The celebrations were the ideal opportunity to unveil the latest modes in the Maserati range: Maserati GT2 Stradale and the new Maserati GranTurismo 110 ANNIVERSARIO special series. Maserati GT2 Stradale is an ode to the most extraordinary and exclusive sportiness – the result of a technical and stylistic partnership between the Maserati GT2, a masterpiece of performance created for the Brand’s return to GT competitions – and Maserati MC20.

The Maserati GranTurismo “110 ANNIVERSARIO” special series comes in a limited edition of the same number of units as the years of the House of the Trident, symbol of an ideal bridge between the Brand’s past, present and future. The mission at Maserati is to write the future of mobility in the luxury segment, focusing on its customers’ requests. It is A mission that continues even 110 years later and finds its impetus through all the models, looking ahead to the future and taking Italian luxury all over the world.

Santo Ficili, Maserati CEO

“I am proud to celebrate 110 years of innovation and passion. Every Maserati tells a story, and as we reach this significant anniversary, we celebrate the countless journeys taken in our cars. We are taking this opportunity to bring together our community of enthusiasts and showcase the beautiful evolution of our Brand. As we honor our rich history, we look eagerly towards the future, committed to delivering a unique blend of Italian luxury and performance”.

Maserati Trident Experience – Modena, Italy

Starting from November 30, an exclusive two-day event was held, all set against the picturesque backdrop of Modena, the Brand’s historic home. The Trident Experience catered for a selected group of guests, including members of the Maserati Italia Club, the Panini family, the grandchildren of Ettore Maserati, and the actress Matilda De Angelis.

Some of the event’s most notable moments included the highly anticipated unveiling of the Maserati GranTurismo 110 ANNIVERSARIO and a grand parade showcasing 110 Maseratis, featuring both contemporary models and classic cars. The program also encompassed a series of institutional moments and enriching cultural visits, with a luxurious Gala Dinner at Massimo Bottura’s renowned Casa Maria Luigia.

“Celebrazione dei 110 Anni di Maserati” – Tokyo, Japan

On 1 December, Maserati Japan marked the 110th anniversary with a grand celebration in Tokyo, hosted at the luxurious Prince Hotel. The prestigious event showcased an impressive line-up of 110 Maserati vehicles, representing the Brand’s esteemed community of passionate owners. The festivities included a scenic convoy tour that took participants from the streets of Tokyo to the picturesque landscapes of Chiba, creating a memorable experience for all the attendees. Dubbed “Celebrazione dei 110 Anni di Maserati”, the event culminated in a spectacular finale, the highlight of which was an impressive fireworks display.

The new GT2 Stradale was unveiled and introduced by Takayuki Kimura, CEO of Maserati Japan, who expressed his pride in commemorating the Brand’s 110th anniversary alongside many distinguished guests. He also took the opportunity to emphasize the steadfast dedication of Maserati enthusiasts in Japan, underscoring their long-standing relationship with the Brand and ultimately highlighting Maserati’s commitment to building its future.

110th Anniversary Celebrations – Seoul, South Korea

On December 12, at a prestigious gathering at the Residence of the Italian Ambassador to Seoul, Maserati proudly welcomed 160 guests including media and dealers to celebrate its anniversary. The event showcased Maserati’s rich heritage alongside its unwavering commitment to innovation, again highlighted by the unveiling of the GT2 Stradale.

The Collection’s GT110 Gala – Miami, FL, USA

On December 5, The Collection, one of Maserati’s dealers in the Miami area, organized a gala in collaboration with the Concours Club, to coincide with Miami Design Week. The event brought together more than 100 top dealer clients and distinguished members of the Concours Club for an evening packed with luxury, creativity, and Italian tradition.

The attendees were impressed by the display of Maserati’s legendary cars, including the 8CTF, Maserati MC20 Icona, MC20 Cielo, and MCXtrema. During the gala dinner, the Maserati GranTurismo 110 ANNIVERSARIO was in the spotlight to pay homage to Maserati’s iconic heritage.

Maserati 110th Anniversary Celebrations –Shanghai & Beijing, China

On 8 December, Maserati proudly welcomed to Shanghai and Beijing representatives from 108 media outlets, including 38 esteemed judges from the CCOY and She Power organizations. The aim of the remarkable two-day gathering was to commemorate two major milestones: Maserati’s 110th anniversary and the 20th anniversary in China. To do so, a parade was held on the streets of Shanghai, alongside an LED light show at both Shanghai Sinar Mas Plaza and Shanghai International Port.

Above content © 2024 Maserati S.p.A. reviewed and edited by Rex McAfee

The post Maserati turns 110 appeared first on Sports Car Digest.

This is the tale of a wonderful old racing machine, now fast approaching its 100^th birthday but still enjoying an active competition life in the hands of vintage racing enthusiast and collector Andrew Larson.

The post The 1927 Bugatti Type 37A Was Everyman’s Racecar appeared first on Sports Car Digest.

In Italy, a country that’s home to numerous small, specialized companies making exotic sports and racing cars, few can compete with SVA in their combination of obscurity with exotic engineering. Turin’s SVA flourished briefly at the end of the 1940s and produced at maximum two cars and a few more chassis. Yet the dazzling design of one of them, a single-seater, well-deserved its presentation by leading publications around the world.

SVA can best be viewed as a spiritual offshoot of Turin’s Cisitalia. That company, brainchild of industrialist and passionate car enthusiast Piero Dusio, created a sensation with its thrusting initiatives at a time when Italy’s major carmakers were struggling to recover from the privations of the wartime years. With its 1,100-cc single-seaters and sports cars Cisitalia was a shining star, attracting the best drivers of the day including Germany’s Hans Stuck and the unforgettable Tazio Nuvolari.

The post Savonuzzi and His Spectacular SVA appeared first on Sports Car Digest.

For the burgeoning Formula Two category for 1½-liter cars, French star driver Jean Behra based a new racing car of his own on Porsche components. In 1959, it showed its class by beating the factory Porsches in the year’s biggest F2 race.

Built in Modena, Italy, in 1959, for French racing champion Jean Behra, the Behra-Porsche was a handsomer and, in its time, more successful car than Porsche’s own first open-wheeled effort. “I like Porsches very much, above all because I had such great successes with them last year,” said Behra, explaining why Ferrari’s number one team driver would take the trouble to build his own car. “I’d like to try out a few things I’ve thought up on the basis of my racing experience in recent years. This project with the Formula Two car is tremendous fun for me!”

The post Inside the 1959 Behra-Porsche F2 appeared first on Sports Car Digest.

Providing a focus for the cars, bikes, drivers and riders that gather for the world’s greatest celebration of motorsport and car culture in July, the Festival of Speed’s annual theme gives fans an indication as to what they can expect to see at the event.

2025’s theme – ‘The Winning Formula – Champions and Challengers’ – is inspired by the 75th anniversary of the Formula 1 World Championship. From its inception in 1950, Formula 1’s relentless pursuit of excellence has inspired all forms of racing – leading the charge in innovation and ambition whilst setting new standards in speed, technology, and design. F1 fans can check out the latest F1 hats the 2024 season if you’re keen to celebrate as well.

Combining the Past with the Future

The Festival of Speed will showcase the sport’s quest to find ‘The Winning Formula’, bringing together the past, present and future F1 with the event’s biggest-ever celebration of the series. Fans can look forward to seeing legendary cars, drivers, teams, designers and personalities from the very pinnacle of motorsport, with further details of the celebration due to be announced in January.

Also inspiring ‘The Winning Formula’ will be the 125 years of competition and innovation that have shaped modern motorsport, including the 125th anniversary of both the Gordon Bennett Cup and the Thousand Mile Trial; as well as the 100th anniversary of the World Manufacturers’ Championship, won by Alfa Romeo with the groundbreaking P2.

Uniquely, the Festival of Speed welcomes competitors from every major championship in world motorsport, including the World Endurance Championship, World Rally Championship, Formula E, IndyCar, Nascar, Dakar, MotoGp and World Superbikes. All will play their part in celebrating ‘The Winning Formula’.

The Duke comments

The Duke of Richmond CBE DL, founder of the Festival of Speed, said: “The Festival of Speed is uniquely placed to reflect on motorsport’s rich history and heritage and I am delighted that in 2025 we will do this through the lens of ‘The Winning Formula’. Individuals, teams, vehicles and championships have always embodied this mindset to push the boundaries of achievement, never more so than in Formula 1, which next year celebrates the 75th anniversary of its World Championship. Having recently celebrated 75 years of motorsport at Goodwood, we know what a significant anniversary this is for Formula 1, and we’re looking forward to paying our own tribute as part of the worldwide festivities.”

Karun Chandhok

Karun Chandhok, friend of the Festival of Speed said: “The team at Goodwood always do such a fantastic job of bringing together the most incredible cars, bikes, drivers, riders and teams. I can’t wait to see what and who they have lined up for ‘The Winning Formula’ and I’m hoping they might even let me get behind the wheel of something special!”

Details

The Festival of Speed presented by Mastercard takes place Thursday 10 – Sunday 13 July 2025.

Tickets are available HERE

Above content © 2024 Goodwood, reviewed and edited by Rex McAfee

The post 2025 Goodwood Festival of Speed Announced appeared first on Sports Car Digest.

Measuring just 18.5 inches at its widest point, the Razor Blade is believed to be the narrowest race car ever built, hence its unique name. This is further reinforced by an inswept chassis, with a much narrower rear that gives it a distinctive look and driving characteristics. One of the unique named Works cars which formed the foundations of the now legendary Aston-Martin brand along with ‘Bunny’ and ‘Coal Scuttle’, the 4th oldest Aston Martin in existence, this is a remarkable opportunity to enjoy a legend so important that it is the inspiration for the BRDC badge.

The Razor Blade attempted to break the record – held by AC Cars – in 1923, at Brooklands. While it maintained record-breaking pace, the attempt was eventually abandoned after the race car repeatedly shed its front offside tyre at speeds over 100 miles per hour. Later in the year, however, the Razor Blade set a new record for the standing start mile and kilometer. It went on to see racing success throughout the 1920s.

Bamford and Martin car, chassis number 1915, the Razor Blade’s slender bodywork conceals a bespoke race engine initially developed for the 1922 French Grand Prix. The four-cylinder, twin overhead cam, 16-valve engine outputs 55 horsepower and was derived from half of a three-liter eight-cylinder Ballot engine.

It was raced regularly until the 1950s when it was sold to the Harrah Motor Museum in the USA, which eventually became the National Automobile Museum. During this time, it was returned to the UK. The current owner has lent the car to Brooklands Museum for many years, and it has been on display, apart from when the owner enjoyed using Razor Blade at various events. It has previously appeared at Goodwood FoS and can continue competing at numerous events including VSCC, AMOC and Shuttleworth events. Perhaps most surprisingly of all, the Razor Blade is road-registered and carries the plate XO9958. A large history file accompanies this fantastic and evocative car. Available to view by appointment at Ecurie Bertelli.

Gallery

Above content © 2024 Ecurie Bertelli, reviewed and edited by Rex McAfee

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Chassis 2085 was ordered new by Gentleman racer Principe Gaetano Starrabba di Giardinelli straight from the factory on 1st January 1955 and delivered just 2 months later to his home in Palermo, Sicily. Starrabba would embark on a full season of racing with 2085 throughout 1955, first competing at the Giro di Sicilia on 4th April. The distinctive yellow triangle on the front of the bonnet, which the car still bears today, was applied to differentiate the car from the hoard of other A6 GCS entered in Italian events that year, such was the model’s popularity!

Highlights

• Ordered new by gentleman racer Prince Starrabba di Giardinelli
• Extensive period racing in Italy in 1955 and 1956
• 10th Overall and 5th in class at the 1955 Targa Florio
• Historic racing and rallying since the 1970s
• Matching numbers, the reference point A6GCS
• HTP papers valid to 2028, universally eligible

Other appearances that year included a number of hillclimb and Grand Prix events around Italy, including a win at the Trofeo Sardo, 7th at the Grand Premio di Mugello and 6th in class at the Grand Prix Bari. The season reached a high point in October as 2085 lined up at the start of the Targa Florio and finished a highly commendable 10th overall and 5th in class. For 1956, Starrabba swapped his trusted Maserati for a Ferrari 500 TR, selling the 2085 to another Italian Gentleman racer by the name of Erasmo Simeoni “Kammamuri,” who again campaigned the car at various hill climbs around Italy.

Kammamuri, unfortunately, lost his life the following year while racing his Ferrari 250 GT TdF, with 2085 subsequently being sold to Gunther Mayer of Germany. The car went through a couple of other German owners in the 1960s, until it was sold to Baron Kurt von Hammerstein in 1974. Von Hammerstein was the first owner to bring 2085 back to the track after her Italian racing career, using the car at various historic races around Germany for the next 7 years, including in a race held as a curtain-raiser to the 1975 German Grand Prix at the Nürburgring where he finished second, ahead of Stirling Moss in his 300SL!

In 1981, 2085 was acquired by Peter Kaus and kept in his Rosso Bianco collection before ending up in the hands of another Gentleman racer and highly respected collector Wolf-Dieter Baumann of Hamburg. Baumann used 2085 in several events, including the Goodwood Revival and Nürburgring Oldtimer Grand Prix in 2003 and 2004. The subsequent owner, Heinrich Fries of Munich, acquired the car in 2006 and immediately sent her for a complete restoration. The body restoration was entrusted to Carrozzeria Auto Sport of Bastiglia, with instructions to preserve as much of the original as possible. The Maserati was repainted in her original colors of light red with the yellow triangle on the front and Scuderia Centro Sud inscription on the sides, as featured on her first race in Sicily.

