More on 0168 ED

Tom Roland · Aug 17, 2009

There might be important additions to the history of this car as described in RM's catalogue for their 13-15 August Monterey auction. I would like to discuss it with the owner.

shaughnessy · Sep 9, 2009

Tom Roland said: ↑

There might be important additions to the history of this car as described in RM's catalogue for their 13-15 August Monterey auction. I would like to discuss it with the owner.
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What additional info do you have to share on this 225S Viganle coupe 0168 ED ?

Love to know, for the owner.

I am direct [email protected]

Is mine and the owner's email address. I bought it.

davidgoerndt · Sep 9, 2009

Tom, caught you on "Chasing Classic Cars" last night driving your 375 MM. Wicked sounding car! Any chance it will be shown at Cavallino in the near future?

shaughnessy · Sep 9, 2009

davidgoerndt said: ↑

Tom, caught you on "Chasing Classic Cars" last night driving your 375 MM. Wicked sounding car! Any chance it will be shown at Cavallino in the near future?
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Let's keep talking about 225S on this tread please
Nothing heard on 0168ED yet

Thank you

etceterini.com · Sep 9, 2009

Did you also think about buying the 166MM that has the correct engine for the
225? I think the reserve was pretty low for the first small grilled Ferrari
ever!

cliff reuter
PS Here is my Dad with his old 166MM
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Tom Roland · Sep 10, 2009

shaughnessy said: ↑

What additional info do you have to share on this 225S Viganle coupe 0168 ED ?

Love to know, for the owner.

I am direct [email protected]

Is mine and the owner's email address. I bought it.
Click to expand...

At last! So you reckon 0202 was a Vignale coupé. Arent you planning to graft the Vignale body of that 225 on the 340? It is roughly similar.
May I now suggest the following:
- Get the engine 0168 with 0308 (0050) and recreate 0168 with its original engine and bodywork, which was a Vignale spider.
- With 0308 (0050) it will be possible to recreate both the Touring barchetta 0050 and the delightful two oval portoles Vignale coupé 0308.
All this will make of you a valued customer at Ferrari Classiche (and incidentally create an opportunity for an updated version of Ferrari by Vignale book).
With my best regards to the owner.

readplays · Sep 10, 2009

Tom Roland said: ↑

At last! So you reckon 0202 was a Vignale coupé. Aren’t you planning to graft the Vignale body of that 225 on the 340? It is roughly similar.
May I now suggest the following:
- Get the engine 0168 with 0308 (0050) and recreate 0168 with its original engine and bodywork, which was a Vignale spider.
- With 0308 (0050) it will be possible to recreate both the Touring barchetta 0050 and the delightful “two oval portoles” Vignale coupé 0308.
All this will make of you a valued customer at Ferrari Classiche (and incidentally create an opportunity for an updated version of “Ferrari by Vignale” book).
With my best regards to the owner.
Click to expand...

Tom R,
"With 0308 (0050) it will be possible to recreate both the Touring barchetta 0050 and the delightful “two oval portoles” Vignale coupé 0308. "

Maybe I'm missing something here.. This Touring barchetta 0050 you refer to..

You do know that 0050(0328)M is alive and well, completely original since leaving the factory (including its original Touring barchetta body), in the care of its long-term owner of 35 years or so, and was on display at Pebble Beach in the 166MM display this year?

What Touring barchetta do you speak of?

I apologize in advance if the tone of my question comes across in the wrong way. I'm simply trying to follow the threads of the cars you mentioned and am a little confused. Apologies as well to Tom S for going slightly OT.

Best,
Dave

Michiel Mobiel · Mar 3, 2010

Information about 0168ED as offered by RM Auctions:

RM Auctions said:

RM Auctions is proud to present this iconic 225S, chassis 0168ED. As one of the six competition berlinettas built (indicated as such by the even numbered chassis, reserved by Ferrari for the racing variants) it features the aforementioned, unmistakable ovoid egg crate grille (this, in the attractive convex formation) as well as the desirable triple oval, chrome-ringed portholes on the front fenders as well as other eye-catching Vignale touches.

0168ED is an extraordinary example of this rare breed, with a short yet impressive competition history and documented ownership chain, culminating with its most recent keeper, who has owned the car for nearly 38 years.

After a very brief stint in the hands of its first Roman owner from July 25, 1952, it was re-attained by the factory in November of that year (likely as a trade-in) and promptly sold and exported to Luigi Chinetti Motors in New York, USA.

