What a weekend it was at this year’s Concorso d’Eleganza Villa d’Este in Como, Italy. The event delivered once again, packed with legendary and beautifully preserved machines. The weather didn’t look too promising at first, but it turned out to be two mostly sunny and pleasantly warm days, perfect conditions for taking in the cars.
Last year, the Ueno Clinic McLaren F1 road car was a clear standout. This year, another F1 showed up, and it might’ve been even more intriguing: chassis #011R, a McLaren F1 GTR with a seriously fascinating history.
After the DTM championship shut down in 1996, Mercedes-AMG needed to get up to speed fast for the upcoming 1997 FIA GT Championship. Their new weapon, the CLK GTR, was still in development, and they needed a platform to build and test with. So they looked to what was, at the time, the benchmark: the McLaren F1 GTR.
You’d think McLaren would’ve handed one over, given their growing ties with Mercedes in Formula 1. But in reality, that relationship was still in its early stages, way before the SLR collaboration or anything close to it. So instead of calling up Woking, Mercedes ended up buying the chassis #011R from Larbre Compétition, a non-factory team. This car had already seen competitive action in the FIA GT Championship, wearing a Franck Muller Watch livery and driven by Fabien Giroix, Jean-Denis Délétraz, and Didier Cottaz.
Once AMG had the car, they stripped it down and heavily modified it. The original bodywork was swapped for a makeshift longtail-style shell, not to mimic McLaren’s 1997 GTR, but to test airflow and cooling concepts for the yet-to-be-built CLK GTR. Even the heart of the car was changed: out went the BMW V12, in went AMG’s own 6.0-liter LS600 engine.
They took the reworked test mule to Jarama for initial runs, and it clocked seriously competitive lap times, until it overheated. In what’s now a bit of motorsport folklore, Bernd Schneider pushed the car a little too hard and solved the problem by putting it into a wall.
The CLK GTR eventually found its stride, and after a few early struggles, managed to dethrone McLaren in the 1997 season. As for #011R, it disappeared from the spotlight until 2000, when it showed up at a Sotheby’s auction in Monaco. By that time, it had been restored to its original race body and was running the BMW V12 again. It spent some time in the UK painted Papaya Orange, but today it’s back in its Franck Muller colors and is part of a private collection in Denmark.
Bugatti EB110 GT
When Italian businessman Romano Artioli brought the Bugatti name back to life in the late '80s, he wasn’t just trying to revive a legacy, he wanted to build the ultimate supercar of its time. In 1987, he founded Bugatti Automobili S.p.A. and set up shop in Campogalliano, right in the heart of Italy’s Motor Valley, surrounded by giants like Ferrari, Lamborghini, and Maserati.
His factory, nicknamed La Fabbrica Blu for its striking blue exterior, wasn’t just a place to build cars, it was a statement. Built from scratch with cutting-edge technology, the facility drew in clients and journalists alike, much like Bugatti’s original home in Molsheim decades earlier. The new chapter officially launched on September 15, 1991, when the EB110 GT made its debut in Paris beneath the Grande Arche de la Défense, a dramatic unveiling on Ettore Bugatti’s 110th birthday.
The EB110 GT was more than just a comeback car, it was a technical powerhouse. Under the hood sat a 3.5-liter V12 with five valves per cylinder and no fewer than four turbochargers. The result? 560 hp, 0-100 km/h in just 3.3 seconds, and a top speed of 342 km/h, making it the fastest production car in the world at the time.
It also broke new ground in construction. The EB110 was the first production supercar to feature a carbon-fibre monocoque, developed by aerospace company Aérospatiale. It had all-wheel drive for incredible traction, scissor doors, and active aero, including a retractable rear wing, all wrapped in a design originally penned by Marcello Gandini and later refined by Giampaolo Benedini.
But despite the innovation and excitement, Bugatti’s renaissance was short-lived. The early '90s recession hit hard, and by 1995 the company filed for bankruptcy. Just 139 cars were built before production shut down, making the EB110 a rare and important chapter in Bugatti’s story, the link between its early 20th-century origins and the modern Veyron era.
