A composite image showing the front halves of two BMW cars, one silver E46 M3 and one red, aligned side by side to highlight design differences in a modern-day comparison.

By Khris Bharath –  November 08, 2025

A modern-day E46 M3 in disguise?

When you look at the modern-day G80 BMW M3 and G82 BMW M4, they are performance powerhouses without a shred of doubt even if that bold front-end design (yes, the “beaver face” grille) has sparked endless debate. Over the generations, both cars have grown bigger, heavier, are packed with more tech than ever, and in the process they might have lost a bit of that old-school compact sports-car soul. This is a path that most long-lineage performance models have followed, be it the Porsche 911 or the Chevrolet Corvette. The only outlier without a size increase is the Mazda MX-5. If you’re an enthusiast who wants something from Bavaria, but with more compact dimensions and purist character, that’s exactly where the BMW M2 G87 comes in. As recently noted by Harry Metcalfe of Harry’s Garage, the M2’s dimensions are strikingly close to those of the legendary E46 BMW M3. Looking at the numbers, the M2 is 180.3 inches long and 74.3 inches wide, while the E46 M3 measures 176.9 inches by 70.1 inches. It’s still not as compact as the E30 BMW M3 but far smaller than the G82 M4. The current M2 rides on BMW’s CLAR platform (a shortened version shared with the M3 and M4), giving it the same track width as its bigger siblings yet a tighter wheelbase, which should help it feel more alive on twisty roads. Under the hood, the M2 packs BMW’s S58 twin-turbocharged 3.0-litre inline-six, the same basic unit used in the M3 and M4 but down-tuned to 453 horsepower and 406 pound-feet of torque with the six-speed manual, or 443 pound-feet with the automatic. Power still goes exclusively to the rear wheels, exactly how an M car should be. It can sprint from 0 to 60 miles per hour in 3.9 seconds with the automatic, 4.1 seconds with the manual, and hit 177 miles per hour if you tick the M Driver’s Package. With Adaptive M suspension, an active differential, and massive 15-inch front brakes, the car should be razor-sharp on road or track. At a curb weight of 3,814 pounds, the G87’s 8.07 pounds per horsepower power-to-weight ratio easily outguns the E46’s 10.0 pounds per horsepower. The E46 is a front-engine, rear-drive masterpiece that purists continue to hold in high regard two decades on. The standard E46 M3’s S54 3.2-liter unit put out 343 horsepower and 269 pound-feet of torque. It remains a front-engine, rear-drive masterpiece that purists continue to hold in high regard two decades on. The M3 GTR of the third-gen M3 was the hero car of Need for Speed Most Wanted, the poster child for a whole generation.  Two decades on, and the G87 M2 continues to retain that magical formula, front-engine, rear-drive, and three pedal engagement. But long before the G87 M2 arrived in 2022, another BMW compact bridged the gap: the BMW 1 Series M Coupe (the “1M”). Built for just a single model year in 2011, the 1M was BMW’s first real attempt to rekindle the analog BMW thrill in a modern age. It featured a turbocharged 3.0-litre inline-six producing 335 horsepower, a six-speed manual, and rear-wheel drive only.  At 3,296 pounds, its 9.8 pounds per horsepower ratio and short wheelbase gave it a reputation for being wild and twitchy. Only 6,309 units were built worldwide, with fewer than 800 making it stateside. Today, clean examples command anywhere between $70,000 and $100,000, often more than they cost new. The 1M was a tough act to follow, and the previous-generation F87 M2 (2016–2021) carried that torch. It featured a 3.0-litre straight-six producing 370 horsepower and 343 pound-feet of torque. The more potent version, the M2 CS (F87), packed 444 horsepower from the M4’s S55 engine and weighed just over 3,400 pounds. Limited to about 2,200 examples, it’s already trading close to $100,000 on the used market. Both the E46 M3 and G87 M2 also spawn more hardcore versions that push the boundaries of performance; however, neither the E46 M3 CSL nor the G87 M2 CS offer a manual. The legendary E46 M3 CSL was lighter, sharper, and built for the track, with 355 horsepower and 273 pound-feet of torque, its carbon-fibre construction making it an icon. The upcoming 2026 G87 M2 CS follows that same formula. Power increases to 523 horsepower and 479 pound-feet of torque thanks to refinements in the S58 engine.  With its combination of exclusivity, lighter bodywork, and sharper response, the M2 CS will likely stand as the most track-focused compact M car BMW has ever offered to date. It also reinforces the M2’s role as the final chapter of a purely rear-drive, combustion-powered M car that enthusiasts can still enjoy before the brand transitions to hybrid and electric drivetrains.Finally, unlike the current M3 and M4, the M2 thankfully continues to retain a more timeless, regular-sized grille that enthusiasts appreciate. It’s the spiritual successor to both the E46 M3 and the 1M. So if you’re chasing that classic BMW magic with a dash of nostalgia, the modern-day M2 delivers and it’s everything you loved about the E46, reborn for today’s world. View All E46 BMW M3s For Sale View All G87 BMW M2s For Sale Specification BMW M3 E46 (2001–2006) 2026 BMW M2 Engine 3.2L Naturally Aspirated Inline-6 (S54) 3.0L Twin-Turbo Inline-6 (S58) Power 343 hp 453 hp Torque 269 lb-ft 406 lb-ft (MT) / 443 lb-ft (AT) Transmission 6-Speed Manual / SMG 6-Speed Manual / 8-Speed Automatic Drivetrain Rear-Wheel Drive Rear-Wheel Drive Curb Weight 3,450 lb 3,814 lb Power-to-Weight Ratio 10.2 lb/hp 8.07 lb/hp 0–60 mph 4.9 sec 3.9–4.1 sec Top Speed 155 mph (electronically limited) 155 mph (177 mph with M Driver’s Package) Length 176.9 in 180.3 in Width 70.1 in 74.3 in Height 54.0 in 55.2 in Wheelbase 107.5 in 108.1 in New MSRP ~$50,000 $68,200 Used Market Price (2025) $45,000–$90,000+ depending on condition - Images: BMW

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Close-up view of a car's carbon fiber center console featuring a gated manual gear shifter and various control knobs, showcasing the iconic style of The Last Lamborghini With Rear Wheel Drive and a Manual Transmission.

By Khris Bharath –  November 01, 2025

The Last Lamborghini With Rear Wheel Drive and a Manual T...