Chinetti sold the car to brothers Peter S. and Robert Yung of New York who intended to race, and race they did. 0168ED, in the capable hands of its privateer owners, debuted the car on American circuits at the second annual 12 Hours of Sebring in March 1953, remarkably finishing in 8th position overall, taking a 2nd in their class. Another significant result came in May of that year, where the car placed 4th overall at Bridgehampton.

From the Yungs, it was sold to Santiago Gonzales of Cuba, whereupon he achieved a remarkable First Place in the Cuban Grand Prix Sport, held in Havana in October of 1955.

From Cuba the car was sold back to an American in 1957 (Robert Andinolfi of Los Angeles), landing in California where it has remained through the present day. During the 1960s the car had another California owner, Jerry Curion.

This brings us to its most recent owner, Donald R. Wasserman of San Francisco, who acquired the car in 1971 from a referral by noted Ferrariste and author Richard F. Merritt. Wasserman was known to many as a larger than life character who was constantly ahead of the curve as an enthusiast of vintage racing machinery as well as in business for example, he was early to see the potential of real estate investments in the Haight-Ashbury area of San Francisco. As an avid historic racer, motorcyclist and even winery operator (Great Bison from the California Central Coast), he was a founding board member of the CSRG, one of the oldest vintage motorsport clubs in the country.

By this time, 0168ED, like so many old racing Ferraris, had been fitted with a Corvette V8 and was in need of a comprehensive restoration. Not surprisingly, Wasserman had the vision to see it through, embarking on a full restoration in 1974, which took all of five years to complete. During this process, an early Ferrari 250 GT engine was acquired. This 250 GT unit, with inside-plug heads and early, front mounted twin distributors is clearly a direct progression in Ferraris ongoing development of the Colombo V12s. In this configuration, the 250 GT engine is very similar in appearance and performance to the original 225S engine, making it a very appropriate substitute. A letter from Wasserman to noted Ferrari historian Marcel Massini, dated 1983, confirms that his objective was to remain period-correct. The Ferrari gearbox and differential are original type and specification. (A highly-respected Ferrari restorer was impressed upon recent inspection that he found virtually no evidence of structural modifications that remained to accommodate the Corvette engine.) NOTE: The original, 0168ED engine is installed in the 166MM Spider Scaglietti, also available at this sale, and presents a virtually unique opportunity to reunite the original engine with the 225S. Persistent attention to detail during the restoration was rewarded upon completion when the 225S achieved a First in Class award (Ferrari and GT Cars Through 1958) at the Pebble Beach Concours dElegance in 1979. Afterwards Wasserman campaigned 0168ED in vintage racing events on several occasions in the 1980s, including the Monterey Historics in 1980 and 1984, and the Mexican road race La Carrera Classic (Ensenada San Felipe) in 1986. The car was featured on concours lawns subsequent to its Pebble debut, notably at the Emilia-Romagna Concorso dEleganza, Fort Mason, San Francisco in 1987.

Sadly, Mr. Wasserman passed away in December 2008, leaving behind the legacy of a true enthusiast and his long term love affair with this particular car. There are many documents that are to be included with the car, numerous photos and even the original tool roll has survived. Donald Wasserman owned other early and important Ferraris (including a 212 and a mighty 1967 312 F1) but it is telling about this car that 0168ED remained with him to the very end of a life well-lived.

The Wasserman estate heirs believe that the car has seen little use during their patriarchs later years and was found in need of some mechanical recommissioning prior to offering the car for sale. This has now been accomplished at a cost of over $30,000. The primary focus of this program was the engine. So, in recent weeks the unit has been disassembled and extensively inspected and refurbished as necessary by a Ferrari specialist, to include new pistons and main and rod bearings. After reassembly, the engine was checked and tested and is expected to provide many more long years of reliable use. (Test results will be made available upon request.) In addition, the clutch was rebuilt and the transmission and brakes inspected.

The Borrani wheels have been rebuilt and shod with fresh rubber. Various cosmetic items have been addressed as well, but overall the appearance reflects precisely its modern history from its 70s concours restoration, followed by enthusiastic event usage in its subsequent years.

