Among the services which we offer

clients is the ability to help them efficiently

find or sell important motor cars; inside
you will find a selection of those from
collections around the world whose
owners have asked us to represent them
on their behalf. We hope you will find
something to suit your discerning taste
and remain at your disposal to discuss
your requirements or simply to offer
professional, up-to-date advice on any
aspect of our shared passion.

Cover illustration: Lt Commander Glen Kidston conserving energy atop his Lockheed DL-1 Vega Special monoplane.
Inside front cover: Sidney Cotton’s fabulous Lockheed Electra, nicknamed ‘Caprice’, which we present inside.
Opposite: Simon introduces sartorial stars Sir Jackie and Paul Stewart to an appreciative Italian public at the 2010
Villa d’Este concours (300SL courtesy Kidston SA).
Introduction
We’re in the middle of the busiest period in the classic motoring
season: concours d’élègance, rallies and tours, auctions and
private deals…On both sides of the Atlantic, right now it all
seems to be happening.

Those who follow the market closely will probably have

observed the same trends we’ve noticed. The gap between the
best and the rest is widening. Whether it’s the waiting lists to
enter the top events compared to the difficulty in getting new
ones off the ground, or the buzz when something exciting comes
to the market versus the lack of appetite when automotive
porridge is served up, there’s a sense that aspiring and established
collectors are more knowledgeable than ever and aiming higher.

We’ve spent the past few months putting together the selection
of motor cars which feature in the presentation you’re holding.
For the gentleman collector who thought he already had
everything, and reflecting our own developing interests, we’ve
broadened our focus to encompass not just exceptional motor
cars but a spectacular vintage aircraft and something equally
beautiful for your enjoyment on the water this season: the perfect
finishing touches to compliment the perfect collection.

Hopefully you’ll be behind the controls soon.

Simon Kidston

If you are holding this portfolio, we count you as an important past, present or future client. We pride ourselves not on the size but the quality
of our clientele. Many of you have become friends and we believe that a ‘hands on’, personal approach is key to success in our business.
Restricting ourselves to a key group of collectors and choosing to handle only motor cars which we ourselves would be proud to own is an old
fashioned concept today, but it allows us to focus fully on each transaction and provide a professional standard of service commensurate with
the value of these beautiful automobiles.
1941 Lockheed Electra 12A
Ex-Sidney Cotton and
the film ‘Amelia’
1941 Lockheed Electra 12A

Serial no. 1287

There are few more evocative aircraft than the Lockheed Electra,  Lowest time airframe of ten surviving
the class of the field in the Art Deco era and the choice of Electras in flying condition
daring pioneer Amelia Earhart for her final, ill fated record attempt.
Her complete disappearance, together with her co-pilot and  High standard of maintenance with
aircraft, remains one of history’s great unsolved mysteries and low hour engines and props
was turned into a Hollywood film in 2009 starring Hilary Swank
and Richard Gere.  Fascinating history includes US Naval
wartime service in London
This Electra has enjoyed a romantic history too, although fate has  Immortalised in cinema history
been kinder to it. Some speculate that the Lockheed 12 seen at the
end of the film Casablanca was ‘1287’- after all, it was still at  Cooler than a Citation...
Lockheed’s Burbank factory when the film was being shot almost
next door at Warner Bros studios. Others say it was ‘1207’. Who
knows? The war intervened and shortly after the Pearl Harbor
attacks, the US Navy took delivery of ‘1287’, which flew the Atlantic
and was assigned to the office of the US Naval Attaché in London.
RAF Coastal Command took it over in 1945 for anti-submarine
missions, and during D-Day festivities it was signed by celebrating
pilots whose names are still visible on the empennage. Soon
thereafter aviation pioneer, WW1 fighter pilot and dashing
entrepreneur Sidney Cotton acquired the Electra for his private
use, nicknaming it ‘Caprice’, including photo reconnaissance over
Above and right: Sidney Cotton (centre) and his prized Lockheed, circa 1950.
Eastern Europe and the Middle East. A close friend of Ian Fleming, larger-than-
life Cotton is often cited as the inspiration for Fleming’s most famous fictional
character, James Bond.
From Cotton the Electra returned to the RAF as a flying testbed for active radar
countermeasures before finally entering a less demanding peacetime life, initially
in the hands of a well-known peer of the British realm followed by private and
commercial owners on the Cote d’Azur, in Corsica and Valence.
The present long-term custodian, a French aviation historian, journalist and
documentary producer, has overseen a sympathetic but thorough restoration
of the Electra to ensure its complete airworthiness whilst remaining faithful to
its historic appearance; over 2,500 man hours have been worked on the aircraft
since 2000 and it survives as the only piston-engined airliner still listed on the
#
Opposite: The Electra, its family owners, the
producer (far right) and the stars of the film
‘Amelia’, Richard Gere and Hilary Swank.
French register (‘F-AZLL’, formerly G-AGTL’). In testimony to its authenticity
and condition, in 2008 the Electra was flown to South Africa where it served
as ‘the other star’ of the film, Amelia.
The aircraft has flown just 4,500 hours from new; its engines have 160 hours
(left) and 0 hours (right); new Hamilton Standard props were fitted in 2008.
Remarkably, most of the interior trim is still original.
Just ten Electra 12As are known to remain in flying condition worldwide; seven
in the USA, two in Australia and this sole example in Europe.This is the lowest
time airframe in existence and the only original example to have lived through
history and time.
1947 Cisitalia 202 MM
1947 Cisitalia 202 MM
Nuvolari Spyder
Coachwork by Garelli/
Stabilimenti Farina

Chassis no. 021SMM

Just 30 of these hand crafted racers are believed to have been  Known history and never exported from Europe
made, each named in honour of Tazio Nuvolari's epic Mille Miglia
drive at the wheel of a similar car, making them one of the most  Restored in Italy to concours condition
important, significant and successful automobiles built in the years and now fine tuned in the UK
immediately following World War II.
 ASI and FIVA certified to the highest standard
Unlike most, this example has a continuous and documented  Mille Miglia eligible
history, starting in sunny Sicily with its appearance at the 1948
Catania-Etna hillclimb and continuing through a handful of Italian
collectors until its acquisition via Kidston SA in 2008 by the present
enthusiast, a well-known international designer. The level of period
detail still present on the car when purchased was remarkable, and
the new owner has ensured that performance is also to the same
standard.The car therefore underwent a mechanical rebuild by the
experienced firm GTO Engineering in the UK to include engine
(30bhp more), gearbox (now fully synchronised) and back axle, fully
respecting the original appearance. The car has taken part in the
Mille Miglia retrospective and is a joy to drive; its sleek and futuristic
appearance also endearing it to concours judges. It is UK registered
with a number chosen to mimic the original Italian licence plate, 'on
the button' and accompanied by ASI homologation, FIVA pass,
restoration invoices and a history file.
Sport Spiderar XK150 ‘S’ Roadster

