Search Results

Grandson of the Modenese entrepreneur who owned Maserati from 1937 to 1968, Adolfo Orsi, born in 1951, is among the most respected automotive historians in the world. A judge at Concours d’Elegance events across the globe, an expert appraiser, and exhibition curator, he is also the publisher of the only yearbook that documents every classic car auction transaction worldwide. Words by Marco Visani Photography by Leonardo Perugini Video by Andrea Ruggeri Archive courtesy of the Adolfo Orsi Archive It ’s a small street overlooking Piazza Santo Stefano — Via de’ Pepoli. We’re in the heart of medieval Bologna. And it was in this narrow lane, barely two hundred metres long and just a few steps from the Seven Churches, that in 1914 Alfieri Maserati opened a workshop. Difficult to imagine, with modern eyes, a less “automotive” location. Yet that’s how it began: Maserati, contrary to what many believe, only became Modenese later on. By birth it was from Bologna — and even further back, Lombard, since the Maserati family hailed originally from Voghera. Think of its emblem: the trident. It was Mario Maserati, the brother more sensitive to art than to engines, who suggested it. The design, chosen in 1926, deliberately took inspiration from the statue of Neptune that dominates Piazza Maggiore in Bologna — a symbol of strength and power. A fitting image, though in its original home it would not last very long. Despite brilliant successes on the track, the Maserati brothers soon faced serious financial difficulties. Their true calling lay in designing cars, not managing a company that was beginning to grow and present all the complications that growth brings. Those were problems for a born entrepreneur — someone like Adolfo Orsi, a self-made Modenese industrialist born in 1888, who had built a small empire in the steel industry — and who loved cars. Proof of that passion came in 1935, when together with his brother Marcello he opened the Fiat dealership A.M. Orsi in Modena. Two years later he took over Maserati’s operations, signing a ten-year consultancy contract with Ernesto, Ettore and Bindo Maserati. Omer, Adolfo’s son, was appointed to run the company. [click to watch the video] In the winter of 1939–1940 the headquarters were moved to Modena, partly for practical proximity to the group’s other businesses. These were the years in which the new management began to dream of broadening the company’s focus beyond pure motorsport to include small-series grand-tourers — much as Alfa Romeo was already doing. The plans were there, but so was the war, forcing Maserati to fall back on less ambitious yet more profitable products: batteries, spark plugs, electric trucks and machine tools. Only in 1947, with the launch of the A6 1500 (built in 61 examples up to 1950), did the road-going Maserati finally become reality, without ever abandoning the racing commitment. These were the years of Formula One (and not only that), with Juan Manuel Fangio as the leading driver. A Family Heritage That long preamble helps set the family scene into which, on 20 May 1951, Adolfo Orsi was born in Modena — Omer’s son. His name was an homage not to a single grandfather but to both: as fate would have it, his paternal grandfather was also called Adolfo. Today, when people mention Adolfo Orsi, they almost certainly mean the grandson. Not only because of chronology — his grandfather passed away in October 1972, by which time Maserati had long since been acquired by Citroën — but because the younger Orsi has become one of those names that anyone interested in automotive history or car collecting will encounter sooner or later. For no one else, as far as we know, has managed to combine so many of the trades linked to the four-wheeled world: entrepreneur, racing driver, auction organiser, concours judge, appraiser, publisher. Sometimes he alternated between these roles, other times he accumulated them — with an appetite that, as anyone who spends half an hour in conversation with him quickly realises, is driven by a visceral passion — one that seeks knowledge and breeds expertise. It is a wonderful way of honouring his family’s legacy — and by no means a foregone conclusion, given how often dynasties falter by the second generation, let alone the third. A Childhood Among Engines As a child, he often cycled to the factory, eager to see the new cars coming off the production line. He soon became the “co-driver” of test driver Guerrino Bertocchi and learned to recognise suspicious noises and vibrations during road tests. As a teenager, he accompanied his father to the Turin Motor Show at Torino Esposizioni, or to visit the coachbuilders around the city. In his early twenties he spent a couple of months working for Bob Grossman, Maserati’s importer on the American East Coast. Grossman raced in the Trans-Am series, and at weekends they went to the circuits; when Bob wasn’t competing, young Adolfo joined another Bob — Bob Dini, the workshop manager — who raced on dirt tracks. He was allowed to take any car from the showroom to reach the motel or, at weekends, to make a dash to New York. He drove everything: Lincoln Continentals, Ferraris, Corvettes, Cobras — and with petrol at just fifty cents a gallon: a dream come true. Back in Europe, he cut his teeth as a rally driver, behind the wheel of a Fiat 125 Special Group 2 and an Alpine A110 Group 3. In his twenties, he even took part in the Monte Carlo Rally. Yet it was only a brief episode: he had too much respect for the cars entrusted to him, and with the brutal roads of that era he couldn’t bear to see them damaged. When that youthful illusion faded, it was time to buckle down and get to work. A Calling Becomes a Career At first, his professional life seemed to take a very different path: a solid education — including a grounding in languages such as Latin and German, insisted upon by his father — and a degree in Law, led him to a senior position in one of the family businesses. The world of transport was not unfamiliar, but not in the way Adolfo had imagined it. Accessauto, the company he worked for, distributed spare parts for Fiat cars and trucks across Emilia-Romagna and the Marche region. But Orsi junior was not the kind to settle. “As long as one is restless,” wrote Julien Green, “one can be at peace.” And in the still-young Adolfo that restlessness was a defining trait — it had many faces but invariably smelled of mineral oil. While still at university, between exams, he had begun restoring Maseratis for collectors — among them a 4CM and an A6GCS — coordinating craftsmen who had originally built those cars almost half a century earlier, such as the Bertocchis or Medardo Fantuzzi. Why not, he thought, turn this passion into a profession? In 1987, at the age of thirty-six, came the turning point: he left everything else behind to devote himself fully to what truly fascinated him — the history of the automobile in all its forms, with a special focus on what had happened within the Motor Valley. That inevitably meant knowing racing as well as production, drivers as well as engineers, in an intricate weave where men and machines, thought and piston, became an irresistible, inseparable blend. The Historian’s Instinct In fact, his historical curiosity linked to mechanics had surfaced as early as secondary school. At the 1969 Geneva Motor Show, Maserati — by then under Citroën control but still partly owned by the Orsi family — was to unveil a new grand tourer designed by Carrozzeria Vignale. A name had yet to be chosen. Adolfo reminded his father that it was exactly thirty years since Maserati’s first of two consecutive victories at Indianapolis (the marque had won in 1939 and 1940). “Why not call it Indy?” he suggested. Said and done. That wasn’t his only direct contribution to the marque that once belonged to his family. A second would come much later, in 1994. By then Maserati had passed from French to Italian hands — from Citroën to Alejandro De Tomaso in 1976, and to Fiat in 1993. The newly appointed CEO, engineer Eugenio Alzati, was preparing to celebrate the brand’s 80th anniversary with a retrospective at the Bologna Motor Show. Orsi met Alzati at the exhibition and proposed creating a single-make racing series for the Ghibli, the latest offshoot of the prolific Biturbo lineage, and offered to organise it himself. The