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McLaren W1 First Drive: Ferocious Hypercar Transcends the Track

You know things are getting serious when McLaren rolls-out the ‘1’ suffix. The origin story is, of course, the very first road car McLaren ever built, the F1. Designed by visionary Formula 1 aerodynamicist and engineer Gordon Murray, it arrived in 1992 and rendered all other supercars obsolete. The tiny, lightweight F1 embraced carbon-fibre material technology, adopted a radical centre seat driving position with two passengers set back and either side and was powered by a 6.1-litre V12 engine from BMW that might as well have been passed down directly from the Gods. Game-changer? That doesn’t even come close to describing its impact, even if at the time sales didn’t come easy… The P1 was very different. Rather than a unique side project from the Formula 1 team, it was instead a statement piece for McLaren Automotive, a new road car division still in its infancy. It arrived in 2013 and was a wild-eyed showstopper. It traded the long-legged gait and supple suspension of the F1 for a weaponized hybrid system capable of delivering 903bhp and huge blue flames from its drainpipe exhaust. In Race mode, it lowered by 2-inches and its massive concave rear wing extended into the sky. The P1 was all about aerodynamic downforce, crazed acceleration and a snorting, angry soundtrack that mixed venomous twin-turbocharged V8 with the manic whirr of electric motors. Not so much a car as a force of nature. And now there’s this: The W1. It’s a true successor to the P1 with a similar brief and, on the face of it, it evolves rather than radically reinvents McLaren’s vision for the ultimate hypercar. This is not a criticism. How could it be when the result is this dramatic and has such staggering, other-worldly potential? The W1 has 1258bhp delivered to the rear wheels. It’s capable of 0-124 mph in 5.8-seconds, the quarter mile in 9.6-seconds at 167 mph and produces 2205lbs of downforce at 174 mph. The active aerodynamics – particularly a rear wing that extends way out beyond the rear of the car – are pure performance art and deliver massive aerodynamic efficiency. The result, aside from looking extremely cool, is that the W1 is McLaren’s fastest road car around a racetrack. Ever. Their benchmark circuit is the breath-taking Handling Track at the Nardo proving ground in southern Italy, where the W1 beats their previous benchmark, the flyweight McLaren Senna, by three seconds per lap. Or “a lifetime” as they call it in racing. Maybe two lifetimes! Core to the W1’s performance is the new ‘Aerocell’ carbon fibre tub. With integrated seats and a raised footwell to allow for inboard pushrod-operated front suspension – which in turn gives air a clean path to the huge underbody diffuser – it’s light, stiff, space efficient and has been instrumental in McLaren realising a full ground-effect concept. Just like last year’s F1 cars, which were the fastest ever made. There is also an active front wing and the aforementioned complex rear wing dubbed ‘Active Long Tail’. All of which is very admirable. But the ‘anhedral’ or gullwing doors and the fantastically shirnked-wrapped feel to the minimalist, highly-focussed interior are a pretty good side effect. The W1 feels special. Those fixed seats are perhaps a shade more upright than expected, and the driving position is less obviously racecar than, for example, the Aston Martin Valhalla or Ferrari F80. However, once you’ve adjusted the pedals (they move on a slider) and the delicate, slim-rimmed and alcantara-trimmed steering wheel, there’s an overwhelming sense of purpose. The cabin is so tightly tailored and imparts a sense of lightness and agility before you so much as start the all-new 4.0-litre twin-turbocharged V8 engine, which makes 916bhp all on its own and revs to 9200rpm. Reach up to a roof-mounted control panel to find the starter button. Maybe this fighter plane trope is a little corny, but somehow you feel thrilled rather than manipulated. The W1 has a sense of humour as well as all that motorsport-derived sophistication. There’s a short delay, but when the engine does fire it’s instant – as the high-powered hybrid system negates the need for an old-school starter motor. A sharp flare of revs tells you that this engine is hyper-responsive and angry. On some deep level your brain and body have been sent all the signals required to prepare for something new and intense. Ahead of us, an empty Mugello racetrack, so press and hold the blue button next to the red starter to select Race mode. The centre display graphic shows the W1’s transformation in real time as it lowers by 37mm at the front and 17mm at the rear whilst simultaneously undocking all that active aero goodness. Race mode is not road legal and is geo-locked. You can show your friends and neighbours the aero dance, but it won’t allow you to select a gear to actually drive unless you’re at a circuit. Incidentally, the rocker switches either side of the display binnacle allow further