1934 Packard Twelve Runabout Speedster 3億9556万円(SOLD)

公開日: : 未分類

1934 Packard Twelve Runabout Speedster


Sold for $3,190,000

Property from the Robert Lee Collection,
The Last of Four Built and Formerly the Property of the Harrah Collection

Model 1106. 160bhp, 445 cu. in. side valve V12 engine with Stromberg downdraft carburetion featuring automatic cold start, three-speed synchromesh transmission, shaft drive with hypoid rear axle and four-wheel adjustable vacuum assisted brakes. Wheelbase: 135″

In the world of collector cars, there are many wonderful cars.

There are but a handful, however, that earn universal acclaim. These very special cars are, inevitably, exceedingly rare. They are invariably built on the finest chassis. Most important of all, they are achingly beautiful, the pinnacle of achievement for their coachbuilder.

The LeBaron Runabout Speedster is just such a car.

The Packard Twelve

Packard’s Twelve was, in many ways, the signature car of the classic era – it was the top of the line offering from America’s leading manufacturer of fine cars. It was the Brooks Brother’s suit of the time: a conservative car with finely tailored lines, elegant appointments, a refined chassis and a whisper-quiet twelve-cylinder engine.

In a sense, Packard’s Twelve was never meant to be. In fact, the car’s history goes back to the Cord L-29 and the great Miller engined front drive race cars. Packard’s management was intrigued with the idea of front drive and commissioned the construction of a prototype. A decision was made to develop a twelve-cylinder engine for this new car, as the shorter length of a V12 – compared with Packard’s venerable inline eight – allowed more flexibility in packaging the front drive chassis.

Extensive testing revealed weaknesses in the front drive chassis’s design and anticipated development costs soared. Meanwhile, Cadillac had ignited the multi-cylinder race with their exquisite new sixteen and twelve-cylinder models, and Packard’s dealerships were feeling the pressure.

The solution, born of necessity, created one of the defining models of the classic era: install the new twelve-cylinder engine in Packard’s proven Deluxe Eight chassis. The result was christened the Twin Six, in honor of Packard’s first V12 introduced more than 15 years earlier.

By 1933, the name had been changed to the Packard Twelve to more clearly convey the power behind the new car. It and the 11th series were the last cars with flowing fenders and classic lines, before the advent of the streamlined look. The front ensemble is truly beautiful, with a graceful v-shaped radiator and matching headlights and fender lights. The dash is a work of art, looking more like a jeweler’s display than an instrument panel.

Few collectors today would argue that the 1934 Packard Twelve represents the ultimate expression of Packard’s leadership in the fine car market.

LeBaron Inc.

LeBaron Carrossiers Inc. was founded in 1920 by two of the most respected names from the era of the great coachbuilders: Thomas L. Hibbard and Raymond Dietrich. Both young men worked at Brewster, probably the leading coachbuilder of the day. Since the carriage era, America’s leading families had patronized Brewster.

In fact each family had their own unique carriage colors; some had different color schemes for summer and winter bodies. According to Lamm and Holls, writing in A Century of Automotive Style, there were literally thousands of such combinations maintained on sample boards in Brewster’s paint shops – each a little different from the others.

Brewster’s market position allowed the company to attract the brightest and most talented designers, and Hibbard and Dietrich were no exception. However, the pair were ambitious and decided they wanted to try their hand at their own designs. They took to whiling away their spare time planning their new venture. Unfortunately, Brewster got wind of the plan, and fired them both.

Unexpectedly forced to set up shop, they settled on a location and a name. The location – 2 Columbus Circle, New York City – was more than they could afford, but they decided it was essential to their image. Coincidentally, it was also home to Fleetwood’s design offices.

They chose the LeBaron name because it sounded French – and would lend a sophisticated air to their firm. Most interesting was that they chose to have only a design office, without coachbuilding facilities. Not only was this practical – they had no coachbuilding skills – but it allowed them to work independently from (and with) both chassis manufacturers and coachbuilding firms.

The idea was not new, but it was certainly unusual. Work was slow in coming, and the two found themselves struggling for survival. Fortunately, a break from the New York Packard dealer gave them a commission – and such a prestigious commission piqued the interest of other dealers and manufacturers.