result was twofold: a special road-going version, the Ghibli Cup, which breathed new life into a structurally dated model, and a promotional championship that was both highly engaging and genuinely competitive. Legends of motorsport such as Luyendyk, Tambay, Alén, Nanni Galli and Nesti took part as guest drivers, at the wheel of Ghibli Open Cup racers provided by the organisers. Collector, Restorer, Enthusiast Not merely a theorist but a practitioner of automotive passion, Orsi keeps in his garage several Maseratis from his family’s era, all acquired long after their direct involvement ended: the 1959 3500 GT Vignale Spider prototype (the very car shown at the Turin Motor Show), a 1965 Quattroporte once owned by Marcello Mastroianni, a 1967 Mistral, and two ongoing restoration projects — Il Muletto, a small truck powered by a two-stroke twin-cylinder Maserati engine from 1950–51, and the prototype 3500 GT Touring known as the “Dama Bianca”. And then there are a couple of toy pedal cars — reminders that life is lighter and lovelier when treated as a continuous game. The World of Auctions But man does not live by Maserati alone. The first chapter of Orsi’s new life began with the auction world — then an emerging but little-known sector in Italy. Through an association with Finarte he organised several auctions in Modena between 1988 and 1991. In 1992, when the Italian government introduced an additional tax on auctioned vehicles, he decided to withdraw. Not, however, before having sparked genuine public interest — for the first time in Italy — in the field of automobilia. The experience proved formative for the many chapters of his later life in the labyrinths of car collecting. Working inside the auction system lit a new idea. Why, he wondered, was it so difficult to trace transaction values? The answer was simple: there was no comprehensive record — no Annales to catalogue them. He began to organise scattered data for his own use. Then, in 1993, he was contacted by the late Alberto Bolaffi, the publisher whose name is synonymous with Italian collecting culture. Bolaffi asked Orsi to help improve an existing tool, the Bolaffi Catalogue of Collectable Cars, first issued a couple of years earlier. Orsi explained that the commercial value of any car varies dramatically depending on its history — and the first strand of its DNA is the chassis number. Moreover, to have international relevance, prices should be expressed not only in lire but also in pounds and dollars. With Raffaele Gazzi’s collaboration, the New Bolaffi Catalogue appeared in 1995 and continued until 2006. When Bolaffi chose to discontinue publication, Orsi set out to continue independently as publisher under the Historica Selecta imprint — for many years still with Gazzi’s support. The successor became the Classic Car Auction Yearbook, published exclusively in English. The 2024/25 edition, to be unveiled this October, marks the thirtieth instalment — an over-400-page volume known in Britain simply as “The Bible.” And if the British call it that, they know what they’re talking about. Expert Witness and Curator Alongside his auction work and publications, Orsi also served for many years as a court-appointed expert. Whenever a questionable car was seized, courts across Italy called on him to determine whether it was genuine or a fake. A classic example — though far from unique — was the appearance of two cars bearing the same chassis number: inevitably one of them was “invented”, however skilfully. Behind such high-profile judicial investigations there was often the painstaking work of Adolfo Orsi — time-consuming but vital. Then there were the exhibitions. One of the most famous was Mitomacchina, staged between 2006 and 2007 at the MART museum in Rovereto. The museum had enlisted illustrious names — Giorgetto Giugiaro, Sergio Pininfarina and others — but they lacked the time to engage fully. When director Gabriella Belli called him in, Orsi overturned the table: he replaced half the cars already selected and imposed a rigorous curatorial logic on the show. With 130,000 visitors, Mitomacchina became one of Europe’s most successful automotive exhibitions. The British magazine Thoroughbred & Classic Cars described it as “the most brain-tingling exhibition of cars ever assembled in the name of art.” Over the years he also curated shows on Bugatti (with American historian Griff Borgeson, whom he calls his spiritual father), on great drivers such as Fangio in Modena and Nuvolari at Palazzo Te in Mantua, and naturally on Maserati itself — notably the marque’s centenary exhibition in 2014. The Judge By the time all these ventures were in full swing, another role had emerged: Adolfo Orsi the concours judge. He has been walking that particular lawn for more than twenty-five years, with ever-greater responsibility. He is a founding member of the International Chief Judge Advisory Group — which unites the world’s leading head judges — and has served as Chief Judge for the FIVA Trophy class at the Pebble Beach Concours d’Elegance since its inception in 1999. He has attended twenty-seven consecutive editions of Pebble Beach, and around 150 concours worldwide — from Russia to China, Australia to Japan, the US to India, Morocco to Romania. He clearly enjoys bringing his decades of experience to emerging markets in the field. What makes his contribution particularly significant is his long-standing campaign against so-called over-restoration — that excess of zeal which once led owners and their technicians to make cars too perfect. Today it is widely accepted that a car’s value increases with its originality, and that presenting a vehicle as though it had just left the showroom is historically misleading. Much of that shift in mindset is due to Adolfo Orsi, who in the late 1990s championed the FIVA Award for best-preserved car at concours events. At the time, the idea seemed eccentric; today it’s mainstream. In 2024 both Pebble Beach and Villa d’Este awarded their top prizes to preserved, unrestored cars. The numbers speak for themselves: in 1999 there were only five cars dans leur jus at Pebble Beach — to borrow the French expression. Today, that category — not an official class, but a cross-section of the field — typically numbers at least five times as many. A Philosophy of Value Up to this point, we have spoken of the automobile in its historical, documentary and cultural dimensions. But of course, every car also carries economic weight — sometimes enormous, especially when prestigious marques are involved. When collecting becomes investment, the market is subject to the same fluctuations as any share certificate. Asked what advice he would offer to prospective buyers, Orsi gives an answer that may disappoint anyone already fingering their mental abacus in anticipation of profit — yet one that will delight those who see cars as expressions of passion: “ The car you love gives you a steady return — the pleasure of admiring it or driving it. That’s the only guaranteed yield. I can’t tell you whether the car you’re about to buy will gain value in ten years. It may rise a lot, or only a little, or not at all. But if you love that car, you will have enjoyed it. And if it has given you the joy of owning it — that, in the end, will be the true value of your purchase. ” About the author, Marco Visani. Born in Imola in 1967, he has been a journalist since 1986. After beginning his career as a reporter for Il Resto del Carlino and other local newspapers, he has been writing about automobiles since 1992. He has worked with magazines such as Quattroruote, Ruoteclassiche, TopGear, Youngtimer, Auto Italiana, Auto, AM, Sprint, InterAutoNews, and EpocAuto; with TG2 television; the portal Veloce.it; and with the English publisher Redwood Publishing, active in the field of customer magazines. He is currently the Italian correspondent for the French classic-car magazine Gazoline, editor-in-chief of the bimonthly ZeroA, and contributor to L’automobileclassica, Youngclassic, Quadrifoglio, and Tutto Porsche. He also manages heritage communication for Volvo Car Italia. His writings have appeared in Corriere dello Sport-Stadio, Avvenire, Tecnologie Meccaniche, Rétroviseur (France), and Top Auto (Spain). He has published and co-authored several books for Giorgio Nada Editore other publishers from 2016 to 2021.