In 2012, 2085 was acquired by her current discerning owner, who has been using the car on a regular basis in racing, rally, and Concours events around Europe and Argentina ever since. This includes participation in the Goodwood Revival, Mille Miglia, Le Mans Classic and Grand Prix Historique de Monaco, all the while having the car maintained and prepared by Jim Stokes Workshop in the UK.

The Maserati A6 GCS is widely considered to be one of the most elegant car designs of all time. Chassis 2085 could be your ticket to all the greatest events in the world. Featuring matching numbers chassis, engine and body, 2085 benefits from a highly traceable and well-documented history. Having been meticulously looked after by all of her custodians over time, she is ready to continue her illustrious career with her next curator, whether it be as a nimble and fast racing car, an elegant concours car, or both!

Period Race Results

• 04.04.1955 Giro di Sicilia, Gaetano Starrabba/ Salvatore La Pira #418 – 22 O.A.
• 11.04.1955 Corsa Al onte Pellegrino Hillclimb, Gaetano Starrabba #110 – 3 O.A.
• 15.05.1955 Grand Prix Bari, Gaetano Starrabba #32 – 6 O.A. in 2L race
• 22.05.1955 Trofeo Sardo, Gaetano Starrabba #158 – 1 O.A.
• 05.06.1955 Grand Premio Mugello, Gaetano Starrabba – 21 O.A.  7 I.C.
• 26.06.1955 Circuito di Caserta, Gaetano Starrabba #12 – 7 O.A.
• 21.08.1955 Giro della Calabria, Gaetano Starrabba DNF
• 28.08.1955 Grand Prix Pergusa, Gaetano Starrabba #46 – unknown
• 16.10.1955 Targa Florio, Gaetano Starrabba/Salvatore La Pira #84, 10 O.A., 5 I.C.
• 24.06.1956 Coppa Citta di Asiago Hillclimb, Erasmo Simeoni “Kammamuri” #82 – 2 O.A.
• 01.07.1956 Bolzano-Mendola Hillclimb, Kammamuri #82 – 6.O.A.
• 15.07.1956 Bologna-San Luca Hillclimb, Kammamuri #232 – 14 O.A., 3 I.C.
• 07.10.1956 Treponti-Castelnuovo Hillclimb, Kammamuri #150 – 7 O.A., 4 I.C.

Above content © 2024 Fiskens, reviewed and edited by Rex McAfee

Available Now

Go HERE for sales info.

Another Maserati A6 GCS takes to the road

The post 1955 Maserati A6 GCS – #2085 appeared first on Sports Car Digest.

Fed up with seeing their major races won by the Germans in the 1930s, the Italians allowed only 1½-liter entries in their 1939 races to eliminate their opposition. They reckoned without the astonishing skills of the Daimler-Benz Racing Department.

The most glamorous Grand Prix race of the 1930s was not at Monaco, not at Dubai, not at Singapore. It was in Northern Africa in the Italian colony of Libya, at Tripoli. To the racing teams, especially those emerging from winter in rainy France or foggy Germany, sailing to Tripoli in May was a liberating journey to a paradise of Arabian opulence under the sun and palms. Only when the hot, salty ghibli blew from the sea, stirring up red sand and biting fleas, was this exotic land less than hospitable to its distinguished guests?

The post V for Voiturette: A Look at the 1939 Mercedes-Benz W165 appeared first on Sports Car Digest.

Are you kidding me?

A fuel-injected 2,927cc Ferrari Quatro-valve V8 provides power mated to a five-speed manual transaxle, and additional features include four-wheel disc brakes, staggered-width BBS basketweave wheels, brown leather interior upholstery with cloth inserts over two-place seating, power windows, and a Clarion component sound system.

Franco Sbarro

Franco Sbarro began designing his own cars while working as chief mechanic for Scuderia Filipinetti, which he left in 1968 to establish his own shop, Atelier de Construction Automobile, in Grandson, Switzerland. Sbarro’s projects included the conversion of Ford GT40 and Lola T70 race cars to road-going form and the construction of various replicas as well as several custom creations and design studies. The Super Eight was an offshoot of Sbarro’s 1982 Super Twelve and was based on Ferrari 308 underpinnings in lieu of the Super Twelve’s more outlandish layout comprising a tube frame carrying an inline-12 engine based on double Kawasaki powerplants and dual transmissions.

The Ferrari 308 GTB frame is said to have been shortened before being outfitted with two-door fiberglass bodywork carrying over much of the Super Twelve’s styling. Design cues include a louvered nose panel that extends over the headlights, a chin spoiler, an offset cowl vent, flared fenders, straked intake vents ahead of each rear wheel, ghosted horizontal stripes along each B pillar, simulated straked vents behind the rear windows, and a rounded rear profile with a painted heckblende and quad upturned exhaust outlets. The body is finished in red, and various imperfections in the finish are shown up close in the photo gallery below.

Staggered-width 15″ multipiece BBS wheels feature gold-painted basketweave centers wrapped in Yokohama AVS AV1-40 tires, while a red-painted spare is secured by leather straps in the rear compartment. Running gear is carried over from the Ferrari 308 and includes ventilated disc brakes and double-wishbone independent suspension with coil-over shock absorbers and anti-roll bars at the front and rear.

Interior

The cabin is trimmed in brown leather with cloth inserts over the two-place seating and door panels. Additional features include color-keyed carpeting, wood door caps and dashboard accents, shoulder belts, a lockable console storage compartment, a gated shifter, power windows, and a Clarion component stereo system with a cassette player and an equalizer.

The three-spoke MOMO steering wheel is wrapped in brown leather and sits ahead of Veglia Borletti instrumentation including a 280-km/h speedometer, a 10k-rpm tachometer, and gauges monitoring fuel level, coolant temperature, and oil pressure. The five-digit odometer shows 30k kilometers (~19k miles).

True Ferrari power

The 2,927cc Ferrari F106 V8 features dual overhead camshafts on each cylinder bank, four valves per cylinder, and Bosch fuel injection. Power output was factory rated by Ferrari at 240 horsepower. Power is sent to the rear wheels via a five-speed manual transaxle.

Available Now

This Sbarro Super Eight was featured on BaT in May 2018, and it is now offered on dealer consignment in Paris, France, with Dutch registration that lists the car as a 1980 Sbarro. The Dutch registration serves as the ownership document. The registration lists engine number F106AB31465 as the VIN, and the last five digits are shown on the steering column above. The seller has not been able to locate the full chassis or engine number on the car.

Go HERE for bidding details.

Above content © 2024 Bring-a-Trailer, reviewed and edited by Rex McAfee

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In the midst of Britain’s post-war turmoil engineer Reid Railton was freshly out of a job at the beginning of 1923. So was his friend Henry Spurrier III, although he  was still working at Leyland Motors but on a reduced salary. Born in June of 1898, Henry Spurrier “Junior” was three years less eight days younger than Reid Railton. “A great deal of both work and leisure time was spent in each other’s company,” wrote Hugh Tours. Spurrier and Railton, close in years, became life-long friends.

Unfinished business remained at Leyland. The company’s directors, wrote Miles Thomas in The Motor, “have come to the decision to investigate the question of the market for a small and cheap chassis suitable alternatively for a light car and a 10 to 15 cwt. van. It is intended at first to produce the chassis in very small numbers in the experimental shops of the company.”

The post A Look Back at Reid Railton and the Arabs appeared first on Sports Car Digest.

The ultra-lightweight KAMM 912c captures all the magic of the classic 1960s design, further enhanced by the extensive use of carbon fiber to deliver a class-leading weight of 750kg (specification dependent). Combined with its extensively re-engineered, air-cooled four-cylinder engine, based on the famous ‘616’ powerplant, the KAMM 912c guarantees a fully analog, pure driving experience.

Founder Miklós “Miki” Kázmér and his team deeply love Porsche’s 912, often overshadowed by its famous sibling, the 911. Through careful attention to detail and a respect for tradition, Kázmér has brought the 912 back into the spotlight. For Kázmér, bringing the 912c to the US is a full-circle moment, as it was inspired by a visit to California’s famous Petersen Museum many years ago.

“I’ve always had a passion for the 912 and the 911,” he says. “But seeing the original 911R at the museum sparked my journey towards the 912c. I wanted to capture the same, designed-for-purpose attitude and bring it to life in what is now the 912c, a car created for drivers who appreciate the precision and classic style.”

Highlights

• KAMManufaktur 912c delivers its first US commission to the customer in Miami
• Carbon fiber bodywork contributes to a best-in-class weight of 750kg
• Re-engineered four-cylinder, ‘616’ engine delivers impressive 185hp
• 912c represents the very best in craftsmanship, driving dynamics, and comfort
• KAMM 912c to be joined by the open-top Targa in 2025
• KAMM 912c Semi-Carbon €355,000. KAMM 912c Full-Carbon €395,000. KAMM 912c Targa €375,000

Once old, now new

Originally released in the US at the New York Auto Show in 1965, the Porsche 912 was known for being a usable and nimble sports car. Today, KAMManufaktur is taking that original character and elevating it, giving owners the same thrills with added craftsmanship, performance and everyday usability.

However, the 912c is more than an updated classic. Crafted in Budapest by a team of passionate experts whose experience includes Singer, Koenigsegg, and Porsche Motorsport, each 912c is based upon a classic 912 donor car, updated with lightweight carbon fiber panels that are designed and manufactured in-house, but retaining its original chassis.

Made by Hand

Every 912c is fully bespoke, created with modern essentials that are discretely hidden for everyday comfort behind authentic design and world-class craftsmanship. Partnerships with iconic names such as Fusina and TracTive ensure that every detail stays true to the original and exceeds expectations.

Weight, regarded by drivers as the enemy of driving enjoyment, has been a major focus for Kázmér. As well as carbon fiber extensively throughout the build, the windows are lightweight, scratch-proof Lexan polycarbonate and every component has been redesigned to save weight. The body is reinforced with 40mm Cro-Moly tubing to create a strong tub-like structure and an optional FIA-approved roll cage for track use. This attention to weight reduction has created one of the lightest sports cars in its class – in original 912c specification, as light as 750kg.

Plenty of Juice (ha ha)

Under the hood, KAMM has transformed the original 1.6-liter engine into a 2.0-liter powerhouse, delivering 185hp and 205Nm of torque. While it retains elements of the original 616 motor, every component has been re-engineered for power, strength and daily driver reliability. KAMM designed and engineered the short-shift transmission, which connects to a Porsche hydraulic racing clutch before power is sent to a ZF limited-slip differential. AP Racing provides impressive stopping power, while TracTive coil-over suspension balances road comfort with track-ready handling.

The interior features equally impressive attention to detail. An authentic Fusina steering wheel complements Electronic Smiths instruments. Fusina, famous for its seats in the 1960s and ‘70s, has returned to manufacture a brand-new signature seat designed specifically for the 912c. Modern touches like air conditioning, wireless phone charging, and heated seats are subtly included, but don’t expect a touchscreen as KAMM is all about keeping things pure.

Finally, no KAMM 912c would be complete without its stunning, custom wheels, with some designs inspired by the iconic Porsche 917 and even a carbon hybrid option. ”The KAMM 912c is so much more than a restomod,” says Kázmér. “We have taken many years to explore and re-engineer almost every element of the 912 to make it a truly bespoke product, crafted by Kamm. And while the changes are extensive, I insist upon retaining the classic looks of the original 60s car, along with a driving experience that mimics that of a 1960 thoroughbred racer.”

Full or Semi Carbon

Two coupe KAMM 912c models are available – the Semi-Carbon which retains some original steel bodywork, and the Full-Carbon which has full carbon fiber bodywork. A 912c Targa is also available. Each car is unique, tailored to the owner’s preferences and carefully built over 12 months, with only limited build slots available each year.

KAMM 912c Semi-Carbon €355,000. KAMM 912c Full-Carbon €395,000. KAMM 912c Targa €375,000. KAMM has designated ZWECK as a North American sales representative and service partner. ZWECK specializes in Porsche car sales, performance and service, operating from a large facility based in Miami, Florida.

”While remaining true to the 912 philosophy,” says Alvaro Rodriguez of ZWECK, “KAMM faithfully augments the original concept without compromise, using the best of modern technology. The 912c is a unique offering in the niche of resto-modified cars and has been engineered and executed to an extraordinary standard, equal in quality to the likes of Singer and Gunther Werks.”

KAMM 912c Production Specifications

Body:

• Original bodywork fully restored by KAMM expert craftspeople
• Body reinforced with hidden 40mm Cro-Moly tubing to create a tub-like structure
• Lightweight windows manufactured from hardened, scratchproof Lexan polycarbonate
• Carbon fiber wing mirrors created by KAMM based on the famous Talbot 3000
• Performance-oriented aerodynamic underfloor covering and front splitter
• Option of full bolt-in roll cage to FIA specifications

Engine

• 2.0 liter air-cooled 616 4-cylinder engine
• Produces 185hp at 6,500rpm and 205Nm at 5,200rpm with a 7,200rpm redline
• Torque of 170Nm available as low as 2,000rpm
• JPS air-cooled cylinder heads and pistons further modified by KAMM
• Individual throttle bodies created by KAMM
• Bespoke intake and exhaust primaries engineered by BDN for KAMM
• Reduced friction from revised cooling blades developed by Fuhrmann, Carrera, and KAMM
• Airbox created by BDN and KAMM with active valve connections
• Over 200 versions of the new engine tested in simulation by KAMM and BDN

Exhaust

• Bespoke performance exhaust designed by KAMM and BDN and produced by REEF
• Exhaust engineered to allow full flow or operate in quiet mode

Gearbox

• Original 901 5-speed dogleg gearbox upgraded by KAMM to provide a reassuringly precise shift feel.
• Three gearing patterns: short, long, and touring
• Linkage and short shifter developed by KAMM
• ZF limited slip differential
• Porsche hydraulic racing clutch

Electrics

• Wire harness and connectors developed to motorsport specification
• Electronic control unit by SCS with two modes for daily driving or performance and track
• Power Distribution Module by range specialist AIM Technologies
• Smiths gauges produced to KAMM specification by Caerbont Automotive
• 175 amp alternator developed by WOS Performance

Interior

• Choice of racing or touring carbon fiber seats developed by Fusina Racing and KAMM
• Range of FIA specification belts and harnesses available
• Fusina Racing steering wheel
• Comfort features include electric air-conditioning, lightweight carpeting and a sound system with Morel speakers.
• Comfort options include heated seats.

