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).

Among the services which we offerclients is the ability to help them efficientlyfind or sell important motor cars; insideyou will find a selection of those fromcollections around the world whoseowners have asked us to represent themon their behalf. We hope you will findsomething to suit your discerning tasteand remain at your disposal to discussyour requirements or simply to offerprofessional, up-to-date advice on anyaspect of our shared passion.

Introduction

We’re in the middle of the busiest period in the classic motoringseason: concours d’élègance, rallies and tours, auctions andprivate deals…On both sides of the Atlantic, right now it allseems to be happening.

Those who follow the market closely will probably haveobserved the same trends we’ve noticed.The gap between thebest and the rest is widening. Whether it’s the waiting lists toenter the top events compared to the difficulty in getting newones off the ground, or the buzz when something exciting comesto the market versus the lack of appetite when automotiveporridge is served up, there’s a sense that aspiring and establishedcollectors are more knowledgeable than ever and aiming higher.

We’ve spent the past few months putting together the selectionof motor cars which feature in the presentation you’re holding.For the gentleman collector who thought he already hadeverything, and reflecting our own developing interests, we’vebroadened our focus to encompass not just exceptional motorcars but a spectacular vintage aircraft and something equallybeautiful for your enjoyment on the water this season: the perfectfinishing 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 qualityof 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 oldfashioned concept today, but it allows us to focus fully on each transaction and provide a professional standard of service commensurate withthe value of these beautiful automobiles.

1941 Lockheed E

lectra 12A

There are few more evocative aircraft than the Lockheed Electra,the class of the field in the Art Deco era and the choice of daring pioneer Amelia Earhart for her final, ill fated record attempt.Her complete disappearance, together with her co-pilot andaircraft, remains one of history’s great unsolved mysteries and was turned into a Hollywood film in 2009 starring Hilary Swank and Richard Gere.

This Electra has enjoyed a romantic history too, although fate hasbeen kinder to it. Some speculate that the Lockheed 12 seen at theend of the film Casablanca was ‘1287’- after all, it was still atLockheed’s Burbank factory when the film was being shot almostnext door at Warner Bros studios. Others say it was ‘1207’. Whoknows? The war intervened and shortly after the Pearl Harborattacks, the US Navy took delivery of ‘1287’, which flew the Atlanticand was assigned to the office of the US Naval Attaché in London.RAF Coastal Command took it over in 1945 for anti-submarinemissions, and during D-Day festivities it was signed by celebratingpilots whose names are still visible on the empennage. Soonthereafter aviation pioneer, WW1 fighter pilot and dashingentrepreneur Sidney Cotton acquired the Electra for his privateuse, nicknaming it ‘Caprice’, including photo reconnaissance over

Ex-Sidney Cotton and the film ‘Amelia’1941 Lockheed Electra 12A

Serial no. 1287

� Lowest time airframe of ten surviving Electras in flying condition

� High standard of maintenance with low hour engines and props

� Fascinating history includes US Naval wartime service in London

� Immortalised in cinema history

� Cooler than a Citation...

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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 fictionalcharacter, James Bond.

From Cotton the Electra returned to the RAF as a flying testbed for active radarcountermeasures before finally entering a less demanding peacetime life, initiallyin the hands of a well-known peer of the British realm followed by private andcommercial owners on the Cote d’Azur, in Corsica and Valence.The present long-term custodian, a French aviation historian, journalist anddocumentary producer, has overseen a sympathetic but thorough restorationof the Electra to ensure its complete airworthiness whilst remaining faithful toits historic appearance; over 2,500 man hours have been worked on the aircraftsince 2000 and it survives as the only piston-engined airliner still listed on the

French register (‘F-AZLL’, formerly G-AGTL’). In testimony to its authenticityand condition, in 2008 the Electra was flown to South Africa where it servedas ‘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; sevenin the USA, two in Australia and this sole example in Europe.This is the lowesttime airframe in existence and the only original example to have lived throughhistory and time.

Opposite: The Electra, its family owners, theproducer (far right) and the stars of the film‘Amelia’, Richard Gere and Hilary Swank.

Above and right: Sidney Cotton (centre) and his prized Lockheed, circa 1950.

1947 Cisitalia 202 M

M

Just 30 of these hand crafted racers are believed to have beenmade, each named in honour of Tazio Nuvolari's epic Mille Migliadrive at the wheel of a similar car, making them one of the mostimportant, significant and successful automobiles built in the yearsimmediately following World War II.

Unlike most, this example has a continuous and documentedhistory, starting in sunny Sicily with its appearance at the 1948Catania-Etna hillclimb and continuing through a handful of Italiancollectors until its acquisition via Kidston SA in 2008 by the presententhusiast, a well-known international designer. The level of perioddetail still present on the car when purchased was remarkable, andthe new owner has ensured that performance is also to the samestandard.The car therefore underwent a mechanical rebuild by theexperienced firm GTO Engineering in the UK to include engine(30bhp more), gearbox (now fully synchronised) and back axle, fullyrespecting the original appearance. The car has taken part in theMille Miglia retrospective and is a joy to drive; its sleek and futuristicappearance also endearing it to concours judges. It is UK registeredwith a number chosen to mimic the original Italian licence plate, 'onthe button' and accompanied by ASI homologation, FIVA pass,restoration invoices and a history file.