We’re nearly at the end of 2025, and ironically, in the age of electrification, it appears that the manual transmission, at least in the performance segment, is slowly coming back into relevance. Porsche continues to offer them on their GT cars, and even Toyota refuses to let it die in the Supra. At the other end of the spectrum, three pedals are also making a comeback in the highly coveted V12 manual format. But if you want the last production model with the raging bull badge that sent power exclusively to the rear wheels through a proper gated six-speed, you’re looking at the Lamborghini Gallardo LP 560-2 50th Anniversario, the final chapter in Lamborghini’s analog era. When the original Lamborghini Gallardo launched back in 2003, it marked a radical shift for the brand. Jeremy Clarkson famously pointed out in his review that the Gallardo had normal doors and the footprint of a VW Golf, which made it surprisingly practical and usable. This wasn’t the wild, theatrical Lamborghini with the flamboyant scissor doors that demanded considerable effort to get across town. With AWD, it was the Italian automaker’s first attempt at something you could actually drive daily, all without sacrificing the noise, performance, or visual drama that made the badge iconic in the first place. The Gallardo was also Lamborghini’s first car developed entirely under Audi’s ownership. The brief was clear: build a smaller, more accessible Lamborghini but still offer plenty of drama when you ask for it. Belgian designer Luc Donckerwolke, the man behind the flagship V12 Murciélago, shaped the baby Lambo with sharp edges, a rakishly low windscreen, and that unmistakable wedge stance. Under the engine cover sat a 5.0-liter V10 making 500 horsepower, paired with either an E-Gear automated manual or the open-gate six-speed that became a hallmark of early-2000s Lamborghinis. Over its ten-year production run, Lamborghini built over a dozen special variants and just over 14,000 Gallardos across two generations, making it one of the brand’s best-sellers by a wide margin until the Urus came along. Plenty of Gallardos, as previously mentioned, came with manual transmissions, but most were all-wheel drive. Lamborghini made far fewer rear-wheel-drive Gallardos, making them considerably rarer and more engaging to drive. That story really began with the 2009 LP 550-2 Valentino Balboni, a rear-drive Gallardo named after Lamborghini’s legendary test driver. It was this car that broke from Lamborghini tradition in the most radical way, because it ditched the front drive shafts and all-wheel drive and delivered 550 horsepower through a gated six-speed transmission. Only 250 examples were produced, all coupes, each with that signature white and gold stripe and a numbered plaque. Today, these cars command $60,000 to $100,000 premiums over standard Gallardos. The reaction to the Balboni was so strong that Lamborghini decided to take this winning recipe mainstream, and in 2010, the LP 550-2 Coupe joined the lineup as a full-production model. It shared the Balboni’s powertrain but dropped the limited-edition trim and numbering. A Spyder variant followed in 2012.  By this point, the Audi R8 had also entered the picture. Sharing its V10 engine and basic aluminum architecture with the Gallardo, it represented Audi’s version of the same idea: a supercar you could use every day. The R8 refined the formula with Quattro all-wheel drive, magnetic dampers, and, crucially, a manual transmission that remained available until 2015. But while the R8 was polished and understated, the Gallardo was raw, louder, and far more dramatic. The LP 560-2 50th Anniversario took that shared DNA and turned it into something purer. Introduced in 2013, the LP 560-2 50th Anniversario was a send-off to commemorate Lamborghini’s 50th anniversary. Available in both Coupe and Spyder bodystles, it combined the rear-wheel-drive setup of the 550-2 with the facelifted bodywork and interior of the later 560-series cars. Power came from a 5.2-liter naturally aspirated V10 producing 550 horsepower and 398 pound-feet of torque. You could still choose between the automated E-Gear or the rare gated manual, making it one of the last factory Lamborghinis ever to offer a clutch pedal. Production was limited to roughly 100 to 150 units worldwide, and it quietly marked the end of an era. Highlights included Bianco Opalis (pearl white), a black Alcantara cabin with Rosso Alala (red) contrast stitching, and a fixed carbon wing. These cars seldom show up for sale, but here's a video from Lamborghini Dallas, giving us a closer look at the LP 560-2 50th Anniversario. " width="680"> After all, the celebrated manual transmissions Lamborghinis paired with rear-wheel drive had always defined the brand’s identity. From the Miura to the Countach, Diablo, and early Murciélago, every great model demanded driver involvement. Even as Ferrari and others were starting their move toward paddle-shifted semi-automatics, Lamborghini’s gated shifter remained a symbol of defiance and a link to a wilder era of supercars. The Gallardo carried that torch into the modern age, and that tradition effectively ended with the LP 560-2 50th Anniversario. The Huracán that replaced it in 2014 went down the dual-clutch only route. Yes, it was quicker and more refined, but it lacked the engagement and analog feel of a true manual. Now, aftermarket conversions are trying to fill that void, with shops charging hefty sums to retrofit modern Lamborghinis with manual gearboxes. The Gallardo LP 560-2 50th Anniversario didn’t need retrofitting. Some examples actually left the factory with a stick, rear wheel drive, and rewarded drivers with a satisfying metallic click that no modern paddle could ever replicate. It remains one of the rarest, most significant, and collectible Gallardos ever built. View All Lamborghini Gallardos For Sale Images: Automobili Lamborghini, Lamborghini Dallas

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Side view comparison: Ferrari F40 vs Ferrari F50—two red sports cars, with the F40 as a hardtop coupe above and the F50 as a convertible below.

By Khris Bharath –  October 26, 2025

Comparison: Ferrari F40 Vs Ferrari F50

When you think about some of Ferrari’s purest driver’s cars ever made, two names often rise above the rest: the F40 and the F50. Both represent milestones in Maranello’s rich lineage of halo supercars, and each was created to celebrate a different chapter in the Prancing Horse brand’s history. However, both embody two very different philosophies: the raw, turbocharged violence of the late 1980s versus the high-revving, naturally aspirated purity of the 1990s.  The Ferrari F40 was built to commemorate the brand’s 40th anniversary, while the Ferrari F50 marked 50 years of Prancing Horse excellence. Where the F40 was the last car personally approved by Enzo Ferrari himself, the F50 was a road-going supercar with a Formula 1 engine, hailing from the Luca di Montezemolo era. So how do they compare in performance, design, and collectibility? Let’s find out. Ferrari F40 Vs Ferrari F50 Performance The Ferrari F40 remains one of the most visceral supercars ever built. At its heart lies a 2.9-liter twin-turbocharged V8 producing 471 horsepower and 426 pound-feet of torque. Power goes exclusively to the rear wheels through a 5-speed gated manual. At just 2,425 pounds, it rockets to 60 mph in 3.8 seconds and tops out at 201 mph.  That top speed figure is significant, because until the McLaren F1 came along in the early 1990s, the Ferrari F40 was it fastest production car in the world when it launched in 1987. In fact,  the F40 was the first production car to exceed 200 mph. In terms of power delivery, there’s lag, turbo lag, but once the boost hits, the car demands full attention. With no traction control, no ABS, no luxury. Its lightweight chassis is known for being unforgiving and brutally quick, offering razor-sharp steering and minimal body roll. The Ferrari F50, however, is known for delivering a completely different experience. Instead of forced induction, it features a 4.7-liter V12 derived from Ferrari’s 1990 F1 engine, which produces 512 horsepower and 347 pound-feet of torque, which is less than the F40's. The F50 is also noticeably heavier than its predecessor.  However, the F50 with its naturally-aspirated power plant, which can rev to 8,500 rpm, more than makes up with a soundtrack that is far more evocative. With no turbo, the throttle response is a lot more immediate. Its chassis is a carbon fiber monocoque with the engine acting as a stressed member. The double-wishbone pushrod suspension setup and active damping mean it should ride and corner well. Just like the F40, power is sent to the rear wheels, but with one extra cog. Ferrari F40 Vs F50 Specs Specification Ferrari F40 Ferrari F50 Engine 2.9L Twin-Turbo V8 4.7L Naturally Aspirated V12 Power 471 hp @ 7,000 rpm 512 hp @ 8,000 rpm Torque 426 lb-ft @ 4,000 rpm 347 lb-ft @ 6,500 rpm Transmission 5-speed manual 6-speed manual Drivetrain Rear-wheel drive Rear-wheel drive 0–60 mph ~3.8 sec ~3.6 sec Top Speed ~201 mph ~202 mph Curb Weight ~2,425 lbs ~2,755 lbs Production 1,315 units 349 units Years Built 1987–1992 1995–1997 Exterior Design The F40, designed by Pininfarina under Leonardo Fioravanti, remains one of the purest expressions of function-driven design, prioritizing airflow, weight reduction, and cooling efficiency over aesthetics. Its form was dictated by performance: the large fixed rear wing with F40 embossed on the endplates, NACA ducts, exposed rivets, and sharp intakes all serve aerodynamic necessity. The body panels, made of Kevlar and carbon composites, were bonded with resin to reduce weight. Even the fuel cells required periodic replacement, just like in racing cars. This was still the '80s, and pop-up headlights, and pop-up headlights were still a thing back then. The F50, also penned by Pininfarina, represented the opposite approach. Three decades on, its aesthetic at the time showed how far Ferrari’s design philosophy had advanced in less than ten years. It’s smoother, more cohesive, and more aerodynamic. The targa-style roof integrated seamlessly with the body, and that fixed rear wing flowed naturally into the tail. Every curve was modeled in the wind tunnel to balance downforce and drag. The F50 was designed to look alive even when standing still. A highlight on both cars was the mesh design at the rear, which not only allowed for heat dissipation, but also allowed you to take a peek at the engine. Interior Design Inside the F40, you’ll find exposed carbon fiber, manual window cranks, and nothing else. No carpets, no sound insulation, no air conditioning (unless specified). The F50 takes a slightly civilized approach. The cabin still features carbon fiber, but you also get leather, a proper dashboard, adjustable seats, and a removable roof. The steering wheel is minimalist, and the analog gauges dominate the view. It offered basic amenities like adjustable seats and an air-conditioning option. Both cars prioritize connection over comfort. Neither car was meant for daily errands, but the F50 edges out the F40 in usability. The ride is known to be more compliant, the clutch less punishing, and the roof can come off. The F40, with its fixed coupe body, stiffer suspension, and heat from the turbo system, is best enjoyed early morning or late night when traffic is nonexistent. On track, though, the F40’s lighter weight and sharper turbo punch should make it feel raw and reactive, while the F50 feels more balanced and composed. The V12’s throttle control inspires confidence in corners. The difference mirrors the shift from analog brutality to technical sophistication. Ferrari F40 Vs Ferrari F50: Collectibility, Reliability & Priceb Both cars are blue-chip collectibles, but the F40’s production story contains rarities few mention. Early “non-cat, non-adjust” European-spec examples are the most desirable due to their lighter weight and lack of emissions controls. The F40, produced in larger numbers (1,315), owes its desirability not only to its connection with Enzo Ferrari but also to its originality.  Most cars left Maranello in Rosso Corsa, though a handful were finished in Giallo Modena, Nero, or Argento, with these colors commanding substantial premiums. Factory-painted black and yellow F40s have fetched as much as $4.5 million, while standard red examples typically range from $2.5 to $4.0 million depending on mileage and provenance. Rarity also plays a role. Early “non-cat, non-adjust” European-spec cars, lighter and less restrictive, are the most sought-after, along with models that retain their factory tool kits, books, and unmodified interiors. Ferrari also experimented with an F40 Valeo, fitted with an experimental clutchless manual transmission for Piero Lardi Ferrari’s personal use. Another handful of competition-spec F40 LM and F40 GT cars were built in collaboration with Michelotto, producing up to 720 horsepower. The F50, with just 349 units built, is inherently more exclusive with average prices. Every example left the factory in one of five colors: Rosso Corsa, Giallo Modena, Rosso Barchetta, Nero, or Argento Nürburgring. Of these, Rosso Corsa dominates production, but Giallo Modena and Nero cars are exceptionally rare and have become collector favorites. Low mileage, matching-number provenance, and factory Classiche certification can push values toward $6 million or higher.  Several bespoke commissions, like those for the Sultan of Brunei, do exist. The most extraordinary variant, however, was the F50 GT, an evolution of the road car meant for GT1 racing. Developed with Dallara and ATR, it featured a 750-horsepower engine, carbon bodywork, and a top speed exceeding 230 mph. Only three were built before the program was canceled, making it one of the rarest Ferraris ever. View All Ferrari F40s For Sale View All Ferrari F50s For Sale Ferrari F40 vs F50 Price Metric Ferrari F40 Ferrari F50 Original MSRP ~$400,000 ~$475,000 Market Range $2.5–$4M $4.5–$6M Market Average (Past 5 Years) $3.4M $4.9M Rare Colors Nero, Giallo Modena, Argento Nero, Giallo Modena, Rosso Barchetta Production Numbers 1,315 units; early EU “non-cat/non-adjust” cars prized Only 349 built worldwide Collectibility Last Enzo-approved model F1-derived construction and engine Value Drivers Color, originality, documentation Color, mileage, provenance, certification Years Built 1987–1992 1995–1997 Value Trajectory Steady appreciation since 2018 Sharp rise post-2020, continuing upward Long-Term Outlook Stable blue-chip collectible Only 349 were built worldwide Values sourced from Classic.com, RM Sotheby’s, and Hagerty Price Guide Ownership and Maintenance Considerations Owning either car will require commitment. The F40’s twin-turbo V8 requires consistent maintenance of its fuel and cooling systems to prevent performance degradation. Turbo seals and hoses often need attention, particularly in cars that spend long periods off the road. Parts availability is generally good, but they are expensive, and servicing should be performed by Ferrari specialists familiar with older turbocharged systems. In contrast, the F50’s naturally aspirated V12 is less temperamental but equally complex. The V12 engine’s integration into the chassis makes major service operations more labor-intensive. Regular use is recommended to prevent issues with seals and gaskets, and maintaining the hydraulic suspension system requires specialized expertise. Ferrari-trained independent workshops or authorized Classiche service centers are the preferred options to ensure long-term reliability. Both cars will benefit from regular exercise rather than static display. Keeping systems pressurized, fluids circulating, and components lubricated prevents mechanical degradation will preserves their respective long-term values. Choosing between the Ferrari F40 and F50 is more about where your priorities lie. With both offering three pedals and a stick, they represent the pinnacle of Ferrari’s commitment to emotion through innovative engineering solutions. Both certainly deserve a spot in the automotive hall of fame, forever marking the shift from mechanical mastery to modern performance.  View All Ferraris For Sale Images: Ferrari FAQs 1. How much is a Ferrari F40 worth today? Depending on mileage, color, and originality, most Ferrari F40s sell between $2.5 and $3.5 million, with rare colors like Nero or Giallo Modena pushing values beyond $4 million. 2. How many Ferrari F40s were produced? Ferrari built approximately 1,315 units of the F40 between 1987 and 1992. 3. Is the Ferrari F40 street legal? Yes. The F40 was built for the road, though its stripped-down nature makes it feel like a race car with license plates. 4. What makes the Ferrari F40 special? It was the last car personally approved by Enzo Ferrari and embodies the raw, analog essence of the marque’s racing spirit. 5. How much is a Ferrari F50 worth today? The Ferrari F50 typically trades between $4.5 and $6 million, with Nero or Giallo Modena cars fetching record-breaking premiums. 6. How many Ferrari F50s were built? Ferrari produced just 349 units of the F50 between 1995 and 1997. 7. Why is the Ferrari F50 considered a Formula 1 car for the road? Its 4.7-liter V12 engine is directly derived from Ferrari’s 1990 F1 power unit, and the chassis uses a carbon monocoque with the engine as a stressed structural element, tech straight from Formula 1. 8. Which is rarer, the F40 or F50? The F50 is significantly rarer, with less than a third of the F40’s production numbers.