Suspension and brakes

• TracTive semi-active front and rear coil-over suspension
• AP Racing braking system with ventilated discs and hydraulic handbrake

Wheel options

• Classic design with steel-look aluminum wheels in R15/R16 J6 size
• Replica 917 style carbon 360 wheels in R15/6.5
• Iconic three-piece 917 style wheels in R15 J7

Additional Information

Go HERE for more information.

Above content © 2024 Kamm Manufaktur,  reviewed and edited by Rex McAfee

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On Friday afternoon, Giacomo Barri from OKP Alfa Delta Racing Team, driving the #50 GTAm, claimed pole position with a time of 1’54.016, placing himself eight-tenths ahead of Davide Bertinelli from Team Gatti in the #87 GTAm, who struggled with a fuel pickup issue. Bernhard Laber, driving alongside Lukas Stojetz for OKP Alfa Delta Racing Team in the #69 GTAm, started from third.

Green Flag Drops

The race began with a scorching start from Davide Bertinelli, who overtook Giacomo Barri on the inside at turn 1. Ronnie Kessel, starting fifth on the grid, quickly moved up to third, fighting with Ambrogio Perfetti of OKP Alfa Delta Racing Team, who held fourth. During the opening lap, Barri stayed close to Bertinelli but couldn’t find an opening to make a move.

On lap 2, Bernhard Laber, driving alongside Lukas Stojetz for OKP Alfa Delta Racing Team, dropped from third to seventh, defending against Peter Bachofen, who was co-driving with Dario Inhelder from OKP Alfa Delta Racing Team and putting in a solid performance. Ambrogio Perfetti passed Ronnie Kessel to take third, with Massimo Guerra, paired with Giovanni Serio from Carrera Team, close behind in fifth, leading an intense duel behind the wheel of his powerful Giulia Sprint GTA 1600.

On lap 3, a fierce battle developed between fifth and eighth places, involving Massimo Guerra, Matteo Kamata, Peter Bachofen, and Bernhard Laber.

By lap 4, Giacomo Barri had narrowed the gap to Davide Bertinelli to just six-tenths of a second. Massimo Guerra overtook both Ambrogio Perfetti and Ronnie Kessel to claim third place.

On lap 6, Matteo Kamata advanced from sixth to fourth, passing both Ronnie Kessel and Ambrogio Perfetti.

On lap 7, Umberto Bartolucci from Team Piloti Forlivesi, running in eighteenth position, continued to chase Giulio Sordi, who was co-driving with Mattia Sordi for OKP Alfa Delta Racing Team. In this early stage, Marco Milla from Scuderia Capannone Garage kept Carlo Fabbrini from Scuderia Clemente Biondetti in his mirrors.

By lap 8, Francesco Pantaleo, paired with Antonio Crescenti, was in tenth place with his Carrera Team Giulia Sprint GTA, while Emanuele Benedini of Carrera Team, co-driving with Marco Guerra, held twelfth, just ahead of Mathias Körber.

On lap 9, Matteo Kamata continued his determined pursuit, passing Massimo Guerra at turn 12 to move into third place, just behind Barri, who was still chasing Bertinelli for the lead.

After 20 minutes of racing, the pit-stop window opened, allowing drivers to swap and complete the mandatory stop. Bertinelli maintained his lead, with Barri still close behind. Stefano Barbieri, co-driving with Kevin Giovesi for AMG RS, was forced to retire due to a water pump failure. The issue had first appeared on lap 3, causing him to fall from ninth to the back of the field.

On lap 12, an unfortunate twist unfolded: Barri was forced to retire due to a gearbox issue, stuck in fourth gear. With the pressure lifted, Bertinelli managed his car and secured the victory.

On lap 14, Peter Bachofen overtook Ambrogio Perfetti to enter fifth place.

On lap 17, Bertinelli completed his pit stop, allowing Massimo Guerra, who hadn’t yet pitted, to take the lead. At the end of lap 19, the pit lane closed. Davide Bertinelli reclaimed the lead, with Ronnie Kessel in second and Massimo Guerra in third.

On lap 20, Marco Guerra of Carrera Team was running in thirteenth place, closely following his teammate Antonio Crescenti, who was in twelfth. Ambrogio Perfetti overtook Dario Inhelder to reclaim fifth place.

On lap 21, the GTAm, driven by Raffaele Raimondi, co-driving with Carlo Barbolini Cionini of Circolo della Biella and running in eighth, was forced to retire due to a gearbox failure.

On lap 23, Michael Erlich was in fourteenth and had his sights set on Fabian Körber.

On lap 24, Ambrogio Perfetti, running fifth, caught up to Giovanni Serio and overtook him at turn 6, moving into fourth place.

Lap 26 saw a flurry of position changes: Antonio Crescenti passed Mattia Sordi to move into tenth, Dario Inhelder overtook Giovanni Serio to claim fifth, with Ambrogio Perfetti just ahead in fourth. Matteo Kamata held third and Ronnie Kessel remained in second behind Davide Bertinelli.

On lap 28, Hans Luginbuehl of Formula GT team overtook his teammate Michael Erlich to take thirteenth place.

Another twist came on lap 29: the GTAm driven by Ambrogio Perfetti, running in fourth, came to a halt just a few corners from the finish line. Dario Inhelder moved up to take his position. In the race’s final moments, Mattia Sordi, running in tenth, picked up the pace and closed the gap to within five-tenths of Alberto Franceschetti from Formula GT team.

After 30 laps, the race ended: Ronnie Kessel, in second place, narrowed the gap to Davide Bertinelli to five seconds, but it wasn’t enough to keep the Arese driver from claiming the top spot on the podium. Ronnie Kessel took second, Matteo Kamata in third, and all three drivers delivered outstanding performances. Giacomo Barri clocked the fastest lap on lap 8 at 1’54.492.

First Alfa Cup for Bertinelli

With this victory, Davide Bertinelli overcame a four-point deficit from the leaders Emilio Petrone and Giacomo Barri to claim his first Alfa Revival Cup championship title for 2024. In the overall standings, after a season-long battle with Bertinelli, Emilio Petrone and Giacomo Barri finished second, while Francesco Pantaleo and Antonio Crescenti took third. See you in 2025!

Davide Bertinelli commented: “I started out in a tough battle with Giacomo Barri. Unfortunately, he had a mechanical issue, and from that point on, the race became more about managing the car. I’ve dreamed of winning this championship for years and finally made it. Congratulations to all the drivers and teams for this exciting and unforgettable season.”

Class Standings for Round 6

Class F TC 1600

1^st Francesco Pantaleo, Antonio Crescenti, Carrera Team, Giulia Sprint GTA #25

2^nd Marco Guerra – Emanuele Benedini, Carrera Team, Giulia Sprint GTA #16

3^rd Mathias Körber – Fabian Körber, OKP Alfa Delta Racing Team, Giulia Sprint GTA #100

Class G2 TC 2000

1^st Davide Bertinelli, Team Gatti, GTAm #87

2^nd Ronnie Kessel, OKP Alfa Delta Racing, GTAm #11

3^rd Matteo Kamata, OKP Alfa Delta Racing Team, GTAm #34

Class G2 TC 1300

1^st Mattia Sordi – Giulio Sordi, OKP Alfa Delta Racing Team, GTA 1300 Junior #188

Class H1 T 2000

1^st Fabio Gimignani, Scuderia Clemente Biondetti, GT Veloce 2000 #62

2^nd Carlo Fabbrini, Scuderia Clemente Biondetti, GT Veloce 2000 #60

Class H1 TC 1600

1^st Marco Milla, Scuderia Capannone Garage, Giulia Super #20

H1 TC 2000

1^st Umberto Bartolucci, Team Piloti Forlivesi, Giulia Super #9

Class I GR5 1600

1^st Giovanni Serio – Massimo Guerra, Carrera Team, Giulia Sprint GTA #106

Above content © 2024 Canossa Events Srl, reviewed and edited by Rex McAfee

Round 2 Video (stay tuned for Round 6)

The post Alfa Revival Cup Champion Crowned appeared first on Sports Car Digest.

Quality First

With a hand-laid carbon fiber body and a unique hand-finished interior, the new AC Ace Classic electric perfectly encapsulates the halcyon days of sports cars, but packs the punch of a bespoke 300 bhp (225 kW) TREMEC EV powertrain With 500Nm (369 ft-lb) of torque and 200+ mile range, the new AC Ace Classic electric accelerates from 0-62mph in 4.9 secs and has a total battery capacity of 72 kWh.

Limited Production

With just 49 examples available for the launch, the new AC Ace Classic electric can be reserved exclusively at the SEMA show and by visiting here. Speaking at the SEMA show, Alan Lubinsky, Chairman of AC Cars, said: “It’s an honor to be at SEMA with TREMEC, and the response to the new AC Ace roadster has been phenomenal. To craft such an amazing looking car that draws on the latest EV technology is a milestone for a company celebrating its 123rd anniversary.”

Antonio Herrera, Managing Director of TREMEC, added: “TREMEC and AC Cars are two companies that understand the importance of heritage and integrity, yet both are committed to challenging convention and breaking new ground. The development of the new AC Ace Classic Electric has seen us embrace fresh thinking and new concepts to innovate, and we’re excited about the road ahead together.”

Pricing

The new AC Ace electric is available to order now, and prices for this unique sports car start at $275,000 (£212,000) before local sales and state taxes. Deliveries for the first 49 cars will start in 2025. More details here.

AC Ace’s high in Las Vegas

Proving a star attraction at this year’s SEMA show in the Entertainment Capital of the World, the new AC Ace Classic Electric shocked guests with both its brawn and beauty. Fully integrated into the new roadster, the TREMEC Electric GT turnkey eGT413 Modular EV platform is a bespoke installation with 300 horsepower (225 kW) and 500Nm (369 ft-lb) of torque. With 100% of the torque available at 0 RPM, the AC Ace Classic electric retains the same reputation as a ‘streetable’ car with race pace as did the 1950’s original

Despite its speed, TREMEC’s expertise in electrified performance technologies means the dynamics and handling of the car are unaffected. With the 72-kWh battery installation in place the roadster retains a 50/50 weight distribution, for predictable and balanced handling, and despite the 200+ mile range the car only tips the scales at 1,134 kg (2,500 lb). DC Fast Charging completes the package to ensure the AC Ace Classic electric remains as functional as it is high-spirited.

As with the petrol version of the AC Classic, the new electrified AC Ace will be available in two distinct personalities of car – reflecting the evolution of the original AC Ace over its 10-year production run 1953-1963. For fans of the later cars the AC Ace Classic electric uses the open grille design of the AC Ace before its transformation into the famed AC Cobra, while the AC Ace Bristol Classic electric employs the earlier ‘smiling face’ that graced the model for its launch in 1953. Both models feature graceful rolling flanks and wheel arches, contrasting to the original flat-sided design.

In keeping with the historic company’s reputation for unique coachwork, AC Cars follows traditional techniques to create and refine the car’s graceful lines. However, also incorporates a precision carbon-fiber body that will be crafted at the company’s facility on the UK’s south coast. Immensely strong, yet light, the work employs the same techniques as AC Cars’ flagship model, the AC Cobra GT Roadster.  As standard and reflecting the two flags of this Anglo-American partnership, the new AC Ace Classic electric is available with bodywork in red, white, or blue and comes with a black hand-finished interior complete with a classically styled leather sports seat. However, as with all AC Cars’ model, a bespoke service allows clients to configure their perfect AC Ace Classic to a unique masterpiece.

Specifications

On display at SEMA 2024 on the TREMEC stand (#21455), the new AC Ace Classic and AC Ace Bristol Classic electric will be delivered as brand-new, road-registered cars. Just 49 examples of the roadster will be available for the initial production, priced at $275,000 (£212,000) before tax and any personalization or bespoke options. Available as left-and-right-hand drive and intended for US and UK clients, each car will bear an official chassis number, denoting it as a true AC and a descendent of the historic AC Ace.

The post AC Ace Classic: The Future of Sports Cars? appeared first on Sports Car Digest.

In 1977, Porsche’s “improvised” Type 936/77 took on the full-court press of four Renaults at Le Mans. Retirements and technical troubles suggested that winning was out of the question. But neither its drivers nor Porsche number 4 believed that.

Against strong opposition from Alpine-Renault and Alfa Romeo, Porsche took the world sports car championship in 1976 with its 936. This was a car it had “improvised,” said Ernst Fuhrmann, made from parts from one car and another, “just to stop others from having it too easy.”

The post Against All Odds: Porsche’s 1977 Le Mans Victory appeared first on Sports Car Digest.