The example shown at this year’s Concorso is finished in Verde Scuro Metallizzato, a deep metallic green, one of just six EB110 GTs painted in this color. Originally delivered to a German collector who also owned a McLaren F1, the car now resides back in Italy, cared for by Maurizio Deangelis, the man behind Deangelis Fine Watches in Milan and Forte dei Marmi. At this year’s event, it rightfully took the win in Class F, a fitting recognition for a car that represents both ambition and innovation at a pivotal time in automotive history.
Ferrari F40 GTE
When Ferrari unveiled the F40 at the 1987 Frankfurt Motor Show, it wasn’t just revealing a new supercar, it was dropping the mic on four decades of performance heritage. Built to celebrate Ferrari’s 40th anniversary, the F40 followed in the footsteps of the 288 GTO, but dialed everything up to eleven.
While it shared the 2.9-liter twin-turbo V8 with its predecessor, the F40 was a much wilder machine. Its tubular steel chassis was reinforced with Kevlar, and the bodywork was largely made from the same high-tech material, a direct transfer from the world of racing. At just 1,200 kg and 478 hp, the F40 delivered raw, unfiltered speed, with no electronic assists to tame it. It could break traction in second gear with ease. This was the last car personally approved by Enzo Ferrari, and it showed. It was brutally fast, unapologetically analog, and deeply connected to the track, even if it wasn’t born for it.
Ferrari initially planned to build only 400 units, priced in Germany at DM 444,000, but demand exploded, and by 1992, over 1,300 had been produced.
Despite its race-ready looks, the F40 wasn’t designed as a competition car, not officially, at least. But the racing world couldn’t resist its potential. So Charles Pozzi, Ferrari’s French importer, took the initiative. Working with the specialists at Michelotto in Padua, they developed the F40 LM, a lighter, more powerful track-focused version equipped with bigger turbos, improved intercoolers, a racing gearbox, beefier brakes, and revised aerodynamics. Power climbed, weight dropped, and the F40 was finally unleashed on the track.
Later evolutions took things even further, bumping displacement and pushing output past 700 hp while trimming weight to just 1,050 kg. Performance was nothing short of brutal.
Then came the ultimate version: the F40 GTE. It was Michelotto’s final take on the platform, built for the booming BPR Global GT Series in the mid-1990s, a golden era of privateer GT racing. Chassis #84503, shown here at the Concorso, is one of just six GTEs ever made. It features a larger 3.6-liter engine producing a monstrous 720 hp, paired with carbon-ceramic brakes and a six-speed sequential gearbox.
Even though production of the road-going F40 had ended by the time the GTE hit the track, this evolution proved the platform still had plenty of fight left. In the right hands, it was a giant-slayer, loud, aggressive, and utterly ferocious.
Ferrari F50
Even though it was built to celebrate Ferrari’s 50th anniversary, the F50 made its debut a bit early, landing at the 1995 Geneva Motor Show, two years ahead of the official milestone. But no one was complaining. The F50 was Ferrari’s way of bridging five decades of heritage with cutting-edge Formula 1 tech, wrapped in a road-legal package.
Following the raw and aggressive F40, the F50 brought a different kind of experience. It was still focused, still loud, still unapologetically analog, but now with a naturally aspirated V12 under the hood instead of a twin-turbo V8. And not just any V12. The 4.7-liter engine was derived directly from the 3.5-liter unit used in Ferrari’s 641 F1 car, the very one Alain Prost took to the brink of a world title in 1990. In road-going form, it made 520 hp, revved to the heavens, and gave the F50 a spine-tingling soundtrack.
It was also a trailblazer in terms of construction. The F50 was Ferrari’s first supercar to feature both a carbon-fibre tub and bodywork, taking lessons straight from the racetrack. It also marked the end of an era, being the last of the manual Ferrari flagships to feature the classic open-gated gearshift. Its successor, the Enzo, would move to paddle shifters.
Visually, it was a bold evolution, shaped under the guidance of Lorenzo Ramaciotti at Pininfarina. And unlike its predecessors, the F50 offered something no Ferrari supercar had done before: the chance to go topless. A removable hardtop, stowed in a custom-fitted box, gave drivers the full wind-in-your-hair experience, and let that V12 sing even louder.