A bond born from an adolescent passion. For Ermanno Cozza, Maserati means more than just a job. For sixty years, it has represented the driver of creativity, the pleasure of relations and a technological adventure that today has become a commitment to passing on facts and traditions. A demonstration of absolute loyalty to a brand that represents the excellent style, performance and sporting flair of Italian car manufacturing Words Alessandro Giudice Photography Alessandro Barteletti Video Andrea Ruggeri Archive Courtesy of Maserati Archive Ermanno Cozza was born in 1933, and has spent 60 years of his life in a magical bubble of creativity, quality, genius and above all people. Some of the episodes in his story may seem simple, yet in fact they reveal all the thrills and tensions behind a four-wheel legend that, with the same aplomb, has won many a victory on the track and captured the hearts of enthusiasts on the road. A long and sometimes winding road, which began with three resourceful brothers from Bologna and continued with the enterprise of a man from Modena. All driven by the desire to offer an excellent product with innovative solutions, based on the dedication, passion and sacrifice of the people who lived the adventure on the front line. People like Ermanno Cozza, who has kept every moment he spent at Maserati like a precious gem, a memory that comes across as emotional even more than historical, from where the value of the individuals who created the “Trident” magic clearly emerges. [click to watch the video]   Ermanno Cozza fell in love with Maserati because of Alfa Romeos, a Guzzi motorbike and a football, precisely in that order. The Alfas were the ones that Enzo Ferrari raced with his team, close to where Ermanno, aged 9, would pass by when going from his home in Collegarola, a small hamlet on the outskirts of town, to visit his aunts who ran a grocers shop near Vignola, outside the city, and to his uncle Achille’s restaurant, in Via Usiglio on the corner of Via Ciro Menotti. When he went home in the afternoon, he would fiddle about with the Moto Guzzi that belonged to Vito, a boy who lived in the same building: “I wanted to take it apart and hide it from the Nazis, who at the time were requisitioning anything that had an engine, and he was very fond of that motorbike,” Cozza recalls. It was then that, unscrewing a bolt, removing a part, handling connecting rods and pistons and discovering the secrets of the engine, that the young Ermanno developed a passion for all things mechanical that was to stay with him throughout his life. And the Alfa Romeos? Well, here a friend of his comes into the picture: older and skilled with engines, he had Ermanno's full attention, even when he dismissed the red cars he saw every day along Via Trento e Trieste in just a few words: “He said: ‘Nah, those are made in Milan, not here. If you want to see a real racing car you have to go down to Via Ciro Menotti, just before the level crossing. That’s where the “Fratelli Maserati” are, they’re from Bologna, they do everything themselves. They don’t have any engineers, they do the drawings, the designs and then they build the racing cars themselves, from the engine to the bodywork, with a few of the mechanical parts coming from a factory in Porretta Terme. They won a really important race in the United States [ed.: the 1939 Indianapolis 500]’. That was when the name Maserati got into my head and never left.” A name that wasn't new to Ermanno, because it was written on the triporteurs and electric vans that he saw around the province, delivering materials and machine tools: “They had huge batteries, not like the ones we have today, they could run for 50-60 km but solved the problem of petrol and diesel shortages.” Then one day, while he was playing football on a field near home, he saw a group of people chatting together, and one of his friends said that the guy with the hat was ‘Commendatore” (“Commander”) Orsi, the boss of Maserati, that he had moved from Bologna to Modena. Ermanno was impressed, and when the ball rolled in their direction he (a rather timid introvert) picked up the courage to introduce himself to the gentleman: “I told him that one day I would like to work at Maserati and he asked me who I was and what I did: ‘When you finish school, come and see me and we’ll see what we can do’. And that’s what I did,” Cozza remembers with a smile half-way between satisfaction and nostalgia. Because in the meantime Ermanno continued to cultivate his passion for mechanics at the Corni Technical Institute, a veritable institution in Modena that trained the best mechanics in the area that went on to be known as Motor Valley: “It was a kind of university, set up by an industrial magnate from Modena who needed workers for his company, but was surrounded by a community of farmers.” But the year of his diploma did not end well, and Ermanno was forced to resit the exam in September (“In Italian too, because we only spoke dialect and so it was hard to speak proper Italian and impossible to write it”). Fortunately though, he passed the exam in September and, diploma in his pocket, Ermanno headed straight for Maserati, in Via Ciro Menotti 322, on his way home. He demanded to speak to the “Commendatore”, but the porter said he wasn’t in, and they got into a heated discussion when, by pure chance, right at that moment Adolfo Orsi came through the gatehouse and asked what was going on. When Ermanno explained who he was, Orsi told him to make an application through the correct channels and then he would look into it. And so it was. 28 October 1951, his first day at work, marked the start of one of the longest, varied and in some respects legendary careers in the history of Maserati. A career that began in the Control Centre, where he had to check the quality of the parts produced, and then moved on to the tooling room, from where he was picked by the engineer Bellentani to work in the “esperienze” department. “There were two of Maserati's most skilled engineers, Leoni and Reggiani, who everyone called “the doctor” because he had a habit of resting a screwdriver on the running engine and putting his ear to the handle, listening as if it was a stethoscope. He was really good, and after a few years working for Ferrari in Maranello, and in America for the importer Chinetti, he came back home after an accident that kept him in bed for two months, when he discovered that he wasn’t insured by the company. So he sent them to hell and went to work for Maserati.” And it is precisely Antonio Reggiani, AKA Tonino, born in 1913, who Cozza was most fond of and who he misses the most: “He treated me like a son, he taught me everything. And if I came up with something he would always give me the merit, even though he was my superior.” The relations between Ferrari and Maserati were quite chilly, although they had a tacit agreement not to steal each other’s top men. Just think that the back of the house where the Orsi family lived in Via Sabatini looked over the courtyard of the Ferrari factory, and both Adolfo Orsi and Enzo Ferrari often took their drivers to eat at the Cantoni restaurant nearby: “There was never more than a nod of the head when they met. When Ferrari wanted to know what was new at Maserati, he didn’t even say its name: ‘What are they up to down there?’ he would ask. There was respect, but also a kind of love/hate relationship.” One thing that became part of Cozza’s DNA is that he too has trouble calling Enzo Ferrari by name, instead using the more distant and generic “the one from Maranello”.   Even though he spent most of his time working on competition cars, he hardly ever went to the races. In 1953: “That year I even worked on Christmas Day. The cars had been shipped to Argentina in late October for the Temporada. They were the old F2s, the new ones were being completed. But we had a technical innovation that needed to be designed and tested.” This was the De Dion suspension, which had the differential joined to the gearbox. Valerio Colotti, a designer who had come to Maserati after working for Ferrari, had begun to design it in September after the head of the Maserati esperienze department, Vittorio Bellentani, had sent him to Monza to “watch” the Mercedes track tests, and see how the rear of the German car was made. Cozza recalls: “The Autodromo director, Giuseppe Bacciagaluppi, got him some Pirelli overalls so that he would blend in and not be noticed.” Right after the Mercedes went off the road, replacing a rear wheel one of the mechanics covered the tail of the car, but not quickly enough to prevent Colotti from taking a mental photo of what he had seen, the De Dion suspension, which he then did even better, turning it into a masterpiece. And so on 25 December 1953 they decided on the engine to be used by Fangio, and the following day, Boxing Day, in the winter fog and a temperature of just 2 or 3 °C, the test driver Guerino Bertocchi tested the 250 F with a new engine and the De Dion suspension at the “Aeroautodromo” in Modena. “After a few laps of the track, he stopped, took off his gloves, pulled off his goggles and said to us, all hanging on his words: ‘Now that’s what I call a real car!’. The following day we all went to Malpensa to load the cars on the plane for Buenos Aires.” This was just the first stage of a mission that was heading for perfection, and not only in sporting terms. Indeed, while the team and the drivers Fangio and Marimón were showing the cars to General Perón, who knew Italy well having attended the Military Academy in Modena, Commendator Orsi signed an agreement with some manufacturers to supply 50 machine tools made by one of the factories owned by his family. On the day of the Grand Prix, Sunday 17 January, with the Ferraris in pole position on the starting line and for much of the race, the weather was what actually helped the Maserati 250 F, “considered by the sports press to be an evergreen car.” Its engine, developed in the close-to-zero temperatures of the Po Valley and running at over 40 degrees in South America, in the pouring rain that cooled the air an hour into the race, began to work at full power, and Juan Manuel Fangio shot off into the lead, with the single-seater winning its début race. The result was repeated during the first European race of the season, on the Belgian circuit at Spa-Francochamps, before the Argentine driver moved to Mercedes-Benz. Talking about the Argentine champion, Cozza states: “Fangio was a mechanic, a guy who knew his cars. He was also a saver, and never pushed the engine to the max. When we offered him an injection engine for the 250 F, he said he preferred to carburettor version, even though it developed around twenty HP less: ‘I’ll get them out of her, don't you worry’. He was a lovely person, really pleasant but terribly suspicious: when he tested a car, he always wanted someone to be there to make sure that nobody could get close. Those were the days when the driver counted for 51-52% of the success, but gradually cars have taken over in percentage terms. Who were the best drivers at that time? Nuvolari, Fangio, Surtees, Jim Clark.” The trip to South America would have been perfect, had it not been for the fact that after the dozens of machine tools under Orsi’s agreement were delivered, a military coup overthrew President Peron and the supply was never paid for by the industrial companies but only through wheat supplies sent by the Argentine government to the Italian government, which then gave the equivalent in cash to Maserati only five years later, in 1959. The matter put the company into receivership: “I remember that when we began to make the 3500, we bought ZF gearboxes from Germany, and the orders were signed and the payments authorised by an official at the bank. This was a humiliation for Commendator Orsi, who sold off his personal property to close the procedure in six months,” Cozza explains. But it was also the time when they had to disband the Racing Department: “Called in by Orsi, all the staff confirmed their willingness to work without pay until the matter had been resolved: ‘You will pay us when you can,’ said Brancolini, an engineer who spoke on behalf of everyone. With tears in his eyes, Orsi replied that he had found other positions for all of them: ‘Two to Ferrari, one to Centro Sud, one set up his own business and another went to Weber’.”   1963 saw the birth of one of the Trident's most extraordinary and iconic cars, the Quattroporte, which was an obsession for Orsi who couldn’t believe that his business colleagues bought Mercedes, Jaguars or even Rolls-Royces. “It was the car for Italian and European businessmen, and I had to solve a big problem,” Cozza continues. It all came about when the engineer Alfieri received a phone call from the Swiss dealer Sonvico: one of his clients in Lausanne had complained that on the kilometre of cobbles leading up to his house, sitting the rear seats of the Quattroporte - the third one to be delivered - you couldn’t talk or hear anything because of the noise made by the suspensions. “The engineer called me and said ‘get a sound meter and tell me where I can find a dirt track near the factory’, and I took him to one near Vignola that seemed like a dump site. The values recorded were really high, too high for a luxury sedan.” It was a technical problem, the shock absorbers sent the wheel vibrations to the bodywork which was in steel sheet and not tubular. “One evening Orsi came by and saw me working on a Quattroporte, and asked, ‘Well?’ and I replied ‘We can't solve this one, commendatore. And just think, two thousand years ago the Romans had chariots with leaf springs’. It was a moment of enlightenment, and the next day we mounted these on the rest of the production.” On his many business trips, in 1968 Orsi also met the chairman of Citroën, who asked him for an aluminium six-cylinder engine for a future four-seater gran turismo coupé because, he said, ‘our engines are too heavy and cumbersome’: “When the commendator told us, Alfieri and I had the same idea. We made the engine from an eight-cylinder, cutting two of them off to make a special 6-cylinder with a 90-degree V cut. A compact engine designed for front-wheel drive, to be assembled with the gearbox.” Meanwhile, the Michelin family, who owned Citroën at the time, was interested in buying out Maserati: “Commendator Orsi was already getting on, his son Omer was becoming ill and his sons, the engineer Roberto and the doctor Adolfo, were still just kids.” Citroën bought all the shares in 1970, but there was no particular interference: Maserati continued with its production, in addition to twenty or so C114 engines for the SM, launched in the same year. The oil crisis of 1973 put Michelin in trouble, and among the sale of many of its collateral