A sweepstakes running through mid-August is putting two Corvettes on the line, with a single entry qualifying participants for both drawings.

The promotion, centered on a 2026 Chevrolet Corvette ZR1 equipped with the ZTK Performance Package, is open for entries between July 2 and Aug. 16. Everyone who enters is automatically placed in two separate drawings: one for a 2001 Corvette convertible, with a winner selected in August, and one for the ZR1, with that winner drawn in September.

Organizers say the ZR1 giveaway car has already arrived and is on display on the showroom floor at Ciocca Corvette in Atlantic City. The car is finished in Competition Yellow Tintcoat Metallic.

Entrants are not limited to a single submission. Signing up adds participants to a VIP Club that receives advance notice of flash giveaways and bonus-entry promotions, and entries can be submitted daily while those bonuses are active. Every entry counts toward the ZR1 grand prize in addition to any bonus or flash drawing that happens to be running. More than 100 winners have been drawn to date, according to the organizers, and a number of them have won repeatedly through limited-time giveaways.

The prize itself is Chevrolet's current halo car. The ZR1 carries a 5.5-liter LT7 twin-turbocharged DOHC V8 — the most powerful V8 ever built by an American automaker, and the first factory Corvette engine to use turbochargers. It shares its architecture with the Z06's naturally aspirated LT6, which itself holds the record as the most powerful naturally aspirated production V8. Engineers paired forced induction with the flat-plane crank layout to draw more out of the design.

Josh Holder, Corvette's chief engineer, has described demand in the sports car world for maximum performance as essentially bottomless, and has placed the ZR1 firmly at the top of the Corvette range.

Two chassis configurations are offered, both using Magnetic Ride dampers. The standard setup pairs a lower-drag body with a small spoiler featuring customer-adjustable short and tall wickers. It also includes a carbon-fiber front splitter, rocker moldings, side intakes with integrated brake cooling, and a front underwing with stall gurney deflectors. Michelin Pilot Sport 4S tires wrap 20-inch front and 21-inch rear wheels, a combination aimed at balancing street manners with track capability.

The sweepstakes notes that promotional images do not show the actual car, which has been allocated but not yet built, and that options may vary based on availability.

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Sgcarmart Quotz, the wholesale bidding arm of Singapore's largest car classifieds operation, announced an auction that opened at 10am on 27 July and slams shut at noon on 31 July. On paper that's a routine trade event. The consignment is anything but routine: it's drawn from the vehicle pool swept up in the island's largest money laundering investigation, and it has been sitting in storage since 2023.

Two things worth understanding before anyone gets excited about a bargain Cullinan. First, you can't bid. Quotz runs a dealer bidding network — its business is putting cars in front of 500-plus licensed used car dealers behind a trade login. Its public bidding board on the day of writing listed a Peugeot 3008, a Honda Shuttle and a pair of Yamaha scooters. The interesting metal is on the other side of the wall, and it will reach retail buyers only after a dealer has bought it, fixed it, and marked it up.

Second, and more interesting to anyone who cares about how cars actually work: the dust in the photographs is the least of the problem.

The paperwork that took three years

The Singapore Police Force has been unusually specific about this case in its own releases. The raid on 15 August 2023 brought in 10 foreign nationals; all were convicted, sentenced to between 13 and 17 months, and deported and barred from returning, having surrendered about S$944 million — 92.1 percent of everything tied to them. A separate group of 17 who had already left the country accounted for a further S$1.85 billion in surrendered assets, with two cases still open and S$144.9 million still restrained.

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Vehicles were a running theme. Prohibition of disposal orders landed on 50 of them in the first days of the case, and by January 2024 police had restrained more vehicles — another 55 properties and 15 cars — while pushing the case total past S$3 billion and issuing Interpol Red Notices against two Cambodian nationals.

So why did the cars sit for the better part of three years? Because until recently, Singaporean law made it hard to sell them. As the Home Affairs Ministry told Parliament when introducing the Anti-Money Laundering and Other Matters Bill in July 2024, agencies previously needed the consent of every interested party before a court would order a sale. Absent consensus, the state kept paying to store depreciating property. The Bill explicitly called out vehicles as an asset class that bleeds value in custody, and gave courts power to order a sale where the property is likely to depreciate or where maintaining it costs too much. That legal plumbing is why this auction exists at all.

What thirty-odd months of storage does

Cars are not inert objects. Parking one is a slow-motion mechanical event, and Singapore's climate accelerates most of it.

Tyres are the obvious casualty, and not because of tread. Rubber cures and hardens with age regardless of mileage, and a tyre bearing 2.5 tonnes of stationary Phantom on one contact patch develops a flat spot that never fully rounds out. Brake discs surface-corrode within weeks in high humidity; pads left clamped against them can bond to the rotor face. Carbon-ceramic discs won't rust, but their steel mounting hardware and caliper pistons will. Brake fluid is hygroscopic and absorbs moisture straight out of the air. Fuel degrades and drops varnish through injectors and pumps. Twelve-volt batteries sulphate to death.

Then there's suspension. Rolls-Royce describes its chassis as depending on self-levelling air suspension to deliver the ride the brand sells. Air springs are rubber bellows. Leave one compressed in a fixed position for years and the fold line cracks; the system then bleeds down overnight and the compressor runs itself to failure trying to keep up. That is a four-corner repair on a car where the parts alone are five figures.

The modern hybrids are worse. Ferrari's own specifications for the SF90 Stradale list a 7.9 kWh lithium-ion pack feeding three electric motors that contribute 220 cv of the car's 1,000 cv total. Lithium cells parked at a high state of charge in tropical warmth degrade steadily, and if a pack self-discharges past its floor, many manufacturers require dealer-level intervention to wake it — assuming a replacement module is available at all. A supercar with a dead traction battery is a very expensive sculpture.

The clock nobody could stop

Here's the part most coverage misses. Singapore's Certificate of Entitlement runs ten years, and it does not pause because a car is in a police compound. Every month these vehicles spent in storage burned entitlement the state had already paid for. A car registered in mid-2023 has spent roughly a third of its legal life going nowhere, and whoever buys it inherits the remainder, not a fresh clock.

That interacts nastily with the exit strategy. Under LTA's PARF rebate rules, the preferential rebate is only available if a car is deregistered inside its first ten-year COE and has never had that COE renewed. The rebate percentage steps down as the car ages. So the storage years didn't just cost maintenance — they quietly ate the residual value that makes an expensive car survivable in Singapore.

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Getting one legal again is its own sequence. Road tax renewal requires valid insurance for the full period and a pass on any due inspection. Cars aged three to ten years are inspected every two years, and LTA's inspection checklist covers exactly the systems that rot in storage: tyres, suspension, shock absorbers, wheel bearings, alignment, and braking efficiency on both service and parking brakes. A seized-and-stored exotic doesn't fail inspection on some exotic technicality. It fails on brakes and rubber.

The lucky-number myth

Cars in Singapore sometimes carry registration numbers worth serious money, and the assumption is that a buyer can flip the plate separately. LTA's rules are stricter than the folklore. A number won at VRN bidding is valid for one year and cannot be transferred at all. A number already on a car can be retained under LTA's retention rules, but only for reuse on another vehicle of the same type that the same person owns — S$1,300 upfront through the standard route, or S$100 if handled by a dealer at the point of registering a new car, with a S$327 fee to replace a number on an existing vehicle. A prestige plate isn't a bearer bond you can post to a stranger. It's an entitlement attached to an owner and a vehicle class, and that's precisely why the trade values dealer involvement here.

What a buyer should actually do

The lesson generalises well past Singapore. If you are looking at any car that has been dormant for years — a repossession, an estate sale, a customs seizure — budget for a full recommissioning rather than a service. That means all four tyres regardless of tread date, a complete brake overhaul including fluid and flex lines, fuel system drain and flush, every fluid and filter, a battery, and an air suspension inspection with the car both cold and at operating height. On any hybrid or EV, insist on a battery state-of-health readout before you bid, not after. Confirm the title and deregistration status in writing, and call your insurer early: an underwriter looking at a six-figure car with a three-year documentation gap and a law enforcement provenance is going to have questions.

These aren't barn finds with a romantic backstory. They're policy artifacts — evidence that outlived its usefulness, held until the statute caught up with the storage bill. The winning bidders are buying a repair schedule with a Rolls-Royce badge on it.

Images Via: Sgcarmart Quotz

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One of the most recognizable McLaren F1s ever built is being offered for sale with a value said to exceed $35 million.

The car is chassis 10R, a 1996 McLaren F1 GTR known to enthusiasts as "The Pop Art F1" for the scarlet and yellow factory livery it wears — a graphic treatment drawn from 1990s British pop art sensibilities and the only such scheme applied to any F1 GTR. That distinction alone makes it the most instantly identifiable example of the model.

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Its provenance runs deeper than the paint. Chassis 10R was the first of just nine cars built to 1996 specification, the quickest and most sought-after version of the racer. It is also one of only two short-tail GTR prototypes in existence, the other being chassis 01R, the car that won the 24 Hours of Le Mans outright in 1995.

Rather than sell it to a privateer team, McLaren initially kept 10R in-house. The car was driven at the 1996 24 Hours of Le Mans during testing before the factory converted it for road use — a transformation that returned a purpose-built racer to public roads.

In 1999 the McLaren was acquired by Nick Mason, the Pink Floyd drummer and longtime collector of significant automobiles. Mason kept the car for 25 years, an unusually long tenure for a machine of this caliber, and the pairing of Britain's most graphically striking F1 GTR with a founding member of one of Britain's most visually iconic bands has become part of the car's story.

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The F1 GTR also occupies a particular place in motorsport history. It stands as the last Le Mans-winning racecar developed directly from a road-going GT hypercar, marking the close of an era in which competition cars and street cars still shared the same fundamental engineering.

Between its prototype status, its factory livery, its testing appearance at Le Mans, its factory road conversion and a quarter-century in the hands of a rock and roll legend, chassis 10R combines a set of circumstances that no future car can replicate — an artifact of 1990s British pop culture as much as automotive engineering.

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Images Via: RM Sothebys

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This weekend's collector car auction calendar is relatively quiet compared to the blockbuster sales coming later in August, but there's still real action for buyers and enthusiasts to track. Here's a rundown of what's crossing the block on Saturday, August 1 and Sunday, August 2, 2026, plus a look at what's coming next.

Sioux Falls Classic Car Auction — Sioux Falls, South Dakota

The headline event of the weekend is the Classic Car Auction Group's Sioux Falls sale, a live auction with online bidding held Saturday, August 1 at 10 a.m. CST inside the Denny Sanford Premier Center. More than 100 lots are on offer, ranging from muscle-era Chevelles and Camaros to pre-war Fords, a 1938 Buick Business Coupe, and a handful of motorcycles and automobilia. Bidder registration and vehicle preview open Friday evening and again Saturday morning at 8 a.m., with a $10 general admission fee (kids 12 and under free). Buyers can bid live in the lane or online through the auction house's site.

Bonenberger Estate Collection Auction — Waterloo, Wisconsin

Just outside Cambridge, Wisconsin, the third installment of the Rick Bonenberger estate sale wraps up its multi-day run with an onsite-only session on Saturday, August 1 at Waterloo Firemen's Park. The sale mixes select vehicles with broader estate and collectible items, following online bidding sessions held earlier in the week.

Smaller Regional Sales

A handful of general estate and consignment auctions with a car or two mixed in are also happening Saturday, including a Kiko Auctioneers sale in East Canton, Ohio, featuring a one-owner 1971 Chevrolet Monte Carlo alongside shop equipment and household goods. These aren't dedicated collector car sales, but they're worth a glance for regional bargain hunters.

Weekly Online Sales Still Running

For online bidders, ongoing weekly consignment platforms such as Miedema Auctioneering and Sotheby's Motorsport continue to list classic, exotic, and collector vehicles with lots closing throughout the week — a good option if a live event isn't happening near you this particular weekend.

Looking Ahead

If this weekend feels light, the calendar heats up fast. MAG Auctions' Hot August Nights sale takes over the Reno-Sparks Convention Center August 6-8 with 600-plus vehicles expected, and then Monterey Car Week arrives August 12-15 with the industry's biggest sales — RM Sotheby's, Mecum, Gooding & Company, Bonhams, and Broad Arrow Auctions all holding marquee sales in and around Monterey and Pebble Beach, California.

As always, confirm exact times, registration requirements, and lot lists directly with each auction house before making the trip — schedules can shift close to sale day.

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A 2008 Jaguar XK convertible showing about 36,000 miles has attracted a high bid of $8,000 with four days left in its online auction, where the car is being sold at no reserve on dealer consignment.

The grand tourer has moved around the West since it left the factory, carrying registrations in California, Colorado, Oregon and Arizona. Its current owner picked it up in April 2025 and has added roughly 3,000 miles since then. The sale includes a clean Carfax report, which shows no accidents or other reported damage, along with a clean Arizona title.

Finished in Ebony over a Charcoal leather interior, the convertible wears a power-operated black soft top and rides on 19-inch Sabre alloy wheels. Those wheels show curb marks, and the Michelin tires mounted to them carry date codes from 2020 and 2023. A corner of the passenger-side taillight lens is broken. Other exterior details include xenon headlights, fog lights and polished exhaust outlets.

Under the hood sits Jaguar's 4.2-liter AJ V8, factory rated at 300 horsepower and 310 pound-feet of torque. Power reaches the rear wheels through a six-speed automatic transmission. The car uses an enhanced Computer Active Technology Suspension setup with adaptive damping, and ventilated discs handle braking at all four corners.

Inside, the heated front seats are power-adjustable and trimmed in Charcoal leather. Equipment runs to an Alpine sound system, navigation, push-button ignition, cruise control and dual-zone automatic climate control. An aftermarket mirror with a built-in back-up camera has been fitted over the factory rearview mirror.

The driver faces a heated three-spoke leather-wrapped steering wheel, behind which sit a 180-mph speedometer and a tachometer redlined at 6,500 rpm, flanking a central digital display. The digital odometer reads 36,000 miles.

The XK arrived as Jaguar's replacement for the long-running XK8, and the convertible version has remained a comparatively affordable entry point into modern British grand touring. With no reserve set, the final price will rest entirely with bidders when the clock runs out.

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A 1963 Ferrari 250 GT/L Berlinetta Lusso backed by extensive documentation and a costly restoration will cross the auction block Aug. 15 as Lot S126 at the Monterey 2026 sale.

Carrying serial number 4635, the car is the 79th of roughly 350 Lussos built between 1962 and 1964. It carries Ferrari Classiche certification with the accompanying Red Book, and Classiche has confirmed its numbers as matching, meaning both the 2,953cc Colombo V-12 and the four-speed manual gearbox are the units the car left the factory with. The paperwork trail also includes SEFAC documents, a Marcel Massini report issued in 2015 and a high-quality modern reproduction tool roll.

The Lusso was delivered new to Garage Francorchamps in Brussels, Belgium. Its engine was rebuilt in Germany in 1996. The following June, during Ferrari's 50th anniversary celebrations in Rome and Maranello, the car sustained minor damage to its right front corner. Repairs were carried out immediately at Carrozzeria Zanisi in Modena, alongside additional restoration work, at a cost of $36,000 at the time. Bare-metal photographs taken during a later restoration confirmed the damage had been confined to the right front headlight area, which was replaced.

That later restoration, completed in 2014 by J&L Fabrication of Seattle, is estimated to have consumed roughly $600,000. Jon Byers handled the bare-metal repaint in Grigio Argento Italver, and Shawn Parkhurst performed the upholstery work in Pelle Rossa. The car has since been serviced by Winning Makes of Santa Barbara, California, at a cost of $62,806.82. It has appeared in Cavallino Magazine issues 93 and 99, and in Prancing Horse issue 124.

Equipment includes Weber 36 DCS carburetors, Magneti Marelli ignition, Koni shocks, Dunlop disc brakes and Borrani wire wheels.

The Lusso arrived at a transitional moment for Ferrari. After 250 GT coupe production wound down in 1960, the company's only enclosed two-seat 3.0-liter V-12 offering was the competition-focused 250 SWB. The Lusso, unveiled at the 1962 Paris Auto Show, filled that gap. Its name is Italian for luxury, and it was never meant for the racetrack, though it borrowed liberally from both the SWB and the 250 GTO.

Pininfarina penned the bodywork, which Scaglietti rendered in steel with aluminum doors, hood and trunk lid. The nose echoes the SWB but stretches longer, flowing into a light fastback roofline and finishing in a GTO-influenced Kamm tail with an integrated spoiler — the first time that detail appeared on a road-going Ferrari.

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An Australian property developer escaped without injury after his Ferrari SF90 broke into two pieces in a crash on the Gold Coast, an outcome that has drawn as much attention for what the wreckage says about the car as for the driver's survival.

Sam Gordon was behind the wheel of the hybrid supercar, worth about $1 million, when the collision tore the vehicle apart. The wreck left the Ferrari separated into major sections, a sight severe enough that the driver's condition became the immediate question. Gordon walked away.

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The severity of the damage and the absence of injury are not the contradiction they appear to be. On a car like the SF90, the two are connected.

The SF90 is built around a carbon-fibre passenger cell engineered to stay rigid under extreme loads. Around that cell sit front and rear crash structures designed to do the opposite. Their job is to deform, absorb and dissipate impact energy rather than pass it along to the person sitting inside.

In a severe enough collision, those sacrificial sections can tear away entirely. That is what a car splitting in half often looks like from the outside. What matters structurally is whether the survival cell holds its shape, and in this case it did. The forces reaching the driver were reduced accordingly.

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The design logic runs counter to instinct. A vehicle that survives a crash largely intact has transferred that energy somewhere, and in a high-speed impact, that somewhere is the occupant. Modern supercars are engineered to break in a controlled, predictable sequence, spending the car to spare the driver.

Photographs of destroyed exotics tend to circulate as evidence of waste or recklessness. In this case, the wreckage also serves as evidence that the engineering performed as intended. The Ferrari absorbed a violent impact, came apart along the lines it was built to come apart along, and kept its passenger compartment intact.

The car is a total loss. The driver is not.

Images Via: onlyforluxury
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On July 28, 2026, a 1964 Honda CL72 Scrambler carrying a Paramount Pictures invoice made out to Elvis Presley closed on Bring a Trailer without a buyer. Thirty-eight bids pushed the silver twin to $14,555 before the clock ran out and the listing flipped to Reserve Not Met. By the arithmetic that usually drives auction coverage, that's a non-story. By the standard we hold ourselves to at Modern Car Collector, it's the more instructive result of the two.

This is not an article about a motorcycle that failed to sell. It is an article about the difference between a name on an invoice and a name on a screen credit — and about what happens when a boldface celebrity attachment runs into the more disciplined instincts of the small group of people actually willing to wire money.

A Small Honda With a Big Name Attached

The CL72 Scrambler was never meant to be a collector's item. Derived from Honda's CB72 Hawk, the 247cc SOHC parallel-twin was built for the booming early-1960s American market for lightweight, dual-purpose motorcycles — the same market Honda was courting with its famous You Meet the Nicest People on a Honda campaign, an effort to convince a mainstream, non-outlaw American public that motorcycling could be respectable, even aspirational. Bikes like this one were sold as disposable transportation, not heirlooms. Few survive with paperwork intact.

This one does. The consignment included a duplicate factory invoice, dated September 23, 1964, documenting delivery to Elvis Presley in care of Paramount Pictures Studios in Los Angeles. That single sheet of paper is the entire premise of the listing — and, properly understood, it is genuinely rare. Small-bore Japanese motorcycles from this era were not inventoried, insured as collectibles, or kept alongside their sales paperwork for six decades. The invoice is the artifact. The motorcycle is its supporting evidence.

The Difference Between "Delivered To" and "Seen With"

1964 was also the year Presley co-starred with Barbara Stanwyck in Roustabout, a picture built around carnival life and motorcycles, in which Presley rode a Honda on screen. That coincidence did a lot of work in the comment section beneath this listing, where longtime bidders debated whether this CL72 was connected to the film. It likely wasn't. Several close readers of the listing pointed out that the screen-used Honda in Roustabout was a different, larger model — which means this Scrambler's significance rests entirely on the invoice's claim of personal delivery, not on any documented appearance in Presley's films or public life.

That distinction matters more than it might seem. Collectors have learned, often expensively, that “delivered to” and “seen with” are not interchangeable categories of provenance. A factory shipping record proves a transaction. It does not prove attachment, use, sentiment, or duration of ownership — and serious buyers increasingly price that gap rather than ignore it. Our earlier coverage of Steve McQueen's Husqvarna Motocrosser made a similar point about a different icon and a different bike: the market pays a real premium for documented use, and a smaller, more cautious premium for documented delivery alone.

Attention Without Conviction: Reading the Bid Sheet

On paper, the numbers around this sale look like a hit. Over fifteen thousand page views, more than a thousand watchers, eighty-two comments, and thirty-eight competitive bids from a genuine cross-section of bidders — not a single party running the number up alone. That is real engagement, not a fluke. But engagement measures curiosity. It does not measure conviction, and the two are frequently confused in celebrity-adjacent lots.

The seller, posting under the handle Niteroi, put it plainly once the auction closed: "we were far apart this time." Thirty-eight bids is not a thin market — it is a crowd that showed up, looked closely, and stopped short of the number the consignor needed. That is a healthy market functioning correctly, not a failed one. It is close to what we described in our look at a reserve-not-met Lamborghini Countach 25th Anniversary earlier this year: an unsold lot is not evidence the market has cooled. It is often evidence the market is pricing condition and documentation more precisely than the surrounding hype suggests it should.

The Salvage Brand No One Could Bid Away

Buried near the bottom of the listing, past the invoice and the mechanical work, sat the detail that likely did the most damage to the final number: the California title carries a Salvaged brand. A branded title follows a vehicle permanently, regardless of how clean the current bodywork looks or how compelling the backstory attached to it is. It signals that, at some point in this motorcycle's sixty-two years, an insurer or state authority determined it had been a total or constructive loss. That history is now part of the CL72's permanent record, and it will suppress value at every future sale, not just this one.

Add to that an odometer showing just fifteen miles — about five of them ridden under the current owner, who acquired the bike in 2025 — with total lifetime mileage explicitly listed as unknown, and a non-operational original speedometer removed and included as a separate, unattached piece. None of this is disqualifying on its own. Together, it describes a motorcycle whose paper trail proves where it went in 1964 but goes nearly silent on where it went for the next sixty years. That silence, more than the Presley name, is what kept serious money from reaching the reserve.