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Close-up of a car’s manual gear shifter and console on the left, next to a detailed view of a vented hood on a silver sports car—the last V10-powered RWD sports car to feature a manual transmission—on the right.

By Khris Bharath –  October 26, 2025

The Last V10-Powered RWD Sports Car To Feature A Manual T...

Not too long ago, we highlighted ten cars that pack a V10 engine under the hood. This time, we’re turning our attention to the final rear-wheel-drive V10-powered production car with a manual transmission. Three pedals once defined skill behind the wheel, and as more enthusiasts rediscover that connection, demand for analog performance icons continues to grow. The model in question isn’t from Europe or Asia. It is American, more specifically, it’s the 2017 Dodge Viper ACR, a car that ended one of the boldest chapters in U.S. performance car history. We reported back in 2015 that Viper production at the Connor Avenue Assembly Plant in Detroit, Michigan, would end after 2017. That news came directly from a United Auto Workers (UAW) contract update, which confirmed no new product was planned for the facility. By August 2017, it was all over.  More than 30,000 Vipers had been built at this location since 1992 across five generations, each hand-assembled. Ralph Gilles, then Head of SRT and FCA Design Chief, shared images of the last two cars off the line: a yellow Viper ACR  (American Club Racer) with black racing stripes, the final customer car, and a red Viper GTS that now resides in the company’s heritage collection. View this post on Instagram A post shared by @ralphgilles The fifth-generation Viper returned in 2013 under Gilles’ leadership, engineered as a direct rival to the C6 Chevrolet Corvette ZR1. After MotorTrend’s Laguna Seca laptime favored the Corvette, SRT’s engineers went back to work. Within weeks, they developed the Time Attack or TA to reclaim the record, and two years later, the ACR became the ultimate response. Under its hood, the legendary 8.4-liter naturally aspirated V10 with 645 horsepower and 600 pound-feet of torque, routed through a Tremec TR6060 six-speed manual that sends power exclusively to the real wheels. Its Extreme Aero Package produces 1,781 pounds of downforce at 177 mph, not too far away from Porsche’s 992.1 GT3 RS’s 1,895 pounds. The 74-inch fixed carbon wing, aggressive chin spoiler / rear diffuser, and vented fenders served a purpose. Bilstein coilovers allowed ten-way adjustability, while spring rates doubled over the Time Attack 2.0. With carbon-ceramic Brembos, lightweight BBS racing wheels wrapped in stickier Kumho tires, the ACR could sustain over 1.5 g through corners.  As a car meant to dominate on the race track, non-essential bits like the radio were stripped out. The Viper ACR was light, tipping the scales at just 3,392 pounds, and in the hands of Randy Pobst, it lapped Laguna Seca in 1:28.65 in 2016. With track-focused hardware, it went on to set thirteen production-car lap records at various circuits across the nation, including Laguna Seca, Road Atlanta, and Virginia International Raceway, among others. It holds " title="YouTube video" frameborder="0" allow="accelerometer; autoplay; clipboard-write; encrypted-media; gyroscope; picture-in-picture; web-share" allowfullscreen> For its final year, Dodge built five special editions: the Voodoo II, 1:28 Edition, GTS-R Commemorative, Snakeskin Edition GTC, and Dealer Edition. Each was serialized and hand-finished. Production ended in August 2017, marking the end of a 25-year legacy.  While a manual gearbox continued to live on in Dodge Challenger models, the Viper stands apart as one of the most significant cars in Mopar history. It was the only American performance car, powered by a naturally aspirated V10, and clean, low mileage examples continue to trade at a premium today. View All Dodge Vipers For Sale Images: Dodge

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Close-up view of a Porsche engine bay, featuring two large silver air intake covers and visible suspension components—an impressive sight among the 10 Production Cars That Pack a V10 Engine.