businesses was also Maserati, which was taken over by the Italian government via GEPI, the public financial corporation set up to help companies in difficulty. And that was when Alejandro De Tomaso, Argentine driver and businessman who had at the time of Citroën’s entry into the company tried to take Maserati into Chrysler, came back into the picture. He bought out the first 30% of the company and took over its management, thanks to the experience gained in his own company Automobili De Tomaso: “Every year he bought another 5-10% of the GEPI stake and ended up with the full ownership of Maserati. He did the same thing with Innocenti, abandoned by British Leyland with 3000 employees, which GEPI forced him to purchase.” De Tomaso thought that he could solve the world crisis with a small car (to avoid the VAT rate of 38%) but powerful and prestigious like a luxury car: “And that’s how the Biturbo was born. In 1981 the engineer Bertocchi, son of the historical Maserati test driver, who had left to work for De Tomaso after Citroën had put a French technician in charge, returned to Maserati. One day he called me into the test room to watch the tests of the 2-litre V6 with twin-turbo. It went like a dream, a great 180 HP engine, but in the end, I asked De Tomaso, who was also there: ‘This is all fine now in October, but what will it do in the spring when the temperatures rise?’. I should have kept my mouth shut: ‘What do you mean? What do you know about engines?’ I didn't answer, but the whole production suffered from overheating, along with a number of other problems due to the rush to get it on the road.” These problems did not change De Tomaso's plans, and the production continued until 1997, even after Maserati was bought out by FIAT (1989) with many different names and versions (the last was called Ghibli), all coupés and spyders. Alejandro De Tomaso was not an easy man to get along with: he was an authoritarian with a short temper, and he often spoke harshly even to his closest staff: “He tried with me too,” Cozza recalls, “but I went right up to him, my face just inches from his nose, and said: ‘Mr De Tomaso, my name is Cozza. If you need me, call me Cozza and do not dare to use those adjectives that you use with the others.” One day Ermanno was called by De Tomaso who asked him about a detachable crankshaft, a design dating back to 1939 that he had found in a warehouse where Cozza had stored all the Maserati material that Citroën wasn't interested in. He was with the Swiss importer, and was boasting about the finesse of the Maserati technology. “Mr De Tomaso, we have so much of that stuff in the warehouse, it’s a shame to leave it there. He replied: ‘Well you deal with it; I’ll give you a budget to restore and catalogue it all’. The first year he gave me five million lire, the second year twice that.” And this is where the story of the Maserati collection begins, because De Tomaso had set up a company to which he charged all the costs of restoring the cars and cataloguing the documents, so when the company was sold to FIAT, the period cars belonged to the Argentine businessman, who at one point decided to sell them at auction. Word got round in Modena, and to prevent this Italian heritage from being sold off abroad, Omer Orsi’s son, Adolfo, along with Maria Teresa de Filippis, a historical Trident driver, went to Rome to see Veltroni, who was Minister of Cultural Heritage at the time. However, his hands were tied because the whole collection was in England, as sensing the problem, De Tomaso had had it all transferred in a hurry. And this is when one of the Panini brothers, Umberto, came into play. He had been a mechanic and test driver of Maserati motorbikes, which Adolfo Orsi’s sister had begun to build after taking over a bankrupt company from Bologna called Italmoto. After the mother, a widow with five children, had opened a newsagent in Modena, the brother Giuseppe, AKA Peppino, had the idea of the football cards. This winning idea became a huge business, and indeed Peppino was forced to call Umberto back from Venezuela, where he had emigrated and enjoyed his own professional success. “Come home, America is here!”. He came back to Italy and invented the “Fifimatic”, a card bagging machine that sped up the process. Another great success. When they sold the publishing business to the English, Umberto opened a large agricultural holding called Hombre, where they not only make and sell organic Parmigiano-Reggiano but also have a motorbike and tractor museum, which he is passionate about. And he was also the one to be involved in purchasing the Maserati collection: “He took his Fiat 130 to Stanguellini for a service and told him about the cars from the Maserati Museum being auctioned in England. Panini seemed uninterested, but not too much. “Between a rock and a hard place”, as they say. So Stanguellini called Orsi and together they went to see Panini who asked which cars they were: racing and road cars, Cozza did all the restorations and has all the documentation’. How much do they cost? ‘Five or six billion lire’, while his son Matteo asked his father ‘but do we really have all that money?’. ‘Don’t you worry’. And that's how the cars returned to Modena, and today, even only one of them could easily pay off the initial investment.” While Umberto Panini’s intervention saved the tangible heritage of the Trident tradition, ensuring that it remained in Italy, it is thanks to Ermanno’s painstaking work that all the documentation concerning the cars and company events was catalogued. Today this heritage allows the company’s Maserati Classiche division to certify the originality of the cars and the correctness of their restoration, in addition to providing assistance to collectors, historians and enthusiasts with the many archive documents. Returning to the company history, 1997 saw the union with Ferrari, promoted by FIAT with the relaunch project assigned to Luca di Montezemolo, the Ferrari chairman, at a time which, for Cozza, was a happy and especially technological period for the Trident, above all from 2002, when the new Coupé and Spyder models were fitted with a 4.2 l V8 engine produced in Maranello. “It was a natural and absolutely spontaneous birth. It did us good to work with them, a company that shared similar traditions, history and products. If it was up to me, I would seek more partnerships between the two brands.” But of all the dozens of models that have passed him by, which is Ermanno's favourite? “My favourite Maserati is the “Dama Bianca”. This was the 3500 GT prototype with Touring bodywork that came to Modena for the final adjustments and tuning. It was white with blue leather interiors, very elegant, a magnificent car. It came and went from the workshops, and we gave her this nickname to recognise her. When I think of a Maserati, I think of her.” Ermanno Cozza’s precious testimonial offers a view of how things were done from the inside, with all the nuances, anecdotes and intimate moments that were decisive for the history of the Trident, a history that Maserati has written and continues to write, underlining the brand’s excellence in the racing world, in its technique and in its style. With a witness whose love for the company has never waned. “I spent 38 years working for Maserati, and 22 more as a consultant, and I still go there every Wednesday. You never know when they might need a hand.”

