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Welcome to the 73rd Pebble Beach Concours d’Elegance. I’m so glad you have chosen to gather with us to celebrate great cars and the people who care for them.
The car world offers us a rich legacy born of determination, innovation, and inspiration—while gifting us with transport, at speed and in style. Cars have changed the shape of our world, our communities, and our daily lives.
As time goes by, all of those things continue to change, of course, and here at the Pebble Beach Concours, we continue to celebrate the past while looking toward the future.
The range of cars on our competition field is expanding— and that expansion is perhaps more dramatically in evidence this year. Today we are showcasing cars from 1898 to 2023, but for the first time ever, postwar cars substantially outnumber prewar cars—by about 20 percent. Our featured Wedge classes alone encompass cars from 1955 to 2023 as they track the development of wedge-shaped cars across time. From nearer the dawn of automotive history, Packard’s 125th anniversary affords us the opportunity to highlight early pre-Twin Six creations along with the marque’s superlative Speedsters and coachbuilt creations. Maserati is marking its 110th year, but here we focus primarily on the interplay of its road and race cars in the postwar era. We are also featuring cars built
by Pietro Frua, who so often bodied cars of that marque. And we observe the 70th anniversary of the Jaguar D-type with a small but select display. Our offering of BPR & FIA GT Race Cars brings us into the 1990s, pairing supercars with their racing variants.
The cars on our show field are also more varied in type than ever before. Witness the magnificent fleet of ten fourwheel-drive Land Rovers and Range Rovers that have been in service to Britain’s royal family, particularly HM Queen Elizabeth II, both at home and abroad. This powerful display comes to us courtesy of JLR (Jaguar Land Rover).
Our partnerships with car makers and car designers have grown rapidly in recent years, and we are grateful for the many spectacular cars they share here—on our Concours show field, as well as our Concept Lawn, and in their own displays. Mercedes-Benz, our longest marque partner, brings three cars to our show field; BMW brings a pair; and Bentley Motors, General Motors, and Jaguar Daimler Heritage Trust each bring one. Also notable are the cars shared by the coachbuilders Italdesign and Pininfarina, and seven museums: Automotoclub Storico Italiano, Classic Car Club of America Museum, Indianapolis Motor Speedway Museum, National Automobile Museum, Petersen Automotive Museum, Revs Institute, and Stahl’s Automotive Foundation.
As much as things change, I am glad that one thing remains the same: the Pebble Beach Concours continues to raise funds for people in need. This past year we raised over $3 million for charity for the first time. With your help, as well as that of all of our entrants, judges, a host of volunteers, and our sponsors—particularly those offering cars to raise charitable funds via our charity drawing or auction—we are on track to repeat or better that this year. Our total donations over time now exceed $40 million!
Now, let’s head out to the show field and celebrate great cars.
Warmly,
Sandra Button Chairman
Ferrari Classiche
Welcome to Pebble Beach, a place steeped in history—with plenty more to be made here.
This week we set the stage for the finest in automotive excellence as we present the 73rd Pebble Beach Concours d’Elegance. We are so pleased to serve as host to the car world one week each year, welcoming great cars and their current caretakers, many of the world’s top designers and manufacturers, expert judges, and keenly interested spectators.
The Concours has played a major role in the history of Pebble Beach and in the car world as a whole, initiating a new focus on collector cars in the 1950s, hosting many dramatic first-time displays in the ensuing decades, instituting the Pebble Beach Tour d’Elegance in the 1990s, and continually pairing designers with their creations and racing greats with their steeds. I can’t wait to see what this year brings.
This year began like no other at Pebble Beach Resorts as we charged into hosting the AT&T Pebble Beach Pro-Am for the first time as a PGA TOUR Signature Event, with an exciting new format and an elevated hospitality experience, bringing new energy to the resort. On the course, the
world’s best did not disappoint as Wyndham Clark topped a star-studded field on the strength of a final round 60—a new course record at Pebble Beach Golf Links. Then, just two months after the final putt dropped, we reintroduced Pebble Beach Food & Wine, with a world-renowned line-up of chefs, sommeliers, winemakers and mixologists.
Amidst sharing and enjoying the cars at the Concours, we hope you also enjoy the scenic setting and special service that make Pebble Beach Resorts the ultimate destination for all manner of sporting contests and special events.
The grand spectacle that is the Concours would not be where it is if not for the tireless work by both the Pebble Beach Company and Pebble Beach Concours teams, along with the support of more than 1,000 volunteers. Their care for this event matches that of the car owners and plays a large part in separating this event as the world’s premier car show.
Certain aspects have evolved over the past 73 years but one that remains is our unwavering commitment to the local community that welcomes this event with open arms. Since the inaugural Pebble Beach Concours d’Elegance in 1950, charitable impact has been at the forefront of our efforts, and this has resulted in more than $40 million in total donations. I am pleased to announce that we are, once again, on track to continue our trend of exceeding the previous year’s donations.
