Bugatti has revealed the Destrier, the third bespoke creation from its exclusive Programme Solitaire division. Unlike previous commissions inspired by historical narratives, this one-off takes a different approach, transforming the uncompromising Bolide into an elegant sculpture that celebrates timeless design rather than outright performance.

Named after the powerful medieval war horse ridden by knights, the Destrier strips away the aggressive aerodynamic elements of the Bolide to place its dramatic proportions firmly in the spotlight.

A New Interpretation of the Bugatti Bolide

Although the Destrier shares its carbon fibre monocoque and mechanical underpinnings with the Bolide, its appearance is completely different.

Standing just one metre tall, it is the lowest Bugatti ever created. Larger wheels, measuring 20 inches at the front and 21 inches at the rear, replace the Bolide’s smaller track-focused setup, giving the car an even more striking stance.

The design explores a simple question: what would Bugatti’s most extreme engineering package look like if it was shaped purely for beauty instead of maximum downforce?

The answer is a remarkably clean silhouette with uninterrupted surfaces, restrained detailing and proportions that immediately distinguish it from the race-inspired Bolide.

Inspired by Bugatti’s Greatest Icons

While the Destrier is a modern creation, its philosophy is rooted in Bugatti’s heritage.

The company points to the legendary Type 57 platform, which underpinned both the Le Mans-winning Type 57G Tank racers and the celebrated Type 57SC Atlantic. Those cars demonstrated how a single chassis could give birth to two completely different personalities, one focused on motorsport and the other on timeless beauty.

That connection is acknowledged with a hand-laser engraved plaque above the windscreen depicting both historic models.

Refined Exterior Design

The Destrier introduces a fresh design language for Bugatti.

Its signature C-line has been reinterpreted, briefly breaking ahead of the front wheel before flowing back into the enlarged horseshoe grille. The front end favours elegance over aggression, while the rear features an integrated wing that subtly recalls the Chiron Profilée.

Viewed from the side, the body narrows dramatically behind the cabin before swelling over the rear wheels, creating an athletic stance rarely seen outside concept sketches.

The one-off is finished in an exclusive Sapphire Celeste paint developed solely for this commission. Multiple paint layers and diamond-inspired metallic elements enhance the bodywork, while polished aluminium trim provides contrast.

Only the front splitter and rear diffuser expose tinted carbon fibre, colour-matched to complement the blue exterior. Inside the engine bay, hammered metal finishes pay tribute to medieval armour.

Bespoke Interior Crafted Like Haute Couture

The cabin moves well away from the stripped-back racing environment of the Bolide.

Warm Ambre Voyageur leather and nubuck dominate the interior, accompanied by an advanced three-dimensional knitted textile more commonly associated with luxury fashion and technical sportswear.

Fine copper threads woven into the fabric create a distinctive halo pattern around the cabin, while contrasting stitching highlights the architecture of the dashboard, seats and centre console.

Hammered metal detailing appears throughout the cockpit on the door handles, air vents, steering wheel hub and entry plates, with a discreet French flag serving as a reminder of Bugatti’s origins.

Modern Details Meet Traditional Craftsmanship

The Destrier blends handcrafted finishes with contemporary technology.

Parametric lighting signatures feature in both the headlights and taillights, while the oil filler cap proudly carries the Destrier emblem alongside its unique 1/1 designation, confirming its place as the third Programme Solitaire creation.

W16 Power Remains Untouched

Although the styling has changed dramatically, the engineering underneath remains every bit as extraordinary.

Power comes from Bugatti’s legendary quad-turbocharged 8.0-litre W16 engine, producing 1,600 PS (1,177 kW). Rather than making outright speed the focal point, Bugatti presents the powertrain as a supporting element to a car whose true purpose is celebrating craftsmanship, proportion and timeless design.