What Serious Collectors Should Take From This

The lesson here isn't that celebrity provenance doesn't matter. It's that celebrity provenance is not a single category — it's a spectrum, and buyers who treat every boldface name attachment as equally strong will eventually overpay for the wrong end of it. A factory delivery record to a star is meaningfully different from a documented ownership history, which is meaningfully different from verified screen use, which is meaningfully different from photographic evidence of the star actually riding the specific machine in question. This CL72 sits at the weakest end of that spectrum, and thirty-eight bidders priced it accordingly.

It's also a reminder that title branding and mileage gaps are not cosmetic footnotes to be waved away by a good story. They are structural facts that follow a vehicle into every future transaction, the same way originality and matching numbers do on the four-wheeled side of this hobby — a principle we've returned to often, including in our look at a 1960 Porsche 356B Sunroof Coupe Abarth Tribute that drew its strength from an unbroken, honestly documented history rather than a famous name. Honda's own collector market, from Scramblers like this one to modern icons like the Honda S2000, rewards exactly that kind of discipline.

A famous name can fill a comment section. It takes a clean title and an accountable odometer to fill a reserve. The thirty-eight people who bid on this Honda weren't dismissing Elvis Presley — they were correctly pricing a Scrambler whose most compelling evidence sits on an invoice, not in the ownership history that followed it. In today's collector market, that is very often the whole story hiding behind the headline.

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A one-off Bugatti is usually a photo studio creature. It gets shot on a plinth, lit from eleven angles, released to the press, and then vanishes into a climate-controlled garage somewhere with a dehumidifier and a battery tender. So it's worth noting that the W16 Mistral "Blanc Éternel" — the porcelain-trimmed car Bugatti revealed on July 1 — has already turned up rolling around Monaco under its own power, caught on video among the traffic like it's a leased A-Class.

Good. Cars should move. But the specifics of this particular car make that a more interesting decision than it first looks.

What's actually on the body

Start with what Bugatti says it built, because the official release is unusually detailed about process. The white body is finished first, then sanded and prepped. Every black line is laid down by hand in tape, the surrounding area is counter-masked, the original tape is stripped away to expose the channels, and those channels get sprayed black. It's the reverse of what you'd assume from looking at the car — the black isn't applied over the white, the white is masked so the black can be sprayed into the gaps.

The pattern itself isn't decorative doodling. Bugatti designed the Mistral entirely digitally, with no clay model, building the shape out of NURBS surfaces — non-uniform rational B-splines, the mathematical patches that CAD software stitches together to make a continuous body. Every car has that patch layout hiding under its skin. On this one, it's been painted onto the outside. You are looking at the car's own construction file.

The porcelain is real, fired at Königliche Porzellan-Manufaktur in Berlin, and Bugatti buried the genuinely useful engineering nugget deep in the release: porcelain shrinks roughly 17 percent in the kiln. Every piece has to be modeled oversized by a calculated margin so it lands on dimension after firing. That's why porcelain almost never appears as a fitted automotive component — you can't machine it to spec afterward the way you can a billet aluminum switch. You have to predict the shrink, fire it, and hope.

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Outside, the porcelain covers the EB emblem, the fuel and oil caps, and two engine-cover inlays wearing KPM's royal scepter mark. Inside, it's the speaker cover plate, two kneepad inlays, the gear-shifter shells, a center-console armrest inlay, and the window-lifter buttons. Those last three are the ones that matter: they're contact points. This isn't a display case behind glass. Somebody's thumb is on a fired ceramic window switch.

The repair math nobody in the press release mentions

Here's where a Monaco commute gets interesting.

A stone chip on a normal Bugatti is a paint job. A stone chip here means a body shop has to re-derive a line pattern that came out of a CAD surface layout, re-tape it by hand across a compound curve, counter-mask it, and respray — and the lines run across panel gaps, so a single-panel repair has to register perfectly with the panels either side of it. There is no factory decal to order. The original was done by hand on this specific shell.

Crack a porcelain window switch and you're not calling a parts counter. You're going back to Berlin, to the people who calculated the 17 percent shrink on that exact part, to have another one modeled, fired, and hoped over. Glaze and white tone have to match a piece made a year earlier from a different batch.

Then there's the interior. Bugatti says the black linework on the white leather is painted — directly onto the hide, masked by hand, using a process it had to develop specifically for this car. Painted leather is a wear surface. It creases, it takes body oils, it fades under UV. In an open-top car, on the Côte d'Azur, in July.

For an owner, that adds up to an agreed-value policy with a specialist underwriter and a very serious conversation about deductibles, because there's no book value on a car that exists once and no independent shop qualified to touch the finish.

The Monaco irony

Monaco's road code caps drivers at 50 km/h, with sections signed down to 30 or up to 70. The Mistral's technical sheet lists 420 km/h in Top Speed mode and 1,600 Nm available from 2,250 rpm all the way to 7,000. You are using something under two percent of the car's velocity envelope and driving on a whisper of the torque curve.

That's not the real problem, though. The real problem is 115 mm of ground clearance to the underbody, and Monaco's underground parking ramps. The car has a Lift setting that gets it to 125 mm front and rear, and any owner in the Principality will be leaning on that button constantly.

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Consumption is its own comedy. The tank holds 97 liters. WLTP low-phase — the stop-start city cycle, which is essentially all Monaco has — is 40.7 l/100 km. That's roughly 240 km of range on a full tank if you never leave town, and worse if you're idling a 7,993 cc sixteen through Casino Square in traffic.

Why this car exists now

The timing isn't coincidental. Two weeks after Blanc Éternel was shown, Bugatti confirmed that production has ended — all 99 W16 Mistrals built, the final car finished in Pearl and Sparkle. The Mistral was the last road-going home for the quad-turbo W16, and Bugatti bookended the engine's two decades by going back to the same porcelain house it worked with in 2011.

That first car was the Veyron Grand Sport "L'Or Blanc," unveiled at KPM's Berlin workshops on June 30, 2011 — the first car to wear porcelain inside and out. KPM owner Jörg Woltmann's line at the time still holds up: "Now, it is also the fastest porcelain." Frank Heyl, who worked on that Veyron by hand, is now Bugatti's design director and signed off on this one.

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If you want a piece without the seven-figure entry fee, KPM sells the tie-in porcelain collection — a To-Drive Cup and the Aviator Cup in two sizes, capped at 1,000 handmade pieces, running €195 to €225. It is, functionally, the same material as the shift-lever shells. Small-run branded porcelain from a 260-year-old house tends to hold value better than most manufacturer merchandise, for whatever that's worth.

The practical takeaway for anyone buying at the sharp end of coachbuilt hypercars: a Sur Mesure commission this labor-intensive isn't just a paint upgrade, it's a permanent liability on the maintenance side. Ask before you commission whether the atelier will keep tooling, molds, and pattern data on file, and get it in writing. Fifteen years from now, that documentation is the difference between a repair and a write-off.

Images Via: monaco_luxurystyle

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On paper, the headline out of Silverstone was simple: a low-mileage Jaguar XJ220 from Anthony Hamilton's personal collection sold for £506,250 at The Iconic Sale at the BRDC Classic, a new UK live-auction record for the model. But the more interesting number from that Saturday isn't the half-million-pound Jaguar. It's eight — the number of live-auction records set across a single 164-lot sale, spanning everything from a Group B-era rally car to a modern Japanese homologation special. That spread, not any one result, is the real story.

Iconic Auctioneers staged the two-day sale on 24 and 25 July as part of the BRDC Classic at Silverstone Circuit, offering 164 lots split between competition cars and road-going collectors' cars. More than 700 bidders registered, with interest arriving from as far as Australia, the United States and Japan. The combined total reached £8.2 million. Eight lots didn't merely sell well; they reset live-auction benchmarks outright — four UK records and four world records — across a strikingly wide range of marques, eras and price points.

The marquee result came from a 1994 Jaguar XJ220, one of only 69 examples built to UK, right-hand-drive specification. Jaguar built 275 XJ220s in total between 1992 and 1994 at its purpose-built Bloxham facility, a run that fell well short of the deposits taken when the car debuted as a four-wheel-drive, V12 concept at the 1988 British Motor Show. By production, Tom Walkinshaw Racing had reworked it into a twin-turbocharged V6 driving the rear wheels only — a change that cost Jaguar a wave of cancelled orders and, on track, didn't stop a TWR-built XJ220C from winning its class at Le Mans in 1993, only to be disqualified in a post-race technical dispute. It's a car whose reputation was shaped almost entirely by controversy rather than by what it actually was.

This particular example tells a calmer story. Its previous owner held it for 25 years before the car passed into the Hamilton collection, and it has covered just 3,277 miles from new, accompanied by a complete service history. In a market where XJ220 values have long carried the weight of that troubled launch narrative, unbroken, single-family stewardship like this is worth more than any spec sheet. It's the difference between buying a car people once argued about and buying a piece of history nobody touched.

The Jaguar was the standout of a 27-car collection assembled over decades by Anthony Hamilton — a name familiar to any Formula 1 follower as the father of seven-time World Champion Lewis Hamilton, but notable here on its own terms as a genuinely considered body of work. What sold under the Hamilton name wasn't a trophy case of obvious blue-chip metal. It was deliberately broad: early Austin-Healey and Triumph sports cars, a run of Mini variants, Jaguar E-Types alongside tool-room C-Type and XKSS recreations, Mercedes-Benz SLs, Aston Martins spanning the V8 Series 3 to the Lagonda, and modern David Brown Automotive restomods. Taken as a whole, it reads less like an investment portfolio and more like the working library of someone who has spent decades actually driving British motoring history, not just storing it — a distinction worth remembering, and one we explored in depth inside the Estate of John Harrah, a collection built on the same principle of depth over trophy-hunting.

Three more UK records fell alongside the Jaguar: £241,875 for a 9,201-mile, first-registered-keeper 2007 Porsche 911 (997.1) GT3 RS making its first appearance on the open market since new; £104,625 for a painstakingly recreated 'Eleanor' Mustang built around an original 1967 390 GT; and £72,000 for a matching-numbers 1973 Citroën SM. None of those cars compete in the same category as the XJ220, and that's the point. Bidders weren't chasing one type of car that afternoon — they were paying record money across driver-focused Porsches, replica-built movie icons and idiosyncratic Franco-Italian grand tourers alike.

The four world records make an even sharper argument. A pair of ex-works 1985 Opel Manta 400s, campaigned in period by rally stars including Russell Brookes and Jimmy McRae, each sold for £157,916 — serious money for Group B-era rally saloons that most collectors outside British rallying circles would struggle to place. A David Brown Automotive Mini Remastered brought £92,250. A 2015 Subaru Impreza WRX STI S207 NBR, one of just 100 Yellow Edition examples built and believed to be the only one in the UK, made £43,875. And a 1985 BMW Alpina B10 3.5 — a factory-built E28 that most casual enthusiasts have never heard of — sold for £48,375.

None of those four cars would have been called "collectible" by the standards that governed this hobby a generation ago. They're being bought now by buyers who grew up wanting them, rather than inheriting a taste for them — the same generational shift we've tracked as Gen X and millennial buyers reshape the market. What's changed isn't the cars. It's who gets to decide what counts as significant.

A caveat belongs here, in the interest of precision: "world record" claims for niche models like a Group B Manta or a UK-market Impreza S207 reflect a shallow pool of comparable public sales, not necessarily deep, liquid demand. A single determined underbidder can manufacture a record in categories this thin. But eight records in one sale, spread across four genuinely different genres of car, is not noise. It's a pattern, and patterns are what serious collectors should be reading for.

For buyers moving into these segments — a shift we've tracked in our own coverage of the best JDM cars worth investing in and the most collectible modern BMWs — the lesson from Silverstone is that the fundamentals haven't changed even though the price tiers have. The Impreza that set a record wasn't just rare; it was a documented, single-market example in a colour and specification few surviving cars share. The Alpina wasn't just an obscure BMW; it was factory-built, UK-supplied and maintained with real paperwork. Rarity opened the door. Documentation and originality decided the price.

The £506,250 Jaguar will be the number that travels furthest from this sale, and it deserves to: a 3,277-mile XJ220 with a quarter-century of single ownership is a genuinely significant car, Hamilton name or not. But collectors reading the full results sheet will notice something else. The market's centre of gravity is widening, not shifting — blue-chip British sports cars and rally-bred hot hatches setting records in the same afternoon, bought by an increasingly global and increasingly generationally diverse pool of bidders. That's a more durable story than any single price, and it's the one worth remembering the next time an "Iconic" sale rolls back into Silverstone.

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A 2020 Lamborghini Sián FKP 37 that has covered just 284 miles since new will be offered at The Quail Auction on Friday, Aug. 14, 2026, carrying a presale estimate of $2.5 million to $3 million.

The car is one of 63 coupes built. Lamborghini capped total Sián production at 82 cars, splitting the run between the coupes and 19 roadsters — a tally chosen to echo 1963, the year Ferruccio Lamborghini founded the company.

Introduced in September 2019, the Sián was the first Lamborghini road car to use any form of electrified propulsion. The break with tradition extended to the name, which comes from Bolognese dialect and translates roughly as flash or lightning rather than borrowing from the fighting bulls that named earlier models. The FKP 37 suffix honors engineer Ferdinand Karl Piëch and the year of his birth.

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Mitja Borkert, who has led Lamborghini's Centro Stile since 2016, developed the production car from his Terzo Millennio concept. The result mixes Countach cues — the recessed front bodywork, side intakes and triple taillights — with Y-shaped headlights, an electrochromic roof panel and a finned rear deck fitted with active cooling flaps.

Underneath, the Sián borrows heavily from the Aventador SVJ, including the carbon fiber monocoque, four-wheel steering and pushrod twin-wishbone suspension. The 6.5-liter V12 gained titanium intake valves, a new exhaust and revised engine mapping, lifting output to 774 horsepower from the SVJ's 759.

The hybrid hardware is unconventional. A compact electric motor sits within the seven-speed single-clutch transmission and draws energy from a supercapacitor rather than a battery pack. The supercapacitor stores less energy but charges and discharges far faster, refilling completely under every application of the brakes. The motor fills torque gaps between shifts and adds thrust up to 80 mph, pushing combined output to 808 horsepower. The entire system adds roughly 75 pounds.

Lamborghini quoted a zero-to-60 mph time of 2.8 seconds and a top speed of 217 mph. Braking comes from six-piston front and four-piston rear calipers gripping carbon ceramic discs, reworked to handle regeneration duty.

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Each Sián was configured through Lamborghini's Ad Personam program, and this example wears a one-off finish that fades from Bianco Asopo at the nose into Grigio Liqueo, accented in Verde Lampros. The green carries into a cabin trimmed in Nero Cosmus Poltrona Frau leather and Alcantara. Options exceeded $260,000, among them the $105,000 Carbon Package 1 and more than $157,000 in bespoke exterior work.

Delivered new in March 2021 to a private owner in Los Angeles, the car has stayed in the area and shows a clean CARFAX report. Lamborghini of Newport in Irvine, California, completed a preemptive sixth-year service in April 2026, with invoices totaling close to $16,000. The original window sticker accompanies the car.

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Images Via: Broad Arrow Auctions

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A 1996 Ferrari F355 crossing the block at Barrett-Jackson's 2026 Las Vegas auction, without reserve, will not be judged by matching numbers, factory colour codes, or service books. It has none of those in the traditional sense. Its bodywork was hand-sculpted in clay before being digitally scanned. Its twin-turbocharged V8 was built by a California fabrication shop, not Maranello. Its finish looks less like paint than weathered concrete, an intentional patina applied to a car that, underneath, is barely broken in. This F355 made its debut not at a concours lawn but at the SEMA Show.

None of that makes it unimportant. It makes it a different category of object entirely, and understanding that distinction is more useful to a serious collector than any hammer price.

What Actually Made the F355 Collectible

Ferrari built the F355 from 1994 through 1999 as the replacement for the 348, and it remains the car most credited with rescuing Ferrari's reputation for build quality and daily usability after a difficult decade. The 3.5-litre V8, with five valves per cylinder, produced 375 horsepower, and buyers could choose a traditional open-gated six-speed manual or, from 1997, Ferrari's first electrohydraulic paddockshift, the F1 transmission. Roughly 11,000 examples were built across Berlinetta, GTS targa, and Spider body styles.

The collector market has been quietly re-rating clean, manual, matching-numbers F355s for several years now, and the reasoning is straightforward: it is the last Ferrari V8 to offer a true gated manual before paddle shifters became standard, and it remains one of the few relatively attainable entry points into a factory-original, air-cooled-era Ferrari ownership experience. That value is built entirely on originality, documentation, and mechanical honesty. Our earlier look at what "matching numbers" really means for a collector car explains why that single detail carries so much weight in valuations across the board, not just for Ferrari.

A professional restomod house taking a different approach with the same chassis, as we covered when Evoluto's reimagined Ferrari F355 completed testing ahead of a limited production run, at least still aims to preserve and refine the driving character Ferrari built into the car. The Barrett-Jackson car has no such ambition. It was never trying to be a better F355. It was trying to be something else altogether.

A Build, Not a Restoration

The specification sheet reads more like a concept car than a collector car. A custom twin-turbo system, fabricated by Voodoo Design, uses centre-mounted, mirror-image Xona Rotor turbochargers on a bespoke CNC frame, feeding 3D-printed intercoolers tucked behind the rear tyres. Tubi headers route into a ceramic-coated Inconel exhaust with 3D-printed tips. The suspension is a hidden AccuAir air-ride system, with an F430 Scuderia diffuser at the rear. The bodywork borrows visual cues from three different Ferrari eras at once: front-end styling influenced by the F40, fender and hood vents inspired by F430 Super GT race cars, and a carbon-fibre wing modelled after the 488 GTC. The rear engine cover is acrylic, cut from aircraft windshield material. The wheels are one-off, polished, fifteen inches wide at the rear.

This is not restoration work in any sense the collector market usually means. It is closer to coachbuilding as performance art, executed on a Ferrari chassis instead of a blank canvas. That distinction matters because it changes the question a buyer should be asking. Nobody bids on this car to preserve Ferrari history. They bid on it because it is a genuinely well-executed, one-off piece of automotive sculpture with real engineering behind it, and because owning the only one of something still means something in car culture, even when that something isn't a factory Ferrari anymore.

Why "No Reserve" Means Something Different Here

No-reserve status usually signals seller confidence, backed by an active comparable market. A numbers-matching Ferrari, Corvette, or Bel Air sold without reserve tells bidders the consignor trusts an established market to find fair value; we saw that logic at work in a 1957 Chevrolet Bel Air that abandoned matching-numbers status by design and still had a clear market logic behind its build choices. A one-off show car has no such comparable sales to lean on. Every bid is a fresh negotiation between the room and the car, decided almost entirely on visual impact, build quality under close inspection, and how much the audience wants to own the only example in existence. That is a fundamentally different kind of price discovery than the one collectors use for blue-chip originals, and it is worth remembering before treating any number this car brings as a data point for F355 values generally. It isn't one.

The Real Story: A Market Splitting in Two

The more useful lesson here isn't about this specific Ferrari. It's about how clearly the collector market has split into two lanes that rarely intersect. One lane still runs on provenance, originality, and documentation, the traditional grammar of collector cars, where a car's value compounds precisely because it hasn't been changed. The other runs on execution, spectacle, and story, where a car's value comes from what was done to it and how well it was done. We made a similar argument recently about a Ferrari SF90 Spider whose real significance had nothing to do with its auction bid, and the same logic applies in reverse here: the interesting part of this F355 isn't what it might sell for, it's what building it required and what buying it says about the purchaser.

Neither lane is wrong, but they are not interchangeable, and confusing them is where collectors get hurt. A car built for attention rarely holds value the way a documented original does, because its worth is tied to novelty and craftsmanship rather than history that only grows scarcer with time. That doesn't mean modification is inherently value-destroying; thoughtful, sympathetic upgrades can even help a daily-driven collectible, a point we explored in our guide to upgrades that don't hurt resale. But there is a wide gulf between a sympathetic upgrade and a full identity change, and this F355 sits firmly at the far end of that spectrum.

The Takeaway for Serious Buyers

Collectors rarely pay a premium for horsepower alone. They pay for moments in history, for originality that compounds like interest, or, occasionally, for a piece of rolling craftsmanship so complete that it becomes its own justification. This Ferrari F355 belongs firmly in that last category. It will never be mistaken for a numbers-matching example, and it was never meant to be. The buyers who understand that distinction, and bid accordingly, will be the ones who walk away satisfied regardless of the final number on the board.

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A treasure trove of antique French automobiles is about to come up for sale this summer at the Pebble Beach Auctions August on August 14–15th. These cars, which come from one of the most famous collections, The Mullin Collection, are rare and wonderful. Best of all, they’re all being sold without-reserve. 

French cars are probably most well-known for having sculptural lines, attention to detail, and extraordinary craftsmanship. They offer a flair and elegance not always found in German, British, Italian, or American cars. With an opportunity like this, you will want to ensure you are ready to strike when each one of these no reserve offerings cross the block by registering to bid here. Start browsing these French offerings now but be warned, there are a lot more hidden gems the auction house has up their sleeves within the rest of the catalogue. Here are our standout French favorites: 

The1930 Bugatti Type 43A Roadster is astonishingly rare. Only 19 examples were ever built, with only two going to the US prior to WWII. Only 10 of the 19 remain. This one was delivered to its owner Count Stanislas Czaykowski of Paris and then was raced by subsequent owners until it sold to Peter and Merle Mullin in 2007. The Mullins were rightfully delighted by the condition of the car, which has been largely untouched since the 1960s. 

But the Mullins’ Bugatti obsession didn’t end there. The1930 Bugatti Type 46 Convertible Coupe has a completely known history from new, and has been in the collection for over 25 years. The Type 46 is famous for being Bugatti’s largest production model to date, with a 5.4-liter, SOHC straight-eight engine that used three valves per cylinder. While most Type 46s were equipped with large-scale bodywork, this chassis, 46360, was built by Molsheim Works and was ultimately restored by Peter and Merle Mullin to suit its rakish sporting coachwork by noted restorationist Alan Taylor. 

Another super rare Bugatti found from this collection, the 1928 Bugatti Type 43/49 Roadster, was produced as a supercharged Type 43 and is known among experts for being bodied with factory coachwork with styling cues that clearly make it a predecessor to the Type 55 Super Sport Roadster. This particular chassis was upgraded to Type 49 engine specifications in the ‘60s, with a fascinating history file that details owners’ correspondence with Bugatti Works. The car was exhibited all around the world by the Mullin Collection and is also eligible for Bugatti clubs and events just about anywhere.  