By Khris Bharath –  October 19, 2025

10 Production Cars That Pack a V10 Engine

How often do you think about cylinder count every time you fire up your car’s engine? But if you’ve ever heard a V10 come to life, you know it’s different. In the hierarchy of internal combustion powerplants across exotic cars, the V10 serves as more than a middle ground between a popular V8 and V12 found in flagship cars across several brands. It has its own unique character. But here’s the thing: not all V10S were built equal. Some were bred for racing, others for daily civility, and a few were just too wild to categorize. The V10 story began in Formula 1. By the late 1980s, teams like Honda and Renault realized that the 10-cylinder configuration struck the ideal balance between rev range, packaging, and efficiency. It offered the smoothness of a V12 without the weight and frictional losses, and the compactness of a V8 with far better breathing at high rpm.  Through the 1990s and early 2000s, 3.0-liter V10S revved to over 18,000 rpm, defining the sound of the era. That same architecture, 72 to 90-degree V angles, compact crankshafts, and lightweight reciprocating assemblies eventually began to find their way into production cars, creating a generation of engines that combined engineering excellence with emotional reward. You saw this configuration in everything from race-bred mid-engine supercars to family wagons and even a truck. The V10 era was short-lived but technically brilliant, a showcase of what happens when engineers are given the freedom to chase perfection rather than efficiency. So, with that, here’s looking back at 10 cars that prove why the V10 deserves its own chapter in performance car history. Dodge Viper (1992) View All Dodge Vipers For Sale Lamborghini Gallardo (2003) View All Lamborghini Gallardos For Sale Porsche Carrera GT (2004) View All Porsche Carrera GTs For Sale  Dodge Ram SRT-10 (2004) View All Dodge Ram SRT-10s For Sale  BMW M5 (E60) (2005) View All BMW M5s For Sale BMW M6 (E63) (2005) View All BMW M6s For Sale Audi RS6 (C6) (2008) View All Audi RS6s For Sale  Audi R8 (2009) View All Audi R8s For Sale Lexus LFA (2010) View All Lecus LFAs For Sale Lamborghini Huracán (2014) View All Dodge Vipers For Sale

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A red Ferrari sports car, one of the 1-of-1: Rarest Ferraris In The World, is parked on a smooth surface, shown from the rear side angle against a plain light blue wall.