Many historic chapters have been authored on this famed property, and we look forward to another being written this week. It is our honor to have you here as our guest and we invite you to take every opportunity to take in the wonders of Pebble Beach.
Sincerely yours,
David Stivers Chief Executive Officer Pebble Beach Company
PUBLISHER
Pebble Beach Company
EDITOR-IN-CHIEF
Sandra Button
MANAGING EDITOR
Kandace Hawkinson
ART DIRECTOR & DESIGN
Nicole Doré
SENIOR EDITOR
Martin E. Button
PROOFREADERS
Tessa Avila & Robert Pruin
PRODUCTION
Chris Benzel
Printed in Canada by Hemlock Printers
Stuart R. Blond has edited The Packard Cormorant magazine for The Packard Club (www.PackardClub.org) since 2004. Prior to that he edited the Cormorant News Bulletin from 1988 to 2004. He lives in New Jersey with his wife, Stella Pyrtek-Blond..
Andrew Cotton has been reporting on endurance racing since 1995 and is the editor of the British publication Racecar Engineering. He is also an award-winning author and regularly contributes to magazines in Germany, the US, and Japan.
Stefan Dierkes has been researching the life and work of Pietro Frua for three decades. He has written three monographs on the first Opel Kadett and Frua’s Glas GT and Glas V8, as well as more than 60 magazine articles and book chapters on Pietro Frua and his cars, and his website, www.pietro-frua.de, documents the more than 230 cars that Frua designed and built. He has served on the selection for six Frua exhibitions in Europe and the United States and won several concours trophies for his own Opel Kadett Frua Spider.
Ken Gross is an award-winning journalist, historian and museum curator. A longtime member of our Pebble Beach Concours Car Selection Committee, he has curated a wide range of classes here, including every Hot Rod class, as well as those focused on Porsche 917, Ford GT40, Tatra, Tucker, Miller Racing Cars, and Sport Customs, among others. He also serves regularly as a Chief Class Judge.
Peter M. Larsen has co-authored several books with Ben Erickson on French cars and coachbuilders, including works on Talbot-Lago, Jacques Saoutchik, Jacques Kellner as well as an ongoing project about Joseph Figoni. The next installment in that series, which is about Bugattis that received bodies by Figoni, will be published toward the end of 2024. Peter judges at a number of international concours, including the Pebble Beach Concours, where he also serves on the Selection Committee.
Angus MacKenzie, a motoring journalist for almost 40 years, is the former editor-in-chief of MotorTrend and MotorTrend Classic. Prior to that he edited Car magazine in the UK, and Wheels magazine in Australia. Now residing in London, Angus never misses an opportunity to get behind the wheel of interesting cars amd tell their stories; he’s driven everything from a 1904 Mercedes Simplex to the limited-edition Ferrari Daytona SP3 in the past 12 months alone.
Miles Morris is a co-founder and a co-owner of MM Garage, a private professional collector car brokerage business. He previously headed the international classic car department at Christie’s auction house. Born and raised in the UK, Miles has been involved with classic cars forever; his father was a pre-eminent UK collector, racing driver and racecar driving instructor. He is a long-standing member of the Pebble Beach Concours Selection Committee as well as a Judge at Pebble Beach and other events around the world.
Special thanks to Pebble Beach Company Lagorio Archives, particularly for images from Julian P. Graham and William C. Brooks, and to the following photographers who provided general images used in this program: Ron Kimball/Kimball Studios and Sherman Chu.
Frontmatter: Sherman Chu, Scott Campbell Photography, Kimball Studios, Phillip Sarofim Archives, McPherson College, Rancho Cielo, Julian P. Graham, William C. Brooks
The Wedge: (Clockwise from top left and Front to back) Amy Shore/Phillip Sarofim Archives, Phillip Sarofim Archives, Scott Grundfor, Gautam Sen, Linda & Paul Gould Archives, General Motors, Makarand Baokar, Phillip Sarofim Archives, Scott Grundfor (x2), Linda & Paul Gould Archives, Jeffrey Dirkin, Mercedes-Benz Heritage GmbH, Kiyoyuki Ken Okuyama, Jonathan Weizman, ASI Automotoclub Storico Italiano, Amy Shore/Phillip Sarofim Archives, BMW Group Classic
Maserati: With thanks to Adolfo Orsi/Orsi Historica Selecta; Photos (front to back) Kimball Studios, Adolfo Orsi Archives, Luigi Bertazzini/ANCR, Gudrun Muschalla, Adolfo Orsi Archive, Central Press/ Getty Images, Kimball Studios, Winston Goodfellow, Bernard Cahier/Getty Images,
Tom G. O’Neal, Bernard Cahier/Getty Images (x2), Steve Burton, Adolfo Orsi Archive, Steve Burton, Robb Hallock, Steve Burton (x3).