Last, but not least for the Bugattis from this collection, the 1930 Bugatti Type 54 Roadster is a faithful recreation of the Zdenek Pohl Type 54 Roadster using numerous factory components and wearing the original O.Uhlik coachwork of the car. So much extensive research and sourcing went into this project that, at the 1991 Pebble Beach Concours d’Elegance®, chassis no. BC070 was awarded the Chairman’s Cup. Its remarkable Roadster coachwork, grand prix-style dashboard and massive 5 litre twin overhead cam supercharged inline eight-cylinder engine make for a lot of fun to be had by its next owner. 

There are also so many if-you-know-you-know, special French cars in this auction that exemplify the collector’s eye for design and innovation. The 1928 Lorraine-Dietrich B3-6 15CV Sports Roadster is a rare survivor of Lorraine-Dietrich’s Le Mans winning model B3-6 and has undergone a painstaking restoration, leading to its winning of Second in Class at Pebble Beach in 2010. Another stunning roadster, the 1924 Chenard & Walcker T5 Roadsterwas built by the 1-2-3  winners of the inaugural Le Mans 24 Hours and has a history directly traced from new. The 1912 Delaunay-Belleville Omnibusis a stunning example of the premiere automobile brand of Pre-war France that was reportedly used to shuttle Royal Guests throughout Russia. 

And of course, you can’t have a French collection without a few Avions Voisins. The 1922 Avions Voisin C3 Strasbourg was displayed at the 2006 Pebble Beach Concours d’Elegance®, driven on the Tour d’Elegance, and is a well executed recreation of the 1922 Strasbourg Grand Prix winner with correct-style trim details and finishes. Another breathtaking recreation, the 1923 Avions Voisin C6 Laboratoire Recreation, typifies the radical new design of the first Moncoque Grand Prix Car, and even has an interior upholstered in tan leather by Hermes. Rounding out the AV trio, the 1923 Avions Voisin C3 Limousine is notably the second production model from Avions Voisins and is one of only fifteen known survivors, sporting a striking factory limousine coachwork. 

The 1905 Léon Bollée 45 HP Side-Entrance Tonneauis a historical marvel, built by the pioneering Boleé family and boasting original open touring coachwork by the famed Carrossier, Rothschild. The 1922 Renault Model JV 40 HP Phaeton Landaulette was the pinnacle of Renault’s brand range. With a 9.1 liter six-cylinder engine and 17.5 foot wheelbase, it’s downright majestic. 

The 1929 Talbot M-75 Touring Coupe is also super special as a rare example of De Vizcaya designed ‘Tout Alu’ coachwork that makes it an Art Deco masterpiece, begging for a concours debut. The 1932 Amilcar M3 Berlinecomes from one of France's best known Voiturette manufacturers and has been exquisitely restored for its Art Deco styling features. Last, but not least, the 1910 Peugeot Type 134 22 HP Touring Caris a single-year model, featuring a 290 CID four-cylinder engine and four-speed gearbox and beautifully typifies Peugeot's pre-WWI heyday. 

Whether you’re new to French antique cars or have been obsessed for a while, like us, the Mullin collection is absolutely unmissable, basically the best French collection out there. The Gooding Christie’s Pebble Beach Auctions is fast approaching, so don’t miss the chance to register to bid or check out the online catalogue for more. 

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A 1989 Porsche 911 Speedster finished in a color few buyers ever ordered has climbed to a $257,000 high bid at online auction, with five days still left on the clock.

The car is one of 823 Speedsters built for the U.S. market that model year, but its specification sets it apart from nearly all of them. It was ordered through Porsche's Sonderwunsch, or Special Wishes, program in paint-to-sample Ruby Red Metallic over a leather-to-sample Silk Grey interior, with more than $6,000 in additional Exclusive and miscellaneous equipment layered on top.

Its first owner collected the car in Germany under Porsche's Tourist Delivery Program and held onto it for 32 years, covering most of the roughly 6,000 miles now showing on the six-digit odometer. Factory records list a production completion date of June 26, 1989.

The Speedster shared the widened rear bodywork of the 911 Turbo of the period and traded the standard Carrera's greenhouse for a chopped windscreen and shortened side glass, topped by a fiberglass twin-hump rear deck that hides the black soft top. Other exterior details include headlight washers, integrated fog lights, rear bumperettes and a single exhaust outlet.

Motivation comes from a 3.2-liter flat-six with Bosch fuel injection, rated when new at 215 horsepower and 195 pound-feet of torque, sending power rearward through a G50 five-speed manual transaxle and a limited-slip differential. Staggered 16-inch Fuchs wheels wear Pirelli P Zero Rosso tires fitted in February, when the engine oil, spark plugs, gearbox fluid and brake fluid were all serviced. Cross-drilled rotors sit behind black calipers with Porsche script.

Inside, power-adjustable seats are trimmed in supple leather with contrast piping, and extended leather wraps the instrument panel housing, steering column casing and parking brake lever. Rear seats were deleted in favor of a velour-lined luggage shelf. A Blaupunkt Reno cassette stereo occupies the optional Type B center console, which also carries a voltmeter and temperature gauge. A four-spoke steering wheel on a raised hub frames VDO instruments, including a central tachometer redlined at 6,300 rpm and a 170-mph speedometer.

Creature comforts run to air conditioning, cruise control, a heated driver's seat, an alarm system and an amplified sound system.

The selling dealer in Arizona is offering the car at no reserve. Paperwork includes the Porsche production specifications sheet, the tourist delivery order form, the original window sticker, the owner's manual and service records. A Carfax report shows no accidents or damage, 14 service entries and a last reported reading of 5,205 miles. The title is clean and issued in Michigan.

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A 1964 Porsche 904 Carrera GTS with a documented racing record and an unusually long single-owner history is coming to market for the first time in decades, carrying a presale estimate of $1.8 million to $2.2 million.

Chassis 904-043 rolled out of the factory on March 6, 1964, finished in orange over blue velour — a combination almost nobody ordered. Of the 107 production 904s built, just three left the factory in orange, and the other two went to buyers in the Netherlands. This one went to Florida, delivered through Brumos, the Jacksonville dealership that would become synonymous with Porsche racing in America.

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Its first owner was Jack Ryan of RBM Motors, a Volkswagen dealer in Griffin, Georgia, who bought the car with help from Brumos associate and amateur racer Bill Bencker. The two had wanted a 904 in hand for the 1964 Daytona Continental, but their allocated car went to a European customer instead. When 904-043 became available, it was flown into Atlanta and trailered to Jacksonville only days before making its competition debut at the 12 Hours of Sebring.

That first outing was rough. Wearing No. 39, the car took front-end damage early and later lost a rod bearing, though Ryan and Bencker covered enough distance to be classified 31st overall. Ryan kept campaigning it through the year in SCCA and USRRC events across the Southeast, finishing fourth overall in SCCA E-Modified and closing the season with class wins at Bahamas Speed Week.

The 1965 season brought better results. Ryan added powerboat champion and hill climb specialist Ted Tidwell to the lineup, and the trio took ninth overall and third in class at the Daytona Continental against Cobra Daytona Coupes and Ferrari 250 GTOs. A return to Sebring, this time with flared front fenders and magnesium rear wheels, produced a 28th-place finish.

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Ryan advertised the car in 1966 for $7,500. It passed through several hands, losing its original four-cam engine along the way to a 911 T unit, before ophthalmologist David Stinchcomb bought it in January 1973 and drove it 1,200 miles from Chicago home to Albuquerque, New Mexico. He wrote about the trip for Porsche Panorama the following year, describing the car's reliability and its unmatched purity of line.

Stinchcomb kept it for more than 50 years, repainting it silver and showing it regularly at Porsche Club events. At one gathering, he met the owner of the car's original engine, and an agreement was struck to reunite the surviving pieces. The case, cylinder heads and crankshaft accompany the car today, along with its matching-numbers transaxle, chassis tag and data plate.

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Images Via: Goodingco

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Somebody bought a 1967 Mercedes-Benz 250 SE Cabriolet for $35,000, a number that wouldn't raise an eyebrow at any regional collector-car sale. What makes the transaction worth a second look is what the car was supposed to be: the personal convertible of conductor and composer Leonard Bernstein, wearing New Jersey vanity plates reading MAESTRO1, allegedly fitted with a cassette deck by the maestro himself. Hagerty Marketplace's own team tried to confirm that story before the auction ran. They couldn't. The car sold anyway, for a figure that looks a lot like what an unremarkable, undocumented 250 SE Cabriolet would bring. That gap between the pitch and the price is the actual story here, and it says more about how the market treats an unprovable claim than any single celebrity rumor could.

A claim that couldn't be verified

The listing itself is fairly ordinary underneath the headline claim. Chassis 111.023.12.087375 is a U.S.-market automatic with 60,895 miles marked "too mileage unknown," service records dating to 1988, and a consignor who has owned it since 1991. It also carries real, disclosed flaws: the original hydro-pneumatic rear suspension has been swapped for a conventional setup, the cold-start injector needs about ten seconds to catch, and the clock doesn't run. None of that is disqualifying for a 58-year-old convertible, but it places the car solidly in driver territory rather than concours territory.

The Bernstein claim is where things get interesting. According to the consignor, the car was purchased in 1978 by Amberson Enterprises, Bernstein's publishing company, and later carried a New Jersey plate reading MAESTRO1 that Bernstein supposedly ordered himself. What's unusual is that Hagerty's own listing discloses its attempt to check this out and admits it came up short: the company says it contacted The Leonard Bernstein Office, which found no record connecting him to this specific car but did confirm that in the 1980s he had a taupe Mercedes convertible with the MAESTRO1 license plates. That detail lends some texture to the story, but it stops well short of confirming this VIN. Most auction copy would have quietly dropped that ambiguity. Hagerty printed it.

What the bidders actually said

Buyers noticed the gap immediately. One commenter, posting under the handle CharlesMitchell_j2rb, wrote plainly that without documentation the Bernstein story is of no value, having apparently owned a lookalike car decades earlier. Another commenter, identifying himself as a former elected official from Bernstein's hometown of Lawrence, Massachusetts, recalled seeing what he believed was Bernstein's Mercedes convertible there in 1983, but remembered it as a darker, brownish color with a New York plate, which doesn't quite square with the consignor's account of grey-beige paint and a New Jersey-to-New York registration history. That's not proof of anything either way. It's two imperfect memories politely disagreeing in a comment section, which is exactly the kind of scrutiny a six-figure claim on a five-figure car invites.

None of that skepticism kept people away. The listing drew 21 bids and nearly 11,800 views over two weeks, numbers that suggest the Bernstein story drew real interest. Whether that interest translated into a higher price is a separate question, and the sale price is where that question gets answered.

Pricing an ordinary driver

Set against comparable 250 SE Cabriolet sales, $35,000 lands closer to the floor of this market than the middle. The Classic Valuer, which tracks roughly a dozen public sales of this model since 2020, puts the median at $70,350 and the low mark at $19,950. A parts-only, non-running 250 SE Cabriolet sold by RM Sotheby's out of the Rudi Klein Junkyard collection brought $20,160 in late 2024, establishing something close to a scrap-value floor for the model. At the other end, a nicer 1966 example consigned to Gooding & Co.'s 2024 Pebble Beach sale carried a $250,000 to $300,000 estimate and still sold without reserve for $179,200, itself a reminder that even well-presented, presumably better-documented cars in this range routinely miss their targets. None of these are apples-to-apples comps; body condition, drivetrain originality, and consignment venue all move the number independently of any provenance story. But the pattern is consistent enough to be useful: this car's actual mechanical condition, not its celebrity backstory, appears to explain where it landed. That's worth remembering next time a listing leans on numbers-matching claims or lookalike history instead of paperwork, because the market tends to price what it can verify.

The reserve, the rebid, and two pricing details worth confirming

There are a couple of pricing details in this sale worth clarifying. The listing shows a top live bid of $31,500 when the clock ran out, but the final result is recorded as sold after for $35,000. Per the marketplace FAQ, that phrase means the reserve wasn't met live and a specialist brokered a deal with an interested party afterward. It isn't clear from public information whether the eventual buyer was the top bidder upping their offer, the underbidder circling back, or someone else entirely, and it isn't clear whether its standard 7 percent buyer's premium applies on top of that $35,000 figure the way it would on a live winning bid. Both details matter to the all-in price, and neither is something a reader, or a future buyer of this car, should assume one way or the other without asking the platform directly.

What documentation actually buys

The honest read on this sale isn't that documentation adds a premium, it's that the absence of documentation for an extraordinary claim seems to add nothing at all. Hagerty tried to verify the Bernstein connection and disclosed that it couldn't. Bidders read that disclosure, argued about it in the comments, and then priced the car like the driver-quality survivor sitting in front of them, replaced suspension and sticky cold-start injector included. That's arguably the market working exactly as it should. A colorful family story is worth writing down and keeping with the car's file; old photographs, registration copies, even a secondhand anecdote have value as a starting point. But at the moment bidders have to commit real money, they tend to pay for what they can check, not what they're asked to believe. If there's a lesson for sellers sitting on a similar tale, it's this one: chase the paperwork before you chase the listing headline, because the record you can produce will do more for your number than the record you can only describe.

Source note: This article draws on Hagerty Marketplace's public auction listing, bid history, and comment thread for the 1967 Mercedes-Benz 250 SE Cabriolet (chassis 111.023.12.087375), Hagerty's published marketplace FAQ, RM Sotheby's and Gooding & Co. auction results, and aggregated sales data from The Classic Valuer. Claims about prior ownership, including the alleged Leonard Bernstein connection, originate with the vehicle's consignor and could not be independently verified; they are presented here as disputed, unconfirmed claims, not established fact.

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Ferrari confirmed this week what its own dealer network already suspected: the Luce, the marque's first series-production electric car, has cleared its full 2026 allocation of just under 500 units. Ferrari has not disclosed the figure itself, but people close to the matter say the target was reached barely two months after the car's contentious May unveiling, according to the Financial Times. On paper, that is a fast result for a car that was mocked on social media, cost Ferrari more than eight percent of its share price in a single trading session, and prompted a former chairman to suggest it be stripped of its prancing horse badge. But the speed of the sellout is not, by itself, evidence that the Luce succeeded. It is evidence of who Ferrari sold it to, and that distinction matters far more to collectors than the headline number.

The backlash was real and well documented. Jony Ive's exterior treatment drew comparisons to considerably cheaper mass-market cars, former chairman Luca Cordero di Montezemolo called publicly for the badge to be removed, and Ferrari's longtime chief marketing and commercial officer departed the company within a month of launch, a move Ferrari has maintained was planned before the Luce ever reached showrooms. Whatever the timing, the exit of the executive who had shaped Ferrari's client relationships for years landed at an uncomfortable moment.

What the controversy obscured is where the Luce actually found its buyers. Ferrari allotted only 88 units to China, and the entire allocation sold before most Western critics had finished writing about the design. Interest has also been building in Thailand ahead of deliveries not expected until late 2027. In the United States and parts of Europe, by contrast, Ferrari sales consultants have reported a noticeably cooler reception among the marque's existing client base. That split is not incidental. It is the plan.

Ferrari has been fairly explicit that the Luce is built for a different buyer than the one who waits years for an allocation on a limited-run V12. Executives have described the car as a way to reach newly wealthy clients in China and in technology hubs such as Silicon Valley, buyers who already drive electric cars and do not carry the loyalty of a third-generation Ferrari household. Just as tellingly, the company has instructed dealers not to pressure existing petrol-loving collectors into the Luce, and has said Luce ownership will not open the door to future limited-edition allocations the way ownership of a 12Cilindri or an SF90 typically does. Ferrari, in other words, built a second client book rather than trying to convert its first one.

Lamborghini reached the opposite conclusion. Rather than push into series-production EVs, Sant'Agata scrapped its fully electric program and doubled down on combustion and hybrid architecture, a decision its chief executive has defended publicly even as Ferrari absorbed criticism for doing the opposite. Two Italian marques, the same market, the same moment, two entirely different bets on what a modern collector-grade supercar client actually wants. That divergence, not the Luce's styling, is the more useful signal for anyone trying to read where this segment of the market is heading. As one independent analyst of luxury car brands told the Financial Times, Ferrari's reading of its customer base is "on another level versus a lot of their competitors."

None of this, though, is the reason serious collectors should actually be paying attention to the Luce right now. That reason is heading to a stage in Monterey next month wearing a chassis plate that reads zero. Ferrari's first production Luce, VIN ZFF21BUA8T0338000, is crossing the block at RM Sotheby's without reserve, with every dollar earmarked for the Ferrari Foundation rather than the company itself. The specification is a Tailor Made commission finished in a bespoke pearlescent white-family paint called Madreperla, with a Le Mans metallic leather cabin sourced from Swiss hides and Grigio Corvara secondary trim in place of Ferrari's usual black, a first for the marque. An estimate in excess of $1.1 million has been attached to a car that, mechanically, is identical to every other Luce Ferrari built this year.

That gap between the estimate and the transaction price of an ordinary Luce is the entire lesson. Chassis 0 is not valuable because it is an electric Ferrari. It is valuable because it is the first one, because its specification was built through Ferrari's own design studio rather than pulled off an options list, and because its ownership history begins with a charitable transaction that is a matter of public auction record before the car has covered a single mile in private hands. Those are the ingredients that have always mattered to Ferrari collectors: first-of-type production, documented commissioning, an unrepeatable configuration. They apply here regardless of whether the Luce ever wins over the traditionalists.

Sales targets measure appetite in a given year. They say nothing about which specific cars will matter in twenty. Ferrari has already sold nearly 500 Luce examples in 2026, and if the pace holds, that figure will look unremarkable once the company reaches its stated goal of roughly 600 units annually by 2030, hardly a scarce car in the way the collector market usually defines scarcity. What will remain scarce is the documentation: one chassis number, one commissioning file, one charity ledger entry. Collectors have never really paid a premium for the newest technology. They pay for the version of a story that cannot be repeated, and on a production EV built in the thousands, Chassis 0 may be the only Luce that qualifies.

Images Via: Ferrari, RM Sotheby's

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One of the rarest reinterpretations of Porsche's Carrera GT is scheduled to cross the auction block here Saturday, Aug. 15, when a 2004 Gemballa Mirage GT is offered as Lot S120 during the Monterey 2026 sale.

The car is chassis No. 24 of 25 and the last bespoke Mirage GT that Gemballa completed in sequence, a distinction that gives it a particular place in the model's short history. The German tuner conceived the Mirage GT as the ultimate expression of the Carrera GT, taking one of the most revered supercars of the 2000s and rebuilding it into something considerably more aggressive.

That rebuild started with the bodywork. The car received a comprehensive carbon fiber exterior conversion and wears Lime Rock Gray Metallic and black with Sun Yellow accents, a scheme that reads as restrained from a distance and anything but up close.

Underneath, the naturally aspirated 5.7-liter V-10 produces 670 horsepower with the help of Gemballa's engine enhancement package, which includes revised ECU tuning, a custom ram-air intake and a free-flowing stainless steel exhaust. The six-speed manual gearbox is paired with an upgraded Gemballa sport clutch. Racing-inspired suspension components, internally ventilated ceramic composite brake discs, a KW front and rear axle lifting system, and a set of Gemballa forged motorsport-style center-lock wheels and tires round out the mechanical work.

Inside, the cabin is trimmed in Slate Gray Alcantara with yellow stitching and includes a carbon fiber interior package and an upgraded Gemballa multimedia unit with a data control system.

The car carries VIN WP0CA29804L001085 and has covered 100 miles since the conversion was finished. It comes with build records and supporting invoices from Gemballa that document what is described as one of the most comprehensive and expensive Mirage GT builds ever undertaken. A full service was performed ahead of the auction, with documentation, and applicable factory recalls have been completed.

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A Ferrari 488 Pista built to a configuration its original buyer will never see duplicated is scheduled to cross the auction block here Saturday, Aug. 15, offered as Lot S45 during the Monterey 2026 sale.

The 2020 model is described as a one-of-one special order, a distinction that carries real weight in the Ferrari world, where the factory's personalization program allows customers to specify combinations that are then never repeated. This one wears Blu Electrico over a Mandarino Antigua leather interior, an orange-and-blue pairing that would have looked bold on a configurator screen and looks considerably bolder in person. A Rosso Dino racing livery runs the length of the car.

Mechanically, the Pista is the track-focused evolution of the 488 line. Power comes from a twin-turbocharged 3.9-liter V-8 routed through a seven-speed dual-clutch automatic transmission. The odometer reads 3,150 miles, a figure that suggests careful use rather than storage-only preservation. The car carries VIN ZFF90HLA1L0253411.

The options list runs long, and much of it is carbon fiber. The front flaps, side air splitter, engine covers, rear diffuser, front air vents, under-door cover, rear molding and wheel center caps are all specified in the material, as are the large racing seats and the upper center console trim. Inside, the carbon fiber is finished in matte blue rather than the usual gloss black.

The interior detailing is where the special order shows its hand. Blue Sterling leather appears on the upper dashboard, the steering wheel, the rear shelf, the inner rear trim and assorted colored details, while the headliner is trimmed in Mandarino Antigua to match the seats. Deviated stitching runs across both leather colors, and blue Cavallinos are stitched into the headrests.

Additional equipment includes an adaptive front lighting system, a front-axle suspension lifter, Scuderia shields, black tailpipe tips, a navigation system with Bluetooth, an integrated audio system and 488 Pista logo floor mats.

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Visit our website to register to bid, consign your vehicle and browse all consignments. The Mecum Monterey Auction takes place August 13-15 in beautiful Monterey, California.

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The car at the center of one of the year's most-watched sweepstakes is no longer a rendering on a website. The 2026 Chevrolet Corvette ZR1 being offered as a grand prize has arrived and is parked on the showroom floor at Ciocca Corvette, where visitors can see it for themselves.

Finished in Competition Yellow Tintcoat Metallic and equipped with the ZTK Performance Package, the car represents the return of a nameplate Chevrolet has long reserved for its most extreme production Corvettes. Josh Holder, the model's chief engineer, has described the sports car market as having an unending appetite for peak performance, and said the ZR1 sits at the very top of the Corvette lineup.

Under the rear glass sits a 5.5-liter LT7, a twin-turbocharged, dual-overhead-cam V8 with a flat-plane crankshaft. It shares its basic architecture with the Z06's naturally aspirated LT6, then adds forced induction — the first time a factory-built Corvette has used twin turbochargers. Chevrolet bills the result as the most powerful V8 an American automaker has put into production.