1947 Cisitalia 202 MMNuvolari SpyderCoachwork by Garelli/Stabilimenti Farina

Chassis no. 021SMM

� Known history and never exported from Europe

� Restored in Italy to concours condition and now fine tuned in the UK

� ASI and FIVA certified to the highest standard

� Mille Miglia eligible

19581958 Jaguar XK

150 ‘S’ Roadster

1952 Ferrari 340 Mexico

Dino 246

Sport Spiderar XK

150 ‘S’ Roadster

In the early Fifties Ferrari recognized that the company’s best, mostenthusiastic and – most importantly – most lucrative market was in North America. Protected by two oceans from the ravages ofWorld War II and turned into an industrial and commercial colossusby the war effort, North Americans were energized, productive, flushwith cash and discovering road racing.

As much as Europe focused on the Mille Miglia and Le Mans, NorthAmerica 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, Lincolnand 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 stagecheckpoints and four overnight layovers.

A year later the organizers loosened the rules to balance theworldwide attention the Carrera had received with a similarly

Ex-Alberto Ascari/ Carrera Panamericana1952 Ferrari 340 MexicoCoachwork by Carrozzeria Vignale

Chassis no. 0226AT

� One of just four examples built

� Instantly recognizable in its period livery

� Eligible for the most exclusive historic events worldwide

� Impeccably presented and with the best possible provenance

international group of entrants. Ferrari entered two cars, 212 Inter coupés withcoachwork by Vignale, driven by Piero Taruffi/ Luigi Chinetti and Alberto Ascari/Luigi Villoresi.

Loafing along behind the Packards, Oldsmobiles, Lincolns, Chryslers and Mercurysin the early stages, shadowed by Bracco’s Lancia,Taruffi and Ascari opened up inthe late stages employing their Ferraris’ power and long gearing to capture theprizes of $23,180 and $14,487 for first and second places, taking home betweenthem 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, thelevel of competition and the driver line-up.

Like its competitors, Ferrari brought a special model, the 340 Mexico. There werethree berlinettas and a spider, all bodied by Vignale with single ignition, 4,101ccLampredi long-block engines described as making 280 horsepower, five-speedgearboxes, transverse leaf spring independent front suspension and leaf sprunglive rear axles on 2,600 mm wheelbase chassis. Entries were variously described

but Texas oilman Allen Guiberson backed at least two. US gentleman driver BillSpear, the entrant for the spider, didn’t take the start.The three berlinettas weredriven 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, aMexican motor racing enthusiast and owner of Industrias 1-2-3 who alsoentered his own 212 Inter in the race as well as going on to sponsor theFerrari factory 375 Plus entries in 1954. His ‘Productos 1.2.3’ logo dominatedthe Mexico’s flanks. Its slogan No hay dos – colloquially translated as “nothingbetter” – was on the nose. With a diverse line of consumer products rangingfrom a leading brand of vegetable cooking oil still sold in Mexico to a popularlaundry detergent, Industrias 1.2.3’s sponsorship reflected the exposure it gotto the thousands of spectators who thronged the Carrera Panamericanaroute. 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 adornedtheir front wings and roof.

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The third of the 340 Mexico berlinettas, ‘0226AT’, was entered by Ferrari’sNorth American representative Luigi Chinetti and commended to F1 WorldChampion Alberto Ascari and his co-driver Giuseppe Scotuzzi. Its saga in theCarrera Panamericana is short, but is ample evidence of Ascari’s intensity anddetermination. After starting at 7:14 AM, barely a half hour later Ascari hadswallowed up nine competitors in an epic charge. His demise is variouslyattributed to gravel, stones and melting asphalt. His determination was evident.

After its retirement from the Carrera Panamericana, ‘0226AT’ was returned toFerrari and Vignale for repairs then sold by Allen Guiberson to A.V. Dayton inDallas,Texas in 1953. Carroll Shelby and Ernie McAfee drove it to a 2nd placefinish in the Offutt Air Force Base race on 4th July 1953. Its subsequent historyreflects the appeal of its history, its performance and its dramatic and attractiveVignale berlinetta coachwork, sympathetically preserved and passing throughthe hands of a number of owners from 1954 through 1975 without losing itsidentity 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 performedby 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 alsoBest in Show at the Ferrari Club of America National Meet in Elkhart Lake followedby 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 Monteverdebecame ‘0226AT’s penultimate custodian, followed by the present US ownerfrom 1999 onwards who has enjoyed its thrilling presence and performanceseveral times in the Colorado Grand and the Monterey Historic Races.

On so many levels Ferrari 340 Mexico ‘0226AT’ is a glorious machine. Drivenby heroes in one of road racing’s epic events, the Carrera Panamericana,meticulously restored in its most recognized livery, it has remained togetherwith its original driveline and is impeccably presented. It will honour anycollection, historic race, tour, concours or event with its presence.

“… 50 miles out [from the start], just over the first series of hills, the road wounddown into a valley across three narrow bridges, then back up into the hills.A blindingblanket 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 downinto 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 roadand 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 RuizEcheverria of Mexico City. Santos Litona Diaz in a Jaguar was next, with AlbertoAscari, who had started in 14th place, trying desperately to pass on a bridge thatwas hardly wide enough for one.