Packard: Stuart R. Blond Archives, Kimball Studios, Steve Burton
Our Concept Lawn Turns 35: Gary F. Kaberle, Joe Bortz, Douglas Sandberg
Frua: Courtesy of Stefan Dierkes; All line drawings from Archive Roberto Rigoli; Photos (front to end) from Helmut Binder, Stefano Bricarelli, Gunnar Engelau, Pietro Frua (x6), and Publifoto
Royal Vehicles: (Front to back) Mirrorpix/Getty Images, Rolls Press/Popperfoto/Getty Images, Chronicle/Alamy Stock Photo, Keystone/Getty Images, Fox Photos/Getty Images, Max Mumby/Indigo/Getty Images, Max Mumby/Indigo/Getty Images, Tim Graham/Getty Images, and Tim Graham/Getty Images
BPR & FIA GT Race Cars: John Brooks, David Noels, and SRO Motorsports Group.
Jaguar D-type: (Front to back) Klemantaski Collection/Getty Images, Joe Lacob Collection, Miles Morris, Jaguar Daimler Heritage Trust, Mark Haddawy Collection, Jaguar Daimler Heritage Trust, and Classic & Sports Car
Awards & Trophies: Ron Kimball/Kimball Studios, Julian P. Graham/Pebble Beach Company Lagorio Archives
A Look in the Rearview Mirror: Ron Kimball, Douglas Sandberg, Tom G. O’Neal
More choices means more freedom. That’s why Ford has a variety of powertrains and models, allowing drivers to choose how they want to move.
“Even more important than the power our customers choose is what they choose to do with that power,” says Lisa Materazzo, Ford global chief marketing officer. “Whether that’s off-roading in the desert, exploring the city, hauling camping or work equipment, we have a full range of capable, fun-to-drive vehicles built to fuel passions and get jobs done.”
With Ford as your starting line, you can choose your own path. Whether it’s gas, hybrid, diesel or electric, you’ll find capable and innovative vehicles that meet your needs and turn heads along the way.
The Pebble Beach Concours d’Elegance brings together our passion for cars with the opportunity to raise money for people in need.We thank the judges, entrants, sponsors, spectators and volunteers of this Concours who have helped us make a difference in the lives of many people.Working together, we have raised over $40 million for charity since the Pebble Beach Concours began in 1950. Last year alone, we raised over $3 million, and we are on track to raise a similar amount this year.
Even though Monterey County is iconic—with its stunning natural beauty, world-class golf courses and its designation as a travel destination—there is great need in this community. Sixty-seven percent of third-grade children cannot read at their grade level. Twenty-five percent of children under the age of 17 live below the poverty line. More than 50,000 residents require monthly food assistance.
Through our primary charitable partner, Pebble Beach Company Foundation, proceeds from the Concours benefit more than 95 local nonprofits, with an emphasis on those serving children and focusing on their health and education. The Concours’ annual charity drawing— bolstered this year by generous gifts from Ford, Infiniti, Lexus, and Mercedes-Benz—directly benefits several charities, including the Boys & Girls Clubs of Monterey County, Montage Health Foundation, MY Museum, Natividad Foundation, Rancho Cielo, Salinas Valley Health Foundation, Seneca Family of Agencies, and United Way Monterey County.
Pebble Beach Company Foundation is celebrating nearly 50 years of giving. It now impacts the lives of over 10,000 children annually in Monterey County to provide youth with the building blocks of success, starting with literacy and education, especially for those with the greatest need. As Pebble Beach Company Chief Executive Officer David Stivers notes, “Pebble Beach Company and the Pebble Beach Concours d’Elegance are a great complement to one another
thanks to our shared commitment to world-class excellence, timeless style, and giving back to our community.”
This past year, the Foundation awarded over $1.6 million in grants and scholarships to nearly 100 of the region’s best youth-focused nonprofit education programs. In keeping with its focus on education, the Foundation is also working with the Concours to oversee the scholarships created to honor Phil Hill, Jules “J.” & Sally Heumann, and John Lamm and encourage the next generation of automotive enthusiasts.
To achieve its ever-expanding mission, Pebble Beach Company Foundation relies on the generosity of its donors, whose contributions make a major difference in the lives of Monterey County children and in the health of the region overall. To fund its many grants, the Foundation receives significant contributions from the Pebble Beach Concours d’Elegance and other annual events at Pebble Beach Resorts as well as thoughtful personal gifts from those simply looking to foster the community around them.
We are proud to note that through Pebble Beach Company Foundation we are supporting three Phil Hill Scholars, one Jules “J.” & Sally Heumann Scholar, and one John Lamm Scholar for the coming 2024–25 school year at McPherson College. These scholarships go specifically to students of the automotive arts—automotive restoration, design, and communications.
