including extended wheel arches/wider wheels and an ex-F3 engine with induction by big (48 mm) Webers and a supercharger. Views into the engine bay and of the cockpit are seen below:

#0106 Courtesy Bonhams Cars

Though apparently to standard specification, #0128 was raced in the Sixties by its original owner.  Subsequently it was imported to the U.S. and from’10-’18 it was subject to a full restoration project.  The car featured in Gooding & Company’s Pebble Beach auction in ’18.  It was offered with an estimate of at $400,000-$475,000 but did not sell.

#0128 Courtesy Gooding & Company

Badges: 

A rectangular De Tomaso marque badge is mounted centrally on the upper surface of the front panel:

On the rear panel, centrally pinned on the horizontal plane, are two script badges, ‘VALLELUNGA,’ and, usually above, ‘de tomaso.’  On at least two extant cars, the ‘VALLELUNGA’ script is missing, and, on #0101, the relative positions of the two badges is inverted.

A Ghia ‘BUILT BY’ marque flank badge is applied to both front wings between the trailing edge of the front wheel arch and the leading edge of the front door.  (These are not extant on all surviving cars).

The marque badge features again on the wheel centre caps.

#0101 is fitted with a leather bound Ferrero sports wheel.  Ferrero was a noted supplier to De Tomaso and is possibly also the manufacturer of this wood rimmed example, style and spokes detail very much as typical for the era.  For more on Ferraro see here.  Though an aftermarket fitment, a Momo 'Jackie Stewart' seems a very appropriate wheel for a Vallelunga.  The rotation by 90° of the stripes on the horn button is also seen on some other versions of this component.

Literature:

Brochures:

Lower image is of a '65 edition

The consensus is that by the end of production, a total of 45-60 Vallelungas had been built.  It may be that most of this number were made as a batch, mainly in ’65, though not all sales were completed until ’68.  If, as seems confirmed, #0101 was the first Ghia-built chassis number, and #0146 the last known, 45 would be the built count.  The most likely breakdown was: Aluminium prototypes, (including Spyder): 4; Ghia production, (including Competiziones):45.

As a ‘first attempt’ the Vallelunga had established De Tomaso as a maker of road cars and facilitated a great deal of learning about the management of series production.  It thus was a positive factor in the company’s next development phase involving the creation of a considerably more complex model, the Mangusta.  With a Ford 4.7 litre V8 engine and imposing coachwork by Giorgio Giugiaro, it was well received on its launch in ’67 and was in production until ’71, with 400 units sold.  In turn, the Mangusta was followed by the Pantera – a car that gave De Tomaso a serious presence in the American market and was in production for over 20 years.  Over 7,000 had been built by ’92, so De Tomaso’s progress in terms of manufacturing volume was impressive. But, more importantly from my viewpoint, all three models were charismatic beauties!