19581958 Jaguar XK150 ‘S’ Roadster Ex-Alberto Ascari/

1952 Ferrari 340 Mexico Dino 246
Carrera Panamericana
1952 Ferrari 340 Mexico
Coachwork by
Carrozzeria Vignale

Chassis no. 0226AT

In the early Fifties Ferrari recognized that the company’s best, most  One of just four examples built
enthusiastic and – most importantly – most lucrative market was
in North America. Protected by two oceans from the ravages of  Instantly recognizable in its period livery
World War II and turned into an industrial and commercial colossus  Eligible for the most exclusive historic
by the war effort, North Americans were energized, productive, flush
with cash and discovering road racing.
events worldwide
 Impeccably presented and with the
As much as Europe focused on the Mille Miglia and Le Mans, North best possible provenance
America turned its attention to the Carrera Panamericana, a five day,
nearly 2,000 mile odyssey the length of Mexico. Begun in a small
way in 1950 to promote the opening of the Pan American Highway,
it was limited to five-passenger sedans and ran north-to-south.
North American marques like Cadillac, Oldsmobile, Nash, Lincoln
and Ford dominated the results.

Running on surfaces that ranged from loose gravel to smooth tarmac,

from tight, twisting mountain stages to hours-long stretches of
flat-out running, from close to sea level to passes over 10,000 feet up,
it was an unprecedented test of machinery alleviated only by stage
checkpoints and four overnight layovers.

A year later the organizers loosened the rules to balance the

worldwide attention the Carrera had received with a similarly
international group of entrants. Ferrari entered two cars, 212 Inter coupés with
coachwork by Vignale, driven by Piero Taruffi/ Luigi Chinetti and Alberto Ascari/
Luigi Villoresi.
Loafing along behind the Packards, Oldsmobiles, Lincolns, Chryslers and Mercurys
in the early stages, shadowed by Bracco’s Lancia,Taruffi and Ascari opened up in
the late stages employing their Ferraris’ power and long gearing to capture the
prizes of $23,180 and $14,487 for first and second places, taking home between
them over half the total prize money of $68,380.
The third running in 1952 marked the race’s pinnacle. Again heading south-north,
factory teams from Mercedes-Benz, Porsche and Gordini raised the stakes, the
level of competition and the driver line-up.
Like its competitors, Ferrari brought a special model, the 340 Mexico. There were
three berlinettas and a spider, all bodied by Vignale with single ignition, 4,101cc
Lampredi long-block engines described as making 280 horsepower, five-speed
gearboxes, transverse leaf spring independent front suspension and leaf sprung
live rear axles on 2,600 mm wheelbase chassis. Entries were variously described
but Texas oilman Allen Guiberson backed at least two. US gentleman driver Bill
Spear, the entrant for the spider, didn’t take the start.The three berlinettas were
driven by the star-studded roster of Piero Taruffi, Luigi Chinetti, Luigi Villoresi,
Franco Cornacchia, Alberto Ascari and Giuseppe Scotuzzi.
All three of the 340 Mexico coupés were sponsored by Santiago Ontanon, a
Mexican motor racing enthusiast and owner of Industrias 1-2-3 who also
entered his own 212 Inter in the race as well as going on to sponsor the
Ferrari factory 375 Plus entries in 1954. His ‘Productos 1.2.3’ logo dominated
the Mexico’s flanks. Its slogan No hay dos – colloquially translated as “nothing
better” – was on the nose. With a diverse line of consumer products ranging
from a leading brand of vegetable cooking oil still sold in Mexico to a popular
laundry detergent, Industrias 1.2.3’s sponsorship reflected the exposure it got
to the thousands of spectators who thronged the Carrera Panamericana
route. Historically more significantly, it is one of the first instances of non-
automotive product sponsorship in a major motor race.The ‘Productos 1.2.3’
identity has become inseparably linked with the three Ferrari 340 Mexicos,
along with the Sinclair Oil Corporation whose name prominently adorned
their front wings and roof.
The third of the 340 Mexico berlinettas, ‘0226AT’, was entered by Ferrari’s
North American representative Luigi Chinetti and commended to F1 World
Champion Alberto Ascari and his co-driver Giuseppe Scotuzzi. Its saga in the
Carrera Panamericana is short, but is ample evidence of Ascari’s intensity and
determination. After starting at 7:14 AM, barely a half hour later Ascari had
swallowed up nine competitors in an epic charge. His demise is variously
attributed to gravel, stones and melting asphalt. His determination was evident.
After its retirement from the Carrera Panamericana, ‘0226AT’ was returned to
Ferrari and Vignale for repairs then sold by Allen Guiberson to A.V. Dayton in
Dallas,Texas in 1953. Carroll Shelby and Ernie McAfee drove it to a 2nd place
finish in the Offutt Air Force Base race on 4th July 1953. Its subsequent history
reflects the appeal of its history, its performance and its dramatic and attractive
Vignale berlinetta coachwork, sympathetically preserved and passing through
the hands of a number of owners from 1954 through 1975 without losing its
identity or its original engine.
In 1975 chassis ‘0226AT’ was acquired by David Carroll in Boston,
Massachusetts who sold it a decade later to hotelier and pioneering collector
#
J Willard ‘Bill’ Marriott Jr, for whom its first and only restoration was performed
by David Carte and Skip Hunt, returning it to its historic ‘Productos 1.2.3’
Carrera Panamericana identity.
In 1988 the car earned the Phil Hill Award for Best Competition Ferrari and also
Best in Show at the Ferrari Club of America National Meet in Elkhart Lake followed
by the Peter Helk Award at the 1989 Meadow Brook Concours d’Elegance.
In August 1989 it earned Best in Class at the Pebble Beach Concours d’Elegance.
In 1997 London-based Brazilian collector and racer Carlos Monteverde
became ‘0226AT’s penultimate custodian, followed by the present US owner
from 1999 onwards who has enjoyed its thrilling presence and performance
several times in the Colorado Grand and the Monterey Historic Races.
On so many levels Ferrari 340 Mexico ‘0226AT’ is a glorious machine. Driven
by heroes in one of road racing’s epic events, the Carrera Panamericana,
meticulously restored in its most recognized livery, it has remained together
with its original driveline and is impeccably presented. It will honour any
collection, historic race, tour, concours or event with its presence.
 “… 50 miles out [from the start], just over the first series of hills, the road wound
down into a valley across three narrow bridges, then back up into the hills. A blinding
blanket of fog lay over the valley and it was here that we awaited the racing pack.
“At 7:25 the first car could be heard, as it screamed through the turns and down
into the soup, hit the first, second, and the last wooden bridge with a deep rumble,
and disappeared. The fog was so thick that only by standing on the edge of the road
and straining hard could the first car be distinguished – a Mercedes.
“Almost immediately the other two Mercedes-Benz went through, then the fog
began to lift and the next car came off the bridge, a Ferrari driven by Efrain Ruiz
Echeverria of Mexico City. Santos Litona Diaz in a Jaguar was next, with Alberto
Ascari, who had started in 14th place, trying desperately to pass on a bridge that
was hardly wide enough for one.
“Fifty miles up the highway, Ascari who finished second last year, lost his Ferrari in
some loose stone kicked up in one of the ever present sharp turns, and folded up
the front end against a rocky ledge.”
Vince McDonald writing in US magazine Speed Age, February 1953
1955 Ferrari 500 Mondial Series 2
Ex-Luigi Taramazzo/
Mille Miglia
1955 Ferrari 500
Mondial Series 2
Coachwork by
Carrozzeria Scaglietti