options now: Toggle up the Handling control on the left for Race+ (for F1-spec super smooth tracks) or stick to Race for gnarlier ones. On the right toggle select ‘GP’ for sustained performance over a stint or ‘Sprint’ to unleash all 1258bhp for a time attack. There’s also a DRS and Boost function on the steering wheel. But I guarantee you won’t have the mental capacity to use them… Exit the pitlane, pin the throttle and W1 takes maybe a millisecond or two to gather its might (the gearing stretches to around 60mph in first, nearly 100mph in second, primarily to aid traction), but then lunges at the first turn with incredible ferocity. It instantly feels light, almost like inertia is no longer a thing. McLaren really does prize lightweight engineering, and at 3084lbs (dry) the W1 has a 278lbs advantage over the Ferrari F80. Plus, Ferrari uses figures for cars fitted with every single carbon fibre option. In reality, the gap is probably wider still. The impression of agility and stunning control continues as the track is unravelled at startling pace. The electric motor mounted to the side of the new 8-speed dual-clutch transmission is good for 342bhp and 324lb ft and it boosts any low rev lethargy the new flat-plane crank V8 might have (spoiler alert: It doesn’t appear to have any), so the W1 just feels massively, almost impossibly powerful at any revs. Even so, there’s real reward for wringing it out to 9200rpm and the power curve feels superheated but organic, too. In Race mode the steering – still hydraulically powered – has less assistance and it is noticeably heavier than other McLarens. However, that resistance is welcome as it gives you something to push against and imparts so much information about the front grip level. New Pirelli Trofeo RS tyres with a bigger front footprint than P1 or Senna really help. The front-end feels incredibly secure and the rear-axle follows with perfectly-aligned precision. The whole car feels super-stiff, completely locked into the surface and inspires confidence, but there’s an inherent agility and adjustability that means you’re quickly confident to push at its limits and really impose yourself on the chassis. It’s such a complex car but the driving experience is intuitive, and the driver feels a key contributor rather than just amazed (or terrified) observer, holding on for dear life. Every dynamic ingredient really is shockingly effective and yet has a subtlety and lightness of touch. From that delicious steering to the incredible brakes, the W1 just feels so mission-focussed, so hooked-up. Only the new 8-speed gearbox is a slightly disappointment. It’s fast and punchy, but after the scintillating energy of the Ferrari F80 ’box it feels competent rather than inspired. Other quibbles – it’s okay to quibble when the starting price is $2.1-million before tax and destination charge. Well, that new twin-turbocharged V8 sounds tightly wound and aggressive but if you have a P1 tucked in the garage you’ll miss the snorting, Darth Vader-style soundscape and all the drama that goes with it. Ferrari does this better, too. The F80 sounds deathly dull from the outside but is a riot of turbochargers, electric motors and all sorts of mechanical fury within the cockpit. Even so, the W1 is wildly entertaining on track, and the rear-drive configuration makes it more of a challenge and more satisfying than the F80 when chasing lap times or just sliding around for fun. In the Ferrari, you must second-guess what the front e-axle might do, whereas in the W1 it’s all on you. There are plenty of tools to help, including the ingenious Variable Drift Control, but somehow the W1 is more heroic. Or at least fools you into feeling more heroic – which is surely the point! On the road? Nimble, loaded with feel and sublime response. The ride is noticeably tougher than, say, a 750S but the control is ramped-up too, and with a bit more speed the whole car finds a delicious rhythm. Sport mode for the drivetrain brings some nice turbo whooshes and chirps, but the noise remains high-quality rather than extreme excitement. It is perhaps the one area the W1 feels just a little too tame. Of course, there’s nothing tame about the raw performance… which is genuinely shocking and literally hurts your neck muscles after a few hours. How McLaren has given the W1 such immense traction through just two driven wheels is beyond me. So, is it worthy of that ‘1’? I think so. Perhaps we won’t be talking about $25-million auction results for the W1 in 30 years from now, as we are for the F1. Perhaps it doesn’t quite have the amazing presence and jaw-dropping star quality of the simply gorgeous P1. But it is such an intense experience and the way it marries stunning track performance with delicate poise and entertainment on normal roads is something akin to magic. Maybe not ‘the one’ but definitely a searing, outrageous addition to McLaren’s fiercest family line. Just 399 W1’s will be built and they’re all sold. I’m not surprised at all. View All McLarens For Sale Images: McLaren Automotive

