The company’s debut in post-war motor racing came in September 1950, when Karl Kling entered the ADAC Six Hour race for sports and touring cars at the Nürburgring circuit in a Mercedes-Benz 170 S. A total of one hundred cars took to the track, after a Le Mans-style start. Kling described the race as follows: “On hearing the starter’ s signal, I sprinted to my car as if I was Jesse Owens, tore the car door open, sat behind the wheel, started the engine, and was soon on the track, in a pack surrounded by all the other cars.” In spite of these efforts at the start, KIing could finish only seventh for the up to 2,000 cc class. He did, however, succeed in posting the fastest lap time for touring cars.

Only after his success at the Eifel race did Kling receive his long-coveted invitation to join the racing department re-established by Mercedes-Benz in 1950 under the proven leadership of Alfred Neubauer. Neubauer’s first attempt to return to the elite discipline of motorsport was not far away and he pinned his hopes on Grand Prix cars from the 1930s that were in good operational condition. Four W 154 vehicles and six racing engines provided enough components for the engineers to build three viable racing cars and four engines. These cars were first put to the test in 1951, in two races in Argentina. Hermann Lang, Karl Kling and Argentinian driver Juan Manuel Fangio performed valiantly in Buenos Aires, with Lang and Kling both achieving second places on 18 and 24 February 1951 respectively. However, these fast, yet heavy cars were unable to secure a win. These races in Argentina clearly demonstrated that the W 154 now had its best years behind it.

1951 also saw the launch of the first new post-war passenger car models, the 220 (W 187) and 300 (W 186). The 300 became the nucleus of the company’s motorsport successes over the next few years, as the basis for the 300 SL (W 194) sports car designed by Rudolf Uhlenhaut, followed by two production models: the ‘Gullwing’ coupé (W 198 I, 1954) and roadster (W 198 II, 1957). Before the war, Uhlenhaut had been technical manager of the racing department; from 1949 he headed the research and development department of the passenger car development operation.

The return of the Silver Arrows

On 15 June 1951, Daimler-Benz management announced its plans for involvement in motorsport, with a focus on racing and sports cars. However, the Grand Prix vehicles had to wait until 1954, when the new Formula 1 rules came into effect. The first Mercedes-Benz project was the new 300 SL racing sports car. A design period of just nine months was enough to create the legendary coupé (standing for ‘sports light’). The new car’s chassis was largely based on the Mercedes-Benz 300, with the brake pads extended to 90 millimeters. The main enhancements were to the six-cylinder inline engine, including three Solex down-draught carburetors and a more acute camshaft angle, boosting output to 129 kW at 5,200 rpm.

The engine was inclined 50 degrees to the left in its support structure, a lightweight spaceframe. This light yet robust tubular frame extended well up the sides for stability reasons. This was the origin of the 300 SL’s legendary “Gullwing” doors, since side-hinged doors would have made it difficult to climb into the car over the high sill structures. The doors initially came down to waist level, but for the Le Mans race in June 1952 they had to be lowered still further. The smooth contours of the body of the 300 SL and the narrow roof were a brilliant achievement, as demonstrated by the low cd value of 0.25. A maximum speed of 240 km/h offered favorable prospects for victories in international competition.

On 3 May 1952, two 300 SL were entered in the Mille Miglia race. Karl Kling and Hans Klenk were second across the line in the 1000-mile event, with Rudolf Caracciola in fourth place. Not quite a victory, but Mercedes-Benz was the only brand to have two vehicles among the first five places. For racing manager Alfred Neubauer, a dream was coming true. “That day, I started to feel young again,” he later recollected.

Then on 18 May, the 300 SL scooped the pool in the Bern Prize for sports cars with a triple victory, with Karl Kling winning the race ahead of Hermann Lang and Fritz Riess. However, the race was overshadowed by a serious accident involving Rudolf Caracciola. The crash, caused by brake failure, ended his racing career. Caracciola was an exceptional driver in the history of Mercedes-Benz, dominating the eras of the supercharged cars and the pre-war Silver Arrows, and playing an active part in the return of the Stuttgart brand to motor racing in 1952.

A one-two victory in the famous Le Man’s 24-Hour race soon afterward showed that the power of the “Gullwing” car was matched by its stamina. The team of Hermann Lang and Fritz Riess crossed the finish line ahead of Theo Helfrich and Helmut Niedermayr in the 300 SL racing sports car. The Jubiläum Grand Prix for sports cars at the Nürburgring in August saw the appearance of the 300 SL in a new format: four coupés modified as roadsters, with one also having a slightly shorter wheelbase and narrower track. The 300 SL duly took the first four places in the following order: Hermann Lang, Karl Kling, Fritz Riess and Theo Helfrich. In contrast, the double victory in November 1952 of Karl Kling/Hans Klenk and Hermann Lang/Erwin Grupp in the Carrera Panamericana – an eight-stage race covering a total distance of 3,130 kilometers in far-off Mexico – caused a worldwide sensation.

1954: Formula 1 racing with the W 196 R

While the 300 SL was winning races, the Stuttgart team was already working on the return to Grand Prix racing on the basis of major changes to Formula 1 specifications announced by the FIA (Fédération Internationale de l’Automobile) for the 1954 season. This was an ideal time for the re-entry of Mercedes-Benz, since other manufacturers would also have to develop new cars. The displacement restrictions were now a maximum of 750 cc for supercharged engines and 2.5 litres for naturally aspirated engines. The objectives announced at the beginning of 1953 by Fritz Könecke, Chairman of the Board of Management of Daimler-Benz AG, were ambitious indeed: twin world championship titles for Mercedes-Benz works drivers, in Formula 1 and the sports cars racing season. This programme was to be coordinated by Hans Scherenberg as the head of design. The men responsible for achieving these demanding targets were Fritz Nallinger as chief engineer, Rudolf Uhlenhaut as head of the research and development department and Alfred Neubauer as racing manager. The new racing department had its capacity boosted accordingly, eventually employing a total of over 200 staff. They were also able to call on the expertise of a further 300 specialists in other departments of Daimler-Benz AG.

1953 was dominated by the development of the new Grand Prix car, and for this reason the racing department did not participate in other competitions that season. The fruit of their labors was a new racing car, the W 196 R. The vehicle originally had streamlined fairings, and at the start of the season a maximum output of 188 kW (256 hp) from the 2,497 cc naturally aspirated engine with desmodromic (forcible) valve control, and a maximum speed of around 275 km/h. The single-joint pendulum axle was also innovative as a rear axle construction advanced for its time.

The new Silver Arrows made their debut at the second European race of the year, the French Grand Prix. The fully streamlined W 196 R posted the fastest times in training, and at this debut at Reims on 4 July, the vehicle surpassed the expectations of the public and their competitors alike – with a dual victory for the recently recruited Argentinian driver Juan Manuel Fangio – the 1951 world champion – and Karl Kling. This sensational result had a truly historical resonance, since 40 years earlier to the day, on 4 July 1914, the French Grand Prix in Lyon had also been won by Mercedes cars, with Christian Lautenschlager, Louis Wagner and Otto Salzer filling the first three places in that order. The victory at Reims was also special because, on the same day, the German national football team became world champions in Bern. Both sporting successes were important for rebuilding the destroyed self-belief of the Germans after the NS era and the Second World War. That’s why several historians consider 4 July 1954 to be the end of the post-war period.

The focus was now on securing the 1954 world championship title for Juan Manuel Fangio. He had to be content with fourth place in the British Grand Prix at Silverstone on 17 July, where there were some problems with the car in its initial, rather unprepossessing streamlined format. Uhlenhaut, however, had already fast-tracked the construction of the second variant of the W 196 R, this time with exposed wheels and also new tires, developed for Daimler-Benz by Continental.

For the remainder of the 1954 season, there was always at least one Silver Arrow driver on the Grand Prix winners’ podium. Fangio took the German, Swiss and Italian events. Hans Hermann secured a third place in Switzerland. When he won the Swiss Grand Prix at Bern-Bremgarten on 22 August, Fangio had built up an unbeatable lead in the standings for the 1954 Formula 1 world championship. The fact that he could manage only third place in the final race of the season, the Spanish Grand Prix, did nothing to diminish the clear superiority of both car and driver that year.

1955: twin championships and ‘auf Wiedersehen’

In 1955, armed with the improved Grand Prix car and 300 SLR (W 196 S) racing sports car derived from it, the racing department set about the quest for the double title, seeking a repeat of the Grand Prix title, plus the sports car championship. With this aim in mind, Neubauer had recruited British ace driver Stirling Moss to complement the skills of Juan Manuel Fangio. In addition to Fangio and Moss, Mercedes-Benz drivers during the 1955 season also included Karl Kling, Hans Herrmann, Piero Taruffi, Peter Collins, John Fitch, André Simon, Desmond Titterington, Pierre Levegh, and Wolfgang Count Berghe von Trips.

The W 196 R raced in 1955 had been thoroughly reworked in terms of both the engine and the chassis. Along with the long wheelbase model (2,350 mm), there was now also a medium version with a 140-mm shorter wheelbase and the ultra-short ‘Monaco’ model with a wheelbase of just 2,150 mm. The car was now around 70 kilograms lighter and also had 22 kW more power: at 8,500 rpm, the engine of the W 196 R now developed 213 kW (290 hp), ultimately giving the car a maximum speed of around 300 km/h. The distinctive visual feature of the W 196 R in its second year was the air scoop on the bonnet, which was required because of the modified intake manifold.

The 1955 racing season opened with the Argentinian Grand Prix, won by Fangio in extremely hot conditions. And just 14 days later, on 30 January 1955, Fangio also took first place in the Buenos Aires Grand Prix. The race featured four Silver Arrow cars, powered with the 3-litre engine that was to be fitted in the new 300 SLR racing sports car. Juan Manuel Fangio and Stirling Moss recorded a dual victory in what was in essence an extremely demanding road test for the new engine, with Karl Kling in fourth place.

The 300 SLR, based on the current Grand Prix Silver Arrow, made its racing debut on 1 May 1955 in the Mille Miglia. Four of the new cars lined up at the start: Fangio and Kling drove alone, Moss and Herrmann with co-drivers. In addition, the starting line-up included several Mercedes-Benz 300 SL and even three Mercedes-Benz 180 D diesel saloons. Juan Manuel Fangio was generally regarded as the favorite, but it was the young Englishman, Stirling Moss, with co-driver Denis Jenkinson, who took the event as the first non-Italian winner since Rudolf Caracciola (who had won in 1931 in a Mercedes-Benz SSKL). Moss also recorded the best-ever time for the Mille Miglia: 10:07:48 hours, at an average speed of 157.65 km/h – driven on public roads. Fangio took second place, and Mercedes-Benz won both the overall title and two categories: GT cars with displacement greater than 1,300 cc, and the diesel class.

The short-wheelbase version of the W 196 R started in the Monaco Grand Prix, but Mercedes-Benz was not successful on this occasion. The various wheelbase and body versions of the W 196 R provided a wide range of options, yet the bodies were actually interchangeable with just a few simple adjustments. Chassis No. 10, for example, now displayed in a new aluminum body, raced in 1955 with exposed wheels in the Argentinian and Dutch Grand Prix events and was used for training at Monza with a fully streamlined body. The variant used on a given occasion depended on the characteristics of the track and the individual preferences of the driver.

Technical features common to all versions included the swing axle with low pivot point and an eight-cylinder, 2,496 cc engine. The desmodromic operation of the valves, with cam lobes and rocker arms, provided higher revolutions along with improved safety and power ratings. Fuel supply to the cylinders was via an injection pump jointly developed with Bosch.

Following the disappointing results at Monaco, both the racing and sports cars were back at the top of their form in May and June. Fangio took the Eifel race in his 300 SLR, with Moss in second place, and won the Belgian Grand Prix in the W 196 R. This triumph was followed by a tragic accident at the Le Mans race of 1955, in which three 300 SLR were entered. When Jaguar driver Mike Hawthorn braked to go into the pits after a hard-fought duel with Fangio, he obstructed Lance Macklin (Austin Healey). Macklin veered to the left, straight into the path of Pierre Levegh’s 300 SLR, who collided with the rear of the Austin, launching the vehicle into the air. The engine and front axle came away from the rest of the car and flew into the crowd of spectators. The result was the worst accident in motorsports history. The race was continued in spite of the accident to ensure access for the rescue services was not blocked by the departing public. After midnight, Daimler-Benz made the decision to withdraw the 300 SLR from the event as a sign of respect for the victims. Accordingly, Moss and fellow-team member Simon were recalled to the pits.

The memory of the disaster cast a shadow over the rest of the season. Numerous races were canceled, including the Grand Prix events in France, Germany, Switzerland, and Spain. The Grand Prix of the Netherlands in June, however, brought another double victory for Fangio and Moss in their W 196 R. Moss then won the British Grand Prix at Aintree in a short-wheelbase W 196 R, followed by Fangio, Kling, and Taruffi. This was an absolute sensation for the local public, since the young British star was the first English driver ever to win his home Grand Prix.

The Swedish Grand Prix for sports cars was won by Fangio, ahead of Moss, both in 300 SLR, and Karl Kling complemented their double victory by winning the sports cars category in his 300 SL. One of the two racing sports coupés designed by Rudolf Uhlenhaut was also on hand in Sweden and used during training for the race. The 300 SLR coupés were originally intended to start in the Carrera Panamericana in Mexico, but this race had been discontinued, and did not take place in 1955. The “Gullwing” coupé did not race. One of the two vehicles was later used by Rudolf Uhlenhaut as a company car.

The final performance of W 196 R cars on the racing scene was in the Italian Grand Prix on 11 September. And because four events had been removed from the season calendar, this was also the one and only appearance of the streamlined version of the car in 1955. The Monza track had been extensively modified, and was now very much a high-speed course, with each lap tantamount to two straight drives past the grandstands. This meant high average speeds for the race, so Neubauer decided that Fangio and Moss would race in the faired open-wheel car design with a long wheelbase. Kling was to drive an open-bodied medium-wheelbase variant, and Taruffi a short-wheelbase “Monaco” car, also with an open body. Fangio was a clear winner for Mercedes-Benz – his last victory for the marque – followed by Piero Taruffi just 0.7 seconds behind. The Argentinian master driver ended the season with 40 points and a third Formula 1 world championship. Stirling Moss was the runner-up with 23 points.

However, the racing department’s second goal for the 1955 season seemed now to be out of reach. As Alfred Neubauer later recalled: “ The only disappointment was the likely failure to win the racing sports car championship, the Constructors’ Prize.” Ferrari was clearly in the lead, and everything now hinged on the Tourist Trophy in Northern Ireland and the Targa Florio on Sicily.

On 17 September, three 300 SLR lined up at the start of the race in Northern Ireland, and the miracle Neubauer dreamed of duly came to pass: Stirling Moss and John Fitch won the race, ahead of Juan Manuel Fangio and Karl Kling’s 300 SLR, and third place went to Wolfgang Count Berghe von Trips (racing for the first time in the 300 SLR, although he did have competition experience in the 300 SL), with co-driver André Simon.

To take the world constructors’ championship, however, Mercedes-Benz still had to achieve the desired result in the Targa Florio in Sicily mid-October. They needed to win the race, with arch-rivals Ferrari doing no better than third – and so a strike force of unparalleled proportions headed south. Eight racing cars, eight heavy-duty trucks and 15 passenger cars were unloaded from the ferry from Naples, along with a support team of 45 mechanics. Stirling Moss said that he had never seen such a level of preparation and attention to detail or such a massive logistical effort.