Phil Hill Scholar
When Noah Durham started looking for his first vehicle, he didn’t like any “new car” options so he purchased a 1967 Ford F100, began restoring many aspects of the truck, and has been hooked on older vehicles ever since. He is now interested in vintage Toyota Land Cruisers because of the memories they spark from family camping trips. “I plan to focus on Land Cruisers and upholstery,” Noah said. “I like bringing together my love of cars and the outdoors. I enjoy the peacefulness of sewing and being creative. Making a beautiful seat out of flat fabric is rewarding.”
Phil Hill Scholar
Philip Schieffelin became interested in engines when he was just eight years old and could see how they worked in a hands-on way. After completing his first full year in McPherson’s auto restoration program, he discovered a passion for working with sheet metal and would like to continue honing his skills and making a career in it. “The most satisfying work is making something that someone else will enjoy,” Philip said. “I think that is one of the most important aspects of classic and collector cars. What use is it to record history unless someone can learn from it? I think people are interested in learning history from old cars.”
Phil Hill Scholar
Keeping history alive through stories and visuals of individual vehicles interests Q Winters. He especially enjoys vehicles that ordinary people drive. “In America and abroad, the people’s cars and the individual stories that come with them are more interesting to me than some luxury vehicles,” he said. “Cars are meant to be used.” He is particularly interested in smaller European and Asian models and would love to work at a shop in Europe someday. He recently interned at a private collection in Kansas City, performing preservation and archival work.
Jules “J.” & Sally Heumann Scholar
With interests that range from loud and fast cars to elegant marques from the 1930s, Lindzie Archer is open to all aspects of the automotive restoration industry. Her career interests are equally diverse, ranging from photography and upholstery to getting her hands dirty in an engine. Her love of automobiles was sparked by watching car auctions and other car-related television shows with her grandfather. She later started working on a 1967 Mustang that she hopes to build into a resto-mod hot rod. Lindzie is also inspired by learning about the history and excellent craftsmanship unique to the sleek body styles of cars like the Cord 812.
John Lamm Scholar
After four years of welding professionally, Blake Swingle shifted his career focus to the automotive industry and is pursuing a business-focused automotive restoration technology degree. He merged his passion for cars and cameras during an internship with the Singleton Collection in Newport Beach, California. “What truly excites me is the storytelling and documentation made possible through photography and videography,” he said. “It’s incredibly rewarding to capture the historical significance of these cars, showcasing the beauty of human creativity through visual storytelling.”
The Academy of Art University has long partnered with us in honoring Phil Hill by providing two-year scholarships to its highly regarded Industrial Design program. The following two Industrial Design students will be joining their prior twentytwo scholarship recipients.
Phil Hill Scholar
Kelsy Avalos-Feehan, a MexicanAmerican automotive restoration student, was captivated by vintage cars after her inaugural visit at a young age to the Pebble Beach Concours. She is dedicated to learning and preserving traditional techniques of vintage car restoration, while also being enthusiastic about integrating new technologies to enhance and sustain the craft. Her goal is to foster greater female representation as well as promote inclusivity and diversity within the automotive community.
Phil Hill Scholar
Milos Delic, a Serbian-American designer, has always been fascinated by things that move fast and have wheels. Sketching shoes and cars in the margins of his grade school homework is where his passion began. Milos is continually developing his design process by exploring correlations between process and the human experience to solve everyday issues. He is in the School of Industrial Design Bachelor of Fine Arts program.
The Pebble Beach Concours d’Elegance partners with the Center for Automotive Research at Stanford (CARS), which brings together researchers, students, industry, government, and the community to examine the future of sustainable human-centered mobility. The Concours offers students at Stanford the opportunity to explore the future through the lens of some of the world’s greatest cars. In a class this spring, students were given a select list of cars headed to our 2024 show field, and they have been researching those cars and debating their significance against the mission of CARS. The students are on our competition field today to see the cars in person, and this afternoon they will present the CARS Award for Automotive Innovation to the car they believe truly impacted the challenges of the future through excellence in technology and innovation.
Rancho Cielo, a Monterey County educational organization focused on youth facing many challenges to success, is an ongoing charitable partner of the Pebble Beach Concours d’Elegance—but that partnership increased dramatically this past year when we began to help fund an emerging program to train underserved youth to repair and restore automobiles—particularly collector cars. The funding for this partnership stems from a tribute established to remember automotive legend Don Williams. The hope is that many trainees will be able to find work locally, given the large car community and the supporting resources that have grown in tandem with the many car shows, auto races and rallies in this area—most of which trace their heritage to the first Pebble Beach Road Races and Concours d’Elegance in 1950.