Work began to flow, and soon the pair were approached by Ralph Roberts, who knew Dietrich before he had gone to Brewster. Roberts wanted to design cars, and when he applied for a job Hibbard and Dietrich liked him enough that they offered him a full one third partnership – but with the provision that he serve as the firm’s business manager.

In 1922, LeBaron was offered space at the New York Auto Salon at the Commodore Hotel – an unprecedented achievement for a two-year-old design firm. As momentum began to build, contracts from manufacturers began to arrive, including Crane Simplex and Locomobile.

Hibbard wanted very much to work in France, and in 1923, he left for Paris to look into establishing an office there for LeBaron Carrossiers. While in Paris he met another American designer, Howard “Dutch” Darrin. The two hit it off, and decided to start their own company, Hibbard & Darrin. Hibbard sold his shares in LeBaron to Roberts and Dietrich, and moved to Paris.

Meanwhile, back at 2 Columbus Circle, LeBaron’s reputation was growing quickly, but the partners were not making a lot of money. Part of the problem was that overseeing the construction of bodies at many different facilities resulted in a great deal of travel time. Secondly, without the profits from coachbuilding, design work alone was proving less lucrative than the partners had hoped.

As a result, in 1923, when Roberts and Dietrich were approached by Charles Seward and James Hinman, owners of the Bridgeport Body Company, they quickly made a deal to swap shares, and the new firm became known simply as LeBaron Inc. The idea was that LeBaron would give Bridgeport a design office, while Bridgeport gave the design team control over the body making process as well as a share in the profits.

At this point, LeBaron hired Werner Gubitz and Roland Stickney as draftsmen, designers and illustrators. Dietrich continued as chief designer, while Roberts managed the business.

Before long, another opportunity presented itself. Dietrich had formed a friendship with Edsel Ford that had lead to a very lucrative business for the firm designing bodies for Lincoln chassis. Edsel asked Murray Body president Allan Sheldon to invite Roberts and Dietrich to come to Detroit to join them. Initially, the two men declined the offer, not wishing to desert Seward and Hinman so soon after they had come to LeBaron’s rescue.

Edsel Ford and Sheldon again invited the pair to visit Murray, no doubt planning to make another offer for LeBaron. Unfortunately, Roberts was ill, suffering from the flu, and could not make the trip. Before Dietrich returned, he telegraphed Roberts to say he had made a deal for himself, and was leaving LeBaron to join Murray. There they formed a new company, Dietrich Inc., jointly owned by Dietrich and Murray, and in return, Murray set up Dietrich with his own body building facilities. He sold his shares to Roberts, Seward, and Hinman.

LeBaron, meanwhile, continued to prosper, even after the loss of its two founders. Ralph Roberts proved to have a good eye for design and excellent rapport with LeBaron’s clients. He and Stickney made a great team, with Stickney refining and implementing Roberts’ ideas.

In 1927, LeBaron was acquired by Briggs, one of Detroit’s largest body building firms. Briggs’ clients included Chrysler, Ford, Overland and Hudson. LeBaron continued to operate within Briggs, whose strong Detroit connections soon lead to prestigious custom work for Lincoln, Cadillac, and Pierce Arrow. In effect, LeBaron became Briggs’ in-house design label, as Dietrich had become Murray’s.

Shortly afterwards, Briggs hired designer John Tjaarda, and he and Roberts assumed joint responsibility for running LeBaron. Together with their in house design staff, the two were responsible for LeBaron’s designs for the next several years.

LeBaron was ideally positioned to take advantage of the burgeoning demand for coachbuilt bodies that developed in the late 1920s. If fact, the firm survived the onset of the Great Depression (likely as a result of the support of Briggs), and produced some of its best work in the early to middle 1930s.

Factory design work included the legendary Model J Duesenberg, for which LeBaron bodies were among the most prolific. In addition, LeBaron designs graced the top of the line CG and CL Imperials, as well as the remarkable Marmon Sixteen.

By 1934, LeBaron was an established firm, with 15 years experience catering to America’s leading families. During that time, LeBaron bodies were known to be more stylish than most, although few were truly revolutionary. Among the exceptions were the Runabout Speedster and the Sport Phaeton designed for Packard’s 1934 Twelve chassis.