Only 349 F50s were ever built, making it the rarest of Ferrari’s Big Five supercars after the 288 GTO. It also broke a bit with tradition: while the GTO and F40 were only available in red, the F50 came in multiple colors, two reds, yellow, black, and silver.
The example shown here, chassis number 148 of 349, is finished in classic Rosso Corsa. It was originally delivered on July 12, 1996, to Prince Saud bin Fahd bin Abdulaziz Al Saud at his Paris residence. Since then, it’s changed hands just twice, both times to collectors in the UK, and remains in extraordinarily low-mileage condition, a jewel of the F50’s brief, brilliant chapter in Ferrari history.
Maserati MC12 Corsa
Back in 2004, Maserati re-entered the supercar spotlight with a machine that blurred the lines between track and road: the MC12. Developed alongside the Ferrari Enzo, it shared much of its DNA, including the screaming 6.0-liter V12, but the Maserati wasn’t just a rebodied cousin. It had a character all its own.
While the Enzo was a road-going marvel, the MC12 had racing in its blood from the start. Its version of the Ferrari V12 was slightly detuned to 630 hp, but the car's focus wasn’t outright specs, it was competition. To homologate the car for the FIA GT1 series, Maserati built just 25 road-legal examples in 2004. Demand quickly outpaced supply, prompting another 25 to roll out in 2005.
“MC” stands for Maserati Corsa, “Racing Maserati”, and the “12” signifies the number of cylinders under the hood. All road versions came in the now-iconic Pearl White with blue accents, a tribute to Maserati’s 1950s racing colors.
But the real monster was the MC12 GT1, a race-bred evolution that tore through the GT racing scene with instant success. From 2005 to 2009, it dominated the FIA GT Championship, claiming titles and even winning the grueling 24 Hours of Spa.
To celebrate that racing legacy, Maserati created something even more extreme: the MC12 Corsa. Introduced in 2006, this was a no-compromise track weapon based directly on the GT1 car. Only 12 were ever built. Unlike the road MC12, the Corsa wasn't meant to see public roads, it was track-only, lighter, sharper, and far more powerful.
The Corsa swapped the Enzo-derived V12 for a reworked version pushing 755 hp, paired with a stripped-down body weighing just 1,150 kg, nearly 200 kg lighter than its road-going sibling. That gave it brutal performance, with 0-200 km/h dispatched in just 6.4 seconds. It came with a fixed roof (unlike the targa-style road car), GT-style wheels, a racing interior, and that towering rear wing that leaves no doubt about its intentions.
Most MC12 Corsas were finished in striking “Victory Blue,” the signature color of this ultra-limited series. The one shown here, chassis #0001, is even more special. It’s one of only three that were ever converted for road use, making it a unicorn among unicorns.
To this day, the MC12 Corsa stands as the most powerful and uncompromising Maserati ever built, a visceral reminder of the brand’s motorsport roots and its brief but brilliant domination of GT racing.
Mercedes-Benz CLK GTR AMG
The CLK GTR is one of those rare machines where the race car came before the road car, and what a car it was.
Born from Mercedes-Benz’s aggressive push into the FIA GT Championship in the late ’90s, the CLK GTR was purpose-built for the GT1 class. After DTM collapsed in 1996, Mercedes needed a new battlefield, and the freshly rebranded FIA GT series, formerly the BPR series, was the perfect stage. But to compete, the rules said Mercedes had to build 25 road-going homologation cars. No problem… sort of.
Instead of building the road car first, Mercedes flipped the script. Over just 128 intense days in late 1996 and early 1997, they developed the CLK GTR race car, barely resembling anything on the road aside from some lights, switches, and the “CLK” name. They even got special permission from the FIA to delay the road car deliveries, an unusual allowance that gave them a head start. As a result, the CLK GTR dominated the 1997 and 1998 FIA GT seasons, steamrolling its competition.
When the time came to build the road cars, Mercedes handed the job to HWA GmbH, the specialist outfit founded by AMG’s original boss, Hans Werner Aufrecht. And while the finished car bore the name “CLK,” it shared almost nothing with the regular CLK road car, this was a race machine with just enough civility to pass as street-legal.