Neubauer had pondered long and hard on his tactics for the race: “I had never planned a race so carefully and thoroughly. For that 1955 Targa Florio, I drew one last time on all my knowledge and experience, all my tricks and my love of the game.” The most important part of the plan may have been his strategy for the change of driver: rather than handing over after three laps, as was the normal practice, this time the Mercedes drivers were to change only after four laps. Uhlenhaut also strengthened the 300 SLR for this tough circuit.

The first car started at 7.00 a.m. on 16 October 1955. Stirling Moss was in the lead before falling back to third place after his 300 SLR left the road. The damage to the car was clearly visible, but the mechanical systems were still fully intact. Peter Collins took over at the wheel and promptly set a new lap record in the dented Mercedes-Benz. He was back in the lead when he handed the wheel back to Stirling Moss, who won the event, almost five minutes ahead of Juan Manuel Fangio. The third 300 SLR of John Fitch and Desmond Titterington came in fourth, behind Eugenio Castellotti and Robert Manzon (Ferrari 860 Monza). Mercedes-Benz had the double victory it needed to take the brand constructors’ championship – their goal had been achieved.

This marked the end of the triumphant Silver Arrow era: already before the tragic accident at Le Mans, Mercedes-Benz had decided to end the activities of the racing department at the end of the 1955 season. The commitment of effort and resources to the development and construction of the racing vehicles and supporting the campaign was enormous. Daimler-Benz AG now felt that the talents of these outstanding engineers and mechanics were more urgently needed for the development of new passenger cars. Technical Director Fritz Nallinger confirmed this decision at the function held to celebrate the successful drivers’ achievement on 22 October 1955: “Given the growth in our product range, we believe the right approach now is to relieve some of the load placed on these highly skilled specialists and allow them to focus all their efforts on the area that is most important for our customers all around the world – production car construction. The skills and experience my staff have gained from making racing vehicles will be put to good use in this capacity.”

This departure from the racing scene was the perfect example of “ retiring at the top”: in 1955, the W 196 R racing cars had taken part in seven races, winning six first places, five seconds and one third. The 300 SLR racing sports car had started in six races, recording five victories, five second places and one third place. Mercedes-Benz’s domination of the season’s racing could scarcely have been more complete.

Mercedes-Benz cars also picked up a third international title in the same year, when Hamburg driver Werner Engel became European touring car champion in a 300 SL (W 198) production vehicle. This model in the W 198 series was developed on the initiative of USA importer Maximilian Hoffman from the highly successful racing car of 1952. It immediately made its mark at its launch at the New York Show in 1954 and went into production at the Sindelfingen plant in August that year. Its 3-litre engine with petrol injection produced 158 kW (215 hp). Designed as a sporty and comfortable touring car, it proved itself as very successful on long journeys thanks to the balanced concept and its reliability. In the Mille Miglia 1955, the car won the Gran Turismo class for John Fitch (USA). At the same event the following year, in the pouring rain, it finished in places 6, 7, 8 and 10 overall. Europe’s most demanding road race of the day was the Liège–Rome–Liège event, a non-stop race over five days and a total distance of around 5,000 kilometers. In 1955, the Belgian team of Gendebien/Stasse won the race in their 300 SL, an achievement replicated the following year by Mairesse/Genin, another Belgian combination. That same year, Walter Schock and Rolf Moll won the European Rally Championship (as it was now known) as Werner Engel’s successors. The vehicle also had some national championships to its credit, in Italy (Armando Zampiero, 1955) and the USA (Paul O’Shea, 1955, 1956 and 1957). Stirling Moss also took the wheel of a “ Gullwing”, finishing second in the Tour de France Automobile 1956.

For the moment, however, the Silver Arrow era on the race track was over. It would only be many years later that Mercedes-Benz would return to the sports car championship and Formula 1 racing. Alfred Neubauer recalls a sombre leave-taking at the end of the season that had brought such outstanding success. The drivers pulled white cloth covers over the cars, and said their goodbyes. “ We shook hands one last time – then they all went their separate ways – Fangio and Moss, Collins, Kling, Taruffi, and Count von Trips. The adventure was over.”

Mid-1954 to 1955: the world’s fastest racing car transporter

The Silver Arrows were not the only hot topic on the racing scene in the early 1950s. Mercedes-Benz also caused a stir off the circuit with the “world’s fastest racing car transporter”. Alfred Neubauer’s thoughts went back to 1924, when, at his suggestion, Daimler-Motoren-Gesellschaft had converted a large Mercedes touring car into a racing car transporter. A new racing car transporter was created as a unique specimen according to this role model. The 300 S contributed its X-section tubular frame as the basis for the structure, the powerful engine was taken from the 300 SL and the designers used components from the 180 model. The result was a visually and technically unique vehicle with a 3,050 mm wheelbase which, depending on the cargo, reached speeds of up to 170 km/h. The remarkable high-speed transporter was ready for use by 1955, painted in characteristic Mercedes-Benz blue. The racing department used it mainly for special assignments between the factory and race track. The racing car transporter, known as the “Blue Wonder”, became a favorite. The original scrapped in 1967 was rebuilt at great expense between 1993 and 2001. Today it resides in its home at the Mercedes-Benz Museum – with a 300 SLR on board.

Above content © 2025 Mercedes-Benz AG, reviewed and edited by Rex McAfee

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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

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In the vast universe of Southern California car culture, the quest for a unique “car gathering” has become near impossible. When Bugatti Veyron and McLaren Senna sightings are commonplace at Saturday morning Cars & Coffee, how do you invent something worthy of attention? After attending the second iteration of Macchinissima, I was duly impressed, which is why it gets my #1 vote for 2024. A celebration of Italian machinery, read on as I share what was truly a refreshing experience.

The vision

For years, Italian car enthusiasts Bronson Page and Mike Baum had been attending A-list car shows. Bronson explains, “We found Pebble and Quail too stodgy and commercial. So many events we attended were in boring locations, dusty parks, or hot parking lots. We knew we could do better.” Mike agreed: “Bronson and I had the idea for years about a different Italian car event that is more engaging. I have been going to car shows for over 20 years, and we felt that the usual formats are stale. We were missing a more curated experience, a younger audience, and just having a good party around the cars we love.”

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Ensuring that cars remain faithful to the brand’s heritage, the new engines will remain performance orientated. Working in conjunction with a global leader in hybrid and internal combustion powertrain solutions, AC Cars will develop the engine to suit the characteristics and potential that its GT platform delivers.

Customizable Tuning

The new unit will run in two different states for tune, depending on the model of car. Inherently lighter than the V8 models, the new cars will also benefit from the introduction of additional weight saving with the use of more carbon fibre for relevant elements of the chassis. The full specification for each engine and the production power outputs will be announced in spring 2025 but power output is expected be up to 390bhp.

Highlights

• Performance orientated 2.0-litre option to join V8 models
• Up to 390bhp available for AC Cobra GT Coupe model
• Ideally suited to the company’s advanced vehicle platform
• New dual-clutch gearbox joins new engine option
• Information and reservations for the AC Cobra GT range open now
• AC Cars has announced the next stage in the development of the AC Cobra GT Roadster and GT Coupe, with news of an all-new engine option that will form an exciting entry point for the sensational family of sports cars.

Gearbox

In addition to the new engine options, AC Cars has also announced the introduction of a new dual-clutch gearbox option for the car, which will perfectly compliment the performance of the engines. This gearbox will be available alongside a six-speed manual option.

Comments from CEO

Speaking at the announcement David Conza, CEO of AC Cars, said: “This is a key step in our program of growth, yet allows us to stay true to what define us. Offering clients a wider choice of performance engines will broaden the appeal for our exclusive sports cars, and means we can reach the markets that impose higher taxation of large displacement engines.”

Pricing estimates

The final pricing and specification for the new AC Cobra GT Roadster and GT Coupe models will be confirmed, but prices are expected to start from £235,000 Including VAT. Reservations are now open at AC.Cars

For more on the AC Cobra GT Roadster and GT Coupe visit AC.Cars

Above content © 2024 AC Cars, reviewed and edited by Rex McAfee

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Cars were a lifelong passion for Neil, and in “Silver Surfers,” he first traces the roots of his auto obsession, taking us back to where it all began, with a 1969 Lotus Europa, through the cars he bought when the band first made it big, and even his first “family car,” before taking us on a tour of the Silver Surfers themselves; a rare collection of the most coveted sports cars from the 1960s. From a 1964 Aston Martin DB5 to a classic 1963 Chevrolet Corvette Stingray, each is a gorgeous silver except for one: a black 1964 Shelby Cobra whose patina Neil loved so much that he wrote, “I am not going to paint it!”

Gorgeous images of the cars (curated by Neil himself and later by his wife Carrie) accompany his warm, personal story of building the collection, the friends he made along the way, and what it was like to be behind the wheel of these classics. Neil’s final work is a heartfelt tribute to the cars that meant so much to him and the passion for the road that fueled his life.

About the Author

Widely considered one of the most innovative drummers in rock history, Neil Peart (1952-2020) was the backbone of the legendary Rock ‘n Roll Hall of Fame band Rush. Neil’s virtuosity behind the kit was equaled by his talent as the band’s lyricist. Affectionately dubbed “The Professor” by the fans, he tapped into his love and deep knowledge of poetry, literature, philosophy, and science to pen such classics as “The Spirit of Radio,” “Free Will,” and the self-described autobiographical “Subdivisions” and “Limelight.”

Neil’s talent for the written word, passion for the open road, and desire to chronicle milestones in his life led to the publication of seven memoirs, including Ghost Rider: Travels on the Healing Road, Roadshow: Landscape with Drums, and Traveling Music: Playing Back the Soundtrack to My Life and Times. Collaborating with Kevin J. Anderson, Neil also wrote the novel Clockwork Angels, a fictionalization of Rush’s 2012 album of the same name, and a sequel, Clockwork Lives. Silver Surfers is the final work of Neil’s long and prolific writing career.

On January 7, 2020, Neil passed away after a private, three-and-a-half-year struggle with brain cancer. He is survived by his wife, Carrie, and daughter Olivia.

Available Now

Go HERE for more information on acquiring this fascinating read.

Above content © 2024 Silver Surfers/Neil Peart, reviewed and edited by Rex McAfee

Neil Peart Interview

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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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• The hardtop design of the SL model series 113 is reminiscent of Asian temples
• World’s first sports car with a safety body
• Rally dancers: Winner at Spa-Sofia-Liège 1963 after 5,500 grueling kilometers
• Genuine parts from Mercedes-Benz Classic ensure authenticity and thus value retention

Style icon

The name “Pagoda” is based on the sports car’s characteristic hardtop, which is slightly curved inwards and is reminiscent of Asian temples. The shape was designed by Paul Bracq, who became the first designer in the “Main Department for the Development of Car Bodies” at the Sindelfingen plant in March 1957. The pagoda roof is a stroke of luck for the image and design of the sports car. And of course the overall design: clear lines of great simplicity and lightness create an expressive elegance. Even decades later, Bracq still described the design of the W 113 as “perfect”.

Stability

The idea for the concave roof line came from a technician. Force progressions in the bodywork are an area of expertise of Béla Barényi. He points out that a roof curved downwards is more stable than sheet metal that is curved upwards. This, however, is only of limited practicality for everyday use of the model series 113 since the hardtop of a sports car is rarely used with a roof luggage rack for transporting loads.

Innovative

Another of Barényi’s inventions is of great significance in terms of safety: his concept for the body with crumple zones at the front and rear and a customizable passenger compartment in between. In 1959, the Mercedes-Benz model series 111 was the world’s first vehicle with this safety body. Of course, the new SL, which appeared in 1963, also had it – a milestone in the world of sports cars. This underscores why this SL is in Legend Room 5: Pioneers – Safety and Environment, 1960 to 1982.

Predecessor model

The Geneva Motor Show from 14 to 24 March 1963 is the premiere venue for the 230 SL, the first version of the model series 113. The roadster with a 2.3-litre six-cylinder engine and 110 kW (150 hp) takes on a challenging legacy. It replaces two predecessors, the 190 SL (W 121) and 300 SL Roadster (W 198), both of which had been extremely popular and successful from the outset. The 300 SL had already become a legend with the coupé produced from 1954 on.

A true all-rounder

With the new model, the company opts for a happy medium. The 230 SL is neither an uncompromisingly tough roadster nor a gentle boulevard sports car. It is a comfortable yet sporty two-seater with a high level of driving safety.

Portfolio

The model series 113 is developed further. On 27 February 1967, the company presents the 250 SL, also with 110 kW (150 hp), but with a displacement of 2.5 litres and therefore greater torque. This is replaced less than a year later by the 280 SL with a 2.8-litre engine and 125 kW (170 hp), which is even more powerful.

Rally racer

Motorsport is also in the genes of this SL generation. The victory of Eugen Böhringer and Klaus Kaiser in a Mercedes-Benz 230 SL at the Spa-Sofia-Liège long-distance rally from 27 to 31 August 1963 – around 5,500 kilometers at top speed – is legendary. Böhringer calls the sports car a “dancer” because it is more maneuverable than the saloon with its longer wheelbase.

Young at heart

Production of the 280 SL comes to an end in March 1971. Its successor is the completely newly designed 107 model series. A total of 48,912 units of the three SL models of the W 113 are produced in eight years of production. Today, they are among the brand’s most popular classics. No wonder: they combine sportiness with a high level of everyday practicality, comfort and timeless elegance. The comprehensive supply of Mercedes-Benz Classic Genuine Parts available through the manufacturer is a major advantage when it comes to preserving any “Pagoda”. Looking for a part? Click here for the parts finder: https://teilesuche.mercedes-benz-classic.com.

Above content © 2024 Mercedes Benz AG, reviewed and edited by Rex McAfee

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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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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.

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.

The glamorous life

By 1966, the careers and the relationship of the recently married film director Roger Vadim Plemiannikov and Hollywood starlet Jane Fonda were on the rise. The pair had met while filming La Ronde in 1963, officially becoming a couple later that year. Married in Las Vegas in August of 1965, the pair lived a glamorous trans-Atlantic lifestyle between Vadim’s native France and Southern California. Attractive, wealthy, talented, and eager for more success, the pair seemingly lived an idyllic lifestyle that anyone would have been envious of, including what they drove.

Ferrari 275 GTB chassis  08641

After having sold his Ferrari 250 California SWB Spider, chassis number 2175 GT, Vadim purchased the 275 GTB on offer here, chassis number 08641, on 15 June 1966. Finished in Azzuro (106-A-32) over a full leather Nero (VM 8500) interior, the car was built to left-hand drive specifications for use in France. Chassis number 08641 falls late in the production run of the 275 GTB, and was fitted with long-nose steel bodywork, torque tube, and three Weber carburetors. It was sold to him through Franco-Britannic Autos of Paris, Ferrari’s official distributor and the car was subsequently registered in Vadim’s name (as Roger Plemiannikov) under registration number 64 SW 75. Later that summer, the registration documents were transferred to Fonda, keeping the same number.

The pair kept their 275 GTB for about two and a half years and during this time, they were photographed with the car frequently, as one would expect for a pair of A-list celebrities. In August of 1966, the pair were photographed emerging from the car in Saint-Tropez, Vadim sporting swimming trunks and attracting a crowd of onlookers, clearly star stuck by their celebrity sighting, and perhaps the 275 GTB as well. Another color photo exists in the history file of Fonda in the passenger seat in October of 1968, departing the hospital for the first time with their newborn daughter Vanessa, a much more personal moment.