There was, in fact either a precedent or an inspiration, depending on your point of view, for the runabout speedster. Known as the Macauley Speedster, it was a styling and design prototype that was developed by some combination of Packard’s in-house staff, Dietrich designers, and input from Edward MaCauley, son of Packard President Alvan MaCauley and newly appointed design chief. The car went through at least three makeovers, but the second version incorporated both the general shape and the pontoon fenders of the LeBaron Speedsters.

The fact that the cars wear the LeBaron name must be indicative of the firm’s leading role in the design and development of the cars – although clearly with the heritage of the Macauley speedster in mind.

Regardless of inspiration, these cars were quite simply, stunning.

Imagine a world still dominated by Model T and Model A Fords – where nearly every car on the road was black and where construction quality was, at best, weak. Now, imagine that into this world glides a Runabout Speedster. With its streamlined pontoon fenders, long hood and elegantly tapered boattail, it must have looked like a vision from another planet.

There is no modern comparison. Rolls-Royce builds hundreds of New Phantoms; Maybach likewise builds hundreds of its super-luxury sedans. They are certainly imposing and rare, but most have seen one, and many more could afford one.

When 1106-12 was new there were only three others in the world – and there would never be any more. It cost more than a luxury home, and as much as any yacht.

It is interesting to note that while the LeBaron Sport Phaeton was built on the long wheelbase 1108 chassis, the Runabout Speedsters were built on 1106 chassis, which combined a short (135 in. wheelbase) eight-cylinder chassis with the Twelve drivetrain. In addition, both front and rear axles, wheels, brakes and transmission were eight-cylinder components. Since the Speedster body itself was lightweight, using the shorter chassis and lighter eight-cylinder components, it resulted in a higher power to weight ratio than any other Packard Twelve. It was, in effect, a factory hot rod!

Each of the four Runabout Speedsters differed slightly from the others. One had a rear mounted spare. Another had step plates rather than running boards, although some believe these were modifications carried out in the period by Bohman & Schwartz. There were variations in interior trim, and at least one had wheel covers. Priced at $7,746, FOB Detroit, they were the most expensive Packard money could buy.

Known within Packard as style number 275, each LeBaron Runabout Speedster was also assigned a Job Number within LeBaron. 1106-12 was the last car built, assigned Job No. 176-4.

Delivered new in Washington, D.C., little is known about 1106-12’s first owner, a man named Mr. E. Specth. When new, the car was finished in black, with black leather. The car remained with Specth until it was purchased by George Hormel, founder of the George
Hormel Foods in Austin, Wisconsin – best known for its 1937 introduction of a spiced ham product called Spam. Even today, more than 120 million cans are sold annually.

Hormel kept the car for many more years, until his death in 1946, when it is believed to have passed to his son, Jay Hormel. Jay kept the car until he died in 1954, when it passed to his son, George A. Hormel II. Known as “Geordie,” he was a fascinating character, who turned his back on the family business to seek his fortune in the music industry. A long-haired, bearded free-thinking hippie – then and now – he wrote many television theme songs, including “Lassie,” “Ozzie & Harriet,” “The Fugitive” and “The Untouchables”. Later, he built a state of the art 24 track recording studio called “The Village” that still operates today, having recorded music for many artists, including Robbie Robertson, Janis Joplin, Sly Stone, the Pointer Sisters, Neil Young, and Steely Dan.

Geordie was always a fan of mechanical things, from cars to airplanes, which may explain how he ended up with the family car collection. Finally, on January 16th, 1961, he made a deal with noted collector Jack Nethercutt of San Sylmar, California to sell him a package of five cars for $23,000. The cars included the Speedster Runabout, a 1934 Packard Dietrich Sport Sedan, a 1931 Packard 840 Kellner Town car, and a 1934 Packard Twelve Rumble Seat Coupe – along with 2,700 pounds of new Packard parts!

Nonetheless, the Runabout Speedster was one of J.B.’s favorites, and as a result he kept the car for 15 years or so before finally selling it to Bill Harrah in the early to mid 1970s.

After Harrah’s death, the collection became the property of the Holiday Inn Corporation, and a series of auctions were held to liquidate the collection. In September of 1985, General William Lyons of Trabuco Canyon, California bought the car for the amazing sum (for the time) of $710,000. Lyons commissioned restorer Richard Martin to conduct a comprehensive restoration of 1106-12 between 1990 and 1992, changing the car to the lovely shade of blue it wears today. Finally, in 1994, the vendor persuaded General Lyons to part with the car (as part of a deal to acquire one of the 1108 LeBaron Sport Phaetons) and 1106-12 had been in his collection ever since.