By Khris Bharath –  October 12, 2025

1-of-1: Rarest Ferraris In The World

While there’s no shortage of rare Ferraris that often fetch millions at auction; to truly fit the description of the rarest Ferraris ever made, nothing says that better than 1-of-1 builds. While it seems plausible to assume that most are vintage and classic beauties, you’d be surprised by how many such cars with a prancing horse badge also belong to more modern times. Some were commissioned directly through Ferrari’s Special Projects division. In contrast, others were design studies or coachbuilt experiments that became unique road cars for loyal clients of the brand, the kind who are part of their racing programs. Each was built once, never repeated, and within the prancing horse hierarchy and lineage, today sits at the very top of the exclusivity pyramid. So with that, here’s an overview of some of the Italian marque’s true one-offs. This is a mega-list featuring the rarest Ferraris in the world, of which several examples carry seven-figure valuations, even rivalling the most expensive Ferraris of all time. 2023 Ferrari SP-8 Base: F8 Spider | Classification: Factory SP Commissioned by a Taiwanese collector, the SP-8 builds on the F8 Spider platform but reimagines it as a full roadster with no roof and a unique full-width cast aluminium grille and a unique two-tone aesthetic: the front portion features unpainted carbon fiber (with a glossy iridescent “Blue Sandstone” finish) wrapping into the tail, that contrasts against a matte Argento Micalizzato paint on the rear sections. Ferrari carried out extensive CFD, wind tunnel, and track testing to recover lost stiffness, optimize aerodynamics, and manage acoustic comfort. It packs a 3.9-liter twin-turbo V8 rated at 710 horsepower and 568 pound-feet of torque. While Ferrari has not released official 0–60 mph or top speed figures, expect a sub-3.0 second time to 60 mph and a top speed in excess of 211 mph. 2023 Ferrari KC23 488 GT3 Evo  Base: 488 GT3 Evo | Classification: Factory SP (Track Only) The KC23 is a bespoke one-off track machine built for a private customer, and based on the highly competent 488 GT3 Evo chassis. Ferrari retained the twin-turbo 3.9-liter V8 and competition spec gearbox but reworked suspension, cooling, and aerodynamics to match this bespoke shell. While the exact power figures weren’t disclosed, the donor 488 donor in GT3 spec packs about 600 horsepower and 516 pound-feet of torque.  The body finished in a Gold Mercury finish with liquid metal is unique: with a deep front splitter, a radical rear diffuser, wide wheel arches, sculpted side pods, unique two-piece center-lock wheels, and a removable wing. Inside, you get a roll cage and a full race-spec cockpit. As it isn’t street-legal and doesn’t have to comply with homologation, it serves as a showcase of what Ferrari’s engineers can do when given complete design freedom, further blurring the line between client car and factory race program. 2022 Ferrari SP48 Unica F8 Tributo Base: F8 Tributo | Classification: Factory SP ​​The SP48 Unica is yet another one-off based on the F8 platform, the Tributo this time around. Ferrari retains the 3.9-liter twin-turbo V8 with 710 horsepower, but has reworked the exterior body panels using procedural-parametric modeling along with 3D prototyping. The result is a completely new front fascia, reprofiled side intakes, and a distinct rear treatment without a window.  Inside, bespoke trims and laser-perforated Alcantara, unique hexagonal stitching patterns, and carbon fiber detailing reflect the owner’s taste. The SP48 demonstrates how Ferrari can take a current production car and reinvent it from the ground up, creating something entirely new without touching the drivetrain. 2021Ferrari BR20 Base: GTC4 Lusso | Classification: Factory SP The BR20 began life as a GTC4 Lusso before a loyal Ferrari client requested a leaner, two-door GT. Ferrari Engineers removed the rear seats, lengthened the body, and sculpted a sweeping fastback silhouette. The naturally aspirated 6.3-liter V12 produces 681 horsepower, paired with all-wheel drive, but the draw is its bespoke carbon panels and an overall length that is three inches longer than the standard GTC4 Lusso. Finished in a dark metallic gray with custom cabin details, it’s a throwback to Ferrari’s 1960s coupes, but is modern underneath, and the highlight being the sweeping arches from A-pillar to rear integrated with a rear spoiler. This one-off makes the case that Ferrari’s shooting brake architecture can also be refined into an elegant V12 grand tourer. 2020 Ferrari Omologata  Base: 812 Superfast | Classification: Factory SP The Omologata showcases Ferrari’s GT racing past into a single aluminum-bodied 812 Superfast. Commissioned by a European client, it features hand-beaten bodywork painted Rosso Magma, with the only two components carried over from the 812 being the windscreen and the headlights.  Its cabin trim references 1960s competition Ferraris. Beneath, the 6.5-liter V12 still delivers 789 horsepower, a dash to 60 mph in under 3.0 seconds, and a 211-mph top speed. However, the appeal lies in the sculpted fenders, vented hood, three horizontal cuts in the surface, integrated rear spoiler for downforce, and heritage-inspired interior touches. It took two years to complete, showing how far Ferrari can go for a one-off. With no sales records, the Omologata remains priceless. 2019 Ferrari P80/C Base: 488 GT3 | Classification: Factory SP (Track Only) This radical commission reimagines the 488 GTB as a futuristic prototype-inspired coupe. Built for a private client, the SP80/C adopts an arrow-shaped nose, blade-like side fins, and sculpted carbon aero that draw directly from Ferrari’s endurance racers. The 3.9-liter twin-turbo V8 provides 661 horsepower, driving the rear wheels through a seven-speed dual-clutch gearbox.  Unlike many SP cars that nod to Ferrari’s past, this one points forward, hinting at shapes we’d later see in hypercar studies. Rare even among one-offs, the SP80/C showcases what the Ferrari design team’s efforts yield when given full creative freedom. Highlights include a radical wedge-like front with slim LED lighting, Massive side intakes feeding turbochargers, sculpted flying-buttress roofline, a removable rear wing (can be configured for “exhibition” or “race” setup), and a carbon diffuser spanning the full width of the tail. 2018 Ferrari SP38 Deborah Base: 488 GTB | Classification: Factory SP Commissioned by a longtime client with a soft spot for the F40, the SP38 Deborah is a 488 GTB transformed into a wedge-shaped homage. Designed by Flavio Manzoni’s Centro Stile Ferrari and finished in a triple-later metallic red, the slatted engine cover, slim headlights, and aggressive stance all reference Maranello’s 1980s icons like the 308 GTB and F40. Rear fascia features a single light bar with integrated exhausts Inside, bespoke leather and carbon trim complete the transformation. The drivetrain remains the trusty 3.9-liter twin-turbo V8 with 681 horsepower on offer, topping out at 200+mph. The SP38 illustrates how Special Projects can balance nostalgia with modern performance. While its market value is unknown, collectors would easily peg it in the multi-million-dollar range. 2016 Ferrari SP 275 RW Competizione  Base: F12tdf | Classification: Factory SP Florida collector Rick Workman commissioned the 275 RW Competizione as a tribute to the 1964 275 GTB Competizione Speciale. Built on the F12tdf chassis, it packs a 6.3-liter V12 pushing 770 horsepower to the rear wheels through a dual-clutch transmission. Painted Giallo Triplo Strato, the car blends retro inspiration with a modern twist.  Designed by the Ferrari Styling Centre in collaboration with Pininfarina,  highlights include elongated headlights, triple vents, and aggressive flares, recalling the Le Mans-winning 275s. As one of the few Special Projects based on a track-tuned donor, the SP 275 is both a stylistic homage and a weapon, out on the race track. 2016 Ferrari 458 MM Speciale Base: 458 Speciale | Classification: Factory SP Commissioned by a British client, the 458 MM Speciale is a one-off that reimagines Ferrari’s last naturally aspirated V8 mid-engine car. Based on the 458 Speciale, it keeps the 597 horsepower 4.5-liter V8 but wears completely new aluminum bodywork with carbon fiber bumpers and a sharper, more athletic and distinctive front end.  Inspired by the 288 GTO, the redesign was done by Ferrari’s in-house Styling (Centro Stile) under the direction of Flavio Manzon. Highlights include slimmer headlights, a wraparound windshield, and a floating C-pillar that channels air to the engine. Painted Bianco Italia with an Italian tricolore stripe, the MM Speciale combines old-school craftsmanship in the modern performance era. 2015 Ferrari F12 Berlinetta SG50  Base: F12berlinetta | Classification: Tailor Made Special Unlike client commissions, the SG50 was Ferrari’s gift to Singapore for its 50th anniversary of independence. Based on the 200+ mph F12berlinetta, it retains the 730-horsepower naturally aspirated V12 engine, but wears unique Rosso Singapore paint, with white accents, and SG50 insignia inside.  The interior carries red leather and carbon fiber trim with commemorative badging, with the seats bearing embroidery of the Singapore lion (Merlion motif) on the headrests. Though not as radical as other one-offs on this list, it remains a significant model in Ferrari’s lineage of one-off commissions, which, in this particular case, celebrates a national occasion. 2014 Ferrari SP America Base: F12berlinetta | Classification: Factory SP Commissioned for American supermarket chain, CEO Danny Wegma, the SP America is yet another build that reinterprets a modern-day 200 mph F12berlinetta with styling cues that nod back to the legendary Ferrari 250 GTO, with Ferrari's Special Projects division collaborating with Pininfarina on the design. The car’s red finish combines traditional Ferrari red with subtle detailing unique to this commission. It features Triple vents on the front fenders, a reshaped grille, and a reprofiled rear with a large diffuser, giving it a distinctive silhouette. The drivetrain remains the F12’s 6.3-liter V12 producing 730 horsepower, mated to a dual-clutch transmission. As a front-engine V12 one-off with 250 GTO DNA, it reflects the American collector's desire for heritage without sacrificing performance. 2014 Ferrari SP FFX  Base: FF | Classification: Factory SP Japanese clients have long had a strong link with Ferrari, and the SP FFX seen here is no exception. Based on the FF four-seat grand tourer, Ferrari transformed the shooting-brake into a bespoke coupe with sharper lines and a sleeker roof.  Finished in a striking red paint with white highlights around the grille, mirrors, and the roofline, inspired by Ferrari F1 liveries at the time. Power comes from the FF’s 6.3-liter V12 delivering 651 horsepower, paired with Ferrari’s 4RM all-wheel drive system, the SP FFX showcases how Ferrari is willing to work even with unconventional platforms to create, what is a usable, all-weather one-off with unmistakable presence. 2012 Ferrari SP12 EC  Base: 458 Italia | Classification: Factory SP Eric Clapton commissioned the SP12 EC as a modern homage to his beloved 512 BB. The car was designed by Ferrari’s Centro Stile in collaboration with Pininfarina and engineers in Maranello. Notable exterior cues borrowed from the 512 BB include horizontal slats or “strakes” in the rear grille, and a front hood opening or air outtake reminiscent of the BB.  Clapton originally wanted Ferrari to install a 12-cylinder, but Maranello convinced him to stick with the V8 for reliability. Built on the 458 Italia platform, the 4.5-liter V8 produces 562 horsepower. Finished in metallic red with Boxer-style black accents, the SP12 EC blends nostalgia with modern-day practicality. It remains one of the best-known one-offs tied to a celebrity. 2011 Ferrari SP30 Arya Base: 599 GTO | Classification: Factory SP Bonhams Cars Indian businessman Cheerag Arya, already a major Ferrari collector, wanted a unique centerpiece. Ferrari delivered the SP30, based on the 599 GTO but incorporating F12 styling cues and the track-oriented 599XX. The 6.0-liter V12 engine produces 661 horsepower and sits under custom bodywork featuring bespoke headlights, a revised grille, and aerodynamic tweaks, including winglets and fins. Carbon fiber elements emphasize exclusivity, while the rear design sets it apart from any production model.  Arya reportedly requested a car that bridged his 599 GTO, with Ferrari’s next era at the time, and the SP30 became just that. Its private ownership and lack of public appearances make it one of the more elusive Special Projects. 2011 Ferrari Superamerica 45 Base: ​​599 GTB Fiorano | Classification: Factory SP New York property developer Peter Kalikow marked 45 years since buying his first Ferrari by commissioning the Superamerica 45. Based once again on the 599, more specifically, the SA Aperta, it is finished in Blu Antille with matching wheels and interior trim, and it celebrates Kalikow’s personal taste.  Highlights include a unique rotating carbon-fiber roof that flips 180 degrees into the trunk, a design solution unseen in production, a restyled carbon-fiber trunk to house the roof, brushed aluminum A-pillars, a chrome grille, and custom paint to match Kalikow's 1961 400 Superamerica. Power comes from the 612-horsepower 6.0-liter V12, with GT comfort retained. The car remains in his collection, highlighting Ferrari’s ability to tailor innovative solutions for individual clients rather than limiting it to series production. 2009 Ferrari P540 Superfast Aperta Base: 599 GTB Fiorano | Classification: Factory SP Commissioned by Edward Walson, the son of cable TV pioneer John Walson, the P540 Superfast Aperta pays tribute to a Ferrari that featured in Fellini’s Spirits of the Dead. Based on the 599 GTB Fiorano, it packs a V12 engine that produces 612-horsepower but wears a completely reimagined roadster body finished in a striking metallic gold finish.  Ferrari engineered the car with structural reinforcements (using finite element analysis) to handle the roofless design, keeping performance intact. As one of the earliest Special Projects, the P540 blends cinematic heritage with Ferrari engineering. Its one-off status makes it a unicorn within the already rare 599 family. 2008 Ferrari Fioravanti SP1  Base: F430 | Classification: Factory SP The SP1 was Ferrari’s first official Special Projects car, commissioned by Japanese collector Junichiro Hiramatsu, the former president of the Ferrari Club of Japan. The body was designed by former Pininfarina designer Leonardo Fioravanti. Using the F430 as a base, but wears a re-bodied form with Enzo-inspired cues and wheels borrowed from a F430 Scuderia.  The headlights, grille, and proportions set it apart, that showed-off Ferrari’s willingness to embrace bespoke commissions. Painted in metallic red, the SP1’s interior was also custom-finished to the owner’s taste. It retains the 4.3-liter V8 that produces 483 horsepower. Though understated compared to later one-offs, its importance lies in being the first of the modern SP era. Today, it’s considered historically significant among Ferrari collectors. 2006 Ferrari 612 Kappa Base: 612 Scaglietti | Classification: Coachbuilt (Pininfarina) Commissioned by American collector Peter Kalikow, the 612 Kappa is a true one-off designed and built by Pininfarina. Based on the 612 Scaglietti grand-tourer, it features extensive bespoke bodywork, including a redesigned front bumper, larger grille, new headlights, a sculpted hood, and reshaped rear haunches. The roof panel was made of electrochromic glass that could vary its opacity at the touch of a button, and the cabin was retrimmed in blue and tan leather with custom aluminum switchgear.  Mechanically, it retained the 5.7-liter V12 with 540 horsepower and an F1-style transmission from the standard 612. The car made its debut at the 2006 Concorso d’Eleganza Villa d’Este and remains unique; no other 612 Kappa was built, making it an official one-off coachbuilt Ferrari by Pininfarina, not part of the later “Special Projects” program. 2006 Ferrari P4/5 by Pininfarina Base: Enzo | Classification: Independent Coachbuilt Perhaps the most famous one-off, the P4/5 was built for American collector James Glickenhaus. Starting out with an Enzo, Pininfarina re-bodied the car in carbon fiber to evoke Ferrari’s 1960s P-series racers, while aiming to improve aerodynamics and lower overall drag.  While it still packs the same 6.0-liter V12 engine from the Enzo,  the bodywork is the highlight: wide, low, and finished with exquisite attention to detail. More than 200 custom parts were developed specifically for this vehicle. Inside, body scans of Glickenhaus and his son were taken for the seat molds. The project cost about $4 million at the time, including the base car. The P4/5 proved that private collectors could influence Ferrari design at the highest level. 1996 Ferrari F50 Bolide  Base: F50 | Classification: Independent Coachbuilt (Pininfarina) Commissioned by the Sultan of Brunei, the F50 Bolide is a unique, factory-sanctioned prototype developed by Pininfarina and Ferrari’s engineering partners as part of the Sultan’s extensive one-off collection. Based on the standard F50 chassis and drivetrain, it was designed as a more extreme, fully coupe variant of Ferrari’s halo car of the 1990s. The Bolide retained the 4.7-liter naturally aspirated V12 derived from Ferrari’s 1990 Formula 1 engine, making 520 horsepower and mated to a six-speed manual gearbox.  The focus was weight reduction and aerodynamic refinement, with a lowered cowl, wraparound screen, and reworked front and rear body sections crafted in carbon fiber. Other highlights include a roof-scoop and a unique fixed wing. Finished in dark metallic red with unique detailing, it was intended for track or private-estate use only and never homologated for road registration. To date, only one example is known to exist, and it remains in the Brunei royal collection. 1993 Ferrari Conciso Base: 328 GTS | Classification: Independent Concept (Michalak) RM Sotheby's Built by German designer Bernd Michalak, the Conciso is a radical one-off concept based on the Ferrari 328 GTS chassis. Stripping away the roof, windshield, and doors resulted in shaving off nearly 800 pounds (30% less than stock) and giving this open-top vehicle a minimalist, speedster-like/barchetta profile. A highlight of the design is the contrasting black panels that serve as the fenders for the front wheels. The aluminum body was hand-formed, with an exposed cockpit, seating for two, and a pared-down cockpit focused purely on driving. Power comes from the standard 3.2-liter V8 rated that put out  270 horsepower, paired with a five-speed gated transmission, giving this lightweight mega performance off the line. Displayed at major shows, including Frankfurt and Geneva back in the early 1990s, the Conciso represents a unique build and one that combines Ferrari engineering with avant-garde German styling. 1993 Luigi Colani Testa d’Oro  Base: Testarossa | Classification: Independent Coachbuilt (Lotec/Colani) German designer Luigi Colani used a Testarossa platform to create the Testa d’Oro, an extreme aerodynamic study built by German engineering heavyweight, Lotec. Colani’s organic design language resulted in flowing lines and dramatic proportions unlike any Ferrari before or since. Though not factory-sanctioned in the same way as later SP cars. Design highlights are, without a doubt, the elongated windshield, deep chin spoiler, and the low-slung stance, all in place for a slippery profile. Powered by a twin-turbo version of Ferrari’s flat-12, the car produced well over 600 horsepower, although claimed output is 750 horsepower. It set a record at Bonneville, reaching 218 mph in 1991, proving that the wild body was not just for show. The Testa d’Oro was reportedly re-bodied three times between 1989 and 1993 and remains a significant one-off, both as a design experiment and a speed record machine. 1986 Ferrari Testarossa Spider Agnelli Base: Testarossa | Classification: Factory One-Off The only official Testarossa Spider ever built by Ferrari was made for the then-Fiat boss, Gianni Agnelli. Finished in silver with contrasting blue highlights, it featured the flat-12 engine, producing 390 horsepower, as standard in the coupe, but required extensive chassis reinforcement to handle the loss of the roof.  A unique folding soft-top and bespoke interior completed the package. Unlike aftermarket conversions, including seven from Pininfarina, this car came directly from Maranello, making it a singular build. It remains in private hands and is considered priceless, as it represents the only sanctioned open-air Testarossa. For Ferrari purists, the Agnelli Spider sits as the definitive one-off of the 1980s. 1972 Ferrari 365 GTB/4 “Daytona” Shooting Brake Base: ​​365 GTB/4 | Classification: Coachbuilt (Panther Westwinds) Gooding & Company Built for American importer Luigi Chinetti Jr. and designer Bob Gittleman, this unique Shooting Brake turned Ferrari’s Daytona 375 into a luxury grand tourer unlike anything else from Maranello. Essentially, everything from the A-pillar onward was redone. Panther Westwinds handled the conversion, replacing the fastback body with an elongated glass canopy and dual gullwing rear windows instead of a traditional hatch. The transformation was completed in 1975. Inside, it features opulent wood trim, rich leather, and bespoke instrumentation that gives it the feel of a gentleman’s lounge. Powered by the same 4.4-liter Colombo V12 that put out 347 horsepower, it remains every bit as fast as it is, a truly eccentric Ferrari elegance reimagined for the 1970s. View All Ferraris For Sale

