Some cars feel inevitable the moment you learn their story, as if history had been quietly building toward them. BMW’s E9/R1, the very first car produced by BMW Motorsport GmbH, is one of those. It’s the prototype that birthed 'M Power,' the testbed that shaped the CSL 'Batmobile,' and the car that set BMW’s course for the next fifty years. E9/R1 is now being offered for sale publicly for the first time ever.

BMW’s roots stretch back to 1916, when the young Bavarian firm was building aircraft engines rather than sports cars. But it didn’t take long for the company’s engineering brilliance to seek out speed on land. Their first motorcycle appeared in 1923, and their first motorcar in 1928. By the 1930s, BMW had already earned its motorsport credentials. Works rider Ernst Henne shattered no fewer than seventy-six land speed records between 1929 and 1937, while the elegant 328 Sports Car conquered some of Europe’s toughest races; the RAC TT, the Alpine Rally, Le Mans, and even the 1940 Mille Miglia.

Racing as Identity

Fast forward to the 1960s and early ’70s, and the spirit of competition was alive and well, this time in the hands of privateers. Names like Alpina and Schnitzer became synonymous with BMW success on track, often beating better-funded rivals through clever engineering and relentless determination. Their achievements didn’t go unnoticed in Munich.

Enter Bob Lutz, the energetic new Sales and Marketing Director who joined BMW in 1972. Lutz understood that racing could be a brand builder. “Win on Sunday, sell on Monday” became the strategy, and so he pushed for a dedicated motorsport division that would elevate BMW from a respected manufacturer to a true performance marque.

To lead it, Lutz recruited Jochen Neerpasch, a former Porsche works driver then heading Ford’s racing programme in Cologne. Neerpasch brought with him Martin Braungart, Ford’s technical ace, and together they established a new division — BMW Motorsport GmbH. Few could have predicted it then, but this small team would go on to define an entire era of performance motoring.

E9/R1: The Genesis of M

The first fruit of their labour was this car, E9/R1, built in 1972. It was the foundation of BMW’s motorsport future. The first 'M' car. The first CSL racer. The test platform for what would become one of the most distinctive silhouettes in touring car history; the Batmobile.

At the time, Ford’s Capris were the cars to beat in European touring car racing. BMW’s response was the CSL — short for Coupé Sport Leichtbau — a lighter, more powerful evolution of the already handsome E9 coupé. E9/R1 was built as the test and development car, pounding around Paul Ricard and Hockenheim in the winter of ’72–’73 under the hands of Hans Stuck and Harald Menzel.

At first, the CSLs ran clean-bodied, without the now-famous aero appendages. FIA rules required BMW to build 1,000 road-going CSLs before the wilder aerodynamic 'Batmobile' package could be homologated. The green light finally came on July 1st 1973, and in true motorsport fashion, BMW cut it fine.

On the eve of the Mainz-Finthen DRM round, homologation came through at midnight. The engineers drove the works cars to a nearby BMW dealership and worked through the night, bolting on the new high-downforce wings, fins, and the 3.5-litre engines. One mechanic famously drove E9/R1 back to the track on public roads just as dawn broke, the ultimate definition of just in time.

From Development Car to Race Winner

The newly transformed CSL was immediately competitive. While Stuck’s car retired at Mainz with a water pump failure, Harald Menzel soon took E9/R1 to victory at the Nürburgring during the German Grand Prix support race, and followed it with wins at Kassel-Calden and the ADAC 500km Eifelpokalrennen. The legend of the CSL had begun.

When the 1973 season drew to a close, BMW sold E9/R1 and its sister car to the American Hurtig Team Libra for the following year’s IMSA campaign. The invoice, for DM 99,000, still accompanies the car today. Driven by John Buffum and Andy Petery, the CSLs made an impression on the American scene and helped convince BMW to return in 1975 as a full factory entrant.

Later, both cars passed into private hands in Mexico, retiring from competition before resurfacing decades later. In the 1980s, E9/R1 joined the collection of BMW enthusiast Richard Conway, and in the mid-1990s found its way to its current custodian, one of the world’s foremost authorities on BMW’s racing history.

Restoration and Recognition

Over the past decade, E9/R1 has been lovingly restored, with authenticity and originality as the guiding principles. In 2021, after three decades out of the public eye, it returned to the spotlight at the Goodwood Festival of Speed, where it ran up the hill in its original 1973 pre-homologation guise.

Then, in August 2025, it made its concours debut at Salon Privé at Blenheim Palace. Shown in full Batmobile specification, it took home the ‘Most Iconic Car’ award.

The Holy Grail of BMW Motorcars

It’s difficult to overstate what this car represents. E9/R1 is the very first BMW Motorsport car, the first of the 21 works CSLs, and one of just 11 raced by the factory. It is the foundation of BMW’s motorsport identity.

The data and lessons gleaned from this single chassis laid the groundwork for six European Touring Car Championship titles, a Le Mans class win, and even the birth of the BMW Art Car series.

To call it the 'holy grail' of BMWs isn’t hyperbole; it’s simple fact. E9/R1 is where M began. And now it's for sale publicly for the first time ever, brought to market by Custodian's Partner Dealer, Dylan Miles, and available to view now on The Showroom.

Later this month, amid the lights and drama of Sin City, RM Sotheby’s, Gordon Murray Automotive, and amfAR will host a live auction unlike any other, offering one fortunate bidder the chance to acquire the very first example of Gordon Murray Special Vehicles’ breathtaking new S1 LM.

The S1 LM is the spiritual successor to the McLaren F1 LM, created to celebrate the 30th anniversary of the F1 GTR’s legendary 1995 Le Mans victory. It’s also the first and most significant car from Gordon Murray Special Vehicles, the new skunkworks division where the celebrated designer returns to his roots; building lightweight, analogue machines with obsessive attention to detail.

Only five S1 LMs will be produced. Each is hand-built, with every surface and screw reflecting Murray’s uncompromising engineering philosophy. At its heart lies a 4.3-litre naturally aspirated GMA Cosworth V12, producing over 700 horsepower at 12,100 rpm. Paired with a six-speed manual gearbox and tipping the scales at just 957 kilograms, it promises the sort of raw, mechanical intimacy that’s all but extinct in today’s digital supercar age.

For the winning bidder, the experience will be like stepping back into the 1990s — sitting beside Professor Gordon Murray himself to shape their dream specification and test the modern incarnation of the most iconic supercar ever made. The buyer will also collaborate directly with three-time Indianapolis 500 winner and GMA chief development driver Dario Franchitti.

On November 21, beneath the chandeliers of the Wynn Las Vegas, the S1 LM will cross the RM Sotheby’s auction block during amfAR’s Benefit Gala, with Murray in attendance to receive the amfAR Award of Innovation. It will mark the debut of a new analogue masterpiece and the final S1 LM available for sale.

The estimate? North of $20 million...

Few cars have worn the passage of time as gracefully as the Jaguar E-Type. Six decades after its debut, Malcolm Sayer’s long-bonneted coupé remains one of the most recognisable shapes in automotive history. Among the many examples still cherished by collectors, one in particular now draws attention for all the right reasons: Rowan Atkinson’s own 1963 E-Type Series I 3.8 Coupé, which heads to auction with Iconic Auctioneers at the NEC Classic Motor Show this November.