Power came from a 6.9-liter naturally aspirated V12, mid-mounted and good for 612 hp. A sequential six-speed gearbox sent power to the rear wheels, while the carbon-fiber body and tub kept weight down and stiffness up. It rocketed from 0-100 km/h in 3.7 seconds and topped out at 320 km/h, serious numbers, even by today’s standards.
In total, 25 road cars were built: 20 coupés and just 6 production roadsters (plus a prototype and a press car). The one shown here is the very last CLK GTR ever made, and it’s special for more than just being the final one off the line. Commissioned by a member of the Brunei Royal Family, this car is the only right-hand-drive CLK GTR in existence. Delivered in 2006, nearly a decade after the racing version’s debut, it stands as a fascinating full-circle moment in Mercedes’ modern motorsport story.
With a price tag north of 3 million DM back in the day, the CLK GTR was the most expensive production car in the world when it launched. But with its bloodline, backstory, and rarity, it more than earned its place in automotive royalty.
BMW Concept Speedtop
Following the elegant Concept Skytop from 2024, BMW now introduces the Concept Speedtop, a sleek Shooting Brake built on the same 8 Series platform. Unlike the Speedtop’s planned run of 70 units, the Skytop was even rarer, with only 50 examples made.
Inside, the Speedtop is fully leather-trimmed, even the floor mats, with a two-tone interior featuring light surfaces contrasted by dark accents and unique details like Budapester perforation on the seats and doors. Ambient lighting in the roof adds a refined touch, while a small storage area behind the two seats enhances practicality.
Styling cues recall the BMW Z8 and 503, with a sharp front end, narrow headlights, and a wide illuminated kidney grille. The Shooting Brake roofline is sporty yet functional, providing a surprisingly large dual-floor luggage space, ideal for golf bags in the nearly 5-meter-long body.
The rear shares the Skytop’s bold bumper and giant exhaust tips, though production versions will include a muffler. Power comes from the M8 Competition’s 625 hp 4.4-liter twin-turbo V8, sending 850 Nm of torque to all four wheels, with a 0-100 km/h sprint in 3.3 seconds.
While the price is unconfirmed, expect it to exceed €200,000, reflecting its exclusivity and handcrafted detail.
BMW M2 CS G87
The all-new BMW M2 CS G87 made its world debut as a high-performance special model designed for both track enthusiasts and everyday driving. Built alongside the BMW M2 Racing at BMW’s Mexican plant in San Luis Potosí, the M2 CS is a limited production model targeting key markets like the USA, Germany, and China, with deliveries starting in late summer 2025. Pricing in Germany is set at €115,000.
Based on the second-generation M2, the M2 CS boosts performance significantly, packing a 3.0-liter inline-six with M TwinPower Turbo tech that delivers 530 hp, 50 hp more than the standard M2. This power rivals the BMW M3 and M4 Competition models with xDrive, and is sent to the rear wheels through an 8-speed M Steptronic gearbox with Drivelogic.
Thanks to extensive use of carbon fiber reinforced plastic (CFRP) for many exterior and interior parts, the M2 CS sheds around 30 kg compared to the base model, making it the lightest current-gen M2. It also features forged M lightweight wheels as standard.
The engine’s torque jumps to 650 Nm, available across a wide rev range, while its high-revving nature is enhanced with optimized throttle response and drive modes for sharper, more immediate acceleration. The car sprints from 0-100 km/h in just 3.8 seconds, beating the standard M2 by 0.2 seconds, and hits 200 km/h in 11.7 seconds.
Performance is supported by a lowered adaptive M suspension, M Servotronic steering, M Sport differential, and powerful M Compound brakes with red calipers, optional M Carbon ceramic brakes are available. The car rides on 19-inch front and 20-inch rear wheels wrapped in track-ready tires, with alternatives available.
Visually, the M2 CS is defined by carbon fiber details like the M carbon roof, mirror caps, and a lightweight CFK rear trunk with a ducktail spoiler. The aggressive front splitter, blacked-out kidney grille, and matte-black quad exhaust tips complete the sporty look. Four exclusive paint options are offered.
Inside, the cabin is wrapped in Alcantara and leather Merino with CFK accents, featuring carbon-fiber center console and heated, lightweight M carbon bucket seats with illuminated “CS” logos. The three-spoke M Alcantara steering wheel has a red center marker and M drive buttons for quick setup changes. Exclusive touches include illuminated door panels with “CS” logos and a dark anthracite M headliner.