Monterey Debut Planned

The Bugatti Destrier will make its public debut during Monterey Car Week, before appearing at the prestigious Pebble Beach Concours d’Elegance on 16 August 2026, where it is expected to become one of the standout attractions.

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Porsche has revealed an extraordinary one-off 911 Turbo S created to celebrate 75 years of the brand’s presence in Australia. Known as the 911 Turbo S Land Down Under, the bespoke sports car showcases what is possible through Porsche’s Sonderwunsch personalisation programme.

The unique model will first embark on a display tour across Australia before its long-term future is decided. Porsche has not confirmed whether it will eventually be sold, but if it does reach a private collector, its value is expected to comfortably exceed the standard car’s starting price.

The regular Porsche 911 Turbo S Coupe starts at AUD $577,300 (approximately R6,7m) before on-road costs, meaning this one-off creation could realistically approach the AUD $1 million mark (approximately R11,7m) once its exclusivity is taken into account.

A Collaboration Between Porsche and Contemporary Art

The project was developed jointly by Porsche’s Sonderwunsch division, the Style Porsche design team and contemporary artist Werner Bronkhorst.

Based on the latest 911 Turbo S, the car features a remarkable handcrafted Chromaflair paint finish that transitions from Terra Australis Red along the lower body to Southern Cross Blue across the upper surfaces.

This is the first time Porsche has applied this complex colour-shifting finish to a vehicle destined for the Australian market. The process requires seven individual layers of paint, each applied by hand to create the dramatic visual effect.

Interior Inspired by Australia’s Natural Beauty

Inside, the cabin receives an equally bespoke treatment.

Dark Night Blue is paired with a specially created Coolibah Brown leather, while numerous design touches pay tribute to Australia’s iconic scenery. References to landmarks including Uluru and the Blue Mountains are integrated throughout the interior.

Silky Oak wood trim adds a distinctly Australian character, while the headliner features embroidery inspired by the southern hemisphere night sky.

One of the most playful details is hidden beneath the active rear spoiler. When it rises above 80 km/h (50 mph), it reveals the message: “See ya later mate.”

Hybrid Powertrain Remains Unchanged

Mechanically, the special edition remains identical to the standard 911 Turbo S.

Power comes from Porsche’s 3.6-litre twin-turbocharged flat-six engine, working alongside a hybrid system and sending power to all four wheels through an eight-speed PDK dual-clutch transmission.

Combined output stands at 523 kW (701 hp) and 800 Nm (590 lb-ft), allowing the flagship 911 to sprint from 0 to 100 km/h in just 2.5 seconds.

Exclusivity Comes at a Price

Porsche Australia has not disclosed what this one-off commission cost to create.

However, the bespoke paintwork alone highlights the level of craftsmanship involved. Even selecting a standard Paint to Sample finish through the Sonderwunsch programme is expensive but this Chromaflair option can cost as much as AUD $100,000 (approximately R1,1m).

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Lamborghini has given enthusiasts a taste of what to expect from the upcoming Revuelto SV by confirming that the new flagship has already rewritten the record books.

Ahead of its official world debut on 14 August at The Quail during Monterey Car Week, the Revuelto SV established the fastest lap ever completed by a production car at Germany’s renowned Hockenheimring circuit. Behind the wheel was Lamborghini factory and development driver Marco Mapelli, who stopped the clock at an impressive 1:41.6.

The achievement underlines Lamborghini’s focus on extracting even more performance from the Revuelto platform before the car has even been publicly revealed.

Lamborghini Pushes the Revuelto Formula Even Further

According to Lamborghini CEO Stephan Winkelmann, the Revuelto SV has been engineered to elevate every aspect of the driving experience.

The company says every component has been refined with sharper performance, greater driver involvement and even stronger emotional appeal in mind. The Hockenheimring lap record serves as proof that those engineering improvements deliver measurable results on one of Europe’s most demanding racing circuits.