By Edward Jones – October 30, 2021

1959 Aston Martin DB4 Series I - RM Sotheby's London 2021

Presented by RM Sotheby's - Ever since it was first unveiled and production began in 1958, the DB4 has played a key role in the evolution of contemporary grand tourer design and engineering by Aston Martin. Over time, cars from the famous English marque have earned a reputation for their elegant styling with incredible performance to match. The DB4 only added to this, with its platform acting as a base for the DB4 GT Zagato and Lagonda Rapide that followed, while also paving the famous successors that evolved the model, such as the DB5. The DB4 instantly drew attention as it was revealed at the Paris Motor Show, with its sharp styling twinned with an advanced 3.7-liter straight-six engine designed by Tadek Marek, whose name became synonymous with Aston Martin’s standards for engineering and performance excellence. The powertrain continued in various guises throughout other Aston Martin models until 1972. Equally important to the performance credentials of the DB4 was its Superleggera (“superlight”) body design from Carrozzeria Touring of Milan, Italy, which provided both a lightweight and strong framework of small-diameter tubes dressed clad in aluminum panels. Furthermore, four-wheel Dunlop disc brakes were introduced, allowing the DB4 to claim the record for the first production car capable of reaching 100 mph and returning to a standstill in under 30 seconds. This example offered here, chassis number DB4/152/R, has enjoyed single-family ownership since 1963. As one of approximately 150 early Series I models, this DB4 is characterized by its frameless door windows and the car retains many of its original features—known to feature a matching-numbers engine, and it is understood that the car has never been completely restored. Originally specified in Tudor Grey over a grey interior, the Aston Martin was first registered for the road on 3 October 1959, wearing the license plate “351 CXM”, which it keeps to this day. Records show that the car was used regularly when new, with an invoice from Aston Service Dorset revealing that the car had covered almost 10,000 miles in its first year, within which the DB4 returned to the dealership routinely for “bedding in” and early servicing. In October 1963, the car was acquired by Mr. Robin Boneham, who traded a 1957 MG MGA Fixed Head Coupe and paid a further £1,375 to Lazenby Garages of Rothley, Leicestershire to secure the DB4. Incredibly, the car has been in the ownership of the Boneham family since. The car is presented for sale at auction with history files that date back to Mr. Boneham’s purchase of the car, including correspondence with the dealership and the ensuing receipt. From this point onwards, it is clear that Mr. Boneham took great care of the DB4, with workshop invoices detailing routine servicing, occasional cosmetic work—including light paint retouching in 1972—even keeping receipts for MoTs, new batteries and tires. To add to its authenticity, the DB4 comes complete with the original tool kit and roll, along with the owner's Instruction Book that looks to be kept in its original packaging. The paperwork included with the car provides a verifiable trace of its mileage throughout the years, and at the time of cataloging, its odometer reads 69,981 miles. To this day, the car is presented with its wire knock-off wheels, wood-rim steering wheel, period-correct Motorola radio and other contemporary features that only add to its 1950s charm. With only two owners from new, including single-family ownership since 1963, the opportunity to acquire this already rare DB4 Series I—made even more sought after with its known history of being cared for by an attentive owner—cannot be missed for any Aston Martin enthusiast or collector. This vehicle will be offered at RM Sotheby’s 15th annual London auction on 6 November, taking place at Waterloo Place and online at rmsothebys.com. Contact a Car Specialist for more information or to register to bid. View Listing