Any Ferrari competition berlinetta is special. As one of only six of the alluringly bodied Vignale cars built, this wonderful and rare 225S is dripping with charisma and could be considered the ultimate example of an event car, eminently suitable for historic circuit racing, for use on the very popular 1000-mile touring events held around the country, or, perhaps most significantly, a desirable entry for the all-time classic Mille Miglia Storica.
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Michiel Mobiel · Mar 3, 2010

Information about 0308M/0050M as offered by RM Auctions:

RM Auctions said:

It was the V12 engine that distinguished Ferrari from its very beginning in the early postwar period. In its first iteration, designed by Gioacchino Colombo and launched as the Type 125, it was diminutive with only 1,500 cc. This engine was the subject of continuous development, through ever larger bore diameters, eventually leading to the legendary 250 series, which powered the 250GT Tour de France, 250TR Testa Rossa, the iconic 250GTO and the 250LM mid-engine racers.

The first sustained taste of competition success however came with the 2-litre alternation, the 166MM (Mille Miglia) of 1950, producing 140bhp. After a run of yet larger displacement engines, in 1953 Ferrari returned to these roots with an updated version of the 166MM (which was to become known as the 166MM Series II or Tipo 166MM/53) and built a very limited run of about 13 examples, most of them with Vignale coachwork both in Spyder and Berlinetta form (one Pinin Farina berlinetta being the exception).

Now with some 160bhp, this new version of the two-litre 12 cylinder engine was improved using roller cam followers, an innovation derived from the Lampredi big block Ferrari V12s and mated to a sturdy five-speed gearbox (with synchromesh on third and fourth gears). These cars were specifically intended to win the two-liter class of the races then being run for sports cars. The 166MM/53s chassis was the usual Ferrari type of the period: two oval longerons cross-braced with more oval tubing. The wheelbase for these little two-liter cars was a mere 2,250 mm. The front suspension was by unequal length wishbones, an anti-roll bar and a transverse leaf spring. At the rear, semi-elliptic springs supported a solid rear axle, which was located by upper and lower pairs of radius arms. Braking was provided by huge, hydraulically operated aluminum drums with steel liners and Borrani wire wheels were fitted as standard. Several 166MM/53 models did well in competition, including the car presented here, which was delivered to Antoine Causse of Casablanca, Morocco in 1953. Originally issued in the numerical sequence of the time as chassis 0308M, it was a Competition Berlinetta bodied by Vignale, with the characteristic chromed portholes on its flanks, a common Vignale ornamentation from the period. Monsieur Causse appears to have raced the Berlinetta twice; on June 7, he shared the car with Jean Dumay in the 12 Heures dHyeres (result unknown). From September 9-13, Causse and Dumay used the car to win its class in the fabled Tour de France Auto, finishing an impressive sixth place OA. Sometime shortly after the Tour de France Auto, Causse lent the car to a friend who, on a public road, rolled the car, destroying the Vignale Berlinetta bodywork. M. Causse sent the 166MM/53 back to the factory for repairs but upon receiving the estimate, sold the car back to the factory, perhaps in part-exchange for another car.

At the factory, the damaged berlinetta bodywork was stripped and given to the care of Enzo Ferraris son Dino, to manage the rebody project. Dino chose to retain the services of Modenese coachbuilder Sergio Scaglietti for the assignment, in which he took a significant personal interest. This collaboration with Scaglietti proved fortuitous, producing one of the most achingly beautiful sports racing cars of its era; a more modern, rakish and utterly delectable shape. Very quickly this design became the prototype for the new, large bore four cylinder 750 Monza and 500 Mondial models and 0308M (now known as 0308M/0050M more on this follows below) has become known as their forebear.

The extent of Dinos actual influence upon the final result is the subject of much speculation, but suffice it to say that his intuition about the then-unheralded design talents of Scaglietti proved to be prophetic, perhaps even visionary.

Rewind: A first-generation 166MM, chassis 0050M, had been sold to Porfirio Rubirosa, the celebrated playboy from the Domican Republic; he was at the time the Dominican ambassador to France. Among his six wives were Flor de Oro Trujillo (daughter of the notorious Dominican dictator), Doris Duke and Barbara Hutton, not counting his storied dalliances with Marilyn Monroe, Eva Peron and a particularly enduring, yet tempestuous affair with Zsa Zsa Gabor - among others. Hutton did him one better, eventually to have seven husband notches on her belt. But it was Hutton to whom he was married in 1954 when Rubirosa desired the latest version of the 166MM and traded in 0050M at Ferrari for 0328M, a spider Vignale, and she likely wrote the check as she was known to have bought him several cars and at least one airplane.