Why Hockenheim Matters

Lamborghini deliberately selected the Hockenheimring as the venue for its record attempt because of the circuit’s reputation as one of the industry’s most respected performance benchmarks.

The German track features a demanding mix of long straights, heavy braking zones and technical corners, making it an ideal location to evaluate acceleration, braking, handling and overall balance. Having hosted Formula 1, DTM and numerous GT championships, Hockenheim remains one of the toughest proving grounds for any high-performance road car.

Marco Mapelli Praises the Revuelto SV

Factory driver Marco Mapelli described the Revuelto SV as reaching a level of capability unlike anything he has previously experienced from Lamborghini.

He explained that the car delivers exceptional harmony between driver and machine, allowing its performance to be accessed with remarkable confidence and precision, even when pushing at the limit. That balance, combined with its outright speed, played a major role in setting the new production car lap record.

World Premiere Set for Monterey Car Week

The Revuelto SV will make its public debut on 14 August during The Quail, A Motorsports Gathering, one of the headline events of Monterey Car Week.

It will spearhead Lamborghini’s showcase, which also includes the United States debut of the Urus SE Performante and the global unveiling of the Revuelto Miura 60° Homage. The latter celebrates the iconic Miura alongside the 55th anniversary of the legendary Miura SV.

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Monterey Car Week has produced some legendary sales over the years, but the RM Sotheby’s docket for August 14 and 15, 2026 might be the deepest bench of factory Ferrari hypercars ever offered in one place. Six cars, spanning four decades of Maranello’s engineering history, are heading across the block in California, and together they’re tipped to fetch a genuinely staggering sum.

The Big Five, Reunited

For the first time at a single auction, all five of Ferrari’s “Big Five” halo cars, the 288 GTO, F40, F50, Enzo, and LaFerrari, will be sold together. Each represents a different chapter of Ferrari’s turbo, naturally aspirated, and hybrid eras, and each of these particular examples comes with a story that collectors will pay serious money for.

Ferrari 288 GTO: Where It All Began

The 288 GTO was born out of Group B homologation rules before the series was scrapped, leaving Ferrari with a featherweight aluminium and Kevlar chassis and a twin-turbocharged 2.8 litre V8 that made it the fastest production car in the world in the mid-1980s. The car heading to Monterey is chassis 54789, the 99th of 272 built, finished in Rosso Corsa with air conditioning and power windows. It shows just 1,541 km on the odometer and carries Ferrari Classiche certification confirming its matching numbers status. Presale estimates put it at 9 million to 11 million dollars.

Ferrari F40: The Last Car Enzo Approved

The F40 was the final Ferrari signed off during Enzo Ferrari’s lifetime, built to answer the Porsche 959 with a tubular steel chassis, a carbon fibre and Kevlar body shaped in Pininfarina’s wind tunnel, and a twin-turbocharged 2.9 litre V8 sent through a five speed manual with Ferrari’s famous exposed metal gate. This example, chassis 87345, was delivered new to Lee Iacocca, the executive who helped launch the Ford Mustang, and has covered barely any miles since. Ferrari’s F40 has been a strong performer at auction before, a “Minty Forty” one-off sold at Monterey 2024 for an estimated $1.9 million to $2.5 million, and this Iacocca car, with its far stronger provenance, carries an estimate of 4 million to 5 million dollars.

Ferrari F50: Mike Tyson’s Formula 1 Road Car

Ferrari built the F50 to bring its early 1990s Formula 1 program as close to the road as regulations would allow, wrapping a 4.7 litre V12 in a carbon fibre monocoque with a removable hardtop. Chassis 104220 was delivered new in California to former heavyweight champion Mike Tyson, and it comes complete with its luggage set, original manuals, and a pair of Everlast gloves signed by Tyson himself. It carries Ferrari Classiche certification and an estimate of 7 million to 9 million dollars.