Chris Bock, Chief Judge | Nevada City, California
Chris Bock has served as our Chief Judge since 2013. He attended his first Pebble Beach Concours d’Elegance back in 1963 at the young age of 18, he was first appointed a Class Judge a decade later, and he continued to serve among our Judges over the ensuing decades, often acting as Chief Class Judge for American Classics. Mr. Bock is also on our Concours Selection Committee, a group of about fifteen experts who choose the cars that are invited to participate in this event, and he plays key roles in overseeing field and ramp operations on Concours Sunday, making certain that all runs smoothly. He has been an entrant on five occasions—often showing Packards, a marque to which he is devoted. Apart from the Concours, Mr. Bock has also served as President and National Head Judge of the Classic Car Club of America and as editor of The Cormorant for the Packard Club. He is a retired real estate broker and a foster parent.
Stephen F. Brauer, Chief Honorary Judge | St. Louis, Missouri
Stephen Brauer is Chairman and CEO of Hunter Engineering Company, which designs, manufactures and sells computer-based automotive service equipment to manufacturers and dealers worldwide. In June 2001 President George W. Bush appointed Mr. Brauer as U.S. Ambassador to Belgium, where he served until September 2003. He is a past member of the Smithsonian National Board and is active in numerous charitable and civic organizations. Mr. Brauer is a longtime collector of American classic cars, Springfield Rolls-Royce and postwar coachbuilt Rolls-Royce and Bentley Motor Cars. He first showed a car at the Pebble Beach Concours—a 1937 Rolls-Royce Phantom III Barker All Weather Tourer— in 1991, and he has continued to share a car here almost every year. He joined our Honorary Judges in 2004 and has served on our Concours Selection Committee since its founding in 2005, choosing the cars to be invited to our competition field.
Alfonso Albaisa | Yokohama, Japan
Alfonso Albaisa is senior vice president for Global Design for Nissan Motor Corporation, developing bold and expressive designs for both Nissan and INFINITI brands. Albaisa is Cuban-American and takes a multicultural approach to design. He has spent his entire career at Nissan, where he has risen to become one of the leading automotive designers in the industry. He began his career at Nissan Design International (today Nissan Design America) in 1988 and held several senior design positions within Nissan, and then served as executive design director at INFINITI. Beginning in 2016, he also served as corporate vice president for Design Business Management and Strategic Design for Nissan Motor Corporation and was promoted to senior vice president in charge of Nissan Global Design in 2017.
Davide Loris “Dave” Amantea | Cambiano, Italy
Dave Amantea is the Chief Design Officer of Automobili Pininfarina. After earning a degree in Car Design in 2006 from Instituto Europeo di Design Turin, he started his career at the FCA Group as an Exterior Designer, then moved to other companies, including Jaguar Land Rover where he was an Exterior Design Manager. He joined Automobili Pininfarina in 2018 as Head of Exterior for the electric hypercar Battista and was appointed Chief Design Officer in 2022.
Silvio Angori | Cambiano, Italy
Silvio Angori has been the Chief Executive Officer of Pininfarina S.p.A. since 2009, having joined the Group as Chief Operating Officer in 2007. Previously he served as General Manager of the Commercial Vehicle Emissions Global Business Unit for ArvinMeritor (now Meritor), where he worked since 1994. He has also held research positions at Agusta Helicopters and FIAT Research Centre. Angori earned an M.B.A. from the University of Chicago and a master‘s degree in theoretical physics from La Sapienza Università in Rome. His interests span from technology to design, from literature to fine arts.
Achim Anscheidt | Berlin, Germany
A graduate of ArtCenter College of Design, Anscheidt started his career in 1993 at the Porsche Style Center in Weissach, Germany. He then led Volkswagen Group’s advanced design operations in Barcelona and Berlin for eight years. He assumed his position as Bugatti’s Director of Design in 2004, overseeing all Bugatti product development, including the Chiron, the Divo, and La
Voiture Noire. Now approaching retirement, he leaves the brand with his final creation: The Bugatti Tourbillion.
Valentino Balboni | Ferrara, Italy
Valentino Balboni is one of the foremost Lamborghini experts, having driven 80% of Automobili Lamborghini’s production while serving as its longtime test driver. He started in 1968 as an apprentice mechanic, worked in customer service, and was appointed test driver in 1973. He initially tested production cars, including the Miura, Countach, Espada, Jarama, Urraco and Jalpa, and later became the Research and Development test driver, first developing the Diablo. A special edition of the Gallardo named the Valentino Balboni LP550-2 honored his 40 years of devotion to the company. He is now an independent consultant, focusing on vintage Lamborghini restorations.
H. H. Rana Manvendra Singh | Indore, India
His Highness Rana Manvendra Singh belongs to the erstwhile royal family of Barwani in Madhya Pradesh. Keenly interested in automobiles from an early age, he started India’s first vintage and classic car restoration workshop in 1978. Today he is a well-known and respected authority on vintage and classic cars in India. He has been featured on numerous television programs and co-authored Automobiles of the Maharajas with Sharada Dwivedi. A founding member of the Vintage and Classic Car Club of India, Singh serves as Curator for the new Oberoi Concours d’Elegance in India. He formerly served in that role for the Cartier Concours d’Elegance. He also helped to organize both the 2012 Maharaja and 2018 Raj classes for the Pebble Beach Concours and was awarded the 2018 Lorin Tryon Trophy.