A committed enthusiast, driver and regular Goodwood racer, Atkinson has long sought cars that reward both care and engagement, and this Series I exemplifies that philosophy. Its cinematic fame adds another layer: the car starred alongside him in Netflix’s 2022 comedy series Man vs Bee, where it became an unwitting participant in a series of increasingly chaotic encounters with a certain insect. Viewers may recall the shattered rear window, the dashboard struck with a crowbar, and a diamond cutter applied to the bodywork, all in pursuit of the elusive bee. Following filming, the car was meticulously repaired, with a small section of the nearside rear quarter deliberately left unrestored, preserving a subtle trace of its on-screen exploits and Atkinson’s own sense of humour.

Beneath the story lies a properly sorted early Series I coupé. Originally delivered to the United States in left-hand-drive form, it returned to the UK in 1989 and was converted to right-hand drive. In Atkinson’s ownership, it has received careful cosmetic and mechanical attention: new chrome fittings, a fully retrimmed interior with fresh seats, door cards and carpets, and an SS exhaust system. The car retains its original matching-numbers engine block, although, as with many early examples, it now carries a replacement cylinder head.

Offered without reserve (and no official estimate...), this E-Type combines all the elements a discerning collector might seek: an early Series I 3.8-litre coupé in the model’s most iconic colour, celebrity ownership, and genuine screen history in a globally successful production. With the sequel, Man vs Baby, due for release this Christmas, its fame is set to grow. A rare opportunity to acquire a car that is, in every sense, a true icon of British motoring, offered directly from Rowan Atkinson CBE himself.

There are few cars that have so completely captured the imagination of the motoring world as Horacio Pagani’s Zonda. When it first appeared at the 1999 Geneva Motor Show, its blend of aerospace precision, Italian artistry and uncompromising engineering signalled the arrival of a new era in the hypercar realm. By 2003, with the arrival of the Zonda C12 S 7.3, Pagani’s original concept had reached its most complete and intoxicating form.

The S 7.3 represented the culmination of a process of continual refinement, each iteration honing the Zonda’s balance, detail, and technical sophistication without losing the purity of its original concept. At its heart lay the 7,291 cc AMG-tuned Mercedes-Benz M120 V12, one of the finest naturally aspirated engines ever produced. The marriage of that legendary V12 with Pagani’s lightweight carbon chassis and hand-sculpted bodywork created a car that remains, even now, one of the purest expressions of performance art.

Chassis 31 – A Rare and Remarkable Example

The car offered here by Rory Henderson Ltd is chassis number 31, delivered new in March 2003 and one of only eight right-hand-drive C12 S 7.3 coupés ever completed. Finished in Zonda Blue, a hue reminiscent of the original prototype that remains in Pagani’s own collection, it features a beautifully appointed Blue and Beige leather interior, complemented by matching carpets and the unmistakable ambience of early-2000s Pagani craftsmanship.

Registered in the UK later that year, the car was supplied to its first owner under an agreement that it could be used for press duties, a vital contribution to the reputation-building efforts of Pagani’s fledgling company, which at the time was producing around ten cars per year. During this period, chassis 31 featured prominently in CAR magazine and appeared with Jeremy Clarkson, before taking part in EVO magazine’s landmark 100th issue test, where it was pitched against an all-time-great lineup that included the McLaren F1, Ferrari F40, Bugatti Veyron and Porsche 911 2.7 RS.

That early life was one of both enthusiasm and significance. The first owner participated in several ‘Vanishing Point’ tours, now known as the Pagani Raduno, while ensuring the car’s maintenance through the Pagani factory and local Mercedes-Benz specialists.

Provenance and Care

In February 2011, chassis 31 passed into the care of its second and current owner, just three miles from its original home. Recognising the importance of expert stewardship, the car was soon entrusted to Bob Houghton, the renowned Ferrari specialist, for ongoing maintenance. Later, when Pagani UK was established, the car returned to official care, receiving a major service in 2016 prior to its participation in that year’s Pagani Raduno through the Dolomites, where it was notably the only car driven to and from the event by its owner.

In 2017, the fuel tank was replaced with a genuine Pagani item, and in January 2024 the car received a comprehensive service by Pagani UK totalling £16,075, covering all fluids, filters, spark plugs and tyres. For usability, the car now rides on near-identical OZ Superleggera 19-inch wheels, though the original 18-inch set remains with it.

Throughout its life, this Zonda has been exercised as intended while maintaining its originality. It has graced events including the Concours of Elegance at Hampton Court, the Wilton House Classic and Supercar Show, and the Goodwood Festival of Speed. At the 2024 Cartier Style et Luxe Concours, celebrating 25 years of the Zonda, chassis 31 triumphed in its class, a fitting recognition of its exceptional authenticity and condition.

The Definitive Expression of the Zonda Spirit

Now displaying 30,841 miles, this figure represents little more than ‘running-in’ mileage for the indestructible M120 engine. It is one of just 17 C12 S 7.3 coupés produced, and among only six examples worldwide known to remain completely original, unmodified and unblemished.

Its completeness is exemplary: accompanied by its original luggage, suit carrier, car cover, tools, service book, owner’s manual and history file, it presents a uniquely holistic example of the Zonda S 7.3 as it left Modena over two decades ago.

Offered for the first time in 14 years from a fastidious private collection, chassis 31 embodies everything that made the Zonda a legend: originality, artistry, and engineering purity. It remains an exceptional testament to the early days of Pagani Automobili, a time when a handful of artisans in Modena were quietly redefining what a supercar could be.

The rumble of six-cylinder engines will soon echo through Munich as RM Sotheby’s presents The Best of M Collection. Charting half a century of BMW’s relentless pursuit of the “ultimate driving machine,” this remarkable consignment traces the full arc of M Division history. Best of all, every car is offered without reserve, ensuring the bidding will be as thrilling as the cars themselves.

Genesis and Grandeur

No collection charting the history of the M badge would be complete without the cars that started it all.

Leading the charge is the 1980 BMW M1. A collaboration with Lamborghini that famously went sideways, the M1 stands alone as BMW's sole mid-engined supercar. With its Giugiaro styling and a racing pedigree rooted in the Procar series, this low-slung wedge represents the moment M officially came into being. It is the genesis story, estimated to command a princely sum in the region of £435,000 - 500,000.

Equally essential is the 1990 BMW M3 Sport Evolution. If the E30 M3 is the king of homologation, the 'Sport Evo' is its velvet-lined crown. Built to qualify the car for DTM, the final evolution of the E30 M3 features an enlarged 2.5-litre engine, revised aerodynamics, and a stripped-down aesthetic. These cars possess a raw, mechanical purity that subsequent generations have chased but seldom matched, which would explain the estimate of up to £220,000.

The Purebreds

The 2003 BMW M3 CSL is arguably the definitive modern M car. Stripping out the excess and adding a glorious carbon fibre roof and those iconic airbox induction noises. It’s a precision instrument, and the market knows it, with estimates stretching to £140,000.

It is joined by its spiritual E36 predecessor, the ultra-rare 1995 BMW M3 GT. Created for FIA-GT racing homologation, the GT sported British Racing Green paint, an adjustable front spoiler, and a deeper oil sump. Only 356 were built, making this a true connoisseur's choice.

Bringing the lineage forward is the 2012 BMW 1M Coupé. A masterclass in engineering adaptation, the 1M combines the E92 M3’s suspension with the N54 twin-turbo inline-six to create a wide-bodied, limited-run powerhouse. Its short wheelbase, razor-sharp dynamics, and scarcity made it an instant collector’s item, with estimated prices reflecting its desirability at £60,000–£80,000.

Cult Classics

The original oddball is the 2002 BMW Z3 M Coupé, affectionately dubbed the "Clown Shoe." Its squat, muscular stance and M-powered straight-six make it a sleeper classic whose values continue to climb.