Ferrari Enzo and LaFerrari: The Hybrid Handover

The Enzo, chassis 133919, has had only two owners, both in Texas, and comes with a full service history and Classiche certification. It bridges Ferrari’s naturally aspirated V12 era with the automated paddle shift gearbox and is estimated at 6.75 million to 7.5 million dollars.

The LaFerrari that follows it is one of just 499 built and one of around 120 sent to the United States. It has spent its entire life with a single Colorado owner and recently had its high voltage battery pack replaced ahead of receiving Classiche certification. LaFerraris have held their value well in the years since production ended and this hardtop example carries an estimate of 5 million to 6 million dollars.

Ferrari Daytona SP3: The Icona Halo Piece

Rounding out the six is the newest and most expensive car in the lineup, a 2023 Daytona SP3 from Ferrari’s limited run of 599 Icona cars. Finished in Giallo Triplo Strato with black stripes and Italian tricolour accents, chassis 297567 was built through Ferrari’s Atelier program and has passed through just two owners. Even a standard build slot for one of these cars was changing hands for the rand equivalent of R11 million, so it’s little surprise this finished example tops the sale with an estimate of 10 million to 12 million dollars.

And Then There’s Chassis 0

Ferrari also has a seventh car crossing the block in Monterey, and while it isn’t one of the six headline hypercars, it may end up being just as talked about. The Ferrari Luce “Chassis 0” is the very first production example of Ferrari’s new Luce nameplate, built as the showcase car for the brand’s Tailor Made personalisation division. It wears a custom semi-gloss Madreperla paint finish that shifts from green to purple depending on the light, paired with light metallic leather trim and white detailing throughout, including the wheels and the Prancing Horse badge itself.

Being chassis number zero of an entirely new Ferrari series gives this car a significance that goes beyond its striking paint job, and proceeds from its sale will go directly to the Ferrari Foundation to support educational programs. As a charity lot and a genuine first of its kind, the Luce is expected to sell for well over 1 million dollars, regardless of how the rest of the sale plays out.

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LARTE Design has revealed its latest interpretation of the Lamborghini Urus SE, giving the electrified super SUV a dramatic split-tone appearance that blends deep black into vibrant red. The bespoke finish extends beyond the painted bodywork and into the dry-carbon components, creating one of the most distinctive Urus builds seen to date.

The design is divided down the middle of the vehicle, with the front finished in black and the rear in red. The transition is achieved using a seamless gradient that flows over the bonnet, roof and rear section. Even the exposed carbon fibre elements follow the same theme, with the colour transition integrated into the carbon weave during production rather than being applied afterward.

LARTE says its LARGENDA package has been developed specifically for the plug-in hybrid model. Every component attaches to the factory mounting points without structural modifications and remains fully compatible with the SUV’s hybrid drivetrain, parking sensors and advanced driver assistance systems.

First Urus Body Kit to Receive Official German Type Approval

One of the biggest talking points surrounding this package is its certification.

The LARGENDA kit has received Germany’s Teiletypgenehmigung approval from the Kraftfahrt-Bundesamt (KBA), making it the first body kit developed for the Lamborghini Urus to achieve this level of national type approval.

Unlike many aftermarket certifications, this approval follows the same regulatory process vehicle manufacturers must satisfy before their vehicles can be legally approved for public roads in Germany.

Tested to Strict Industry Standards

To achieve certification, the body kit underwent extensive testing against recognised industry regulations.

According to LARTE Design, the package complies with VdTÜV-Merkblatt 744 and ECE-R 26 requirements. Additional testing confirmed carbon splinter behaviour under DIN 52306 standards, while pedestrian safety was assessed in accordance with UN-R127 protocols.

These evaluations were carried out by GTÜ Stuttgart, providing independent verification of the kit’s compliance.

18 Dry Carbon Components with OEM Fitment

The LARGENDA package consists of 18 exterior components manufactured entirely from premium dry carbon with a Class-A surface finish.

