The Ex-Bill Turnbull1913 Panhard et Levassor 2.2-Litre 12hp X19Registration no. SV 6925Chassis no. 35738Engine no. 35738*Offered from just one ownership of over 65 years*Extensively restored in recent years - now close to completion*Accompanied by a fantastically-detailed related archive*Complete with perfect provenance from new*2155cc 4-cylinder engine - superbly drivableFootnotes:The 12hp Panhard et Levassor X19, UK registration 'SV 6925', is from the same stable as the 1937 Bugatti 57S also offered here. Together they comprise 'The Bill Turnbull Collection', and both reflect the outstanding qualities of their highly enthusiastic, immensely experienced and competent engineer owner in very similar ways.Twin brothers Bob and Bill Stuart Turnbull were born and lived on a fruit and dairy farm in the rural community of Galloway, Alexandra, South Island New Zealand. Their father Alistair Stuart Turnbull, who had served in the First War, was a very practical man and a skilled cabinet maker; sadly, their mother Mary died suddenly when the boys were only seven. From this background emerged two intelligent, self-reliant, capable and industrious boys, and both went on to have successful engineering careers.Before and after WW2 New Zealand was a happy hunting ground for veteran cars and community of enthusiasts which flourishes to this day was already emerging. Recognising their interests, at the age of 16 the two boys were given a 1904 Humberette, on which that they practised their skills and to which the origins of their lifelong passion can be traced. Later, during the 1950s, Bob bought the remains of a 1907 Sizaire et Naudin which he restored, kept, together with the Humberette, and used almost daily up to his death in 2012. Meanwhile Bill in 1954 bought the 1913 Panhard now offered here, which he also kept for the rest of his life The twin brothers also both bought and restored Bugattis; Bob from 1958 an open Gangloff-bodied Type 57 and Bill from 1969 his 1937 Corsica-bodied Bugatti Type 57S. In addition Bill bought and worked upon a Type 23 Brescia Bugatti which he kept from 1961 to 1992. They were indeed identical twins...Against this background one might expect the Panhard to be something special, and it most certainly is. Bill Turnbull bought the car in 1954. Research within his personal archive related to this Panhard reveals two original receipts, recording that he first paid Mr Roger Barratt a deposit of £2 and on May 30, 1954 he followed up with the agreed balance of £13. He immediately set to work tackling jobs from which the average owner would recoil. There is a striking £1 2s 0d invoice 'To balance Panhard crankshaft' from Canterbury University College, where Bill and Bob had studied engineering, dated April 30, 1956. Mr Turnbull used his reliable Panhard quite intensively up to 1960 and there are many fine photographs showing him and the car covering that period. With the Panhard had come rare and interesting provenance documentation which Bill Turnbull later supplemented with his own research. The history file also incudes copies of published accounts of Bill and Bob's adventurous veteran car journeys, a published article by Bill himself and rare original Panhard driver's hand books in both English and French.The surviving original private-car registration document was issued to Miss E.G. Gardner by Christchurch City Council on May 15, 1914. No engine or chassis numbers were required to be entered but plate number '6987' was assigned, and regulations relating to letter size and spacing were printed on the reverse. A new Vehicle Registration Act came into force in 1924 and a replacement certificate was issued to Mrs E.G. Williams (née Gardner) in Christchurch on January 23, 1924. This certificate has also been carefully preserved.It is a wonderful document. In addition to recording engine, chassis and plate numbers it bears on the reverse the names and addresses of all subsequent owners up to and including Roger Barratt and William Stuart Turnbull. Mrs Williams appears to have kept the Panhard from 1914 until 1933 when it passed to Ford Motors of Christchurch, New Zealand.Amazingly, but typically, Bill Turnbull sought out Mrs Williams and drove to meet her in the Panhard. She recognised her old car and sent confirmation by post, enclosing a 'snap' of the car taken during her ownership. Mr Turnbull preserved her note, a small photograph of a boy straining with the starting handle and original envelope is post-marked August 15, 1957.But what of the car? What is its specification? What is a 12hp Panhard like to drive? The high reputation and commanding stature enjoyed by the company during the pioneering years of motoring is well known but the above questions can be answered very fully and specifically in relation to Bill Turnbull's car.The 1924 Registration Document confirms that 'SV 6925' was owned by Andrew Affleck Anderson from June 16, 1947 to December 18, 1951. Andrew Affleck's article 'The Edwardians' appeared in the December 1949 edition of the New Zealand magazine 'Sports Car' accompanied by a photograph of himself in the car. In that article he described his experience of what became Bill Turnbull's car. A verbatim extract from his article follows:It is obviously impossible to begin a series on Edwardians without describing a Panhard first of all. This makes things easier for me since I am the proud owner of one of these cars, but since it is a characteristic example of the medium-priced continental Edwardian I hope I may be excused for starting with my own machine.The car is a 1913 Model rated at 12 R.A.C horse-power and one of the last of the poppet valve Panhards. It is in original condition save for fitting of electric lights. It is, therefore, not one of the famous Panhards of earlier years but it nevertheless retains many characteristics of a race-bred car of the period. The engine is a four-cylinder (bore and stroke 70 x 140=approx..2 litres) with side valves, magneto ignition and fully automated carburettor of Panhard et Levassor patent.Beautifully finished internally the engine peaks at 1500 r.p.m. with normal cruising speed of 1000 r.p.m.; a massive built-up crankshaft is carried on three wide bearings in the cast aluminium crankcase and is splash lubricated as are all working parts; the connecting rods and domed hour-glass pistons. Though lubrication is by splash the oil circulates through a cooler and is automatically replenished from a reservoir. Water circulation is by pump and cooling is most efficient. Power is taken via a rather primitive plate clutch to a four-speed gearbox with right hand control and thence through a spring connection and torque tube to a 3.3:1 rear end. A very advanced feature is that the clutch is totally enclosed and is in unit with the engine and gearbox. On the road she is a delight to handle; the steering is typical of the period being very positive and high geared and the gears though tricky are soon mastered and a very close ratio thrid and top provide a lot of innocent fun in rolling country!!Though 1000 revs is normal cruising speed and equals 30 m.p.h. between 45 and 50 m.p.h. is possible without any bother and the motor runs very smoothly right up to peak revs. Chief attraction lies in the phenomenal power at very low revs. That make it suitable for almost any trials work in spite of that 3.3:1 back axel!! Even the two-wheel metal-lined brakes give considerable stopping power and it takes some brakes to pin down all that 'avoir-dupois' punctually.Her chief features are typical of the period being effortless cruising at very low revolutions and pulling a very high gear ratio, hard positive suspension, hair-line steering, extremely roomy and comfortable coachwork, in fact a c... Lot to be sold without reserve.For further information on this lot please visit Bonhams.com
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