While all the surviving Runabout Speedsters are well known, the provenance of 1106-12 is particularly good, comprising a who’s who of American classic car collecting in the latter half of the 20th Century. Nethercutt, Lyons, Harrah, and Lee – these men collected only the very best. Consummate car guys, none has ever been known to own a car with poor history, and consequently, their ownership of 1106-12 constitutes a ringing endorsement of the car’s provenance and quality.

With only four cars built, the opportunity to acquire an original LeBaron Runabout Speedster will always be rare – and it is likely to be a great many years before another is offered. Of the other three, one has been in the same hands since 1947 despite numerous and persistent attempts to buy it. The second is in the hands of a well-known and highly respected New England collector who has rarely – if ever – sold a car from his permanent collection. The last is in the hands of the vendor of 1106-12, and he intends to keep it – and indeed, is selling now only because it represents a duplicate.

Exquisite beauty, extreme rarity and flawless provenance – in the art world, those words could easily be attached to a $100 million painting. It has been said that coachbuilt cars are vastly undervalued when compared to objects of value in other fields – and nowhere does this seem truer than it does with LeBaron’s masterpiece, the Runabout Speedster.

Many have called it the most beautiful Packard ever built. Some say it is the prettiest coachbuilt American car of all. Regardless, there is no denying that the Runabout Speedster was one of the greatest design achievements of its time – and perhaps, of all time.


モデル1106 160bhp、445立方。インチ自動コールドスタートをフィーチャーストロンバーグ落とし込め気化と側弁V12エンジン、3速のシンクロトランスミッション、ハイポイドリアアクスルと四輪調整可能な真空補助ブレーキ付きシャフトドライブ。ホイールベース:135 “





Packardの十二は、多くの点で、古典時代の署名車だった – それが正常に車のアメリカの大手メーカーからのライン·オファリングのトップでした。仕立てのライン、エレガントな予定、洗練されたシャーシとささやく静かな12気筒エンジンを搭載した保守的な車:それは時間のブルックスブラザーのスーツでした。

ある意味では、Packardの十二は、あることを意味していませんでした。実際には、車の歴史はコードL-29に戻り、大きなミラーがフロントドライブレースカーをエンジン搭載しました。パッカードの経営陣は、フロントドライブのアイデアを興味をそそらとプロトタイプの構築を委託されました。決定は、V12の短い長さとして、この新しい車のための12気筒エンジンを開発しました – フロントドライブシャーシを包装するのに許可され、より多くの柔軟性 – パッカードの由緒あるインライン8と比較します。







実際にはそれぞれの家族は、独自のキャリッジの色を持っていました。いくつかは、夏と冬の体に別のカラースキームを持っていました。それぞれ他と少し異なる – ラムとHollsによると、自動車のスタイルの世紀への書き込み、ブリュースターペイントショップでサンプルボード上に維持このような組み合わせの数千人は、文字通りありました。


予期せずに店をセットアップすることを余儀なくさ、彼らは場所と名前に落ち着きました。場所 – 2コロンバスサークル、ニューヨーク市は、 – 彼らは余裕がある以上だったが、彼らはそれが彼らのイメージに不可欠だと思ったようです。偶然にも、それはまた、フリートウッドのデザイン事務所に家でした。

彼らはそれがフランスを鳴らすためレバロン名を選んだ – とその会社に洗練された空気を貸すことになります。最も興味深いのは、彼らが設備をおこなうことなく、唯一のデザイン事務所を持っていることを選んだということでした。この実用的であっただけでなく、 – 彼らは車体製造のスキルを持っていた – しかし、それは彼らが、シャーシメーカーや車体製造会社の両方(ととの)から独立して動作することができました。

アイデアは新しいものではありませんでしたが、それは確かに珍しいものでした。仕事が来るの遅く、二人は生存のために苦労して自分自身を発見しました。幸いなことに、ニューヨーク·パッカードのディーラーからの脱却は、彼らに手数料を与えた – そのような権威ある欧州委員会は、他のディーラーやメーカーの興味をそそりました。