Every component is designed to integrate with original Lamborghini mounting locations, allowing installation without modifying the vehicle’s structure while preserving compatibility with all factory safety and assistance systems.

Personalisation Beyond the Factory Options

This particular Urus SE showcases what LARTE refers to as its Level 2 customisation programme.

Rather than simply selecting from factory paint options, customers can specify bespoke colour combinations and gradients that are incorporated into both the painted surfaces and the exposed carbon components. The same certified body kit architecture can therefore be tailored to suit each owner’s vision.

About LARTE Design

Founded by Alexej Janowski, LARTE Design is a German design atelier specialising in TÜV-certified dry-carbon body kits for a wide range of premium performance vehicles.

Its portfolio includes upgrade packages for the Lamborghini Urus, Mercedes-AMG G-Class, GT, GLE and GLS, BMW X5 M, X6, X6 M, X7, XM, i7 and 7 Series, Porsche Cayenne and 911, as well as the Cadillac Escalade.

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Porsche is nearing the end of the current 992-generation 911’s lifecycle, with only a handful of special editions still expected before the next-generation model arrives. That next chapter is likely to bring one of the biggest changes in GT3 history.

According to industry expectations, the next 911 GT3, tipped to debut in 2029 as a 2030 model, will abandon its naturally aspirated flat-six in favour of turbocharging. The move is expected to be driven primarily by increasingly strict European emissions regulations, leaving Porsche with little alternative.

If that happens, the entire GT3 family, including the more focused GT3 RS and Manthey variants, is expected to transition to forced induction since they all share the same engine architecture.

A Legendary Engine Reaches Its Limit

For decades, the naturally aspirated GT3 engine has been at the heart of Porsche’s motorsport programme and one of the defining characteristics of the road-going GT models.

Despite producing similar outputs over several generations, the GT3 has consistently remained one of the quickest track-focused production cars in the world. Rather than relying on massive power increases, Porsche has focused on refining chassis dynamics, aerodynamics and engine responsiveness.

The current 4.0-litre flat-six has already received extensive engineering updates over the years. Larger displacement, a gasoline particulate filter and countless race-derived improvements to the valvetrain, lubrication, cooling and intake systems have helped keep the naturally aspirated engine alive for as long as possible.

However, tightening emissions legislation appears set to bring that chapter to a close.

Twin-Turbo Power Looks Like the Most Likely Solution

Fortunately for Porsche, integrating turbocharging into the GT3 will not require starting from scratch.

Most 911 variants already feature turbocharged engines, meaning the necessary intake, exhaust, intercooling and cooling systems are already well developed. The challenge will be adapting those components to meet the demanding durability and performance standards expected of a GT3.

While Porsche’s latest GTS T-Hybrid powertrain may seem like an obvious candidate, it is unlikely to be the solution for the GT3. The added complexity and weight of the hybrid system would not align with the lightweight philosophy of Porsche’s GT division or current GT3 racing regulations.

Instead, the next GT3 is expected to adopt a conventional twin-turbo setup similar to the rest of the 911 range.

Performance Should Stay True to the GT3 Formula

The existing 3.0-litre twin-turbo flat-six found in models such as the 911 Targa already produces 473 hp (353 kW) and 529 Nm (390 lb-ft). By comparison, today’s naturally aspirated GT3 delivers 502 hp (375 kW) and 449 Nm (331 lb-ft).

That relatively small performance gap suggests Porsche’s GT engineers would only need modest tuning adjustments to achieve comparable output while maintaining the durability required for both road and track use.

Those expecting the more powerful 3.6-litre twin-turbo engine from the 911 Turbo are likely to be disappointed. The GT3 has never been about headline power figures or straight-line acceleration.

Its reputation has been built on precision, consistency, driver engagement and the ability to deliver lap after lap without compromise. If Porsche can preserve those qualities while meeting future emissions standards, the addition of turbocharging may prove to be less controversial than many enthusiasts expect.