Commissioned over 12 months ago, the classically curated Speed Six is resplendent in Parsons Napier Green bodywork on top of a black-painted chassis. The iconic face of the Speed Six is dominated by the twin round headlamps, finished in Chrome with a protective mesh and separated by a large number ‘4’ on the radiator.

Built by hand

Crafted by hand from scratch, each car takes eight months to complete, with the expert team of Mulliner technicians and artisans working closely with a network of specialist suppliers across the UK to recreate every detail of the original Speed Six with exactitude.

The cockpit is as authentic as the exterior, with every gauge, switch and control exactly as per the specification of the Speed Sixes that raced at – and won – Le Mans in 1930. Leather is trimmed in a rich deep brown with dominant red tones, and the Rust leather and carpet pair seamlessly with the Parsons Napier Green to the exterior.

Know your roots

At the start of the project, the Mulliner Classic team visited the National Motor Museum in Beaulieu, Hampshire, to verify the five authentic period Parsons Paints available to customers. Over 600 individual new parts, including a new engine block casting, were fabricated for the new 6½ Litre race spec engine, which at the time developed 200 bhp. Dyno testing has shown the Continuation Series engines to produce 205 bhp; while higher outputs have been achievable with the aid of modern engineering materials (as many classic racing teams do), the Continuation Series team aimed to create a Bentley precisely as it would have looked and performed in 1930.

The Speed Six is regarded as one of the most essential Bentleys in history, the most successful Bentley racing car ever produced. Using the same manufacturing processes as the original car from the late 1920s, the Speed Six is the second pre-war Continuation Series by Mulliner, Bentley’s bespoke and coachbuilding division.

A legend is reborn

The Blower Continuation Series was the first pre-war continuation series ever created and was built by hand using modern laser-scanned data and original drawings. The blueprints and the 3D data were taken from the 1929 4½-litre supercharged Team Car #2 – the most famous Bentley in the world, and one of the icons of the Bentley Heritage Collection.

Famous for pushing Bentley’s main competitor, Mercedes-Benz, to the point of breakdown in the Le Man 24 hour in 1930, the Bentley Blower was known for outright pace – for the sake of reliability -. In contrast, the Speed Six was known for its dependable performance.

To celebrate Bentley’s first-ever win at the Le Mans in 1924, the Benjafield Racing Club hosted a 24-hour endurance event at the famous Algarve circuit of Portimão. The event consisted of 25 period Bentleys, piloted by 87 club members, with one of the competitors being a Blower Continuation Series customer car, entered into the event by its dedicated owner. In a defining moment for the Blower family and the Continuation Series, the car completed the race – becoming the first factory-built Blower to ever finish a 24-hour event and highlighting the quality of engineering behind the world’s first pre-war continuation series.

Information

For any further inquiries or product information, the Mulliner team can be contacted via email.

The post First Speed Six delivery in 94 years appeared first on Sports Car Digest.

My wife made an offer on a house in New Zealand while vacationing there with her family a few years ago. She is a realtor, and not an impulsive person, so I did not object, especially after she mentioned that it had a four-car garage. I was a bit apprehensive on the flight over though, wondering what we were getting ourselves into.

A couple of hours after arrival, we were driving up a lush green hill, overlooking the ocean on a beautiful warm summer day—in January. The seasons are reversed here. We wound up and around and came to a park in which there were six or seven Jowett Javelins and Jupiters along with a couple of tiny Bradford trucks also built by Jowett. I asked the cabbie to stop, and walked over to a red 1951 Jupiter to get a closer look. I had only ever seen pictures of them.

The post The Major’s Jupiter: A Look at the 1951 Jowett Jupiter appeared first on Sports Car Digest.

The Race

Right from the start, Barri seized the lead at turn 2, overtaking Walter Ben, with Davide Bertinelli from Team Gatti in second place and Daniele Perfetti from OKP Alfa Delta Racing making an aggressive move at turn 4 to take 3^rd place. Lukas Stojetz, paired with Bernhard Laber of OKP Alfa Delta Racing Team, was 4^th, with Fabrizio Sabatini of Jolly Car Squadra Corse, partnered with Edoardo Caponi, just behind. Caponi executed a textbook start, gaining five positions. Giovanni Serio from the Carrera Team, co-driving the Giulia Sprint GTA with Massimo Guerra, also made a great start, advancing from 12^th to 7^th position.

But the most impressive start came from Antonio Crescenti, also from Carrera Team, paired with Francesco Pantaleo, who propelled their Giulia Sprint GTA from 18^th to 9^th. But the action didn’t stop there: just a few corners in, Davide Bertinelli overtook Giacomo Barri to take the lead. Still in the first lap, Giulio Sordi, co-driving the Giulia Super with his brother Mattia, got stuck in the gravel at Arrabbiata 2 due to an engine issue, bringing out the Safety Car for the next two laps.

The race resumed on lap 3. Giacomo Barri immediately attempted to overtake, locking up his front tires, but couldn’t pull it off. By lap 4, the fight between cars in different classes was heating up: Stefan Rollwagen of OKP Alfa Delta Racing Team in the Giulia Sprint GT Veloce, Fausto Amendolagine of Scuderia Capannone Garage, and Fabio Gimignani of Scuderia Clemente Biondetti in their GT Veloce 2000s, and Marco Milla in the Giulia Super were battling it out between 23^rd and 26^th place.

Close behind was Sergio Sambataro in the Giulia TI Super for Scuderia Etna. Meanwhile, in the H1 T 2000 class, Gianni Acciai of Scuderia Clemente Biondetti, paired with his son Edoardo, and Mauro Bini of the same team, teamed with Carlo Fabbrini, were fighting for the 29^th and 30^th positions.

Bertinelli tried to extend his lead, but on lap 6, he ran slightly off track at Casanova, allowing Barri to take the lead. During the same lap, Stefano Barbieri of the AMG RS team made an impressive overtake at Bucine, passing Christian Ondrak from OKP Alfa Delta Racing Team, co-driving with Massimo Bortolami. On lap 7, Christoph Winkler, driving the GTAm alongside his son Bernd, was in 13^th place and in hot pursuit of Walter Ben.

On lap 8, the pit lane opened, with Bertinelli still tenaciously pursuing Barri. At this stage, Walter Ben’s GTAm began experiencing gearbox troubles, forcing him to return to the pits. The damage was so severe that Fabio Babini was unable to continue. Mechanical issues also struck Dario Inhelder from the Auto Engiadina team, who had been running in 19^th place. Meanwhile, a thrilling battle unfolded between Marco Milla of Scuderia Capannone Garage, co-driving with Umberto Caucci, and Mauro Bini, partnered with Carlo Fabbrini of Scuderia Clemente Biondetti.

On lap 9, Barri pitted, handing the lead to Bertinelli. A gripping battle ensued between Bertinelli and Niccolò Mercatali (Scuderia Clemente Biondetti), who had just taken over from his father Luigi and rejoined the race in 19^th position after their pit stop. The two GTAm cars engaged in a dramatic battle, weaving through the corners with late braking and sudden changes of direction as Niccolò tried every trick to challenge the Arese driver, who held his ground. At this point of the race, Daniele Perfetti was in 2^nd place, Lukas Stojetz 3^rd, and Peter Bachofen 4^th. A clutch failure forced Franz Slama to retire from 20^th place during lap 12.

On lap 15, the pit lane closed, and in the following lap, Luca Demarchi’s GTAm got stuck in the gravel at San Donato due to a driveshaft failure. The Safety Car was deployed for one lap. When the race resumed, Barri, now in 2^nd place behind Bertinelli, was aggressive and determined. Daniele Perfetti put up a tough fight to hold onto 3^rd place, fending off attacks from Niccolò Mercatali, who was closely followed by Matteo Kamata of OKP Alfa Delta Racing Team and Bernhard Laber. From lap 18 to the end of the race, a fierce quartet was created between the 13^th and 16^th positions, formed by Alberto Franceschetti in the GTAm for the Formula GT team, Fabian Körber, co-driving with his father Mathias for OKP Alfa Delta Racing Team in the Giulia Sprint GTA, Mario Salomone from the same team in the GTAm, and Emanuele Benedini, partnered with Marco Guerra of Carrera Team in the Giulia Sprint GTA, who continued at the excellent pace set by his teammate.

On lap 19, drama unfolded: Bertinelli made a mistake at the exit of Arrabbiata 2, handing the lead to Barri. By lap 21, Edoardo Caponi, co-driving with Fabrizio Sabatini for Jolly Car Squadra Corse, had moved into 6^th place after a consistent race in the leading pack, passing Laber and holding his position until the finish. Another retirement followed on lap 22, with Raffaele Raimondi’s GTAm, who was in 9^th place with Carlo Barbolini Cionini of Circolo della Biella, dropping out due to an intake failure.

The race concluded on lap 23 with Barri taking the victory, extending his lead in the overall standings. He was followed by Bertinelli and Luigi and Niccolò Mercatali, who moved into third place after a 10-second penalty was given to Daniele Perfetti for overtaking during the restart under the Safety Car. Bertinelli had the satisfaction of achieving the fastest lap with a time of 2 minutes 12.447 seconds.

Noteworthy was the participation of Riccardo Raimondi of Circolo della Biella, who expertly handled the Giulietta Spider Veloce throughout the race, marking the return of this model to the series. Joachim Von Muschwitz and Matteo Kamata from OKP Alfa Delta Racing Team also performed well.

The Mugello event attracted several participants from the 2024 Modena Cento Ore, who were eager to immerse themselves in the motorsport atmosphere provided by Canossa. Among them was Hans Luginbuehel, who was captivated by the Alfa Revival Cup environment, and Alberto Franceschetti from Team Formula GT. The familiar pairings of Bernhard Laber – Lukas Stojetz and Christian Ondrak – Massimo Bortolami also contributed to the excitement.

Shortly after his victory, Giacomo Barri declared: “We made a good start from second, jumping straight into the lead. At the beginning, we had some handling issues, possibly due to low tire pressure. It was like a qualifying session from the first lap to the last, and Davide really made me work for it. I’m happy for the team and for Emilio, who I’m sure is watching over us from above.”

Results

Overall Standings

1^st Giacomo Barri, OKP Alfa Delta Racing Team, GTAm

2^nd Davide Bertinelli, Team Gatti, GTAm

3^rd Luigi Mercatali – Niccolò Mercatali, Scuderia Clemente Biondetti, GTAm

E-Class GTS 1300

1^st Riccardo Raimondi, Circolo della Biella, Giulietta Spider Veloce

Class F TC 1600

1^st Francesco Pantaleo – Antonio Crescenti, Carrera Team, Giulia Sprint GTA

2^nd Mathias Körber – Fabian Körber, OKP Alfa Delta Racing Team, Giulia Sprint GTA

3^rd Emanuele Benedini – Marco Guerra, Carrera Team, Giulia Sprint GTA

Class G1 TC 1600

1^st Stefan Rollwagen, OKP Alfa Delta Racing Team, Giulia Sprint GT Veloce

Class G2 TC 2000

1^st Giacomo Barri, OKP Alfa Delta Racing Team, GTAm

2^nd Davide Bertinelli, Team Gatti, GTAm

3^rd Luigi Mercatali – Niccolò Mercatali, Scuderia Clemente Biondetti, GTAm

Class H1 T 2000

1^st Fabio Gimignani, Scuderia Clemente Biondetti, GT Veloce 2000

2^nd Fausto Amendolagine, Scuderia Capannone Garage, GT Veloce 2000

3^rd Carlo Fabbrini – Mauro Bini, Scuderia Clemente Biondetti, GT Veloce 2000

Class H1 TC 1600

1^st Marco Milla – Umberto Caucci, Scuderia Capannone Garage, Giulia Super

Class I GR5 1600

1^st Christian Ondrak – Massimo Bortolami, OKP Alfa Delta Racing Team, Giulia Sprint GTA

2^nd Giovanni Serio – Massimo Guerra, Carrera Team, Giulia Sprint GTA

For more information, please go HERE

Above content © 2024 Alfa Revival Cup / Canossa,  reviewed and edited by Rex McAfee

Previous Coverage

The post Alfa Revival Cup: Round 5 appeared first on Sports Car Digest.

From 1947 to 1952, Enzo Ferrari focused on building his newly established Ferrari marque into a racing powerhouse. In 1947, he unveiled the Ferrari 125 S, the first car to bear his name, powered by a V12 engine designed by Gioachino Colombo. Success came quickly, with victories in various Italian races, but Ferrari’s ambitions extended to international competitions. The early years were marked by fierce competition with established brands like Maserati and Alfa Romeo. In 1952, Ferrari’s efforts paid off when Alberto Ascari won the Formula One World Championship, securing the first of many titles for Ferrari and cementing the brand’s legacy in motorsport.

World-class product

Without question, this early era of Ferrari establishing his brand can now be looked back upon as the foundation from which the storied marque was built upon. It has been said many times, “A picture is worth a thousand words” could not be a more appropriate phrase for understanding the significance of the book, Millanta on Ferrari – 1947–1952. For this project, the author, Alessandro Silva, had exclusive access to one of the most special photo archives in the automotive field, with photos of great quality and significance.

Photographer Corrado Millanta

The photographer Corrado Millanta, who died in 1983 at the age of 74, was a trained industrial designer and engineer. One of his great passions was photography. As a result, he developed close friendships with automotive designers, engineers, and racing drivers, which gave him exceptional access and special proximity to racing departments, design studios, test drives, and races.