1987 Aston Martin V8 Vantage Zagato Coupe 0

By Edward Jones – October 29, 2021

1987 Aston Martin V8 Vantage Zagato Coupé - RM Sotheby's ...

Presented by RM Sotheby's - The Aston Martin V8 Vantage Zagato coupé was first exhibited at the 1986 Geneva Motor Show. The first three completed cars were on the Aston Martin stand and demand for orders was high. Around 50 production cars were available to order, and just 28 of these were constructed with right-hand-drive steering and a manual gearbox. Despite the retail price rising from £70,000 to £87,000 when still new, the 50 buyers were not deterred and paid their £15,000 deposits by August 1985. The body design was undertaken by famed Milan-based coachbuilder Zagato and drew inspiration from the 1960s Aston Martin Zagato DB4, while adding a modern tone representative of the 1980s. The production process played a factor in the relatively high price of the V8 Vantage Zagato, with the complete rolling chassis sent from Newport Pagnell to Zagato in Milan, where the bodies were constructed, fitted, and painted. While at Zagato, the interiors were fitted, before the completed cars were sent back to England for a final inspection, after which they were dispatched for delivery. The V8 Vantage Zagato is powered by a 5.3-liter V-8 engine, with twin-choke Weber carburettors. The car produced 408 bhp and could be specified with a five-speed manual ZF transmission or a three-speed TorqueFlite automatic transmission. This V8 Vantage Zagato coupé—chassis number 20049—was, according to a letter dated 31 March 1998, collected by Stratton Motor Company from the Newport Pagnell factory on 12 November 1987. It was finished in Gladiator Red, with cream leather seats that featured red piping. The carpets were brown with matching leather piping. The car was never collected by its first owner and remained at Stratton Motor Company’s dry storage facility during the first few years of its life, where it changed hands several times. The V8 Vantage Zagato coupé was first registered on 5 January 1990, but was sold back to Stratton Motor Company. Their Managing Director, Mr. Roger Bennington, wrote in a letter: “The only person to have driven this Zagato since leaving the factory is myself, on the occasional removal from storage to run the engine.” The subsequent two owners continued the vehicle's history of dry storage, with the latter having maintained it in a private workshop under the care of a qualified Aston Martin engineer. A three-page ‘vehicle work log’ shows this Zagato was serviced yearly, with the engine run up to temperature. The incumbent owner acquired this V8 Vantage Zagato coupé in 2014 and continued its long-term dry storage. The car passed its MOT on 31 October 2018, with no advisories or faults. This Aston Martin V8 Vantage Zagato coupé presents a rare opportunity to acquire one of just 27 right-hand-drive examples specified with a manual transmission. The condition of the vehicle today reflects the pampered life it has lived, having been meticulously maintained. The odometers shows a mere 396 miles at the time of cataloging. Offered with this V8 Vantage Zagato are; previous MOT certificates, invoices, service history, a Blaupunkt radio manual and the original Aston Martin owners handbook. This vehicle will be offered at RM Sotheby’s 15th annual London auction on 6 November, taking place at Waterloo Place and online at rmsothebys.com. Contact a Car Specialist for more information or to register to bid. View Listing

By Edward Jones – July 28, 2021

RM Sotheby’s Presents The Paul Andrews Estate Collection:...