Chassis no. 0536MD

“It’s a common misconception that Ferrari sports racers of the 1950s  Competition history includes ‘55 Mille Miglia
can be neatly categorized into production types, and that changes
followed uniformly across the board when the great Enzo decreed  Testa Rossa engine fitted in period
them. As my learned friend the French Ferrari author and four cylinder  Original bodywork comes with car
expert Antoine Prunet points out, Ferrari at the time was “un grand
bordel” (we Brits would politely call it “a bloody shambles”), at least for  Attestation of Historic Interest
historians. Any racer from that period therefore needs to be analyzed by Ferrari Classiche
on a car-by-car basis.”

“The cars most Ferraristi describe as Series 1 Mondials have a Tipo

501 chassis (round tubes) with front transverse leaves, a 4-speed
transaxle and a Tipo 110 (two litre, four cylinder) engine;
approximately 22 were built in 1954. Sixteen were bodied by Pinin
Farina, two as closed berlinettas, and six by Scaglietti. Ferrari also
equipped some Tipo 501 chassis with 3 litre or even 3.5 litre engines.”
“As for the so-called Series 2 Mondials, these were built in 1955,
featured a Tipo 510 chassis (oval tubes) with helical springs, a 5-speed
transaxle and a Tipo 111 (two litre, four cylinder) engine, and were
bodied by Scaglietti. To add confusion, this same chassis was used for
the similar looking 750 Monza, and some cars used both 2 and 3 litre
engines: generally speaking, if they were delivered with the 2 litre the
chassis suffix was ‘MD’, or ‘M’ for the 3 litre. But only generally…”
Simon Kidston for Sports Car Market magazine, November 2009.
The car we offer here is a Series 2 Mondial with open Scaglietti coachwork and a
three litre, four cylinder engine; it began life as a two litre, but as can be seen from
the above, engine swaps were common when the cars were new or almost new,
and this engine has been fitted to the car for most of its life- ie since 1958.
Looking further at this particular car, we have the benefit of a comprehensive
inspection report dated 2007 by Keith Bluemel, a member of the IAC/PFA
(International Advisory Council for the Preservation of the Ferrari Automobile),
as follows:
“The car is a 1955 second series Ferrari 500 Mondial, which used a type 510
tubular steel chassis, with a type 111 four cylinder twin overhead camshaft engine
of 2 litre capacity, mated to a 5 speed type 509 transaxle. It was supplied new
in April 1955 to Italian gentleman racing driver Luigi Taramazzo, who ran in it in
the Mille Miglia on race # 628 with Bologna “Prova” registration # BO 46420,
on 30th April/ 1st May, days after taking delivery. He was leading his class and
#
4th overall before retiring on the penultimate stage. Later that year it was
exported from Italy to the USA by Luigi Chinetti, and it continued its competition
career across the Atlantic.”
“In 1958 a Testa Rossa engine with “numero Interno” (internal number) 48 TR was
installed whilst in the ownership of John Middleton in the USA. According to factory
records this engine came from Ferrari 625 LM, chassis # 0644 MDTR, which had
been heavily crashed in the USA in late 1957. Being from this model the engine
would have a capacity of 2.5 litres. The engine has been overstamped with the
chassis number of this car “0536”. At the same time a four speed transaxle with
number 58 MD was installed, the work being carried out by Hal Ulrich in Chicago.
It is not known why this change took place, or of the current whereabouts of the
original engine and transaxle. Equally the remains of the 625 LM, chassis # 0644
MDTR, have not appeared since that time. During the mid eighties an engine with
# 0536 is reported as having been installed in Ferrari 750 Monza, chassis # 0554
M, although it is not with that car now.”

“In period the car competed in both its original form and also with the replacement
engine/transaxle. The engine “48 TR” and four speed transaxle “58 MD” have been
in the car for almost fifty years, and although not the original units are an integral
part of the history of this particular car.”
“At the beginning of the nineties the car was restored for the then owner, and at this
time a replacement body was constructed by Rod Jolley in the UK, as the original
one was showing signs of fatigue. However, the original body was used as a pattern
for the new body to ensure accuracy of line and shape, and the builder retained the
original along with the buck constructed to form the new body. The current owner
acquired the original body and the buck soon after he purchased the car in 2000,
and they remain with the car to this day.”
“It is understood that the engine was overhauled by Diena & Silingardi in Modena
in 2005, and in 2006 an original type 509 5 speed transaxle was overhauled by
the Ferrari Classiche division of Ferrari SpA, which was installed by Ferrari Antwerp
the same year. Keith Bluemel 05/2007.”
Luigi Taramazzo guns ‘0536’ away from a checkpoint on the
1955 Mille Miglia whilst leading his class and running 4th overall.
Since compilation of Keith Bluemel’s report the Mondial has been inspected by
Ferrari Classiche in Maranello who have agreed to issue an Attestation of
Historical Interest, given that the modifications to the car were made during its
contemporary racing career. Should a new owner wish to fit a smaller, 2 litre
Tipo 111 engine as originally installed in 1955, full certification could be
requested.
Chassis ‘0536’ successfully completed the 2010 Mille Miglia and is ready to be
enjoyed; a voluptuous, raucous and rapid 1950s sports-racing Ferrari. Its 1955
Mille Miglia provenance makes it a favoured entrant for future editions whilst
any driver will appreciate having the extra horsepower at his disposal from the
3 litre engine.
1955 Ferrari 750 Monza
Ex-John von Neumann/
Phil Hill/ ‘On the Beach’
1955 Ferrari 750 Monza
Coachwork by
Carrozzeria Scaglietti