Two chassis configurations are offered, both riding on Magnetic Ride dampers. The standard setup pairs a lower-drag body with a compact spoiler and customer-adjustable short and tall wickers. Carbon fiber appears throughout, including the front splitter, rocker moldings and side intakes with integrated brake cooling, along with a front underwing fitted with stall gurney deflectors. Michelin Pilot Sport 4S tires wrap 20-inch wheels up front and 21-inch wheels in back, a combination intended to keep the car livable on public roads without giving up track capability.

Organizers say entrants may enter as many times as they like, and that doing so adds them to a VIP club that receives advance notice of flash giveaways and bonus-entry promotions. More than 100 winners have been drawn to date, some of them multiple times. Every entry counts toward the ZR1 as well as any active side prize.

April's flash giveaway produced two of those winners. Daniel Vasquez of South San Francisco, Calif., took home a Blackstone griddle, while Larry Roberson of Humble, Texas, received $350 in free entries and a $100 gas card.

The vehicle has been allocated but not yet built, and promotional images do not depict the actual car. Final options may vary based on availability.

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The first customer-commissioned Morgan Supersport 400s have left the assembly benches at Pickersleigh Road in Malvern, and demonstrator cars are now reaching retailers across the UK, Europe and the rest of the world outside North America. On paper, this reads as routine model-year news: a British sports car manufacturer's flagship gets a new engine variant, a new platform, a new top speed. But treat this as just another launch story and you miss what is actually happening at the oldest continuously operating independent car manufacturer in Britain.

Every Supersport 400 is built to individual commission, meaning the questions that usually take collectors decades to answer — what did this car leave the factory with, who specified it, and can that be proven — are being answered on day one, in the build sheet, before the car has covered a single mile in private hands. That is the real story here. Not the horsepower.

A New Ceiling for Morgan Performance

Supersport 400 is the first Morgan road car in the company's 117-year history to exceed 400 brake horsepower, drawing 402 bhp from a BMW-sourced B58 "O1" turbocharged inline-six tuned specifically for this application. It sits atop Morgan's CXV aluminium platform, the architecture underpinning the modern Plus Four and Supersport range, and represents what Morgan describes as the fullest realization of that platform's potential to date. An Active Performance Exhaust, forged 19-inch Sportlite wheels, revised front wing venting and a Dynamic Handling Pack differentiate it from the standard Supersport, along with a more focused cabin featuring Alcantara trim options and an optional aluminium gear selector.

Before customer production began, Morgan validated the car on a road journey from Malvern to the Faroe Islands, covering thousands of miles through motorway touring, mountain roads and coastal weather extremes. That is a meaningful detail for anyone assessing long-term ownership: this is a platform Morgan stress-tested for real-world durability, not simply a specification sheet exercise.

Provenance Before the First Mile

Morgan has handcrafted sports cars at Pickersleigh Road since 1909, and it remains one of the very few manufacturers left that can genuinely be called a coachbuilder rather than a mass producer. Chassis are still formed from ash, aluminium and leather by craftspeople whose skills have been passed down through generations, and every car is built to the specification of the person who ordered it. More than 90 percent of components are sourced within the UK, and Morgan exports over 80 percent of what it builds through a network of roughly 60 retailers worldwide, yet the entire company still produces its cars from a single site.

That matters to collectors in a way that is easy to overlook. Rarity by itself has never been a reliable indicator of long-term value, and Modern Car Collector has made that case before, most notably in examining why a 1930 Packard 734 Speedster commanded attention not for its scarcity but for the strength of who owned it and how well that story could be documented. The Supersport 400 inverts the usual collector timeline. Instead of provenance accumulating slowly over fifty years of ownership changes and fading paperwork, it begins fully formed: a factory build sheet, an individual commission, a documented specification, all captured at the point of sale rather than reconstructed decades later by a marque registrar.

Built to Order, Not Built to Stock

This is worth separating from the broader debate over modern tribute and commemorative vehicles, which Modern Car Collector explored recently through the case of the GMMG Dick Harrell Camaro, a car whose value rests on paperwork and traceable authenticity rather than nostalgia alone. The Supersport 400 is not a tribute to anything. It is Morgan's current, flagship, in-production model, but the underlying collector principle is identical: documentation created at the moment of manufacture is worth more than documentation reconstructed later, and low-volume manufacturers building to individual order are, whether they intend it or not, manufacturing future collector paperwork alongside the cars themselves.

It is also worth noting what Morgan has not done. Other manufacturers have used limited production and bespoke commissioning as leverage, tying access to future halo models to ownership of a current one, a strategy Ferrari has had to publicly address amid questions over whether its Luce EV would gate access to future limited-edition cars. Morgan's approach is more straightforward: build what is ordered, to the standard the customer specifies, and let the car's own merits carry its future collectability.

The Question of Timing

Supersport 400 arrives at a genuinely interesting moment for the analog, combustion-powered sports car. Across the industry, manufacturers are wrestling publicly with how far and how fast to electrify their halo models, and not always smoothly; Lamborghini's decision to abandon its own fully electric flagship plans, even as Ferrari absorbed criticism over its electric Luce debut, illustrates how unsettled that transition still is. Morgan has not made an electric sports car and has given no public indication that Supersport 400 is a bridge to one. What it has done is build the most powerful, most track-focused six-cylinder Morgan the company has ever produced, at precisely the moment the rest of the industry is asking whether cars like this can keep being built at all.

That context does not guarantee Supersport 400 will appreciate. It does mean that early, well-documented, correctly specified examples are being created in a window that collectors may look back on as the last stretch of a particular kind of ownership experience: hand-formed aluminium and ash construction, a naturally aspirated feel from a turbocharged engine tuned for character rather than outright efficiency, and a manufacturer still willing to build one car at a time for one buyer at a time.

What Serious Collectors Should Watch

Supersport 400 is not currently offered in the United States, which means American collectors interested in the model are, for now, watching from outside the market rather than configuring one through a local retailer. That is worth tracking rather than lamenting. Morgan has a real, if modest, following in the United States built on Plus Four and Super 3 sales, and history suggests that when Morgan does bring six-cylinder models stateside, or when early examples eventually become eligible for import, well-optioned cars with clean commission paperwork are the ones that command attention. Buyers who wait should be paying attention now to which specifications, colors and options retailers are actually building, not just what the configurator allows.

Specification will matter more here than with most modern performance cars, precisely because Morgan builds so few of them and varies so much between commissions. The exterior finishes, interior trim combinations, and optional details such as the aluminium gear selector or two-tone Alcantara are not simply personalization choices; on a car built in these volumes, they are the closest thing to factory options that will later separate an unremarkable example from a genuinely desirable one.

The headline number is 402 horsepower. It is not the reason this car matters. Collectors rarely pay a lasting premium for a horsepower figure alone; they pay for cars that captured a specific, unrepeatable moment in how they were made. Supersport 400 is Morgan's clearest statement yet that handcraft and modern performance can still coexist — and the value of that statement will only become obvious in hindsight, once we know how much longer that coexistence lasts.

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One of the rarest Mustangs Shelby American has ever put its name on is going to a single donor, and the winner will not have to cover the federal tax bill that usually comes with a prize this size.

The 2026 Shelby Super Snake-R at the center of the Dream Giveaway campaign is serial No. 3 of just 100 examples slated for production. Entries come by way of a donation, with proceeds directed to veterans' and children's charities. Organizers say they will pay the federal prize taxes on behalf of whoever is drawn, removing a hurdle that has complicated more than a few high-dollar giveaways over the years.

The car itself is built on the Ford Mustang Dark Horse platform, then reworked into something considerably more serious. A supercharged 5.0-liter V-8 sends more than 850 horsepower through a six-speed manual transmission, an increasingly rare pairing in an era of paddle shifters and automatic-only performance flagships. Shelby's engineers did not stop at the powertrain. The R designation brings fully adjustable coil-over suspension, a chassis stiffening system and a run of race-derived hardware meant to keep the car settled when the pace picks up.

The visual argument is just as direct. A widebody stance sits over oversized performance tires, and a full complement of carbon-fiber aerodynamic pieces — front splitter, rear wing and diffuser — works to generate downforce rather than merely suggest it. The cabin follows the same logic, with Shelby performance seats, serialized badging and detailing borrowed from the company's racing side.

The R badge is new territory. No previous Super Snake has worn it, and Shelby is treating the model as a step up within a lineup that already sat near the top of the American performance market. Each car built will be logged in the official Shelby Registry, the kind of documentation that tends to matter a great deal when a limited-production muscle car eventually changes hands. Starting values run north of $220,000.

Dream Giveaway's access to the car stems from its long-running relationship with Shelby American, which is how a car this early in the production run ended up as a sweepstakes prize rather than in a private collection.

There is also a practical addition for whoever wins. SwissTrax, which markets premium interlocking modular garage flooring, has agreed to supply enough material to finish a one-car garage, giving the new Shelby a floor worthy of the car parked on it.

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The car at the center of one of the year's most talked-about sweepstakes is no longer a rendering on a screen. The 2026 Chevrolet Corvette ZR1 headlining Ciocca Corvette's grand prize giveaway has arrived and is parked on the dealership's showroom floor, where the public can see it in person.

Finished in Competition Yellow Tintcoat Metallic and equipped with the ZTK Performance Package, the car represents the return of the nameplate long known among enthusiasts as the king of the hill. Chevrolet has positioned the ZR1 at the summit of the Corvette lineup, aimed squarely at the supercars that have traditionally come from Europe.

Under the rear glass sits a 5.5-liter twin-turbocharged LT7, a dual overhead cam, flat-plane crank V8 that the automaker calls the most powerful V8 ever built in America by a manufacturer. Engineers started with the architecture of the Z06's naturally aspirated LT6 — itself the most powerful naturally aspirated production V8 — and added a pair of turbochargers, a first for a factory-built Corvette. Matching forced induction to the flat-plane layout took extensive planning, and the result pushes the engine family well past what it was originally asked to do.

Corvette chief engineer Josh Holder has described the sports car market as endlessly hungry for more performance, and said the ZR1 sits at the very top of the brand's range in answer to that demand.

Buyers can choose between two chassis configurations, both fitted with Magnetic Ride dampers. The standard setup uses a slipperier body designed for reduced drag, paired with a modest spoiler and short and tall wickers that owners can swap themselves. Carbon fiber shows up in the front splitter, rocker moldings, side intake with integrated brake cooling, and the front underwing with stall gurney deflectors. Michelin Pilot Sport 4S tires wrap 20-inch wheels up front and 21-inch wheels in the rear, a combination intended to keep the car livable on public roads without giving up track credibility.

The dealership says entrants may sign up as often as they like, and encourages it. Entering also adds participants to a VIP Club that receives advance notice of flash giveaways and bonus entry promotions. During those promotions, entries can be submitted daily, and every entry counts toward the ZR1 as well as any bonus or flash prize running at the time. More than 100 winners have been drawn to date, including a number of repeat winners from limited-time drawings.

The car shown in promotional images does not depict the actual vehicle, which has been allocated but not yet built. Options may vary depending on availability.

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Every year, car lovers are delighted to see which marvelous treasures surface at the Pebble Beach Auctions. This year is no different: Gooding Christie’s has somehow upped the ante with truly some of the most impressive finds to ever come to auction. Though the weekend can feel like hidden-gem overload, we’ve rounded up a few of the brightest, glistening racing standouts worth your attention. Browse here to see the whole suite of cars for sale or register to bid for the Auctions, which are taking place on August 14th and 15th. 

Starting off with an absolutely legendary piece of racing history is the 1964 Shelby Cobra Daytona Coupe (In Excess of $25,000,000). Put simply, this is among the most important American automobiles ever produced and for good reason. This particular model is one of only six Cobra Daytona Coupes created to defeat Ferrari’s 250 GTO. It was prepared as a FIA-specification competition car before receiving its aluminum body from Carrozzeria Grandsport in Modena.

The legendary car debuted at the 1964 Tour de France Automobile with famed drivers Bob Bondurant and Jochen Neerpasch, where it only very narrowly lost out to Ferrari. After a string of races through the 1964 and 1965 season, at the 1965 12 Hours of Reims event, chassis CSX2300 secured the all-important FIA World Manufacturers’ Championship, making Shelby the first American manufacturer to win the prize for Grand Touring cars. At long last, Shelby’s small-but-mighty California team had defeated Ferrari on the international stage! The Cobra Daytona Coupe and Carroll Shelby’s iconic reputations were firmly established globally. 

Impressive does not begin to describe what this Daytona Coupe meant, which also went on to being Carroll Shelby's personal Daytona Coupe from 1975 to 1998, making it the only example ever owned by its creator. A true testament to American innovation and grit, the Daytona Coupe is a hall-of-famer. 

Porsche is the undisputed king of endurance racing and this next car was the first to win a 24-hour race. Since then, they have won an astonishing 62 overall victories, which is what Porsche has become known for.

First, let’s talk about the 1968 Porsche 907 Langheck (Estimate: $4,500,000, – $5,500,000). If you know Porsches, you know that this might be one of the most important competition cars in Porsche history. It was first conceived during the prototype racing program, and subsequently became the first Porsche to win a 24-hour race outright when it won the 1968 24 Hours of Daytona. The Porsche marque has since become so synonymous with endurance racing victories by going on to win Daytona a staggering amount of 23 times after this initial victory. This car also went on to win 2nd overall at the 1968 Monza 100 km and took part in the 1968 24 Hours of Le Mans. The model features an ultra-streamlined longtail bodywork and exotic four-cam flat eight, and comes to market with exceptional provenance, documentation, and a restoration to incredible standards by marque expert Joe Cavaglieri.

But there’s more where that came from. The 1967 Porsche 910 (Estimate: $1,800,000, – $2,200,000)is also exceptionally rare – one of 27 examples built. Another racing maven, the car was delivered new to William Bradley for the 1968 season and subsequently raced at European venues including Monza, Montlhery, Nürburgring, and Spa amid an iconic time for Porsche racing. With the ultimately lightweight construction, aerodynamic efficiency, and mechanical reliability from a 911-derived two-liter flat-six engine, the car is built to race. 

If you’re more into Italian thoroughbreds, Gooding Christie’s astonishing line-up does not stop. The 1963 Ferrari 250 P (Estimate: $15,000,000, – $20,000,000, Chassis No. 0810) is jaw-dropping…The first ever “P” Car (aka prototipo), this is Ferrari’s original mid-engine V-12 sports racing prototype. Chassis 0810 debuted at Sebring where it placed 2nd overall by Scuderia Ferrari for the 1963 season, where it placed a very impressive 3rd overall at Le Mans.

From there, it joined Luigi Chinetti’s North American Racing Team (N.A.R.T.) and appeared at all the major venues, including Sebring, Le Mans, Bridgehampton, Mosport, and Nassau. It comes from one of the most prominent American collections, where it has resided for over 38 years.

But there are more where that came from. The 1966 Ferrari Dino 206 S Berlinetta (Estimate: $3,500,000 – $5,000,000, Chassis No. 014). This car is remarkably historically significant as one of only three Berlinetta variations of the 18 Ferrari Dino 206 S examples built. It was delivered new and campaigned by Luigi Chinetti’s famous N.A.R.T. through 1969. The competition history doesn’t end there either, with three Le Mans entries, two outings at Sebrings, entries at Daytona and Watkins Glen and more. A true embodiment of Ferrari’s V-6 program, this beautiful sports racer is considered one of the prettiest cars of the era.

And of course, there’d be no serious discussion of Italian racing cars without a Maserati in the line-up. The 1959 Maserati Tipo 61 Birdcage (Estimate: $3,000,000 – $4,000,000, chassis  No. 2452) is truly special. Maserati-heads know that “Birdcage” is a special designation given to cars that employ the wiry chassis design to keep it light and aerodynamic. Only 22 Birdcages were ever built, with just 17 boasting the Tipo 61 specification. This one was the first production Tipo 61 Birdcage, which successfully campaigned in West Coast events from 1959 to 1963, yet retains its original chassis and Carrozzeria Alegretti coachwork. Stunning! 

Ok, we couldn’t leave out the 1952 Ferrari 225 S Spider (Estimate: $2,000,000– $3,000,000, Chassis No. 0194 ET), another coachbuilt racing masterpiece. This particular chassis is one of six 225 S Vignale Spiders built on the advanced Tubosocca Chassis. It was a Scuderia Ferrari entrant in the 1952 1000 Miglia with Piero Scotti and Giulio Cantini and in the 1953 1000 Miglia by Jacques Swaters and Charles de Toranco. The cherry on top? Documentation by Marcel Massini to seal its place as one of the Ferrari greats. 

The Gooding Christie’s Pebble Beach Auctions are unmissable this year if competition cars are your thing. Check out the online catalogue here or register to bid here to join in on the fun and the speed. 

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A 1996 Ferrari F355 Spider is currently sitting at $215,000 with no reserve on Bring a Trailer, two days from a hammer, chassis ZFFXR48A4T0104778 finished in Rosso Corsa over Tan Connolly leather. It is a good car, honestly presented, with 9,000 miles on the odometer and a fresh engine-out service behind it. None of that is the real story.

The real story is that this particular F355 was built before Ferrari ever offered a way around the clutch pedal. Every one of the roughly 11,000 F355s Ferrari built between 1994 and 1999 could be had with a conventional six-speed manual, but starting in 1997 buyers could also order the company's first electrohydraulic paddle-shift gearbox, badged F1. A 1996 car like this one predates that choice entirely. It isn't a case of manual-over-automated-manual preference. It's a car from the last stretch of Ferrari history when a stick shift wasn't an option at all, it was simply how the car came.

The Last Ferrari You Had to Learn

The F355 replaced the 348 in 1994 and carried Ferrari's mid-engine V8 formula into a genuinely new era. The 3.5-liter engine used five valves per cylinder, a first for a Ferrari road car, and revved to a factory-rated 375 horsepower at a time when that figure from a naturally aspirated V8 still felt exotic rather than expected. Pininfarina's body, the gated shifter, and the mechanical honesty of a cable-actuated clutch were the whole point. Learning to drive one well, heel-and-toeing through the gate and respecting the redline, took time. That friction was the product.

Why the Spider, Why Manual, Why Now

Ferrari built the F355 in three body styles: the Berlinetta coupe, the targa-topped GTS, and the fully open Spider, which used a power-folding soft top rather than a removable panel. Spiders were always the emotional choice over the Berlinetta, and a manual Spider now sits at the intersection of two things collectors increasingly chase at once, open-air theater and mechanical involvement. That combination matters more today than it did a decade ago, as a newer generation of buyers enters the market prioritizing how a car engages its driver over how many were built. We've written before about how Gen X and millennial buyers are reshaping the hobby, and this F355 is a textbook example of the kind of car that shift favors: analog, usable, and honest about what it is.

Reading This Particular Car

Specification matters more than sentiment with any F355, and this one reads well. Rosso Corsa over Tan Connolly leather is the combination most buyers picture when they close their eyes and think Ferrari, and it photographs as well in the metal as it does in a catalog. More important is the September 2024 engine-out service, which included new timing, auxiliary, alternator, and air-conditioning belts along with the exhaust manifolds, spark plugs, and valve covers. On a flat-plane Ferrari V8 of this generation, that service, not the paint, not the wheels, is the single line item that separates a car worth buying from a car worth walking away from. Belt failure on an interference engine is catastrophic, and the cost of doing the job properly is a meaningful fraction of the car's value. A documented, recent engine-out service is worth real money to an informed buyer, arguably more than a few thousand extra miles on the clock.

The odometer shows roughly 9,000 miles, with about 2,000 added under the current owner, and the Carfax report is otherwise free of accidents, with a single mileage-reporting inconsistency from a 2018 entry that the report itself attributes to likely clerical error rather than rollback. The car carries a clean Montana title, a registration structure common among exotics and not inherently a red flag, though buyers should understand the tax and titling implications before assuming it changes nothing at their home address. None of this is disqualifying. All of it is exactly what a disciplined buyer should be reading closely rather than skimming past on the way to the photos.

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On paper, a Harley-Davidson Edition Super Duty sounds like exactly the kind of factory novelty that ages badly: a marketing tie-in from the early 2000s, stitched logos on the seats, a flame graphic down the flank, built for buyers who wanted their truck to match their motorcycle. That reputation isn't entirely wrong, and it's exactly why the example currently crossing the block on Bring a Trailer deserves a longer look. This 2009 F-250 Super Duty Lariat Crew Cab has covered 3,062 miles in seventeen years, has never left the ownership of the family that special-ordered it and the single dealer that took it in trade, and carries the kind of factory paperwork most modern trucks shed within a decade. It is about as close to new as a Harley-Davidson Super Duty gets. That it is selling at no reserve for a second time, after an earlier buyer failed to close, tells us far more about the mechanics of online auctions than it does about the truck itself.

Ford's alliance with Harley-Davidson Motor Company began on the F-150 in 2000 and expanded to the Super Duty line by mid-decade, running alongside the standard Lariat and King Ranch trims until Ford redirected its performance-truck ambitions toward the SVT Raptor at the end of the 2000s. The Harley package was never a dealer-installed appearance kit. It was an engineered factory option, developed with Harley-Davidson's design input and backed by Ford's own warranty, built in numbered runs rather than open-ended production. That distinction matters more now than it did when these trucks were new. A generation removed from daily use, the Harley-Davidson Super Duty reads less like a marketing gimmick and more like a documented, limited-production variant of a truck Ford otherwise built by the hundreds of thousands — the same logic that has turned appearance-package muscle cars of the same era into legitimate collector vehicles.

This particular truck left The Ford Store of Morgan Hill, California, with more than $12,000 in factory options stacked on top of its Lariat equipment, pushing the window sticker to $53,615. Black Clearcoat paint with Vista Blue flame graphics, illuminated running boards, power-adjustable pedals, and Ebony leather trimmed in Harley-Davidson's Bar and Shield motif arrived bundled in the Alliance Package, and a console badge identifies this truck as number 127 in that model year's production run. Under the hood is Ford's 6.8-liter Triton V10 — 362 horsepower, 457 lb-ft of torque — paired with a five-speed automatic, an electronic shift-on-the-fly transfer case, and a 4.10 limited-slip rear axle. None of that is exotic machinery. What is unusual is how little of it has actually been used.

Collectors have learned, often expensively, that low mileage alone doesn't make a modern vehicle significant. What makes a truck like this worth serious attention is the paper trail behind the odometer: the original window sticker, the owner's manual, a Carfax report showing two owners and no accident history, and service records that track a vehicle that was maintained rather than simply parked. A ceramic coating applied in 2021 and an oil change performed ahead of this sale both point to a truck that has been prepared for use, not preserved behind glass. That combination of ultra-low mileage and continuous, documented care is far rarer than low mileage by itself, and it is the difference between a vehicle that has survived and one that has merely sat.