In November of 1968, the 275 GTB returned to Franco-Britannic Autos and was reregistered 1404 W 75 (trade plate) and then subsequently purchased by a Mr. Tamalet in Lyon. In short order, the car was repainted red and registered under the name of his company as 1191 DG 69 according to Ferrari historian Marcel Massini. By April of 1972, chassis number 08641 had passed to Christian and Anne Baverey in Lyon. In their ownership, the car saw a bit of action on the track. It appeared at Pierre Bardinon’s famous Mas du Clos circuit, which was driven by Jean-Claude Killy, a former World Cup ski racer and triple Olympic Champion at the 1968 Winter Olympics in Grenoble. Anne Baverey would take to the wheel next at the Limonest-Mont Verdun hillclimb near Lyon and later the Coup des Dames at Mas du Clos, in September and October of 1974, respectively.

Chassis Highlights

• Originally owned by Roger Vadim Plemiannikov and then-wife Jane Fonda
• Used by the couple in France through 1968
• Late-production long-nose, torque tube, 275 GTB with triple carburettors
• Recently restored to its original colour scheme
• Ferrari Classiche certified, retains its original chassis, engine and gearbox

On 16 April 1980, chassis 08641 passed to Michel Ferry, director of the Société des Bains de Mer in Monaco. The car was still painted red at this time, although the chromed front grille guard had been removed and it sported yellow headlights for use in France. Briefly reregistered in Monaco, the 275 GTB was subsequently sold to a collector in Toulouse who drove the car in a series of local events and rallies, reregistering the car as 275 TM 31. Sold to French dealer and collector Jean Guikas, in 1988, it passed through him to another French owner before finding its way to the consignor roughly twenty years ago.

In the last five years, chassis 08641 was subject to a full restoration seeking to bring the car back to its original colour scheme of Azzurro over Nero, just as when Fonda and Vadim owned it. Afterward, the car received Ferrari Classiche certification, confirming that it retains its original chassis, engine, and gearbox.

In period, the 275 GTB was a favorite of many of the Hollywood jet set and in addition to Fonda and Vadim, 275 GTBs found their way into the garages of other celebrities in period, including Steve McQueen, and Miles Davis who had a 275 GTB/4. Vadim was clearly a fan of the Ferrari for some time, having previously owned a 250 California Spider (chassis number 2175 GT). Interestingly Fonda also had previous experiences with a California Spider alongside the car owned by fellow actor Alain Delon (chassis number 2935 GT). Both no stranger to Ferrari as a marque, it is easy to understand why the pair were drawn to the 275 GTB and it is clear that the car played an important role in their lives early on in their marriage and a time when it looked like the sky was the limit for the couple.

Presented today exactly as it was when it was delivered to Fonda and Vadim, chassis number 08641 sits amongst the upper echelon of 275 GTBs, with its celebrity ownership only adding to its known history, and Classiche certification. It would be at home on a concours lawn anywhere in the world, but would perhaps be most at home cruising the roads of the south of France in unrivaled style as it did with its first owners.

Private Sale Information

Go HERE

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The essence of Gran Turismo

The Maserati GT2 Stradale combines in-depth technology transfer of the purest performance, typical of a racing car, combined with the intrinsic qualities of the MC20. The new super sports car thus evokes style and racing performance while ensuring an ideal feeling and comfort in all conditions of use without sacrificing the best driving experience on the road, typical of Maserati’s offering.

With a top speed of over 320 km/h, maximum output increased to 640 hp (10 hp more than the MC20), weight decreased by 60 kg and acceleration from 0 to 100 km/h in just 2.8 seconds, Maserati GT2 Stradale promises unparalleled sensations and superior performance, partly thanks to its sophisticated aerodynamics and attractive design inherited from its racing sibling. At the wheel, the feeling will be one of driving one of the most incredible track cars there is, with the opportunity to make the best of it on roads worldwide.

Interview with Giovanni Perosino

Before we delve into the mind-numbing details of the modern sports car, Sports Car Digest was on the ground at Car Week in Monterey and spoke with Maserati’s Chief Marketing Officer, Giovanni Perosino, regarding the true essence of the GT2 Stradale.

SCD: Maserati continues to advance its cars both technically and performance-wise, but I’m wondering how you approached the emotional side of customers’ expectations with the new GT2 Stradale?

GP: Thank you so much for being here….we are sincerely grateful for the excitement this car is producing here in Monterey. The enthusiasm is really amazing. Yes, we have done our homework from a technical point of view, but what we also consider essential is injecting the Grand Turismo essence into each vehicle. The Grand Turismo “concept” is traveling with pleasure, comfort and confidence.

For example, for those that have driven the Maserati MC20, their first reaction was often “Wow…it’s very easy to drive.” So we want to always have some of that in every car that we build to stay in line with the Gran Turismo character. With the GT2 Stradale, many of its enthusiasts have a little more “Racing is life” attitude. However, with the incredible performance of this car comes the ease which it is required to drive it.

SCD: Given the level of performance this car provides, I would think it’s even harder to build it to enable this higher level of comfort and ease of driving, compared to other cars of the same performance.

GP: Exactly. It is very challenging and more complex to build a car that is this fast but easier to drive than its competitors. When you look it at now, it appears to be a beautiful and emotional car, which is what we wanted to build. And yet, it’s very capable on the track too.

SCD: Could you share some feedback you get in conversations with customers who have just driven a Maserati on track?

GP: Because we are Italian, we always want a little audacity and “wow” in our vehicles. But with Maserati, we execute this in the Gran Turismo style. I like to refer to this as “Effortless Elegance.” During our design process, we always question ourselves, “Is this idea long-lasting, or is it just a trend?”  We always want a long-term ownership experience, so our cars must reflect lasting design.

A New Era

When Maserati started work on the MC20 project, the halo car that marked the beginning of a new era for the House of the Trident, it had already decided to return to the track. After the launch of the MC20, the upshot was the Maserati GT2, which took the Modena-based manufacturer back to racing victory in the 2023 Fanatec GT2 European Series Championship. Even so, leaving so much power and beauty only on the track would have been a waste. Here then is the Maserati GT2 Stradale, another legitimate daughter of the MC20 – sister of the GT2 only type-approved for the street – the state-of-the-art Maserati performance.

GT2 Stradale is definitely a high-tech model that can provide extreme performance on the track, but it is also a welcoming car that can be used on an everyday basis, courtesy of the level of comfort and specifications such as ADAS. It can therefore even be driven in the city, with aids such as cameras and parking sensors, now essential for a certain category of cars.

Engine

The GT2 Stradale’s Nettuno, an engine designed and constructed in-house by Maserati, is a true “Made in Modena” gem: it maintains the 90° V-shaped 6-cylinder twin-turbo layout, with 3.0 litres of displacement and dry sump, capable of delivering 640 hp (471 kW) at 7500 rpm and an outstanding 720 Nm of torque starting from 3000 rpm. The weight-to-power ratio is 210 hp/L. The compression ratio is 11:1; the stroke is 82 mm and the bore 88 mm.

The soul of this engine remains the innovative pre-chamber combustion system with twin spark plugs, a technology developed for Formula 1 and now also available on the Maserati GT2 Stradale. The system is based on three main components: the pre-chamber placed between the central spark and the traditional combustion chamber; the side spark plug, which acts as a support to ensure regular engine combustion when the latter is working in operating points where the use of the pre-chamber is not necessary; and the dual indirect and direct injection system to ensure the perfect mix of fuel and air.

Turbochargers and exhaust manifolds are modified for higher boost pressure and efficiency at peak power and lower back pressure due to the different exhaust system, to guarantee the same level of performance on all tracks all around the world.

Drive modes

From a technical point of view, the configuration of the chassis has been revised, making it more rigid. E-LSD, electronic controls and specific drive mode setups have been optimized for greater grip, related to the semi-slick tires and aerodynamic downforce to make track use even more thrilling. The various drive modes, which can be selected using the control on the center console, adjust gear change performance, electronic calibration of the shock absorbers, EDIFF electronic differential, steering, ABS for racing tires and ESC with specific thresholds.

The drive mode selector takes center stage on the tunnel, as the distinctive feature that reminds the driver and passenger they are aboard a Maserati. And a Maserati with exceptional performance. In the latest digital version, already admired in the MC20, the drive mode selector is inspired by luxury watches: mechanical, precise, using prestigious, top-quality materials, with a touch of Maserati’s typical blue. It recalls the luxury that envelops anyone who gets into a car from the House of the Trident. The decision for the drive mode selector to resemble a luxury watch was a symbolic one, especially considering the lack of the usual Maserati analogue clock on the MC20 dashboard.

The GT2 Stradale has four specific drive modes: WET, GT (the default setting on engine start-up), SPORT and CORSA, also available in four further variants that progressively reduce the electronic controls when opting for the Performance Pack.

Suspension

The same suspension geometry as developed for the track version has been used for the GT2 Stradale. The new geometry enhances the MC20’s already excellent handling in the most severe conditions, with no compromises on performance whatsoever. The double triangle arrangement is confirmed, with UNIBAL® joints for maximum rigidity.

The steering system benefits from dedicated racing calibration, and the brake system is adapted to severe track usage with specific ventilated discs, calipers and pads, and an optimized cooling system. The specific carbon-fiber ducts have been designed to flow fresh air directly to the wheel hub area. The ABS system is also specific and is calibrated to different settings.

In the center of the driving mode selector, there is a button to adjust the suspension to make it softer or more rigid. It is useful in SPORT or CORSA modes when the suspension is extremely stiff. Pressing the “suspension” button makes the suspension more comfortable and less rigid. This is particularly useful on uneven ground, as it gives the driver a sporty yet simultaneously comfortable driving experience.

Gearbox

The automatic transmission is an 8-speed oil-immersed dual clutch design with two overdrive speeds to ensure emissions compliance. To further emphasize the car’s sportiness, the time it takes to change gears has been reduced.

Braking system

The braking system is new, developed with Brembo specifically for the GT2 Stradale as a step forward from the first-generation carbon-ceramic brakes. The diameter and thickness of the discs have been increased, to improve driving performance. This geometry requires more cold air to lower the system temperature, achieved by adding a new cooling brake at the front and rear, where the air entering from the sill has been partialized.

Exterior

Once again, the Maserati GT2 Stradale was created at the Maserati Centro Stile. The work of the men and women at the Centro Stile focused on attention to the design of all areas of the car, where changes have been made for the type approval of the GT2, maintaining an extraordinary level of performance without neglecting the sporty spirit successfully brought to the road by the Maserati MC20.

The front features a new design, maintaining the typical Maserati architecture and adapting to requirements in terms of cooling and aerodynamics; the forms are functional to the vehicle dynamics. The front ‘mouth’ (known in development as the “shark nose”) has been broadened, ensuring greater airflow and introducing an aesthetic concept that will be seen again in future Maserati models.

Maserati designers have worked on the redesign of the front to maintain the assertiveness of the GT2, as well as the sporty spirit and functionality, with intakes to bring in fresh air for cooling purposes. The front bonnet was also developed and previously introduced in the racing version (GT2); the GT2 Stradale takes it up in full, with adaptation for the specific aerodynamic requirements of load balancing and expelling hot air.

The number three and the revisited Trident are again a constant in the style of the Maserati GT2: there are three air vents in the bonnet, another three in the front wheel arches, three more near the rear window, and nine-spoke wheel rims, forming a Trident in threes. The area around the front fender has been revamped with the introduction of air outtakes in the upper part of the fenders (from the GT2), to let out hot air to cool the brakes and reduce the pressure inside the wheel arches.

On the other hand, the air intakes in the rear fenders have been completely redesigned and enlarged, producing a new carbon-fiber cupola to improve the flow of cold air (+16%), supply the engine, and cool the radiators. The carbon-fiber spoiler has been revised compared to the MC20 design, increasing its surface area, and the wing with a boomerang design and built-in endplates has been added. The all-new rear wing, inspired by the GT2’s, is connected to the car with pylons as structural poles in solid aluminum. The fastening system offers three different adjustments with the same number of levels of aerodynamic downforce. To support the load, the bonnet area has been reinforced.

In the rear, the large extractor stands out, completely redesigned to facilitate the extraction of air from the underbody, to generate downforce, and to make the car more assertive. The exclusive design of the lower area was created based on input from aerodynamics to push performance to the max; revisions have also been made to the racing version. Seen from behind, the GT2 Stradale has even more grit from the large rear wheels being left visible, as “interrupting bodywork.”

Exterior Features

• front bumper (optional)
• rear diffuser (optional)
• side skirts (optional)
• racing aerodynamic flaps on the bonnet
• racing bonnet(optional)
• roof (optional)
• air intakes on rear fenders (optional)
• air outtakes on front fenders (optional)
• rear adjustable wing
• rear spoiler

Colors

The GT2 Stradale also has a dual aesthetic spirit, with the upper part in body color and a technical lower section in carbon-fiber painted matte black. The painted carbon-fiber is also taken up in the roof, bonnet, and large rear spoiler. All these components are also available in aesthetic carbon-fiber as an optional extra.

The GT2 Stradale also conveys its sporty spirit in its colors and materials. Four colors are available, referring to four worlds frequently explored by Maserati: the essential, heritage, contemporary and location-based worlds.

• Nero Essenza – an agile glossy color, perfect for an assertive car
• Blu Infinito – an iconic color that can never be left out from a Maserati
• Gloss Giallo Genio – with a blue mica reminiscent of Modena’s colors
• Matte Bianco Audace – a pure white with a blue mica

The caliper colors available for the GT2 Stradale are black, red, silver, yellow and oxidized blue. The wheel rims are matte black.

Matte Finish

Digital Aurora Matte – a new entry in the Fuoriserie palette – was chosen as the launch color of the car, as a blue with shades of red and a magenta mica. A technical yet simultaneously on-trend color. A color that will never go unnoticed.

The personalization available as part of the Maserati Fuoriserie customization program also include additional colors:

• Grigio Lamiera Matte – a matte color reminiscent of the sheet metal seen in the earliest racing cars, revisited with a modern twist
• Digital Mint Matte – a greenish-blue color, with a very light red mica that recalls the legendary MC12 GT1 Vitaphone, yet simultaneously speaks of modernity
• Nero Cometa Textured – with a rough hand. A high-tech color with red or green reflections depending on perspective
• Powder Nude Textured – again with a rough hand, as a reference to the local area. An essential color that reproduces a very rich earthy gold
• Blu Corse – a gloss blue with a darker cyan mica than Blu Infinito. Reminiscent of the GT2’s racing tones
• Azzurro Astro Matte – a light blue with an area in a shade of grey, a contemporary look
• Military Teal Matte – a military green that combines a technical green with the brand’s characteristic refined look

The blue Trident on the grille – a chrome-plated version is also available as a Fuoriserie option, as is another based on the Italian flag alongside the livery – is clearly visible in the middle of the front, with the single nut in anodised blue. Conversely, the GT2 Stradale name can be seen in blue lettering on a black badge on the doors. On the C-pillar, a Trident in gloss black, the same shade chosen for the Maserati lettering on the rear. The car’s emblems are in gloss black. Matte carbon-fiber is available as an optional extra (“carbon look”) for the bonnet, roof, air intakes, front splitter, rear diffuser and side skirts. The wing is also in visible carbon-fiber, with the mirror caps in matte black as well.