This high-quality illustrated book beautifully summarizes Millanta’s view of Ferrari from 1947-1952. Rare and very private photographs from the factory premises, from the construction of the cars, test drives and races give an unprecedented insight into the early years of the Scuderia and Enzo Ferrari’s work.

Technical Data

• Language:            English
• Pages:                   352
• Size:                       300 x 370 mm / ca. 11.8” x 14.6”
• Author:                 Alessandro Silva
• Foreword:           Piero Ferrari and MariaTeresa Millanta
• Photos:                 338 b/w and 8 color photographs
• ISBN:                     978-3945390184
• Release:                April 2024

Limited edition

• Limited to 550 numbered copies
• Configuration:   Clothbound hardcover and slipcase with embossing, high-quality offset and silk screen print.

Collector’s edition

• Limited to 75 numbered copies, signed by MariaTeresa Millanta and Alessandro Silva.
• Configuration:   Clothbound hardcover and slipcase with embossing, high-quality offset and silk screen print in a decorative collector’s box together with a b/w-photo print on baryte.

Ferrari edition

• Limited to 47 numbered copies, signed by Piero Ferrari
• Configuration:   Clothbound hardcover and slipcase with high-quality offset and silk screen print in a decorative collector’s box

Available now

All editions are available at www.sportfahrer-zentrale.com

Images above © 2024 The Klemantaski Collection, Sportfahrer Verlag, reviewed and edited by Rex McAfee

The post Millanta on Ferrari – 1947–1952 appeared first on Sports Car Digest.

“Who painted this D-Type red?” was my thought when I first laid eyes on this legendary machine. Most of the Jaguar competition cars are BRG— British Racing Green—a livery thought by many to be “proper” for a car of this ilk. Sure a few black, blue, or even white cars are out there, but a bright red car stands out like a low-cut sequin cocktail dress at the Queen’s tea party. In answer to my question: it was born that way.

Yes, Jaguar made this car and one other D-Type, bright red with matching red seats. One theory is that it was intended to be sold new in Italy, where red is the color of preference for Italian racers, but the real reason for the color remains a mystery, adding to the mystique of one of the greatest racing car designs ever created.

The post Driving One of Only Two Factory-Red 1956 Jaguar D-Type XKD 518s appeared first on Sports Car Digest.

The tradition of the gathering at Château de Chantilly, the jewel in the crown of French cultural heritage, carried into a magnificent modern spectacle this past weekend. An absorbing feast for the senses reflecting art, elegance and excellence, with experiences and entertainment for all ages, from a plethora of family activities to enchanting hot-air balloon flights, fencing showcases, horse-drawn carriage rides and equestrian displays.

More than ever, the event offered the opportunity to honor Bugatti past and present – showcasing the icons of the marque’s history and the trailblazers of contemporary hypersports car performance. Drawing on Bugatti’s 115-year legacy, the development of the Tourbillon has been shaped by Bugatti’s story and the immortal words of Ettore Bugatti himself: ‘If comparable, it is no longer Bugatti’.

With the Tourbillon displayed in its beauty throughout the weekend, attendees of the event could marvel at the influence Bugatti icons of the 1920s and ‘30s had on its design; from the Type 57SC Atlantic – renowned as the most beautiful car in the world – to the Type 35, the most successful racing car in history, and the Type 41 Royale – one of the most ambitiously conceived luxury cars of all time. Such legends formed the blueprint for conceiving the Tourbillon; taking the essence of emotion and luxury to new heights, the Tourbillon represents something truly incomparable – and like the icons of Bugatti’s history, not just in the present, but Pour l’éternité.

Attended by a host of Bugatti leaders – including Mate Rimac, CEO of Bugatti Rimac; Christophe Piochon, Bugatti President; Hendrik Malinowski, Bugatti Managing Director; and Frank Heyl, Bugatti Director of Design – the showcase saw the marque and Bugatti Paris offer extraordinary experiences to customers and event attendees throughout the weekend.

Each Bugatti presented at the illustrious event reflected a unique era in the brand’s story – a showcase fueled with rich heritage spanning more than a century of automotive excellence. Echoing Bugatti’s rich racing legacy, a series of five examples of the legendary 100-year-old Type 35 graced Sunday’s Concours d’Etat, offering a look back to a glorious era of motorsport competition, complemented perfectly by the elegance of the Type 43 Faux Cabriolet Labourdette and Type 44 Grand Sport in the contest’s ‘Unrestored cars – Pre-War’ class. A modern-day homage to this iconic era of Bugatti motorsport, the Bolide 100-year anniversary edition in attendance represents the only contemporary track-focused Bugatti honoring the brand’s incredible heritage in motor racing and the unmatched success of the Type 35. Ushering in the next era of Bugatti, the Tourbillon took pride of place in this gathering for the ages – marking a new chapter in the brand’s story.

An equally beautiful reflection of the event’s art and elegance, joining these special vehicles were two examples of the Bugatti Baby II – smaller-scale homages to the inimitable Type 35 handcrafted by Hedley Studios, including a truly exquisite ‘Tourbillon Edition’ inspired by the Tourbillon’s absorbing two-tone color palette. An artistic project led by the Bugatti Pilote Officiel himself, Pierre-Henri Raphanel, offered a unique celebration of the Type 35 centenary: a Baby Type 52, a new scaled-down and static interpretation of the Type 35, true to Ettore Bugatti’s authentic crafting process. Representing a further symphony of art and elegance, the three exquisite glass figurines from specialist French crystal manufacturer, Lalique, depicted the dancing elephant synonymous with the Bugatti name and Ettore’s brother, Rembrandt Bugatti. Reflecting the marque’s new era, the Bugatti Carbone Limited Edition watch captivated onlookers alongside the Asprey Bugatti – a meticulously designed model cast in precious silver, celebrating the rolling chassis of the Tourbillon.

The celebration at Chantilly was not solely dedicated to elegantly presented static cars, but also enjoying these classic and modern automotive jewels on the beautiful surrounding countryside roads. As the Chantilly Arts & Elegance Tour offered a period of reflection to commemorate the legends of years gone by, the spectacular Supercars Rally marked a celebration of Bugatti’s modern innovation, with a Bugatti Chiron Super Sport participating in the 150km tour of the verdant Oise region. With Mate Rimac, Christophe Piochon, Hendrik Malinowski, and Frank Heyl joining proceedings, participants of the Supercars Rally and Bugatti customers attended a gourmet lunch at the Polo d’Apremont, the Chantilly Domain Polo club – an experience defined by refinement and delight.

Proving to be a momentous conclusion to Saturday’s proceedings, guests took to the Château for a night of style and revelry – with guests enjoying a spectacularly vibrant masquerade cocktail reception within the exceptional premises of the Château’s historic walls. The incomparable night was enhanced by a beautiful firework facing the Château – illuminating the cars on the lawns awaiting the following day’s grand showcase.

Amidst a wide range of entertainment and activities for attendees of all ages on Sunday, a plethora of Bugatti models historic and iconic contested the customary Concours d’Etat – with the 1928 Bugatti Type 44 Faux Cabriolet Labourdette triumphing in the Voitures d’origine avant-guerre category. A truly special, emotive class, the 100 ans de la Bugatti Type 35 category was not solely created to celebrate the centenary of the Type 35, but also to honor the late Peter Mullin – a dear friend of the brand. His passionate advocacy and spirit was carried on by his wife Merle Mullin, bestowing the owner of the victor, the 1928 Bugatti Type 35 C, with their accolade in memory of her husband.

An exclusive, lavish garden party for the event’s esteemed guests punctuated the day, with attendees in vibrant attire reveling in the festive occasion – also enjoying access to the fullness of the Château de Chantilly estate and each Concours of the splendid weekend.

The marvelous gathering formed a fitting prelude to the highlight of the festivities – the Concours d’Elégance. Carrying the spirit of 115 years of Bugatti innovation, sophistication and unmistakably French elegance, the Tourbillon represented Bugatti in the typically exquisite showcase of automotive design and haute couture.

When the long-awaited moment of the Concours d’Elégance parade finally arrived, the Tourbillon was accompanied by a model styled by Victor Weinsanto – hailing from Alsace, the birthplace of Bugatti, who launched his eponymous brand in 2020 after spending two formative years at Jean Paul Gaultier perfecting his craft. A former professional dancer, he infuses his collections with the vibrant energy of the performing arts, receiving praise globally for his creations.

Presented to the crowds by Christophe Piochon, the Tourbillon and model showcasing Weinsanto’s fine work captivated onlookers as they paraded around the central Miroir d’eau. The model showcased an outfit from Weinsanto’s spring/summer 2024 collection: a long, black dress accompanied by a corset and signature of the brand, reflecting the Tourbillon’s timeless elegance and sophistication.

Closing a remarkable weekend of celebration for the gathered automotive enthusiasts, the legacy of the Bugatti marque from inception to present was fittingly honored with the most prestigious of accolades. Reflecting its legendary status, the 1928 Type 35 earned the ‘Best of Show avant-guerre’ accolade – with the Tourbillon symbolizing the continuation of that quality in claiming recognition as the ‘Prix du public’, reaffirming the power of its presence at the magnificent event.

Above content © 2024 Bugatti Automobili, reviewed and edited by Rex McAfee

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A tiny red car is mixing it up at the Monterey Historic Races with 356 Porsches, Morgans, Corvettes, Lotuses and Alfas on the track. “What is that thing?” a fellow racer with a Ferrari on the pre-grid says. The same question has been asked at different racing events around the globe for the last five decades. The mystery car is diminutive in size and its features are not exactly what one would call beautiful. To many, it is as puzzling to identify today as it was when these cars first hit the track over 50 years ago. However, the Mini Marcos is legendary and coveted by those in the know. A fierce competitor in period, as it is today in vintage racing.

The story of the Mini Marcos began in 1959, in Dolgellau, North Wales, when Jem Marsh and Frank Costin founded Marcos Engineering. The name Marcos is derived from a contraction of the founder’s surnames (MARsh and COStin). Jem Marsh was an engineer, and his Luton, England based company, Speedex Castings and Accessories Ltd, manufactured and provided parts for Austin Sevens, based on Marsh’s successful Speedex 750 racing special.

The post A Look at “Elmo”, the Marvelous 1967 Mini Marcos appeared first on Sports Car Digest.

Less than a month until the event, Villa La Massa, the five-star hotel near Florence that is part of Villa d’Este Hotels, is gearing up for the second edition of Villa La Massa Excellence. The three-day event launched in 2023 in partnership with Canossa, a leader in organizing high-level events and experiences, provides the finest hospitality and iconic supercars manufactured between the 1990s to the present day, which are unique or have been made distinctive by customizations that accentuate their prestige.

Following the success of last year’s event, which saw the Ferrari F40 Prototipo win the Coppa d’Oro Villa la Massa cup, inspired by the Coppa d’Oro awarded at the Concorso di Eleganza organized at sister hotel Villa d’Este on Lake Como, the second edition will be equally exciting because of the models that will be taking part. Limited edition cars from manufacturers such as Ferrari, Porsche, Mercedes-Benz, BMW, Bugatti and smaller producers of special cars will be displayed in the Villa La Massa gardens from 11 to 13 October. A blend of elegance, power, culinary excellence, and the finest hospitality, Villa La Massa Excellence is the preferred meeting place for supercar collectors worldwide.

“The event strives to bring together a passion for cars, which have always been a leitmotif for Villa d’Este, the beauty of Florence and Tuscany, and the area’s culinary traditions,” remarks Davide Bertilaccio, CEO of Villa d’Este Spa. “With Canossa, we have developed an exciting program for participants and collectors. Added to this is a moment for the Florentine public, who are welcome to join us at Villa La Massa on Saturday to admire the cars as well as become an integral part of the show by voting for their favorite wheels.”

Public Access

Saturday 12 October will be open to the public with a special day pass, which includes the car show, brunch and car parade). Connoisseurs will be beguiled by the beautiful cars, their sporting pedigree, and the modern design by the river at Villa La Massa, and visitors will be called upon to vote for their favorite, which will be awarded in the afternoon with the People’s Choice prize. There will also be a children’s panel of judges who will enthusiastically pick their favorite car and award a special trophy.

Evening Gala

At the gala evening on Saturday 12 October in the refined surroundings of Michelin-starred chef Vito Mollica’s Atto restaurant at Palazzo Portinari Salviati in central Florence, the Supercars Firenze prizes will be handed out, with two categories and three prizes for each one: one is for the models that helped the evolution of the car and the other is for the models that represented innovation. Special prizes will also be awarded to the car with the most miles on the clock and the one that drove the further to be shown at Villa La Massa. Last but not least, there’s the coveted Best of Show, Coppa d’Oro Villa La Massa, which pays tribute to the famous Coppa d’Oro at Concorso d’Eleganza Villa d’Este.

Panel Discussion

A very special international panel will preside over the occasion, representing a range of skills and experiences: Emanuela Frattini, the award-winning architect and designer; Katarina Kyvalova, collector and rally driver; Emmanuel Bacquet, expert and curator of museums and private collections; Fabio Filippini, car designer; Stefano Guindani, fashion photographer and charity expert; Duccio Lopresto, collector and manager of RM Sotheby’s; Marco Makaus, car veteran and events organizer. Massimo Delbò, the renowned car historian and journalist, will chair the panel.

Luigi Orlandini, Chairman and CEO di Canossa, states, “I’m very happy to continue this partnership with the Villa d’Este Group after the success of the first edition of Villa la Massa Excellence. The first supercar, ‘Concorso d’eleganza’, will be even better this year, and we are convinced that it will grow over time. Villa La Massa, a jewel box close to Florence, is the perfect place to admire the most sought-after supercars, to appreciate their beauty and enjoy the company of many other car collectors. It’s a memorable experience for everyone taking as competitors and for the public as an active part of the contest.”