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BMW’s G87 M2 lineup has grown steadily since launch, offering buyers a traditional rear wheel drive model, the recently introduced xDrive derivative and the more focused M2 CS. However, fresh spy footage suggests the German brand may not be finished expanding the range just yet.

A camouflaged prototype recently spotted during testing (seen in video below) has sparked speculation that BMW is developing another performance-focused version of its compact coupe before production eventually comes to an end.

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Camouflaged Prototype Raises Questions

Although the M2 CS has already been officially unveiled, the latest development car features camouflage covering both the front and rear sections. That immediately raises the question of why BMW would disguise a model that’s already on sale.

Interestingly, the test vehicle does not wear the aggressive M Performance Track Package components available for the standard M2, nor does it feature the extreme aerodynamic additions seen on cars like the M4 CSL. This suggests BMW could be testing something mechanically different rather than simply evaluating cosmetic changes.

Could An M2 CS Handschalter Be On The Way?

One theory is that BMW could be preparing a manual-only version of the M2 CS.

Such a model would likely prioritise driver engagement over outright performance, pairing the sharper CS chassis setup with slightly reduced power to accommodate a six speed manual gearbox. BMW has already demonstrated there is strong demand for enthusiast-focused limited editions, making a manual CS an attractive send-off for the current generation.

A special edition like this would also mirror Porsche’s strategy of extending a model’s lifecycle with multiple enthusiast-oriented variants.

M2 CS xDrive Is Another Possibility

There’s another explanation that may be even more likely.

BMW only recently introduced xDrive to the M2 lineup for the 2027 model year, and this prototype could represent an all wheel drive version of the M2 CS. Combining the extra grip of xDrive with the CS’s enhanced performance could create the quickest and most capable M2 ever built.

With the current M3 entering the latter stages of its lifecycle, BMW may feel there is now enough room in the lineup for an even faster M2 without overlapping too heavily with its larger sibling.

Don’t Expect An Official Reveal Soon

Whatever BMW is developing, it is unlikely to arrive anytime soon.

The updated 2027 M2 range has only just begun rolling out, meaning any additional derivatives are still some way off. If this prototype turns out to be an xDrive M2 CS, an unveiling sometime during 2027 seems realistic. Should BMW instead be planning a manual CS as a farewell edition, enthusiasts may need to wait until 2028.

With the G87 proving to be one of BMW M’s strongest-selling models despite its divisive styling, it makes sense for the company to continue expanding the range before eventually handing the baton to the next generation of M cars.

What This Means For BMW M

BMW knows the transition to its next era of performance cars will be closely watched. Even though future M models will continue to include petrol-powered options alongside electrified offerings, the G87 has built a loyal following and remains one of the brand’s biggest success stories.

Adding one or two final special editions would allow BMW to capitalise on that popularity while giving enthusiasts even more reasons to celebrate the current generation before it bows out.

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When people think about multimillion-rand hypercars, the focus usually falls on the engine, carbon monocoque or exotic materials. Yet one of the clearest examples of Pagani’s obsessive engineering is hidden in plain sight.

The Italian marque fits every car with around 2,000 individually crafted titanium fasteners, and together they are worth more than an entry-level Porsche 911. It’s a remarkable statistic that perfectly illustrates why Pagani occupies a completely different league when it comes to craftsmanship, attention to detail and exclusivity.

Each titanium fastener used by Pagani is far from an off-the-shelf component. Every one features a microscopic Pagani logo etched just 0.002 mm into its surface, a depth roughly 35 times thinner than a human hair. Producing markings this fine requires specialist equipment and underlines just how much effort goes into even the smallest pieces of every car.

With approximately 2,000 of these bolts fitted to a single vehicle, and each reportedly valued at around £60 (approximately R1,300), their combined value reaches roughly £120,000 (approximately R2.6 million).