Tech-wise, the M2 CS comes with BMW’s latest Operating System 8.5, a 12.3-inch instrument display, 14.9-inch control screen, Harman Kardon sound system, and digital climate controls. Connectivity includes Apple CarPlay and Android Auto, with a full suite of driver assistance systems standard.
The M2 CS features a dedicated M setup menu with direct access to engine, suspension, steering, and traction control settings. Advanced track tools like the M Drift Analyzer and M Laptimer help drivers push their limits on the circuit.
Overall, the new M2 CS combines motorsport-derived technology with daily usability, making it the most focused and thrilling M2 yet.
Rolls-Royce honored the 60th anniversary of the classic 1964 James Bond film Goldfinger by unveiling two extraordinary Phantoms that pay tribute to the iconic movie.
First, the 2024 Phantom Goldfinger wowed visitors with its modern luxury infused with cinematic history. Inspired by the 1937 Phantom III Sedanca de Ville driven by villain Auric Goldfinger, this limited-edition model features bespoke details linking back to the film’s most memorable scenes. Highlights include a sculptural gallery inspired by the Furka Pass chase, a gold golf putter mounted inside the boot, a nod to Goldfinger’s infamous weapon, and a stunning interior bathed in 18-carat gold accents. The starlit ceiling even replicates the night sky over Furka Pass on the day of filming in 1964. Subtle touches like a 24-carat gold-plated VIN ending in “007” and umbrellas matching the colors from the film complete the immersive experience.
The exterior mirrors the original Phantom III’s distinctive yellow and black two-tone paint, with 21-inch disc wheels and a Spirit of Ecstasy figurine specially crafted to evoke the smuggling plot from the movie, featuring a unique gold-under-silver effect. Even the classic number plate “AU 1” returns, symbolizing the chemical symbol for gold and completing the tribute.
Alongside this modern masterpiece stood the original 1937 Phantom III Sedanca de Ville itself, the very car that inspired the Goldfinger edition. This legendary classic, famed for its elegant coachwork and commanding presence, embodies Rolls-Royce’s rich heritage and timeless craftsmanship. Its presence at Villa d’Este provided a perfect contrast and connection between past and present, showcasing how the brand continues to celebrate its storied legacy while pushing the boundaries of luxury and innovation.
Together, these two Phantoms tell a captivating story of cinema, craftsmanship, and timeless style, making Rolls-Royce’s presentation one of the highlights of the Villa d’Este event.
The concept and prototype section showcased some truly exciting machines, starting with the Glickenhaus SCG 007s, a Le Mans race car built for the road.
Jim Glickenhaus, the filmmaker turned entrepreneur and Ferrari enthusiast, founded Scuderia Cameron Glickenhaus in 2004 with the goal of racing in the FIA World Endurance Championship. That dream became reality in 2021 with the SCG 007 LMH, which scored pole positions at Monza and Spa and earned podium finishes at Le Mans and Sebring. Although SCG has since stepped away from WEC, the company is now focusing on what matters most to car lovers: street-legal hypercars.
Enter the SCG 007s, a road-going version inspired directly by the 007 LMH racecar. Under the hood sits a twin-turbo 6.2-liter V8, delivering a staggering 1,014 hp and 1,000 Nm of torque through a seven-speed automated manual gearbox, all while tipping the scales at just 1,550 kg, about the same weight as a 2025 Toyota Supra.
The chassis is pure racecar, designed for circuits like Le Mans, with double wishbones up front, pushrod suspension at the rear, and adjustable stabilizers tailored to track or street driving. Lightweight forged aluminum wheels allow quick tire changes, aided by built-in air jacks, a true pit-stop ready setup.
Aerodynamically, the 007s closely follows its racecar sibling, featuring a large front diffuser with corner fins, an extended vertical fin behind the cabin, and a massive rear spoiler. SCG claims the car’s advanced aero lets it operate at the very limit of grip, even on slick racing tires.
But don’t mistake this for a track-only beast. The 007s is surprisingly practical, with hydraulic doors for easy access, a front lift to clear curbs, and yes, air conditioning.