Prof. Massimo Grandi retraces in this article the extraordinary story of Émile Darl’mat, the Parisian coachbuilder who, between the 1930s and 1950s, transformed Peugeot chassis into exclusive aerodynamic creations, from Le Mans racers to elegant postwar coupés. Words and Drawings Massimo Grandi Émile Eugène Henry Darl’mat was born in 1892. After learning the trade of mechanic from his cousin, he worked as a chauffeur for a businessman who first took him to the United States, and later gave him a loan when Émile decided to settle permanently. With that loan, he rented a small workshop near Les Invalides in Paris, where he began repairing cars of the marque La Buire. By 1923, he had become an official Peugeot dealer, quickly distinguishing himself by offering customers not just sales and repairs, but also mechanical and aesthetic upgrades. By 1930, his Paris workshops already employed 160 people. Darl’mat understood that to win customers he needed to offer something exclusive. He began creating bespoke, attractive cars that combined sporting performance with the ability to compete in demanding races such as the 24 Hours of Le Mans. To set his specials apart from standard Peugeots, he gave them a unique badge: the coat of arms of the city of Paris, supported by a lion’s paw with four claws, a nod to Peugeot’s own roaring lion emblem. The First Peugeot Darl’mat On the chassis of the 1936 Peugeot 302, with styling by Georges Paulin, the first Peugeot Darl’mat was born: the 302 DS. Several Peugeot-Darl’mat 302 “Spécial Sport” models, fitted with the more powerful 402 engine, entered Le Mans in 1937 and 1938 with notable success. Built in very limited numbers, the 302 Darl’mat was offered in three body styles: a roadster, a coupé, and a drophead coupé. The first examples came out of Darl’mat’s Paris workshops. But by the mid-1930s, Peugeot had begun integrating these special-bodied coupés and cabriolets into its official lineup. From 1936 to 1938, production shifted to the Peugeot factory in Sochaux. In total, just 104 examples of the 302/402-based Darl’mats were built and sold across all body styles. The outbreak of war in 1939 brought an abrupt halt. Production was suspended, and only in August 1944, immediately after the German surrender in France, did Darl’mat reopen his garage. The situation was desperate—raw materials were scarce across Europe. Peugeot managed to restart production in 1945 with the small 202, initially built almost entirely from prewar stock. The Postwar Peugeot 202 Coupé Darl’mat obtained a running 202 chassis, number 629844, and used it to build a lightweight, streamlined coupé. Gone were the flamboyant, extravagant prewar “streamlined” forms. His 202 design looked decidedly more “Teutonic,” inspired by the German scientific approach to aerodynamics pioneered by Paul Jaray in the 1920s and refined by Koenig and Kamm. The resemblance was clear to contemporary projects such as the Opel Autobahn Stromer of 1936 and the Maybach SW38 Stromlinie of 1938. As Jaray had theorized, the 202, the Opel, and the Maybach were essentially built around two elemental volumes: a wing-section lower body with a constant longitudinal profile, and an upper “teardrop” cabin. The result was a fully integrated body: pontoon fenders, flush-mounted headlamps positioned low in the nose, and smooth, continuous surfaces to minimize turbulence. The car’s efficiency paid off. In 1947, with Charles de Cortanze at the wheel, the 202 Darl’mat set three 1,100cc class speed records at Montlhéry, including 1,000 miles at 144.5 km/h average and 2,000 miles at 145 km/h. It was displayed with pride at the Peugeot stand of the 1947 Paris Motor Show. Yet despite the attention it generated, the 202 Darl’mat never entered production—not even as a small racing batch. Postwar shortages meant all available materials were reserved for France’s reconstruction. The Peugeot 203 Darl’mat: A French Sports Sedan After the war, Peugeot developed the 203, its first monocoque car, launched in 1948. It remained the company’s only model until 1955. Strong, comfortable, and reliable, the 203 was not a sports car—but Émile Darl’mat set out to change that. In 1949, he unveiled a more muscular version of the 203, effectively creating a French take on the sporty sedan—anticipating, in spirit, what the 205 GTI would represent three decades later. Darl’mat used the short-wheelbase version (435 cm overall, 258 cm wheelbase). Built at Sochaux, chassis and engines were sent to Paris for transformation. To distinguish it, Darl’mat lowered the roofline by 14 cm. Since the monocoque couldn’t be modified, he adjusted the suspension springs (dropping ride height by 7 cm) and reshaped the upper body panels. The bonnet, roof, and windows were reduced in height, improving aerodynamics and road holding. The rear was redesigned with a subtle fin, while the grille took inspiration from contemporary Cadillacs, flanked by additional driving lamps. Mechanically, the 203 Darl’mat remained close to factory spec, but lower, sleeker, and stronger—up to 75 hp from its 1.8-liter engine. Between 1949 and 1954, 135 examples were built, including a few rare 1952 cabriolets. On this foundation, Darl’mat produced one last streamlined variant: the Peugeot 203 DS. The Peugeot 203 DS Darl’mat Introduced in 1953, the Peugeot 203 DS followed the same philosophy as the earlier 202: a 203 chassis and uprated drivetrain clothed in an ultra-light, aerodynamic aluminum body. The car weighed just 600 kg, with cleaner, simplified lines compared to its predecessor. The nose now featured a low, horizontal, elliptical intake framed by spotlights. Its teardrop tail recalled the futuristic Dubonnet Xenia, while the steeply raked windshield reinforced the impression of speed. Originally, it had gullwing doors like the later Mercedes 300 SL, but these were replaced with conventional doors after Montlhéry test sessions. In 1953, Darl’mat and de Cortanze returned to record attempts. The 203 DS looked set to achieve its goals, but one hour before the finish a lightweight Borgo piston failed. The car was never raced again, for reasons that remain unknown. The Unbuilt Peugeot 402 DS In 1946, even before the 203, Darl’mat had envisioned an elegant new coupé based on the Peugeot 402 L chassis, no longer as a racer but as a grand tourer. The design was sleek, aerodynamic, and refined—an evolution of the themes later seen in the 202 and 203 DS. The proportions followed the same logic: a flowing teardrop cabin, integrated pontoon bodywork, and a distinctive oval grille. Longer at 4,760 mm and 1,370 mm tall, it promised to be an elegant, two-seat GT. But it never left the drawing board. Postwar shortages and the 402’s aging technology consigned it to history. Remarkably, its shape has since come to life: in 2010, Romanian coachbuilder Mebbero Automobile SRL of Cluj constructed a faithful Peugeot 402 DS coupé on an original 402 L chassis. Even the interior—missing from the original drawings—was recreated in the style of late-1930s Peugeots. -- Massimo Grandi , architect and designer, previously director of the Car Design laboratory at the Design Campus of the Department of Architecture at the University of Florence. Member of the ASI Culture Commission. Among his published works: “La forma della memoria: il progetto della Ferrari Alaspessa”, “Car design workshop”, “Dreaming American Cars”, “Ferrari 550 Alaspessa: dall’idea al progetto”, “Quando le disegnava il vento”, “Il paradigma Scaglione”, “La più veloce: breve storia dei record mondiali di velocità su strada” (with others).