“Fifty miles up the highway, Ascari who finished second last year, lost his Ferrari insome loose stone kicked up in one of the ever present sharp turns, and folded upthe front end against a rocky ledge.”

Vince McDonald writing in US magazine Speed Age, February 1953

1955 Ferrari 500 Mondial Series 2

“It’s a common misconception that Ferrari sports racers of the 1950scan be neatly categorized into production types, and that changesfollowed uniformly across the board when the great Enzo decreedthem. As my learned friend the French Ferrari author and four cylinderexpert Antoine Prunet points out, Ferrari at the time was “un grandbordel” (we Brits would politely call it “a bloody shambles”), at least forhistorians. Any racer from that period therefore needs to be analyzedon a car-by-car basis.”

“The cars most Ferraristi describe as Series 1 Mondials have a Tipo501 chassis (round tubes) with front transverse leaves, a 4-speedtransaxle and a Tipo 110 (two litre, four cylinder) engine;approximately 22 were built in 1954. Sixteen were bodied by PininFarina, two as closed berlinettas, and six by Scaglietti. Ferrari alsoequipped 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-speedtransaxle and a Tipo 111 (two litre, four cylinder) engine, and werebodied by Scaglietti. To add confusion, this same chassis was used forthe similar looking 750 Monza, and some cars used both 2 and 3 litreengines: generally speaking, if they were delivered with the 2 litre thechassis suffix was ‘MD’, or ‘M’ for the 3 litre. But only generally…”Simon Kidston for Sports Car Market magazine, November 2009.

Ex-Luigi Taramazzo/ Mille Miglia1955 Ferrari 500 Mondial Series 2Coachwork by Carrozzeria Scaglietti

Chassis no. 0536MD

� Competition history includes ‘55 Mille Miglia

� Testa Rossa engine fitted in period

� Original bodywork comes with car

� Attestation of Historic Interest by Ferrari Classiche

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The car we offer here is a Series 2 Mondial with open Scaglietti coachwork and athree litre, four cylinder engine; it began life as a two litre, but as can be seen fromthe 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 comprehensiveinspection 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 510tubular steel chassis, with a type 111 four cylinder twin overhead camshaft engineof 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 competitioncareer across the Atlantic.”

“In 1958 a Testa Rossa engine with “numero Interno” (internal number) 48 TR wasinstalled whilst in the ownership of John Middleton in the USA. According to factoryrecords this engine came from Ferrari 625 LM, chassis # 0644 MDTR, which hadbeen heavily crashed in the USA in late 1957. Being from this model the enginewould have a capacity of 2.5 litres. The engine has been overstamped with thechassis number of this car “0536”. At the same time a four speed transaxle withnumber 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 theoriginal engine and transaxle. Equally the remains of the 625 LM, chassis # 0644MDTR, 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 # 0554M, although it is not with that car now.”

“In period the car competed in both its original form and also with the replacementengine/transaxle. The engine “48 TR” and four speed transaxle “58 MD” have beenin the car for almost fifty years, and although not the original units are an integralpart of the history of this particular car.”

“At the beginning of the nineties the car was restored for the then owner, and at thistime a replacement body was constructed by Rod Jolley in the UK, as the originalone was showing signs of fatigue. However, the original body was used as a patternfor the new body to ensure accuracy of line and shape, and the builder retained theoriginal along with the buck constructed to form the new body. The current owneracquired 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 Modenain 2005, and in 2006 an original type 509 5 speed transaxle was overhauled bythe Ferrari Classiche division of Ferrari SpA, which was installed by Ferrari Antwerpthe same year. Keith Bluemel 05/2007.”

Since compilation of Keith Bluemel’s report the Mondial has been inspected byFerrari Classiche in Maranello who have agreed to issue an Attestation ofHistorical Interest, given that the modifications to the car were made during itscontemporary racing career. Should a new owner wish to fit a smaller, 2 litreTipo 111 engine as originally installed in 1955, full certification could berequested.

Chassis ‘0536’ successfully completed the 2010 Mille Miglia and is ready to beenjoyed; a voluptuous, raucous and rapid 1950s sports-racing Ferrari. Its 1955Mille Miglia provenance makes it a favoured entrant for future editions whilstany driver will appreciate having the extra horsepower at his disposal from the3 litre engine.

Luigi Taramazzo guns ‘0536’ away from a checkpoint on the1955 Mille Miglia whilst leading his class and running 4th overall.

1955 Ferrari 750 Monza

Perhaps following the concept that if “some is good, more is better”,in 1954 Ferrari, following the success of the Lampredi designedfour-cylinder Formula 2 engines in sports car tune, created a 3 litrevariant, the 750 Monza.

Remarkable for many things, not the least of the 750 Monza’sappeal comes from its gigantic 58mm Weber sidedraft carburettorswith venturis large enough to ingest modestly-sized avian creatureswithout a hiccup and the absolutely seductive appearance of itsScaglietti-built coachwork. While successfully raced in Europe, the750 Monzas were specifically targeted at the SCCA’s D Modifiedclass in the U.S.