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Close-up view of a modern car engine with a red engine cover, black components, and visible warning label—The Last Surviving 5-Cylinder On Sale Today Packs A Punch under the hood.

By Khris Bharath –  August 07, 2025

The Last Surviving 5-Cylinder On Sale Today Packs A Punch

Today, most automakers are ditching character in favor of compliance as performance cars are increasingly leaning into downsizing, hybrid tech, synthetic soundtracks, and overboosted four-bangers. But one German brand is still flying the flag high when it comes to five-pot motors. Audi’s 2025 RS3 is the last car you can buy new in the U.S. with the a five-cylinder engine. Since this marks the end of an era, we need to look back at how the format has evolved over the decades and what makes it so significant. Now, if we look back at history, Audi didn’t just stumble upon the successful five-cylinder formula by accident. Its story can be traced back to the late ‘70s with the Audi 100 5E, but the moment that matters most is 1980, because that’s when Audi unleashed the now legendary Quattro. Boxy, turbocharged, and running a weird-sounding inline-five, the original Quattro became the stuff of WRC legend thanks to its all-wheel drive system, with rally icons like Walter Röhrl helping cement its legacy. By the mid-80s, this thing was tearing up the Monte Carlo Rally while much of the competition was still figuring out how to maintain traction in the wet.  In the years since, Audi has not only retained and refined the five-cylinder formula, but has also used it to separate its RS lineup from the rest of the lineup. But why a five-cylinder in the first place, you may ask? It’s smaller and lighter than most sixes, compact, easier to package up front, but crucially, it has a broad torque band. Also, the uneven cylinder configuration and unique 1-2-4-5-3 firing order give it a distintive soundtrack. The 2025 Audi RS3 packs a punchy 2.5-liter turbocharged inline-five that produces 394 horsepower and 369 pound-feet of torque. It’s paired to a seven-speed dual-clutch automatic, sending power to all four wheels through Audi’s Quattro system. Is it quick? Sure. Try 0 to 60 mph in 3.3 seconds, 155 mph top speed (upto 180 mph when equipped with Dynamic plus package).  Equipped with the RS Torque Splitter and RS sport suspension plusIt managed to get around the Nurburgring-Nordschleife with 7:33.123 minutes and yet it’s livable, because you can daily this compact sports sedan, owing its four doors, trunk space, heated seats, and adaptive cruise. It’s impressive how much performance is baked into a car so compact. Coming to exterior embellishments, Audi hasn’t reinvented the RS3, but it has refined the formula. The revised front bumper, and blacked out larger grille have been reworked for better air flow. You also get Audi’s signature Matrix LED headlights. The rear now sports trick OLED taillights with customizable patterns. Kyalami Green, and Arkona white are stock colors, but more Audi Exclusive shades, are also available. Forged 10-spoke 19-inch wheels inspired by Audi’s RS lineup drop unsprung weight and look properly aggressive. Inside, it’s the same playbook: Nappa leather sport seats with hexagonal quilting, RS digital cockpit, carbon trim, and physical buttons where they matter. Flat-bottom steering wheel, aluminum paddles, and a gear selector that feels like a shifter even if it isn’t. The RS3’s list of real rivals is short. You’ve got the beefy 2025 BMW M2 that packs 453 horsepower form a 3.0-liter and a proper manual (something we wish the Audi had as well). While the Beemer will be more fun on a track, it likely won’t match the RS3’s traction and year-round usability. The Mercedes-AMG CLA 45 S meanwhile packs 416 horsepower from its 2.0-liter turbo-four.  With a starting MSRP of around $63,400, Audi’s entry-level RS model certainly isn’t affordable. A host of performance and visual upgrades could push that number even higher. But having said that, the RS3 also isn’t boring, for the reasons stated above. The five-cylinder represents a piece of Audi legacy, and the RS3 is the last new car you can buy in America with this configuration and that alone makes it special. So act fast until stocks last if seek to go down the new car route. View All Audi RS3s For Sale Images Source: Audi

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Interior view of an open-top Lambo sports car with black leather seats, a manual gear shift, and a steering wheel, with a yellow background visible through the windows.