SpeedHolics Marketplace Search Engine, built to enhance your experience and to let you immediately find the car of your dreams. marketplace Your Car On SpeedHolics. All Cars In Stock Recently listed Race cars Performance cars Sold cars Year More search options Reset search Maker Model Model Body Style Country Dealer Year 0 3.3 6.6 9.9 13.2 16.5 19.8 23.1 26.4 29.7 33 36.3 39.6 42.9 46.2 49.5 52.8 56.1 59.4 62.7 66 69.3 72.6 75.9 79.2 82.5 85.8 89.1 92.4 95.7 99 100 0 0 Reset Mileage 0 3.3 6.6 9.9 13.2 16.5 19.8 23.1 26.4 29.7 33 36.3 39.6 42.9 46.2 49.5 52.8 56.1 59.4 62.7 66 69.3 72.6 75.9 79.2 82.5 85.8 89.1 92.4 95.7 99 100 0 0 Reset Include cars without mileage information Search Page Results 1 2 3 4 5 1 ... 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 79 80 81 82 83 84 85 86 87 88 89 90 91 92 93 94 95 96 97 98 99 100 ... 100 Sort by 1957-Porsche-356-A-1600-Speedster-by-Reutter-01.jpg 1957-Porsche-356-A-1600-Speedster-by-Reutter-08.jpg 1957-Porsche-356-A-1600-Speedster-by-Reutter-19.jpg 1957-Porsche-356-A-1600-Speedster-by-Reutter-01.jpg 1/20 United Kingdom 1957 Porsche 356 A 1600 Speedster by Reutter In Stock 1958-Lancia-Appia-Gtz-Prototipo-01.jpg 1958-Lancia-Appia-Gtz-Prototipo-03.jpg 1958-Lancia-Appia-Gtz-Prototipo-05.jpg 1958-Lancia-Appia-Gtz-Prototipo-01.jpg 1/5 Italy 1958 Lancia Appia Gtz Prototipo In Stock 1965-Ferrari-330-GT-2+2-Series-I-by-Pininfarina-01.webp 1965-Ferrari-330-GT-2+2-Series-I-by-Pininfarina-03.webp 1965-Ferrari-330-GT-2+2-Series-I-by-Pininfarina-15.webp 1965-Ferrari-330-GT-2+2-Series-I-by-Pininfarina-01.webp 1/15 Germany 1965 Ferrari 330 GT 2+2 Series I by Pininfarina In Stock 1995-Ferrari-456-GT-02.webp 1995-Ferrari-456-GT-03.webp 1995-Ferrari-456-GT-15.webp 1995-Ferrari-456-GT-02.webp 1/15 United Kingdom 1995 Ferrari 456 GT In Stock 1972-Porsche-911-E-2.4-01.jpg 1972-Porsche-911-E-2.4-03.jpg 1972-Porsche-911-E-2.4-15.jpg 1972-Porsche-911-E-2.4-01.jpg 1/15 United Kingdom 1972 Porsche 911 E 2.4 In Stock 1994-Fiat-Turbo-16V-Coupe-Pre-Production-Prototype-07.webp 1994-Fiat-Turbo-16V-Coupe-Pre-Production-Prototype-01.webp 1994-Fiat-Turbo-16V-Coupe-Pre-Production-Prototype-15.webp 1994-Fiat-Turbo-16V-Coupe-Pre-Production-Prototype-07.webp 1/15 United Kingdom 1994 Fiat Turbo 16V Coupe Pre-Production Prototype In Stock 1962-Alfa-Romeo-Giulia-1600-Spider-01.jpg 1962-Alfa-Romeo-Giulia-1600-Spider-02.jpg 1962-Alfa-Romeo-Giulia-1600-Spider-19.jpg 1962-Alfa-Romeo-Giulia-1600-Spider-01.jpg 1/20 Switzerland 1962 Alfa Romeo Giulia 1600 Spider In Stock 1988-Maserati-Biturbo-Spyder-01.jpeg 1988-Maserati-Biturbo-Spyder-05.jpeg 1988-Maserati-Biturbo-Spyder-15.jpeg 1988-Maserati-Biturbo-Spyder-01.jpeg 1/15 United Kingdom 1988 Maserati Biturbo Spyder In Stock 1962-Ferrari-250-GT-SWB-Berlinetta-by-Scaglietti-01.webp 1962-Ferrari-250-GT-SWB-Berlinetta-by-Scaglietti-02.webp 1962-Ferrari-250-GT-SWB-Berlinetta-by-Scaglietti-18.webp 1962-Ferrari-250-GT-SWB-Berlinetta-by-Scaglietti-01.webp 1/20 United Kingdom 1962 Ferrari 250 GT SWB Berlinetta by Scaglietti In Stock 1992-Ferrari-348-TS-01.jpg 1992-Ferrari-348-TS-06.jpg 1992-Ferrari-348-TS-08.jpg 1992-Ferrari-348-TS-01.jpg 1/10 Italy 1992 Ferrari 348 TS In Stock 1975-Alfa-Romeo-2000-GT-Veloce-01.jpeg 1975-Alfa-Romeo-2000-GT-Veloce-04.jpeg 1975-Alfa-Romeo-2000-GT-Veloce-14.jpeg 1975-Alfa-Romeo-2000-GT-Veloce-01.jpeg 1/15 United Kingdom 1975 Alfa Romeo 2000 GT Veloce In Stock 1973-Jaguar-E-Type-01.webp 1973-Jaguar-E-Type-05.webp 1973-Jaguar-E-Type-19.webp 1973-Jaguar-E-Type-01.webp 1/20 United States 1973 Jaguar E-Type In Stock 1 2 3 4 5 1 ... 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 79 80 81 82 83 84 85 86 87 88 89 90 91 92 93 94 95 96 97 98 99 100 ... 100

The thrilling realm of classic car events and motorsport in a curated calendar of the most prestigious and revered gatherings, a gateway to the pinnacle of racing heritage by SpeedHolics. Stay in the Fast Lane events CALENDAR Our Ultimate Guide to Classic Motorsport A curated selection of the most prestigious and revered gatherings. Write to add your event Share this page on Facebook Tier-1 extraordinary CLASSIC CAR EVENTs IN THE CALENDAR 90 CARRERA PANAMERICANA Mexico Veracruz Promostage, SA de C.V. Up 10 - 16 Oct 2025 Mail TARGA FLORIO CLASSICA Italy Palermo Automobile Club of Italy (ACI) and the Targa Florio Committee Up 16 - 19 Oct 2025 Mail SANREMO RALLY