Its spiritual successor, the 2007 BMW Z4 M Coupé, sits alongside it. Sharing the same revered S54 naturally-aspirated straight-six engine as the E46 M3 and CSL.

Before the "Clown Shoe," there was the groundbreaking, if slightly odd, 1990 BMW Z1. Its defining feature—electrically powered retractable doors that disappear into the sills—ensured its place in history. Representing a fleeting moment of experimental design from BMW, the Z1 is a guaranteed conversation starter, and a brilliant, highly collectible piece of Bavarian eccentricity.

Then there's the 1975 BMW 2002 Turbo. As one of only 1,672 units produced, it was the first European production car to feature a factory-installed turbocharger. Finished in the iconic Chamonix White and adorned with the tricolour BMW Motorsport livery, this example retains its matching-numbers 1,990-cc turbocharged inline-four engine, delivering 170 PS.

Refinement and The Modern Benchmark

The 2003 BMW Alpina Roadster V8 offers a more refined, gentlemanly take on high performance. Built on the Z8 platform and featuring an automatic transmission and a softer suspension tune, the Alpina was designed for effortless grand touring. Its rarity and association with the Z8 make it one of the most valuable lots in the collection, carrying an estimate of £260,000 - £330,000.

Finally, providing a contemporary anchor is the 2023 BMW M4 Edition 50 Jahre BMW M. This limited-run model commemorates half a century of the M Division, making it an instant collectible. It’s a modern classic waiting to happen, representing the current pinnacle of M performance and a fitting tribute to the legacy being celebrated.

More information about the upcoming Auction can be found here.

When Robert Redford passed away earlier this week, the tributes naturally celebrated his unmatched career on screen and his legacy as a director, activist, and founder of Sundance. Yet away from the cameras, Redford carried a quieter passion, one that linked him to the same automotive world that fascinated so many of his Hollywood contemporaries. For Redford, that connection was with Porsche. 

Redford’s Decade with a Road-Going Racer

Perhaps the most fascinating chapter in Redford’s Porsche story is the 1964 904 GTS he owned for more than a decade. Redford purchased his example in 1966 just three years before taking on one of his most memorable roles as the Sundance Kid in Butch Cassidy and the Sundance Kid. 

It was through this car that Redford developed a bond with Paul Newman, who was just discovering a passion for racing. Redford even let Newman drive the 904 on track, a gesture that helped spark Newman’s lifelong obsession with motorsport. While there’s no official record of Redford entering competition himself, he did recall lapping Lime Rock when both men lived in Connecticut, though he admitted Newman was decisively quicker!

The 904 itself was a special machine. Built primarily for competition but usable on the road, it was Porsche’s first fiberglass-bodied model, light and purposeful, with a chassis engineered for either a four- or six-cylinder engine. On track, it quickly proved its pedigree, scoring victories at Sebring, the Nürburgring, Spa-Francorchamps, Reims, the Targa Florio, and even class dominance at Le Mans. Yet with the arrival of the 906, production ended at just 100 cars.

Redford’s example was originally ordered new by Californian enthusiast and racer Steve Earle, who intended to race the car for the 1964 season. That would explain why Chassis 904 012 was duly crated, placed aboard a Pan Am flight, and flown from Stuttgart to New York’s JFK Airport in January 1964.

Despite the effort, Earle never actually raced the car, and it was soon passed on to another Steve—Steve Berg. That’s when its competition career began. Entered under the Otto Zipper banner and driven by Hollywood producer Kurt Neumann, the GTS contested several events that year and even landed on the cover of Road & Track.

After the ’64 season, the car was repainted in dark blue with a striking silver nose and fitted with upgraded brakes. Berg then campaigned it under his own name at circuits such as Laguna Seca and Willow Springs, before selling it to Redford in 1966.

The SC Targa

SANTA FE, N.M. — “You may not want to ride with me when you see how I drive.” Robert Redford says when scouting locations for The Milagro Beanfield War.

The other Porsche Redford was believed to have owned was a 1980 Porsche 911 SC Targa. His connection with the car was documented in a Newspaper column in the Los Angeles Times on Oct. 19, 1986. 

Then he’s gunning down a mountain road outside tiny Truchas, N.M., in a silver Porsche Targa, taking curves neatly at 60 m.p.h. Half a movie company pulls out behind him in vans and trucks, moving to a valley setup while Redford scouts locations on the way. “I used to race these things,” he says, and as he downshifts on another curve, maintaining a perfect four-wheel drift, you believe him.

Porsche on Screen

Redford’s connection with Porsche wasn’t confined to real life. In Spy Game (2001), the filmmakers put him in a dark green Porsche 912, and it couldn’t have been a more fitting choice. The 912 was leaner, less obvious than a 911 and a car that carried the same quiet authority Redford projected on screen.

Then of course there was the Bahama Yellow 911 from Downhill Racer (1969), a car that was practically a character in its own right. Unlike the understated 912 in Spy Game, this 911 was bold, bright, and driven with the spirited competitiveness of Redford’s ski racer, David Chappellet.

Robert Redford’s life was defined by storytelling, whether on screen, on stage, or through Sundance. His Porsche story, though less public, reveals something essential about him. It gives us further insight into his style and his independence and serves as a reminder that his sense of freedom and individuality extended well beyond the roles he played.

When Ferrari reclaims a name like Testarossa, there’s no subtlety in its intent. For a generation, it defined what a Ferrari looked like. Bringing it back in 2025, at a moment when supercars are caught between combustion nostalgia and electric inevitability, feels deliberate. The new model replaces the SF90 Stradale and drags the idea of a modern Ferrari into sharp focus.

The original Testarossa (leaving the 1957 racing car aside) set a high bar. Its flat-twelve, straked flanks, and audacious presence turned heads. To invoke that name today is to invite scrutiny. The 849 Testarossa has to satisfy those who revere that legacy, while also proving it belongs in a world of hybrids and the inevitable electric hypercars.

Unlike the Testarossa of old, there’s no flat-twelve tucked under its glass lid. Instead, you get Ferrari’s most sophisticated hybrid yet: a 4.0-litre twin-turbo V8 with three electric motors, giving over 1,000 horsepower. Zero to sixty-two in just over two seconds. Top speed north of 200 mph. Dry weight around 1,570 kg. And an aero package that can generate more than 400 kg of downforce at motorway speeds. Frankly ludicrous numbers.

The Testarossa’s design also invites a degree of ambivalence. Its front end carries Ferrari’s signature visor-inspired motif, the flanks are sculpted with muscular intent, and the twin-tail rear combined with active aerodynamics gives it undeniable presence. And yet, there is a subtle tension in the proportions, as if the car itself is negotiating the line between homage and innovation. 

There are echoes of the original Testarossa, the width, the stance, the sense of menace, but Ferrari has deliberately avoided direct imitation. The result is a car that is compelling and bold, but one cannot help wondering whether it fully convinces at first glance, or whether its impact grows only with familiarity.

The 849 Testarossa arrives when the supercar’s role is shifting. Climate-conscious policy, urban emissions zones, and evolving buyer expectations make hybridisation a practical necessity. Ferrari, however, seem to treat the system as performance enhancement rather than regulatory compliance. That said, all this technology comes at a cost. At over €460,000 before UK taxes and options, it sits in rarefied territory. Its complexity makes long-term ownership trickier than the analogue Ferraris collectors adore. And culturally, Ferrari is walking a fine line. Lean too heavily on heritage and it feels stuck in the past; lean too lightly, and it risks looking like a cash-in.