Presented by RM Sotheby's - The Cobra-Corvette wars of the 1960s are legend, but no less heated was the battle early in the decade between Aston Martin and Ferrari for the World Sports Car Championship. Every season brought about a new, race-ready vehicle intended to ensure each company’s victory, and the teams continuously jockeyed for top honors. Each time one of the manufacturers achieved greatness, the other would, quite literally, race to meet it. When Aston Martin won the 24 Hours of Le Mans in 1959 in a decisive 1-2 victory, Ferrari updated the aging 250 GT “Tour de France” to the new SWB Berlinetta. Aston responded with the DB4GT, a competition version of their latest grand touring saloon, featuring a wheelbase shortened to 93 inches, lightweight alloy bodywork, and a specially tuned high-compression engine crowned with three large Weber carburetors. The DB4GT proved very competitive with the 250 GT SWB Berlinetta, even more so in the extraordinarily rare Lightweight configuration that literally matched the SWB in power and weight. Yet, such was the ferocity of the skirmish between Aston and Ferrari that simply matching the competitor was not enough.When Aston Martin won the 24 Hours of Le Mans in 1959 in a decisive 1-2 victory, Ferrari updated the aging 250 GT “Tour de France” to the new SWB Berlinetta. Aston responded with the DB4GT, a competition version of their latest grand touring saloon, featuring a wheelbase shortened to 93 inches, lightweight alloy bodywork, and a specially tuned high-compression engine crowned with three large Weber carburetors. The DB4GT proved very competitive with the 250 GT SWB Berlinetta, even more so in the extraordinarily rare Lightweight configuration that literally matched the SWB in power and weight. Yet, such was the ferocity of the skirmish between Aston and Ferrari that simply matching the competitor was not enough. Aston Martin turned to Carrozzeria Zagato to build what would be, for all intents and purposes, not only the ultimate DB4GT but the ultimate expression of what could be created on its platform—a DB to end all DBs. Zagato, in typical form, delivered with what is now considered to be their finest masterpiece, deftly combining design cues from both Aston Martins and earlier Zagato designs into a single harmonious shape. The car featured a slightly elongated nose and more pronounced grille, for a more aggressive look, while at the rear the taillights were blended into the fenders and the C-pillar reduced with a larger backlight, for an airier greenhouse. The beauty was not merely skin-deep, as Aston Martin worked to squeeze an additional twelve horsepower from the twin-cam six, and reduced nearly 50 kilograms of weight by using the same drilled chassis and aluminum floor panels found on the DB4GT Lightweights. If the 250 GTO represented the final statement from Ferrari in beauty and performance for its time, the DB4GT Zagato stood for the same from its arch rival. It is the definitive road-and-track Aston Martin of the company’s golden era, and thus acquisition of one of the 19 DB4GT Zagatos is the ultimate achievement for an Aston Martin enthusiast. As a result, DB4GT/0190/L represents the crown jewel of Paul Andrews’ distinguished collection. CHASSIS NUMBER DB4GT/0190/L Commander James Murray, believed to have been a U.S. Navy attaché, was typical of the fastidious original buyers who specified DB4GT Zagatos. According to a report on file from noted Aston Martin authority Stephen Archer, Commander Murray ordered his car through Garage Mirabeau of Paris with numerous unique features that all indicated a great level of thought put into his new automobile. The Shell Grey body was specified to be of a slightly heavier gauge of aluminum than standard, so as to be more robust, and was outfitted with glass door windows; a unique, wide-pattern “egg crate” grille, designed by Commander Murray himself; and taillight “stacks” similar to those of late DB4s. Special brake covers were fitted, to prevent brake dust from contaminating the shiny finish of the Borrani wheels, and a locking glove box lid was ordered. Originally the car was also outfitted with DB4GT seats, dual circuit brakes of the type used on Lancias, and special Italian-sourced gauges, none of which were preserved by subsequent owners, although the standard DB4GT-like finish of the dashboard is believed to be correct as specified by Commander Murray. This was the only one of the 19 Zagatos to be fitted with chromed brass window frames, rather than the aluminum frames seen on other cars, and was also unusually mounted with glass windows in the doors; the quarter-windows are Perspex as usually seen on this model. Chromed brass door pulls were also