Chassis no. 0492M

Perhaps following the concept that if “some is good, more is better”,  Excellent provenance in hands of Phil Hill
in 1954 Ferrari, following the success of the Lampredi designed and on silver screen
four-cylinder Formula 2 engines in sports car tune, created a 3 litre
variant, the 750 Monza.  Freshly rebuilt throughout with new spare engine
 Matching numbers
Remarkable for many things, not the least of the 750 Monza’s
appeal comes from its gigantic 58mm Weber sidedraft carburettors  Eligible for most exclusive events worldwide
with venturis large enough to ingest modestly-sized avian creatures
without a hiccup and the absolutely seductive appearance of its
Scaglietti-built coachwork. While successfully raced in Europe, the
750 Monzas were specifically targeted at the SCCA’s D Modified
class in the U.S.

Built on Ferrari’s then standard twin tube chassis with independent

front suspension and deDion rear suspension, both with transverse
leaf springs, the 750 Monza’s five-speed transmission was integral
with the differential. The compact four-cylinder engine allowed
Ferrari to use a short 2,250mm wheelbase, creating a diminutive
powerhouse with abundant torque that performed admirably on a
variety of circuits and commended its handling and responsiveness Top left: Santa Barbara meeting, 3rd/4th September 1955 – a young
to a variety of talents. Phil Hill fine tunes the carbs of ‘0492M’, his race car for the weekend.
Above: Santa Barbara weekend again – John von Neumann
doesn’t look very pleased as he surveys the dented bodywork of
his Monza- Eleanor von Neumann is next to him.
Chassis ‘0492M’, the third of the Scaglietti Spiders on the 750 Monza chassis,
was displayed by Ferrari’s Belgian agent Jacques Swaters at the Brussels Motor
Show in January 1955 then delivered to American West Coast Ferrari and
Porsche exponent Johnny von Neumann. Von Neumann himself debuted it at
Bakersfield on May Day 1955 with a second place finish, followed by races at
Santa Barbara and Santa Rosa, California, with victory at the latter.
In June von Neumann turned his new 750 Monza over to young Phil Hill at
Torrey Pines – where Hill brought it home second – and at Salinas where the
pairing didn’t make the start on 10th July. Its last race in von Neumann’s
ownership was at Glendale in November where von Neumann placed sixth.
Sold to Harrison Evans thereafter it was aggressively raced in West Coast
events through 1956, winning the Paramount Ranch main event in August
among a string of mostly top-five placings.
Above and opposite: For the 1956 season ‘0492M’ is now driven by international
geologist and possible Indiana Jones prototype Harrison Evans – here it is back at
Santa Barbara (above) in March 1956 and the Paramount Ranch Road Races
(opposite) on 17th/18th November of that year.
‘0492M’s next appearance was one of the most unusual of any Ferrari, if
perhaps also the most fraught. Acquired in 1958 by Stanley Kramer
Productions, it was featured in Kramer’s 1959 apocalyptic movie ‘On the Beach’.
After the USS Sawfish’s return from the nuclear-wasted Northern Hemisphere
to Australia, ‘0492M’ was character Dr. Julian Osborne’s desperate ride in the
last – at least in movie terms – Australian GP. Portrayed by Fred Astaire in his
first non-musical, non-dancing role, Osborne’s frenetic, abandoned cinematic
race is an indelible image of the hopeless but still ambitious spirit of the
doomed survivors of nuclear disaster.
Luigi Chinetti Motors acquired ‘0492M’ following filming, selling it in 1979 to UK
dealer and gentleman driver Dan Margulies. Later the same year Margulies sold
the car to Peter Kaus who displayed it for almost three decades as a prominent
exhibit in his Rosso Bianco museum.

Its present US owner acquired the car after dispersal of the Kaus collection in
2006 and commissioned a comprehensive two-year restoration, including
having a brand new Monza-spec engine built up by recognized four-cylinder
racing Ferrari specialists Hall & Hall in the UK in order to preserve the original
engine during intended historic events. The owner’s interests have since
changed direction to modern racing and the singularly historic and recognized
ex-von Neumann, Phil Hill, ‘On the Beach’ 750 Monza is now offered complete
with both its original engine currently fitted and the new, race-prepared Monza-
spec engine as a spare.The latter has been dyno tested (a print-up is available)
and produced a healthy 263bhp at 6,500rpm.
#
Opposite: Paramount Ranch Road Races,
18th/19th August 1956 – ‘0492M’ went
on to win the main event.
Restored and prepared to the highest standards of contemporary historic
racing performance, appearance and safety, Ferrari 750 Monza ‘0492M’ is
beautiful, fast, powerful and refined. A cinematic ‘star’, its history with Phil Hill
while owned by John von Neumann gives it genuine charisma, a rare
combination of star power on the screen and on the circuit.
It’s also genuinely exciting to drive and a beautiful example of Sergio Scaglietti’s
intrinsic sense of aerodynamics and aesthetics.
1957 Ferrari 500 TRC
Ex-Gottfried Kochert Mille
Miglia/ Le Mans 24 Hours/
Nürburgring 1,000Km
1957 Ferrari 500 TRC
Coachwork by
Carrozzeria Scaglietti

Chassis no. 0686MD/TR

In 1956 Ferrari updated the 2 litre customer sports-racing concept  Arguably the most beautiful of all Ferrari
popularized by the 500 Mondial to introduce the 500 Testa Rossa. sports-racers
The engine was still 90x78mm but a new head raised the power
even in sports car tune to 180 brake horsepower. To acknowledge  Restored to show/ race standards
the revised engine the cylinder head was painted red and featured in and impeccably maintained since
the model name. At the same time the chassis, Tipo 518, was revised
 Offered with two engines including a
with a live rear axle and the transmission was mounted in unit with
the engine. developed unit for events
 Exceptional period race record ensures
Just a year later revised CSI sporting regulations required more almost guaranteed eligibility for historic
revisions to meet the standards of its Appendix C, principally directed events including the Mille Miglia
at the bodywork in an attempt to force the builders of sports-racing
cars to make them more like road cars. Doors, a rudimentary top
and a full width windscreen were the main requirements, giving
Scaglietti the opportunity to further refine his expression of form
following function with a new series of open sports-racing Ferraris.