Then there’s electrification looming. Ferrari has confirmed an EV is coming, and the 849 will inevitably be seen as the last word in the brand’s combustion-hybrid era. It will be measured not only against today’s rivals, but as a benchmark for the Maranello EVs of tomorrow.

Even so, Ferrari will be keeping a closer eye on how many they can sell. Judging by the interest so far, it looks like the queue will be long.

Goodwood has always been a stage for great cars and great stories, and this year’s Revival sale is no exception. From a Lotus driven by Jim Clark to a Bentley owned by Peter Sellers, we've rounded up 10 lots that caught our attention, all of which carry with them the glamour, drama and spirit of their time.

1957 Austin-Healey 100/6 BN4 Convertible

Estimate: £35,000 – £45,000

Introduced as the successor to the four-cylinder 100, the 100/6 brought with it a longer wheelbase, a pair of occasional rear seats, and most significantly, BMC’s robust 2.6-litre six-cylinder engine. While its increased weight dulled some of the outright performance gains, the model quickly earned a reputation for long-legged touring ability—John Bolster famously declared it “ideal for Continental touring” after lapping the Nürburgring at racing speeds without complaint.

This car presents beautifully in Jet Black with Colorado Red accents, the archetypal Healey livery, and has clearly led a cherished life. Converted to right-hand drive and kept in the care of its current owner since 2016, it has been exercised sparingly—just 2,000 miles in the past nine years—yet regularly maintained by marque specialists. A well-documented history file accompanies it, along with period-correct accessories.

1962/1970 Abarth-Simca GT Coupé

Estimate: £30,000 – £40,000

Few marques embody motorsport’s mischievous underdog spirit like Abarth, and the Abarth-Simca collaboration is perhaps the purest expression of that philosophy. When Carlo Abarth sought a stiffer, rear-engined chassis to handle his increasingly potent powerplants, he found a willing partner in Simca, whose new 1000 saloon offered just the right platform. The pairing gave rise to the Abarth-Simca GT series, debuting in 1962 and immediately proving itself on the international stage. Success was plentiful, but politics less so: when Chrysler took control of Simca, the official programme was abruptly terminated, leaving a fleet of unused cars languishing behind Abarth’s factory until Radbourne Racing spirited them to England in the late 1960s.

The car offered here has a story worthy of Italian cinema. Believed to be a genuine 1962 Series 1 Roundtail, it was built up from a factory bodyshell in 1970 and lived an unlikely second life buzzing around South London as a road car, before a restoration in the 1990s saw it back in fine form and even tackling continental jaunts to Monza and Belgium. Its most recent chapter has been as part of an important overseas collection, where it underwent an extensive refurbishment to return it to left-hand drive configuration and correct period specification. Today, fitted with a Simca Rallye engine and benefitting from fresh recommissioning, it stands as a well-known and highly usable example. Importantly, it may also be eligible for blue-chip historic events such as the Le Mans Classic, where its lightweight aluminium bodywork and underdog charisma would no doubt be crowd-pleasers.

1933 Ford 'Lakes Modified Hot-Rod'

Estimate: £25,000 – £35,000

Hot rods occupy a unique space in the collector car world: more cultural artefact than concours piece, they represent rebellion, ingenuity, and a uniquely American form of mechanical self-expression. This 1933 Ford 'Lakes Modified Hot-Rod' channels the golden age of dry lakes racing in California, when enthusiasts stripped, chopped, and tuned whatever they could find in pursuit of speed across the desert flats. With a Ford body and chassis as its foundation, period-correct Ford axles and brakes, and a thunderous 346ci Cadillac flathead V8 under the bonnet, this creation ticks every box of authenticity, right down to its Vintage Hot Rod Association compliance.

Its build story is equally compelling. Pieced together over a marathon 16-year period by its vendor, aided by the talents of craftsmen at Royal Kustoms and Flying A Speed Shop, the car finally hit the road in 2023. The result is a machine that looks straight out of a black-and-white photo from El Mirage in 1948, but with the benefit of modern build quality and reliability. Loud, raucous, and unapologetically visceral, it has already proven its worth both on the road and on track, with trophies to its name and a 300-mile round trip to the VHRA Throttle event under its belt.

1989 Lancia Delta HF Integrale 16V

Estimate: £40,000 – £50,000 (to be sold without reserve)

What began as Giugiaro’s neatly styled hatchback morphed into one of rallying’s most dominant weapons, a car that not only delivered six consecutive World Rally Championship Constructors’ titles but also defined the look and sound of late-1980s Group A competition. The 16V version, unveiled at Geneva in 1989, arrived with bigger lungs, sharper responses, and an immediate rally victory at San Remo—an emphatic demonstration that Lancia had no intention of loosening its grip on the sport.

This particular car is a gem: a single-owner example showing just 77,218km (47,981 miles), remarkably original in its details, and fresh from a major service in August 2024. Its Martini-inspired livery nods directly to the works cars that carried Biasion and Kankkunen to glory, while under the skin the turbocharged 2.0-litre 16-valve engine still delivers the muscular 197hp and 5.7-second 0–100km/h pace that made the Integrale the benchmark hot hatch of its day. The recent service saw a comprehensive list of components refreshed, meaning it is not only a slice of motorsport history but also a genuinely “ready to drive” proposition.

1983 Ferrari 512 BBi Koenig Coupé

Estimate: £100,000 – £150,000

By the early 1980s, the Ferrari 512 BBi was already a formidable supercar—188mph potential, flat-12 heritage drawn straight from Formula 1, and the sort of long-legged charisma that made it a true Daytona successor. But for some owners, “standard Ferrari fast” was not enough. Enter Willy Koenig, a German racing driver turned tuner, who brought his uncompromising philosophy of power and presence to Maranello’s Berlinetta Boxer. His company, Koenig Specials, became synonymous with outrageous styling and even more outrageous performance, building a cult following among enthusiasts who wanted their Ferraris turned up to eleven.

This 1983 example, delivered new to Auto Becker GmbH in Germany, wears the full Koenig body kit and benefits from the mechanical upgrades that made these cars so notorious. With revised pistons, camshafts, and exhaust, Koenig could extract as much as 450bhp from Ferrari’s injected flat-12, an intoxicating leap over the stock 340hp. Only around 20–30 such conversions were undertaken, making them rare even by Ferrari standards. This car later crossed the Atlantic before settling in the UK, where it has been in dry storage for the past decade. Showing just over 24,000 miles, it remains remarkably original, though it will require recommissioning before its next high-speed exploit.

1960–2000 Aston Martin DB4GT Zagato Sanction III Coupé

Estimate: £700,000 – £1,000,000

There are few names in motoring that carry the same gravitas as Aston Martin DB4GT Zagato. The original run of 19 cars, hand-beaten in Milan between 1961 and 1963, is spoken of in the same reverent tones as Ferrari’s 250 GT SWB and GTO, true blue-chip Grand Tourers that defined an era. Raced by the likes of Stirling Moss and Jim Clark, the Zagato-bodied DB4GT became both a competition thoroughbred and an objet d’art.

Nearly three decades later, a remarkable epilogue was written. Aston Martin chairman Walter Hayes authorised Richard Williams (one of the marque’s foremost specialists) to build a handful of continuation cars using genuine Zagato coachwork. The Sanction II cars of the late 1980s were followed by just two Sanction IIIs in 2000, constructed around unused Zagato bodies with factory approval. The example offered here, chassis 424/R, is one of those two and has remained in single ownership since it left R. S. Williams’ Cobham workshop.