perhaps specified by Commander Murray, as they are present today and in keeping with the overall theme of the interior and trim. The penultimate Zagato produced, the car was recorded as completed on 26 June 1962 and delivered to the Commander a week later—but it had already been “complete” since May, when it was “tested” by Aston Martin team driver Roy Salvadori at the BRSCC race at Brands Hatch, finishing 1st in Class and 2nd Overall behind—what else—a 250 GTO, driven by Innes Ireland. Around 1964, DB4GT/0190/L passed from Murray to Ude Hansen of Malmo, Sweden, possibly through Garage Mirabeau’s auspices. Its next owner, Lars Wendal, a Swedish Aston Martin dealer, entered the car in local club racing events, but it was otherwise rarely seen into the early 1970s, and its history in this period remains somewhat unknown. In 1972 the car reappeared and was acquired by Tom Leake, replacing a DB4GT Zagato recently sold out of his hands. Mr. Leake commissioned Robin Hamilton to rebuild the car’s engine and fit dual Scintilla magnetos, which remain in place today. He subsequently raced the car for four years; it is definitively known that a ZF five-speed gearbox was installed during his ownership, and it is believed that he mounted the current Zagato seats as well. In 1976 the car was sold to Julian Cottrell, a London-based photographer, who reinstalled a correct David Brown four-speed transmission. Cottrell raced the car in Aston Martin Owners Club and other events in England for several years, supported by the mechanical talents of Hamilton and Ian Moss. During this time the car was refinished in Aston Racing Green and a battery cut-off switch inserted on the body behind the rear quarter windows, modifications reversed by the next owner, Richard Forshaw of Aston Martin Dorset. In its Forshaw ownership the car was completely restored between 1995 and 1997, with mechanical work by the Dorset specialists, chassis and bodywork by Alan Pointer, and paint by John Windsor’s GTC, and the body returned to its original color. It is believed that as part of this work the original engine, still present today, was internally uprated to between 3.7 and 4.2 liters displacement; it retained, and still does today, the Scintilla magnetos from the Leake ownership. After Mr. Forshaw’s passing, the car was sold in 1998 to Les Edgar. It subsequently moved to the United States in 2002, and was part of Chris Cox’s noteworthy collection for several years. Later it passed in 2016 to the noted competition car collector, Peter Goodwin, from whom it was purchased for the Andrews collection. A highly detailed 2015 inspection report from Stephen Archer, included in the file, notes that aside from a small panel in the offside rear quarter, where the cut-out switch was once located, there is no evidence of any new metal in the body; the hood and rear deck lids have their original steel frames and aluminum paneling showing Zagato’s hammer marks. Indeed, the overall restoration is extremely sympathetic, with metal and panel fits that are “Zagato-correct,” a fuel tank in the correct matte black finish, and all lights throughout of the correct type; the horn, indicators, and much of the dashboard hardware are also proper. In the Andrews ownership the car has been uprated, with new 16-inch painted wire wheels and tires, and considerable time spent dialing it in to run and drive at its very best, in the fashion typical for this collection. The Archer report indicates that at some point the front anti-roll bar was uprated in diameter, to improve handling, and additional dampers fitted within the rear coil springs—a well-executed modification for a DB4GT Zagato that was set up to be used and enjoyed. The Andrews collection has changed the interior back to the original DB4GT-style seats, upholstered in correct leather acquired from England at considerable cost. A full tool kit accompanies the car, along with a rally kit, the original 15-inch chrome wire wheels, the Zagato seats, invoices from the Andrews ownership, and the aforementioned Archer report. The offering of chassis number DB4GT/0190/L today marks the opportunity for a new owner to do as Paul Andrews did: acquire the pinnacle of its marque, a car for whom no excuses need be made, that represents the most significant dual-purpose Aston Martin of its generation and, simply, one of the greatest performance automobiles ever made. RM Sotheby’s is thrilled to announce the expansion of its Monterey auction this year with a third auction night dedicated to the incomparable Paul Andrews Estate Collection. Offered almost entirely without reserve, the impressive collection will kick-off RM’s flagship auction weekend on Thursday, 12 August. View Listing