As SCG puts it, this isn’t just a street-legal racecar replica, it’s a new vision of what a hypercar should be. Built through thousands of laps on the world’s toughest tracks, it’s equally at home slicing through city traffic or blasting around a race circuit.
The SCG 007s made its public debut at this year’s Villa d’Este before heading to customers later in 2025. Pricing hasn’t been announced yet, but with that kind of race pedigree, expect a serious price tag.
Another standout at Villa d’Este was the Alfa Romeo 8C DoppiaCoda, making its debut in Como as a tribute to Alfa’s golden era of racing. Created by Milan’s legendary design house Zagato, this concept celebrates their long partnership and the brand’s rich motorsport history from the 1930s.
Based on the 8C Competizione, the DoppiaCoda honors the iconic 8C models that dominated races like the Mille Miglia, Targa Florio, and Le Mans between 1931 and 1939. Zagato’s design takes inspiration from the classic short-wheelbase racing versions, especially the legendary “Monza.”
The heart of the concept is its unique rear design, blending two signature Zagato elements: the aerodynamically chopped “Coda Tronca” (Kamm tail) and a smooth, rounded tail. This fusion creates a fresh yet respectful take on tradition. Zagato’s chief designer Norihiko Harada calls it the “Wing Tronca”, a design that balances lightness with aerodynamic efficiency.
For Zagato’s Andrea Zagato, the 8C DoppiaCoda isn’t just about form and function; it’s a cultural statement inspired by the flow of baroque music. The car’s lines aim to evoke a “harmonious wave,” combining timeless beauty with cutting-edge performance.
Another concept was the Lotus Theory 1, an experimental car that embodies the future of intelligent performance and driver engagement. It represents the purest expression of Lotus’ design philosophy, innovation, and dedication to crafting cars truly “For the Drivers.”
Built with cutting-edge technology, lightweight materials, and sustainability in mind, the Theory 1 introduces Lotus’ new design language based on three core principles: Digital, Natural, and Analogue. Inspired by iconic models like the Type 72, Esprit, and Eleven, it updates their legendary features for the modern, connected age.
The three-seat cockpit features a unique, patent-pending reverse-opening door system, rare for a car in this class. By blending smart engineering with a human-focused approach, the Theory 1 redefines the connection between driver, car, and road.
In the same class of Concept & Prototypes at Villa d’Este, the Huayra Epitome stands as a one-off masterpiece, representing the pinnacle of Pagani’s current road-legal technology, tailored with incredible precision to the client’s vision.
This unique car is the result of a close collaboration between Pagani and a client who wanted to push the Huayra to its ultimate form, both in design and performance. Over nearly two years, Pagani’s multidisciplinary team worked hand-in-hand with the client to transform ideas into reality.
At its heart beats Pagani’s signature AMG-built 6.0-liter twin-turbo V12, delivering a thrilling 864 hp and 1,100 Nm of torque. For the first time ever, the Huayra Epitome features a manual transmission, offering a pure, mechanical driving experience. The seven-speed Xtrac gearbox and advanced electronics ensure razor-sharp responsiveness and power delivery.
Pagani also focused heavily on the suspension, with a new active system that balances performance and comfort. Drivers can activate a “super soft” mode for rough roads, which automatically switches back at higher speeds, offering versatility rarely seen in hypercars.
The car’s lightweight titanium exhaust creates an unforgettable sound, with extra downforce generated by unique blown diffuser outlets. Custom forged aluminum wheels, inspired by the client’s Imola Coupé, are wrapped in Pirelli P Zero Trofeo R tires, delivering exceptional grip and track-ready performance.
Design-wise, the Huayra Epitome features clean, sharp lines and bespoke elements like a new front bumper with integrated splitter, exclusive light clusters, and a redesigned rear hood with an integrated wing, balancing aerodynamic efficiency with timeless elegance.
This project falls under Pagani’s Grandi Complicazioni division, named after the world of haute horlogerie. It’s where ultra-limited, highly complex hypercars are crafted, with every detail tailored to the customer’s desires, true art and engineering in perfect harmony.