1966 AC Cobra 4.7 Litre Two-Seat Competition Hardtop Coupé

Estimate: £1,500,000 – £2,000,000

Born from the legendary Le Mans placed CS 2131 chassis, this two-seat hardtop has survived decades of competition and evolution to become one of the most original and celebrated Cobras in existence. Its striking Bell & Colvill livery is instantly recognisable, but the story behind the paint barely hints at the extraordinary history beneath.

Originally part of John Willment Automobiles’ racing programme, this Cobra competed in the hands of Frank Gardner and Jack Sears in the 1960s, but its racing career truly flourished under Martin Colvill, who campaigned the car extensively through the late 1970s and early ’80s, winning multiple championships, class titles, and setting lap records at circuits including Silverstone, Brands Hatch, and Mallory Park. Under Colvill and subsequent owners, the car has competed globally, including prestigious events like the Goodwood Revival and the Le Mans Classic, with celebrated drivers such as Anthony Reid and Nicholas Minassian at the wheel.

Today, this 4.7-litre V8 Cobra is a rare combination of history, authenticity, and performance. Retaining its original chassis and body, rebuilt to FIA Appendix K specification, it is a fully verified historic racing car ready to continue its storied career. Anthony Reid himself calls it “the best handling Cobra I have ever driven,” a sentiment that perfectly encapsulates the intoxicating mix of heritage and raw driving pleasure that makes ‘13 COB’ one of the most coveted Cobras on the planet.

1967 Lotus Elan S3 S/E Coupé

Estimate: £200,000 – £250,000

Few cars carry the aura of a champion quite like this Lotus Elan S3 Coupé, delivered new to none other than Jim Clark. Finished in Lotus yellow and originally left-hand drive for Clark’s use on the Continent, this Elan was his trusted companion through the 1967 European racing season. Clark’s affection for the nimble S3 is well-documented; he drove it to GPs across Europe, from the Netherlands to Italy, and relied on it even amidst the intensity of the Tasman Series.

Ownership passed seamlessly to Gerard ‘Jabby’ Crombac, Clark’s confidant and close friend, who kept the car active and in use, respecting the spirit in which Clark had cherished it. Eventually, Peter Windsor took custodianship, returning the Elan to its original yellow livery, reuniting it with Clark’s UK registration, and overseeing meticulous mechanical restoration by Alan Mann Racing specialists. Over the past 15 years, the car has become a centrepiece of the Jim Clark Museum in Duns and a regular star at classic events, including Goodwood and the Bo’Ness hill-climb. The interior remains largely original, preserving the tactile connection to its famous first owner, while the refreshed mechanics ensure it remains a fully usable driver’s car.

2002 Porsche 911 Type 996 GT3 RS Competition Coupé

Estimate: £275,000 – £300,000

Delivered new to USA-based Orbit Racing, this 996 GT3 RS boasts a rich in-period racing history, including entries at Sebring, Daytona, and a reserve slot at Le Mans, all meticulously documented. Built to ACO specification, the car is a genuine factory GT3 RS.

Featuring a 3.6-litre flat-six ‘Metzger’ engine, lightweight bodywork, and adjustable RS suspension, it remains a car designed first and foremost for performance. Its dramatic yellow, black, and white livery reflects its early 2000s racing campaigns, while extensive restoration by Orbit Racing in 2017 has preserved its authenticity. Since acquisition in 2023, the current owner has invested around £70,000 in professional recommissioning and race preparation, making it fully eligible for Endurance Racing Legends, Masters Endurance Legends, Rennsport Reunion, and Le Mans Classic.

1960 Bentley S2 Continental Drophead Coupé

Estimate: £100,000 – £120,000

This 1960 Bentley S2 Continental Drophead Coupé, chassis 'BC119AR', carries the extraordinary provenance of having been owned by Peter Sellers, CBE. One of only 60 right-hand drive S2 Continentals built, it was delivered new to its first owner in May 1960 and purchased by Sellers in 1961, who retained the car for five years.

During Sellers’ ownership, the car was extensively maintained by Jack Barclay and subsequently by renowned Aston Martin specialist Richard Williams. Notably, the Bentley was modified to quad headlamps in 1962, a styling detail that predates the later S3 models, and retains much of its original beige leather upholstery. The hood and carpets appear replaced, but otherwise the car is remarkably original, with a history file documenting every stage of its care.

Beyond its mechanical and coachwork significance, this Bentley carries an exceptional cultural connection. The sale includes Peter Sellers memorabilia: a mounted and signed photograph of him as Inspector Clouseau, a 1963 movie poster for The Wrong Arm of the Law, a 1960 LP Best of The Goon Shows, Vol. 2, and original press cuttings and magazines related to Sellers’ career.

Monterey Car Week 2025 concluded with unprecedented success, as Ferrari models dominated the auction scene, setting new records and reaffirming their status in the collector car market. The highlight of the week was the sale of a one-of-one 2025 Ferrari Daytona SP3 'Tailor Made' at RM Sotheby's for a staggering $26 million. This sale set a new world record for the most valuable new car ever sold at auction. All proceeds from the sale were donated to The Ferrari Foundation, supporting global educational and community initiatives. Other notable sales included...

1961 Ferrari 250 GT SWB California Spider Competizione

Price: $25,305,000 Auction House: Gooding & Co.

This remarkable Ferrari is reportedly one of only two alloy-bodied, full-competition-spec SWB California Spiders ever made. A true masterpiece of design and engineering, it boasts exceptional provenance and commanded well over $25 million at the Gooding & Co. auction.

1993 Ferrari F40 LM by Michelotto

Price: $11,005,000 Auction House: RM Sotheby's

Ferrari sanctioned Giuliano Michelotto to create a competition variant of the F40, resulting in just 19 F40 LMs. Although this particular example appears never to have seen the racetrack, its twin-turbo V8 was upgraded to GTC specification, producing a fearsome 760 bhp.

1995 Ferrari F50

Price: $9,245,000 Auction House: RM Sotheby's

Cherished for eight years by Ralph Lauren himself, this F50 changed hands for well over $9 million. One of only two US-spec examples finished in Giallo Modena and re-affirming that 90s cars are firmly in the crosshairs for the next generation of collectors.

1973 Ferrari 365 GTB/4 Daytona Competizione Series III

Price: $8,145,000 Auction House: Gooding Christie’s

Freshly certified by Ferrari’s Classiche department, this formidable V12 Daytona is one of just 15 factory-built competition models. It competed at Le Mans in 1973 and 1974 for Luigi Chinetti’s North American Racing Team and later claimed a GT class victory and second overall at the 1979 24 Hours of Daytona.

1961 Ferrari 250 GT SWB California Spider

Price: $7,550,000 Auction House: Gooding Christie’s

A true silver-screen icon with a lineage of celebrity owners, this golden Ferrari 250 GT SWB California Spider lit up the brief grey skies over Monterey Car Week. Bidding for the exceptionally original example was intense, ultimately closing at over $7.5 million.

1957 Ferrari 250 GT LWB California Spider Prototipo

Price: $7,265,000 Auction House: Gooding Christie’s

The short-wheelbase may have made headlines, but the long-wheelbase version proved its own mettle. A genuine piece of Maranello history, this Prototipo was the very car photographed for the model’s official launch and remains a cornerstone of one of the most beautiful cars ever created.