Named 500 TRC for their Testa Rossa power and adherence to the
CSI’s Appendix C regulations, the 1957 2 litre Ferraris bodied by
Scaglietti are believed by many to be the most beautiful open Ferrari
sports-racers ever, regardless of the number of cylinders.
Brescia, Italy, 4.57am, 10th May 1957 – last minute adjustments for Gottfried
Köchert before the starters flag waves him off on the last open road Mille Miglia.
The eleventh of nineteen built, ‘0686 MD/TR’ was completed on 9th May, sold a
day later to Austrian gentleman driver Gottfried Köchert and at 4:58 the next
morning took the starting flag for the 26th (and last open road) Mille Miglia
where it finished 10th overall and 2nd in class, only 17 minutes behind Gino
Munaron’s 2000cc Sports class winner in a similar 500 TRC.
Just two weeks later, on 26th May, Köchert and Erwin Bauer drove the TRC to a
class win and 13th overall in the ADAC 1000km at the Nürburgring. They then
partnered in the 24 Hours of Le Mans on 22nd June but dropped out with fuel
problems. In February 1958 the car was entered in the Cuban Grand Prix by
Manolo Perez de la Mesa and a month later was a reserve entry in the Sebring
12 Hours to be driven by Perez de la Mesa and Modesto Bolanos. In December
Perez de la Mesa took part in the Nassau Speed Weeks in ‘0686 MD/TR’.
A photographer captures Köchert’s wet weather charge to the finish, ‘0686 MD/TR’
just beaten to class victory by Munaron’s works-backed sister car.
The Ferrari was subsequently sold to a U.S. buyer and raced by Ross Durant and
Bill Redeker in SCCA events in Florida. In 1961-63 it competed in the infamous
Nassau Speed Weeks driven by Captain Anson Johnson, finishing 2nd in Class E
in 1961. Captain Johnson apparently wasn’t satisfied with that performance and in
1962 and 1963 appeared in ‘0686 MD/TR’ with a Chevrolet V8 under the bonnet
at Nassau and in SCCA events. He also started in two USRRC races, Daytona in
February 1963 and Mid-Ohio in September 1963.
It was a not uncommon fate for the Testa Rossas, now feeling the heat of
competition from the likes of Maserati Birdcages and Coventry Climax powered
mid-engined sports-racers from the U.K. It is no small tribute to their robust
construction and predictable handling that ‘0686 MD/TR’ and its counterparts
were able both to cope with more than double the horsepower and to withstand
its pounding.
In 1980 chassis ‘0686 MD/TR’ was discovered and acquired by Ferrari
historian Dick Merritt in Florida with its Chevy motor, flared wheel arches,
enlarged air intake and bulged bonnet. The original engine had gone missing
but the original gearbox, grille, brakes and other parts were still with it. David
Cottingham of British firm DK Engineering tracked down the original engine
in the mid-‘80s and with Merritt re-united chassis and engine. A second,
2.4 litre, TRC spec engine was built up by DK for racing. The body was
reskinned (DK still hold the remains of the original body) and painted in
Köchert’s distinctive and attractive red and white livery.
Following completion the TRC was sold to Ferrari collector and historic racer
Lord Cowdray, later passing to Mody Enav of Geneva and from him, via Simon
Kidston at Bonhams, to the current American ownership in 2001 where it has
been regularly exercised and professionally maintained in race- and show-ready
condition. The fuel tank has been replaced by a 22 gallon fuel cell and the
generator replaced by an alternator (both original components are included)
whilst the battery was moved to the rear and a Tilton Carbon Fibre clutch
installed. Both engines, the original 2.0-litre and race-prepared 2.4-litre currently
fitted are also part of the package. It is documented on a U.S. certificate of title.
Chassis ‘0686 MD/TR’ has participated in Ferrari’s 50th Anniversary celebrations,
the Monterey Historic races, the 2007 Mille Miglia and the 2008 Colorado Grand.
It is ‘on the button’, ready for show or go and demonstrably one of the most
historied of all Ferrari TRCs. With participation in the last open road Mille Miglia,
the ADAC 1000km, the Le Mans 24 Hours, the Cuban GP, USRRC and Nassau
Speed Weeks it meets the entry criteria for every important and enjoyable
historic event worldwide today.
The period race record, distinctive livery, responsiveness and speed of Ferrari
500 TRC ‘0686 MD/TR’ make it a delight for an enthusiastic driver while
the thump of its big four-cylinder engine and the sublime appearance of Scaglietti’s
coachwork give it instant appeal to spectators.
That is a very hard combination to beat.
Köchert pushes ‘0686 MD/TR’ to an unassailable
class lead in the ’57 Nürburgring 1,000Km.
1962 Aston Martin DB4GT Berlinetta
Full ‘Works Service’ restoration
1962 Aston Martin
DB4GT Berlinetta
Coachwork by
Carrozzeria Zagato

Chassis no. DB4GT/0189/R

One of only nineteen built, DB4GT/0189/R combines a race-bred  The last of just 19 examples built
pedigree with the comfort and luxury of a true granturismo.
 The most desirable Aston Martin GT
The short wheelbase DB4GT appeared in 1959 to meet clients’ car of all time
desires for an even lighter, more responsive Aston Martin for
 Unique original colour scheme and factory
competition and high performance road use. A two-seater built on
a shortened platform chassis, it also boasted a 3.7 litre engine cast
restored to ‘as new’ condition
in lighter alloy, dual ignition, triple Weber carburettors, high lift  Offered for sale for first time in over a decade
camshafts, 9:1 compression ratio, dual plate clutch, close ratio
transmission, Salisbury Powr-Lok differential and large diameter  Original British road registration (EU tax paid)
Girling disc brakes, specifications which left no doubt about the
DB4GT’s serious performance intent.