Villa La Massa is one of the Villa d’Este Group, which includes Villa d’Este, the iconic five-star hotel on Lake Como, where the renowned Concorso d’Eleganza is held every year. Villa d’Este and the car world share a lasting and unbreakable bond, which is emphasized by the organization of Villa La Massa Excellence: an extraordinary event designed to “savor life to the max” and experience a depth of emotions.

Villa La Massa Excellence 2024: the full program

Friday, Oct 11

• 19:00 – Welcome drinks on the terrace of the Il Verrocchio Restaurant at Villa La Massa
• 20:00 – Welcome dinner at the Il Verrocchio Restaurant

Saturday, Oct 12

• 10:00 – Car Show, gates open to the public
• 13:00 – Brunch at poolside Bistrot L’Oliveto
• 15:00 – Car parade in the Villa La Massa gardens
• 20:00 – For the collectors, Michelin-starred dinner at Atto Restaurant by Vito Mollica at Palazzo Portinari Salviati, in central Florence. Awards ceremony to end the evening, awarding “Supercars Firenze”
• 23:30 – Party at Villa La Massa

Sunday, Oct 13

• 9:30 – Setting off for a drive around the Mugello. (Guests who choose the overnight accommodation package can part in the experience driving a 500 Abarth.)
• 12:30 – Farewell Lunch at the charming Fattoria il Palagio in Scarperia e San Piero

Information and Reservations

Go HERE for more information

events@villalamassa.it

The post Villa La Massa Excellence 2024 appeared first on Sports Car Digest.

During the late ’50s and early ’60s American racers were doing battle in a wide variety of homebuilt racecars and Specials. Taking production car engines and chassis and creating their own unique take on a competition car. They may have been quick, but many had a look only a mother (their creator) could love. This wasn’t the case with a car built by John Sabel.

Sabel was from the San Francisco Bay Area and like his friends, and many others, he fell under the spell of the automobile. Saving his money from odd jobs he finally scraped enough together to buy himself a Ford Model A. That car and successive others were his means of transportation. Sabel eventually picked up a hot-rodded ’29 coupe that was owned by Joe Huffaker and became, dare I say it, “fast friends.” They both became members of the Marin Coupe and Roadster Club.

The post Smooth as Sabel: A Look at the 1964 Sabel Porsche Special appeared first on Sports Car Digest.

From the greatest road races of the age that predated the birth of the Bugatti Type 35, such as the Targa Florio, to epic hill climbs, such as La Turbie in France, the Bugatti Type 35 and its derivatives swept all before them. Many are familiar to us to this day, but the Type 35 triumphed at many that have been lost to the sands of time, including France’s Grand Prix de La Baule beach race.

At the height of its powers, the Bugatti Type 35 averaged 12 race wins a month. Just two years after its debut race at the 1924 Lyons Grand Prix, the Type 35 won the 1926 Grand Prix World Championship. Between 1925 and 1929, the Type 35 also made the grueling Targa Florio road race its own, taking victory in the mountains of Sicily on five consecutive occasions.

During the Bugatti Type 35’s competitive era, success in hill climbing was afforded the same acclaim as victories on the circuit and in long-distance road races. Motor racing was still in its infancy during this era, and the amount of dedicated motor racing circuits was still incredibly small, so hill climbs provided some of the most spectacular competitive motorsport of the Type 35’s career. With its agile handling to conquer tight bends and excellent power-to-weight ratio and acceleration enabling it to surge up the steepest inclines, the Type 35 excelled at the discipline, picking up the baton from its predecessor, the Type 13, with which Jean Mabille famously won La Turbie hill climb in France in 1922. In 1930, René Dreyfus followed in Mabille’s wheel tracks to victory in a Bugatti Type 35B.

Even though there was no official world title to fight for in 1928 due to the cancellation of events, the year still proved to be a stellar one for Bugatti and the Type 35, with victories in race after race. Of the 26 top-flight international races held in 1928, Bugatti drivers took first place in 23, including 11 Grands Prix and the Targa Florio.

But it was in the following year, 1929, that Bugatti claimed one of its most prestigious wins with the Type 35. Monégasque driver Louis Chiron beat the German automotive industry in its own backyard when he won the Grand Prix of Nations at the Nürburgring, just two years after the circuit had opened. After 4 hours and 46 minutes and 508.77km of faultless running for the Type 35C over the hugely challenging route, Chiron took the checkered flag. He was chased home 12 minutes later by the French ace Georges Philippe, also at the wheel of a Type 35C.

The last year of the 1920s was also when the Monaco Grand Prix ran for the first time. There, a Bugatti Type 35B bore William Grover-Williams to victory over the street circuit, earning the British driver a 100,000 French Franc prize – an absolute fortune at the time. Grover-Williams had already won the 1928 French Grand Prix in a Bugatti Type 35; he would win the race again in the same model in 1929.

One of the less well-remembered events in which the Bugatti Type 35 excelled was the La Baule Grand Prix. Held on a beach on France’s west coast at an exclusive resort where the well-heeled motorists of Paris could escape the hustle and heat of the capital in summer, the race was against not only other cars but also the incoming tide from the mighty Atlantic Ocean.

The golden sands of La Baule proved to be a happy hunting ground for the Bugatti Type 35, with British driver Captain George Eyston winning the 1927 event by more than six minutes in his Type 35B. The following year, Pierre Blaque-Belair claimed the win in his Type 35.

After dominating the world of motorsport throughout the late 1920s and into the early 1930s, the Bugatti Type 35’s star inevitably began to wane at the highest levels of the sport as the newer, more powerful models emerged from Molsheim.

Today, the Bugatti Type 35 is remembered not only for its numerous victories but also for redefining what a race car could be: a masterpiece of engineering that continues to inspire awe and admiration, just as it did when it first took to the track 100 years ago. But the truth is the Type 35 has never stopped winning. A century later, it is still being driven to victory in races and hill climbs the world over and by Bugatti enthusiasts who keep the legend of this remarkable car alive, not in a museum, but on the track, where it belongs.

Related Content

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A fabulous 1957 Ferrari 335 S has won the coveted Best of Show award at this year’s Salon Privé Concours presented by Aviva Private Clients. Entered by American enthusiast Brian Ross, the Maranello sports-racer thrilled onlookers when it took part in the Tour Privé on Tuesday 27 August, and it proved to be just as popular with the expert judging panel when it appeared on the concours field the following day.

Event Highlights

• Ex-works Ferrari 335 S wins prestigious Best of Show prize
• Second place awarded to Lord Bamford’s 1933 Rolls-Royce Phantom II
• 1927 Isotta Fraschini Tipo 8AS Fleetwood Roadster secures third overall
• Class winners range from 1923 Rolls-Royce to 2004 Porsche 996
• 72-strong international entry gathered at the magnificent Blenheim Palace

Italian Royalty

Chassis number 0674 was raced by Scuderia Ferrari during the 1957 season, and by a stellar driver line-up. In March that year, dashing young Englishman Peter Collins took the Ferrari to sixth place in the Sebring 12 Hours, sharing with French veteran Maurice Trintignant. Two months later, Wolfgang von Trips finished second in the grueling Mille Miglia – the very race that has recently been immortalized in the Michael Mann blockbuster Ferrari.

Having been upgraded to 4.1-litre specification at the factory, the Ferrari was back in action in June 1957 at the Le Mans 24 Hours. Mike Hawthorn and Luigi Musso shared driving duties at La Sarthe, and although they failed to finish, ‘0674’ set the fastest lap of the race.

Its final outing as a works car was at the 1957 Caracas 1000km, when Hawthorn and Musso finished second. The car then passed to Luigi Chinetti – a hugely significant figure in Ferrari history, and founder of the North American Racing Team. Chinetti entered it for the Cuban Grand Prix in February 1958, when it was driven to victory in the shortened race by none other than English ace Stirling Moss.

Post Stardom

After competition, the Ferrari spent several years in the collection of renowned marque enthusiast Pierre Bardinon.

Second place overall in the Salon Privé Concours was presented to Lord Bamford’s magnificent Rolls-Royce Phantom II Sport Saloon by Freestone & Webb. Ordered new to the bespoke specification of cotton magnate Sir John Leigh in August 1933, it was built for fast touring in the UK and on the continent.

Sir John later sold the Phantom II after apparently ordering four brand-new Phantom IIIs in a single day! Having remained in the UK until the late 1950s, the Rolls-Royce subsequently spent 35 years in the ownership of an American enthusiast who lived in Toledo, Ohio. The Phantom II was bought by Lord Bamford in 2013 and returned to its original two-tone paint scheme. A regular concours prize-winner, it was awarded the Churchill Cup for Most Exceptional Design at Salon Privé in 2022.

Third place overall in the 2024 Concours was presented to the 1927 Isotta Fraschini Tipo 8AS Fleetwood Roadster of Nic and Shelley Schorsch. This hugely significant car was ordered new by movie heart-throb Rudolph Valentino, with unique roadster coachwork designed by LeBaron of New York and built by the Fleetwood Metal Body Company.

With its long, flared open fenders and low-slung lines, it was a showstopper deserving of a Hollywood icon, but sadly Valentino died before his Isotta Fraschini was completed. It was nonetheless exhibited at the New York Auto Salon, then put on display in the front window of Isotta Motors, to be admired by throngs of Valentino’s adoring fans.

“We are truly delighted with this year’s Best of Show Ferrari 335 S by Scaglietti,” said Andrew Bagley, Chairman of the Salon Privé Concours. “You only have to look at the great names who raced it to realize how significant sports car it was and appreciate what a cherished place it holds in Ferrari history. This beautiful Ferrari competed in a golden period for sports-car racing, and we all now look forward to its entry into the Peninsula Classics Best of the Best Award.”

Diverse Entries

This year’s Salon Privé Concours presented by Aviva Private Clients was the largest and most prestigious to date, with 72 cars being entered across 14 different classes. They ranged from the ever-popular Pre-war categories to celebrations of Bugatti, Rolls-Royce and Ferrari. Fan favorites included Legendary Liveries – which showcased iconic color schemes such as a Silk Cut Jaguar XJR 8/9, an Alitalia Lancia Stratos HF, and a 555 Subaru Impreza WRC97 – while a new class for 2024 honored the 60th anniversary of the Ferrari 275.

All entries gathered on the beautiful South Lawn at Blenheim Palace, having come from as far afield as the USA, Thailand and even New Zealand. They were judged by an unrivaled panel of international experts, with all entries being adjudicated by the International Chief Judge Advisory Group (ICJAG). Salon Privé is one of four ICJAG Plus-designated events in the world, and the only one to be held in the UK.

Full List of Winners

2024 Salon Privé Concours presented by Aviva Private Clients

Best of Show

1957 Ferrari 335 S by Scaglietti entered by Brian Ross

Best of Show Runner-up

1933 Rolls-Royce Phantom II Sport Saloon by Freestone & Webb entered by Lord Bamford

Best of Show Third Place

1927 Isotta Fraschini Tipo 8AS Fleetwood Roadster entered by Nic & Shelley Schorsch

Chairman’s Award

1923 Rolls-Royce Springfield Silver Ghost Pall Mall entered by Jack Boyd Smith Jnr

Duke of Marlborough Award

1993 Lamborghini Diablo entered by Lars Nielsen

Most Iconic – The George Barry Gregory Trophy

1965 Rolls-Royce Phantom V by Mulliner Park Ward entered by Jody Klein

Class A: Pre-War Open

Winner: 1927 Isotta Fraschini Tipo 8AS Fleetwood Roadster entered by Nic and Shelley Schorsch

Honorable Mention: 1937 Cord 812 SC Convertible Phaeton entered by Yohan Poonawalla

Class B: Bugatti – Grand Prix to Grand Touring

Winner: 1939 Bugatti Type 57 Cabriolet by Saoutchik entered by Anne Brockinton-Lee

Honorable Mention: 1927 Bugatti Type 38 Philadelphia by Figoni entered by Luc Slijpen

Class C: Pre-War Closed/Elegance

Winner: 1938 Bentley 4¼ L Brougham de Ville by James Young entered by Axel Schroeter

Honorable Mention: 1930 Bentley 4½ L Sports Saloon by Freestone & Webb entered by Peter Little

Class D1: Inspiring Greatness – 120 Years of Rolls Royce (Pre-War)

Winner: 1933 Rolls-Royce Phantom II Sport Saloon by Freestone & Webb entered by Lord Bamford

Honorable Mention: 1911 Rolls-Royce Silver Ghost ‘London-Edinburgh’ by Holmes entered by John Snook

Class D2: Inspiring Greatness – 120 Years of Rolls-Royce (Post-War)

Winner: 1954 Rolls-Royce Silver Dawn DHC by Park Ward entered by Volker Schumann

Honorable Mention: 1988 Rolls-Royce Silver Spirit 2-door by Hooper & Co. entered by Tony Robinson

Class E: Post-War Open

Winner: 1951 Mercedes-Benz 300S Cabriolet A entered by Albert Streminski

Honorable Mention: 1960 Maserati 3500 GT Spyder by Vignale entered by Claudio Mosconi

Class F1: Post-War Closed (International)

Winner: 1960 Maserati 3500 GT by Touring entered by Greg Newman

Honorable Mention: 1968 Lamborghini Islero GT by Marazzi entered by John Day

Class F2: Post-War Closed (British)