We first covered this F-250 when it crossed the block at no reserve carrying a single-family ownership history and a heavily optioned build sheet. Weeks later, we followed up when it resurfaced under a fresh listing, the result of a winning bidder who failed to complete the original purchase — a default that Bring a Trailer's own listing notes had nothing to do with the truck itself, and one that cost that bidder their platform standing and their buyer's premium. No-reserve auctions are built to find a genuine market price, but they carry a structural risk that has nothing to do with the vehicle under the hood: a winning bid is only as good as the winning bidder behind it. For serious buyers, that risk has cut in their favor. It has kept a well-documented, single-family truck in play at a bid that, with one day remaining, sits at $21,000 — a fraction of its as-optioned sticker price, and a legitimate reading of where the market currently prices a low-mile, factory-collaboration Super Duty.

Modern trucks remain a young collector category, and the market is still sorting out which variants will matter in twenty years. Performance-driven specials like the Hennessey VelociRaptor 600 have found buyers on horsepower and tuner provenance; the Harley-Davidson Super Duty makes its case differently, on factory collaboration and originality rather than outright capability. Buyers weighing either should apply the same discipline collectors bring to any low-mile modern classic: match the VIN and build sheet against the window sticker, confirm that paint and graphics are original rather than resprayed — flame graphics are a common repaint target on tired examples — and treat service continuity, not the odometer reading alone, as the real measure of preservation.

The Harley-Davidson Super Duty was never going to be cross-referenced against a Ferrari or a Porsche in a serious collection, and it doesn't need to be. Collector value has never required a vehicle to be exotic, only honest about what it is and unusually complete in how it survived. This F-250 is both. Whoever wins it when bidding closes will not be buying a truck that failed to sell twice. They will be buying a rare case of a modern factory special that time, rather than a showroom, forgot to use up.

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A 2023 Ferrari SF90 Spider currently bidding on Bring a Trailer sits at $460,000 with the auction closing July 28, a figure that will draw plenty of attention on its own. We flagged this listing when bidding opened, and the number has kept climbing since. But the bid isn't the real story here. The story is a small plaque mounted between the seats, confirming this SF90 was commissioned through Ferrari's Atelier program, and that single detail changes what this car actually is.

Ferrari's SF90 line has not been a kind investment for most of the people who bought one. The car deserves better than that reputation, and understanding why requires separating two very different questions: whether the SF90 Spider is a good collector car, and whether an Atelier-commissioned SF90 Spider is.

A Model Line That Hasn't Been Kind to Its Owners

A nearly new SF90 Spider we covered recently sold at roughly a $125,000 loss with only 185 miles on the odometer, a depreciation rate north of $400 per mile. That is not a performance problem. The SF90 pairs a twin-turbocharged 4.0-liter V8 with three electric motors for a combined 986 horsepower and all-wheel drive, figures that stack up against any hybrid hypercar of its generation. It is a market-structure problem. Ferrari built the SF90 in far greater numbers than true limited-run hypercars like the LaFerrari, and it arrived at a moment when hybrid supercar technology was moving quickly enough that buyers stopped waiting for it to become scarce.

Our recent Market Movers column described today's collector market as a two-speed system, where the gap between the Blue Chip Index and the broader Hagerty Hundred has widened to more than 27 points. Standard SF90s live in that cooling middle bracket, where ordinary depreciation curves reward liquidity over cachet. An Atelier-commissioned example is the question of whether a single car can be pulled out of that bracket entirely.

What an Atelier Commission Actually Buys

Ferrari has long offered its Tailor Made program, which allows extensive customization within an established menu of colors, materials, and trim. Atelier sits a level above that, functioning as a more exclusive channel that opens up paint, livery, and material combinations well outside the standard configurator, typically for clients with deeper factory relationships. This particular Spider carries roughly $184,000 in factory options against a total suggested retail price of $762,120, and that spending is concentrated almost entirely in the exterior, livery, and craftsmanship decisions Atelier exists to enable.

It helps to see this car alongside others we have covered. An Azzurro Dino Mica Atelier Spider that crossed the block at RM Sotheby's carried nearly $178,000 in personalization, while a Tailor Made Spider built as a tribute to a 1957 racing chassis carried close to $195,000 in options. Three completely different design languages, landing within a tight band of factory investment. That consistency suggests collectors chasing Atelier and Tailor Made SF90s should judge these commissions by how coherent the design is, not by the dollar figure printed on the window sticker.

Why This Particular Execution Holds Up

This car wears a four-layer Extra Range Glossy Nero Galaxy finish beneath a tri-color livery, white door roundels, and airbrushed Scuderia Ferrari fender shields, paired with Rosso Ferrari Alcantara racing seats and matte bronze forged wheels. It has worn a full-body paint protection film since new. Unlike a tribute livery tied to one specific historic chassis, which resonates mainly with buyers who know that chassis's history, this presentation borrows Scuderia Ferrari's racing identity in the broadest sense. Red, white accents, and roundels have marked factory racing cars for decades, which makes the theme legible to a wider population of future buyers. That is worth remembering, because the buyer pool for a highly specific tribute car is always smaller than the pool for a car that simply looks unmistakably like a factory racer.

Paperwork Is Doing as Much Work as Paint

The Carfax report on this car is clean: one owner, corporate registration, four service records, and no reported accidents or damage, with a documented odometer reading of 2,332 miles. The selling dealer acquired the car in 2025 and is now offering it with the owner's manual, a charging cable, and a clean New Jersey title, alongside the chassis-stamped trunk plaque, a digital copy of the original window sticker, and the Atelier plaque between the seats. On a car this specialized, documentation is what separates verifiable provenance from an expensive paint job. A personalization commission without a paper trail is just a used car with unusual options. This one has the paperwork intact, and that will matter to a future buyer far more than a few hundred additional miles ever would.

Why This Matters Now

Ferrari ended production of the SF90 Stradale and Spider in 2024, which means the total population of Atelier and Tailor Made SF90 Spiders is now fixed. No more will ever be built. That closure matters alongside what the SF90 represented in the first place: Ferrari's first series-production plug-in hybrid architecture, introduced to mark the 90th anniversary of Scuderia Ferrari and the first mid-engined Ferrari road car built with all-wheel drive. The SF90 occupies a technological hinge point the way the 288 GTO or F50 once did for earlier eras, except this transition runs from combustion to hybrid rather than naturally aspirated to turbocharged. As Ferrari pushes further into hybrid and eventually electric architecture, the SF90 will increasingly be read as the car that opened that chapter, not simply another depreciating supercar.

The Takeaway for Collectors

The final bid on this auction is almost beside the point. What this sale actually tests is whether Ferrari's Atelier program can do for a modern hybrid hypercar what coachbuilding once did for pre-war chassis: turn a shared platform into a genuinely individual object whose value logic detaches from the model line underneath it. Personalization is starting to function in the collector market the way coachbuilding once did, not as decoration, but as differentiation.

Buyers watching this segment should prioritize commissions built around a coherent design theme over scattered option boxes, insist on complete documentation down to the plaques and window sticker, and recognize that with SF90 production now closed, the population of genuine Atelier cars will never grow. Whether that scarcity translates into real pricing power, the way it eventually has for the model's naturally aspirated predecessors, is the question this auction and the ones that follow it will begin to answer.

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The final weekend of July brought a full slate of collector car activity, even without a marquee sale from the biggest three auction houses. Barrett-Jackson, Bonhams, and RM Sotheby's are all saving their next major sales for Monterey Car Week in mid-August, but Mecum, GAA Classic Cars, Iconic Auctioneers, and a handful of smaller regional sales kept bidders busy from Pennsylvania to Silverstone to Johannesburg.

Mecum Harrisburg — Pennsylvania Farm Show Complex

Mecum's Harrisburg sale ran Wednesday, July 22 through Saturday, July 25, with roughly 1,200 vehicles crossing the block across muscle cars, Corvettes, trucks, and motorcycles. The headline result was a 2026 Chevrolet Corvette ZR1 Stars & Steel Edition convertible, one of only three built, which brought a record $561,000 with commission included. Other strong results included a rare 1970 Mercury Cougar Boss 302 Eliminator, while a highly original 1962 Oldsmobile Starfire convertible sold for a modest $25,300, a reminder that six-figure headline cars weren't the only story of the weekend. Crowds were reported in the thousands, and Mecum streamed the sale live on ESPN+ each day.

GAA Classic Cars — Greensboro, North Carolina

GAA held one of its four annual sales at its indoor Automobile Palace venue in Greensboro from Thursday through Saturday, July 23–25, with roughly 750 vehicles on the docket, including more than 60 Corvettes. Reported top sellers included a 1967 Shelby GT500 at $176,000, a 1957 Chevrolet Bel Air convertible at $175,000, a 1969 Camaro RS/SS restomod at $167,000, and a 1970 Chevelle SS454 LS6 at $160,000. A custom 1968 Mustang convertible added another $143,000 to the tally, and a pair of pink early-1970s Mopar pony cars, a 'Cuda and a Challenger, found buyers in post-block sales. General admission was $20, with free live coverage available through GAA's YouTube channel and the RACER Network.

Iconic Auctioneers — The Iconic Sale at the BRDC Classic, Silverstone

Across the Atlantic, Iconic Auctioneers ran two sales at Silverstone Circuit as part of the BRDC Classic: a 33-lot competition car sale on Friday, July 24, carrying a combined mid-estimate above £2.9 million, followed by a 131-lot collectors' car sale on Saturday, July 25. The top result was a 1994 Jaguar XJ220 with just 3,277 miles from new, which sold for £506,250. That car was part of a broader consignment from the collection of Anthony Hamilton, father of Formula 1 champion Lewis Hamilton, who parted with 19 cars from his personal collection for a combined £1.7 million. Other notable results included a Bentley 4½-Litre Blower re-creation at £393,750 and a 2007 Porsche 911 GT3 RS at £241,875.

Creative Rides — Frozen in Time, Bryanston, South Africa

On a smaller scale, South African auction house Creative Rides marked its 20th sale with the Frozen in Time classic car auction on Saturday, July 25, at its Bryanston showroom outside Johannesburg. The sale offered close to 40 cars, and complete individual results were still being confirmed at the time of writing, but it added an international, boutique flavor to an already busy weekend.

What's Next

With this weekend behind it, the collector car calendar now turns toward Monterey Car Week in mid-August, where Barrett-Jackson, Bonhams, RM Sotheby's, Gooding & Company, and Mecum will all hold major sales within days of one another, likely setting the tone for the rest of the 2026 market.

Note: figures above are drawn from auction house results pages and preview coverage published around the sale dates; a small number of post-block and after-the-gavel deals may still be finalized.

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A 2006 Big Dog Mastiff that has covered just 151 miles in two decades has reached a high bid of $4,800, with four days left in a no-reserve auction that will send the motorcycle to whoever bids highest when the clock runs out.

The odometer reading is the headline here. Big Dog Motorcycles, a Kansas builder that turned out factory-produced custom cruisers before shutting down at the end of the last decade, sold the Mastiff as a long, low softail-style machine meant for straight-line boulevard work. Most were ridden. This one, for whatever reason, essentially was not, and only a handful of those 151 miles were added by the selling dealer, who bought the bike in 2026. It comes with a clean Arizona title.

Power comes from a 117-cubic-inch S&S Cycle Super Sidewinder V-twin fitted with chrome cases, a dual exhaust system and an S&S Shorty carburetor. That engine feeds a six-speed transmission and a right-side drive belt. The dealer replaced the battery and changed the oil before listing the bike, a sensible step for a machine that has spent far more time parked than running.

The bodywork is black, with flame graphics and an eagle motif on the fuel tank, the kind of styling that dates the bike squarely to the mid-2000s custom boom. Polished alloy wheels measure 21 inches in front and 18 inches at the rear, wrapped in Avon tires. A chrome conventional 41mm fork handles the front end, while hidden shocks link the frame to a triangulated swingarm, preserving the clean hardtail look without the punishing ride. Performance Machine calipers grip cross-drilled discs at both ends.

Additional equipment includes forward foot controls, folding passenger pegs, turn signals, a contoured two-up seat in black leather, a low-mounted license plate bracket and a side stand. The chrome handlebars carry billet levers, mirrors, chrome grips and switchgear, along with digital instrumentation that pairs a speedometer with an arcing bar-style tachometer.

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A 2023 Ferrari Daytona SP3 with 227 miles on the odometer will cross the block at RM Sotheby's during Monterey Car Week next month carrying a presale estimate of $10 million to $12 million.

The car comes from The Driver's Philosophy Collection and is finished in Giallo Triplo Strato with Nero racing stripes. It joins a lot list at the same sale that already includes Pink Floyd drummer Nick Mason's McLaren F1 GTR, chassis 10R, estimated at north of $35 million.

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The Daytona SP3 is the third entry in Ferrari's Icona series, arriving after the Monza SP1 and SP2, and it leans hardest of the three on the company's competition past. The name marks the 1967 24 Hours of Daytona, where Ferrari's factory-entered 330 P3/4 and 330 P4 crossed the line three abreast alongside the NART-entered 412P. The styling borrows from that period, and Ferrari billed the car at launch as the most aerodynamically efficient road model it had built without active aerodynamics.

Ferrari's Tailor Made program left the door open to nearly unlimited personalization on the SP3, but this example was configured through the Atelier program instead and completed in July 2023. Giallo Triplo Strato — the name refers to its triple-layer construction — ranks among the priciest finishes in the Ferrari catalog, and the layered paint shifts from yellow toward orange depending on the light. An Italian-flag motif runs alongside the stripes.

Inside, the car pairs a Nero cabin with yellow accents, Cavallino Rampante emblems stitched into the headrests and Giallo seatbelts echoing the exterior. Optional equipment includes a carbon-fiber hardtop, carbon lower bodywork and mirrors, matte-black wheels with gloss-black brake calipers, airbrushed Scuderia Ferrari shields and a suspension-lift system.

Color can carry unusual weight in the collector market, sometimes more than a spec sheet suggests. A one-off Rosso Dino Ferrari Enzo recently set the all-time online auction record at $13 million on duPont REGISTRY Live.

Ferrari built 599 customer Daytona SP3s, with roughly 150 to 180 delivered to the United States, followed by a single one-off. That fixed production number matters more as the company pushes further into hybrid and electric powertrains. The one-off — the final car of the run, also finished prominently in yellow — sold for $26 million at RM Sotheby's during last year's Monterey Car Week. Its buyer was later identified as a reclusive billionaire collector.

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That result came out of a charity sale and reflected a unique specification, final-car status and a closing-chapter story that is hard to replicate. This car is one of the 599 customer examples, which makes its $10 million to $12 million estimate a cleaner read on where the model actually sits in the market.

The SP3 does not belong to Ferrari's so-called Big Six, but it carries the traits that define Maranello's halo cars: dramatic bodywork, a naturally aspirated V12 and a soundtrack that does much of the emotional work on its own. Nearly five years after its debut, it still draws a crowd.

Source
Images Via: RM Sothebys

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A 2023 Ferrari SF90 Spider ordered through the automaker's Atelier personalization program has drawn a high bid of $460,000, with four days remaining in the auction.

The car carries roughly $184,000 in factory options against a total suggested retail price of $762,120, according to a digital copy of its window sticker. Much of that spending went into the finish. The body wears a four-layer Extra Range Glossy Nero Galaxy paint scheme accented by a tri-color livery, white door roundels and airbrushed Scuderia Ferrari fender shields. A full-body paint protection film covers the exterior. A plaque in the front trunk lists the serial number, color scheme and optional equipment, and a second Atelier plaque sits between the seats.

The SF90 line came out of Flavio Manzoni's team at the Ferrari Styling Center and was introduced to mark the 90th anniversary of the Scuderia Ferrari racing team. Carbon fiber makes up the hood, front splitters, bumpers, side splitters, rear diffuser and under-door covers. A Formula 1-inspired drag reduction system works with active aerodynamics, a two-piece rear wing and underbody vortex generators.

The drivetrain pairs a twin-turbocharged 4.0-liter F154 FA V8 with three electric motors for a combined 986 horsepower and 590 pound-feet of torque, routed to all four wheels through an eight-speed dual-clutch automatic. A 7.9-kWh lithium-ion battery pack sits between the engine and the carbon-fiber cabin bulkhead.

Underneath is an aluminum chassis with magnetorheological suspension and a factory-fitted nose lift. Electronic side slip control distributes torque across all four wheels, while the electric traction control system can send power to individual corners. Braking runs through a brake-by-wire setup that splits duty between hydraulics and the electric motors, with red calipers over carbon-ceramic rotors. Matte bronze 20-inch forged diamond wheels are mounted with Michelin tires.

Inside, large carbon-fiber racing seats are trimmed in Rosso Ferrari Alcantara with Ferrari logos on the headrests. The cabin adds carbon-fiber trim, personalized door sill plates, navigation, Apple CarPlay, dual-zone climate control and an electrochromic mirror. The carbon-and-leather steering wheel carries a manettino selector, engine-start button and shift lights, with column-mounted carbon paddles behind it and a head-up display supplementing the digital gauges.

Mileage sits in the low 2,000s, with the Carfax report showing a last reported reading of 2,332 miles. That report lists one owner, corporate registration, four service records and no accidents or damage. The selling dealer acquired the car in 2025 and is offering it in Arizona with the owner's manual, a charging cable and a clean New Jersey title.

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When Range Rover rolls a 1993 Range Rover Classic and a brand-new Range Rover SV Ultra onto the RM Sotheby's stage at Monterey Conference Center this August, the temptation will be to focus on the hammer price. Resist it. The more revealing story is what the two trucks are doing standing next to each other in the first place: a factory heritage division built a vintage vehicle from scratch to visually match a car that didn't exist twelve months ago, then packaged the pairing as a numbered, single-lot "first." That isn't a restoration story in the traditional sense. It's a demonstration of how manufacturers now manufacture provenance to order.

The donor car is a 1993 Range Rover Classic, originally built as a US-market County Edition and powered by the 3.9-liter V8 paired with a four-speed automatic. Land Rover's Classic Works team in Coventry spent roughly 2,000 hours stripping it to bare metal and rebuilding it around a bespoke design brief tied directly to the new Range Rover SV Ultra. The exterior wears Titan Silver, the iridescent, aluminum-flake finish developed for SV Ultra, with side trim deleted and 16-inch three-spoke wheels finished in Satin Platinum Atlas to echo the flagship's cleaner surfacing. Inside, Ultrafabrics appears on a Range Rover Classic for the first time, in the same Orchid White and Cinder Grey duo-tone as SV Ultra, with the laser-etched mosaic seat perforation carried over from the new car. A plaque under the bonnet identifies it as Land Rover Classic's first bespoke matched-pair commission.

None of that is subtle, and it isn't meant to be. Collectors who prize matching numbers, original color combinations, and unmolested factory specification should understand plainly that this car offers none of those things by design. A four-door, automatic, US-spec County Edition was never the most coveted configuration of the first-generation Range Rover to begin with; the earliest two-door Classics from the 1970s hold that distinction among purists. This car's value doesn't come from its place in Range Rover's production history. It comes entirely from the commission itself, and from the story Land Rover's Classic division is asking buyers to purchase alongside the sheet metal.

That distinction matters more than it might seem, because it points to a shift already underway across the collector market. Heritage divisions built to restore and authenticate old cars are increasingly being used instead to originate new ones, dressed in old bodies. We've seen a version of this same instinct play out domestically, where independent builders are reviving American coachbuilding traditions, as our look at a coachbuilt Corvette reshaping what factory-adjacent custom work can mean explored, and in the growing appetite for thoughtfully engineered restomods that blend vintage style with modern performance. Land Rover's approach is simply the manufacturer version of the same idea, executed with the resources and archival authority only an OEM heritage department can bring.

The timing is not incidental either. Monterey Car Week has become as much a marketing platform for manufacturers as it is a marketplace for collectors, and this year's calendar makes that plain. RM Sotheby's Monterey sale will present the Range Rover matched pair alongside genuinely numbers-matching, decades-proven cars, the kind of lots that built the auction's reputation in the first place. The gap between those two categories is worth sitting with. A car like the Ferrari 250 GT California Spyder Competizione carries value accumulated over sixty-plus years of documented ownership and competition history. A gathering like the record Miura assembly at Pebble Beach or the Alfa Romeo entries heading to Gooding and Christie's reflects decades of accumulated scholarship about why those cars matter. Range Rover's matched pair carries none of that accumulated history. It carries a plaque dated 2026.

That doesn't make it a bad purchase. It makes it a different kind of purchase, and serious bidders should treat it that way. The questions worth asking have less to do with the Range Rover Classic's mechanical condition, which by all accounts was restored to a high standard, and more to do with how durable the story is. Does Land Rover Classic issue formal documentation tying this commission permanently to SV Ultra? Will the division support and service this specific build the way it supports numbers-matching originals? And, most importantly, will this car's value still make sense a decade from now if SV Ultra itself is remembered as a footnote rather than a flagship? Buying a commissioned narrative works only as long as the narrative keeps being told.

Originality in the collector market has traditionally been something that accumulates slowly, one careful owner and one honest repair at a time. What Land Rover has built here is the opposite: originality manufactured on a deadline, in a single 2,000-hour commission, to match a car still finding its place in the world. That's not a criticism of the workmanship, which appears genuinely excellent. It's simply the real headline. The auction estimate, whatever it turns out to be, is the least interesting number attached to this car.

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A 1996 Ferrari F355 Spider has climbed to a high bid of $215,000 with five days left in a no-reserve auction, a sign of continued appetite for gated-shifter Ferraris from the final years before paddle shifters took over.

The car is being sold by an Arizona dealer and comes with an owner's manual, service records, a Carfax report showing no accidents or damage, and a clean Montana title. Because the sale carries no reserve, the car will go to the highest bidder regardless of where the number lands.

Much of the interest centers on recent mechanical work. The mid-mounted 3.5-liter V8 was pulled from the car in September 2024 for a major service. That work covered new timing, alternator, auxiliary and air-conditioning compressor belts, along with replacement exhaust manifolds, spark plugs, a coolant hose, and fresh valve covers and gaskets. The inner and outer CV joint boots were replaced during the same visit.

The dual-overhead-cam engine uses five valves per cylinder and dry-sump lubrication, and was rated from the factory at 375 horsepower and 268 pound-feet of torque. Power reaches the rear wheels through a six-speed manual transaxle paired with a limited-slip differential.