仕事が流れ始め、すぐにペアが、彼はブリュースターに行っていた前に、ディートリッヒを知っていたラルフ·ロバーツ、が近づきました。ロバーツは車を設計したかった、と彼は仕事のために適用したときヒバートとディートリッヒは十分な彼らは彼に完全な三分の一のパートナーシップを提供することを彼に言っています – しかし、彼は会社のビジネスマネージャーとして働く規定に。

2歳のデザイン会社のための前例のない達成 – 1922年、レバロンコモドールホテルで、ニューヨークオートサロンの空間を提供されました。勢いが構築し始めたように、製造業者からの契約はクレーンシンプレックスおよび自動推進式のを含め、到着し始めました。








1927年に、レバロンはブリッグス、デトロイトの最大のボディビルディング会社の一つに買収されました。 Briggsらのクライアントはクライスラー、フォード、オーバーランド、ハドソンが含まれていました。レバロンは、その強力なデトロイト接続間もなくリンカーン、キャデラック、およびピアスアローのための一流のカスタム作業につながるブリッグス、内で動作するように続けました。実際には、レバロンはディートリヒはマレーのになっていたとして、Briggsらの社内デザインレーベルとなりました。






車はレバロン名を着るということは、自動車の設計·開発における同社の主導的な役割を示すことがなければならない – 明らかに念頭に置いてマコーレー俊足の遺産であるが。


道路上のほぼすべての車は黒だったと施工品質があった場合には、せいぜい、弱い – まだモデルTとモデルAフォードによって支配の世界を想像してみてください。さて、この世界にランナバウトスピードスターを滑ることを想像。その合理ポンツーンフェンダ​​ー、長いボンネットとエレガントなテーパー船尾で、それは別の惑星からのビジョンのように見えている必要があります。


1106年から1112年は、新しいだったときに、世界で唯一の3人があった – と、それ以上が存在することはありません。これは、高級住宅よりもコストがかかるし、任意のヨットと同じくらい。


4ランナバウトSpeed​​stersのそれぞれは、他の人とは少し異なっていました。一つは後部スペア搭載されていました。いくつかはBohman&Schwartzの期間で実施したこれらの変更を信じるが、もう一つは、ステッププレートではなく、実行中のボードを持っていました。そこ内装の変動があったと、少なくとも1つは、ホイールカバーを有していました。 FOBデトロイト、7746ドルで販売、彼らはお金が買うことができる最も高価なパッカードました。

スタイル番号275としてパッカードで知られている、各レバロンランナバウトの俊足もレバロン内のジョブ番号が割り当てられていました。 1106年から1112年には、ジョブ番号176から4割り当てられた内蔵最後の車でした。

ワシントンD.C.に新しい配信、少しは1106年から1112年の最初の所有者、氏E. Specthという男について知られています。ときに、新しい車は黒の革で、黒で仕上げました。それはジョージ·ホーメル、ジョージの創設者によって購入されるまで、車はSpecthに残りました
オースティン、ウィスコンシン州のホーメルフーズは – 最高のスパムと呼ばれるスパイスハム製品のその1937年導入のために知られています。今日でも、億2000万以上の缶は、毎年販売されています。

ホーメルは、それが彼の息子、ジェイホーメルに合格したと考えられている1946年に亡くなるまで、より多くの年のために車を保ちました。彼は1954年に亡くなるまで、それは彼の息子、ジョージ·A·ホーメルIIに渡されるときにジェイは、車を保ちました。として知られている “ジョーディー”と、彼は音楽業界で彼の幸運を追求するために家業に背を向けた魅力的なキャラクターでした。長い髪、ひげを生やした自由な発想のヒッピー – 当時と現在 – 彼は「ラッシー」「オジー&ハリエット」「逃亡者」と「アンタッチャブル」を含め、多くのテレビのテーマ曲を書きました。その後、彼はロビー·ロバートソン、ジャニス·ジョプリン、スライ·ストーン、ポインター·シスターズ、ニール·ヤング、とスティーリー·ダンなど、多くのアーティスト、音楽を記録した今日でも動作する「村」と呼ばれる芸術24トラックレコーディングスタジオ、の状態を内蔵しました

ジョーディーは彼が家族の車のコレクションになってしまった方法を説明し得る、車から飛行機に、常に機械的なもののファンでした。最後に、1月16日、1961年、彼は23000ドルのために彼に5台のパッケージを販売するサンシルマー、カリフォルニア州の注目コレクタジャックNethercuttと契約をしました。新しいパッカード部の2700ポンドと一緒に – 車はスピードスターランナバウト、1934年パッカードディートリッヒスポーツセダン、1931パッカード840ケルナータウンカー、1934年パッカード十二ランブルシートクーペを収録しました!