Interior

GT2 Stradale is the car that serves as a meeting point between the Maserati MC20 – a super sports car with an unmistakable style – and the Maserati GT2, the Trident racing car competing in the Fanatec GT2 European Series Championship.

New seats

The flagship in the interior is definitely the new aesthetic double shell seats in carbon-fiber with foam ends upholstered in Blu Elettrico Alcantara, specially designed with Sabelt.

They ensure the driving position can be lowered even further, to accentuate the car’s racing character. They are available in two sizes for the driver, large (standard) and small (optional, enveloping the driver to a greater extent in the lower part of the seat), with three- or four-point harness attachments (optional). Both seats are manually adjustable in the longitudinal direction. The height of the driver’s seat is also electronically adjustable, for a perfect driving position. They are well suited to drive the car both on an everyday basis and on the track, giving the driver the feeling of always being firmly planted in front of the steering wheel.

Sporty steering wheel

The GT2 Stradale’s steering wheel is an evolution of the one developed and designed for the MC20 with input from Andrea Bertolini, Maserati Chief Test Driver and former World Champion in the MC12. A thicker steering wheel was chosen to maximise ergonomics and the sporty ‘feel’. Only the essential buttons and switches remain intact, including the Start and Launch Control buttons, built into the central surround of the steering wheel.

The steering wheel is upholstered in Alcantara with carbon-fiber accents, and is enriched by contrasting blue stitching, reminiscent not only of the ignition button (on the steering wheel) but also the remainder of the interior stitching and door handles. The easily accessible, generously sized paddle shifters set into the steering column are also available in carbon-fiber as an optional extra.

Another feature from the GT2 can be found in the angular, not curved upper quadrant of the steering wheel, where nine white, blue and red LEDs appear, suggesting to the driver the exact moment to change gear (over 5,500 rpm, when the drive selector is set to SPORT or CORSA). The “shift lights” are also activated when the car is put into the mode to welcome the driver.

Interior Features

• doorsills (optional)
• steering wheel paddles (optional)
• cluster cover (optional)
• new central tunnel blade (upper part)
• new central tunnel blade holder (spider) (optional)
• monocoque seat
• exposed carbon-fiber monocoque on the floor
• steering wheel inserts

Performance Packs

Two performance upgrades are available via Performance Packs.

The Performance Pack consists of ultra-high-performance Michelin semi-slick tyres, electronic e-LSD with specific driving mode calibrations, carbon-ceramic racing brakes and specific ESC, MSP and ABS calibrations.

The even more advanced Performance Pack, known as Performance Plus, includes other racing-derived features in addition to those mentioned above, such as four-point belts with the relevant fixing bracket and a fire extinguisher. All designed to bring the experience of driving a racing car to life.

Only available with the Performance Packs is the new “CORSA EVO” driving mode, derived directly from the GT2 track car, with four selectable levels numbered progressively from the greatest to the least control (from 4 to 1). This new driving mode adjusts the settings of the Traction Control System (TCS), Maserati Stability Program (MSP), Electronic Limited-Slip Differential (e-LSD) and Anti-Lock Braking System (ABS).

Outstanding aerodynamic performance

Aerodynamic downforce is one of the pillars of the development of the GT2 Stradale, in the quest for improved handling. Driving pleasure is achieved with an increase in lateral performance on corners, by improving Cz downforce without compromising too much on Cx longitudinal efficiency. The GT2 Stradale can generate 500 kg of aerodynamic downforce at 280 km/h with the ‘high drag’ rear wing setting (130 kg at the front and 370 kg at the rear) compared to the MC20’s 145 kg at 280 km/h (35 kg at the front and 110 kg at the rear).

Work has also been done on the overall balance, thanks to the specific aerodynamic effect of the front bonnet, -based on the GT2 racing car’s. The result is a car with even higher performance, increased dynamic capabilities, and greater agility and ease in sports driving conditions. The higher aerodynamic downforce has very little effect on the top speed compared to the average among its competitors, courtesy of the great deal of engineering work done on the aerodynamic efficiency/performance.

The rear wing, revisited by introducing the boomerang design and maximizing its load area as much as possible without compromising its longitudinal efficiency (Cx), leaves the factory at a neutral setting but can be adjusted to increase or decrease the load, a manual operation. Many of the specifications are directly derived from the racing version of the GT2, especially the technical components that affect aerodynamic performance: at the front, the new carbon-fiber bumper design with a large splitter increases downforce, whereas dedicated air intakes improve brake cooling.

Infotainment

GT2Stradale has the latest generation Multimedia MIA (Maserati Intelligent Assistant) infotainment system. It uses the Android Automotive Operating System, with benefits such as high processing speed, fluidity of the screen, and customization of the pages. The OS also has both the Apple & Android mirroring function and Over the Air map updates. MIA also offers options to activate Amazon Alexa or a Wi-Fi Hotspot inside your Maserati.

Once again in the GT2 Stradale, the MIA system has two in-car screens: the digital cluster and central display, which are similar in shape and size. Neither too large nor too small, they are perfectly suited to the functional cabin interior of the GT2 Stradale; they facilitate driving comfort, so the driver does not need to refocus when going from one screen to the other.

Sonus faber Sound System

The GT2 Stradale audio system provides a superior listening experience and a unique all-round immersive sound experience, courtesy of the exceptional Sonus faber system, designed and made by the Italian artisans of sound. The GT2 Stradale is equipped with a Premium 6-Speaker Audio System as standard, and the High-Premium Sonus Faber 12-Speaker Audio System with surround sound (featuring a 12-channel amplifier with 695 Watts of power) as an optional. Sonus Faber audio is designed and built in Italy, just like Maserati: tradition, Innovation, Power and Sound come together, bringing to life the real Italian excellence.

Technical Specifications

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

The post SCD Exclusive Interview: The Maserati GT2 Stradale Up Close appeared first on Sports Car Digest.

A derivative of English engineer John Tojeiro’s design, the Ace’s ladder-style tubular steel chassis carried a barchetta-style aluminum body over a steel tube framework. After debuting at the 1953 London Motor Show, the model entered production the following year with propulsion from an AC inline-six, which was joined in 1956 by the option of a more powerful Bristol engine. The Ace remained in production until Bristol discontinued its six-cylinder engine, after which the chassis design was carried on as the basis for the V8-powered AC Cobra.

Built in 1959

This 1959 AC Ace is said to have been manufactured as a Bristol-powered example in March 1959 before being delivered new via Jim Ferguson Motors in Toronto, Ontario. Chassis BEX1045 was purchased in 1960 by SCCA racer Jerry Scheberies, who reportedly had it fitted with a 215ci Oldsmobile V8 and a Corvette transmission before racing it through the 1960s. After changing hands in the early 1970s, the car was purchased by a Maryland owner who installed a Ford V8 and retained it in storage until selling it to its previous owner in 2001. After being featured on BaT in May 2013, the car was purchased by the selling dealer, who carried out a refurbishment between 2013 and 2018 with inspiration from the car’s 1960s specifications.

Post Restoration Life

Following the completion of the project, the car was shown at the 2019 Amelia Island Concours d’Elegance. Finished in Svecia Red over black leather, the car is powered by a 215ci Oldsmobile OHV V8 that features an aluminum block and cylinder heads and is mated to a General Motors Saginaw four-speed manual transmission. Additional features include front disc brakes, four-wheel independent suspension, 16” wire wheels, fog lamps, and a black soft top. This Oldsmobile-powered Ace is now offered with invoices from its refurbishment and a Virginia title listing the car as a 1960 model.

This example was refinished in blue with white stripes under previous ownership before being stripped to bare metal during the 2013-2018 refurbishment and repainted in Svecia Red, which was reportedly its original color. A touched-up blemish in the finish beneath the trunk opening is shown up close in the photo gallery below. Features include front and rear bumperettes, Lucas fog lamps, wind wings, AC Bristol badging, a driver-side mirror, an external fuel filler cap, dual exhaust outlets, and a replacement black soft top. The top bows are noted to exhibit wear.

Highlights

• Bright wire wheels are secured by two-eared knock-offs and wrapped in 5.50-16 Firestone Deluxe Champion tires. A matching spare is housed in the trunk. Girling disc brakes up front and finned drums at the rear handle stopping.
• The left-hand-drive cockpit houses a pair of fixed-back bucket seats trimmed in black pleated leather with color-keyed door pockets, dash trim, and carpeting. Additional features include an ivory-color shift knob, leather door-pull straps, a lockable glovebox, a dash-mounted rearview mirror, and a black zippered tonneau cover.
• The wood-rimmed steering wheel sits ahead of Smiths instrumentation, including a 140-mph speedometer, a 6k-rpm tachometer with an inset clock, and gauges monitoring coolant temperature, oil pressure, fuel level, and amperage. The five-digit odometer shows 57k miles, approximately 100 of which have been added under current ownership.
• The replacement 215ci Oldsmobile V8 was installed during the selling dealer’s refurbishment and features an aluminum block, aluminum cylinder heads with wedge-shaped combustion chambers, overhead valves operated via shaft-mounted rocker arms, and an Edelbrock carburetor.
• Power is sent to the rear wheels via a General Motors Saginaw four-speed manual transmission that was installed during the 2010s refurbishment. Independent suspension incorporates transverse leaf springs and tubular shock absorbers at each end.

Now Available

For more information, go HERE

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On this car, Ferrari has launched work with lasers on aluminum body components for the shield on the front wing, as well as the option of personalizing the bonnet design with a compass rose and the geographical coordinates of Maranello. Aluminum recycled during the production phase in the Ferrari foundry is also used to create some components of the twin-turbo V8 engine, reducing the volume of waste to a minimum. Other noteworthy features include the use of chrome-free Nappa leather and wood of controlled origin on the tonneau cover and rear floor, as well as components made from sand on the center console, recycling the sand removed from casts in the Maranello foundry.

Collaboration with Montblanc was also important, with Ferrari’s partner creating a special edition of the celebrated Meisterstück for the occasion. This iconic writing instrument now sports the same Oro Mida color specifically chosen by the Maranello Styling Centre to characterize the Ferrari Roma Spider Tailor Made. This unique item is also enhanced with a nib made of hand-worked Au750 solid gold and platinum-coated with a special compass motif, and cap and sections also coated in platinum.

In keeping with the concept of journeying as a thread running through the whole project, the writing instrument is accompanied by a logbook with a cover featuring reused leather in the same color found in the interior of the Ferrari Roma Spider: Rosso Bologna and Pelle Metalizzata Oro Mida. Impressed on the cover are the coordinates of Maranello, the same as the ones on the body of the logbook and which recall the compass rose engraved on the bonnet, an indissoluble connection between the writing instrument and the car.

This Ferrari Roma Spider represented an unparalleled opportunity for research and development on materials and processing to further extend the wealth of personalization options offered by the Tailor Made department. So it is that the car becomes part of the special ‘One of a Kind’ exhibition installed at the Enzo Ferrari Museum in Modena, which offers visitors a specific immersive experience of the personalization programs to which Ferrari clients have access: together with the interactive wall enabling a physical experience of materials, fabrics, colors and the vast range of options that the Ferrari Styling Centre provides for clients, the installation is now enhanced with the particular materials chosen for the Ferrari Roma Spider Tailor Made to make it unique. The car will stay on display at the Enzo Ferrari Museum in Modena until February 2025.

FERRARI ROMA SPIDER

The timelessly elegant, high-performance Ferrari Roma Spider is a contemporary take on the chic, pleasure-seeking Italian lifestyle of the 1950s and 60s. Its most distinctive trait is the retractable soft top, returning to the Prancing Horse range on a front-engine car 54 years after the 365 GTS4. The twin-turbo 620 cv V8 from the engine family that was heralded as the International Engine of the Year on four consecutive occasions, combined with the 8-speed DCT gearbox, allows the Ferrari Roma Spider to deliver category-leading performance.

Ferrari Tailor Made

Ferrari Tailor Made is the exclusive program dedicated to those who wish to personalize every element of their Ferrari to create a car that can fully express their character and personal tastes. Clients who join the program are assisted by a team of experts led by a personal designer who interprets their wishes in keeping with the cosmetic standards of the Ferrari brand. The options are virtually endless, with the three Classica, Inedita and Scuderia collections guiding clients within a world of exclusivity, elegance and unique quality.

“Ferrari One of a kind” exhibition

On 18 February 2024, the Enzo Ferrari Museum in Modena inaugurated and opened the ‘Ferrari One of a Kind’ exhibition to the public. It is a genuine celebration of the unique quality that characterizes every masterpiece that emerges from the company’s gates thanks to the work carried out in the Tailor Made showrooms of Maranello, New York and Shanghai. The exhibition path shows the public the exclusive quality of the unique items that have been created over time to express the personality, tastes and wishes of Ferrari clients. Visiting the ‘Ferrari One of a Kind’ exhibition at the Enzo Ferrari Museum in Modena will be possible until 17 February 2025.

Technical Specifications

Engine:

• Type  V8 – 90° – twin turbo
• Total displacement    3855 cc
• Bore and stroke   86.5 mm x 82 mm
• Max. power output*  456 kW (620 cv) at 5750–7500 rpm
• Max. torque   760 Nm at 3000-5750 rpm
• Max. revs   7500 rpm
• Compression ratio  9.45:1
• Specific power output  161 cv/l

Dimensions:

• Length     4656 mm
• Width      1974 mm
• Height    1306 mm
• Wheelbase   2670 mm
• Front track    1652 mm
• Rear track      1679 mm
• Dry weight**   1556 kg
• Dry/power ratio    2.5 kg/cv
• Weight distribution    48% front / 52% rear
• Fuel tank capacity    80 litres
• Boot capacity     255 litres

Wheels and Tires

• Front       245/35 ZR 20 J8.0
• Rear      285/35 ZR 20 J10.0

Brakes

• Front     390 x 34 mm
• Rear     360 x 32 mm

Transmission

• 8-speed F1 DCT

Electronic Controls

• EPS, VDC, ABS with EBD, F1-TCS, E-Diff3, SSC 6.0, FDE, SCM-E Frs

Performance

• Max. speed      > 320 km/h
• 0–100 km/h     3.4 s
• 0–200 km/h     9.7 s
• 100-0 km/h     32.0 m
• 200-0 km/h    130.0 m

Fuel Consumption

11.4 l/100 km – Combined WLTC cycle

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

The post Ferrari’s Roma Spyder “Tailor Made” appeared first on Sports Car Digest.

Limited Production

With just 342 Mercedes-Benz 500 K chassis produced between 1934 and 1936, the Special Roadster is among the most coveted pre-war automobiles. Of these, only 29 were 500 K Roadsters, and even fewer featured the exquisite long-tail Special Roadster design. In the past decade, only six long-tail Special Roadsters have appeared at auction, four of which had new coachwork. Of those, just two featured the distinctive covered spare. This specific vehicle, chassis number 105179, features its original chassis and supercharged engine, both of which survived the destruction wrought by World War II. Its preserved chassis, combined with its stunning body, has a rich history and holds a prominent legacy in automotive circles across the globe.

WWII

Ordered in 1934 by a dealer in The Hague, Netherlands, it was originally fitted with a Mercedes-Benz Cabriolet B body before that body was completely destroyed during the war, as The Netherlands was a battleground for five years. After years of storage, the car was eventually acquired by a Danish baron in the 1960’s, placing the vehicle in his Aalholm automobile museum which was held on the grounds of his castle. As Special Roadsters began selling for record prices throughout the 1980’s, the baron tasked his museum craftsmen with applying a roadster body in the 1990s. The restoration was commendable, but not to factory specifications. The baron’s daughter recalls it as her father’s favorite and a favorite among museum visitors. After the museum closed and a 2012 auction sparked a bidding war, the car was acquired by its current owner.