2017 Ferrari LaFerrari Aperta

Price: $6,715,000 Auction House: RM Sotheby’s

This 70th-anniversary flagship hypercar bears all the hallmarks of a future classic, easily eclipsing the $6 million mark amid an electrified auction room. Its appeal is heightened by a full carbon-fibre exterior and a removable carbon-fibre hardtop, delivering a truly glorious soundtrack from its 6.3‑litre V12.

1935 Mercedes-Benz 500 K Special Roadster by Sindelfingen

Price: $5,340,000 Auction House: RM Sotheby’s

Winner of Best of Show at the 1982 Pebble Beach Concours d’Elegance and in the same ownership since 1988, this extraordinary prewar Mercedes-Benz found a devoted new home, selling for over $5 million. Believed to be one of only seven ever produced, it stands as one of the marque’s finest creations.

2005 Maserati MC12 Stradale

Price: $5,202,500 Auction House: Broad Arrow Auctions

Prior to this sale, the record for an MC12 stood at $3.8 million — a figure this 2005 example completely obliterated. The seller must be delighted, having invested just $70,000 in a mechanical recommissioning by GTO Engineering.

2023 Bugatti Chiron Super Sport

Price: $4,460,000 Auction House: Bonhams

This striking green Super Sport, with fewer than 740 miles on the clock, came complete with a thumb drive showcasing photos and video from its production.

1935 Duesenberg Model J Torpedo Phaeton by Walker-LaGrande

Price: $4,405,000 Auction House: RM Sotheby’s

No Car Week would be complete without a few outrageously expensive, monumental Duesenbergs making a dramatic return. Only five Torpedo Phaetons were ever built, and this is one of just two crafted by Walker-LaGrande.

1989 RUF CTR1 'Yellowbird' Lightweight

Price: $4,295,000 Auction House: RM Sotheby’s

An original Yellowbird, finished in a sumptuous paint-to-sample Bordeaux Red. This 1989 example is one of only six lightweight versions ever made and was once housed at Alois Ruf’s own residence.

1990 Ferrari F40

Price: $3,800,000 Auction House: Gooding Christie’s

With only 1,253 miles on the odometer, one can only hope the new owner takes this F40 out for a proper spin. Having just undergone a major service costing $33,866, it seems the perfect moment to unleash that iconic twin-turbo V8.

1952 Jaguar C-Type

Price: $3,635,000 Auction House: Gooding Christie’s

Falling just shy of its $3,750,000–$4,500,000 estimate, this stunning Jaguar C-Type might be called a bargain — if your idea of a bargain is $3.635 million. One of only 43 built for customer use, this straight-six masterpiece is already accepted for the 2026 Mille Miglia.

1961 Aston Martin DB4 GT

Price: $3,195,000 Auction House: Gooding Christie’s

This DB4 GT, left-hand drive and originally delivered to race team owner Georges Filipinetti, changed hands just a year later, remaining with its second owner, Dr. Gwen E. Reichen of La Chaux-de-Fonds, Switzerland, until 2010. Dr. Reichen campaigned the DB4 extensively in rallies, hill climbs, and slaloms, logging over 60,000 miles. It has since been beautifully restored to its former glory.

It is hard to describe a one-of-one Bugatti without veering into hyperbole. But Brouillard, the debut model from Bugatti’s new Programme Solitaire, makes even the term hypercar feel limiting. With it, the iconic French marque doubles down on bespoke craftsmanship and redefines what it means to create a coachbuilt automobile in the 21st century.

Solitaire: A Return to True Bespoke

More than a design exercise or customisation program, Programme Solitaire marks a return to Bugatti’s artistic and coachbuilt roots. While the Sur Mesure division already stretches the limits of personalisation, Solitaire ventures far beyond. In other words: no rules, no repeats, and absolutely no shortcuts.

Bugatti Managing Director Hendrik Malinowski describes the program as an “authentic exploration of unique visions,” giving the brand creative latitude to interpret automotive design in unrestrained ways. “Each precious Solitaire will be unique and peerless,” he affirms, “offering a level of attention to detail not found in even the most exclusive automotive creations.”

By limiting itself to just two commissions a year, the Solitaire program elevates bespoke automotive design to something closer to fine art than manufacturing.

Brouillard: Horsepower Meets Horsemanship

The first expression of this philosophy is Brouillard, a breathtaking Coupé that pays homage to Ettore Bugatti's beloved horse. Named after the faithful companion who could open his own stable door through a special mechanism designed by Ettore himself, this car celebrates the founder’s great love of horses, and his favourite horse of all.

This emotional underpinning gives Brouillard a sculptural presence. Gone are sharp creases and aggressive lines; instead, the bodywork embraces organic curves and muscular flanks. As Bugatti Design Director Frank Heyl puts it...

"Enormous power and complexity, hidden by a veil of dignified simplicity."

A Masterclass in Design Discipline

From an engineering standpoint, Brouillard sits atop the apex of Bugatti’s famed W16 platform. With 1,600 PS and the hallmark quad-turbocharged setup, its performance credentials remain uncompromised. Yet what distinguishes this machine is the composition of its form and function.

The car’s proportions are deliberately classical. The lower third is finished in darker tones to anchor it visually, while the lighter upper sections elongate and lighten its profile. Clever optical tricks, such as making the wheels appear larger and the body sleeker, speak to a design team operating at the height of their craft.

Aerodynamically, the fixed ducktail wing and innovative rear diffuser prove form hasn’t sacrificed function. Every vent, intake, and curve serves both aesthetic and technical purposes. Cooling, stability, and visual coherence coalesce in a way that is rarely achieved, even among hypercars.

Interior: Where Emotion Meets Innovation

Step inside Brouillard, and the experience becomes nearly ecclesiastical. A glass roof pours natural light onto custom tartan fabrics and green-tinted carbon fibre, while a spine-like design motif flows from exterior to interior, binding the car’s surfaces into one harmonious sculpture.

Among the many personal touches is a gear stick carved from a single aluminum block, housing a miniature glass-encased sculpture of Brouillard the horse. Seats are custom-contoured to the owner, with unique leather patching and embroidered horse motifs, underscoring the personal narrative woven throughout the vehicle.

An Owner with Deep Roots in Bugatti’s Soul

Commissioned by The Perridon Collection, (devotees of the Bugatti family legacy owning furniture by Carlo Bugatti and bronze sculptures by Rembrandt Bugatti), the vision for Brouillard was to celebrate not just Ettore’s automotive genius but his love of art, animals, and craftsmanship.

The car is set to make its debut at Monterey Car Week and is estimated to be the most expensive modern Bugatti to date, eclipsing the £11.3m La Voiture Noire.

By 1988, Porsche’s hegemony in Group C racing was undeniable. From 1982 to 1987, Weissach’s purpose-built prototypes had dominated Le Mans and the World Sportscar Championship alike. But 1988 would be different. The factory bowed out of a full-season campaign to focus solely on a single target: victory at the 24 Hours of Le Mans.

Enter 962-010, the only brand-new car built specifically for that year’s assault on La Sarthe - and, as it would turn out, the last ever works-entered Porsche 962. She was no off-the-shelf racer either. Heavily revised to comply with new regulations and built to exacting standards, ‘010’ featured a reshaped nose, a new rear wing, and venturi tunnels tuned for the altered aero rules. Beneath the shell sat a 2,994cc flat-six turbocharged to the heavens, controlled by the latest Bosch Motronic MP1.7 system and equipped with updated KKK turbos and a new exhaust for better power and efficiency.