While Pagani has never confirmed whether that figure represents its manufacturing cost, replacement value or an estimate, it provides a fascinating glimpse into the level of detail that helps justify a starting price of around €3.1 million (approximately R63 million) before any taxes or bespoke options are added.

The post Just The Bolts In A Pagani Cost Over R2.5 Million appeared first on Zero2Turbo | High-Performance Car News, Reviews and Videos from South Africa.

Mercedes-AMG is wasting no time proving that its new electric performance models can deliver on the racetrack. While the larger AMG GT 4-Door Coupe has received a mixed reception, the all-new electric CLA 45 4MATIC+ has stepped into the spotlight after setting a new Nürburgring Nordschleife lap record for its class.

Unveiled in early July 2026, the compact four-door performance saloon marks a major shift for AMG. It replaces the characterful petrol-powered CLA 45 and follows the retirement of the legendary A 45 S, as the brand accelerates its transition towards high-performance electric vehicles.

Nürburgring Record Confirms Serious Performance Credentials

Less than a month after its global debut, the electric CLA 45 has already earned an impressive accolade.

On 28 July, the car completed the full 20.832 km Nürburgring Nordschleife in an officially verified time of 7:32.070, making it the fastest vehicle ever recorded in its segment.

The record was achieved under ideal conditions, with ambient temperatures of 24°C and a track temperature of 30°C.

Mercedes-AMG credits the result to a combination of its advanced drivetrain, intelligent all-wheel drive system, adaptive suspension and sophisticated energy management that allows the car to deliver consistent performance throughout an entire lap.

Triple Axial-Flux Motors Deliver Supercar Acceleration

Power comes from the same triple axial-flux motor configuration found in the AMG GT 4-Door Coupe.

Combined output stands at 671 hp (500 kW), with all three compact electric motors featuring liquid cooling to maintain maximum performance during sustained high-load driving.

The sophisticated setup also enables fully variable torque distribution between the front and rear axles, while individual torque vectoring across the rear wheels enhances cornering precision through the latest evolution of AMG Performance 4MATIC+ all-wheel drive.

Performance is predictably explosive, with the CLA 45 sprinting from 0 to 100 km/h (62 mph) in just 2.7 seconds.

Active Aerodynamics and Track-Focused Equipment

For its record-setting run, the CLA 45 was equipped with Pirelli P Zero Trofeo RS tyres and driven by Kevin Berger using the Race driving mode included with the optional AMG Dynamic Plus package.

The new model also introduces active aerodynamic technology that includes an active rear spoiler, a first for this segment. The system continuously adjusts to improve aerodynamic balance, increasing stability at high speeds while also benefiting overall efficiency.

AMG Says Racing DNA Remains Intact

Mercedes-AMG Chairman Stefan Weckbach believes the Nürburgring achievement demonstrates that the brand’s motorsport heritage remains central to its future, even as it embraces electrification.

According to Weckbach, AMG has spent nearly six decades developing high-performance vehicles inspired by racing, and the new CLA 45 represents the next chapter of that story. He also suggested this is unlikely to be the last Nürburgring record the company intends to claim.

With customer deliveries beginning this month, Mercedes-AMG enters the electric performance sedan market with an impressive statistic already attached to its newest model.

The post Mercedes-AMG CLA 45 EV Becomes Fastest in Its Class Around the Nürburgring appeared first on Zero2Turbo | High-Performance Car News, Reviews and Videos from South Africa.

Few competition cars have influenced Ferrari’s future quite like the 1963 Ferrari 250 P. It marked a major turning point for the Italian marque, becoming the first Ferrari sports prototype to adopt a mid-engine layout instead of the traditional front-mounted V12 configuration.

That engineering shift transformed Ferrari’s racing programme and laid the foundation for decades of successful race and road cars that followed.

The significance of chassis 0810 is difficult to overstate. In its debut season as part of the factory Scuderia Ferrari team, it secured second place at the 1963 12 Hours of Sebring before finishing third overall at the legendary 24 Hours of Le Mans.

