1953 C3  |
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1952 Cunningham C3 news, pictures, and information | ||
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 |  |  | West Palm Beach Coupe Chassis Num: 5206X |
| High bid of $550,000 at 2011 RM Auctions. (did not sell) | |||
In 1952, he built a road car based on his C-2R racer and called it the C-3. The C-3, a two-door hardtop, is powered by an overhead-valve 331 cubic-inch, 220 horsepower, Chrysler engine. The car was designed by Giovanni Michelotti and bodied by Vignale Carrozzeria. The car weighed 2,800 lbs., sold for $10,000 to $11,442, and could attain a top speed of 138 mph. They had a tubular steel chassis and an independent front suspension and a complex De Dion-type rear. Less than 30 of these vehicles were produced.
There were just three Cunningham C-2Rs built and raced by Team Cunningham in 1951. All three Cunningham C-2Rs competed at Le Mans and continued to race with success in the US throughout 1951, driven by Phil Walters, John Fitch and Cunningham himself before being refitted as road cars and sold through Roger Barlow's International Motors in Los Angeles.
In 1951, Cunningham introduced the road-going C-3 model. This example, chassis number 5206X, is the only Cunningham C-3 coupe constructed entirely in Cunningham's West Palm Beach workshop. It is also the only example that was envisioned by Briggs for racing and touring. The chassis is recorded in Cunningham production records as 'Work Order 6' and was the sixth Cunningham sports car constructed. The chassis is nearly identical to the C-2 competition cars with the addition of a roll bar built into the chassis. It was originally given the same independent front suspension and De Dion rear end as the competition cars. Under the bonnet, the 331 cubic-inch Chrysler Hemi engine was fitted with the competition modifications that included four Zenith carburetors on the Cunningam log manifold which gave it 220 horsepower. There is a Cadillac three-speed manual transmission and two-speed rear axle - the same setup as the competition C-2Rs.
While still under construction, the car was sold to Cunningham friend Carl Kiekhaefer. When completed, the car was painted Brewster Green with a pleated leather bench seat, dash and two-tone door panels covered in tan. It was equipped with a radio as well as the same full instrumentation, full bumpers and modified grille as refitted to the competition C-2s prior to their sale.
Kiekhafer retained the car for only a short time, as it was not a very accommodating road-going car. The car was returned to the Cunningham shop in exchange for the first Vignale-bodied C-3 completed, which was also numbered s/n 5206.
The second owner of this car was George Schrafft of Boston and Florida. Before the car was delivered, it was fitted with a number of factory modifications which included replacing the bench seat with racing-style bucket seats. The De Dion rear end was exchanged for a live rear axle, and the original magnesium disc wheels were substituted with gear-drive wire wheels.
The car remained in Schrafft's care until 1958, when it was sold to Henry Desormeau who owned the car for 41 years. It was eventually given a restoration that included repainting it in the classic Cunningham colors of white with blue stripes. The work was completed shortly before Desormeau passed away in 1999.
Since there are two Cunningham vehicles with the 5206 serial number, a suffix 'X' was later assigned to this C-3 West Palm Beach coupe to differentiate the two cars.
In 2011, the car was offered for sale at the Monterey, CA sale presented by RM Auctions. It was estimated to sell for $675,000 - $875,000. Bidding reached $550,000, but was not enough to satisfy the car's reserve. It would leave the auction unsold.
By Daniel Vaughan | Oct 2011
Briggs Swift Cunningham was a sports car driver who raced at tracks like Sebring and Le Mans, he raced Cadillac, Corvettes and Jaguars. In 1951 he then started to build his own cars, Cunninghams, including the C-3 with a powerful Chrysler Hemi engine.
The 1952 C-3 Cunningham arrived in the USA. Alfredo Vignale's Carrozzeria Vignale Coachworks in Turin, Italy was building the bodies. The design was similar to the Ferrari 212 and 225 models. It is believed that 19 coupes and 4 cabriolets were built.
This is the car described and photographed in Mechanix Illustrated October, 1953, featured in Modern Sports Car and road tested by Phil Stiles.
The C-3's ladder-type chassis had independent front suspension and a coil sprung Chrysler rear axle located by parallel trailing arms. Leather seats, large speedometer and matching combination gauges. The engine was a stock 331 cubic-inch Chrysler Hemi with four Zenith downdraft carburetors. Horsepower was 220.
The 1952 C-3 Cunningham arrived in the USA. Alfredo Vignale's Carrozzeria Vignale Coachworks in Turin, Italy was building the bodies. The design was similar to the Ferrari 212 and 225 models. It is believed that 19 coupes and 4 cabriolets were built.
This is the car described and photographed in Mechanix Illustrated October, 1953, featured in Modern Sports Car and road tested by Phil Stiles.
The C-3's ladder-type chassis had independent front suspension and a coil sprung Chrysler rear axle located by parallel trailing arms. Leather seats, large speedometer and matching combination gauges. The engine was a stock 331 cubic-inch Chrysler Hemi with four Zenith downdraft carburetors. Horsepower was 220.
 |  |  | Coupe Coachwork: Vignale Designer: Giovanni Michelotti Chassis Num: 5210 |
The C-3 #5210 arrived in the United States in late 1952 with a Vignale body from Giovanni Michelotti. This C-3 bore more resemblance to other Vignale designs, particularly some of the early Ferrari 212 and 225. Probably one of Vignale's better efforts, it was listed as one of the World's ten best designs by Arther Dexler, director of the New York Museum of Modern Art. This car was used for some time as a Briggs Swift Cunningham Company demonstrator. It was sold to the current owner in 1975 who completed a total restoration of the car in 2004 using all original parts.