Derek Bell MBE | Sussex, England
Derek Bell is a five-time Le Mans winner and a two-time World Sports Car Champion. A race car driver for over 40 years and a former Ferrari team driver, his best result in Formula 1 was sixth place in the 1970 United States Grand Prix at Watkins Glen. He also won several International Motor Sports Association GTP races with Al Holbert.
Mitja Borkert | Sant’Agata Bolognese, Italy
Mitja Borkert was appointed Design Director of Lamborghini’s Centro Stile in Sant’Agata Bolognese in April 2016. He is responsible for the further development of the Design DNA of Lamborghini and its design strategy, while coordinating the design team. He has
already contributed to the design of the Urus, Terzo Millennio, Huracan EVO, STO, Tecnica, Sterrato and the Super Trofeo versions, Vision GT, Sian, Countach LPI800-4, diverse one-off projects and the Essenza SCV12 and SC-63. The latest contribution includes the new design philosophy “iconic and essential” showcased in the Revuelto, Urus SE, and the new generation of the Huracan. A graduate of the Design University of Pforzheim, in 1999 he began work at Style Porsche, in Weissach, and held various positions, contributing to the design of several Porsches, including the Panamera Sport Turismo Concept, the Porsche Boxster 987 facelift, the Cayenne, Macan, 904 Living Legend, 917 Concept, 911 Safari, and Mission E.
Filip Brabec | Herndon,Virginia
Filip Brabec is Senior Vice President, Product Management, at Audi of America, with responsibility for product definition and configuration of current models as well as setting the lineup of future US vehicles in concert with AUDI AG. A leader in product planning for the company since 2006, Brabec now oversees two important arenas that contribute significantly to expanding the Audi brand and product platform in the US market. He and his staff ensure that information about the current Audi of America product lineup is completely and properly distributed. And he works on a highly integrated basis with teams from the parent company in Germany on development planning of new products and technologies for future Audi models in the United States.
Chris Brownridge | West Sussex, England
Chris Brownridge is Chief Executive Officer of RollsRoyce Motor Cars. Brownridge began his career with BMW in 1995. He has held a number of senior sales and marketing positions at BMW, including Chief Executive Office of BMW Group UK and Ireland from 2021 to 2023. Brownridge joined Rolls-Royce Motor Cars as its Chief Executive Officer last year and is based at the home of Rolls-Royce in Goodwood, West Sussex, England.
Klaus Busse | Turin, Italy
Klaus Busse currently serves as the Head of Design for Maserati. Joining the brand in October 2015, Busse oversees the design of Maserati’s current product lineup, including the award-winning MC20 and MC20 Cielo super sports cars, GranTurismo and GranCabrio grand tourers, and the Grecale SUV. From 2015 to 2021, he was also responsible for the design of Alfa Romeo, FIAT, and Lancia vehicles, including the prize-winning Alfa Romeo Tonale Concept, FIAT Centoventi Concept, and FIAT 500 electric. Prior to these roles, Busse was the Head of Interior Design for brands Chrysler, Dodge, Jeep, and RAM from
2008 to 2015, and Chief Interior Designer for Jeep and RAM from 2005 to 2008 for FCA North America. He started his career at Mercedes-Benz Design in Germany. Automotive News named him “Industry Innovator of the Year.” MotorTrend Magazine included him in their list of the “50 Most Influential People in the Automotive Industry,” and Autocar Magazine named him the “2021 Design Hero.”
Antonio Casu | Moncalieri, Turin, Italy
Antonio Casu is the Chief Executive Office of Italdesign. He began his career at Italdesign in 1998, after graduating in Mechanical Engineering at the Politecnico di Torino. Prior to being appointed Head of the Bodywork Development Department in 2005, he held various positions within the Technical Development area and followed projects for many international customers. Six years later, in 2011, he was appointed Head of Upper Body Development, and from mid-2013 to mid-2016, he worked as Upper Body Development Project Manager at Audi in Ingolstadt. On his return to Italdesign, he held the same role until November 2016, when he took on the role of Chief Technical Officer. He was appointed Chief Executive Officer in October 2021.
Miles C. Collier | Naples, Florida
Miles C. Collier is the Founder of Revs Institute, a globally renowned automotive research institute, housing the remarkable Miles Collier Collections of historic automobiles as well as an extensive library and digital archive. His 2022 book, The Archaeological Automobile, reflects his lifelong advocacy of the automobile as the most significant artifact of the 20th century.