Only a few months later Aston Martin introduced the first of its
ultimate granturismo series, the DB4GT with competition-inspired
coachwork by Zagato. The limited run of Zagato-bodied lightweight
DB4GTs arose out of an unplanned meeting at Earls Court
between John Wyer and Gianni Zagato. It was designed by Ercole
Spada, then only 23 years old, a perfect blend of Spada’s gifted
balance of its surfaces and the seductively curved profile of the
DBR1. With its subtly refined air intake and elongated headlight
tunnels with aerodynamic covers, the Zagato’s nose explored the
limits of efficient air penetration, even pressing the bonnet so low
over the engine that dual bulges – like Zagato’s trademark roof bubbles – were
needed to accommodate the engine’s cam covers.
Marrying the best of contemporary Italian design with a 9.7:1 compression
ratio, 314bhp version of Marek’s 3.7 litre six and Aston Martin’s proven and
now highly developed suspension, the DB4GT Zagato debuted at the 1960
London Motor Show. Built by the craftsmen at Zagato in Milan and hand
finished in the workshops at Newport Pagnell, only nineteen were ever
completed.
Ironically the Zagato was not a sales success. The authors of the definitive
Palawan chassis-by-chassis book on the model, Stephen Archer and Simon
Harries, recall: “The DB4GT Zagato sales effort was a contradiction in
terms…Almost enough enthusiasts and connoisseurs did buy Zagatos early on. Not
many kept their cars for long, however, and it was not until they began to acquire
true classic status that a sense of real desirability became attached to them.”
#
”In the end, the final two Zagato-bodied DB4s remained unsold for nine months
until Mike Harting of HW Motors in Walton on Thames bought them at a knock-
down price and set out to sell them himself. Tellingly, he recalls that his principal, ex-
racing driver George Abecassis, was highly sceptical of this decision. Mike knew
his clientele, however, and he quickly sold the cars at a thumping profit.”
Chassis ‘0189’ was one of those two cars. The last DB4GT Zagato built, it has
an enigmatic early history. It is one of eleven right-hand drive Zagatos and one
of three to receive English paint. Its striking original colour scheme is unique:
Caribbean Pearl with Connolly red hide and carpets. Although completed on
14th December 1962, it waited longer than any other Zagato before being sold
and was finally bought in a package with ‘0176’ by Mike Harting at HWM for
£3,950. In the spring of 1963 Mike found a buyer in Mr S Miller of Horsham,
Sussex, for £6,000. Chassis ‘0189’ took part in minor British hillclimbs but led an
otherwise cosseted life. In 1970 it left for the sunny climes of South Africa,
joining DBR1/5 in the collection of Howard Cohen and taking part in vintage
events. In 1976 it returned to the UK with Ian Campbell-Mclaren of Glasgow,
and in 1983 entered German ownership. After spells in Switzerland and the UK,
the Zagato was acquired in 1995 by a Dutch collector who entrusted it to
Aston Martin Works Service for what the Palawan book describes thus:
“The restoration of 2 VEV was remarkably comprehensive but this was a tour de
force. The car was totally stripped down to the bare chassis…The Zagato was
returned to its original state with the original colour scheme of pale blue with red
leather inside. It’s now better than new. The final touch was the reinstatement of the
number 37 PH, due to the hard work of Andrew McCloskey at Aston Martin.”
David Townsend, manager of Works Service, recalls: “We performed a total body
off full restoration in 1995, bringing the car back to its original specification after
being a race prepared car at a cost of £141,000.”
Acquired thereafter by the current European owner, for the past decade chassis
‘0189’ has been kept out of the public gaze in a very private collection. Outings
have been limited to local trips to warm through fluids and exercise the engine,
gearbox and suspension. The total mileage covered since the full factory rebuild
is a mere 802 miles.
With a clear and interesting history from new, a restoration by the Aston
Martin factory and a unique livery, ‘0189’ is one of the most important British
granturismos in existence. Now that most DB4GT Zagatos are held by long
term collectors for whom they are a prize constituent of their collections, the
availability of ‘0189’ is a rare opportunity to experience the pinnacle of British
high performance road cars in the Sixties and to add an important, and all but
irreplaceable, component to the most comprehensive collection.
The fortunate new owner will have much to which to look forward.
1962 Ferrari 250GT SWB California
An Italian car from new
1962 Ferrari 250GT SWB
California Spyder
Coachwork by
Carrozzeria Scaglietti

Chassis no. 3345GT

All Ferraris are wonderful, exceptional automobiles. But even  One of just 55 examples built of which
among Ferraris there is a hierarchy that places some ahead of circa 11 with open headlights
the others.
 Superbly well documented history
The 250GT California Spyder is one of them. Conceived in the
 Unique specification with many one-off
same line as the 250GT Tour de France, Short Wheelbase Berlinetta
and GTO, the 250GT California Spyder was intended from
details, all still present
inception to be lightweight, quick and responsive, the image of the  Factory certified, Italian (EU) registered
high performance market in the U.S.’s state of California. In fact it and ready to be enjoyed
was John von Neumann, Ferrari’s distributor in California, who
asked for a convertible counterpart to the Tour de France to fit
Californians’ high performance lifestyle and the warm, dry, sunny
climate that made convertible ownership a practical prospect.