The Pininfarina-styled body wears Rosso Corsa paint with a power-operated black soft top, pop-up headlights and integrated front fog lights. Eighteen-inch five-spoke magnesium wheels were fitted with Michelin Pilot Sport PS2 tires in January 2022. Ferrari-branded calipers clamp ventilated discs at all four corners.

Inside, the cabin is trimmed in tan Connolly leather and includes sport seats, automatic climate control, a cassette stereo, drilled aluminum pedals and the exposed metal shift gate that has become a defining detail for collectors. The dealer notes that sticky interior buttons, a common complaint on cars of this era, have been refinished.

The six-digit odometer reads 9,000 miles, roughly 2,000 of them added by the current owner. A mileage inconsistency appears in a May 2018 Carfax entry, though the report suggests it may simply be a clerical error. The vehicle history also lists five service records, four previous owners, at least one open recall and prior registration in Montana.

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The legendary Bizzarrini brand has finally built a car from a sketch that spent six decades gathering dust in a drawer. That's the headline everyone will run with. The more interesting story is what the company had to do underneath the pretty bodywork to make a 1962 idea legal, drivable, and repairable in 2026.

The car is the 5300 Aperta Lusso, an open-top interpretation of the 5300 GT that Giorgetto Giugiaro drew while working at Bertone and that Giotto Bizzarrini shelved because he was too busy building race cars to worry about a roadster. Bizzarrini dug out those drawings and turned them into a run of ten hand-built cars, each commissioned to order, with the first already finished and named La Dolce Vita. More build slots open after the initial ten, with those cars arriving in 2027. Nobody at Bizzarrini will quote a price in public, which is corporate shorthand for "if you have to ask."

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Rather than a folding soft top, the Aperta Lusso uses two removable carbon-fiber roof panels and a structural arch. That was Giugiaro's original concept, chosen because a rigid panel and an arch weigh less and look cleaner than a canvas hood and its folding mechanism. Nice idea in 1962. A packaging headache in practice, which is where the engineering gets worth your attention.

The disguised engine is the clever bit

Under the long hood sits a 5.3-liter V8 that Bizzarrini describes only as the same small-block Giotto used in the '60s. That's a meaningful tell. The original Bizzarrini didn't run a temperamental Italian V12; he ran an American Chevrolet small-block because it was cheap, strong, and could be fixed with a socket set anywhere on Earth. The new car keeps that philosophy, and it's the whole reason this thing can exist as a road car.

Here's the part enthusiasts should appreciate: the engine breathes through port fuel injection, not the Weber 40DCOE carburetors of the earlier GT Corsa Revival, but the intake has been styled to look like carbs are still bolted on. This is not cosmetic vanity. Anyone who has owned a Weber-fed classic knows the ritual: synchronizing throttle bodies, rejetting for altitude and temperature, coaxing it to idle when cold, and smelling like raw fuel afterward. Port injection deletes all of that. It means cold starts that work, a stable idle, and, critically, an engine that can meet modern emissions rules. The car also gets catalytic converters as standard and a hand-made exhaust in Inconel, a high-nickel superalloy used in motorsport and jet turbines because it shrugs off the brutal temperatures near an exhaust valve without cracking or scaling. It's expensive and it's not there for the badge value; it's there because thin-wall Inconel headers survive heat that would eventually cook ordinary stainless.

The engine sits entirely behind the front axle line, the front-mid layout that gave the original its balance and its famous party trick of routing the distributor up through a cover in the dash. Power goes through a Tremec TKX five-speed manual and a limited-slip diff, with an optional six-speed for owners who'd rather cruise at lower revs. Top speed is quoted past 175 mph, which is plenty for a car explicitly built, in Bizzarrini's words, for rivieras rather than race tracks.

One-piece carbon means you don't want to crash it

The body is a single-piece carbon-fiber composite shell over a semi-monocoque bonded chassis. That's different from the carbon-tub-plus-bolted-subframe approach most modern exotics use, and it's a double-edged sword. It's beautiful and stiff, but a large bonded composite structure is a nightmare to repair after a heavy hit. You can't unbolt a damaged section and swap in a new one; serious damage means specialist composite work or, realistically, a very awkward conversation with the factory. Anyone insuring one of these should be thinking agreed-value collector policy with the builder named as the approved repairer, not a standard performance-car policy.

Chopping the roof off any car wrecks its torsional rigidity, so Bizzarrini added an aerospace-grade steel reinforcement to the transmission tunnel plus a cross-body bar, tuned with finite-element analysis until, they claim, the open car is stiffer than the original coupe. The frameless drop-glass windows and removable panels also demanded an entirely new sealing system, because targa-style panels sealing against frameless glass is one of the hardest problems in automotive body engineering to get watertight and quiet. Practical note for future owners: bespoke seals are wear items, and bespoke seals for a ten-car production run could become a genuine parts-supply problem a decade out.

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The rest is old-school on purpose. Double wishbones all around with Koni adjustable dampers, magnesium Campagnolo center-lock wheels, and brakes that use four-piston Alcon calipers up front and two-piston Brembos on inboard rear discs, with no servo assistance. Inboard rear brakes reduce unsprung weight and echo '60s racing practice, at the cost of being harder to service and dumping more heat toward the driveline. Unassisted brakes give you a firm, honest pedal but demand more leg than boosted modern setups. The steering is rack-and-pinion with electrohydraulic assist that fades out above 40 mph, light for parking and properly weighted once you're moving.

How a car like this actually reaches the road

This is the context nobody in the glossy coverage will give you. A ten-off, hand-built car resembling a design from the 1960s is exactly the kind of vehicle the United States created a legal pathway for. NHTSA's replica vehicle rule, finalized in 2022 under the 2015 Low Volume Motor Vehicle Manufacturers Act, lets a qualifying small manufacturer sell up to 325 cars a year that resemble models at least 25 years old, exempt from many federal safety standards but not from emissions. The catch is that the engine has to be an EPA- and CARB-certified package. Look again at the Aperta Lusso's spec sheet: port injection and standard catalytic converters on a certified-family small-block. Those aren't just driveability choices; they're the price of admission to markets with real emissions enforcement.

Where this sits in the brand's arc matters too. Bizzarrini, founded in 1964 and shuttered in 1969, was revived in 2020 and cut its modern teeth on a 24-car 5300 GT Corsa continuation series built around the 1965 Le Mans class-winner, chassis 0222. The Aperta Lusso is the pivot from that track-focused continuation toward luxury road cars, and a warm-up act before the promised Giotto Hyper GT. It also slots neatly into the continuation-and-tribute boom that Aston Martin, Jaguar, and others have been mining, betting that the ultra-wealthy will pay supercar money for old shapes built with new materials.

The practical takeaway for the handful of buyers who can play in this sandbox: you're getting a car engineered to look sixty years old and behave like it left the factory yesterday, which is genuinely the hard version of this exercise. Just go in clear-eyed about the ownership reality. The single-piece carbon body, the bespoke seals, and the inboard rear brakes all mean this is a car to enjoy and store carefully, not one you fix in your own garage on a Saturday. Giotto picked a Chevy small-block precisely so he could. Sixty years later, the mechanicals kept that spirit; the bodywork did not.

Images Via: Bizzarrini

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Nobody has a real crystal ball for the collector car market, but the data tells a story. We dug into current Hagerty Price Guide index movements, quarter-over-quarter auction trends, and long-term generational buying shifts to build a speculative shortlist of ten cars we think have real headroom left over the next five years. This isn't financial advice, just an enthusiast's informed read of where the market is pointing.

1. Ferrari F40

Ferrari's own Hagerty Supercar Index data shows the F40 driving a big chunk of this quarter's 7% jump, already up 20% on its own in the last reporting period. It's becoming the accessible entry point into Enzo-era Ferrari halo cars, with plenty of room to run before it approaches 250 GTO money.

2. Porsche 959

Only 292 units of the Porsche 959 were built, and it more or less invented the modern all-wheel-drive supercar formula. This quarter alone it jumped 24% in Hagerty's data, and as a genuine piece of Group B-adjacent engineering history, it still has room to close the gap with cars like the McLaren F1.

3. Ford GT (2005–2006)

The Ford GT was the single biggest mover in this quarter's Hagerty Supercar Index, jumping 35% on its own. American halo cars have historically traded at a discount to European exotics with similar performance, and that gap looks like it's closing in a hurry.

4. Ferrari F50

The F50 still trades under the F40 and Enzo despite packing a race-derived V12 pulled straight from Ferrari's early-1990s Formula 1 program. It's up double digits over the past two quarters in Hagerty's data, and it looks like the next domino to fall in the Ferrari halo hierarchy.

5. Lexus LFA

Only 500 LFAs were ever built, each one hand-assembled with a screaming naturally aspirated V10. It jumped 18% in a single quarter of Hagerty's data, and as Japanese performance cars from the 2000s mature into certified modern classics, this is the one with the most room left to run.

6. Acura/Honda NSX (1991–2005)

The NSX has been a steady, quiet climber in Hagerty's RADindex for years now. It still trades well under Ferrari or Porsche peers from the same era despite arguably better day-to-day engineering, and that kind of value gap has a habit of closing over time.

7. BMW E30 M3

Unlike a lot of 80s and 90s icons that spike and correct, the E30 M3 has been a slow, steady, consistent gainer for years in Hagerty's data. That kind of grinding, low-volatility appreciation tends to be the healthiest long-term signal in this hobby.

8. Buick GNX

Only 547 GNXs were built, and Hagerty's American Muscle Car Index just posted a huge single-quarter jump for its closely related sibling, the AMX Super Stock, off the back of one strong sale. Turbocharged 80s muscle nostalgia is hitting peak buying power right now as Gen X collectors reach their prime earning years.

9. RUF CTR ("Yellowbird" and successors)

RUF-built Porsches keep showing up in bigger numbers at marquee auctions, including six examples featured together at this year's Broad Arrow Quail sale. That's usually a sign the market is starting to treat RUF as a standalone marque rather than "just a modified Porsche," and re-ratings like that tend to move prices.

10. Vintage Toyota Land Cruiser (FJ40)

Hagerty's Truck and SUV Index shows vintage Toyota pickups up 14% this past quarter alone. The overlanding and off-road culture boom, combined with Toyota's bulletproof reliability reputation, is pulling these out of "cheap old truck" territory for good.

A final word of caution: collector car markets move on taste, generational turnover, and macro wealth trends as much as fundamentals, and this list is speculative reading of current data, not investment advice. Do your own research before buying with appreciation in mind.

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The big news out of this year's Festival of Speed isn't a car. It's a membership list. Goodwood has announced that its members' club is crossing the Atlantic, and the first thing American enthusiasts can actually do about it is join a waitlist for a club that doesn't open for another year.

Here's the substance. At Goodwood, the Duke of Richmond launched the GRRC of America, the first branch of the Goodwood Road Racing Club to exist anywhere outside the UK. The parent club was established in 1998 and functions as the members' backbone of everything Goodwood does in motorsport, including access to the Members' Meeting. The American version starts in California, with activity centred in California and Nevada before any wider rollout. Goodwood says the club will launch in summer 2027, with Founding Membership opening in early 2027, and that American members will get reciprocal access to Goodwood activities back in Britain. The centerpiece will be a headline event at Willow Springs Raceway, billed as Goodwood's first headline event outside the UK.

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Now the part worth being clear-eyed about. There is no published price, no confirmed membership structure, and no fixed date for that headline event on Goodwood's own channels. What there is, right now, is a free waitlist that Goodwood explicitly says is the only route to Founding Membership when it opens. That's not a criticism so much as a recognizable playbook: build the community first, sell the tickets later, and use "Founding Member" scarcity as the hook. Goodwood has earned enough goodwill over three decades that plenty of people will sign a blank check on reputation alone. Just know that you're signing up for the idea of an event, not a date on your calendar.

The patrons tell you what kind of club this is

The three founding patrons are Sir Jackie Stewart, Mario Andretti, and Richard Petty. Read that lineup as a mission statement. Stewart is a three-time Formula 1 champion, Andretti is the only human to win the Indianapolis 500, the Daytona 500, and a Formula 1 title, and Petty is NASCAR's seven-time champion. F1, IndyCar, and stock cars, one name each. Goodwood is signaling loudly that the American club won't be a single-marque or single-series clique. That matters, because the U.S. enthusiast landscape is deeply tribal, and a British import that reads as "European sports cars only" would land with a thud in a country that invented the stock car and the drag strip.

A crowded market and a smart venue choice

America already has a serious premium car-event calendar. Monterey Car Week, Amelia Island, and a growing roster of high-dollar track gatherings all compete for the same collectors and the same weekends. Goodwood is walking into that market, not inventing it, so the interesting question is how it differentiates. Its answer has always been theater: the mixing of eras and disciplines, the access, the sense that you're inside the show rather than roped off from it.

Choosing Willow Springs over a marquee name like Laguna Seca is a tell. Willow Springs is a fast, old-school road course out in the high desert north of Los Angeles, one of the oldest permanent circuits in the country, and it has stayed relatively unpolished while newer facilities chased modern amenities. That patina is the whole point for a brand built on heritage, and the proximity to Los Angeles puts it within reach of both the car-collecting money and the entertainment industry that Goodwood has always known how to court.

Why a U.S. track event is harder than it looks

This is the part nobody in the announcement coverage will explain, and it's where the real complexity lives. The Festival of Speed hillclimb runs up the Duke's own driveway on private land, which gives Goodwood enormous latitude over how cars run and who runs them. A headline event at a licensed American road course is a different animal. Running priceless historic machinery on a real circuit in the United States means grappling with event sanctioning bodies, track-specific insurance, liability waivers for every driver, and the American litigation climate that makes all of that more expensive and more lawyered than the British equivalent. Vintage and high-value cars at speed also raise agreed-value coverage questions that a UK operator can't simply port over. Goodwood even runs its own classic-car insurance arm at home, but a U.S. event is a fresh regulatory and insurance build from the ground up, and that complexity is a big reason the flagship event trails the club launch rather than leading it.

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The historical framing, for what it's worth, is more than marketing. Goodwood is leaning on the 3rd Duke of Richmond, a supporter of American independence in the 18th century, and timing the announcement to America's 250th anniversary in 2026. It's a genuine thread rather than an invented one, which is more than most brand-expansion stories can claim.

The practical takeaway is simple. If you're a Goodwood devotee, the free waitlist costs you nothing but an email address and locks in Founding Member priority, so there's little reason not to. If you're expecting a Festival of Speed to attend next summer, temper that: the club comes first in 2027, the big event follows, and the details that actually determine whether this is worth your money, price, benefits, and format, all remain to be published. Goodwood has built something singular in Sussex over thirty years. Whether that translates to the California desert is a genuinely open question, and the honest answer is that we won't know until the cars actually turn a wheel at Willow Springs.

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1. 1969 Porsche 917K – "Le Mans" Hero Car

2. 1967 Ferrari 275 GTB/4 by Scaglietti

3. 1968 Ford Mustang GT 390 – "Bullitt" Hero Car

4. 1963 Ferrari 250 GT/L Lusso

5. 1976 Porsche 930 Turbo Carrera

6. 1970 Porsche 911S – "Le Mans" Movie Car

7. 1953 Siata 208S Spyder

8. c.1967/68 Con-Ferr Meyers Manx Dune Buggy

9. 1970 Husqvarna 400 Cross – "On Any Sunday" Motorcycle

10. 1967 Solar Plastics Engineering "Baja Boot 1"

11. 1971 Husqvarna 400 Cross – Ex-1984 McQueen Estate Auction

12. 1953 Hudson Hornet Sedan

13. 1952 Hudson Wasp "Twin H-Power" Two-Door Brougham

14. 1949 Chevrolet 3100 Pickup

15. 1958 GMC Series 101-8 Pickup

16. 1970 Chevrolet K5 Blazer – Baja Support Truck

17. 1971 Husqvarna 250 Cross

18. 1972 Mercedes-Benz 300 SEL 6.3

Notable mention: not sold at public auction

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Hennessey's Project Overlord: Sorting The Confirmed From The Assumed

On July 20, Hennessey put out eight words and a date. The teaser post on the company's official channels read "The mission defines the machine.", followed by 08.03.26 in stylized numerals and three hashtags — #projectoverlord, #diamondsareforever, #fullafterburner.

That is the complete public record. As of this writing there is no entry for the car on Hennessey's own press release index, which means no confirmed engine, no displacement, no output, no transmission, no weight, no price, and no production number. A lot of what's circulating about Project Overlord — the naturally aspirated engine, the manual gearbox, the horsepower ceiling — is attribution to unnamed sources, not manufacturer statement. Worth keeping straight before August 3.

The date is the first real clue

August 3 is a Monday. Monterey Car Week 2026 runs August 7–16, closing with the 75th Pebble Beach Concours on Sunday the 16th. So Hennessey isn't revealing this car at Monterey. It's revealing it four days before the peninsula fills up, and nearly two weeks before Concours Sunday.

That's a deliberate media play, and a smart one. Launch during Car Week and you're fighting a dozen other debuts, three auction houses and the world's most photographed golf course for attention. Launch the Monday prior and every outlet covering the buildup has your car in the lede. Then you bring the physical thing to Monterey and it's already a known quantity that people go looking for. Hennessey has form here — the original Venom F5 Coupe sold out shortly after Pebble Beach, per the company's own model page.

"High-revving" is less of a departure than it sounds

The framing everyone's running with is that Overlord abandons Hennessey's forced-induction philosophy for something screamier. The company's published numbers complicate that.

Hennessey's 6.6-liter twin-turbo Fury V8 in current Evolution specification makes 2,031 bhp at 8,000 rpm and 1,445 lb-ft at 5,200 rpm. Porsche's Carrera GT V10, per the factory's own technical data, made 612 PS at 8,000 rpm and 590 Nm at 5,750 rpm.

Same power peak. Identical, in fact. The Fury already revs.

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The actual difference is torque, and specifically the shape of the curve. The Carrera GT asked you to wind it out because there was nothing down low — 590 Nm from 5.7 naturally aspirated liters, with a 2,250-rpm gap between the torque peak and the power peak. That gap is the whole personality. The Fury delivers roughly two and a half times the torque and puts it 2,800 rpm below the power peak, which is why it feels like a missile rather than an instrument. If Overlord is genuinely a different animal, it won't be because it revs higher. It'll be because it makes far less torque and forces you to work for it.

One other thing worth flagging for anyone doing napkin math: Hennessey's headline outputs are quoted on E85. That's in the press release, not the footnotes, and it's a real-world ownership consideration in most of the country.

If Hennessey has built a clean-sheet naturally aspirated engine, the likely route is the same one that produced the Evolution motor. Hennessey's relationship with Shell Pennzoil and Roger Penske led it to Ilmor Engineering, whose contributions to the Fury included oval-profile billet pistons and revised valvetrain hardware. That's a serious engine house with the capability to do a bespoke high-rpm architecture. Nothing confirmed — but the infrastructure is sitting there.

The gearbox isn't speculative even if the spec sheet is

The most persistent Overlord rumor is a gated manual. Hennessey hasn't said so. But it doesn't need to invent the hardware, because it just industrialized it.

The Venom F5-M that debuted at Goodwood this month runs a six-speed gated manual behind 2,031 bhp, at $2.65 million before tax, in a run of 12 open-top cars with a new carbon tub and a 55-inch dorsal fin. Buried in that release is the more consequential line: the manual transmission and the updated chassis architecture will be offered across the Coupe, Roadster and Revolution models. Design director Nathan Malinick's framing is the useful one — "The F5-M is not simply an F5 with a manual transmission" — because he's describing a car re-architected around the gearbox, including a fully redesigned center console.

Translation for anyone reading tea leaves: the transmission, the gate, the pedal box geometry and the tub revisions all exist and are validated. Dropping that into a second, lighter platform is engineering, not invention.

The part of the Carrera GT comparison nobody puts in a press release

Here's where invoking the Carrera GT gets interesting for owners rather than fans.

In April 2023, Porsche Cars North America filed NHTSA recall 23V-241 — internally APA3 — covering 489 US-market 2004–05 Carrera GTs. The spherical joints connecting the wishbone suspension components on both axles can crack or fracture, because the steel used "does not provide sufficient resistance to intergranular stress corrosion" under salt and mechanical stress. The remedy was two-phase: inspect first, retrofit trailing arms later. Owner notification letters weren't mailed until October 17, 2024 — roughly eighteen months after filing — because the replacement parts didn't exist yet. Cars sat.

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That is the structural risk of ultra-low-volume hypercars, and it has nothing to do with build quality. When 1,270 cars exist worldwide, nobody has a shelf of trailing arms.

The running costs are the other half. An RM Sotheby's Miami lot listing this February documented a March 2025 service at Porsche Nashua totaling $89,395 on a car showing 602 miles — fluids, filters, seals, spark plugs, four tires and the APA3 completion. The same car had a £15,000-plus major service in the UK in 2019. On a 600-mile car.

Porsche does still support it, which is the flip side. In 2024 the factory and Michelin developed a third tire specification for the car — a bi-compound Pilot Sport Cup 2 carrying the Porsche-only N0 marking, cutting stopping distance by 2.5 meters from 100 km/h and 12 meters from 200 km/h, available through Porsche Classic partners. Twenty years on, a manufacturer with a Classic division is still funding tire development for 1,270 cars.

Hennessey is building toward roughly 2,000 vehicles a year across all divisions and bringing paint and composites in-house. Whether that infrastructure translates into 2046-era parts support for a car built in double digits is the question a serious Overlord buyer should be asking on August 3 — well before asking about the horsepower.

The market makes the pitch look shrewd

Hennessey picked a benchmark that has gone vertical. In January, RM Sotheby's Arizona sale set a model world record at $3,085,000. Five weeks later Miami beat it at $3,305,000. Then in March, Broad Arrow's Amelia sale opened a no-reserve paint-to-sample Gulf Blue car at $5 million and hammered it at $6,715,000 — more than double the previous record, inside ten weeks.

Against that, the F5-M's $2.65 million looks conservative, and there's obvious headroom above it. Note also the scarcity arithmetic: Porsche built 1,270 Carrera GTs. Hennessey builds in runs of 12 to 99. Same argument the market is already making about the Porsche, with an order of magnitude less supply.

Two practical notes for anyone in that orbit. First, if you own an appreciating analog car, agreed-value coverage set three years ago is now materially stale — the Carrera GT market moved more in twelve weeks than in the prior five years, and stated-value policies don't self-correct. Second, if you're buying: APA3 completion status, documented major-service history and tire date codes are worth more than odometer readings on cars like this. The $3.3 million Miami car had 602 miles and a $89,395 invoice. Those facts are not in tension.