By Khris Bharath –  July 29, 2025

Less Than 10 In The U.S.: The Last Manual V12 Lambo Roadster

Back in the mid-2000s, Formula 1 was having a big impact on the world of performance cars, and the result was that the folks over at Maranello, Sant'Agata, and Stuttgart were all chasing lightning-fast shifts and automated manuals. This was also the era when the analog stick began to fade into obscurity, at least in the top-end performance car segment.  And yet, against all odds, Lamborghini quietly built a handful of them, a V12 open-top monster with a gated six-speed manual. The car in question: Lamborghini Murciélago LP640 Roadster, manual. Given how F1-inspired gearboxes were all the rage back then, Lamborghini didn’t market the three-pedal version as aggressively. The demand simply wasn’t there, and as a result, the factory didn’t build many. Today, though, fewer than ten are believed to exist, and when it comes to demand, it's the other way round. The Last of the Analog Raging Bulls: The Gated Unicorn But to understand why this car matters, we need to rewind to the early 2000s. The original Lamborghini Murciélago launched back in ‘01 as the first Lamboi developed under Audi’s direction. Designed by Luc Donckerwolke with a, dare I say, softer design compared to Gandini’s Diablo, it was still wild   6.2-liter V12, carbon-heavy bones, scissor doors, but now with a hint of some German sensibilities underneath.  The LP640 (2007-2010) that followed turned up the wick with sharper styling, bigger brakes, and a massive, singular center-mounted exhaust. The V12 was now uprated to 6.5 liters, pushing 640 horsepower and 487 pound-feet of torque. Zero to 60? 3.3 seconds with a top speed rated at 211 mph. But crucially, while the world was moving towards dual-clutch paddles and computer-enhanced driving, Lamborghini quietly continued to offer a traditional gated manual transmission sending power to all four corners. While most LP640s came equipped with the E-Gear transmission,  just over 30 LP640s left the factory with a manual that made it stateside. Of those, only a small handful (we’re talking anywhere between six and nine) were Roadsters. Lamborghini never published official figures, but ask any marque historian or collector, and they’ll tell you: it’s one of the rarest Raging Bulls ever built.  Now it is a common misconception that the Roadster was just a Murciélago LP640 without the roof. However, that is from the truth as it features a redesigned engine cover unique to the soft-top, additional structural reinforcements, and a comically fragile soft top that no one ever used. TopGear fans among you will fondly recall " title="YouTube video" frameborder="0" allow="accelerometer; autoplay; clipboard-write; encrypted-media; gyroscope; picture-in-picture; web-share" allowfullscreen> shot in Spain (yes, the same one where he ran alongside the Bulls in Pamplona), which was in fact a manual. Regardless, that film revealed just how much of an afterthought the roof was, but that's not the point. The main appeal of the manual Murci Roadster is rarity, and if the numbers are indeed true, this specification by itself makes it rarer than a McLaren F1, which by the way is $20 million car today. A Collector-Grade Lambo: But there’s a Catch When this car was new, it was misunderstood. The world was after quicker shifts and higher tech. But now, the pendulum has swung, and for a select few from the generation that grew up with these cars as bedroom-wall heroes and are in a position to afford a Murci, that analog engagement that’s becoming an obsolete concept is now more desirable than ever.  But tread carefully, because not all gated Murciélagos are created equal. Some cars have been converted to gated manuals, while others have been modified or have racked up serious miles. The real unicorns are factory-built, unmolested, and as close to showroom condition as possible. Those are the ones that are quietly moving into true blue-chip investments.   Manual exotics are now hot, and nowhere is that shift more dramatic than with the LP640. Which is why prices for the manual Murciélago LP640 (Roadster or not) are on the upswing. While prices for the standard car hover either side of the $500k mark, a clean, low-mileage, untouched example of the more desirable manual LP640 is in line with SV models (between $1.4m-$1.6m). Last year, a 2008 Lamborghini Murcielago LP640 Roadster sold on RM Sotheby’s for $1.352 million. For a comprehensive overview of the Lamborghini Murciélago model range, watch this feature from Curated, with experts Ed Bolian and John Hooper. View All Lamborghini Murcielagos For Sale " width="680"> Images Source: Lamborghini

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A gold Lamborghini Diablo cruises along a winding Emilia-Romagna road, lined with trees and hills beneath a partly cloudy sky—a perfect scene for fans of vintage Lamborghinis.

By Kyle Hyatt –  July 13, 2025

Never Out To Pasture: Driving Vintage Lamborghinis In Emi...