The first production California Spyder was delivered in January

1958 and the model continued in production into early 1963,
undergoing many changes during a period of rapid evolution at
Ferrari. Along with the Berlinetta in 1960 Ferrari shortened the
wheelbase from 2.6 metres to 2.4 metres. At about the same time
the 250GT engine received new cylinder heads with the spark plugs
relocated to the outside of the vee and individual ports for each
cylinder. The late LWB and all SWB California Spyders had disc
brakes which provided stopping power to match the going. Top left: Sestrière, 1962 – wish you were here?
A favourite with socialites and showbusiness personalities of the Dolce Vita era
including Brigitte Bardot, Roger Vadim, James Coburn and Barbara Hershey,
the California Spyder was also raced with some success, one finishing 5th
overall at Le Mans in 1959. In all only 106 Ferrari 250GT California Spyders
were built, 51 Long Wheelbase and 55 of the later and more desirable Short
Wheelbase models.
Dating from the final year of production and therefore incorporating the
various improvements introduced during the model’s five year lifespan, chassis
‘3345GT’ is the fortieth of the 55 250GT SWB California Spyders built. It was
ordered new on 7th June 1961 by 39-year old foreign exchange trader Dr
Vincenzo Comi of Milan and the history file with the car details the exact and
unique specification he required: open headlights (we know that around 11 cars
had this feature, making it rarer than the nowadays fashionable covered option),
shorter gear lever, spare wheel mounted differently to allow a suitcase or golf
bag to fit in the boot, tools set into the floor of the boot, slightly larger side air
intakes, different seat cushions, heater cut-off tap (for summer use),
#
underbonnet light, outside fuel filler (concealed under a flap), central cockpit
console with different switches and a radio. Dr Comi chose Grigio Argento (silver
grey) paintwork with blue leather trim and a hard top was also requested.
The base price of the model was 5,750,000 Lire, which after a 250,000 Lire
discount plus the various options and taxes took Ferrari’s total invoice, issued
on 12th April 1962, to 5,865,065 Lire.
Dr Comi obviously made good use of his new Ferrari. Photos in the file show
him in the company of an attractive female passenger enjoying a stay in the
mountain resort of Sestriere, hard top in place, that same winter. The original
1962 road tax disc is even with the car, which was registered ‘MI 641834’.
Eventually Dr Comi parted with his California Spyder, first to a company in
Aosta before another lady enters the story- it’s that kind of car, this time a
new owner in Vimercate near Milan. Around 1970 the Ferrari was registered to
an agent of industrialist and well-known Italian collector Carlo Bonomi of
Turin, in whose ownership the headlights were altered to the covered type.
The current owner, another long-term Italian collector, industrialist and
gentleman driver, purchased the car from Dr Bonomi in 1986 and has looked
after it ever since. Work has included returning the headlights to their correct
configuration and the outside colour to its original shade of silver, this work
carried out by Dino Cognolato. The upholstery, retrimmed many years ago, is
in black leather; the yellowing carpets may be original. Homologation by FIVA
and ASI followed thereafter together with certification by Ferrari Classiche
stating the car to be ‘matching numbers’. Chassis ‘3345GT’ was also borrowed
by Ferrari for the launch of the 550 Barchetta (2001) and the recent California
(2008), spending time on display in the Galleria Ferrari. It is probably the only
California Spyder never to have left its home country.
Uniquely specified, comprehensively documented, well maintained and as good
looking as any car ever built, this Ferrari 250GT SWB California Spyder is
destined for a great collection. Its availability after two and a half decades in the
same ownership is a rare opportunity for Ferrari collectors to acquire one of
the most beautiful, responsive and enjoyable Ferraris ever built, one that will
stand out in a sea of Rosso Ferraris. Perhaps best of all, if the new owner would
like to meet the first, Dr Comi still lives and works in Milan, aged 89!
1966 Alfa Romeo TZ2 Replica
1966 Alfa Romeo TZ2 Replica

Engine no. AD*106

The Oxford dictionary defines a ‘replica’ as ‘an exact copy of ’, and  Built over a period of several years by
it’s hard to think of a better example than this. Assembled over a a respected TZ owner and authority
period of several years by a diligent TZ owner and authority,
sourcing many original parts which are no longer available, we  Incorporates many now unobtainable
doubt that there is another TZ2 replica in existence built to this original parts
level of accuracy and period detail.The car is indistinguishable from
 Indistinguishable from a genuine TZ2
a genuine TZ2 save for one small feature specifically added to
prevent anyone passing it off in future generations as a factory-built  Eligible for a wide variety of historic
example. It is available now for sale for the very first and only time. events including the Goodwood Revival
With perfect copies of other legendary racing cars such as the
Ferrari 250GTO and Lancia D24/D50 now a familiar sight at events
such as the Goodwood Revival, the opportunities to enjoy an
automobile such as this are greater than ever before. We would
wholeheartedly recommend this car to collectors for whom the
word ‘replica’ would normally be taboo because of the honesty of
its purpose, the level of knowledge involved in its creation and the
fact that such a perfect copy is unlikely to be available again.
1966 AC Cobra 427
1966 AC Cobra 427

Chassis no. CSX 3293

‘CSX 3293’ was originally billed to Shelby American on 18th August  Genuine ‘Big Block’ Cobra to standard street spec
1966, painted red with black upholstery and featuring a 428 motor,
Sunburst wheels, standard flared rear arches, a competition oil  Clear, blemish-free history with no
cooler mouth and no bonnet scoop. Its first known owner was Bob known accidents
Schiro of Santa Clara, but in ’68 it was acquired by well-known
 Believed genuine 21,000 miles recorded
enthusiast Bruce Canepa who swapped the 428 for a 427, a
common performance upgrade in the period. Later Californian  EU registered and fresh from expert check-up
owners followed and during 1988 a rebuild to S/C specs was
carried out; this is now being reversed for the present private
German owner by top Cobra restorers Legendary Motorcars in
Toronto. Work includes a carburettor rebuild, removal of the
bonnet scoop, side pipes and roll bar, fitting stock manifolds and an
underfloor exhaust. Cosmetically the car will receive new seatbelts
and carpets.

Believed never accident damaged and with a remarkably clear,

blemish free history, this ‘big block’ Cobra is Monaco (EU) road
registered and shows a believed genuine 21,000 miles on the
odometer. Of the 260 such cars built it would be hard to find a
better example currently available.
1968 Lamborghini Miura P400
1968 Lamborghini Miura
P400 Berlinetta
Coachwork by
Carrozzeria Bertone

Chassis no. 3583

Lamborghini has come of age as an automotive marque of historic  Believed factory conversion to RHD in period
significance and the Miura is without question the most highly
sought-after of all Lamborghinis. Every Miura has its fans; there are  Showing just 29,449km on odometer
those who love the purity of the original P400, others who prefer  Survivor virtually unused for last 20 years
the subtle tweaks of the S and many who worship the ultimate
evolution, the SV. The revised production totals, as released in the  UK registered and ‘on the button’
factory’s 2003 anniversary brochure (compiled by respected
historian Stefano Pasini) are: P400, 275 cars; P400 S, 338 cars;
P400 SV, 150 cars.