Winner: 1952 Jaguar XK 120 Supersonic by Ghia entered by Bill Heinecke

Honorable Mention: 1986 Aston Martin V8 Vantage X Pack entered by Lee Malpass

Class G: Sports-Racers

Winner: 1957 Ferrari 335 S by Scaglietti entered by Brian Ross

Honorable Mention: 1954 Jaguar D-type entered by Vijay Mallya

Class H: Ferraris of the 1950s & ’60s

Winner: 1953 Ferrari 166 MM Spider by Vignale entered by Lord Bamford

Honorable Mention: 1963 Ferrari 400 Superamerica Coupé Aerodinamico by Pininfarina entered by Michael Korecky

Class I: 60th Anniversary of the Ferrari 275

Winner: 1965 Ferrari 275 GTB/C by Scaglietti entered by Private collector

Honorable Mention: 1965 Ferrari 275 GTB 6C by Pininfarina entered by James Cottingham

Class J: Legendary Liveries

Winner: 1996 Subaru Impreza WRC97 by Prodrive entered by Richard Coar

Honorable Mention: 1974 Lancia Stratos HF by Bertone – Alitalia, entered by Christian Gläsel

Class K: Supercar Icons – Prancing Horse

Winner: 1996 Ferrari F50 by Pininfarina entered by Karim Said

Honorable Mention: 1985 Ferrari 288 GTO by Pininfarina entered by Martin Allmand-Smith

Class L: Supercar Icons to 2005

Winner: 2004 Porsche 996.2 GT2 entered by Rob Howarth

Honorable Mention: 1993 Lamborghini Diablo by Gandini entered by Lars Nielsen

Honorary Awards

Spirit Award – The Margaret Bagley Trophy

1960 Maserati 3500 GT Spider by Vignale entered by Claudio Mosconi

Most Exceptional Coachwork

1966 Ferrari 500 Superfast by Pininfarina entered by Andrew Bagnell

Most Opulent

1969 Rolls-Royce Phantom VI Park Ward entered by Murad Salikhov

Coup de Coeur – The Matt Pearce Trophy

1958 AC Ace entered by Mike Dacre

Best Interior

1939 Rolls-Royce Wraith by Mann Egerton entered by Edward Iliffe

Most Elegant

1932 Bugatti Type 55 by Gangloff entered by Shane Houlihan

Best Works Car

1956 Lister-Maserati entered by Christian Jenny

Best Liveried Race Car

1967 MGC GTS Lightweight entered by Martin Block

Best Open Car

1965 Ferrari 275 GTS by Pininfarina entered by Joe Macari

People’s Choice

1996 Ferrari F50 by Pininfarina entered by Paul Hogarth

Event Information HERE

Above content © 2024 Salon Prive reviewed and edited by Rex McAfee

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The Bugatti factory in 1927 was at the peak of its automobile production with multiple lines to handle the demand for the various Type 35 Grand Prix models; the blown and unblown Type 37 Sports and GP models; the Type 38, Type 38A, Type 40 and 40A touring cars, as well as the Type 43 Grand Sport and, later in the year, the Type 44. It also followed the year in which Bugatti began to manufacture their own sports-touring bodies, initially for the four-cylinder Type 40 Grand Sport followed by the Type 43 Grand Sport; before this point, completed chassis were delivered to any one of many domestic or foreign coachbuilders in or near Western Europe.

The introduction of the Bugatti Type 43 Grand Sport, however, created a sensation as it was the first true sports car with a genuine 100 mph capability, coupling a slightly detuned Type 35B 2.3-liter supercharged Grand Prix engine with a shortened and “waisted” T38 touring chassis frame contoured to the shape of the standard Grand Sport coachwork. Ettore Bugatti had created one of his masterpieces; indeed, the noted author and marque specialist, the late H.G. Conway said of the T43 over 60 years ago that “it was the model to be aspired to in the 1927–1932 period as a Ferrari may be today, as a road car with the qualities of its racing sister.”

Because of the roller-bearing crankshaft, the car was quite a bit more expensive than the plain-bearing Type 38 and 44 touring cars which overlapped production on either end of the Type 43, and shared many features–such as the radiator, front axle, gearbox, and back axle–with the 2-liter Type 38. Similarly, the axles and gearbox were utilized in the successor 3-liter Type 44 touring model, but the 385 units of the Type 38 and 1,095 units of the Type 44 far outsold the 160 units of the T43, particularly as world economies began to suffer from the fallout of the crash of the American stock market.

In 1929, Bugatti introduced the Jean Bugatti-designed roadster for the late Type 40 and 40A and the Type 43A, which many felt resembled some of the roadsters being built in America. Some have speculated that the Type 43A Roadster was intended for the American market, but of the mere 19 examples built, only two went to the US before WWII. Several remained unsold at Molsheim as sales slowed due to the economic uncertainty. Nevertheless, the total production eventually found new owners with some orders being filled from existing stock as late as 1935.

Chassis 43309

The example on offer is one of the last two T43s delivered, the chassis of which was constructed in April 1929 and the Jean Bugatti roadster body in December 1932; however, the completed car was not delivered to its first owner, Edouard Michel of Paris, until May 3, 1934, and registered “4848 RJ” the following day. M. Michel purchased the roadster in its original and very striking yellow and black livery, and at only 40,000 French francs, the car was sold for a “clearance sale” price.

Highlights

• Among the Most Rare and Desirable of All Bugatti Automobiles
• One of 10 Known Surviving Examples of the 19 Jean Bugatti Type 43A Roadsters Built
• Exceptionally Original and Well Preserved with One Repaint Many Years Ago
• Retains Matching-Numbers Frame, Lower Crankcase, Cambox, Gearbox, and Rear Axle per Accompanying History Reports by David Sewell, Mark Morris, and Kees Jansen
• Exceptional Condition and Features including Unique Dashboard Layout

Mechanical Specifications

• 2,262 CC SOHC Inline 8-Cylinder Engine
• Single Zenith 48K Carburetor
• Roots-Type Supercharger
• 120 BHP at 5,000 RPM
• 4-Speed Manual Gearbox
• 4-Wheel Cable-Operated Mechanical Drum Brakes
• Front Solid-Axle Suspension with Semi-Elliptical Leaf Springs
• Rear Live Axle with Reversed Quarter-Elliptical Leaf Springs

Ownership

Michel’s ownership was not lengthy and in 1936, chassis 43309 was sold to Jacques Dubois in Glageon, France, the grandson of the founder of the industrial glass manufacturer Edmond Dubois & Cie, and later Gaston Dubois et Cie (Gaston being Jacques’ father). Jacques would later manage the company from 1948 until its closure in 1966.

From Jacques Dubois, the Type 43A was sold to Denyse Rogeau acting for her husband, Louis Rogeau, on September 15, 1939, along with three other Bugattis: a Type 37 (chassis 37385), a Type 44, and a Type 49. They lived at 7 Boulevard Victor Hugo in Lille, France, where they operated a small garage. After the war, it was revealed that M. Rogeau had collaborated with the Nazis beginning in 1941 and bought cars which he then sold to the Germans. He consequently spent six months in jail, had his goods confiscated, and paid a fine of 120,000 French francs and suffered the inevitable disgrace and social ostracism.

The next known owner was Antoine Thibeau in Roubaix who purchased the Type 43A on May 31, 1944. M. Thibeau was an engineer from Arts et Metiers and son-in-law of Albert Motte of the well-known Motte textile family. During his ownership, 43309 was re-registered as “5400 BE 59” in the new system on June 28, 1955. The Thibeau family would own the car until they offered it to Serge Pozzoli for his proposed museum in Montlhéry. In the 1962 H.G. Conway Bugatti Register and Data Book, the Montlhéry Motor Museum was listed as the owner and noted that the car was now a two-tone gray and in excellent condition. It was right around the time of the 1962 register listing that the color scheme of the car was changed for the first and only time, as it appears with this paint today. Another special feature to be noted is that in place of the standard wooden dashboard is a two-piece aluminum dashboard. It is beautifully constructed, shifting all of the gauges from the center of the dash to a panel surrounding the steering column, giving unrestricted access to the centrally-mounted magneto ignition.

Mr. Pozzoli was one of the leading French collectors of his time and he amassed a considerable number of prewar Delage, Delahaye, Alfa Romeo, and Bugatti automobiles as well as many other more obscure French makes. This “museum” was filled with old and, in many cases, unwanted prewar cars under the banked track of Montlhéry, and he can be credited for undoubtedly saving a large quantity of these cars from an uncertain fate.

Around 1978, Mr. Pozzoli traded the Type 43A to the well-known Bugatti collector and historian, Uwe Hucke of Nettelstedt, Germany, for a Bugatti Grand Prix car built from parts. Mr. Hucke and his wife, Monica, cherished the unrestored, preserved Type 43A, but chose to sell the car after nine years of ownership to Dr. Joachim Jantzen of Essen who would actively use the car in numerous events, including the 1987 International Bugatti Rally based in Münster.

After 15 years of active use, Dr. Jantzen sold 43309 to another German collector, Manfred Dolleschel, who used it in several rallies. In 2009, at the International Bugatti Rally in Italy, the car went off the road and suffered damage to its front end. The car was carefully repaired and subsequently sold to the well-known British property developer and classic car connoisseur William Ainscough. After a four-year spell in Mr. Ainscough’s dynamic collection, it finally joined the stable of Jack Braam Ruben, noted dealer and collector of fine automobiles with a strong Bugatti emphasis. During Mr. Braam Ruben’s ownership, further detail and repair work was done by Bugatti specialist Simon Klopper.

Unquestionably one of the most original and best preserved of almost any model Bugatti in existence today, 43309 is offered with its original engine (no. 106), gearbox (no. 107), rear axle (no. 108), and frame (no. 114), per the accompanying reports by David Sewell, Mark Morris, and Kees Jansen on file. As only one of 10 survivors of the 19 Type 43A roadsters built, this offering from The Jack Braam Ruben Collection represents a rare, if not once-in-a-lifetime, opportunity to acquire one of the most desirable sports-touring Bugatti models ever produced.

Provenance

• Edouard Michel, Paris, France (acquired new in 1934)
• Jacques Dubois, Glageon, France (acquired from the above in 1936)
• Denyse and Louis Rogeau, Lille, France (acquired from the above in 1939)
• Antoine Thibeau, Roubaix, France (acquired in 1944)
• Serge Pozzoli, Montlhéry, France (acquired from the above circa 1960)
• Uwe Hucke, Nettelstedt, Germany (acquired from the above circa 1978)
• Dr. Joachim Jantzen, Essen, Germany (acquired from the above in 1987)
• Manfred Dolleschel, Germany (acquired from the above in 2002)
• William Ainscough, Jersey, UK (acquired from the above circa 2009)
• Jack Braam Ruben (acquired from the above in 2014)

Available now

Gooding & Co is now proud to offer this rarity at their London auction.  Information is available HERE.

2023 London auction Highlights

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The 355 by Evoluto® represents a new era in the realm of bringing automotive classics back to life, distinguishing itself through a design and re-engineering process usually reserved for an OEM-grade new product engineering program, a first in this sector. With a level of sophistication typically reserved for major luxury automotive brands. This meticulous process ensures that every aspect of the 355 by Evoluto®—from its enhanced performance and reliability to its cutting-edge technology and luxurious design—meets the highest standards of quality and precision, setting a new benchmark for excellence.

Evoluto’s bespoke automotive services are applied to one of the most iconic supercars of the 90’s. Beginning with a customer-supplied Ferrari 355, serving as the donor car, each commission undergoes a personalized journey, meticulously disassembled to its core chassis, thoroughly assessed, cleaned, strengthened with carbon fusing, and prepared for the next stages of customization.

The enhancements honor the legacy of the legendary Italian supercar while integrating cutting-edge advancements that propel it into the future of high-emotion driving.

Carbon Fusing – Remarkable Composure

The 355 by Evoluto® is a ground-up commission that begins with the core integrity of the donor chassis. Through an extensive torsional rigidity study, a comprehensive carbon fusing program is implemented, achieving a remarkable 23% increase in overall torsional stiffness. This enhancement ensures that all critical hard points on the chassis are fortified and chassis flex is minimized, providing a robust foundation for the enhanced driving dynamics Evoluto® aimed to achieve.

Performance – Elevated Power and 21st-Century Reliability

The 355 by Evoluto® is engineered to offer an extraordinary blend of increased performance and 21st-century reliability. The soul of the car is the naturally aspirated flat plane crank V8 engine, now delivering an impressive 420hp and revving up to 8,500rpm. With over 200 new and redesigned engine components, the thoroughly reworked powertrain provides increased power, response, and 21st-century reliability.

Upgrades include an all-new engine management system and Evoluto® bespoke tuning. Evoluto’s new coil-on-plug ignition solution improves performance by delivering precise ignition timing, stronger spark energy, increased fuel efficiency, and 21st-century reliability through direct control of each cylinder’s ignition. The result is an explosive throttle response and an enhanced connection between engine and driver.

The original engine is distinguished by its use of a quill shaft; a notable feature that connects the engine to the transmission, enabling a more compact and efficient design. The upgraded engine enhances this concept with a proprietary Evoluto® designed quill shaft, which reduces vibration, provides 21st-century reliability through thermal optimization, and improves engine performance through a more efficient transfer of power.

Furthermore, Evoluto’s fully CNC ported head with larger inlet valves enhances engine performance by improving airflow and combustion efficiency, leading to increased power output and better thermal management. These upgrades also contribute to 21st-century reliability by reducing mechanical stress and ensuring consistent, high-quality performance.