ハラーズ死後、コレクションは、ホリデイ·インコーポレーションの所有となり、オークション一連のコレクションを清算するために開催されました。 1985年9月に、TRABUCOキャニオン、カリフォルニア州の一般的なウィリアム·ライオンズは71万ドルの(時間)の素晴らしい和のために車を買いました。ライオンズは、それが今日着ているブルーの美しい色合いに車を変え、1990年から1992年の間​​に1106年から1112年の総合的な復旧を行うために復元リチャード·マーティンを依頼しました。最後に、1994年に、ベンダーが車と部品に一般的なライオンズを説得(契約の一環として、1108レバロンスポーツPhaetonsのいずれかを取得する)と、1106年から1112年以来、彼のコレクションになっていました。

すべての生存ランナバウトSpeed​​stersはよく知られているが、1106年から1112年の起源は20世紀後半に集めるアメリカのクラシックカーの誰が誰を含む、特に良いです。 Nethercutt、ライオンズ、ハラーズ、リーは – これらの人々は非常に最善を収集しました。至上の車の人は、どれも今まで悪い歴史を持つ車を所有することが知られていない、その結果、1106年から1112年の彼らの所有権は車の出所と品質のリンギング承認を構成しています。

4つだけの車を構築して、元のレバロンランナバウトスピードスターを獲得する機会は常に稀であろう – と他が提供される前に、それは非常に多くの年になりそうです。他の三つのうち、一つはそれを購入するための多数の持続的な試みにもかかわらず1947年以来、同じ手にしています。第二は、めったにありません、よく知られており、非常に尊敬ニューイングランド·コレクターの手にある – これまでならば – 彼の永久コレクションから車を販売しました。最後は、1106から1112年のベンダーの手にあり、彼はそれを維持しようとする – そして実際、それは重複を表すためだけ今販売しています。

絶妙な美しさ、極端な希少性と完璧な起源は – アートの世界では、これらの言葉は簡単に億ドルの絵画に取り付けることができます。これは、他のフィールドの値のオブジェクトと比較した場合coachbuilt車が大幅に過小評価されていると言われていない – とどこにもこれはレバロンの傑作、ランナバウトスピードスターとよりも真実に見えるん。

多くは今までに作られた最も美しいパッカードと呼ばれています。いくつかは、それはすべての最も美しいcoachbuiltアメリカの自動車であると言います。すべての時間の中で、おそらくと – に関係なく、何のランナバウトスピードスターは、その時間の最大の設計成果の一つであったことを否定はありません。





Osella PA30 2442万円

車両価格:€180,000 Description: FIA Hill Climb Champio


1927 Miller 91 “Boyle Valve” Special 9331万円(SOLD)

Sold for $770,000 155から250馬力、90.2立方。過給機と1


MG Modsports Midget For Sale 277万円

車両価格:£15,000 販売レーシングMG Modsportsの小人について


The Stan Hallinan Collection,1958 Lister-Chevrolet ‘Knobbly’ Sports-Racing 1億5342万円(SOLD)

Sold for US$ 1,430,000 スタンハリナンコレクション 1958リ


2013 Ultima GTR 6.3 LS3 Fuel Injected V8 480bhp – Brand New Not To Be Missed! 1376万円 

車両価格:£74,950 この車は、現在販売されている - あなたが販売するために探し


Lykan Hypersport ¥ASK

車両価格:ASK BODY カーボン複合体 ユニークWモーターズスタイリング 独



車両価格:SOLD Giotto Bizzarrini was a self made


2001 viper chassis late model dirt track race car 56万円

車両価格:$4,500  up for sale is a 2001 viper chas


1969 AAR Eagle-Santa Ana Indianapolis 1151万円(SOLD)

Sold for $104,500 320立方。インチフォードV-8エンジン、ヘ


1966 Iso Grifo A3/C Continuation 6764万円

車両価格:$550,000 1966磯グリフォA3 / C継続 S / N 34




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