Robert T. Devlin | San Francisco, California
Robert Devlin has served among our Pebble Beach Concours Class Judges, often as a Chief Class Judge, for 38 years, focusing primarily on Ferrari, Porsche, and Postwar Custom Coachwork. Recognized as the world’s foremost authority on the Pebble Beach Road Races as well as the early Pebble Beach Concours d’Elegance, he is the author of two books on this event: Pebble Beach: A Matter of Style and Pebble Beach: The Art of the Poster, and he has authored or coauthored more than 125 articles in various automotive magazines and event programs. He also taught the History of Automotive Design for five years at the Academy of Art University in San Francisco.
Doug Field | Birmingham, Michigan
Doug Field is Ford’s Chief EVs, Digital & Design Officer, overseeing the design and vehicle hardware engineering of, and leading the development of, Ford’s electric vehicles and
digital systems within Ford Model e. The latter includes overseeing software development, digital product design, and advanced driver assist systems. Field joined Ford from Apple, where he served as vice president, Special Projects, and had overall responsibility for development of Mac hardware. Before that, he was senior vice president of Engineering at Tesla, where he led the development of the Model 3, and he was the first employee and vice president of design and engineering at Segway after beginning his career as a development engineer at Ford from 1987 to 1993. Field earned a bachelor’s degree in Mechanical Engineering from Purdue University and also holds master‘s degrees in Engineering and Management Science from the Massachusetts Institute of Technology.
Jennifer Flake | Newport Beach, California
As Co-CEO of Meyers Manx, Jennifer Flake is driving the revitalization of the original fiberglass dune buggy kit car company founded in 1964 by Bruce Meyers. The California-based team is reimagining the original dune buggy lineup for a new era, including EV options. Flake’s current role follows a nearly 30-year stint at Ford Motor Company in executive roles in Communications, Marketing, and Product Development. As part of Ford’s Design team, she helped create compelling future brand and global product lineups. Flake also worked with Design leads at Ford, Lincoln, Volvo, Aston Martin, Jaguar, Land Rover and Mazda on a variety of key efforts, including key concept vehicles like Ford SYN(US), Bronco, Airstream, and F-250 Super Chief as well as production Mustangs and pickup trucks.
Joaquin Garcia | Moncalieri, Turin, Italy
After graduating in Industrial Design at the Cardenal Herrera University in Valencia in 1998, Joaquin Garcia obtained a master’s degree in Vehicle Design at the Royal College of Art in London. Since then, he held high-profile roles of increasing responsibility at Design Renault, Škoda and SEAT/CUPRA, before joining NIO GmbH’s
European Design Center as Head of Studio. In March of 2023, Garcia became Italdesign Head of Design, running creative activities in car, transportation, and product design areas.
Christophe Georges | Reston,Virginia
Christophe Georges is President and CEO of Bentley Motors, Inc., which is the sales, marketing, distribution, and after-sales channel for the Bentley brand in the Americas. He initially led the Americas Region from 2007 through the first quarter of 2015. He then moved to the Bentley Motors headquarters in Crewe, UK, and served as Director of Product and Marketing for Bentley Motors Ltd. He served in that capacity through 2018 and returned to lead the Americas Region in January 2019.
Ed Gilbertson | San Francisco, California
Ed Gilbertson served as Chief Judge of the Pebble Beach Concours from 1999 to 2013 and was a member of the Selection Committee from its inception through 2022. He was previously Chief Class Judge for the Ferrari classes for 15 years. Gilbertson is also Chief Judge Emeritus for the Palm Beach Cavallino Classic and the Ferrari Club of America. He founded and is Chairman Emeritus of the International Chief Judge Advisory Group and the International Advisory Council for Preservation of the Ferrari Automobile. He is past President of the Ferrari Owners Club and former Regional Director of the Ferrari Club of America. He is a retired engineer and portfolio money manager.
Ralph V. Gilles | Auburn Hills, Michigan
Ralph Gilles was appointed Chief Design Officer of Stellantis in January 2021 and is responsible for shaping and directing design for the Chrysler, Dodge, Jeep, Ram, Maserati and FIAT (Latin America) brands. He is also a member of the Top Executive Team at Stellantis. Since first joining the company in 1992 as a designer, Gilles has put his extensive academic background in industrial design and
business administration to use holding various positions with increasing responsibilities at the company. He is an avid car enthusiast and enjoys spending time at the track.
McKeel Hagerty | Traverse City, Michigan
McKeel Hagerty is the CEO and Chairman of the Board of Hagerty, an automotive enthusiast brand offering integrated membership products and programs as well as a specialty insurance provider focused on the global automotive enthusiast market. McKeel has served as a judge at the Pebble Beach Concours d‘Elegance for 23 years and is a board member of the Petersen Automotive Museum in Los Angeles. Known for his passion-based approach to life and business, McKeel has made saving driving and fueling car culture for future generations the company’s purpose. In 2016-2017, he was elected by his peers as the board chairman of YPO, the largest global organization for chief executives.