New Life

Immediately, the car was rebodied by master craftsman Casimir Nawrocki, who is renowned for his award-winning work on classic Mercedes-Benz vehicles. Nawrocki’s coachwork faithfully adheres to factory specifications while achieving a level of precision and quality that surpasses even the original manufacturing.  Nawrocki’s craftsmanship extended beyond just fabricating body panels; he crafted dozens of brass trim pieces and engineered mechanisms for window lifts, door and panel locks, and movable vents. Before all of this, however, Cass had to restore the chassis, carefully repairing war damage to ensure every component was strong, properly aligned, and returned to factory specifications.

The original chassis and engine were sent to the Pacific Northwest, where a team of award-winning Mercedes-Benz interior specialists, led by expert Jim Friswold, undertook the restoration. He was supported by Ken Dickman, who crafted the seats, convertible top and leather trimmed carpet.  The engine was serviced by Bearing Services Co. Every component was either restored or replaced, including new bearings and pistons. The 500 K Special Roadster is powered by its original 5 liter straight-eight engine, an advanced piece of engineering for its era, providing both power and sophistication.

Coachbuilding was a hallmark of automotive craftsmanship, especially in the 1930s, allowing for highly customized and elegant car designs. Manufacturers would deliver chassis to clients, who could choose from catalog body styles or commission bespoke work from specialists. This practice was not only a testament to the custom nature of luxury vehicles but also a reflection of the era’s evolving tastes and technological advancements. This 1934 Mercedes-Benz 500 K Special Roadster upholds this legacy, preserving its status as a symbol of automotive artistry.

Painstaking Restoration

After 7 years of restoration, this vehicle has earned numerous accolades on the concours circuit, including Best of Show honors at four events and multiple awards from the Mercedes-Benz Club of America. With its sweeping fenders, striking chrome accents, and flowing design, it commands attention and admiration wherever it is displayed. Vehicles like the 500 K Special Roadster rarely come to market, as they are typically housed in prestigious private collections and museums. This car, with its distinguished history, flawless restoration, and prestigious accolades, is poised to capture the attention of the world’s most discerning automotive collectors.

Available Now

To learn more about this extraordinary 1934 Mercedes-Benz 500 K Special Roadster and to place your bid, visit www.bringatrailer.com

Above content © 2024 IBP Media, reviewed and edited by Rex McAfee

Related Material (different chassis)

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The origins of Alfa Romeo’s legendary 6C 1750 model can be traced to 1923, when Nicola Romeo hired engineer Vittorio Jano from rival Fiat. Sig. Romeo wanted to build a successful Grand Prix car with his name on it and Sig. Jano possessed the technical and managerial expertise to achieve this goal. Less than a year after joining Alfa Romeo, Sig. Jano unveiled the P2 – a model many regard as the first modern Grand Prix car and a masterpiece of automotive design. It was an immediate success, winning several Grand Prix races and claiming the first Manufacturers’ Championship for Alfa Romeo in 1925.

Following this achievement, Sig. Jano’s next task was to design a production chassis with great sporting potential. The result was a series of six-cylinder (6C) cars built between 1927 and 1933 in various specifications. During this period, 3,514 Alfa Romeo 6Cs of all types were built. The most rare and desirable models were the short-chassis 1750 Super Sport and Gran Sport, which featured beautiful straight-six engines, with twin overhead camshafts, hemispherical combustion chambers, and Roots-type superchargers. In total, just 309 of these very special 6C 1750 Alfa Romeos were built; almost all were fitted with elegant custom bodies by the pre-eminent European carrozzerie.

Powerful and Nimble

Light and nimble, with excellent roadholding qualities and reliable power, these supercharged 6Cs were among the finest high-performance automobiles of their era and proved wildly successful in competition. They often challenged Bugattis and Maseratis of greater displacement and proved victorious. In both Gran Sport and Testa Fissa forms, 6C 1750s won nearly every major sports car race of the day, including the Mille Miglia, 24 Hours of Spa, Brooklands Double Twelve, and the Tourist Trophy Race.

According to Angela Cherrett’s definitive volume on the model, Alfa Romeo Tipo 6C 1500, 1750, 1900, this car’s engine and chassis, both numbered 10814349, fall among those produced between 1931 and 1932, of which just 106 examples were built.

Chassis 10814349

This particular car was built for the 1931 model year, its history can be traced back to February 23, 1934, when the car was imported into Switzerland, according to notes on file compiled by the previous owner. Little is known of the Alfa Romeo’s Swiss existence, except that the original body was damaged and repaired at one point, leaving only the original substructure and some interior panels intact.

Car Highlights

• Rare and Desirable 6C 1750 Gran Sport with Matching Engine and Chassis Numbers
• Over Five Decades in Single Family Ownership
• Recent Major Engine Overhaul by the Respected Jim Stokes Workshops Ltd.
• Exquisite and Meticulously Documented Restoration by C. Cook Enterprises
• Winner of Numerous Best in Class and Best of Show Awards at Prestigious Venues
• An Ideal Event Entry, from International Concours d’Elegance to the Mille Miglia

Technical Specs

• 1,752 CC DOHC Inline 6-Cylinder Engine
• Roots-Type Supercharger
• Single Memini Twin-Throat Carburetor
• 135 BHP at 4,400 RPM
• 4-Speed Manual Gearbox
• 4-Wheel Mechanically Operated Drum Brakes
• Front Solid-Axle Suspension with Semi-Elliptical Leaf Springs and Friction Shock Absorbers
• Rear Live-Axle Suspension with Semi-Elliptical Leaf Springs and Friction Shock Absorbers

Around 1960, the Alfa Romeo was purchased by Jean de Dobbeleer, the noted Bugatti agent and exotic automobile dealer in Brussels, Belgium. Soon after, the Gran Sport was sold to American enthusiast Gene Cesari and exported to the US, where, according to notes in the accompanying file, it eventually appeared on the lot of a Cadillac and Rolls-Royce dealer in St. Louis, Missouri. It was from this dealership that Vivian Krespi of Princeton, New Jersey, purchased the 6C 1750.

In 1966, Ned Reich of Cleveland, Ohio, learned of the availability of an Alfa Romeo Gran Sport and purchased the car directly from Ms. Krespi. The Alfa Romeo saw little use over the next two decades, though extensive research was carried out and parts were accumulated in anticipation of the high-level restoration that would eventually take place.

Restoration

In 1993, the restoration project was entrusted to C. Cook Enterprises, a respected prewar car specialist based in Erlanger, Kentucky. In the course of this exhaustive three-year restoration, great efforts were made to ensure the accurate re-creation of Zagato Spider coachwork.

Similarly, great pains were taken with external details, such as the traditional Italian color scheme, brightwork, the maker’s label for the shock absorbers, and the distinctive crackle paint finish on the dashboard – features that are rarely restored with such accuracy. As this work was being carried out, the chassis was carefully restored, and the engine was substantially rebuilt. The Alfa Romeo was unveiled at the 1996 Pebble Beach Concours d’Elegance®, where it earned Best in Class and the Strother MacMinn Award for the Most Elegant Sports Car.

The car went on to capture a Best in Class at the Amelia Island Concours d’Elegance and a perfect 100-point score at the CCCA National Meet. Perhaps its most impressive concours honor came at the exclusive Louis Vuitton Classic at Rockefeller Center in 1997. There, a panel of discerning judges, including Phil Hill – a famed Alfista, Grand Prix driver, and fellow Gran Sport owner – selected it as Best of Show from a field of 48 significant classics and sports cars.

In current ownership, this Alfa Romeo has seen spirited use following a major engine rebuild by the renowned Alfa Romeo restoration specialist Jim Stokes Workshops Ltd. of Hampshire, England. In 2023, the consignor was invited to take part in the private Alfa Romeo 8C tour in Bavaria, Germany, and he reports that the 1750 was in such an ideal state of tune on the event that it outpaced most of the 8Cs present. Higher praise would be difficult to find.

Now Available

Gooding & Company is honored to present this technically sophisticated and aesthetically brilliant prewar sports car, which combines the most desirable Series V Gran Sport chassis with striking open coachwork in the classic Zagato style. This is an extraordinary opportunity to acquire one of the most celebrated and expertly restored examples of the legendary 6C 1750 Gran Sport.

Provenance

• Silvio Lügli, Lucerne, Switzerland (acquired in 1947)
• Heinz Berchtold, Lucerne, Switzerland (acquired from the above in 1948)
• Willy Baltensberger, Dietlikon, Switzerland (acquired from the above in 1950)
• Jean Sulzer, Cologny, Switzerland (acquired from the above in 1955)
• Robert Baer, Switzerland (acquired from the above in 1959)
• Jean De Dobbeleer, Brussels, Belgium (acquired circa 1960)
• Gene Cesari, Vermont (acquired from the above circa 1960)
• Derry Mallalieu, South Norwalk, Connecticut (acquired from the above circa 1960)
• Vivian Krespi, Princeton, New Jersey (acquired circa 1960)
• Ned Reich, Cleveland, Ohio (acquired from the above in 1966)
• Current Owner (acquired from the above in 2017)

Information

Please see Gooding & Company for more information.

The post 1931 Alfa Romeo 6C 1750 Series V Gran Sport 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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V12 Muscle

Under the hood, the Eccentrica V12 houses a 5.7-liter V12 engine derived from the early ’90s first-generation Diablos, producing an impressive 550 HP and 600 Nm of torque. The engine is paired with a new custom-made 6-speed transmission, offering updated gear ratios and a new power steering system for optimal performance, a feature absent in the first series Diablo (1991-1994). New camshafts, an electronic throttle body, and an optimized flywheel elevate Eccentrica’s prowess, achieving an impressive 55 horsepower, with a more progressive delivery over the original engine and a sizeable lO kph increase in maximum speed over the already lightning-fast Diablo to reach an estimated top speed of 335 kph (208mph).

Eccentrica’s Founder, Emanuel Colombini

Emanuel Colombini, founder and president of Eccentrica, expressed his enthusiasm for the project, saying, “The Eccentrica V12 is a personal passion project, born from my lifelong admiration for the Lamborghini Diablo. While I have such admiration for the original design, I wanted to enhance the driving experience. What you see here today is the result of our engineering team going to work to deliver a car that transcends the boundaries of what has previously been achievable in technology and performance. It’s a modern hypercar with the heart and soul of a ’90s classic.”

Interview with Andrea Colombo

SCD: What drew you towards becoming involved with Eccentrica?

Andrea: I’m from Monza, Italy, so I’ve always had the sportscar DNA in my blood. When I learned of Emanuel’s vision of building cars rooted in the past, but with modern enhancements as needed. We always want to be respectful of its heritage.

SCD: As I look at the car’s body and interior, it’s obvious you are trying to pay respect to its original era rather than just adorning everything in Carbon Fibre.

Andrea: While the outer panels are carbon fiber, they are painted because we want them to be functional, not aesthetic, to respect the 1990s era.

SCD: Speaking of functionality, tell me about the six-speed transaxle.

Andrea: It was quite a challenge to develop a six-speed transaxle, but the end result was closure ratio shifts. The reverse is electronic. Put the stick in neutral and hit a button.

SCD: Where will this car be eligible for registration?

Andrea: Everywhere. We have incorporated catalytic converters to meet emissions requirements.

SCD: What sort of production numbers are you looking at?

Andrea: Currently, we have 19 units slated for production, with approximately one care produced per month. I think most of them are already sold, and the first delivery is currently scheduled for July 2025.

SCD: Is pricing public?

Andrea: Yes….it’s just under $1.5M in addition to the donor car.

SCD: What is kept from the donor car?

Andrea: We keep the raw chassis and engine, which is completely rebuilt and upgraded.

SCD: Are you already looking at what will follow this car in the future?

Andrea: Yes, we are already looking at another chassis incorporating a V10 engine.

More upgrades

Further technical improvements include reinforcing the chassis components using composite materials and a double-wishbone suspension, upgraded with active dampers by TracTive. This advanced setup enables three different settings and incorporates a front axle lift system, ensuring a smooth and responsive ride for drivers. The vehicle is also equipped with an entire new exhaust system developed by Capristo for a thrilling experience

Brakes

Regarding braking capabilities, the Eccentrica V12 is equipped with an innovative BREMBO braking system featuring the brand’s first-ever matte-painted calipers. This advanced technology provides superior braking performance, guaranteeing optimal safety on the road. In addition, the Pirelli P Zero Trofeo R tires assure improved road-holding, which means more grip, security, and higher speeds, while the new custom-made 19-inch rims, forged from aluminum alloy, are lighter and larger, providing a firmer driving experience.

Cockpit

The interior of the Eccentrica V12 strikes a balance between classic design and modern innovation. Maintaining the Diablo’s retro-futuristic aesthetic, the cockpit seamlessly integrates cutting-edge technology into the steering wheel, dashboard instruments, a new digital infotainment system and rear camera located on the rearview mirror and control surfaces, offering drivers an immersive and state-of­ the-art driving experience.

Auditory Overload

Adding to the overall sensory experience, the Eccentrica V12 has a fully customized Marantz audio system. Meticulously designed with high-quality materials, speaker positions, and components, this exceptional sound system complements the driving experience, transforming every journey into a memorable and sensory-rich experience.

Limited Production

Only 19 models will be produced, each highly customizable to the owner’s specifications, guaranteeing exclusivity and uniqueness, with first deliveries beginning in the summer of 2025. The unveil at The Quail comes from the company’s recent appointment of industry visionary Maurizio Reggiani as an advisor to Eccentrica. With experience attained over decades with Maserati and Bugatti, as well as former CTO and Vice President of Motorsport at Lamborghini, Reggiani will provide strategic and technical guidance, foster innovation, and offer expert insights during the production phase of the Eccentrica.

Information

For more information, please go HERE

Email: Nikki@shaminabas.com

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

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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.

Highlights

• A brief history of the Rolls-Royce Silver Dawn launched in 1949
• The first complete motor cars ever produced by Rolls-Royce
• Silver Dawn models’ design, construction and engineering still influence marques today
• Fifth in a series celebrating landmark models from the marque’s history
• The year-long retrospective marks the 120th anniversary of the first meeting between Henry Royce and The Hon. Charles Stewart Rolls in 1904

“For the first 40 years of its existence, Rolls-Royce built only rolling chassis, onto which independent coachbuilders installed bodywork specified by the client. It wasn’t until the late 1940s that the marque produced its first complete motor car – the Silver Dawn. Launched in 1949, it marked a profound change for Rolls-Royce, reflecting the realities of the post-war market while giving the marque more control than it had ever enjoyed over the exterior design of its products. It was also the second model built on a single, variable underlying structure, foreshadowing the Architecture of Luxury upon which all Rolls-Royce motor cars of the modern era are built,” commented Andrew Ball, Head of Corporate Relations and Heritage, Rolls-Royce Motor Cars.

Production Suspended

Although Rolls-Royce suspended motor car production between 1939 and 1945 to focus on building aero engines, design work on a new model continued in the background. During the 1930s, Rolls-Royce offered three models, each with numerous unique parts that could not be shared between them. This significantly increased the manufacturing costs per car, quickly becoming unsustainable during the austerity of the post-war years.