2018 Aston Martin Vanquish Zagato Coupe 0

By Edward Jones – July 26, 2021

RM Sotheby’s Presents The Paul Andrews Estate Collection:...

Presented by RM Sotheby's - Much has been written about the iconic partnership between Zagato and Aston Martin. What began as a small one-time arrangement has spanned nearly seven decades—an unusual partnership between the Italian design firm and the British automaker. Although Aston Martin and Zagato are now firm collaborators, the partnership was not always so solidified. In 1960, Aston Martin commissioned Zagato to reimagine its DB4GT, the short-wheelbase, track-honed version of the DB4 touring car for the following season. The car debuted at the 1960 Earls Court Motor Show in London and won accolades immediately for the way it blended Aston Martin’s signature shape with design cues that were undoubtedly Zagato. Just 19 were built, and despite its period racing success, Brown did not call for a follow up. It was over two decades later when Aston Martin, now owned by Victor Gauntlett, called upon the design firm once again. The angular, modern version of the V8 Vantage coupe debuted at the 1986 Geneva Motor Show; despite the controversial design it was immediately sold out and a convertible version was ordered. Fewer than 100 models were commissioned all told, and the two companies yet again parted ways for another several years. In 2002, Aston Martin reached out to Zagato for a shortened version of its DB7 that harked back to the original DB4 Zagato. This time, the relationship had staying power. Subsequent Aston Martin Zagatos over the last 15 years have cemented the two brands together. At the 2016 Concorso d’Eleganza Villa d’Este on Italy’s Lake Como, Aston Martin unveiled the Vanquish Zagato, available in four body styles. Offered here, the Vanquish Zagato Coupe was produced in a limited run of just 99 pieces. Though unmistakable as an Aston Martin, the Vanquish Zagato Coupe has bodywork that could only have come from the pens at Zagato. Mostly composed of large one-piece panels, its carbon fiber body has few cut lines. Traditional Aston Martin elements such as its grille shape and side strake that runs from the wheel arch to the door remain intact. The Vanquish Zagato’s signature detail is its wraparound glass and visor-like double-bubble roof panel that pairs the design house founder’s early aeronautics background with a traditional racing design. Hints of the Aston Martin Vulcan and One-77 shine through in the “bladed” LED taillights and the side mirrors that appear to hover in the air. Inside, the Vanquish Zagato features an interior with a quilted pattern on its leather seats and door panels, herringbone carbon fiber trim, and Zagato badging. Under the hood, Aston Martin fitted an uprated version of their AM29 V-12 engine. Equipped with an eight-speed automatic transmission with paddle shifters and big CCM brakes lurking behind its 20-inch alloy wheels, the total output is an astounding 592 brake horsepower, with a top speed over 200 mph. Though the Vanquish Zagato’s prime appeal lies in its styling, the purity of its naturally aspirated V-12 and rear-wheel-drive make it a thrilling performer. The U.S.-market example offered here was the only Vanquish Zagato to be built in its subtly engaging Shell Grey special order paint scheme. Individually numbered example 48 of the 99 built still wears its factory-fitted 20-inch Pirelli P-Zero tires. This Vanquish Zagato will also be delivered with its original umbrella, a custom license plate bracket for its front bumper, a battery charger, and its original books and tire kit. It also includes its window sticker, which reflects a new price of over $777,000. A seamless blend of British and Italian style, this unique limited-edition Vanquish Zagato is an instant collectible. RM Sotheby’s is thrilled to announce the expansion of its Monterey auction this year with a third auction night dedicated to the incomparablePaul Andrews Estate Collection. Offered almost entirely without reserve, the impressive collection will kick-off RM’s flagship auction weekend on Thursday, 12 August. View Listing

By Andrew Nabors – August 21, 2017

Aston Martin DBR1 Breaks Records At Monterey

Race cars are sometimes tricky to sell. Owning and driving them requires mechanical aptitude and patience, traits that some collectors are not willing to endure. But if production was limited to only 5 cars, it completely changes the situation.David Brown bought Aston Martin in 1947, and his line of high-performance luxury cars was named with his initials. One of his famous racers, the DB3S was based on a street-legal car, as per regulations at the time. But a change to the rulebook for 1956 allowed for competitors to build race-only cars. The DBR1 was the first Aston Martin specifically built as a race car. Only five cars were produced, and they brought home numerous wins. The prototype was this car "DBR1/1", and it won the 1,000 km of Nürburgring in 1959. After a complete restoration, it has also become the most expensive British car ever sold. At RM Sotheby's Monterey auction, it hammered for $22,550,000. From the light alloy body to a futuristic 5-speed transaxle, this car was built to dominate. RM Sotheby's had very strict criteria on bidders, who required vetting and a background check. They also chose to showcase it on the world's greatest car website, so that prospective buyer could see all the details. We're glad we could help it find a new home, and congratulations to RM Sothebys on a successful weekend. Stay with us for a breakdown of Monterey highlights and more Aston Martin news.

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