The suspension was equally advanced: carbon-fibre front and titanium rear anti-roll bars, all in the name of shaving milliseconds. After a brief 27-lap shakedown at Weissach, she was shipped to France, factory fresh and battle-ready.

That year’s race was set to be a showdown for the ages. Jaguar arrived en masse with five works-backed TWR cars. Mercedes-Sauber loomed large, though a practice crash forced their withdrawal. With the grid cleared of Mercs, it became a two horse race: Zuffenhausen vs Coventry.

Porsche's 962-010, now bearing race number 17 was entrusted to their all-star trio: Derek Bell, Hans Stuck and Klaus Ludwig - ten Le Mans wins between them.

Qualifying saw Stuck unleash all 880 horses. His lap of 3 minutes 15.64 seconds was the stuff of legend: 242.9mph down the Mulsanne, pole by over six seconds. A staggering 155.445mph average lap speed, with no chicanes to slow the charge.

The race began with the same intensity. Stuck led from the front, locked in a cat-and-mouse battle with the lead Jaguar. The duel raged for hours until disaster struck: Ludwig tried to stretch one more lap before pitting and ran out of fuel in the Porsche Curves. Two laps were lost coaxing ‘010’ back to the pits on the starter motor.

The comeback was fierce. Bell, Stuck, and Ludwig clawed back position after position, leading by dawn before cooling woes set them back again. A leaking water pipe required urgent repairs—twice.

As the hours waned and the rain returned, Stuck hunted down the Jaguar once more. Ludwig slashed the deficit in the final stint, unaware that Jan Lammers, nursing only fourth gear, was clinging to the lead with white knuckles. But it wasn’t quite enough. When the chequered flag fell, ‘010’ came home in second having covered just 200 metres less than the winning Jaguar, making it one of the closest competitive margins ever at Le Mans.

Just days after that emotional Le Mans finish, ‘010’ was wheeled out again, this time to lead Porsche’s Supercup charge. Repainted as car number 1, she stormed to pole and finished second at the Norisring. Two more races followed in the 1988 ADAC Supercup before ‘010’ was returned to her long-tail Le Mans guise and sold to Kremer Racing.

Kremer never raced her. Instead, she sat proudly in their Cologne showroom before passing to revered American collector Kerry Morse. Since then, she has lived a charmed life in the hands of just a few passionate caretakers, including time in one of the world’s finest Group C collections.

Today, she still wears her 1988 Le Mans livery. Unrestored. Untouched. Authentic in every pore of her carbon and Kevlar skin. She has returned to Goodwood, Silverstone and Amelia Island, and reunited with Bell in what can only be described as a love letter to endurance racing’s golden age.

Of the dozens of Porsche 962s built, few, if any, can match the story, condition, or provenance of chassis 962-010. This is not just an ex-works Porsche. This is the ex-works Porsche - an eyewitness to the final act of Weissach’s factory Group C era.

Offered now in exquisite ‘timewarp’ condition with Fiskens and available to view on The Showroom.

Before social media algorithms dictated desire, there was the bedroom wall. A single poster, often glossy, impossibly angled, and slightly curling at the corners, could define a generation’s automotive aspirations. One from each decade stood apart, not necessarily because it was the best, but because it captured the imagination at the right time. With that in mind, here's our pick for the ultimate bedroom wall supercar from each decade.

1960s: Lamborghini Miura

Launched: 1966

Ferruccio Lamborghini wanted to beat Ferrari at its own game, and the Miura was a provocation in every sense. The transverse mid-mounted V12 was innovative, but the real disruption came from the car’s stance and its proportions. It was the first time a car looked unapologetically fast even when stationary; a design that owed more to sculpture than to engineering diagrams. In the broader context of postwar Italy, the Miura was a declaration that industrial design could be sensuous, that youth and irreverence had a place in luxury, and that a tractor manufacturer could challenge Ferrari on its own turf.

1970s: Lamborghini Countach

Launched: 1974

If the Miura introduced beauty, the Countach weaponised it. It abandoned curves for geometry, continuity for confrontation. In a decade defined by geopolitical instability, oil shocks, and economic anxiety, the Countach offered an alternative reality: one where function deferred to form, and where excess was not only tolerated but celebrated. Its proportions were architectural, its ergonomics borderline absurd, and its usability irrelevant. It was designed not to be driven but to be seen — an object of desire detached from the constraints of the real world.

1980s: Ferrari F40

Launched: 1987

The F40 was Ferrari’s 40th birthday present to itself. It had pop-up headlights, twin turbos, a featherweight body made of things you couldn’t pronounce. No carpets. No radio. No pretence of comfort. It was the last car Enzo Ferrari approved before his death, and it shows. There's a kind of angry purity to it, as if it resented the idea of being driven by anyone unworthy.

1990s: McLaren F1

Launched: 1992

Gordon Murray had a very specific idea of what a perfect car should be, and nobody told him to stop. The result was the McLaren F1. Central driving position. Naturally aspirated BMW V12. Gold foil in the engine bay. It was a car with no obvious weaknesses. It aimed at perfection and achieved it. It wasn’t a poster car because it shouted. It was a poster car because it didn’t have to.

2000s: Bugatti Veyron

Launched: 2005

Volkswagen Group built the Veyron to demonstrate technical dominance. Everything about it, the quad-turbo W16, the ten radiators, the all-wheel-drive system, spoke to systems integration at the highest level. It was a hypercar that marked a new era and set the benchmark for all performance based manufacturers. 20 years on and in the eyes of many, it still does.

2010s: Pagani Huayra

Launched: 2011

In a decade increasingly defined by simulation and software, the Pagani Huayra was a striking outlier. It wasn’t trying to beat Ferrari or McLaren at their own game. In fact, it wasn’t really playing the same game at all. Built with obsessive attention to detail and an unapologetically romantic design philosophy, the Huayra placed craftsmanship above competition. Its AMG-sourced, twin-turbo V12 delivered ample performance, but that was never the point. What distinguished the Huayra was its sense of occasion, a cabin assembled like a bespoke instrument panel, every exposed linkage and fastener deliberately designed to be seen, not hidden. It viewed the supercar as art, where performance was simply part of a much larger, more expressive whole.

Among the sprawling displays and soundtracked theatrics of this year’s Goodwood Festival of Speed, you expect to be impressed. You expect big wings, bigger horsepower, and concept cars you’re told are the future. But the car that stopped me in my tracks wasn’t part of a choreographed brand moment. It wasn’t roped off behind a team of PR handlers or elevated on a platform. It was just there — squat, purposeful, unpretentious. And yet, it had a presence most of the seven-figure machines around it couldn’t begin to match.

Written by Archie Hill for The Apex by Custodian.

A Familiar Shape

The Kimera EVO37 was first shown at Goodwood back in 2021. It made the rounds online, scored the expected headlines, and earned a nod from the die-hards for its faithfulness to the original Lancia 037. But this year, seeing it again, parked unassumingly, not behind ropes or on a main stage, left a much deeper impression.

Since that 2021 debut, it has found its way into the garages of a select few collectors who understand its significance. At first glance, it may seem like another high-end restomod; a curated slice of nostalgia engineered for the ultra-wealthy. There’s certainly an element of truth to that, but Kimera isn’t just building retro-styled cars. It’s building a kind of alternate present, one where Lancia didn’t lose its way, where motorsport DNA still defines product development, and where analogue driving feel hasn’t been entirely eclipsed by digital control systems.

This year, they brought not just the EVO37, but also its twin-motor, AWD sibling — the EVO38. Together, they formed a kind of rolling hypothesis: what would Lancia look like if it had continued pushing forward from its Group B heyday?