Built on Ferrari’s then standard twin tube chassis with independentfront suspension and deDion rear suspension, both with transverseleaf springs, the 750 Monza’s five-speed transmission was integralwith the differential. The compact four-cylinder engine allowedFerrari to use a short 2,250mm wheelbase, creating a diminutivepowerhouse with abundant torque that performed admirably on avariety of circuits and commended its handling and responsivenessto a variety of talents.

Ex-John von Neumann/ Phil Hill/ ‘On the Beach’1955 Ferrari 750 Monza Coachwork by Carrozzeria Scaglietti

Chassis no. 0492M

� Excellent provenance in hands of Phil Hill and on silver screen

� Freshly rebuilt throughout with new spare engine

� Matching numbers

� Eligible for most exclusive events worldwide

Top left: Santa Barbara meeting, 3rd/4th September 1955 – a youngPhil Hill fine tunes the carbs of ‘0492M’, his race car for the weekend.

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 MotorShow in January 1955 then delivered to American West Coast Ferrari andPorsche exponent Johnny von Neumann.Von Neumann himself debuted it atBakersfield on May Day 1955 with a second place finish, followed by races atSanta Barbara and Santa Rosa, California, with victory at the latter.

In June von Neumann turned his new 750 Monza over to young Phil Hill atTorrey Pines – where Hill brought it home second – and at Salinas where thepairing didn’t make the start on 10th July. Its last race in von Neumann’sownership was at Glendale in November where von Neumann placed sixth.Sold to Harrison Evans thereafter it was aggressively raced in West Coastevents through 1956, winning the Paramount Ranch main event in Augustamong a string of mostly top-five placings.

‘0492M’s next appearance was one of the most unusual of any Ferrari, ifperhaps also the most fraught. Acquired in 1958 by Stanley KramerProductions, it was featured in Kramer’s 1959 apocalyptic movie ‘On the Beach’.After the USS Sawfish’s return from the nuclear-wasted Northern Hemisphereto Australia, ‘0492M’ was character Dr. Julian Osborne’s desperate ride in thelast – at least in movie terms – Australian GP. Portrayed by Fred Astaire in hisfirst non-musical, non-dancing role, Osborne’s frenetic, abandoned cinematicrace is an indelible image of the hopeless but still ambitious spirit of thedoomed survivors of nuclear disaster.

Luigi Chinetti Motors acquired ‘0492M’ following filming, selling it in 1979 to UKdealer and gentleman driver Dan Margulies. Later the same year Margulies soldthe car to Peter Kaus who displayed it for almost three decades as a prominentexhibit in his Rosso Bianco museum.

Above: Santa Barbara weekend again – John von Neumanndoesn’t look very pleased as he surveys the dented bodywork ofhis Monza- Eleanor von Neumann is next to him.

Above and opposite: For the 1956 season ‘0492M’ is now driven by internationalgeologist and possible Indiana Jones prototype Harrison Evans – here it is back atSanta Barbara (above) in March 1956 and the Paramount Ranch Road Races(opposite) on 17th/18th November of that year.

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Its present US owner acquired the car after dispersal of the Kaus collection in2006 and commissioned a comprehensive two-year restoration, includinghaving a brand new Monza-spec engine built up by recognized four-cylinderracing Ferrari specialists Hall & Hall in the UK in order to preserve the originalengine during intended historic events. The owner’s interests have sincechanged direction to modern racing and the singularly historic and recognizedex-von Neumann, Phil Hill, ‘On the Beach’ 750 Monza is now offered completewith 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.

Restored and prepared to the highest standards of contemporary historicracing performance, appearance and safety, Ferrari 750 Monza ‘0492M’ isbeautiful, fast, powerful and refined. A cinematic ‘star’, its history with Phil Hillwhile owned by John von Neumann gives it genuine charisma, a rarecombination of star power on the screen and on the circuit.

It’s also genuinely exciting to drive and a beautiful example of Sergio Scaglietti’sintrinsic sense of aerodynamics and aesthetics.

Opposite: Paramount Ranch Road Races,18th/19th August 1956 – ‘0492M’ went on to win the main event.

1957 Ferrari 500 TR

C

Ex-Gottfried Kochert MilleMiglia/ Le Mans 24 Hours/Nürburgring 1,000Km 1957 Ferrari 500 TRCCoachwork by Carrozzeria Scaglietti

Chassis no. 0686MD/TR

� Arguably the most beautiful of all Ferrari sports-racers

� Restored to show/ race standards and impeccably maintained since

� Offered with two engines including a developed unit for events

� Exceptional period race record ensures almost guaranteed eligibility for historic events including the Mille Miglia

In 1956 Ferrari updated the 2 litre customer sports-racing conceptpopularized by the 500 Mondial to introduce the 500 Testa Rossa.The engine was still 90x78mm but a new head raised the powereven in sports car tune to 180 brake horsepower. To acknowledgethe revised engine the cylinder head was painted red and featured inthe model name.At the same time the chassis, Tipo 518, was revisedwith a live rear axle and the transmission was mounted in unit withthe engine.