This Miura is an example of the definitive P400 model, as coveted

by playboy princes, captains of industry and showbusiness stars
when it hit the scene in the late 1960s. The factory build records
we hold show two alternative colour schemes and destinations for
chassis ‘3583’; the commonly available list gives the livery as Rosso
Alfa Acrilico with mustard vinyl trim, and the supplying dealer as
Righetti near Vicenza, in north eastern Italy, on 28th June 1968,
whilst an internal register suggests the car was Giallo Fly with black
trim and was destined for Milan dealer Achilli Motors. From our
research for the Miura book we know that sales director Ubaldo
Sgarzi was frequently taking over orders for cars placed by his staff
in order to satisfy his own customers. Either way,‘3583’ was supplied
to the home market.
Little further is known of the car’s history until it was converted to right-hand
drive, supposedly by the factory, before export to Australia in the early 1970s.
It returned to Europe in the hands of young London property developer Anton
Bilton during the 1980s classic car boom and was sold at auction by him on
14th February 1990, its consignment handled by Simon Kidston.The catalogue
at the time read: “In 1974 the car was purchased by an Australian, who had
it converted to RHD at the Lamborghini factory. The car remained in Australia
until recently, whereupon it was returned to this country with all UK taxes and
duties being paid. Recent work has included the overhauling of all chassis
components some 5,000km ago, the powder coating of most metal components,
the overhauling of the engine and gearbox under 5,000km ago and the attending
to of any minor defects…”
#
The successful bidder was an old school British entrepreneur and long term
classic car collector who had admired the Miura since its heyday. The reality
soon dawned on him, however, that this was not really his sort of car, so it has
spent the past 20 years in gentle slumber in his motor house, attended to by a
faithful mechanic and barely venturing out other than for its annual MoT test.
We are advised that everything works correctly, the only fault noted being a
scratched drivers side window glass, and the car has a new MoT certificate.
It is priced fairly and, given the current exchange rate, makes sense for either a
British buyer or an enthusiast based overseas for whom conversion back to
LHD would also be worthwhile. It is UK registered so may be imported to any
other EU country without further taxes being due.
2006 Bugatti Veyron 16.4
One owner from new
2006 Bugatti Veyron 16.4

Chassis no. 011

The Bugatti Veyron EB 16.4 was born in the public eye. In the space  The benchmark ‘hypercar’ of the 21st century
of just over 12 months from September 1998, four different Bugatti
concepts would appear at international motorshows around the  A combination of performance and luxury
world. This level of effort and exposure, even for an ultra-exclusive unlikely to be bettered in our generation
supercar was, and still is, practically unheard of.
 One owner example with modest mileage
But when the production Veyron 16.4 stepped into the limelight at
and up-to-date service programme
the Paris Motor Show in 2000, sporting an 8.0-litre W16, its place  Tax free status makes it attractive for all markets
in automotive history was assured. The most powerful, the fastest,
the most expensive:The Veyron had arrived.

And then everything went quiet. It would be nearly five years before
the first cars were delivered to their expectant owners, as Bugatti, by
now based at the firm’s historic home at Chateau Saint Jean in
Molsheim, eastern France, overcame various development issues.

Buyers may have had to wait, but when those outside the company
finally got to drive it in 2005, most were stunned into silence. The
press were the first to recover the power of speech. “I can tell you
it is sensational. Incredible. Unbelievable. Not merely the fastest and
most powerful car the world has ever known but also, possibly, the best
car ever,” said Autocar in October that year.
You have to attune yourself to the Veyron; it’s smaller than you might expect,
lower, has a real hunkered-down stance, a truly breath-taking cabin. It’s a car you
find yourself taking time over because the whole experience is so rich and
textured, and you soon realize that the speeds it’s capable of, stunning though
they are, aren’t what define the Veyron. This is the zenith of the luxury super
sports car.
Only 300 Veyrons will be built until the end of 2011, and 255 of those have
already been delivered. Prices range from €1.2m for the Veyron to €1.4m for
the Grand Sport and €1.65m for the Super Sport, plus local taxes. After 2011
just the open Grand Sport model will be available.
We’re delighted to offer our first Veyron for sale. Chassis number 11 was built
for its sole and current owner, a private collector and valued client of our firm,
in 2006; it has covered 9,500km since, scrupulously obeying the factory
maintenance schedule. In fact it has recently returned from a €25,000 service
and Bugatti has confirmed that this car, only the second to be delivered to
Germany, is fully up-to-date.
Finished in a classic colour combination of Ice Blue with Pearl side scallops and
an Azzurro blue leather cabin, this has to be one of the best Veyrons available in
the world today. The car is German registered but offered tax free, making it
very attractively priced for any market worldwide – especially when you
consider the current basic price of the Veyron. Remember also that production
will soon cease and consider how values of its predecessor the McLaren F1 have
evolved. More than that, this is an opportunity to own the most iconic supercar
of the 21st century, a piece of technical engineering without peer or precedence.
Every motoring enthusiast should own a Veyron once in their lifetime. Sadly only
a few can…
1970 Riva Super Aquarama
Ex-Count Agusta
1970 Riva Super Aquarama
motor launch

Hull no. 437

The Riva motor launch represents the epitome of the Dolce Vita  Considered by many to be the
lifestyle played out under the Mediterranean sunshine in glamorous most beautiful Riva
resorts such as St Tropez and Portofino. Favoured by stars of
showbusiness, heads of state and captains of industry, the list of Riva  Interesting history with famous first owner
owners outshines a Who’s Who of the era.
 Restored to a high standard
This Super Aquarama, the flagship of the Riva range, was built in and recently refreshed
1970 for Count Domenico Agusta, head of the eponymous  An appreciating classic motor launch
combine which produced Italy’s legendary MV Agusta motorbikes
and the equally celebrated Agusta helicopter- both the class of their
respective fields, much like the Count’s Riva.

Restored in 1997/98 and acquired by its present British owner in

2007, this Super Aquarama has been entrusted to the Woottens
boatyard in the UK (who carried out the 1990s restoration) for a
full overhaul of hull and engines and general refreshing. Due for
completion in late summer 2010, this ‘going through’ will cost
approximately €75,000 (bills available). The finished result will be an
appreciating yet very useable wooden hulled motor launch, a
source of great admiration and enjoyment for the new owner and
his family and friends. An absolute classic.

The illustrations are of a similar boat.

To respect client confidentiality, not all the motor cars we are currently handling may be presented.

Thanks to Tom Wood, Luci e Immagini, Corsa Research, Archivio Ruoteclassiche, Marcel Massini, Ollie Marriage, Octane and Rick Carey.

Inside back cover: Santa Barbara, 28/29th May 1955 – two tone shoes
and cats eye shades compliment ‘0492M’s snakeskin pattern interior
in a typical West Coast racing scene of the era