Driving classic cars can be a funny thing. Often going into it, one has a whole raft of preconceived notions about not only the car, but the marque and the era in which the car was made. For example, if you go to drive a ’69 Dodge Charger, you more than likely expect it to be loud, crude, and horrible in the corners and on the brakes. Those preconceived notions, though, can lead to some real surprises, as was the case in the hills outside Bologna, where we drove a pair of classic Lamborghinis. Make no mistake, modern Lamborghinis – Gallardo, Huracan, Murcielago, Aventador – are largely fantastic to drive. They’ve got all the sound and fury you’d expect from the brand, but they’re usually as willing to do a commute as carve a canyon road. Classic Lamborghinis have a reputation for being unwilling to do either of those things, instead functioning more as loud, expensive devices to be seen in by others. This was what I expected when I contorted my 6-foot, 4-inch frame into the final production Diablo SE for the first time. It is not, however, what I got… 2001 Lamborghini Diablo 6.0 VT SE The 2001 Lamborghini Diablo 6.0 VT SE was conceived as a farewell to the model before the much more modern (and more Audi-fied) Murcielago debuted. It’s a best of the best of Diablo, with a 550-horsepower 6.0-liter V12 (the second most-powerful fitted to the model, behind the Diablo GT), VT all-wheel drive, and the Luc Donckerwolke-designed facelift bodywork, complete with its Nissan 300ZX headlights. Lamborghini made 42 examples, available in either “Oro Elios” gold or “Marrone Eklipsis” which is sort of an oxblood with bronze flake in it. The final example, which has never left Lamborghini’s hands, is the former with a gorgeous dark brown leather interior. The first surprising thing about the Diablo SE is how relatively roomy the passenger accommodations are. Headroom is short, but if you’re riding in the right seat, even at my size, there is a decent amount of legroom, and shoulder room is also nothing to sneeze at. As a driver, this is hampered by the steering wheel, naturally, but I was able to fit, if not comfortably, at least well enough to operate the vehicle without too much difficulty. Speaking of operating, the basics of puttering around in the Diablo are also unexpectedly simple. The clutch, while heavy, is easy to modulate, and thanks to the big V12’s 457 pound-feet of torque, I didn’t manage to stall the car once. This is not true of the other cars I drove, but more on that later. The gearbox is closer to what I expected it to be – stiff, and somewhat agricultural (insert tractor joke here) – but once warm, the effort required tapers off somewhat, and it becomes a direct, pleasurable thing to use. It’s somewhat odd that it’s only a five-speed, but with the engine’s grunt, five long gears feel like plenty. That drivetrain, too, is incredible. There are some cars that seem to have been built around an engine, where, when you climb the rev counter, the engine seems to wake the entire car up and makes it feel alive. To paraphrase stock car driver Darrell Waltrip describing his 1970s Monte Carlo, the Diablo is “all ate up with motor.” There are a few reasons that Lamborghini stuck with this engine from 1963 until the Aventador: it’s brilliant. Arguably, the biggest surprise about the Diablo is its steering. It’s power-assisted, but still very weighty and pleasantly direct. You’re not really fighting it as I’d expected I might have to in parking situations, and it gives the Diablo the flavor of being a bit of a driver’s car. It’s not what I’d call nimble, by any means, but on the curvy roads leading up to the Passo della Futa, it feels like a willing participant. Other niceties for the SE include a distinctly usable front trunk space, working air conditioning (which was a blessing on a 90-plus-degree day with 85% humidity), reasonable visibility everywhere except directly behind you, and a firm but not harsh ride. The last one was even tested on a road under construction, i.e., a poorly finished gravel track. The car is also not so low to the ground that it has issues scraping anywhere. It feels borderline blasphemous to say this, but the Diablo seems to be a usable supercar. View All Lamborghini Diablos For Sale 1967 Lamborghini 400 GT 2+2 The Diablo isn’t the only car I drove during this experience, and the 400 GT 2+2 couldn’t be more different. It’s clear that not only was the 400 GT designed with a very different mission in mind, but that 40 years of development separate it from the Diablo SE. Where the Diablo is meant to be an angry, rampaging bull of a car (see what I did there?), the 400 GT 2+2 is part of Ferruccio Lamborghini’s original vision to out-Ferrari Ferrari. It’s long, low, and beautifully proportioned. As a grand tourer, it’s softer, more elegant and spacious than the mid-engine cars that came later. It also has the most profoundly Italian driving position I’ve ever experienced. When I say “Italian driving position,” what I mean is that the steering wheel is closer to your chest than seems prudent, and your legs are stretched way out in front of you. As I mentioned earlier, I’m 6 feet 4 inches tall, and with the seat adjusted so that I could work the wheel somewhat normally, I couldn’t push the clutch all the way to the floor. It’s not so bad once you get onto the autostrada, where the 400 GT is meant to thrive, but in any kind of traffic, it’s somewhat disconcerting. Also disconcerting is the fact that the 3.9-liter version of the corporate V12 isn’t particularly torquey, so the car requires a lot more revs to get around at low speeds than you might expect, especially coming from a later model. Add in the fact that this particular 400 GT had something going on with its fueling at low speed, that caused it to bog down and not rev under load, and I’m not ashamed to say that hill-starting this car was terrifying. Having the final Countach to ever roll out of Sant’Agata right behind me didn’t make it any better. The issue with the car’s six Weber carbs notwithstanding, the 400 GT is a beautiful thing to drive once it's allowed to stretch its legs. Its four-wheel disc brakes and five-speed gearbox feel extremely modern compared to other vehicles from the late 1960s. The gearbox, like that of the Diablo, feels weighty but direct, and even without the Diablo’s gated shifter, I never miss a gear. The car’s soft suspension and heavy, unpowered steering feel appropriate for the time and purpose and don’t detract from the pleasure of the drive. This is no sports car, mind you, but it feels nimble enough to make an alpine pass enjoyable. The interior is a sea of butter-soft tan leather and metal accents. It’s sensibly laid out, and even the switches on the dash are sort of labeled, something that was not a guarantee for Italian cars of the era. The car’s greenhouse and spaghetti-thin pillars make seeing out easy, though in the Italian summer heat, it also lets me experience what the inside of an Easy-Bake Oven is probably like. The 400 GT’s beautiful Superleggera bodywork by Touring feels like the antithesis of all the brutal Gandini-penned cars that came later, save the Miura. My experience with vintage Ferraris is sadly limited, but I’ve heard from enough people I trust that they drive like trucks. The 400 GT drives like it looks. It’s a gorgeous thing, and I’ve spent more time than I care to admit daydreaming about blasting from Sant’Agata to the Amalfi coast in it. The world’s highest mileage Lamborghini is a 1967 400 GT with nearly 300,000 miles on it, and driving this one, it’s easy to imagine racking up those kinds of moon miles. The takeaway from this once-in-a-lifetime driving experience is this: old cars, especially ones like these vintage Lamborghinis, expect you to make sacrifices. They are less apt to bend to your will, and instead, you’ll need to adapt to their many quirks and foibles. If you fight them, you’ll lose and have a miserable experience. If you acquiesce to their demands, however, they will transport you to a different time and place and make you experience the world on new terms. View All Lamborghini 400 GTs For Sale I’ve always had a soft spot for Lamborghini My first supercar experience as a journalist was in a Huracan Evo Spyder, and since then I’ve driven a Sterrato at full chat in deep sand, taken an Urus Performante up Pikes Peak, and more. These older cars represent a very different time in the company’s history, but having driven them in the place they were conceived and built, I very clearly see the throughline to those later cars and even to the new hybrid models like the Revuelto. People may have been worried that Lamborghini would lose its character when it was purchased by Audi, but that hasn’t happened, and with unprecedented levels of financial stability and talented, passionate people at the helm, I’ve got no fear that the spirit that inhabits the 400 GT and the Diablo will ever truly disappear. View All Lamborghinis For Sale

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Two Bugatti cars, one modern and one vintage, are parked on a tiled surface, viewed from above—a striking scene that echoes the spirit of Veyron: The Man The Machine And The Legacy That Rebuilt Bugatti. A large signature overlays the bottom of the image.

By Khris Bharath –  June 27, 2025

Veyron: The Man, The Machine, And The Legacy That Resurre...

As an automobile that rewrote the rules of modern supercars and hypercars, the original record-breaking Bugatti Veyron remains a showcase of engineering excellence and firmly occupies a place in the automotive hall of fame. From the 1999 concept to the final 2015 Grand Sport Vitesse La Finale, over 450 examples were built across 25 different iterations. But long before it became a billionaire’s toy, a celebrity favorite, or a poster child for ultimate speed, the Bugatti Veyron was a name, and before that car was ever a name, it was a man. Pierre Veyron. But to truly understand why the Veyron name was chosen when the brand was being resurrected in the 2000s, we must look back at Bugatti’s long-standing tradition of honoring its heroes.  The EB in EB110 is a nod to founder Ettore Bugatti. The track-honed Divo is named after Albert Divo, who raced for Bugatti back in the 1920s, and then, of course, we have the more recent Chiron, which references Louis Chiron, one of Bugatti’s most successful pre-war drivers.  But with Veyron, the man was foundational and a key figure in Bugatti’s storied history. Born in 1903, the engineer, racer, and wartime hero is forged into the brand’s legacy by not just his intellect and skill, but also his loyalty towards the French marque and the Bugatti family. Pierre Veyron originally studied engineering before being drawn into the world of motorsports. It was his friend Albert Divo, yes, that Divo who introduced him to industrialist André Vaginiez, who financially supported Veyron, to acquire his first race car: a Bugatti Type 37A, a car with which he promptly won the 1930 Geneva Grand Prix   Two years later, by 1932, he caught the attention of Jean Bugatti, son of Ettore Bugatti, who brought Veyron into the family. As a test driver, development engineer, and a trusted collaborator, Pierre Veyron was so much more than just a company driver. Throughout the 1930s, he helped shape Bugatti’s racing machines, both in the driving seat and on the garage floor.  Remember that back in the early days, motorsports was used as an indirect form of advertising to help sell road cars. Pierre’s feedback was instrumental in helping push the cars being built in Mosheim right to their limits, winning races in models like the Type 51 and Type 57. Pierre Veyron’s big career break came in 1939, when he triumphed at the 24 Hours of Le Mans, along with co-driver Jean-Pierre Wimille in a Type 57C Tank. It would be Veyron’s final victory before World War II broke out, and he would join the French Resistance. He was awarded the Legion of Honour in 1945 for his service. Decades later, when the great Ferdinand Piëch, grandson of Ferdinand Porsche, and former CEO of the Volkswagen Group, acquired Bugatti and set out to relaunch the brand, they needed a name that carried both weight and integrity. Enter ‘Veyron’. A supercar for the 21st century, Piëch envisioned a car that would obliterate the status quo. A car with no compromises, the engineering team originally even dreamt of an 18-cylinder engine with the 18.4 Veyron concept. But after revisions, Bugatti finally settled on the famous quad-turbo 8.0-liter W16 that put out 1,000 PS (pferdestarke) or 986 horsepower on the production Veyron 16.4. The W16, of course, would do duty until the Chiron. Ferdinand Piëch The original Veyron's target? To dethrone the legendary McLaren F1, whose 240.1 mph top speed had stood unchallenged since its record run of 1998 at Volkswagen’s Ehra-Lessien test track in Germany. Ironically, Bugatti would beat that record at the same venue, seven years later in 2005, with " title="YouTube video" frameborder="0" allow="accelerometer; autoplay; clipboard-write; encrypted-media; gyroscope; picture-in-picture; web-share" allowfullscreen> snagging the title of the fastest production car in the world and the Veyron name, would be one that brought it all tothether, tying the brand’s heritage with its ambitious future. View all Bugattis For Sale Images Source: Bugatti

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