Just a year later revised CSI sporting regulations required morerevisions to meet the standards of its Appendix C, principally directedat the bodywork in an attempt to force the builders of sports-racingcars to make them more like road cars. Doors, a rudimentary topand a full width windscreen were the main requirements, givingScaglietti the opportunity to further refine his expression of formfollowing function with a new series of open sports-racing Ferraris.

Named 500 TRC for their Testa Rossa power and adherence to theCSI’s Appendix C regulations, the 1957 2 litre Ferraris bodied byScaglietti are believed by many to be the most beautiful open Ferrarisports-racers ever, regardless of the number of cylinders.

The eleventh of nineteen built, ‘0686 MD/TR’ was completed on 9th May, sold aday later to Austrian gentleman driver Gottfried Köchert and at 4:58 the nextmorning took the starting flag for the 26th (and last open road) Mille Migliawhere it finished 10th overall and 2nd in class, only 17 minutes behind GinoMunaron’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 aclass win and 13th overall in the ADAC 1000km at the Nürburgring.They thenpartnered in the 24 Hours of Le Mans on 22nd June but dropped out with fuelproblems. In February 1958 the car was entered in the Cuban Grand Prix byManolo Perez de la Mesa and a month later was a reserve entry in the Sebring12 Hours to be driven by Perez de la Mesa and Modesto Bolanos. In DecemberPerez de la Mesa took part in the Nassau Speed Weeks in ‘0686 MD/TR’.

The Ferrari was subsequently sold to a U.S. buyer and raced by Ross Durant andBill Redeker in SCCA events in Florida. In 1961-63 it competed in the infamousNassau Speed Weeks driven by Captain Anson Johnson, finishing 2nd in Class Ein 1961. Captain Johnson apparently wasn’t satisfied with that performance and in1962 and 1963 appeared in ‘0686 MD/TR’ with a Chevrolet V8 under the bonnetat Nassau and in SCCA events. He also started in two USRRC races, Daytona inFebruary 1963 and Mid-Ohio in September 1963.

It was a not uncommon fate for the Testa Rossas, now feeling the heat ofcompetition from the likes of Maserati Birdcages and Coventry Climax poweredmid-engined sports-racers from the U.K. It is no small tribute to their robustconstruction and predictable handling that ‘0686 MD/TR’ and its counterpartswere able both to cope with more than double the horsepower and to withstandits pounding.

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.

Brescia, Italy, 4.57am, 10th May 1957 – last minute adjustments for GottfriedKöchert before the starters flag waves him off on the last open road Mille Miglia.

In 1980 chassis ‘0686 MD/TR’ was discovered and acquired by Ferrarihistorian Dick Merritt in Florida with its Chevy motor, flared wheel arches,enlarged air intake and bulged bonnet. The original engine had gone missingbut the original gearbox, grille, brakes and other parts were still with it. DavidCottingham of British firm DK Engineering tracked down the original enginein 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 wasreskinned (DK still hold the remains of the original body) and painted inKöchert’s distinctive and attractive red and white livery.

Following completion the TRC was sold to Ferrari collector and historic racerLord Cowdray, later passing to Mody Enav of Geneva and from him, via SimonKidston at Bonhams, to the current American ownership in 2001 where it hasbeen regularly exercised and professionally maintained in race- and show-readycondition. The fuel tank has been replaced by a 22 gallon fuel cell and thegenerator 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 currentlyfitted 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 mosthistoried 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 NassauSpeed Weeks it meets the entry criteria for every important and enjoyablehistoric 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’scoachwork give it instant appeal to spectators.

That is a very hard combination to beat.

Köchert pushes ‘0686 MD/TR’ to an unassailableclass lead in the ’57 Nürburgring 1,000Km.

1962 Aston M

artin DB

4GT

Berlinetta

One of only nineteen built, DB4GT/0189/R combines a race-bredpedigree with the comfort and luxury of a true granturismo.

The short wheelbase DB4GT appeared in 1959 to meet clients’desires for an even lighter, more responsive Aston Martin forcompetition and high performance road use. A two-seater built ona shortened platform chassis, it also boasted a 3.7 litre engine castin lighter alloy, dual ignition, triple Weber carburettors, high liftcamshafts, 9:1 compression ratio, dual plate clutch, close ratiotransmission, Salisbury Powr-Lok differential and large diameterGirling disc brakes, specifications which left no doubt about theDB4GT’s serious performance intent.

Only a few months later Aston Martin introduced the first of itsultimate granturismo series, the DB4GT with competition-inspiredcoachwork by Zagato. The limited run of Zagato-bodied lightweightDB4GTs arose out of an unplanned meeting at Earls Courtbetween John Wyer and Gianni Zagato. It was designed by ErcoleSpada, then only 23 years old, a perfect blend of Spada’s giftedbalance of its surfaces and the seductively curved profile of theDBR1. With its subtly refined air intake and elongated headlighttunnels with aerodynamic covers, the Zagato’s nose explored thelimits of efficient air penetration, even pressing the bonnet so low

Full ‘Works Service’ restoration1962 Aston Martin DB4GT BerlinettaCoachwork by Carrozzeria Zagato

Chassis no. DB4GT/0189/R

� The last of just 19 examples built

� The most desirable Aston Martin GT car of all time

� Unique original colour scheme and factory restored to ‘as new’ condition

� Offered for sale for first time in over a decade

� Original British road registration (EU tax paid)

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over the engine that dual bulges – like Zagato’s trademark roof bubbles – wereneeded to accommodate the engine’s cam covers.