As a preferred client, Rubirosa seemingly had little problem convincing Ferrari to renumber his new model chassis with the number from his first 166MM, presumably to avoid import duties upon its repatriation to France. Hence, 0328M was factory redesignated as 0050M. (Rubirosa eventually met his demise behind the wheel of a Ferrari in 1965, when he lost control and crashed into a tree in Paris on the "Avenue de la Reine Marguerite," at the age of 56).

In the meantime, while chassis 0308M was being redesigned and rebodied at Scaglietti, Ferrari chose to exchange numbers with the 0050M/0328M with 0308M, thereby creating a new factory identity for this stylish new spiderdesign, now rechristened 0050M. This number swap also apparently had Rubirosas fingerprints on it, as the car was subsequently sold by Luigi Chinetti as a consignment from the colourful Dominican, which suggests that he may likely have been an owner of record of all three cars at various points during the course of events. Believed to be the first competition Ferrari to be bodied by Scaglietti, 0308M/0050M is certainly the first ever to carry the Scaglietti coachbuilders badge.

Chinetti was an active Ferrari race driver, but more famous as Ferraris New York-based American distributor and patron of NART, Ferraris North American Racing Team. He arranged for the sale of this car to Danny Collins of Denver, Colorado, allegedly distracting Collins from his initial intention to buy a Berlinetta Touring from the Pagnibon estate, after the French driver was tragically killed in the Tour de France. One delay followed another, so Chinetti redirected Collins attention to another Ferrari competition car, this one with an especially alluring shape, already on the water en route to the States. It was the recently completed Spider Scaglietti. The eventual delivered cost was nearly double that of the original deal, quite a financial stretch for Collins, a mail carrier and weekend racer. But it was ready to go, and painted in classic American racing livery of white and blue, so Collins took the bait and took delivery of the car in 1954. Collins raced the car extensively and enthusiastically in the Rocky Mountain region in 1955 and 1956, in both road races and hillclimbs. After a memorable New Years Day run in the Ferrari with a Swedish countess he met the preceding night at a New Years Eve party, and being goaded by his passenger to go faster, faster! he was busted by the local constabulary for doing 110mph in a 45mph zone! In the end however, the patrolman was talked down to 10mph over, such was the charm of either the car or its occupants! Many podium finishes were logged during this period, including a second place in his first recorded outing at Steamboat Springs, CO. In Dodge City, KS, Collins was excited to be running with some internationally famous drivers such as Carroll Shelby and local legend Masten Gregory (known as The Kansas City Flash). He approached Gregory before the race only to receive a cursory brush-off. After a particularly exciting race where Collins finished closely behind Shelby to 3rd OA, Gregory ran up to him enthusiastically to congratulate him. Gregory, suddenly very friendly, also remarked that hed seen the Collins Ferrari being assembled at Scaglietti in Italy. At what turned out to be his final race in the car, a dirt road hillclimb at Kremmerling, CO in August, 1956, Collins was stopped by a sneaky highway patrolman for speeding (!) on his first run up the hill, thereby disqualifying him from finishing the event. [More race history see sidebar]

The tiny, exquisite V-12 never skipped a beat the whole time I raced it, says Collins, It required an occasional oil change, two sets of spark plugs, a paint job and fresh tires every race weekend. He drove the Ferrari to most events.

Noted Ferrari historian Richard F. Merritt told this writer that this was the first Ferrari he had driven while a student at the University of Colorado in Boulder, and that it ignited his lifelong passion for the marque.

According to Collins, The SCCA declared that in 1957 all cars must have rollbars installed. I could not bear the thought of marring that beautiful bodywork by installing an ugly roll bar, so I just parked it. My fiancé, Carol Bandel, helped me sand it before we painted it red and sold it in October, 1958, a month before our honeymoon.