“It is an incredible story that looks to the past and asks: What if we imagined that Lancia never stopped building amazing cars?” - Luca Betti, Founder, ex Rally Driver

What Makes Them Different

For those perhaps unaware, the EVO37 is based on the original 037’s silhouette, but rebuilt with modern materials, a 550bhp turbocharged four-cylinder (developed with original Lancia engineer Claudio Lombardi), and reworked suspension, brakes, and chassis dynamics. It’s fast, focused, and loud in all the right ways — but crucially, it’s also deeply mechanical. Manual gearbox. Rear-wheel drive. Unassisted steering.

The EVO38, introduced more recently, follows the same philosophy — a thoroughly reworked version of their 2.15L four-cylinder turbocharged and supercharged engine, now coupled with an all-wheel drive system. And the K39, still officially a concept, hints at Kimera’s willingness to evolve even further, with sharper edges and a clear visual link to the Delta S4 Stradale.

A Broader Movement

There’s a reason we’ve seen a surge in interest around restomods with real motorsport lineage, whether it’s Singer’s 911s, Tuthill’s 911K, or Automobili Amos’s Delta Futurista. A growing subset of enthusiasts and collectors are looking for cars that combine mechanical involvement with modern reliability and build quality, something even many new supercars struggle to balance.

Lancia Lives On

Technically, Lancia still exists. In fact, the brand has just launched a new Ypsilon, the first in a series of electric rebirths under Stellantis. But the Ypsilon, competent though it may be, is a city car. A brand revival by committee. While it may prove to be commercially necessary, the contrast between what Lancia has become and what Kimera is doing could not be starker.

It’s in the Kimera where Lancia’s soul has been quietly smouldering, in the hands of those who remember what it once stood for, and who care enough to rebuild it from scratch. 

It has been a landmark month for Bentley Motors. The British luxury marque has refreshed its iconic logo and opened a state-of-the-art design studio in Crewe—both symbolic and strategic steps toward a bold new era. Capping off these developments is the unveiling of the EXP 15, a design concept intended to signal Bentley’s electric ambitions. Its reception, however, has been far from enthusiastic.

But let’s get one thing straight from the outset: the EXP 15 is not a production car. Bentley is emphatic about that (to the point that one senses they wanted to preempt references to Jaguar 2.0). It is, however, a provocative glimpse into the future. A hint as to where the brand might go, particularly as it readies its first all-electric vehicle in the near future.

“We’ve made it very clear this is not for production,” said Robin Page, Bentley’s Director of Design. “The beauty of a concept car is not just to position our new design language, but to test where the market’s going.”

Page’s design challenge is evident. While SUVs and grand tourers are increasingly well-defined in Bentley’s portfolio, the traditional sedan segment is evolving in complex ways. “The trickiest segment is the sedan because it’s changing,” he added. “Some customers want a classic ‘three-box’ sedan shape, others a ‘one-box’ design, and others again something more elevated. So this was a chance for us to talk to people and get a feeling.”

And that feedback is already rolling in—some of it not too flattering. A glance through Bentley’s Instagram comments (the go-to source of truth) reveals a chorus of scepticism. Many users feel that if it weren’t for the badge, the EXP 15 could easily be mistaken for a high-end Chinese EV. The critique isn’t entirely superficial; it speaks to the growing homogenisation of electric vehicle aesthetics across global markets.

Still, there’s a deeper question at play: Does consumer commentary translate into commercial success? Automakers know better than anyone that social sentiment often diverges from purchasing behaviour. A car that’s divisive at launch can become a bestseller if it hits the right notes when it matters most—at the dealership.

While inspired by Bentley’s legendary 1930 Speed Six Gurney Nutting Sportsman Coupe, Bentley are also very keen to point out this isn’t a retro throwback. The EXP 15’s form is a modern reimagining of design language, with subtle nods to heritage rather than outright mimicry.

That said, one could argue the EXP 15 treads a fine line between inspiration and indecision. This "reimagining" runs the risk of feeling more like a lack of imagining altogether. The conceptual cues seem diluted, the boldness blunted. One gets the sense that Bentley, in searching for direction, has chosen to follow the herd.

Still, this is a concept. It’s a design exercise. It’s a test balloon. And while its reception may be mixed now, its value lies in the conversations it sparks and the decisions it shapes. As Bentley pivots toward a fully electric future, the EXP 15 serves its purpose: it asks questions—of the market, of the brand, and of what it means to be a Bentley in the 21st century.

Whether the EXP 15 ultimately shapes Bentley’s next-generation EV sedan or simply becomes a footnote in the brand’s design history remains to be seen. What is certain, however, is that Bentley is in motion—the only question is whether that movement is boldly forward or cautiously off course.

If Bentley's new concept has you feeling a little down, find solace in some of their previous works, which are currently for sale on The Showroom...

A year after the UK debut of their rebellious ‘Half 11’, California-based performance outfit OilStainLab has now revealed what it's calling a pre-production prototype of its wildly ambitious HF-11 supercar — and it’s hard to miss, finished in a striking shade called Negroni Orange.

This new iteration is reportedly 99% finalised, offering the closest look yet at the version soon to enter very limited production. The performance goals from the initial concept remain intact. That means a targeted weight of under 953kg for the electric model, and a leaner 900kg for the internal combustion version.

And about that ICE model — it packs a mid-mounted flat-six that traces its roots back to historic motorsport powerplants. Buyers will have the choice between 4.6-litre and 5.0-litre configurations, starting at 600 horsepower and climbing all the way up to a staggering 1,200 horsepower in the highest-spec variant.

The top-tier version will spin up to an astronomical 12,000rpm. That power is routed to the rear wheels through either a six-speed manual gearbox or a seven-speed sequential with quick-shift, backed by a limited-slip differential for serious traction.

OilStainLab hasn’t neglected the electric front, either. A fully functional EV prototype has already been built, and the final production model is expected to deliver 800 horsepower from an 80kWh battery. Just like the petrol version, it will feature rear-wheel drive and a six-speed manual — an uncommon and welcome choice in the EV world. Both versions aim for 0-60mph in around three seconds.

Underneath, the HF-11 features a thoroughly motorsport-inspired chassis: inboard pushrod suspension with double wishbones front and rear, custom Öhlins dampers, and CNC-machined aluminium uprights. Braking is equally serious, with six-piston calipers clamping 394mm discs up front, and four-pots on 390mm discs at the rear.

The carbon fiber monocoque is being built in partnership with Crawford Composites, a North Carolina company with a résumé that includes Le Mans prototypes, IndyCars, and other high-level motorsport machinery. Needless to say, they know their way around lightweight, high-stress carbon structures.

Visually, the HF-11 embraces its performance-first ethos. The bodywork is sculpted for downforce and function, with a visible rear powertrain, aggressive aero components like splitters and diffusers, and a wide, low stance. OSL claims the car can generate up to 589kg of downforce at 150mph.

The interior carries the same no-nonsense philosophy, entered via a dramatic Le Mans-style swing-up door. Inside, it's stripped back but driver-focused — five analog gauges, a digital screen, carbon fibre trim, and a digital rearview mirror with a reversing camera. Customisation is part of the package, allowing owners to tweak the layout and finishes to their liking.

Just 25 units of the HF-11 are planned for production, with pricing starting at a hefty $1.85 million. Each one will be built to spec, and while there will be other colour choices, we’d say Negroni Orange is the one to have — because if you’re going to own something this extreme, you may as well make it loud.