Marrying the best of contemporary Italian design with a 9.7:1 compressionratio, 314bhp version of Marek’s 3.7 litre six and Aston Martin’s proven andnow highly developed suspension, the DB4GT Zagato debuted at the 1960London Motor Show. Built by the craftsmen at Zagato in Milan and handfinished in the workshops at Newport Pagnell, only nineteen were evercompleted.

Ironically the Zagato was not a sales success. The authors of the definitivePalawan chassis-by-chassis book on the model, Stephen Archer and SimonHarries, recall: “The DB4GT Zagato sales effort was a contradiction interms…Almost enough enthusiasts and connoisseurs did buy Zagatos early on. Notmany kept their cars for long, however, and it was not until they began to acquiretrue 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 monthsuntil 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 hasan enigmatic early history. It is one of eleven right-hand drive Zagatos and oneof three to receive English paint. Its striking original colour scheme is unique:Caribbean Pearl with Connolly red hide and carpets. Although completed on14th December 1962, it waited longer than any other Zagato before being soldand 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 anotherwise 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 toAston Martin Works Service for what the Palawan book describes thus:“The restoration of 2 VEV was remarkably comprehensive but this was a tour deforce. The car was totally stripped down to the bare chassis…The Zagato wasreturned to its original state with the original colour scheme of pale blue with redleather inside. It’s now better than new. The final touch was the reinstatement of thenumber 37 PH, due to the hard work of Andrew McCloskey at Aston Martin.”

David Townsend, manager of Works Service, recalls: “We performed a total bodyoff full restoration in 1995, bringing the car back to its original specification afterbeing 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. Outingshave been limited to local trips to warm through fluids and exercise the engine,gearbox and suspension. The total mileage covered since the full factory rebuildis a mere 802 miles.

With a clear and interesting history from new, a restoration by the AstonMartin factory and a unique livery, ‘0189’ is one of the most important Britishgranturismos in existence. Now that most DB4GT Zagatos are held by longterm collectors for whom they are a prize constituent of their collections, theavailability of ‘0189’ is a rare opportunity to experience the pinnacle of Britishhigh performance road cars in the Sixties and to add an important, and all butirreplaceable, component to the most comprehensive collection.

The fortunate new owner will have much to which to look forward.

1962 Ferrari 250GT

SWB

California

All Ferraris are wonderful, exceptional automobiles. But evenamong Ferraris there is a hierarchy that places some ahead of the others.

The 250GT California Spyder is one of them. Conceived in thesame line as the 250GT Tour de France, Short Wheelbase Berlinettaand GTO, the 250GT California Spyder was intended frominception to be lightweight, quick and responsive, the image of thehigh performance market in the U.S.’s state of California. In fact itwas John von Neumann, Ferrari’s distributor in California, whoasked for a convertible counterpart to the Tour de France to fitCalifornians’ high performance lifestyle and the warm, dry, sunnyclimate that made convertible ownership a practical prospect.

The first production California Spyder was delivered in January1958 and the model continued in production into early 1963,undergoing many changes during a period of rapid evolution atFerrari. Along with the Berlinetta in 1960 Ferrari shortened thewheelbase from 2.6 metres to 2.4 metres. At about the same timethe 250GT engine received new cylinder heads with the spark plugsrelocated to the outside of the vee and individual ports for eachcylinder. The late LWB and all SWB California Spyders had discbrakes which provided stopping power to match the going.

An Italian car from new 1962 Ferrari 250GT SWBCalifornia Spyder Coachwork by Carrozzeria Scaglietti

Chassis no. 3345GT

� One of just 55 examples built of which circa 11 with open headlights

� Superbly well documented history

� Unique specification with many one-off details, all still present

� Factory certified, Italian (EU) registered and ready to be enjoyed

Top left: Sestrière, 1962 – wish you were here?

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A favourite with socialites and showbusiness personalities of the Dolce Vita eraincluding Brigitte Bardot, Roger Vadim, James Coburn and Barbara Hershey,the California Spyder was also raced with some success, one finishing 5thoverall at Le Mans in 1959. In all only 106 Ferrari 250GT California Spyderswere built, 51 Long Wheelbase and 55 of the later and more desirable ShortWheelbase models.

Dating from the final year of production and therefore incorporating thevarious improvements introduced during the model’s five year lifespan, chassis‘3345GT’ is the fortieth of the 55 250GT SWB California Spyders built. It wasordered new on 7th June 1961 by 39-year old foreign exchange trader DrVincenzo Comi of Milan and the history file with the car details the exact andunique specification he required: open headlights (we know that around 11 carshad this feature, making it rarer than the nowadays fashionable covered option),shorter gear lever, spare wheel mounted differently to allow a suitcase or golfbag to fit in the boot, tools set into the floor of the boot, slightly larger side airintakes, different seat cushions, heater cut-off tap (for summer use),

underbonnet light, outside fuel filler (concealed under a flap), central cockpitconsole with different switches and a radio. Dr Comi chose Grigio Argento (silvergrey) 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 Lirediscount plus the various options and taxes took Ferrari’s total invoice, issuedon 12th April 1962, to 5,865,065 Lire.