A Successful Career in North America

The following year, chassis 0810 crossed the Atlantic to join Luigi Chinetti’s famed North American Racing Team (N.A.R.T.), representing Ferrari in the United States.

Its American debut proved equally impressive. Driven by Mexican racing icon Pedro Rodriguez, the 250 P finished second overall at the Bridgehampton Double 500 before Rodriguez steered it to victory at the Canadian Grand Prix just weeks later.

Now, more than six decades after rewriting Ferrari’s racing philosophy, this historic machine will cross the auction block at Gooding Christie’s prestigious Pebble Beach sale on 15 August during Monterey Car Week.

The auction house expects the Ferrari to sell for between $15 million (approximately R250 million) and $20 million (approximately R335 million).

The Mid-Engine Ferrari That Defied Tradition

During the 1950s, Ferrari dominated endurance racing with front-engined legends such as the 250 Testa Rossa, 290 MM and 315 S. Enzo Ferrari remained convinced that this was the correct formula, even after the company’s Formula 1 cars had adopted mid-mounted engines.

Chief engineer Mauro Forghieri saw things differently.

Working closely with World Champion John Surtees, Forghieri developed the revolutionary 250 P around a lightweight tubular chassis. Power came from a longitudinally mounted 3.0-litre Testa Rossa-derived V12 paired with a rear-mounted transaxle. The car also featured fully independent suspension and inboard rear disc brakes, making it one of Ferrari’s most technically advanced racing cars of its era.

Its elegant bodywork was penned by Pininfarina before being hand-crafted in aluminium by Carrozzeria Fantuzzi. Extensive wind tunnel testing helped refine its distinctive aerodynamic profile, including its low wraparound windscreen and unique cockpit fairing.

An Immediate Winner

Chassis 0810 made its public debut at Monza on 4 March 1963.

Just weeks later, Ferrari entered two examples in the opening round of the FIA World Sportscar Championship at Sebring.

While the sister car, chassis 0812, driven by John Surtees and Ludovico Scarfiotti, claimed victory, chassis 0810 finished an impressive second in the hands of Lorenzo Bandini, Nino Vaccarella and Willy Mairesse.

A one-two finish on the model’s debut instantly validated Ferrari’s bold move to a mid-engine configuration.

Constantly Evolving

Throughout the 1964 racing season with N.A.R.T., the car continued receiving factory upgrades.

Its original 3.0-litre V12 was first enlarged to 3.3 litres before eventually growing to a 4.0-litre specification.

At the end of the season, Luigi Chinetti sold the Ferrari to Pittsburgh industrialist William McKelvy, whose Scuderia Bear team campaigned the car at circuits including Lime Rock, Bridgehampton and Sebring.

Remarkably, McKelvy advertised the Ferrari for sale in 1966 for just $12,000 (approximately R202,000), highlighting how yesterday’s factory race cars were once viewed simply as used competition machinery rather than priceless collector’s items.

A Coveted Ferrari Collector’s Piece

The Ferrari later passed to Maryland racer and dealer Gordon Tatum, who repainted it dark blue to match his 250 GTO before racing it extensively in SCCA competition.

Following ownership by several respected Ferrari collectors, the car was acquired in 1987 by renowned Ferrari racer, collector and former dealer Harley Cluxton III.

After a comprehensive restoration, Cluxton sold the 250 P in 1988 to current owner Anthony Wang for a reported $3 million (approximately R50.5 million).

Wang, one of the world’s foremost Ferrari collectors, is known not only for preserving his cars but actively driving them. He famously exercised the 250 P at the 2024 Monterey Historics, demonstrating that this priceless racer remains exactly where it belongs: on the circuit.

With factory provenance, significant race history and an unmatched place in Ferrari’s engineering evolution, chassis 0810 is widely regarded as one of the most important Ferraris ever to reach the auction market.

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