Bugatti Type 101 C Antem
After the end of World War II and the passing of Ettore Bugatti in 1947, his youngest son Roland Bugatti tried to revive the legendary Bugatti brand in Molsheim, France. His vision was to create a new Bugatti model, the Type 101. However, the post-war factory was battered and lacked the resources needed to develop a truly new luxury car from scratch. So, the Type 101 became an upgraded, modernized continuation of the pre-war Type 54 touring car.
Built on the iconic chassis of the pre-war Type 57, the Type 101 featured a revised 3.3-liter inline engine equipped with a supercharger. Several improvements brought it up to date: Weber carburetors replaced the older Stromberg units, and it gained an electric pre-selector Cotal transmission along with updated telescopic shock absorbers. This blend of old and new was unveiled at the Paris Salon in 1951.
Unfortunately, the Type 101 struggled to find buyers. Between 1951 and 1956, only a handful were sold. Post-war Europe was economically devastated, and the enormous price tag of this luxury machine put it out of reach for most. At the same time, more affordable, modern cars like Bentleys, Jaguars, and Alfa Romeos captured the limited market for premium vehicles. The Type 101’s classical design and high cost felt out of step with the era’s needs and spirit.
Visually, the Type 101 marked a shift away from the pre-war styling. The wheels were no longer free-standing, and separate bumpers disappeared. Instead, the coachwork followed a streamlined pontoon style, with fully integrated radiators. The iconic Bugatti horseshoe grille was present but noticeably slanted, tucked into the airflow rather than standing proudly exposed.
In total, only one prototype and six series cars were built. The particular chassis shown here, 101504, is unique, the only Type 101 bodied by the French coachbuilder Antem as a two-seater coupé in 1952. This exclusive car was commissioned by René Bolloré, the second husband of Ettore Bugatti’s widow.
Originally finished in a deep dark green, it rolled on chrome wire wheels wrapped in classic white-wall tires. Inside, the cabin was dressed in luxurious Havana leather. One standout feature is the side-mounted exhaust pipes with perforated heat shields, a rare detail reminiscent of race cars rather than road cruisers.
By the late 1950s, this coupé made its way across the Atlantic to the United States. In 1990, it underwent restoration, emerging in its striking two-tone red and black livery, the look it proudly wears today as a testament to Bugatti’s post-war legacy.
Broad Arrow Auctions, part of the Hagerty family, made a strong first impression in Europe as the official auction partner of BMW AG at this year’s Concorso. The auction house presented a standout lineup of more than 70 world-class cars, boats, and motorcycles.
The two auction days, held on May 24 and 25 inside the Rotunda at Villa Erba, saw packed rooms buzzing with energy. More than 8,000 viewers also tuned in live on Broad Arrow’s YouTube channel to catch the action. Together, the sales brought in over €31 million, with 78% of the lots finding new owners.
Top 10 Highlights from the Auction:
1. 1948 Ferrari 166 Spyder Corsa by Ansaloni - €7,543,750
2. 1938 Talbot Lago T150 C Lago Speciale Teardrop Coupe by Figoni et Falaschi - €3,606,250
3. 1989 Ferrari F40 Competitzione - €2,312,500
4. 1954 Siata 208S Motto Spider - €1,750,000
5. 1965 Ferrari 275 GTS - €1,525,000
6. 2006 Porsche Carrera GT - Sold ahead of auction
7. 1957 Mercedes-Benz 300 SL Roadster - €1,007,500
8. 2003 Honda NSX-R - €934,375
9. 2023 Ford GT - €613,750
10. 1980 BMW M1 - €602,500
And with that, we wrap up our time at this year’s Concorso d’Eleganza Villa d’Este. Once again, it was an unforgettable event, and we’re grateful to have been part of it. These two days were packed with highlights, from breathtaking cars and inspiring conversations to the stunning backdrop of Lake Como.
We made the most of every moment, including a scenic boat ride from Villa Erba to Villa d’Este, some incredible Italian food, and the chance to reconnect with familiar faces while meeting plenty of new ones too. The entire experience was a reminder of why this event holds such a special place in the automotive world.
We’re already counting down the days until next year. Villa d’Este isn’t just a car show, it’s something you truly have to experience for yourself. There’s nothing else quite like it.