Everything else waits until August 3. The codename, at least, is doing its job — Operation Overlord put 160,000 troops on five beaches in a single morning. Hennessey has never been shy about setting expectations it then has to meet.

Images Via: Hennessey Venom

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A 1974 Porsche 914 Limited Edition that spent nearly 20 years off the road before undergoing a full restoration is up for auction at no reserve, with bidding at $25,000 and five days remaining.

The car belongs to a small run of roughly 1,000 Limited Edition 914s built for the 1974 model year, a package Porsche introduced to mark its dominance in the Can-Am racing series. North American buyers had two color choices, and neither was subtle: Light Ivory with Phoenix Red accents, or black with Sunflower Yellow accents. This example was ordered in the latter.

It stayed with one family for decades, sitting unused for close to 20 years before Gaudin Porsche of Las Vegas bought it in 2021 as a restoration candidate. The dealer's target was the 2022 Porsche Classic Restoration Challenge, a competition that pits dealer-completed projects against one another, and the work took seven months.

Technicians pulled the car apart down to bare metal and repainted it in the original factory scheme. The mid-mounted 2.0-liter flat-four came out for a rebuild, as did the five-speed manual transaxle. The engine left the factory with Bosch D-Jetronic fuel injection and retains it, though a Web Cam camshaft was fitted during reassembly. The dealer puts revised output above 100 horsepower and 100 pound-feet of torque, modest numbers by modern standards but healthy for a lightweight mid-engine coupe of the era.

Suspension and brake systems were also overhauled. The car rides on 15-inch Mahle alloy wheels wrapped in Pirelli tires, with discs at all four corners.

Inside, the black interior was retrimmed, including the fixed-back bucket seats. Period equipment remains: a push-button Blaupunkt radio, a heater, wind-up windows and three-point belts. VDO gauges include a central tachometer, a 150-mph speedometer and a fuel gauge, with a clock and auxiliary readouts in the center stack.

The five-digit odometer reads 45 miles, reflecting only the distance covered since the restoration wrapped. Total mileage is not known.

A removable black Targa top, fog lights and a driver-side mirror round out the exterior. The sale includes a Porsche Classic Technical Certificate, photographs documenting the restoration and a clean Nevada title.

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Accomplishments

2022 – Regional Champion
1974 Porsche 914 Limited Edition (LE)

2023 – Regional Champion, National Champion (Preservation Class), and People's Choice National Champion
1996 Porsche 911 (993) Turbo

2024 – Regional Champion and National Champion (Preservation Class)
1986 Porsche 911 Turbo-Look Targa

2025 – Regional Champion and National Champion (Preservation Class)
1988 Porsche 944 Turbo S

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A 2014 BMW R nineT that has stayed with the same owner since it was new is up for auction in Arizona, offered on dealer consignment at no reserve with 4,500 miles showing on its digital odometer.

Bidding stood at $5,000 with five days left on the clock.

The R nineT arrived as BMW's retro-styled roadster, a stripped-down machine that traded fairings and electronics packages for exposed hardware and a customizable frame. This example wears Black Storm Metallic paint with silver accents, and it carries a black solo saddle and matching tail cowl rather than a passenger seat.

At the center of the bike is the familiar boxer twin, a 1,170cc opposed-twin cooled by air and oil and fitted with an oil cooler, electronic fuel injection and four valves per cylinder. BMW rated the engine at 110 horsepower and 88 pound-feet of torque. Exhaust gases exit through a dual-outlet system capped with Akrapovic mufflers. A six-speed transmission and an enclosed driveshaft send power to the rear wheel.

The chassis reflects the model's premium underpinnings. Suspension consists of a 46mm inverted fork up front and a preload- and rebound-adjustable monoshock working with BMW's Paralever single-sided swingarm. A steering damper is fitted. Braking hardware includes dual Brembo calipers clamping floating 320mm rotors at the front and a single caliper on a 265mm rotor at the rear, with anti-lock braking across all three discs.

Wire-spoke 17-inch wheels were fitted with Michelin Road 6 tires and new inner tubes in July 2024. The same visit brought replacement metal quick-disconnect fittings for the fuel hoses, and the invoice documenting the work is included in the sale.

Other equipment includes a 4.8-gallon fuel tank, aftermarket bar-end mirrors on the aluminum handlebar, a rear fender eliminator kit with an LED-strip taillight and a side stand. Instrumentation is straightforward: a 150-mph speedometer, a 10,000-rpm tachometer and a digital display.

The sale includes factory literature, two keys, the components removed during the bike's modifications and a clean Florida title.

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Porsche's headline number for the first half of 2026 looks grim on its own: 122,306 cars delivered worldwide, down 16 percent from the 146,391 it moved a year earlier. Before anyone drafts the obituary, though, read the model-by-model breakdown. This isn't a company whose customers are walking away. It's a company that has deliberately pulled two of its bread-and-butter models off the board mid-cycle, and is eating the volume hit while it swaps the lineup underneath itself. The clearest evidence sits right at the top of the range: the 911 was up 19 percent, to 30,534 cars. When your most expensive, least practical, most emotionally driven model is the one growing, demand is not the problem.

Here's what the numbers are actually telling you, and why a few of them matter if you're shopping.

The 718 hole is the story nobody's pricing in yet

The 718 Boxster and Cayman collapsed to 2,789 deliveries, down 73 percent, for the simple reason that Porsche stopped building them in October 2025. That's not a slump, it's a discontinuation working its way through the pipeline. The practical fallout is bigger than one bad line on a spreadsheet: the entry point to a new, combustion Porsche sports car no longer exists, and the electric replacement isn't here. Anyone who wanted a naturally aspirated, mid-engined Porsche now shops the used market, and the supply is finite by definition.

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That's the part worth acting on. The final-run ICE 718s, the GTS 4.0 with the manual, the Spyder RS, the GT4 RS, are exactly the kind of last-of-their-kind, high-revving analog cars that tend to hold value and then quietly climb once buyers realize the factory won't make another. If you've been circling one, understand that you're now buying an appreciating-candidate collectible, not a depreciating toy, and price accordingly.

The Macan is a dead model walking (outside the EU)

The Macan tells the transition story in miniature. It moved 35,315 units, down 22 percent, split between 19,695 combustion cars and 15,620 electric ones. Porsche is still selling the gas Macan alongside the electric version in most markets outside the European Union, where the ICE car is already gone, but production ends at the end of July 2026. If you specifically want the combustion Macan, that's your window, and it's closing in weeks.

Manage your expectations on this one, though. Unlike the 718, the Macan is a mainstream compact SUV built in large numbers. A run-out ICE version is a last-chance purchase, not a future auction star, so buy it because you want it, not as an investment. And if you're buying the outgoing model, negotiate like it's outgoing.

China's plunge is a choice, not just a wound

China fell 32 percent, to 14,501 cars, and for the first time in a long while Porsche sold fewer vehicles there than in Germany. The reflex is to read that as pure weakness in a brutal market, and the price war among domestic Chinese EV makers is genuinely savage. But Porsche's own explanation includes a phrase enthusiasts should learn to translate: a continued focus on "value-oriented sales." That's the polite way of saying the company is deliberately supplying below demand rather than discounting to chase volume.

Why should you care if you'll never buy a car in Shanghai? Because that strategy exists to protect pricing and residual values, and residuals are what determine your lease payment, your insurance replacement value, and what your car is worth when you sell it. A manufacturer that floods a market with discounts torches the resale value of every car already on the road. Porsche choosing margin over volume is, in the long run, the owner-friendly call, even if it makes the delivery chart look ugly.

The U.S. lost a price lever

North America stayed Porsche's biggest region at 37,712 cars, but slipped 13 percent, and Porsche points partly to the expiration of U.S. tax incentives for electric and hybrid vehicles. That's a regulatory shift with a direct wallet consequence: the federal credits that quietly knocked money off the effective price of an electrified Macan, a Cayenne E-Hybrid, or a Taycan are gone, so those cars now cost more to put in your driveway than the same car did in 2025 even before any sticker change. If you're running lease math on an electrified Porsche, the tailwind you might remember from last year isn't there anymore.

Two new products, one strategy

Sales boss Matthias Becker called the half in line with expectations and pointed to two recent reveals: the 911 GT3 S/C and the Taycan's new E-Shift system. Look at those side by side and you can see the whole company's bet. The GT3 S/C is the first GT3 with a folding roof, powered by the 4.0-liter naturally aspirated flat-six that spins to 9,000 rpm, and it's offered exclusively with a six-speed manual. No PDK, no compromise, pure analog theater at $273,000 before the delivery fee.

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The Taycan E-Shift chases the same feeling from the opposite direction: eight simulated gears you row through with paddles, complete with fake shift shove, drag torque that mimics engine braking, and a synthesized soundtrack. It's optional on most Taycans and standard on the Turbo GT. Strip away the powertrains and both cars are selling the same thing, engagement and drama, one with a real gearlever and one with software pretending to be one. That's the tell for where Porsche thinks its pricing power lives: not in raw speed, which every heavy EV now has, but in how a car makes you feel.

Quietly funding all of it is the Cayenne, still the strongest single line at 38,141 deliveries even down 9 percent, with the new Cayenne Electric only starting to reach customers at the end of June. Enthusiasts love to sneer at the SUVs, but the Cayenne and Macan are the reason a manual-only, open-top GT3 can exist at all.

The practical takeaway: a 16 percent drop that a manufacturer planned for reads very differently than one that blindsided it, and the 911's growth suggests the core business is fine. The real questions land in the autumn, when Porsche says it will detail its Strategy 2035 at its Capital Markets Day. That's where you'll learn whether the electric 718 is still happening, how far the combustion reprieve for the Macan and Cayenne extends, and whether "value over volume" is a temporary posture or the new house style. Until then, if you want a new combustion 718, you're already too late, and if you want the gas Macan, you have until the end of the month.

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A 2009 Ford F-250 Super Duty Lariat crew cab built under Ford's Harley-Davidson Alliance Package has resurfaced at auction with just 3,062 miles on the odometer, a figure that works out to fewer than 200 miles a year since it left the showroom.

The four-wheel-drive pickup spent its life with a single family in California before moving to a dealer in Arizona, which is offering it at no reserve. Bidding stood at $15,000 with five days remaining.

The truck was heavily optioned when new, with more than $12,000 in extras pushing the sticker to $53,615. It was originally delivered to The Ford Store of Morgan Hill, California.

Central to the build is the Harley-Davidson package, which brought Black Clearcoat paint with Vista Blue flame graphics down the flanks, revised headlights, illuminated running boards, 20-inch alloy wheels and Bar and Shield logos stitched into the Ebony leather seats. A badge on the center console identifies the truck as number 127 in that model year's run. Power-adjustable pedals, driver memory settings and branded floor mats were also part of the deal.

Under the hood sits Ford's 6.8-liter Triton V10, rated at 362 horsepower and 457 pound-feet of torque when new. It pairs with a five-speed automatic and an electronic shift-on-the-fly dual-range transfer case, sending power to a 4.10:1 limited-slip rear axle.

Other factory equipment includes Preferred Equipment Package 608A, a sunroof, navigation, a rearview camera, rear parking sensors, remote start, upfitter switches, a trailer brake controller, voice-activated SYNC and dual-zone automatic climate control. Later additions cover a BakFlip folding tonneau, a drop-in bedliner, UnderCover bed storage boxes and a tailgate with an integrated step and grab bar. A ceramic coating was applied in October 2021, and an oil change was performed ahead of the sale.

The listing is a relist. The pickup sold on the same platform earlier in July 2026, but the winning bidder did not complete the purchase. The auction site said the outcome had nothing to do with the vehicle itself, and the bidder's account privileges were restricted with no refund of the buyer's fee.

Documentation includes the window sticker, owner's manual and a clean California title. The Carfax report lists no accidents or damage, three service records and two previous owners. The truck passed a California emissions test in April 2026.

Bid Here

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Lotus has a habit of taking a good thing and quietly obsessing over it until the numbers move, and the Emira 420 Sport is exactly that kind of exercise. It's the range-topping Emira now, built solely around the Mercedes-AMG four-cylinder, and Lotus is calling it the fastest four-cylinder production car in the world. That claim is worth unpacking, because the interesting part isn't the marketing — it's what Lotus actually did to the engine.

Here's the nugget most of the coverage will skip. The 420 in the name is 420 PS, which converts to 416 bhp, and that is not a random tune. It's the exact peak output of Mercedes-AMG's M139 in full A45 S trim — the world's most powerful series-production four-cylinder, at 416 hp and 500 Nm. Earlier Emiras with this engine were dialed back: the Turbo sat around 360-plus horsepower, the Turbo SE at 400. The 420 Sport finally lets the AMG four off the leash and runs it at the same ceiling AMG uses in its hottest hatchback. The 16-horsepower bump over the Turbo SE comes from software and, crucially, cooling.

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And that's the mechanical story worth understanding. When Lotus headlines a 30% increase in exhaust-valve cooling airflow and 15% more air to the outboard radiators, that's not aero theater. The M139 is a savagely stressed engine — a hand-built 2.0-litre running north of 30 psi of boost — and asking it to hold its maximum output in a mid-mounted engine bay, rather than the airy nose of an A45, is a thermal problem before it's a power problem. The seven aero additions (a deeper front splitter, opened intakes, wheel-arch vents, extended sills, and a louvred tailgate) exist largely to feed and cool the thing, with a claimed 25kg of extra downforce as a bonus and, Lotus says, no increase in drag. There's even a party trick for track days: the number-plate panel and a brake-duct blanking plate pop out to shove more air into the radiators and front brakes. Just remember that running with the plate panel removed is a track-only move unless you enjoy conversations with law enforcement.

Also note what this engine went through to get here. In the A45, the M139 is a transversely mounted, turbo-at-the-back hot-hatch motor driving all four wheels. In the Emira it's mid-mounted and sends everything to the rear through AMG's eight-speed dual-clutch. Same block, completely different personality — a front-drive-based screamer repurposed as a proper mid-engine sports car powertrain. That's the sort of engineering repackaging that doesn't show up on a spec sheet.

The weight loss is real but modest, and Lotus is honest enough to asterisk it: the 25kg saving requires the optional Lotus Lightweight Handling Pack. Dig into the pack and you find the actual grams. A titanium exhaust drops 6.5kg, a carbon-fibre louvred tailgate saves 4kg over the standard glass, and a lithium-ion battery swaps out roughly 12kg of lead-acid. That's about 22.5kg from three parts, with the rest coming from smaller changes. The pack also brings the hardware that matters more than mass: two-way adjustable Multimatic dampers with proper track-to-road range, and Michelin Pilot Sport Cup 2 tyres. Those Cup 2s are the tell — this is a car set up to be quick on a circuit, and that comes with the usual ownership footnotes. Cup 2s wear fast, cost real money, and are not your friend on a cold, wet morning. Budget accordingly.

On the "fastest four-cylinder" claim: it's a top-speed argument, and at 186 mph it's defensible. There are four-cylinder cars that will out-accelerate this Emira — AMG's hybrid-assisted fours make far more combined power — but they're heavier and speed-limited, so the outright velocity crown is fair enough. Lotus is picking the metric it wins, which is what everyone does.

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A couple of things to file away. The removable roof panel — Lotus leans on Esprit nostalgia here — turns the coupe into a targa-ish thing without pretending to be a convertible; the panel stows behind the seats. It's a nice option, though open-panel cars always deserve a look at wind sealing and long-term rattles before you sign. The launch colour, Tangelo Orange, nods to old Exige Orange, and there's a Carbon Fibre Pack for the people who want to spend more to weigh less.

The bigger context: the Emira is Lotus's last combustion sports car, and after the company walked back its all-electric plan, this is the swan song for the internal-engine Lotus for now. It's telling that the survivor is the AMG four rather than the supercharged Toyota V6 the Emira also launched with — the small turbo motor is the easier one to keep alive under modern emissions rules, and now it's the one wearing the halo. If you want a new Lotus with a combustion engine and a manual-adjacent sense of purpose, the clock is running. This is a fitting way to end that chapter — provided you go in knowing you're buying a hot-hatch engine at full boil, wrapped in a lot of very deliberate cooling.

Images Via: Lotus

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A quarter-century after the first car wearing the name showed up at Geneva, Aston Martin is marking the occasion the way luxury brands almost always mark occasions: with a badge, a bespoke paint code, and a build number small enough to make collectors twitchy. Say hello to the Vanquish 25, a limited run of 50 cars — 25 coupes and 25 Volantes — assembled through Q by Aston Martin, the company's in-house bespoke division.

Let's be clear about what this is and isn't. Underneath the commemorative trimmings, the Vanquish 25 is mechanically identical to the standard third-generation Vanquish that launched in 2024. That means the same 5.2-litre twin-turbo V12 making 835PS and 1,000Nm, the same 214mph top speed, and the same 3.3-second sprint to 62mph. Nothing has been touched in the engine bay or the chassis. This is a curation exercise, not an engineering one, and Aston isn't pretending otherwise.

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What you're paying for is detail. The cars come exclusively in a new Q Skye Silver, with metal foil accents on the sills and grille vanes, stainless side strakes, a Q exhaust finisher, "Vanquish 25" badging, and a subtle "V" motif worked into the 21-inch forged wheels. Inside there's unique perforation, laser-etched inlays, embroidered seatbacks, a black Alcantara headliner, and — the one flourish I actually like — a bright red start button sitting in the middle of the console like a warning label. Buyers pick from Onyx Black, Oxford Tan, or Phantom Grey, and choose 2+0 or 2+2 seating. It debuts publicly at Monterey Car Week in August, with deliveries starting in Q4 2026. Aston didn't announce pricing, which for a 50-off Q commission is its own kind of answer.

Here's the context the press release glosses over, and it's worth knowing before you decide whether the anniversary framing holds up. The original V12 Vanquish that debuted at Geneva in March 2001 was a genuinely important car — the first properly modern Aston. It was penned by Ian Callum out of the 1998 Project Vantage concept, and it introduced a bonded, extruded-aluminium structure with a carbon-fibre transmission tunnel, developed with Lotus, that was miles ahead of the hand-beaten Astons before it. Its 5.9-litre naturally aspirated V12 made around 460 horsepower. And it was the Die Another Day Bond car, which did more for the nameplate than any spec sheet ever could.

It also carried one of the era's more infuriating gearboxes: a single-clutch automated manual with paddle shift, the kind of robotized manual that lurches at parking speeds and eats clutches if you don't treat it gently. If you're shopping a first-gen Vanquish today, that transmission and its clutch service are the line items that separate a good buy from a money pit — a useful reminder that "flagship" and "low-maintenance" have never been the same word at Aston.

Two more things the anniversary story quietly skips. First, that original was coupe-only, offered in 2+0 or 2+2. So the new car's callback to those seating choices is a nice touch, but the Volante body style being celebrated here is something the 2001 car never offered. Second, and more awkwardly, "Vanquish 25" is a name that already exists. Ian Callum's own design house used it for the CALLUM Vanquish 25, a 25-unit restomod of the first-generation car built with R-Reforged and endorsed by Aston Martin itself, complete with an upgraded V12 and — pointedly — a fix for that jerky gearbox. Reusing the exact name for a different, factory-built 50-car special is going to confuse a few auction catalogs down the line.

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There's also the matter of the "25 years" claim. The nameplate has spanned three generations, but not continuously — it appeared, went away, came back, went away again, and only returned for good with the 2024 car. Celebrating an unbroken quarter-century of a badge that spent large chunks of that time out of production is a bit of marketing generosity. It doesn't make the new car worse; it just means the birthday cake has a few gaps in the candles.

So who's this for? Collectors betting that scarcity plus a designer-signature paint code equals future appreciation. Maybe. The honest counterpoint is that the mechanicals are shared with the standard Vanquish, so there's no dynamic reason to prefer this one — the value case rests entirely on the badge and the build number. On the practical side, that shared hardware is good news for servicing, since there's nothing bespoke to break. The flip side is body repair: Q Skye Silver is a one-off finish, so a parking-lot scrape means a specialist refinish rather than a quick panel blend, and you'll want agreed-value cover that reflects the car's rarity rather than the standard Vanquish's book figure.

Buy it because you want the prettiest, most exclusive Vanquish on the school run. Just don't mistake the trim package for a new car.

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Every generation of Lamborghini enthusiast has an opinion about the Countach 25th Anniversary, and for thirty-five years that opinion has mostly been unkind. Purists tend to blame the car for ruining Marcello Gandini's original wedge, pointing to its bloated fenders, slab-sided decklid, and fussier face grafted onto one of the cleanest shapes in automotive history. A newly consigned example, chassis KLA12072, offered on Bring a Trailer with just 379 kilometers on its odometer, is worth examining not because it will settle that argument, but because it finally lets collectors judge the car Lamborghini actually built, rather than the car that thirty-six years of use, modification, and hardened opinion have turned it into.

Lamborghini commissioned the redesign in 1988 to mark a quarter-century since the marque's founding, and handed the project not to Gandini but to a young composites specialist named Horacio Pagani, then working inside Lamborghini's experimental department years before he founded his own hypercar company. Pagani's brief was narrow: freshen a fifteen-year-old shape without touching its wheelbase or greenhouse. His solution added carbon-fiber and Kevlar body panels, restyled sills, a revised front fascia, and intake ducts canted forward with fine horizontal fins, changes that modernized the silhouette but also thickened it, trading the Countach's razor-edged proportions for something heavier and more sculptural. Lamborghini built roughly 658 examples between 1988 and 1990, making the 25th Anniversary the most numerous Countach variant ever produced, and, when the last one left Sant'Agata, the final expression of the model that had defined the marque since 1974.

Production volume alone would suggest the 25th Anniversary should be the least discussed Countach, not the most. It is not the rarest series; the early LP400 periscopio cars, numbering roughly 150, hold that distinction. For years the 25th Anniversary actually traded at a discount to earlier, purer-looking Countaches, precisely because collectors treated Pagani's redesign as a compromise rather than a culmination. That discount has been narrowing. A generation of buyers who never experienced the Countach as a new car is now shopping by different criteria than their predecessors, favoring the version that is the most powerful, the most usable, and the most visually dramatic in the metal, criteria the wide-body 25th Anniversary satisfies better than any Countach that preceded it.

Specification matters as much as styling here. American-market 25th Anniversary Countaches were fitted with Bosch fuel injection to satisfy U.S. emissions law, along with additional bumper hardware to meet crash standards. Euro-market cars like KLA12072 kept the Countach's original induction system: six Weber 44 DCNF downdraft carburetors feeding a 5.2-liter, four-valve V12 descended from Giotto Bizzarrini's 1963 architecture, factory-rated at 448 horsepower. For collectors, that distinction is not a footnote. A carbureted Countach sits mechanically closer to the car Lamborghini intended, with the induction noise, throttle response, and tuning idiosyncrasies that defined the V12 era, rather than a smoothed-over emissions compromise. It is also, increasingly, what buyers are asking for by name, a preference visible even in the enthusiast commentary trailing this listing.