Dr Comi obviously made good use of his new Ferrari. Photos in the file showhim in the company of an attractive female passenger enjoying a stay in themountain resort of Sestriere, hard top in place, that same winter. The original1962 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 inAosta 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 toan 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 andgentleman driver, purchased the car from Dr Bonomi in 1986 and has lookedafter it ever since. Work has included returning the headlights to their correctconfiguration and the outside colour to its original shade of silver, this workcarried out by Dino Cognolato.The upholstery, retrimmed many years ago, isin black leather; the yellowing carpets may be original. Homologation by FIVAand ASI followed thereafter together with certification by Ferrari Classichestating the car to be ‘matching numbers’. Chassis ‘3345GT’ was also borrowedby 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 onlyCalifornia Spyder never to have left its home country.

Uniquely specified, comprehensively documented, well maintained and as goodlooking as any car ever built, this Ferrari 250GT SWB California Spyder isdestined for a great collection. Its availability after two and a half decades in thesame ownership is a rare opportunity for Ferrari collectors to acquire one ofthe most beautiful, responsive and enjoyable Ferraris ever built, one that willstand out in a sea of Rosso Ferraris. Perhaps best of all, if the new owner wouldlike to meet the first, Dr Comi still lives and works in Milan, aged 89!

1966 Alfa R

omeo T

Z2 R

eplica

The Oxford dictionary defines a ‘replica’ as ‘an exact copy of ’, andit’s hard to think of a better example than this. Assembled over aperiod of several years by a diligent TZ owner and authority,sourcing many original parts which are no longer available, wedoubt that there is another TZ2 replica in existence built to thislevel of accuracy and period detail.The car is indistinguishable froma genuine TZ2 save for one small feature specifically added toprevent anyone passing it off in future generations as a factory-builtexample. It is available now for sale for the very first and only time.

With perfect copies of other legendary racing cars such as theFerrari 250GTO and Lancia D24/D50 now a familiar sight at eventssuch as the Goodwood Revival, the opportunities to enjoy anautomobile such as this are greater than ever before. We wouldwholeheartedly recommend this car to collectors for whom theword ‘replica’ would normally be taboo because of the honesty ofits purpose, the level of knowledge involved in its creation and thefact that such a perfect copy is unlikely to be available again.

1966 Alfa Romeo TZ2 Replica

Engine no. AD*106

� Built over a period of several years by a respected TZ owner and authority

� Incorporates many now unobtainable original parts

� Indistinguishable from a genuine TZ2

� Eligible for a wide variety of historic events including the Goodwood Revival

1966 AC

Cobra 427 ‘CSX 3293’ was originally billed to Shelby American on 18th August

1966, painted red with black upholstery and featuring a 428 motor,Sunburst wheels, standard flared rear arches, a competition oilcooler mouth and no bonnet scoop. Its first known owner was BobSchiro of Santa Clara, but in ’68 it was acquired by well-knownenthusiast Bruce Canepa who swapped the 428 for a 427, acommon performance upgrade in the period. Later Californianowners followed and during 1988 a rebuild to S/C specs wascarried out; this is now being reversed for the present privateGerman owner by top Cobra restorers Legendary Motorcars inToronto. Work includes a carburettor rebuild, removal of thebonnet scoop, side pipes and roll bar, fitting stock manifolds and anunderfloor exhaust. Cosmetically the car will receive new seatbeltsand carpets.

Believed never accident damaged and with a remarkably clear,blemish free history, this ‘big block’ Cobra is Monaco (EU) roadregistered and shows a believed genuine 21,000 miles on theodometer. Of the 260 such cars built it would be hard to find abetter example currently available.

1966 AC Cobra 427

Chassis no. CSX 3293

� Genuine ‘Big Block’ Cobra to standard street spec

� Clear, blemish-free history with no known accidents

� Believed genuine 21,000 miles recorded

� EU registered and fresh from expert check-up

1968 Lam

borghini Miura P400

Lamborghini has come of age as an automotive marque of historicsignificance and the Miura is without question the most highlysought-after of all Lamborghinis. Every Miura has its fans; there arethose who love the purity of the original P400, others who preferthe subtle tweaks of the S and many who worship the ultimateevolution, the SV.The revised production totals, as released in thefactory’s 2003 anniversary brochure (compiled by respectedhistorian 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 covetedby playboy princes, captains of industry and showbusiness starswhen it hit the scene in the late 1960s. The factory build recordswe hold show two alternative colour schemes and destinations forchassis ‘3583’; the commonly available list gives the livery as RossoAlfa Acrilico with mustard vinyl trim, and the supplying dealer asRighetti near Vicenza, in north eastern Italy, on 28th June 1968,whilst an internal register suggests the car was Giallo Fly with blacktrim and was destined for Milan dealer Achilli Motors. From ourresearch for the Miura book we know that sales director UbaldoSgarzi was frequently taking over orders for cars placed by his staffin order to satisfy his own customers. Either way,‘3583’ was suppliedto the home market.