STORICO Italy Sanremo Automobile Club del Ponente Ligure Up ACI Sport - Automobil Club Italiano 18 - 20 Oct 2025 Mail LUGANO CLASSIC Switzerland Lugano ASSOCIAZIONE CLASSIC CARS TICINO Up 18 - 19 Oct 2025 Mail ALGARVE CLASSIC FESTIVAL TOUR Portugal Algarve Autodromo Internacional Up 23 - 26 Oct 2025 Mail AUTO E MOTO D'EPOCA Italy Bologna Intermeeting S.r.l. Up 23 - 26 Oct 2025 Mail LONDON TO BRIGHTON VETERAN CAR RUN United Kingdom London Royal Automobile Club Up 2 Nov 2025 Mail HISTORIC 24 HOURS DAYTONA USA-Florida Daytona Historic Sportscar Racing, LLC Up 5 - 9 Nov 2025 Mail RAC RALLY OF THE TESTS United Kingdom Bicester Heritage, Bicester HERO Club Limited Up 6 - 9 Nov 2025 Mail MILANO AUTOCLASSICA Italy Milano EMAC S.r.l. Up 21 - 23 Nov 2025 Mail CLASSIC ADELAIDE RALLY Australia Adelaide Confederation of Australian Motor Sport Limited Up 21 - 23 Nov 2025 Mail RALLYE DES LEGENDES RICHARD MILLE France Saint Tropez Peter Auto Up Nov 2025 Mail Date to be announced CAVALLINO CLASSIC - MIDDLE EAST United Arab Emirates Yas Island Abu Dhabi CANOSSA EVENTS Up 5 - 7 Dec 2025 Mail CAVALLINO CLASSIC - PALM BEACH USA-Florida Palm Beach CANOSSA EVENTS Up 13 - 16 Jan 2026 Mail WINTHER MARATHON Italy Madonna di Campiglio VECARS S.n.c. Up 22 - 25 Jan 2026 Mail RETRO MOBILE PARIS France Paris Comexposium Up 28 Jan - 1 Feb 2026 Mail BREMEN CLASSIC MOROTSHOW Germany Bremen MESSE BREMEN M3B GmbH Up 30 Jan - 1 Feb 2026 Mail THE ICE ST. MORITZ Switzerland St. Moritz Not Disclosed Up 30 - 31 Jan 2026 Mail 1 2 3 4 5 1 ... 1 2 3 4 5 ... 5

HANDPICKED CAR LISTINGS All Cars In Stock Recently listed Race cars Performance cars Sold cars Year More search options Reset search Maker Model Model Body Style Country Dealer Year 0 3.3 6.6 9.9 13.2 16.5 19.8 23.1 26.4 29.7 33 36.3 39.6 42.9 46.2 49.5 52.8 56.1 59.4 62.7 66 69.3 72.6 75.9 79.2 82.5 85.8 89.1 92.4 95.7 99 100 0 0 Reset Mileage 0 3.3 6.6 9.9 13.2 16.5 19.8 23.1 26.4 29.7 33 36.3 39.6 42.9 46.2 49.5 52.8 56.1 59.4 62.7 66 69.3 72.6 75.9 79.2 82.5 85.8 89.1 92.4 95.7 99 100 0 0 Reset Include cars without mileage information Search Page Results 1 2 3 4 5 1 ... 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 79 80 81 82 83 84 85 86 87 88 89 90 91 92 93 94 95 96 97 98 99 100 ... 100 Sort by 1957-Porsche-356-A-1600-Speedster-by-Reutter-01.jpg 1957-Porsche-356-A-1600-Speedster-by-Reutter-08.jpg 1957-Porsche-356-A-1600-Speedster-by-Reutter-19.jpg 1957-Porsche-356-A-1600-Speedster-by-Reutter-01.jpg 1/20 United Kingdom 1957 Porsche 356 A 1600 Speedster by Reutter In Stock 1958-Lancia-Appia-Gtz-Prototipo-01.jpg 1958-Lancia-Appia-Gtz-Prototipo-03.jpg 1958-Lancia-Appia-Gtz-Prototipo-05.jpg 1958-Lancia-Appia-Gtz-Prototipo-01.jpg 1/5 Italy 1958 Lancia Appia Gtz Prototipo In Stock 1965-Ferrari-330-GT-2+2-Series-I-by-Pininfarina-01.webp 1965-Ferrari-330-GT-2+2-Series-I-by-Pininfarina-03.webp 1965-Ferrari-330-GT-2+2-Series-I-by-Pininfarina-15.webp 1965-Ferrari-330-GT-2+2-Series-I-by-Pininfarina-01.webp 1/15 Germany 1965 Ferrari 330 GT 2+2 Series I by Pininfarina In Stock 1995-Ferrari-456-GT-02.webp 1995-Ferrari-456-GT-03.webp 1995-Ferrari-456-GT-15.webp 1995-Ferrari-456-GT-02.webp 1/15 United Kingdom 1995 Ferrari 456 GT In Stock 1972-Porsche-911-E-2.4-01.jpg 1972-Porsche-911-E-2.4-03.jpg 1972-Porsche-911-E-2.4-15.jpg 1972-Porsche-911-E-2.4-01.jpg 1/15 United Kingdom 1972 Porsche 911 E 2.4 In Stock 1994-Fiat-Turbo-16V-Coupe-Pre-Production-Prototype-07.webp 1994-Fiat-Turbo-16V-Coupe-Pre-Production-Prototype-01.webp 1994-Fiat-Turbo-16V-Coupe-Pre-Production-Prototype-15.webp 1994-Fiat-Turbo-16V-Coupe-Pre-Production-Prototype-07.webp 1/15 United Kingdom 1994 Fiat Turbo 16V Coupe Pre-Production Prototype In Stock 1962-Alfa-Romeo-Giulia-1600-Spider-01.jpg 1962-Alfa-Romeo-Giulia-1600-Spider-02.jpg 1962-Alfa-Romeo-Giulia-1600-Spider-19.jpg 1962-Alfa-Romeo-Giulia-1600-Spider-01.jpg 1/20 Switzerland 1962 Alfa Romeo Giulia 1600 Spider In Stock 1988-Maserati-Biturbo-Spyder-01.jpeg 1988-Maserati-Biturbo-Spyder-05.jpeg 1988-Maserati-Biturbo-Spyder-15.jpeg 1988-Maserati-Biturbo-Spyder-01.jpeg 1/15 United Kingdom 1988 Maserati Biturbo Spyder In Stock Your search returned no results. Please reset or change your search criteria to get more results. 1 2 3 4 5 1 ... 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 79 80 81 82 83 84 85 86 87 88 89 90 91 92 93 94 95 96 97 98 99 100 ... 100