KLA12072's ownership history reinforces geographic patterns that have shaped the global supercar market for decades. The car was delivered new to a first owner in Saudi Arabia, part of a wave of low-mileage exotics that entered Gulf collections in period and were driven sparingly, if at all. It surfaced in Europe in 2018, when a second owner brought it to Monaco, one of the world's densest concentrations of seven and eight-figure cars, before it was sold again and exported to the United States in 2023. Each leg of that journey helps explain the odometer reading: this is a car that spent nearly its entire life in markets where a Countach was bought to be owned rather than driven, and where high-value exotics are stored, insured, and maintained rather than used as intended. A clean title history since 2024 and a documented service this year suggest the current dealer-owner has kept the car mechanically sorted rather than simply parked.

For serious buyers, the number that matters most is not the current bid but the odometer. A Countach that has covered 379 kilometers in thirty-six years has not been restored, because there has been nothing to restore. It has not been re-trimmed, because the Champagne leather has never worn through. Its carburetors have not been swapped for injection, its bumpers have not been Americanized, and its geometry has not been altered by decades of bushings, panel gaps, and paintwork accumulating small deviations from factory specification. In a model where so many surviving examples have been modified, converted, or simply used hard through the 1990s and 2000s, an unmolested Euro 25th Anniversary is a rarer thing than its production number of 658 would suggest. Rarity, in this case, is not about how many were built. It is about how few remain in the condition Lamborghini delivered them.

Bidding on KLA12072 currently stands at $800,000 with more than a week remaining, already well above the retail range 25th Anniversary Countaches commanded five years ago. That trajectory says less about a single auction than about a broader recalibration underway across the Countach market, one echoed by Lamborghini's decision to revive the nameplate with the limited-production Countach LPI 800-4, a modern hypercar built explicitly to trade on the original's silhouette and mystique. Whether or not that reissue directly influenced demand for the original cars, it has undeniably reintroduced the Countach name to a younger, wealthier buying audience, many of whom are now discovering that the analog original, particularly in its final and most dramatic form, remains the more significant car.

That the 25th Anniversary also happened to be the last Countach built before the Diablo arrived in 1990 sharpens its significance further. Every final-example argument in the collector market deserves scrutiny, since plenty of send-off editions are marketing exercises rather than meaningful conclusions, as Lamborghini's own last-of-the-breed Diablo GT later demonstrated when it closed out the V12 raging-bull era with considerably more mechanical drama than sentiment. But the Countach's ending was different: it was the car that had defined Lamborghini's identity for a decade and a half, reaching the end of its development in a form purists still argue was a step in the wrong direction. Whether that argument holds up is beside the point. What matters is that KLA12072 preserves the ending Lamborghini actually built, not a reinterpretation of it.

Collectors evaluating cars like this should resist two easy conclusions. The first is that low mileage alone creates value; plenty of unused cars are unremarkable, while plenty of well-driven, well-documented examples with matching numbers and honest histories are worth more than showroom queens with unclear pasts. The second is that scarcity alone explains desirability, an assumption worth challenging given how often production numbers turn out to say little about why a given car actually commands a premium. Recent single-owner consignments crossing the block have tested how much a name or a story is really worth, and the lesson has been consistent: provenance matters only when it is verifiable and when it changes how a car should be understood. What makes KLA12072 different is that its low use and its geography reinforce each other. A Gulf-delivered, Monaco-kept, carbureted Euro car with 379 kilometers on the clock is not a curiosity. It is closer to a factory specification sample than a used automobile.

None of this means $800,000 is the right number, or that bidding will or won't climb further before the auction closes on July 31. That is a question for the bidders currently chasing this car, not for the rest of the market. The more durable takeaway is this: the Countach 25th Anniversary spent three decades being treated as the version serious collectors were supposed to overlook. A car like this one argues that collectors were judging the wrong thing. They were judging thirty-six years of wear, modification, and compromise layered onto a controversial design. What they should have been judging is the design itself, as Lamborghini actually built it, and that is precisely what 379 kilometers preserves.

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1958 Porsche 550A Spyder, Chassis 550A-0141: A Mirror-Polished Giant Killer Returns to the Block With Questions Worth Asking

There's a specific kind of Porsche that sends four-cam obsessives into a quiet frenzy, and chassis 550A-0141 is one of them. It's back on Mecum's docket as a 1958 550A Spyder, listed with engine number P90-108 and the usual "check back closer to the auction" placeholder that means the full catalog write-up isn't live yet. So before the glossy provenance copy lands, here's what actually matters about this car — including the parts a listing tends to gloss over.

Start with what it is. The 550A was Porsche's second act on its first serious race car. Where the original 550 rode on a welded steel ladder frame, the 550A (one of roughly 40 built) swapped in a proper tubular spaceframe, which is stiffer and lighter and a big part of why these cars handled like they were cheating physics. Chassis 0141 sits at the tail end of that short run — genuinely one of the last built — which is why you'll occasionally see it described loosely as "one of the last 550s." The chassis prefix settles the argument: it's a 550A.

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The heart of the thing is the Type 547 four-cam, the Fuhrmann engine, and it's worth understanding why this motor is both the car's soul and its liability. It's a 1,498cc air-cooled flat-four with four camshafts driven not by chains or belts but by vertical "king shafts" turning through a nest of bevel gears — the reason enthusiasts call it the Königswelle engine. Add twin-plug ignition with two distributors, a dry sump, and a Hirth roller-bearing crankshaft that arrives as a kit of parts you assemble by hand. In pushrod form the same-displacement Porsche four made under 80 horsepower; the four-cam roughly doubled that. The catch is service. A skilled mechanic needed on the order of 120 hours to build one of these, with timing alone eating a full day or more. There is no "quick valve adjustment" on a 547. This is a specialists-only powerplant, and that reality follows the car forever.

Which brings me to the engine number. The listing hangs P90-108 on the car and, in past Mecum copy, called the engine authentic and built to factory racing specification — notably not the words "matching numbers." That's not a knock, it's a flag. Cars like this lived hard in period and got their engines swapped the way you and I change oil. A well-documented chassis history isn't the same as a numbers-matching drivetrain, and on a seven-figure four-cam the difference between "correct-type period engine" and "the engine it left Stuttgart with" is worth real money. Ask for the paperwork.

The in-period story is the good part. Chassis 0141 went to Austria in 1958 and was campaigned by Ernst Vogel — a concert pianist and composer who also happened to be quick. He won the Opatija Grand Prix in Yugoslavia, took class wins at the Zeltweg and Innsbruck airfield races, and closed out the year on a stretch of Salzburg autobahn setting a batch of national and absolute speed records, averaging 135.27 mph over a flying kilometer. The car later crossed to the U.S. and passed through Connecticut racer Harry Blanchard before disappearing into the decades. You can trace the outline in the public chassis registry.

That mirror-polished bare-aluminum body is a restoration statement, not history. These cars raced painted, with numbers and livery, not looking like a chrome bumper. The finish is stunning and photographs like jewelry, but a purist should file it under "aesthetic choice" rather than "as-raced authenticity." Same goes for the sensible safety updates you'll find on cars prepped for FIA historic events — a fuel bladder, sleeved brake calipers — which are great for actually driving the thing and mildly annoying to the originality police. You can't have both; know which buyer you are.

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Now the uncomfortable market part. This exact car was offered at Mecum Monterey in 2018 with a $4.5–5 million ambition and walked away unsold, the high bid stalling at $2 million. That's not a small gap. For context, the 550A's auction high-water mark was set the same year, when a Le Mans-class-winning sister car made a $5.17 million record at Bonhams Scottsdale — but that car had works-team Le Mans results this one simply doesn't. The top of the vintage market has cooled since 2018, and re-offering 0141 now tests whether bidders have moved toward, or further from, that $2 million ceiling.

Practical takeaways if you're the type who could actually raise a paddle. Budget for agreed-value insurance and a relationship with a four-cam specialist before you buy, not after. Verify engine originality and gearbox type against the documentation rather than the listing adjectives. Treat the FIA-friendly upgrades and the show-finish paint as reversible-in-value questions. And read the sale terms — cars of this vintage frequently transfer on a bill of sale, with a pre-1968 build that sidesteps most modern federal emissions and safety hurdles for registration.

It's a beautiful, fast, historically real thing. Just buy the history, not the shine.

Images Via: Goodingco

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— those houses' next big events are clustered around Monterey Car Week in mid-August, with Barrett-Jackson currently promoting its upcoming Las Vegas sale instead.

Mecum Harrisburg 2026

Mecum's Harrisburg auction runs Wednesday, July 22 through Saturday, July 25 at the Pennsylvania Farm Show Complex in Harrisburg, PA, with the bulk of the selling happening Thursday through Saturday. The docket is large by any standard, with roughly 1,200 collector vehicles crossing the block, spanning muscle cars, Corvettes, trucks, motorcycles, and automobilia. Mecum says the sale includes offerings from about ten private collections, among them a Great Lakes-sourced group anchored by a 1970 Ford Mustang Boss 302 and a 1997 Chevrolet Camaro Z28 30th Anniversary Edition.

Other notable consignments reported ahead of the sale include a rare 1970 Mercury Cougar Boss 302 Eliminator, a 1995 Ford Mustang SVT Cobra R, a limited-production 2026 Chevrolet Corvette ZR1 convertible in a special edition trim, a triple-black Corvette convertible, a V-code Plymouth 'Cuda, and a restored Mustang Boss 302.

For those not attending in person, Mecum streams the auction live on ESPN+ each day from 11:00 a.m. to 5:00 p.m. ET on Thursday, Friday, and Saturday (July 23–25), preceded each morning by an 8:30 a.m. preview show called "Mecum in the Morning." General admission and bidder registration are available through Mecum's website, and the Farm Show Complex is open to the public daily from 8:00 a.m.

GAA Classic Cars — Greensboro, NC

GAA Classic Cars holds one of its four annual sales this weekend, Thursday through Saturday, July 23–25, at its permanent venue, the Automobile Palace at 301 Norwalk Street in Greensboro. The facility is an eight-acre, climate-controlled building that can house up to 1,000 vehicles under one roof, so nearly the entire docket is displayed and sold indoors regardless of weather.

GAA's own schedule lists approximately 257 vehicles crossing the block Thursday, 246 on Friday, and 190 on Saturday, for a combined docket in the 700-vehicle range; outside previews of the sale have rounded this to roughly 750 cars and trucks, including more than 60 Corvettes. Vehicles being watched ahead of the sale include a 1963 Chevrolet Corvette split-window coupe, a 1969 Chevrolet Camaro Z/28 RS, a 1969 Ford Mustang Boss 429, a 1957 Volkswagen Beetle, a 1969 Corvette, a 2018 Dodge Challenger SRT Demon, a 1970 Dodge Charger R/T SE, a 1964 Mercury Comet Caliente, a no-reserve 1940 Ford pickup, and a 1967 Ford F-100 restomod.

General admission at the gate is $20. Those watching from home can catch all three days of the sale free on GAA's YouTube channel, and the auction is also broadcast on the RACER Network, which carries additional in-depth vehicle features and interviews alongside the live sale coverage.

A quick note on sourcing: the vehicle counts and per-day breakdowns above come directly from each auction house's own event pages, while the "cars to watch" style highlights are drawn from auction previews published by outlets like CorvetteBlogger and Motorious, so exact final consignment lists can shift slightly by sale day as cars are added or withdrawn.

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A 1968 Ford Mustang finished in deep British Racing Green with white stripes, a black roll cage, auxiliary lighting, and an externally mounted spare is sitting at $30,000 with no reserve on Bring a Trailer, with eight bids logged and roughly two days left on the clock. The seller built it as a tribute to the convertible Pierce Brosnan's character drove in the 1999 remake of The Thomas Crown Affair, and on looks alone it earns the comparison: Shelby-style bodywork, a wood-rimmed wheel, AutoMeter gauges, and a lifted stance on 15-inch Torq Thrust-style wheels that gives it more of a rally car's posture than a boulevard cruiser's. It is, by any honest measure, a handsome and well-executed build.

It is also not the car its silhouette suggests. The title lists it as a 1968 Ford Mustang Coupe. Somewhere along the way, a fixed steel roof came off, a folding top and structure went on in its place, and a car Ford never built as an open car became one anyway. The listing calls this what it is, a convertible conversion, and that candor deserves credit. But it is also why this Mustang belongs in a conversation about what actually constitutes a collector car, rather than a conversation about what it might bring at auction.

A Reference Is Not the Same as a Lineage

Hollywood has been good to the collector market for exactly as long as collectors have been willing to pay for a story. The trouble is that not every story carries the same weight, and that is where the comparison to the industry's best-known movie tributes falls apart. Ford Mustangs sold as licensed Eleanor continuation cars, the widebody fastback built around the Gone in 60 Seconds character, carry a documented chain back to the film's production and its rights holders, and that paper trail is exactly why one sold for $550,000 at Barrett-Jackson's inaugural Columbus sale this summer. GMMG's Dick Harrell Camaro program works on a similar principle: a numbered 30-car run, an active owners registry, and dealer documentation standing behind every chassis.

This Mustang has none of that. It is a private owner's interpretation of a scene from a 27-year-old film, executed with real skill but backed by nothing beyond the build sheet the seller chose to publish. That does not make it a bad car. It makes it a different category of car, closer to a well-built hot rod with a cinematic mood board than to a documented tribute program with institutional standing behind it. Collectors who confuse the two are pricing sentiment as though it were provenance.

The Detail That Matters More Than the Color

Ford's VIN system for 1968 encodes body style directly into the sequence, coupe, fastback, and convertible each carry their own code, which is exactly why this car is titled as a coupe despite having no roof. That is not a flaw in the system. It is the system working as intended, flagging a modified car for what it is on paper regardless of what was done to the sheet metal.

What deserves more scrutiny is the seller's disclosure that the VIN is painted over on the warranty tag. Here it reads as a byproduct of a repaint rather than an attempt to obscure anything, and the listing is otherwise forthcoming about every modification, down to the crate 289 and the retrofitted Ford 9-inch rear end. But coupe-to-convertible conversions have a checkered history in the muscle car hobby precisely because factory convertibles have always carried a premium over hardtops, and that gap has tempted plenty of sellers over the decades to blur the line between styled like and originally was. The lesson is not that this seller did anything wrong. It is that any buyer looking at a car that used to be something else owes it the same VIN and title verification, done independently of the listing photos, that they would apply to a car making no claims at all. We made a similar case recently about a kit-built GT40 prototype offered on eBay: the market has a line between homage and history, and it is drawn with paperwork, not paint.

What No Reserve Actually Signals

A $30,000 entry point on a car this labor-intensive tells you something about where this build sits in the market, and it is not a knock on the work. No-reserve online auctions have become the default on-ramp for exactly this kind of car, heavily personalized, low mileage on the build, no factory documentation to anchor a higher estimate, because both buyer and seller understand the resale pool is thinner and more subjective than it is for a numbers-matching original. That is not a defect in the format. It is the format doing its job, letting the market rather than a reserve number decide what a one-off personalization project is worth this week.

That bifurcation is becoming one of the more reliable patterns in today's collector market. Documented, factory-correct cars anchor the top of every sale, while craftsmanship-driven customs and tribute builds fill out the rest of the room at a fraction of the price, exactly as they did at Barrett-Jackson's Columbus debut this summer, where the real divide was never Ford versus Chevrolet, it was provenance versus craftsmanship. The same pattern showed up in Reno this year at the Estate of John Harrah sale, where resto-mod craftsmanship carried real money precisely because it was being bought and sold as craftsmanship, not misrepresented as anything else.

What Serious Buyers Should Take From This

None of this means the Mustang is a poor buy for the right owner. It means the right owner is someone buying a driver's seat experience and a good story, not a line item in a collection built around documented history. Anyone bidding on it, or on the next well-built tribute car to cross an auction site, should treat VIN and title status as the starting point of due diligence rather than an afterthought buried in the equipment list. Ask what the frame stamping shows, not just the data plate. Ask whether styled after comes with anyone's blessing beyond the builder's own taste. And price the car for what it demonstrably is, not for the two hours of screen time it is borrowing its identity from.

The real story here was never going to be the hammer price. A coupe wearing a convertible's clothes is a tidy reminder of a rule that holds across the entire hobby: a good story can make a car desirable, but only documentation makes it a collector car. Everything else is a very well-executed opinion.

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A meticulously preserved piece of American automotive history is up for grabs in a new sweepstakes that gives one winner the choice between a 2006 Ford GT and a $400,000 cash payout.

The supercar at the center of the giveaway has traveled just 435 miles since it rolled off the assembly line, and it remains in essentially the same condition it left the factory. Protective films and factory stickers are still in place, a level of preservation rarely seen in a vehicle that is nearly two decades old. The car has had a single owner throughout its life.

It is also a scarce example. The vehicle is one of only 541 produced in Tungsten Grey clearcoat metallic, a finish accented by painted silver stripes and Ford GT graphics running over the top of the body. Inside, the cabin is trimmed in Ebony leather. Collectors have long regarded the model as an investment-grade machine, and this particular car's low mileage and originality push it further into that category.

Under the bodywork sits a supercharged 5.4-liter V8 paired with a six-speed manual transmission and a helical limited-slip differential. The car came from the factory with a number of desirable options, including forged aluminum BBS wheels, red-painted brake calipers and a McIntosh audio system. Brembo brakes, HID headlights, a front splitter, a rear diffuser and air conditioning round out the equipment list.

The Ford GT draws heavily on the GT40 race cars that competed in the 1960s. Its construction relies on an extruded-aluminum space frame, roll-bonded floors and aluminum body panels. Exterior details include fog lights, side air intakes, a vented hood and a dual center-exit exhaust.

Should the winner keep the car rather than take the cash, they will also receive an additional $25,000 to help cover expenses.

Win Here

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Concours organizers announce a lot of "special displays." Most are a polite way of parking a few nice cars on the grass. This one is different, and the reason has less to do with the golf course than with what happens when you concentrate the world's surviving Lamborghini Miuras in one place and invite the people who can tell a real one from a good story.

Lamborghini and the Pebble Beach Concours d'Elegance have confirmed that Pebble Beach Golf Links will open its 3rd fairway for the first time to host a curated Miura gathering marking the car's 60th anniversary, open to the public on Sunday, August 16. The organizers expect it to be the largest assembly of Miuras ever, beating the crowds pulled together for the model's 40th and 50th birthdays. Owners who want in are directed to register through Lamborghini's concierge, and if history is any guide, eligibility will favor documented, correct cars over the merely shiny.

Here's why that matters beyond the photo opportunity.

The car that invented the layout everyone copied

The Miura's importance isn't nostalgia, it's architecture. When the rolling chassis appeared in 1965, followed by the finished car in 1966, it did something no production road car had done: it mounted a big V12 transversely, sideways, right behind the driver. That single packaging decision is the ancestor of essentially every mid-engine supercar built since. The quad-cam V12 traces back to the engine Giotto Bizzarrini designed for Lamborghini, and in the later Miura S it displaced 3.9 liters and produced 370 CV, numbers that made it one of the fastest things on the road in its day.

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Ferruccio Lamborghini reportedly wanted his company to build refined grand tourers, not racy exotica. The Miura happened anyway, pushed through by a group of young engineers as something close to a skunkworks project, with Bertone wrapping it in the Marcello Gandini shape that still stops traffic. The lesson for anyone who thinks brand strategy is handed down from the top: the car that defined Lamborghini forever was arguably a side project the boss didn't ask for.

What a "record gathering" actually is: a market event

Put this many Miuras on one lawn and you haven't just made a display, you've made a benchmarking exercise. The announcement promises access to the world's Miura "cognoscenti," which is the polite term for the handful of specialists who know which cars are original, which have been re-shelled, and which are wearing a spec they never left the factory with. That scrutiny is the whole game at the top of this market.

The tool that increasingly governs Miura values is Lamborghini's own Polo Storico certification. Polo Storico is the factory's heritage department, and its Certification of Authenticity is issued only after documented historical research into a specific chassis. Lamborghini says only around 200 Miuras worldwide have earned one. Think of it as the Lamborghini equivalent of a Ferrari Classiche book: its presence can add meaningful money to a sale, and its absence invites the question of why the factory won't vouch for the car. If you're a buyer, that certificate, or the realistic path to getting one, belongs at the top of your due-diligence list, above paint and above a fresh engine-out service.

The model hierarchy, and where the money sits

Not all Miuras are equal, and a gathering like this is where the differences become visible. The base P400 gave way to the P400 S, which brought a wider track, revised suspension with Koni dampers, and a nicer interior, then the SV, the most sorted and most valuable of the regular production cars. Above those sit the rarities the factory is bringing into its own 60th-anniversary program: the one-off Miura Roadster that Bertone showed at Brussels in 1968, and the SVJ, derived from the Jota prototype that test driver Bob Wallace built in 1970 to chase the car's outer limits.

The practical translation of that hierarchy is a huge spread in value, and it's driven by more than trim. Early cars evolved for a reason, the chassis and suspension were improved through the S and SV because the original car had more performance than its underpinnings were initially tuned to handle. For a buyer, an early P400 and a late SV are very different ownership propositions in how they drive and what they're worth, even though they wear the same silhouette.

Practical notes for owners, buyers, and spectators

If you own one, the registration route is Lamborghini's concierge, and you should expect an eligibility screen rather than an open door. Whether or not you make the field, understand that appearing at Pebble, and carrying Polo Storico certification, tends to push a car's agreed insured value upward, which is worth a conversation with your specialist insurer before and after August. Transporting and displaying a seven-figure car also means transit and event coverage that a standard collector policy may not fully address.

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If you're a buyer, use the gathering as a free education. Seeing the range side by side is the fastest way to calibrate your eye for correct panel gaps, proper colors, and period detail, the things that separate a genuine survivor from an expensive restoration wearing someone's idea of how a Miura should look.

And if you're simply going to look, this Pebble display is one piece of a year-long push that also includes Lamborghini's own museum exhibition running into January 2027 and a dedicated heritage tour in Italy. Sixty-year anniversaries reliably concentrate attention, and attention tends to firm up values, so the Miuras rolling onto that fairway in August are as much a snapshot of a rising market as a birthday party. The rare part isn't the cake. It's seeing this many of the first real supercar in one place, with the people who can prove which ones are the genuine article.

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