1968 Lamborghini Miura P400 BerlinettaCoachwork by Carrozzeria Bertone

Chassis no. 3583

� Believed factory conversion to RHD in period

� Showing just 29,449km on odometer

� Survivor virtually unused for last 20 years

� UK registered and ‘on the button’

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Little further is known of the car’s history until it was converted to right-handdrive, supposedly by the factory, before export to Australia in the early 1970s.It returned to Europe in the hands of young London property developer AntonBilton during the 1980s classic car boom and was sold at auction by him on14th February 1990, its consignment handled by Simon Kidston.The catalogueat 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 chassiscomponents some 5,000km ago, the powder coating of most metal components,the overhauling of the engine and gearbox under 5,000km ago and the attendingto of any minor defects…”

The successful bidder was an old school British entrepreneur and long termclassic car collector who had admired the Miura since its heyday. The realitysoon dawned on him, however, that this was not really his sort of car, so it hasspent the past 20 years in gentle slumber in his motor house, attended to by afaithful mechanic and barely venturing out other than for its annual MoT test.

We are advised that everything works correctly, the only fault noted being ascratched 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 aBritish buyer or an enthusiast based overseas for whom conversion back toLHD would also be worthwhile. It is UK registered so may be imported to anyother EU country without further taxes being due.

2006 Bugatti V

eyron 16.4

The Bugatti Veyron EB 16.4 was born in the public eye. In the spaceof just over 12 months from September 1998, four different Bugatticoncepts would appear at international motorshows around theworld. This level of effort and exposure, even for an ultra-exclusivesupercar was, and still is, practically unheard of.

But when the production Veyron 16.4 stepped into the limelight atthe Paris Motor Show in 2000, sporting an 8.0-litre W16, its placein 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 beforethe first cars were delivered to their expectant owners, as Bugatti, bynow based at the firm’s historic home at Chateau Saint Jean inMolsheim, eastern France, overcame various development issues.

Buyers may have had to wait, but when those outside the companyfinally got to drive it in 2005, most were stunned into silence.Thepress were the first to recover the power of speech. “I can tell youit is sensational. Incredible. Unbelievable. Not merely the fastest andmost powerful car the world has ever known but also, possibly, the bestcar ever,” said Autocar in October that year.

One owner from new2006 Bugatti Veyron 16.4

Chassis no. 011

� The benchmark ‘hypercar’ of the 21st century

� A combination of performance and luxury unlikely to be bettered in our generation

� One owner example with modest mileage and up-to-date service programme

� Tax free status makes it attractive for all markets

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 youfind yourself taking time over because the whole experience is so rich andtextured, and you soon realize that the speeds it’s capable of, stunning thoughthey are, aren’t what define the Veyron. This is the zenith of the luxury supersports car.

Only 300 Veyrons will be built until the end of 2011, and 255 of those havealready been delivered. Prices range from €1.2m for the Veyron to €1.4m forthe Grand Sport and €1.65m for the Super Sport, plus local taxes. After 2011just the open Grand Sport model will be available.

We’re delighted to offer our first Veyron for sale. Chassis number 11 was builtfor 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 serviceand Bugatti has confirmed that this car, only the second to be delivered toGermany, is fully up-to-date.

Finished in a classic colour combination of Ice Blue with Pearl side scallops andan Azzurro blue leather cabin, this has to be one of the best Veyrons available inthe world today. The car is German registered but offered tax free, making itvery attractively priced for any market worldwide – especially when youconsider the current basic price of the Veyron. Remember also that productionwill soon cease and consider how values of its predecessor the McLaren F1 haveevolved. More than that, this is an opportunity to own the most iconic supercarof the 21st century, a piece of technical engineering without peer or precedence.

Every motoring enthusiast should own a Veyron once in their lifetime. Sadly onlya few can…

1970 Riva Super A

quarama

The Riva motor launch represents the epitome of the Dolce Vitalifestyle played out under the Mediterranean sunshine in glamorousresorts such as St Tropez and Portofino. Favoured by stars ofshowbusiness, heads of state and captains of industry, the list of Rivaowners outshines a Who’s Who of the era.

This Super Aquarama, the flagship of the Riva range, was built in1970 for Count Domenico Agusta, head of the eponymouscombine which produced Italy’s legendary MV Agusta motorbikesand the equally celebrated Agusta helicopter- both the class of theirrespective fields, much like the Count’s Riva.

Restored in 1997/98 and acquired by its present British owner in2007, this Super Aquarama has been entrusted to the Woottensboatyard in the UK (who carried out the 1990s restoration) for afull overhaul of hull and engines and general refreshing. Due forcompletion in late summer 2010, this ‘going through’ will costapproximately €75,000 (bills available). The finished result will be anappreciating yet very useable wooden hulled motor launch, asource of great admiration and enjoyment for the new owner andhis family and friends. An absolute classic.

The illustrations are of a similar boat.

Ex-Count Agusta1970 Riva Super Aquaramamotor launch

Hull no. 437

� Considered by many to be the most beautiful Riva

� Interesting history with famous first owner

� Restored to a high standard and recently refreshed

� An appreciating classic motor launch

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

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

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