As one of the best-sounding Italian supercars, Evoluto® has paid particular attention to the acoustic and performance attributes of an all-new lightweight titanium sports exhaust system. Equal-length headers improve performance by ensuring exhaust gases from each cylinder arrive at the collector at evenly spaced intervals, enhancing exhaust flow and reducing back pressure. This leads to more consistent cylinder pressure, balanced power output, and improved engine breathing. The result is increased horsepower and torque, especially at higher RPMs, along with optimized engine tuning and an emotional acoustic profile.

Additionally, Evoluto® has developed solid cam lifters coupled to a bespoke inlet camshaft, that increase performance by enabling higher RPM stability and delivering precise, consistent power. This enhancement further increases power output and responsiveness and the ability to fine-tune the engine’s performance to match Evoluto’s target driving characteristics.

The engine enhancements are designed not just for more power but also to deliver 21st-century reliability, making the car both a joy to drive and a reliable companion on any journey.

Optimized Weight and Handling

With a target weight of 1250kg, the 355 by Evoluto® promises exceptional agility and responsiveness. Each donor Ferrari 355 is subject to the extensive strengthening of the chassis through the strategic application of carbon bracing and fusing in key areas of the platform. Additionally, the carbon fiber body panels significantly reduce weight while enhancing stiffness, contributing to the 23% improvement in torsional rigidity. The material choice ensures hard points critical to the vehicle’s dynamics and suspension tuning are improved for enhanced handling and stability.

New Electronic Architecture

The 355 by Evoluto® features an entirely new wiring and electronic architecture developed in-house. This comprehensive overhaul of the wiring harness delivers numerous benefits, including 21st-century reliability and improved performance. The Evoluto® proprietary design ensures optimal power distribution and communication between the car’s systems, reducing the risk of electrical failures and increasing overall efficiency. Additionally, the streamlined architecture simplifies maintenance and upgrades, offering easier access for diagnostics and repairs.

Reworked Transmission and Advanced Braking

In line with targeting the ‘Peak Analogue®’ driving experience, transmission refinement, weight, and feel were paramount in the development of the Evoluto® driving experience. Particular focus was applied to the tactility of the reworked 6-speed manual gearbox, intended to make every gear shift an occasion, delivering an engaging connection between car and driver while offering precise control over the car’s performance.

As standard, Brembo GT 6 Piston slotted discs are fitted at the front, and 4 piston calipers at the rear, together with uprated Brembo pads, lines, and performance fluids. Optional carbon CCMR brakes are available, offering stunning stopping power and minimizing brake fade, ensuring consistent performance even under the most demanding conditions. These upgrades ensure the 355 by Evoluto® can handle the increased power and speed with confidence while contributing to performance closer in line with contemporary supercars.

Wheels and Tires – Grip and Slip

During the development of the car, one of the most crucial attributes was maintaining a playful nature. It was essential to have enough grip in reserve to instill confidence when driving at high speeds while also allowing the ability to break traction and explore the dynamics of the revised chassis in environments suitable for sliding. Therefore, the choice of wheel and tire size, along with the tire compound and purpose, was imperative. Michelin Pilot Sport 4S tires were selected for their road-biased compound, fitted to custom forged alloys—19 inches at the front and rear, 235/35/19 and 305/30/19 fitment, respectively. The result is an ideal balance of speed and playfulness, providing maximum enjoyment in all conditions.

Bolder by Design

The interior and exterior of the 355 by Evoluto® were created by the famed design team at Callum Designs. True to the iconic Italian supercar’s original ethos, the exterior design is a balanced expression of power and beauty, integrating the heritage of the classic Ferrari 355 while showcasing proportions suggestive of a modern interpretation of the icon supercar.

The remastered design features a more muscular physique to signify the power that lies beneath, with an increase in track width enhancing its stance. The all-new front-end design includes larger and deeper cooling intakes and a re-shaped front splitter, framed by new LED pop-up headlights with a distinctive new DRL signature and intricate surface detailing. The wide-track stance is complemented by standard-fit 19-inch forged alloy wheels at the front and 19-inch at the rear, new wing mirrors improve the aerodynamic profile of the car, while new flush-fitting door release mechanisms welcome occupants into the ultra-luxurious cabin.

For customers looking to put their own stamp on the 355 by Evoluto®, endless possibilities for personalization are available. Customers are invited to take a unique personal commissioning journey, from selecting distinguishing details to custom paint and interior options. The Evoluto®  design team offers endless possibilities to create a true one-of-a-kind commission.

Interior Craftsmanship and Technology

The interior of the 355 by Evoluto® blends timeless design with modern luxury. Owners can personalize their vehicle with bespoke paint, leather, and material finishes, creating a driving environment that is both immersive and intuitive. The state-of-the-art interior design focuses on a driver-centric cockpit, seamlessly integrating modern technology with luxury craftsmanship and materials.

Further Comments

Ian Callum, renowned designer of the Peak Analogue®, 355 by Evoluto®, states: “Creating a special and updated version of an iconic car such as the 355 is challenging. It requires a total understanding of the boundaries of change. However, the team at CALLUM enjoyed combining new forms and details to produce a beautiful design while fully respecting the original.”

Darren McDermott, Executive Chair, DRVN Automotive Group, notes: “This is an exciting time for the DRVN automotive group. The Peak Analogue®, 355 by Evoluto® program not only honors the classic legacy of an iconic Italian supercar but also offers our customers a unique journey of personalization for each commission.”

Amjad Ali, Technical Director of Evoluto Automobili “The 355 was iconic in 1995, now 30 years later, we’ve re-engineered it to OEM standards, utilizing contemporary technology and materials to create a car that comes alive when driven hard. In a world dominated by turbochargers, hybrids, electronic gears, and multi-stage dampers, Evoluto’s Peak Analogue® philosophy breathes new life into this classic 355, delivering an engaging driving experience that’s unparalleled today.”

As Technical Director at GuntherWerks for 7 years, Amjad carved out a niche in the automotive world by blending classic car aesthetics with modern performance and technology.

His philosophy at GuntherWerks revolved around maintaining the soul of the classic 911 while incorporating cutting-edge technology to enhance performance and drivability. This positioned GuntherWerks as one of the leaders in the restomod segment, influencing trends and standards in the customization of classic cars.

Amjad’s personal passion for cars drives his dedication to creating vehicles that honor the heritage of the brand while pushing the boundaries of what these cars can achieve.

Price & Availability

Each restoration is unique, tailored to the owner’s specific preferences and requirements. Prices for Evoluto’s restoration services vary based on these individual requests. To ensure exclusivity, only 55 units of the Peak Analogue®, 355 by Evoluto® will be commissioned, each supported by a concierge-level customer journey

In Public

For those eager to witness the Peak Analogue®, 355 by Evoluto® in person, apply to attend the launch of the car at a private preview during the Festival of Speed in the UK from July 11-14 2024, or Monterey Car Week in Northern California in August 2024. For more information, go HERE.

Top Gear F355 Review

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Where do we start with the story of the March 761? In true Sound of Music fashion—at the very beginning. In the late 1960s, a band of four guys, Max Mosley (a barrister), Alan Rees (a former racing driver), Grahame Coaker (engineer and racing driver) and lastly, Robin Herd (a designer), came together to form March. Their dream was to design, build and sell competitive “customer” Formula One racing cars, as well as running a “works” team. It seemed so simple; a Cosworth DFV engine, a Hewland gearbox, an in-house chassis, aluminum body and four lumps of rubber courtesy of Dunlop, Goodyear or Firestone at each corner and anyone could go racing. Funding had now become available to Formula One through sponsorship, as the FIA had relaxed rules governing Grand Prix racing teams, which were now on a similar financial road as American racing series where commercial backing and advertising had been the norm for many years.

The 1970 season started incredibly well, of five race starts (two heats at the International Trophy Races, Silverstone) March managed three poles and four wins, a record on a par with the dominant 1954 Mercedes Silver Arrows! So, there was no surprise in Round Three of the championship, when Jackie Stewart again put his March on pole with Chris Amon sharing the front row at the “Jewel in the Crown” Monaco GP. Enter Swedish racing driver Ronnie Peterson, a young, bright, superstar in the making who hit the Formula One grid at Monte Carlo, driving a sixth March entered by Colin Crabbe’s Antique Automobiles racing team. Peterson had given March its racing debut at Cadwell Park, driving the 693 Formula Three car—so he was part of their DNA. He would have been racing earlier in the 1970 season, but his car wasn’t ready. Making the cut for the race was his first hurdle—only 16 cars were allowed to start at Monaco that year—which he did in 13th position. For March, however, the Monaco race showed flaws, only Peterson was classified as a finisher, in 7th place. Siffert and Amon, the works drivers, together with Jackie Stewart’s Tyrrell March all retired (Servoz-Gavin, Stewart’s teammate failing to qualify).

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If you’re truly looking for one of the most iconic sports car racers of the 1950s, look no further than the 3.0 litre Ferrari 250 “Testa Rossa.” Within just a few short years, it became one of the most iconic and successful racing cars in automotive history. Born out of Ferrari’s ambition to dominate the World Sportscar Championship, the 250 TR is still hailed as a masterpiece of design. Its origins trace back to Ferrari’s need to comply with new regulations introduced by the Federation Internationale de l’Automobile (FIA), which required sports cars to use production-based engines. Enzo Ferrari and his team took the already potent 3.0-liter V12 engine from the 250 GT and optimized it for racing, resulting in a powerplant capable of producing around 300 horsepower.

The 250 TR’s development was marked by meticulous attention to aerodynamics and weight reduction. The car featured a distinctive “pontoon” fender design, created by Scaglietti, which not only gave it a unique and aggressive look but also improved airflow and cooling. The lightweight tubular steel chassis and aluminum bodywork yielded impressive performance.

Race Proven

Ferrari 250 TRs were extremely competitive during its time, winning 10 World Sportscar Championship races including the 1958, 1960, and 1961 24 Hours of Le Mans, and the 1958, 1959 and 1961 12 Hours of Sebring. Top-shelf drivers included Phil Hill, Olivier Gendebien, Luigi Musso, Peter Collins, Dan Gurney, Wolfgang von Trips and Mike Hawthorn. These results earned Ferrari the 1958, 1960 and 1961 Constructor’s World Sportscar Championship titles.

Period reviews

Road tests and reviews from the era were glowing. “Road & Track” lauded the 250 TR’s performance and handling, stating, “The Ferrari 250 TR is a marvel of engineering and a joy to drive. Its V12 engine delivers immense power smoothly and reliably, making it a formidable competitor on any track.” “Car and Driver” echoed these sentiments, highlighting the car’s balance and agility: “The 250 TR is not just about raw power; it’s about the finesse and precision with which it handles. Ferrari has created a car that is both beautiful and brutally effective.”

The quest to recreate the past

GTO Engineering was founded in 1983 by Mark Lyon as an independent specialist in classic Ferraris. The business flourished, attracting a steady stream of cars. In 1996, Mark was joined by his friend and colleague Kevin Jones, and together they started manufacturing their own parts. In the early 2000s, the business became a family affair with the involvement of Mark and Kevin’s sons, including Lee Jones. They also acquired Tony Merrick’s workshop near Twyford, Berkshire, which remains the company’s home base today. In 2011, James Crossland joined the team, and together they expanded GTO into the world’s largest classic Ferrari specialist, with international operations in Twyford, UK; Atlanta, Georgia; Los Angeles, California; and Maranello, Italy.

Enter the 250 TR Revival

Because of extremely limited production, not to mention eye-watering values, the ability to own a “real” Ferrari 250 TR is simply not within the reach of most. However, GTO Engineering has carefully recreated Ferrari’s milestone racer with exacting standards such that the average enthusiast wouldn’t be able to tell the difference. This example is one such masterpiece, and is currently available through Pagani of Beverly Hills.

Above content © 2024 GTO Engineering LTD reviewed and edited by Rex McAfee

Overview of GTO Engineering

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Benetton’s standing in F1 

Like many of today’s Formula One teams, the Benetton outfit morphed from an existing team, Toleman, then itself became Renault and today it is operating under the banner of Lotus F1. Benetton first began competing in its own right beginning in 1986 with the Benetton B186-BMW. The team’s first drivers were Teo Fabi and Gerhard Berger, with the latter giving the team its first win at the Mexican GP, the penultimate race of the year, following a season that had been dominated by the Williams and McLaren teams. Prior to competing under its own name, the Italian clothing brand Benetton had sponsored Tyrrell, Alfa Romeo and Toleman, bringing along a certain vibrancy to the outward appearance of the cars with their striking liveries. This joie de vivre embraced the team as a whole in later years with the charismatic Flavio Briatore at the helm, flamboyant car launches and disco music booming from their pit garages. Benetton portrayed a totally different speed of Formula One, way ahead of its time and with a style that, indeed, is now emulated up and down today’s F1 pit lane. During its history it courted controversy too, as well as changing the team nationality from British to Italian in 1996.

Their first car, the Benetton B186, was simply a Toleman in Benetton clothing—sorry about the pun! It was designed by Rory Byrne, Toleman’s chief engineer, who would become a key component of the future for both Benetton and Ferrari as well as, more importantly, Michael Schumacher. Formula One at that time embraced turbo engine power, and the B186 was fitted with BMW’s version. The following season Benetton turned to Ford for its engine, but “the writing was on the wall” for turbo power as it was to be banned from the start of the 1989 season. The team would become virtually a Ford “works” team with regard to engines during this transitional time, and as such was a force to be reckoned with, regularly finishing right behind the might of Williams and McLaren in the Constructors table.

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