Rising Production Costs

Rolls-Royce, therefore, faced the problem of reducing production costs without compromising quality or performance. The solution was new models that could share common parts, a new engine offered in straight-four, six or eight-cylinder variants, and a single chassis configured in variable dimensions. The latter can be seen as a precursor of the proprietary aluminum spaceframe, known as the Architecture of Luxury, that underpins every motor car built at the Home of Rolls-Royce in Goodwood today.

“Rationalized Range” and the Silver Wraith

These ideas came together in a development program for what would be known as the ‘Rationalized Range.’ In 1946, Rolls-Royce launched the first such model: the Silver Wraith. This was a direct replacement for Phantom III, introduced in 1936. Like its predecessor, and indeed all the pre-war models, Silver Wraith was a rolling chassis designed to be fitted with third-party, coach-built bodywork.

Rolls-Royce knew that to be commercially successful in these more challenging times, it needed a model that was less expensive and could be produced in greater numbers than was possible with traditional coachbuilding. So, for the first time in its history, Rolls-Royce decided to produce a complete motor car, with coachwork assembled in-house. In the same way that Silver Wraith replaced Phantom III, this new model would assume the mantle of the small-horsepower cars the marque had built in previous decades.

Silver Dawn

The second model in the ‘Rationalized Range’, the Silver Dawn, was launched in 1949, initially only as an export car mainly for the North American and Australian markets; it became available to UK clients in 1952. Of the 761 Silver Dawns produced, most were supplied with the ‘Standard Steel’ four-door saloon bodies produced in-house. But in deference to clients’ requirements, Rolls-Royce also offered the Silver Dawn as a rolling chassis, with some 64 coach-built examples completed in a production run that lasted until 1955.

As further proof of the Rationalized Range approach, by 1952, clients could specify both the smaller, complete Silver Dawn and larger Silver Wraith rolling chassis with automatic gear selection. Indeed, Silver Dawn would be among the very last Rolls-Royce models to be offered with a manual transmission. It would be more than half a century before the advent of the satellite-aided, eight-speed ZF automatic transmission fitted to all of today’s V12 Rolls-Royce motor cars – but the die had been cast.

John Blatchley

Towards the end of its lifespan, Silver Dawn’s rear section was reworked by the then newly hired John Blatchley, who had learned his craft with renowned London coachbuilder Gurney Nutting before joining Rolls-Royce. His deft eye for detail not only allowed for greater luggage capacity but also enhanced the motor car’s looks considerably; perhaps not surprisingly, he would go on to become the marque’s Chief Styling Engineer. In 2015, the nameplate was revived with Dawn, which was the best-selling drophead in Rolls-Royce’s history by the time production ended in 2023.

The ‘youngest’ Silver Dawn is now almost 70 years old. Yet even now, it offers an exhilarating experience for the driver and a restful ride for passengers over long distances in modern traffic conditions. It was and is, in every sense, entirely a Rolls-Royce.

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Unique Challenges

One of the key factors behind the success of the Modena Cento Ore is its unique format: participants can choose between the Speed or Regularity sections. The Speed ranking is based on the total of race times, while the Regularity section focuses on precision timing to the tenth of a second following a specific set of rules that are just as challenging and thrilling. Both challenges will take place on the same tracks and equally exciting routes.

Practice makes perfect

Practice sessions and races will be held at the renowned Misano World Circuit and Mugello Circuit, while the 11 special stages will be contested on closed roads. Per tradition, the special stages will not be revealed to participants beforehand, keeping the suspense high until the start. Each participant will receive a roadbook detailing the route precisely, ensuring the co-driver plays a crucial role.

“We are proud,” says Luigi Orlandini, Chairman & CEO of Canossa, “that Italy can offer participating drivers and car enthusiasts an event that takes place in the heart of Motor Valley, showcasing the best of Italy with its scenic routes, magnificent landscapes, and world-class circuits. But there’s more – as someone who has been directly involved for many years, I can say that international participants are always impressed by the quality of the hotels, the cuisine and the warm hospitality, all of which are key to a multi-day event with such intense focus on driving.”

Inspection

The event kicks off on Sunday, 6th October. Starting from 8:30 am, the participating cars will be on display in Federico Fellini Park in Rimini, while accreditation and scrutineering will take place at the Grand Hotel Rimini. In the afternoon, participants will attend a briefing, followed by a lively welcome evening at the iconic and luxurious hotel, much loved by Federico Fellini.

Ready, Set, Go!

On Monday, 7th October, at 7:30 am, the first car will set off for San Marino. From there, three special stages will follow, taking the drivers through Arezzo, Anghiari, and Chiusi della Verna, concluding with night races at the Misano World Circuit.

After an overnight stay at the Grand Hotel of Rimini, on Tuesday, 8th October, the second racetrack experience will take place at Misano, with practice sessions and races. The route will then continue towards Forlì and Faenza, climbing through the Apennines with two special stages before finishing the day in Florence at 3:30 pm. Here, the cars will be displayed at Piazzale Michelangelo beneath Michelangelo’s statue of David.

Following an overnight stay in Florence, Wednesday, 9th October, will unfold on the challenging but stunning Tuscan roads, with four special stages before returning to the beautiful Medici city. Florence’s historic center will be the perfect setting for the glamorous Gala Soirée.

On the final day of driving, free practice sessions and races will take place at the Mugello Circuit, followed by the final two special stages and culminating with the arrival in Modena for the awards ceremony in front of the Ducal Palace. The Modena Cento Ore 2024 will conclude with its traditional closing night near Modena.

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

Information

For more information, please go HERE

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For Example…

This year’s Quail showcased cutting-edge automotive technology and design, featuring 21 vehicle debuts and demonstrations from top manufacturers and designers. Among the global unveilings were the Lamborghini Temerario, Maserati GT2 Stradale, Rimac Nevera R, Cadillac Opulent Velocity Concept, Acura Performance EV Concept, Integra Type S HRC Prototype, and the Hennessey F5 Stealth Series. Other highlights included the Rolls-Royce Phantom Scintilla, Automobili Pininfarina B95 Gotham and Battista Targamerica, Pagani Utopia Roadster, Porsche Sonderwunsch 993 Speedster, RUF Rodeo, GuntherWerks GWR, Touring Superleggera Veloce12, Karma Automotive Ivara, Meyers Manx 3-Cylinder Radial Engine, and the KALMAR Automotive 9×9. The Bugatti Tourbillion and Gordon Murray T.50s Niki Lauda and T.33 Spider also made their North American debuts at the show.

Celebrating Automotive Icons

The event also featured four special classes that added to the celebration. The 30th Anniversary of Koenigsegg highlighted the brand’s commitment to building some of the fastest and most advanced hypercars in the world. The 50th Anniversary of the Porsche 911 Turbo (930) honored the German sports car that changed the industry. The 100th Anniversary of MG celebrated the British brand that helped shape modern sports cars. The Tribute to World Rally Cars brought attention to the legendary rally machines from one of the most challenging racing series in motorsport. The Quail, A Motorsports Gathering, also included seven traditional classes that displayed vehicles from the past and present, as well as futuristic concept cars.

And, of course, Best of Show

A 1937 Delahaye Type 135 earned “Best of Show” at the 2024 The Quail, A Motorsports Gathering. Owned by Sam and Emily Mann, the winning vehicle was inducted into the prestigious Rolex Circle of Champions on the pristine greens of The Quail Golf Club. At the 21st annual event were automotive enthusiasts, significant industry figures, and other motorsport greats. The 1937 Delahaye Type 135 was joined by dozens of individual class winners who highlighted diverse vehicles from various brands and eras.

The 1937 Delahaye Type 135 was originally constructed as an open-wheel race car to challenge contenders from Mercedes and other European marques. The vehicle’s revolutionary 12-cylinder engine was capable of 240 horsepower, and is believed by Delahaye Club historian Andre Vaucourt to be the car driven by Renee Dreyfus in the Prix du Million, 1938 Pau Grand Prix and Cork Grand Prix. It was later sold to Marius Franay to have new sports car coachwork built on the racer chassis, completely enclosing its original racing mechanicals. After its completion, the vehicle later won the “Prix du Honneur” at the 1947 Paris Salon.

Sports Car Digest Gallery

Award Recipients

Rolex Circle of Champions Best of Show

• Car: 1937 Delahaye Type 135
• Owner: Sam & Emily Mann

Spirit of The Quail

• Car: 1949 MG TC/PBS & Sons
• Owner: Aaron Shelby

Hagerty Drivers Foundation Award

• 1963 Jaguar E-Type FHC
• Buzz & Julia Lynn

30th Anniversary of Koenigsegg Automobile

• Car: 2005 Koenigsegg CCR
• Owner: Glenn Yuen

50th Anniversary of the Porsche 911 Turbo Type 930

• Car: 1975 Porsche 911 Turbo Type 930
• Owner: Dr. Ing. h.c. F. Porsche AG

100 Years of MG

• Car: 1925 Morris MG 14/28 Bullnose Supersports
• Owner: Michael Dacre

Tribute to World Rally Cars

• Car: 1985 Audi S1 E2
• Owner: Stephen Rimmer

The Evolution of the Supercar

• Car: 2002 Mercedes-Benz CLK-GTR FASTRRR
• Owner: Damon Sueter

The Great Ferraris

• Car: 1952 340 Mexico
• Owner: Brian Ross

Pre-War Sports and Racing

• Car: Bugatti Type 57
• Owner: Bernard Kress

Post-War Racing

• Car: 2001 Chrysler Viper GTS-R
• Owner: Florent Moulin

Post-War Sports 1961-1975

• Car: 1967 Lamborghini Muira
• Owner: Tom Price

Post-War Sports 1945-1960

• Car: 1957 Mercedes-Benz 300SC
• Owner: Vin DiBona

Custom Coachwork

• Car: 1934 Ford Model 40 5 Window
• Owner: Coby Gewertz

Sports and Racing Motorcycles

• Motorcycle: 1930 Indian Four Cylinder
• Owner: Mike Lynch

ArtCenter College of Design Award

• 1964 Alfa Romeo Giulia Sprint Speciale
• Owner: Scott Leibow

The Art of Bespoke Award presented by Magneto Magazine

• 1975 Ferrari 365 GT4 2+2 Croisette Shooting Brake by Felber
• Owner: Andreas Wuest

Kai Lermen, Director, comments

“The Quail, A Motorsports Gathering is the epicenter of automotive excellence and luxury, and the diversity of our featured and traditional classes showcases our commitment to honoring all aspects of the industry. I’m proud to say that this was the best one yet,” said Kai Lermen, managing director of The Quail Golf Club. “We thank our sponsors, entrants, vendors, and beloved guests who travel from all over the world for their support in making The Quail, A Motorsports Gathering the most anticipated event of Monterey Car Week.”

Culinary Globe Trotting & more

Guests also enjoyed various culinary delights from five gourmet pavilions, award-winning wine and champagne vendors, and live music and entertainment. The popular Fireside Chat, moderated by Philip Kadoorie, featured renowned car collector and enthusiast Magnus Walker. Attendees were also invited to attend the 27th Annual Bonhams “The Quail Auction,” the longest-standing auction held during Monterey Car Week.

Bonus Gallery

Looking Ahead

The 2025 edition of The Quail, A Motorsports Gathering, is scheduled for Friday, August 15, 2025. Please visit the event website for more information and follow The Quail Events on Facebook and Instagram to stay current on the event activities and announcements.

KSBW Coverage

The post The Quail – Putting the “Panache” on the lawns in 2024 appeared first on Sports Car Digest.

The “Maharajah “ SJ Duesenberg is one of the many and renowned Duesenbergs of the Lyon Collection (one of the world’s largest and most famous arrays of the famed Indianapolis marque). Commissioned in 1935 by the 28yr old Maharajah Holkar of Indore, this Deusy was built upon the 153.5” .25”walled/8” deep frame chassis #2614 (the highest numbered Duesenberg chassis) and is the last of the 36 SJ Duesenbergs (propelled by the supercharged 7ltr DOHC 4V I-8 320hp engine # J-585).

This chassis/drivetrain was shipped to the Gurney-Nutting coachbuilders of London for their spectacular one-of-a kind speedster design that included: a concealed top, dual fuel tanks, svelte single-bar bumpers, both an integrated rumble seat and a trunk, chrome pennant masts, wicker steering wheel trim, and red/blue fender marking lights (to indicate whether the Maharajah or Maharenee was at the wheel).  Tipping the scales at over 5,500 lbs and measuring 19 feet in length, one would expect the car to appear massive and ungainly, but the flowing design is so captivating and proportionate that it exudes elegance from every angle.

The Best Car in the World starts with Optima Batteries

Sitting in the battery compartment of the Lyon Collection’s “Maharajah” SJ Duesenberg Gurney-Nutting Speedster are two Optima Red Top 6V batteries. Similarly, Optima Batteries power the entire renowned Lyon Automobile Collection–which has garnered many concours top honors, including multiple Best of Shows.

Additionally, the Optima powered “Maharajah” Duesenberg SJ was just named by the ultimate car award event—the Peninsula Classics annual Best of the Best –as THE singular Best Car in the World for the 2023 Concours Season.

This evaluation was made by an esteemed panel of venerable car authorities which includes the likes of Nick Mason, Jay Leno, Flavio Manzoni, Gordon Wagner, Chris Bangel, Ralph Lauren, Anne Ansensio, Henry Ford III and Pete Brock. There were eight beautiful automobiles competing for this unique distinction, all winners of the top concours around the world in 2023.

Optima has been undertaking a multi-year project documenting the great cars that are powered by their batteries, entitled “The Best Cars in the World Start with Optima Batteries” and now that moniker has been independently, officially and objectively certified.

Stunning Pre-war Performance

The magnificent, graceful A. F. McNeil penned alloy speedster body, rendered in sunglow orange and black reinforces the 104 MPH in 2^nd gear and 140+MPH top end performance of this acclaimed ultimate Duesenberg SJ—and now of Best Car in the World fame.  Upon accepting the spectacular award, Bill H. Lyon, the late General Lyon’s son, remarked, “My family is so honored to participate in this car’s incredible legacy.  Witnessing Gurney Nutting’s design being recognized just miles from where this work of art on wheels was constructed in Chelsea almost 90 years ago is a memory my family will cherish forever.”

After completion, the car was displayed at the 1936 London Auto Show before being shipped from London to New York and then driven to Indianapolis by Duesenberg staff—and ultimately delivered to the Maharajah’s American estate in Orange County, California (to avoid the WWII turmoil affecting India at the time). Lost for a number of postwar years it was rediscovered in Pakistan in 1959 and purchased by William Brester of Connecticut from its third owner for 6 pairs of socks, 3 neckties, 4 shirts, one new Chevrolet Impala, and some money.  In 1988, it made its way into the burgeoning collection of Maj. Gen. William Lyon (USAF, Ret.) who purchased it from Tom Perkins with Tom Barratt as the broker.

Under the Lyon Collection’s doting care the “Maharajah” Duesy has graced the most renowned concours in the world with its most recent victory being Best of Show at the 2023 Concourso D’Eleganza Villa D’Este in Lake Como, Italy.  And just when such a lofty award would seem impossible to beat, the Optima powered, Lyon Collection “Maharajah” Duesenberg is now officially proclaimed The Best Car in the World.

All content © 2024 Royce Rumsey. Special thanks to Bill Lyon of the Lyon Collection.

Gallery

The post “Maharajah” Duesenberg SJ wins Best of the Best appeared first on Sports Car Digest.