The Spider Scaglietti went to Dick Gerone, a Fiat/Abarth dealer in St. Louis, MO, where it apparently languished. Gerone eventually went bankrupt, and the car was acquired from bank repossession by Bob Blaske in 1961. Later that year, it was sold to Ed Kaysing. In 1965, as the result of a fortuitous tip, Ferrari enthusiast extraordinaire Jack Reuter, also of St. Louis, discovered the car in a local warehouse, his first view of it through a dusty window. During the 60s Reuter owned a string of now iconic retired racing Ferraris including a 250 GTO, a 250 Monza, a 500 TRC and an ex-Phil Hill 250MM, among others. He describes his first impression of the Spider Scaglietti: [It was] so original it would make you cry." Reuter located the owner of the building and the car, and bought it from Kaysing for $1,000. Kaysing had apparently left the car in the cold at one point, in the harsh Midwest winter without fully draining the radiator, during which time a crack in the block appeared. Via Dick Merritt, Reuter traded the damaged engine for a suitable replacement from a 225S Berlinetta Vignale, numbered 0168ED, and embarked upon the first restoration of the car. NOTE: The 225S Berlinetta Vignale 0168ED is also available at this sale, and these two cars in combination present a virtually unique opportunity to reunite the original engine with the 225S.

Jack Reuter restored the car lovingly and to perfection with his efforts rewarded at its debut at the 3rd Annual Ferrari Club of America national meeting in Indianapolis, IN, where it won the award for Best Roadster. (The Reuter family still retains the pewter cup trophy.) In 1968, it was voted Car of the Year at the FCA National Convention.

Later, in 1968, the Spider Scaglietti was sold to Ken Hutchison of Tower Lake, IL, then in 1970 to George Lamberson of Oak Brook, IL. Lamberson presented the car in 1971 at the 8th Annual FCA meeting at Restaurant Chez Paul in Glenwood, IL. Noted Chicago area Ferrari collector Joe Marchetti was the next owner, showing and racing the car at the 14th Annual FCA meeting at Watkins Glen, NY in 1977. In July, 1978, the Spider Scaglietti was acquired by Bernard Nevoral of Burr Ridge, IL, who was to become the cars longest-term owner. Nevoral had the car completely restored in 1988 by Continental Classic Motors of Chicago, the recognized Ferrari experts in that region.

Curious about his cars history, Nevoral contacted the well-known author and Ferrari expert, M. Antoine Prunet, who confirmed the complex chronology of the chassis number swaps, previously decoded by respected Ferrari historian Marcel Massini. In a letter dated August 31, 1993, Prunet commented Now enters 0308M, the second of the two 166MM/53 Vignale Berlinettas (twin to 0300/M). It had been sold to Antoine Causse who only raced it in 1953. The car then came back to Modena and its chassis appears to be the one that Dino Ferrari had bodied by Scaglietti with a design of his own, according to legend. For some reason however, it is that Monza/Mondial-looking 166MM/53 which became 0050M. These comments were the start of a train of investigation to establish beyond doubt the vehicles true identity. Three years later, in a letter dated from Paris on November 7, 1996, Prunet further commented My thoughts that Mr. Nevorals car could not be 0050M nor 0328M either are verified now from various sources and although I havent talked to Dyke Ridgeley yet, I am convinced that the original ID of this car is 0308M. To gain concrete evidence of 0308Ms authenticity, Nevoral then commissioned Bri-Mar International Laboratories to examine the chassis of his car in June 1997 to ascertain whether or not there had been a chassis number switch. Sure enough, Mark Boese, a forensic criminologist with the laboratory found that there had been such a number swap. When Boese had completed his examination, he was able to report that the number exposed under 0050M stamped on the forward left chassis tube was, in fact, 0308M.

(There are additional references in Nevorals research to a second European racing career in late 1953 and 1954, driven by factory pilots including Ascari and Villoresi, but without source attribution.)

Subsequently, the factory confirmed to the cars next owner, John Weinberger the proprietor of Continental Classic Motors - that there had indeed been a chassis number swap with 0050M in the mid-1950s. Plus, in preparation for this offering, RM Auctions has independently confirmed this fact with Ferrari Classiche.

Prior to Nevorals eventual divestiture of the car, Danny Collins was given another shot at racing it. Appropriately at the Steamboat Springs Vintage Races, in September 1996, Collins was reunited with his Spider Scaglietti, the car so seminal in his racing career, graciously on loan from Nevoral. Collins remarked, It was so pretty, I was almost afraid to drive it again. But I screwed up the courage after a day and a half of ogling it, and twirled around Steamboats gorgeous track, a much more beautiful setting than at Steamboat 41 years ago, believe me!