During the 1950's Mr. Briggs C. Cunningham Jr. made it his personal mission to claim victory at the 24 Hours of LeMans. Several times, he came very close to accomplishing his goals. He financed the entire endeavor himself.
The first in the series was dubbed the C-1. It was powered by a 331 cubic-inch Chrysler Hemi and matted to a tubular chassis. It was suspended in place by a De Dion rear suspension and a front coil-spring setup. Only one C-1 was ever created and it was designed for road use. The C-2, also called the C-2R, was introduced in 1951. There were three examples created, all designed for racing competition. One was driven by John Fitch and Phil Walters at LeMans where they managed to run as high as 2nd place. The fuel for the event was supplied by the French organizers which turned out to be the team's downfall. It did not work well with the Chrysler engine and eventually the Hemi's valves began to burn. When the C-2R models returned to the United States, they solidified their potential by winning at Road America and Watkins Glen.
For 1952 a new car was needed, one that could comply with the ever-changing rules and regulations. For the 1952 year, the biggest hurtle was satisfying the homologation rule which stated that 25 production vehicles needed to be created. A prototype of the C-3 was created at Cunningham's West Palm Beach factory. At the time of completion, it was estimated that the build cost was around $15,000 and the selling price of $8000 to $9000 would fall short of covering the cost.
In an effort to manage costs, Alfredo Vignale's of Turin, Italy was tasked with building the bodies to a new design by Giovanni Michelotti. The result was one of America's most stunning Gran Turisimo vehicles ever created.
The ladder-type tub chassis was very similar to the C-2. A coil-sprung Chrysler live axle located by parallel trailing arms replaced the prior De Dion rear end suspension. The eleven-inch drum brakes were borrowed from Mercury. The 105 inch wheelbase was initially used but was later enlarged to be more accommodating for the 2+2 configuration. The engine was a Chrysler unit that produced 235 horsepower which was sent to the rear wheels through a semi-automatic Chrysler transmission. The C-3 Continental Competition Coupes could race from zero-to-sixty in under seven seconds.
Inside the occupants were treated pleated leather seats and large instrumentation. The spare tire and fuel tank occupied most of the space in the trunk so luggage had to be carried inside the vehicle. The first C-3 Coupe, named Continental, was shown throughout 1952 and 1953 by Cunningham and his team. In October of 1952, the second C-3 constructed made an appearance at the Paris Auto Show. By 1953, production of the C-3 was in full swing, able to create a chassis a week. The bottleneck was with Vignale who required almost two months to finish the rest of the vehicle. In total, five cabriolets and twenty coupes were created with the coupes carrying a price of $11,422.50.
Cunningham made additional attempts at winning at LeMans with his C-4R, C-4RK, C-5R and C-6R.
By Daniel Vaughan | Nov 2008
For more information and related vehicles, click hereThe first in the series was dubbed the C-1. It was powered by a 331 cubic-inch Chrysler Hemi and matted to a tubular chassis. It was suspended in place by a De Dion rear suspension and a front coil-spring setup. Only one C-1 was ever created and it was designed for road use. The C-2, also called the C-2R, was introduced in 1951. There were three examples created, all designed for racing competition. One was driven by John Fitch and Phil Walters at LeMans where they managed to run as high as 2nd place. The fuel for the event was supplied by the French organizers which turned out to be the team's downfall. It did not work well with the Chrysler engine and eventually the Hemi's valves began to burn. When the C-2R models returned to the United States, they solidified their potential by winning at Road America and Watkins Glen.
For 1952 a new car was needed, one that could comply with the ever-changing rules and regulations. For the 1952 year, the biggest hurtle was satisfying the homologation rule which stated that 25 production vehicles needed to be created. A prototype of the C-3 was created at Cunningham's West Palm Beach factory. At the time of completion, it was estimated that the build cost was around $15,000 and the selling price of $8000 to $9000 would fall short of covering the cost.
In an effort to manage costs, Alfredo Vignale's of Turin, Italy was tasked with building the bodies to a new design by Giovanni Michelotti. The result was one of America's most stunning Gran Turisimo vehicles ever created.
The ladder-type tub chassis was very similar to the C-2. A coil-sprung Chrysler live axle located by parallel trailing arms replaced the prior De Dion rear end suspension. The eleven-inch drum brakes were borrowed from Mercury. The 105 inch wheelbase was initially used but was later enlarged to be more accommodating for the 2+2 configuration. The engine was a Chrysler unit that produced 235 horsepower which was sent to the rear wheels through a semi-automatic Chrysler transmission. The C-3 Continental Competition Coupes could race from zero-to-sixty in under seven seconds.
Inside the occupants were treated pleated leather seats and large instrumentation. The spare tire and fuel tank occupied most of the space in the trunk so luggage had to be carried inside the vehicle. The first C-3 Coupe, named Continental, was shown throughout 1952 and 1953 by Cunningham and his team. In October of 1952, the second C-3 constructed made an appearance at the Paris Auto Show. By 1953, production of the C-3 was in full swing, able to create a chassis a week. The bottleneck was with Vignale who required almost two months to finish the rest of the vehicle. In total, five cabriolets and twenty coupes were created with the coupes carrying a price of $11,422.50.
Cunningham made additional attempts at winning at LeMans with his C-4R, C-4RK, C-5R and C-6R.
By Daniel Vaughan | Nov 2008
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