“We are proud to still be producing our super sports car models in the place where the Countach was created,” commented Ranieri Niccoli, Lamborghini’s Chief Manufacturing Officer. “Production has radically changed since then and there was a marked transformation of many aspects starting with the production of the Countach right through to today’s models. Today our production is very different from 1974, but it retains the best aspects and brings together the manual skills of our operators and the best available technologies, giving rise to the so-called Manifattura Lamborghini Next Level. The common denominator between the production of the Countach and our cars today is attention to detail.”

Evolution of the Countach

The Lamborghini Countach LP 500 was presented at the Geneva Motor Show on 11 March 1971, as an idea car, and its immediate success decided to make it a production car an easy one. It took several prototype cars and three years of technical development and intense road testing to get the production model, the Countach LP 400, ready. While the car was being developed, work was going on at Sant’Agata Bolognese to create the production line where the Countach would be produced. This was another way in which the Countach was revolutionary: for the first time in Lamborghini’s history, the bodywork would be made in-house. Up to that point, Lamborghini cars had been made in two different places, with the mechanical parts produced by Lamborghini, and the bodywork built by external coachbuilders and then sent to Sant’Agata Bolognese to be put together with the frame and mechanical parts. The decision to bring the production of the bodywork in-house at the Lamborghini factory had an immediate and significant impact on the company’s growth.

No.1 Countach Assembly Line

The original Lamborghini factory comprised a 12,000 m2 covered area, with construction starting in 1963 and finishing in 1966, the same time as the gearbox and differential also started to be produced in-house. The factory included the production area, offices, testing rooms and service workshop. Production included two production lines: one for the engines and mechanical parts and the other for car assembly. On 18 October 1968, Lamborghini announced the forthcoming completion of the construction of three new industrial buildings, adding 3,500 m2 of covered area. Today the factory is quite different, covering an area of 346,000 m2, but the area where the Countach was assembled, known as the No.1 Countach Assembly Line, remains the same, and is now where the Revuelto, the new Lamborghini 12-cylinder plug-in hybrid car, is produced. During the Countach years, the assembly line was simple and small scale, with all the operations carried out manually.

The bodywork panels were beaten and then checked on a wooden template before being welded together and adjusted on the car body mold. This final processing was essential, given that each part, having been produced and assembled by hand, appeared identical to the others but in reality each was slightly different. The complete body, still in raw aluminum, was then combined with the frame. This unit, sitting on an industrial trolley that ran on rails, traveled between the various assembly stations where the different mechanical parts were fitted. The Countach was also the first to involve the Lamborghini Upholstery Department, which in the beginning was only for the fitting and assembly of the interiors in partnership with external suppliers. It eventually became completely autonomous, including in terms of leather upholstery and stitching, becoming an essential part of the personalization still offered today by Lamborghini to its clients through the Ad Personam program. Today, the production line has changed, as has the machinery and materials used and is much more organized, efficient and ergonomic. While in the 1970s aluminum was used, now there is carbon fiber, which is also produced at the Sant’Agata Bolognese site. What hasn’t changed is the passion and care with which the operators produce the new cars.

Continuity between the Countach and Revuelto

Half a century separates the Countach and Revuelto, and during this time the volumes have also changed: in the 16 years of production of the Countach, 1999 units were produced; the 11 years of production of the Diablo generated 2903 units; the nine years of the Murciélago produced 4000 cars; and the 11 years of the Aventador over 11,000. Despite these differences, united by the production site, there are many common features between the Countach and Revuelto. First of all, the general technical set-up is the same, with a 12-cylinder rear engine in the longitudinal position. However, on the Revuelto there is also the battery pack, which led to the shifting of the gearbox to the rear of the V12 engine. The driving set-up is the same, as are the “Scissor” doors, which were first seen on the Countach before becoming a distinctive feature of Lamborghini V12 cars. What’s more, in the stylistic features, which showed extraordinary continuity from the Countach to the Diablo, then to the Murciélago and Aventador, the subtle visual line that runs between the front fender and the cockpit roof, ending with the rear spoiler, is in fact known as the “Countach line”.

All the Countach models

The first version of the Countach, with 152 units produced, was the LP 400 (1974-1978), featuring fenders without extensions and the roof with central recess designed for the rearview mirror, which earned it the nickname “Periscopio”. The LP 400 S (1978-1982), with 235 units, was derived directly from the special LP 400 that the Canadian enthusiast Walter Wolf commissioned at Lamborghini. The LP 400 S was characterized by the adoption of Pirelli low-profile tires, wheel arch extensions, “phone dial” wheels and the aerodynamic appendage positioned below the front part. This configuration, albeit improved and better integrated in later versions, became the distinctive feature of the Countach for the following decade. The 5000 S (1982-1984), produced in 323 units and with few changes in terms of aesthetics, featured a V12 with increased displacement of 4.8 liters.

The Countach Quattrovalvole that followed (1985-1988), with 631 units, was visually characterized by the “hump” on the hood, necessary to contain the 5.2-liter engine, equipped with a 4-valve timing system for each cylinder. The Countach 25th Anniversary (1988-1990), with 658 units, was created to celebrate 25 years since the foundation of the company, and involved a total overhaul of the Countach’s aerodynamic appendages. The air intakes on the rear fenders and some panels, such as those on the hoods, also changed, and were made of carbon fiber for the first time. It is worth noting how the commercial success of the Countach was always on the rise and how it was the last two versions that were produced in the greatest numbers, benefiting from the type-approval obtained for sale of the Countach on the American market.

During the years it was marketed, the Countach was the model that, as well as ending up on the walls of an entire generation and being used in dozens of films, enabled Lamborghini to be competitive by the mid-1970s until 1990 and to definitively become a legend.

Lamborghini Countach LP 400 Data Sheet

• Engine: 60° V12, in aluminum
• Bore x stroke mm: 82 x 62
• Capacity: 3929 cc
• Compression ratio: 10.5:1
• Power: 375 CV at 8000 rpm
• Distribution: double overhead camshaft with chain control. 2 valves per cylinder.
• Fuel system: 6 Weber 45 DCOE twin carburetors
• Wet-sump lubrication
• 5-speed Lamborghini manual gearbox + R
• Clutch: dry, single plate
• Chassis: Tubular with aluminum bodywork panels
• Suspension: Front and rear independent suspensions with parallelogram action, coil springs and telescopic dampers
• Brakes: ventilated disk
• Wheelbase mm: 2450
• Track mm: front 1500; rear 1520
• Tires: Michelin XWX front 205 X 14, rear 215 X 14
• Curb weight kg: 1065 kg

Lamborghini Countach LP 400 S Data Sheet

• Engine: 60° V12, in aluminum
• Bore x stroke mm: 82 x 62
• Capacity: 3929 cc
• Compression ratio: 10.5:1
• Power: 353 CV at 7500 rpm
• Distribution: double overhead camshaft with chain control. 2 valves per cylinder.
• Fuel system: 6 Weber 45 DCOE twin carburetors
• Wet-sump lubrication
• 5-speed Lamborghini manual gearbox + R
• Clutch: dry, single plate
• Chassis: Tubular with aluminum bodywork panels
• Suspension: Front and rear independent suspensions with parallelogram action, coil springs and telescopic dampers
• Brakes: ventilated disk
• Wheelbase mm: 2450
• Track mm: front 1492; rear 1606
• Tires: Pirelli P7, front 205/70-15, rear 345/35-15
• Curb weight kg: 1200 kg

Lamborghini Countach LP 5000 S Data Sheet

• Engine: 60° V12, in aluminum
• Bore x stroke mm: 85.5 x 69
• Capacity: 4754 cc
• Compression ratio: 9.2:1
• Power: 375 CV at 7000 rpm
• Distribution: double overhead camshaft with chain control. 2 valves per cylinder.
• Fuel system: 6 Weber 45 DCOE twin carburetors
• Wet-sump lubrication
• 5-speed Lamborghini manual gearbox + R
• Clutch: dry, single plate
• Chassis: Tubular with aluminum bodywork panels
• Suspension: Front and rear independent suspensions with parallelogram action, coil springs and telescopic dampers
• Brakes: ventilated disk
• Wheelbase mm: 2450
• Track mm: front 1492; rear 1606
• Tires: Pirelli P7, front 205/50-15, rear 345/35-15
• Curb weight kg: 1490 kg

Lamborghini Countach Quattrovalvole Data Sheet

• Engine: 60° V12, in aluminum
• Bore x stroke mm: 85.5 x 75
• Capacity: 5167 cc
• Compression ratio: 9.5:1
• Power: 455 CV at 7000 rpm
• Distribution: double overhead camshaft with chain control. 4 valves per cylinder.
• Fuel system: 6 Weber 44 DCNF twin carburetors
• Wet-sump lubrication
• 5-speed Lamborghini manual gearbox + R
• Clutch: dry, single plate
• Chassis: Tubular with aluminum bodywork panels
• Suspension: Front and rear independent suspensions with parallelogram action, coil springs and telescopic dampers
• Brakes: ventilated disk
• Wheelbase mm: 2500
• Track mm: front 1536; rear 1606
• Tires: Pirelli P7 F, front 225/50-VR15, rear 345/35-VR15
• Curb weight kg: 1490 kg

Lamborghini Countach 25th Anniversary Data Sheet

• Engine: 60° V12, in aluminum
• Bore x stroke mm: 85.5 x 75
• Capacity: 5167 cc
• Compression ratio: 9.5:1
• Power: 455 CV at 7000 rpm
• Distribution: double overhead camshaft with chain control. 4 valves per cylinder.
• Fuel system: 6 Weber 44 DCNF twin carburetors
• Wet-sump lubrication
• 5-speed Lamborghini manual gearbox + R
• Clutch: dry, single plate
• Chassis: Tubular with aluminum, fiberglass and carbon fiber bodywork panels (front engine hood and luggage compartment)
• Suspension: Front and rear independent suspensions with parallelogram action, coil springs and telescopic dampers
• Brakes: ventilated disk
• Wheelbase mm: 2500
• Track mm: front 1536; rear 1606
• Tires: front 225/50-ZR15, rear 345-35/ZR15
• Curb weight kg: 1490 kg

The post 50 years since the first Lamborghini Countach appeared first on Sports Car Digest.

Events

• Immaculately restored 1961 S2 Drophead Coupe becomes first Bentley-entered car into Pebble Beach Concours d’Elegance
• New Continental GT Speed coupe and Convertible make US public at Monterey Car Week
• Speed Six Continuation Series makes on-road debut
• Bentley Environmental Foundation announces new kelp forest initiative with partner SeaTrees

Debut

The new, fourth-generation Continental GT Speed made its US debut at the event, with a personalized example from Bentley’s bespoke and coachbuilding division, Mulliner, spearheading a fleet of more than 30 pre-production examples at the event. Journalists and customers could sample the new GT Speed on the road for the first time anywhere globally, ahead of demonstrators being made available across Bentley’s worldwide retailer network.

The Continental GT Speed was not the only Bentley Grand Tourer making a debut at Monterey Car Week. Following a two-year, bare-metal restoration, Bentley’s own 1961 S2 Drophead Coupe – one of just 15 examples created by Mulliner in the 1960s – became the first Bentley ever entered into the Pebble Beach Concours d’Elegance by the marque itself. Monterey Car Week was the first time the car, registration UFF 366, has been presented by Bentley after a painstaking rebuild as part of the three-year rejuvenation of Bentley’s Heritage Collection.

The S2 Drophead Coupe is a forebear of the new Continental GT Speed Convertible that also appeared in the US for the first time in two distinct ways. The new Continental GT Speed family utilizes Bentley’s new Ultra Performance Hybrid powertrain – created around an all-new V8 engine paired to an electric motor – becoming the next member of a Bentley V8 bloodline that started with the S2, which introduced a 6.23-liter V8 to replace the straight-six engine of the S1.

Meanwhile, the new GT Speed returns Bentley’s design DNA to a clean pair of large headlamps, replacing the previous use of four smaller units that have defined the face of the Continental family – and indeed every mainstream Bentley – since 1963. The S2 was the last Bentley to use this elegant design.

One of Twelve

The latest project from Mulliner’s Classic division, the Speed Six Continuation Series, was also used on the road for the first time. An exact continuation of the Speed Six which won the 24 Hours of Le Mans in 1930, Speed Six ‘Car Zero’ is a newly-built example crafted by hand to the original drawings, original materials and using original manufacturing techniques. The car has been driven for several thousand miles during engineering development and sign-off ahead of the trip to Monterey to offer an authentic Speed Six experience to Mulliner customers who have ordered one of the 12 examples to be created.

Bentley’s presence at Monterey Car Week continues to be one of the most comprehensive of any brand. Nearly 90 Bentleys were brought together on the Peninsula for the week, and Bentley hosted more than 3,000 customers and friends across different events and evenings. The Quail, A Motorsports Gathering formalized the arrival of the new Continental GT Speed in the USA, alongside a new Bentayga S Black Edition finished in satin silver with orange accents. The Friday evening saw Bentley return to Seal Rock for its iconic Beach Dinner, in conjunction with brand partner The Macallan, at which it was announced that the Bentley Environmental Foundation will fund a US kelp forest initiative with its partner SeaTrees, restoring vital CO2-absorbing kelp forests along key coastal sites.

Pebble Beach

Several hundred VIPs joined Bentley’s famous Signature Party on Saturday night, and Bentley again guests at The Bench for the Pebble Beach Concours d’Elegance on Sunday – where a small group of Bentley executives served as Honorary Judges and the 1961 S2 Drophead was showcased, while a new Continental GTC Speed appeared on the Concept Lawn. Meanwhile, a pair of Mulliner designers hosted specification sessions with clients across the events, with scores of new Bentleys imagined.

UFF 366

The Bentley S2, which succeeded the first-generation S-Type, was hailed as one of the world’s most luxurious and innovative saloons at its launch in 1959. On this platform, Mulliner created the rarest version – the S2 Drophead Coupe, of which only 15 examples were built. Bentley’s S2 Drophead Coupe was acquired from a French owner in 2022, as part of the work to rebuild the in-house Heritage Collection. However, the car was in poor condition and needed two years of restoration work with Bentley Heritage partners P&A Wood to bring it to Concours condition.

UFF366 was originally delivered in 1961, finished in Regal Red with a tan interior and a gold fine line. While originally being built as right-hand drive, at some time in its life the car was converted to left-hand operation and repainted in dark blue. During the restoration, the body was stripped to bare metal, and previous poor-quality repairs were cut out and rebuilt correctly. Meanwhile, the engine, gearbox, and rear axle were completely stripped, worn parts replaced, and the systems rebuilt. The wiring was rebuilt from scratch, using the original drawings and even identically colored wires as per the original specification.

Specialists restored the wood set, while the interior was retrimmed in Connolly Vaumol leather to match the original light tan using a shade called Fawn. The decision was taken to keep the car blue but repaint it in an original 1960s Bentley color—the lustrous Ming Blue. The original gold fine line was then reapplied by hand, along with blue and gold trims to the hub caps.

Pebble Beach Concours Highlights

The post Bentleys old and new grace Monterey Car Week appeared first on Sports Car Digest.

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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Testing in North America

The 355 by Evoluto® attended exclusive events and wowed the public in Carmel, Monterey, and 17 Mile Drive. Starting in Los Angeles the week before for private customer previews, the trip was part of an important milestone and the beginning of dynamic road testing ahead of final validation in the coming months, ahead of the first customer builds starting in Q1 2025.