In 2001 the car was acquired by Herb Wolfe, of Englewood, NJ. A noted collector of Italian cars, Wolfe proved another enthusiastic owner. He displayed it at the 39th Annual FCA National Meeting in April 2003, and followed up that year by participating with it in the Colorado Grand in September. Danny Collins was invited by Wolfe to drive a section of the rally, which he did both briskly and well, according to his co-pilot, Mr. Wolfe. Subsequent showings included the Palm Beach Cavallino Classic in January, 2004. Wolfe also ran the Spider Scaglietti in the Shell Historic Challenge series in both 2003 and 2004.

The next and current owner of car, one of Americas foremost collectors, bought the car from Wolfe and began a full mechanical review and refurbishment program, in preparation for its entry into the 2005 Mille Miglia Storica. This work was carried out by the highly respected Leydon Restorations of Pennsylvania and featured an engine rebuild, with parts replaced as necessary, including new pistons and a valve job, and with all important components checked and magnafluxed. The gearbox was also rebuilt, a new clutch installed, the brake system freshened, the wheels rebuilt; everything necessary to ensure trouble-free performance on the gruelling 1000 mile run, where it performed and finished with flying colors.

The Spider Scaglietti has seen little event use since the Mille Miglia and was last shown in 2007 at the prestigious Amelia Island Concours dElegance. Today it is in excellent mechanical condition having been recommissioned from storage for the sale. Cosmetically it remains very presentable, a testament to the quality of its 20-year old restoration, with the acquired patina of selected, yet enthusiastic use since that time.

Few Ferraris span the range of experiences and have such a fascinating history as outlined above. This 166MM Spider Scaglietti 0308M/0050M is, indeed, a very special car, with an unbroken chain of ownership, including many of the leading lights of the Ferrari collector community. As an example of form following function, its importance is indisputable as it set the design template for the iconic looks of the four-cylinder Monza and Mondial models, but retaining its thrilling V-12 power and sophistication.

CONFIRMED RACING HISTORY

Antoine Causse

June 7, 1953 12 Hours of Hyeres, France

September 5, 1953 Tour de France Auto 6th OA, 1st in Class, with co-pilot Pierre Dumay

Danny Collins Colorado Racing History and Comments (Source: REDLINE, the Chronicle of the Colorado Region SCCA)

May 30, 1955 Steamboat Springs, CO 2nd OA, running against a fleet of much larger 3.4 litre XK120 and 140 Jaguars

July 3-5, 1955 Salida, CO 1st in Class, 2nd OA, again against much larger competition, including a Cadillac-powered Corvette, a Chrysler Hemi-powered Allard and the 4.5 litre V-12 ex-Cunningham Ferrari

August 1955 Stapleton Airport Autocross A gymkhana, Danny was concerned that the standing start would break his rear axle so he came up with the idea of putting small squares of cardboard under the front of the rear wheels to allow some slip until the wheels caught up with the engine rpm!

Labor Day, 1955 Cheyanne Municipal Airport, WY 1st in Class, 4th OA

October 9, 1955 Ft. Sumner, NM 1st OA in an under-2000cc race (Jim Hall won the over-2000cc race in a 750 Monza Ferrari)

November 13, 1955 La Junta Municipal Airport, CO 2nd OA, again against larger competition, including a 4.5 litre Ferrari

April 29-30, 1956 Dodge City, KS 3rd OA, behind Carroll Shelby in a 750 Monza Ferrari.

August, 1956 Kremmerling, CO, Hillclimb Disqualified by local authorities for speeding
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Michiel Mobiel · Mar 3, 2010

So much talk and no pictures?

Well, here they are: http://www.coachbuild.com/index.php?option=com_gallery2&Itemid=50&g2_itemId=45712

shaughnessy · Mar 3, 2010

Getting ready for Amelia Island feature of cars that raced in Cuba

This car was car number 3 in a Cuban town to town race in 1955
The car finished first at the II Carrera Sagua-Habana race
driven by tean of Gonzalez-Hernandez

http://www.coachbuild.com/index.php?option=com_gallery2&Itemid=50&g2_itemId=45753

fog lights to follow (in my suitcase on the flight to Florida):
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Michiel Mobiel · Mar 3, 2010

shaughnessy said: ↑

Getting ready for Amelia Island
fog lights to follow :
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Back to original! Great!

Michiel Mobiel · Apr 5, 2010

Tom, any word about 0168ED's original engine? Will she get it back?

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