While in Monterey the 355 by Evoluto® and team from DRVN Automotive Group attended three exciting events, opening the week at Motorlux, then enjoying the tranquil setting of The Preserve Concours and Cocktails at Santa Lucia, ending the week celebrating car culture with tens of thousands of fans at Exotics on Broadway. While attending these events the team met with new fans of the brand and valued customers.

Dynamic road testing took place on the famous Pacific Coast Highway, in the canyons of Carmel Valley and downtown in Monterey and Carmel. Amjad Ali, Technical Director of Evoluto Automobili explains “Testing on the roads of California is an important step forward in the development of our car. Los Angeles and California give the opportunity to test on very different road types in a very short distance and time frame. This car is all about Peak Analogue® and the driving experience. Ensuring it can carve a canyon road and maintain a pure driving experience at any speed and on any surface ensures we deliver our promise. California and Monterey Car Week has given the team the chance to feed back a lot of different experiences. The next part of our development program sees us finish the fine-tuning of the car’s dynamic package and set up”.

Hampton Court

This week, attention turns back to the UK, where Evoluto Automobilli and other DRVN Automotive Group brands will attend the prestigious Concours of Elegance at Hampton Court Palace. As part of the event, the Members Enclosure will be presented by Boreham Motorworks. Boreham Motorworks specialises in the design, manufacture and distribution of Ford Motor Company’s Road, Race and Rally Icons. As the official license partner of Ford Motor Company, Boreham Motorworks is dedicated to delivering a Peak Analogue driving experience throughout all their vehicles, ensuring every model delivers stunning performance, authenticity, and driving pleasure.

Iain Muir Chief Executive Officer, DRVN Automotive Group, notes: “DRVN Automotive Group are excited to present a wide line up of DRVN brands at the Concours of Elegance, Including Boreham Motorworks, Evoluto Automobili, Alan Mann Racing and Koenigsegg London. After returning home from Monterey Car Week, we are excited to continue with the forward momentum as we introduce as many people as possible to our products. During Monterey Car Week we spoke with hundreds of interested petrol heads from all over the world. We expect the Concours of Elegance to offer a unique experience where members of the public and press will get exclusive access to our now world-famous brands.”

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

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Performance: Aero update and Drag Reduction System

Unlike the base model, the Mercedes-AMG GT3 Edition 130Y Motorsport is not subject to the limits of homologation. For this reason, the legendary AMG 6.3-litre V8 naturally aspirated engine has been further optimized. Without air restrictor and with a special exhaust system, it develops a peak output of 680 hp (500 kW). The aerodynamic components have also undergone extensive development and increase downforce by 15 per cent compared to the GT3 base model. To achieve this, the front splitter and the air outlets (louvers) in the front wings were redesigned. Changes to the side skirts, the underfloor and the rear diffuser also increase downforce. The wider rear wing also helps to optimize the aero balance. The Drag Reduction System (DRS), inspired by Formula 1® and Class 1 DTM, is a new and central feature. At the touch of a button on the steering wheel, the main element of the rear wing moves into a flat position and drag is reduced. To maintain the aero balance, active elements on the front floor are extended at the same time. Thanks to this technology, top speeds of over 315 kilometers per hour are possible despite the essentially high downforce level. During lateral acceleration or deceleration, the active elements immediately return to their original downforce position. The exclusive high-performance braking system is also inspired by Formula 1®. In contrast to the steel discs compulsory in the GT3 regulations, the brake discs in the special model are made of carbon. They also play their part in making the edition model significantly lighter than the homologated GT3 version.

Power is transmitted via a sequential six-speed racing transmission with modified gear ratios. As with all Mercedes-AMG racing cars, the transaxle transmission is mounted on the rear axle and connected to the engine in a torsionally rigid and torque-resistant manner by a carbon fiber torque tube. The suspension features fully adjustable 4-way motorsport shock absorbers. The collector’s item offers all proven safety attributes of the Mercedes-AMG GT3 – a carbon fiber safety cell connected to the chassis, a five-point harness, safety nets, a steel roll cage, a fire extinguishing system, a safety tank, and an emergency hatch. The extensive equipment also includes an effective racing ABS and a multi-adjustable traction control system.

Track record: Mercedes-AMG special model sets fastest time on Mount Panorama Circuit in Australia

After two years of development and intensive testing, Mercedes-AMG Performance Driver Jules Gounon (AND) demonstrated the outstanding performance of the vehicle for the first time on 17 February 2024 at the Mount Panorama Circuit in Australia. In a prototype of the Mercedes-AMG GT3 Edition 130Y Motorsport, he beat the track record for GT cars on the iconic 6.213-kilometre circuit by 2.074 seconds in a time of 1m 56.605s.

Looks: Interplay of state-of-the-art motorsport technologies with traditional design features

The Mercedes-Benz 300 SL W 194 racing sports car from 1952 served as the design inspiration for the limited-edition anniversary model, with classic stylistic elements from the brand’s first closed-top racing car characterizing the exterior appearance of the Mercedes-AMG GT3 Edition 130Y Motorsport. The special paint finish in an exclusive silver color is reminiscent of the legendary Silver Arrows. Blue rhombuses on the front wings and the colored frame of the radiator grille are a reference to historically successful cars. The winning cars driven in 1952 by Hans Klenk and Karl Kling in the Carrera Panamericana and by Hermann Lang and Fritz Riess (all GER) in the 24 Hours of Le Mans carried similar design elements.

Weight-optimized 18-inch magnesium rims and the extensive implementation of carbon elements build a bridge to the racing sports cars of the modern era alongside a striking AMG crest on the roof. The close link between tradition and modernity is also evident in the interior. Advanced motorsport technologies such as the Bosch DDU 10 cockpit display with enlarged screen and high-resolution graphics support vehicle operation. Visually, the interior is inspired by the Mercedes-Benz SLR 300 models from 1955, which achieved worldwide fame with Juan Manuel Fangio (ARG) at the wheel. This reminiscence is visible in the seat upholstery in blue checkered fabric as well as the headrest upholstery and door loops in brown leather. Another highlight is the specially developed steering wheel with anodized buttons and walnut wood handles. In addition, each of the limited-edition special models bears an edition badge attached to the center console.

Exclusivity: Extensive overall package with race gear and vehicle cover

Each 13 Mercedes-AMG GT3 Edition 130Y Motorsport comes with a comprehensive delivery package. In addition to a vehicle cover specially developed for the special model, this includes complete racing equipment for the driver. The race kit was co-designed by Mercedes-AMG Official Partner PUMA, and its design is based on the stylistic features of the vehicle’s exterior. It includes a personalized racing suit, gloves, racing underwear and shoes. The race gear is complemented by a high-quality, customized helmet from BELL. Customers also receive a personalized bag, designed to match the seat cover in a stylish blue checkered pattern and offers sufficient space for all the racing equipment. The delivery package is rounded off with a 1:8 scale model car of the Mercedes-AMG GT3 Edition 130Y Motorsport and an exclusive, personalized certificate of authenticity.

Above content © 2024 Mercedes-Benz Group AG reviewed and edited by Rex McAfee

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Rolex Monterey Motorsports Reunion

The Rolex Monterey Motorsports Reunion, celebrating its golden milestone, will welcome more than 400 meticulously restored cars for four days of racing and displays. Established in 1974 as the Monterey Historic Automobile Races, the inaugural edition featured 66 entries. Today, the hundreds of selected entrants are presented with a coveted letter of acceptance, affirming their vehicle’s prestigious heritage. The event reunites motor racing heroes with the machines that drove them to success throughout their career. Over the decades, all five Rolex motor sport Testimonees – Sir Jackie Stewart, Tom Kristensen, Mark Webber, Jenson Button and Jamie Chadwick – have driven an array of cars at the track.

Button, the 2009 FIA Formula 1® Drivers’ World Champion, returns this year to drive his 1952 Jaguar C-Type, once owned by Juan Manuel Fangio. Eagerly anticipating the event, Button says: “Laguna Seca is a fantastic circuit to drive. It’s a fast-flowing and particularly challenging track given the elevation changes and the legendary corkscrew corner. Even when you’re in a car from the 1950s, circuits like Laguna Seca feel incredibly fast and I’m looking forward to racing my C-Type there next week. The Rolex Monterey Motorsports Reunion is a spectacular event that offers some of the best racing you’ll ever see in historic cars.”

Rolex Testimonee Jenson Button behind the wheel of his 1952 Jaguar C-Type. Photo Credit: ©Rolex/Adam Warner

Pebble Beach Tour D’Elegance® Presented by Rolex

Held on the morning of Thursday 15 August, the Pebble Beach Tour d’Elegance® presented by Rolex captivates motoring and watch aficionados alike. Often referred to as a rolling museum, the convoy traverses sections of the iconic 17-Mile Drive, showcasing the meticulous restoration and refinement of the historic vehicles.

A prelude to the Pebble Beach Concours d’Elegance®, the Tour provides the first glimpse of competing vehicles ahead of Sunday’s judging. Since 2007, Rolex has proudly supported this exhibition of timeless automotive excellence as the event’s Official Timepiece and Presenting Partner.

The Quail, A Motorsports Gathering

The Quail, A Motorsports Gathering exemplifies automotive sophistication and beauty. Here, esteemed manufacturers and coachbuilders unveil their visionary models and prototypes amid a display of vintage automobiles.Taking place on Friday 16 August, this year’s gathering commemorates significant milestones for several marques: the centennial of British icon MG, the 30-year anniversary of Swedish innovator Koenigsegg Automotive, and the enduring legacy of the Porsche 911 Turbo (930), which marks its 50th year. As the event draws to a close, class winners and the overall Rolex Best of Show are welcomed into the Rolex Circle of Champions. In 2005, the Swiss watchmaker became Official Timepiece of the event, which honours the motoring heritage that shapes the future of modern engineering.

Pebble Beach Concours d’Elegance®

Enthusiasts will gather at the Pebble Beach Concours d’Elegance® for the grand finale on Sunday 18 August to witness an array of pristine historic automobiles spanning across the centuries, from 1898 to 2023. The 73rd edition of this renowned showcase celebrates the Italian heritage of Maserati and Pietro Frua, the 125th birthday of the famed Packard marque, the GT racing greats of the 1990s, along with the contemporary Wedge-shaped concept cars. Set amid the greens and fairways of Pebble Beach Golf Links® – a course steeped in the legacy of Rolex icons such as Arnold Palmer and Tiger Woods – the vehicles on display embody timeless beauty and prestige. In recognition of the commitment to excellence and the meticulous preservation of automotive heritage, Rolex will present a specially engraved timepiece to the Best of Show recipient.

Sir Jackie Stewart, a Rolex Testimonee for more than 55 years and three-time FIA Formula 1® Drivers’ World Champion, shares his enthusiasm for the celebrations in California: “The atmosphere and genuine appreciation for cars is unparalleled and Rolex’s involvement throughout the week adds to the unique charm and culture of excellence. The brand only partners the best events at the best venues, and the Pebble Beach Concours d’Elegance, and Monterey Car Week as a whole, are no exception. The 50th anniversary of historic racing at Laguna Seca is a truly wonderful milestone. I have a lot of special memories at the track from throughout my career. It isn’t only a showcase of the most remarkable vehicles in motor sport but also the drivers.”

Rolex and Motorsport

Rolex’s close ties with motor sport date back to Sir Malcolm Campbell’s World Land Speed Record successes in the 1930s, when he became the first driver to break the 300 mph barrier (483 km/h) at the wheel of his car, Bluebird. Since then, Rolex’s presence in motor racing has grown steadily, its support extending to revered endurance events such as the Rolex 24 At DAYTONA, the 24 Hours of Le Mans and the FIA World Endurance Championship. In 2013, Rolex became associated with Formula 1®, the pinnacle of motor sport, having supported Rolex Testimonee Sir Jackie Stewart since 1968. The three-time FIA Formula 1® Drivers’ World Champion has been joined by fellow high achievers from the world of motor sport: Tom Kristensen, the record nine-time 24 Hours of Le Mans winner, Mark Webber, the multiple Formula 1® race winner and 2015 FIA World Endurance Champion, and Jenson Button, the 2009 FIA Formula 1® Drivers’ World Champion. Most recently, Jamie Chadwick, Indy NXT driver, three-time W Series Champion and the sport’s most exciting young female talent, became part of the Rolex family. The brand also has a global appreciation for classic automotive events steeped in elegance, beauty and tradition, including the Pebble Beach Concours d’Elegance®, The Quail, A Motorsports Gathering, the Rolex Monterey Motorsports Reunion and the Goodwood Revival.

2023 Rolex Monterey Motorsports Reunion Highlights

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New exhibits

Alternating Currents: The Fall and Rise of Electric Vehicles

This exhibit, supported by BMW and Clarios, will showcase the progression of electric vehicles from the late 1800s to modern concepts. Located in the Propulsion Gallery on the second floor, “Alternating Currents” traces the evolution of electric vehicle production and use from the early days to the modern resurgence and future advancements.

Highlighted vehicles on display include 1896 Riker electric roadster, 1928 Auto Red Bug electric roadster, 1969 GM XP 512E, 1970s Zagato Zele 1000, 1981 HMV FreeWay, 1991 BMW E2 concept, 1992 GM Impact, 1996 AC Propulsion tZero, 2009 Mini E and 2021 Lanark DS Roadster. The exhibit will also feature the Clarios x OPTIMA Batteries Rivian R1T and OPTIMA Power Station, a custom Turtleback Trailer designed to power the camp and provide level 2 charging for the Rivian.

From leading the largest EV ride – OPTIMA Unplugged powered by Clarios – through the treacherous terrain of Johnson Valley to scaling the summit of Pikes Peak, this Rivian has elevated EV adventuring to an unprecedented level. Clarios is the world’s largest manufacturer and supplier of low-voltage batteries and solutions and their batteries are found in one in three vehicles on the road globally.

Modern Concepts: Future Visions from the Recent Past

Modern Concepts delves into the past marvels of concept cars produced since Petersen’s opening in 1994. Notable vehicles on display include the 2002 XENO III, 1999 Ford 021C, 1995 Ford GT90, 2002 Cadillac Cien, 2004 Chrysler ME Four-Twelve and 2008 Honda FC Sport.

Super/Hyper: The Ultimate Automobiles

The museum will celebrate the pinnacle of automotive performance with a rotating display of iconic supercars and hypercars, including some of the fastest, most powerful and most audacious models from the 1960s to the present day. Highlighted vehicles in will include a Bugatti Divo and Koenigsegg CCXR.

Driven by Possibility: Waymo’s Road to Autonomous Transport

This exhibit will focus on Waymo’s groundbreaking advancements in autonomous driving technology, from its beginnings as the Google self-driving car project to its status as a global leader in autonomous ride-hailing. Located in the Production Gallery, visitors can catch a glimpse behind the scenes of Waymo’s development process through never-before-seen objects.

Featured vehicles include Waymo’s Firefly prototype, the first autonomous vehicle to pilot a passenger without an accompanying driver, a prototype version of Waymo’s next-generation Zeekr platform, and the Terregator, a six-wheeled mobile robot built by the Carnegie Mellon University Robotics Institute in 1984.

Petersen’s Executive Director Terry L. Karges comments

“This near-simultaneous launch of four incredibly diverse exhibits marks a milestone for our museum,” said Petersen Automotive Museum Executive Director Terry L. Karges. “We are committed to showcasing all elements of the automotive world–past, present and future–and this collection of unique vehicles will bring that experience to life for our guests.”

Online tickets

Go HERE for more information.

Above content © 2024 Kahn Media / Petersen Automobile Museum reviewed and edited by Rex McAfee

Petersen Highlights

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