Kevin Hunter | Newport Beach, California
Kevin Hunter is the President of Toyota Motor Corporation‘s North American design studio, CALTY Design Research. Hunter is responsible for overseeing research, advanced and production design at two studios in Newport Beach, California, and Ann Arbor, Michigan. CALTY creates innovative vehicle designs for the Toyota and Lexus brands. Recent accomplishments under his direction are the Lexus LF-LC Concept, which led to the 2016 Lexus LC500, Toyota FT-1 Sports Car Concept, which led to the rebirth of the 2020 Toyota Supra, 2022 Toyota Tundra and Sequoia, Lexus BEV Electrified Sports Car concept, 2024 Toyota Tacoma, 2024 Toyota Land Cruiser, and the all-new 2025 Toyota 4Runner.
Jacky Ickx | Principality of Monaco
Jacky Ickx is a racing great with eight wins and 25 podium finishes in F1, having driven for Cooper, Ferrari, Brabham, McLaren, Williams, Lotus, Wolf-Williams, Ensign and Ligier. In endurance racing he recorded an amazing 47 wins and 82 podiums, including six wins at the 24 Hours of Le Mans, and a win in the Spa 24 Hours. He also won the Can-AM Championship in 1979 and the Dakar Rally in 1983.
Thomas Ingenlath | Gothenburg, Sweden
Thomas Ingenlath was appointed Chief Executive Officer of Polestar in June 2017. Since completing his design studies at the Fachhochschule für Gestaltung in Pforzheim and the Royal College of Art in London, Ingenlath has gained over 20 years of experience in the automotive industry. He has worked in top design positions at Audi,
Volkswagen, and Škoda. In 2006 he was appointed the Director for Design at the Volkswagen Design Centre in Potsdam, designing for all brands of the Volkswagen Group. Thomas then joined Volvo Car Corporation in July 2012 as Senior Vice President Design and led the turnaround of the brand and product portfolio.
Derek Jenkins | Malibu, California
Derek Jenkins is Senior Vice President of Design and Brand at Lucid Motors, a Silicon Valley–based luxury electric automaker. In this role, he oversees exterior and interior design, user experience, colors and materials, vehicle accessories/apparel, and brand strategy and creative. The company’s first vehicle, Lucid Air, won MotorTrend’s Car of the Year in its first year of production. Before joining Lucid, Derek was the Director of Design at Mazda North America, overseeing the 2016 MX-5 Miata, Shinari Concept, CX-5, Mazda6, and Mazda3, 2017 CX-9. Prior to that, he was Chief Designer for Volkswagen North America, overseeing Scirocco and Microbus concepts, the Ragster, and Concept T. He began his career at Audi.
Helmut Käs | Munich, Germany
Helmut Käs has headed BMW Group Classic since 2021, and he oversees the BMW Museum. He also serves as President of Concorso d’Eleganza Villa d’Este, which is managed by BMW Group Classic. Käs started his career in the automotive industry back in 1990 and has held a variety of positions in different BMW sales and marketing departments.
Felix Kilbertus | Turin, Italy
Felix Kilbertus proudly serves as Chief Creative Officer at Pininfarina, the legendary Italian design house, overseeing a team of over 100 creatives worldwide— focusing on Architecture, Product Design, Nautical, and Transportation Design as well as all aspects of Automotive Design, working from creative offices in Miami, New York, Turin, Milan, and Shanghai. He was previously Head of Exterior Design at Rolls-Royce Motor Cars, overseeing designs like the Spectre, Ghost, or the Coachbuilt editions, during the brand’s historical transition to full electrification. The redesigned Spirit of Ecstasy was a highlight of that journey. Work from an earlier stint at Pininfarina include the 2013 BMW Gran Lusso concept shown at Villa d‘Este. While heading Fiat Exterior Design in Turin, projects include the reinvented FIAT 124 Spider and the refreshed FIAT 500 models. Starting out in 2003, Felix spent many years as a young designer at the Advanced Design department at Renault in Paris and later with Nissan in Tokyo.
Jan-Henrik Lafrentz | Crewe, England
Jan-Henrik Lafrentz has spent nearly ten years with Bentley Motors across two periods. Having re-joined the company in October 2019, Lafrentz was appointed Member of the Board for Finance and IT, responsible for Bentley’s financial performance and strategy and Information Technology systems. During this time, he has seen record sales and profitability and the launch of Bentley’s Beyond100 strategy, aiming for sustainable luxury mobility leadership. Previously, Lafrentz was Chief Finance Officer of MAN SE and Member of the Board for Finance at MAN Truck and Bus SE. This followed his initial spell at Bentley as Member of the Board for Finance between 2010 and 2014. Before this, Lafrentz held various senior positions with Audi AG and then SEAT where he was Executive Vice President for Sales and Marketing.
Grant Larson | Illingen, Germany
Grant Larson has been a designer at Porsche since 1989, and currently holds the title Director of Special Vehicles. An early passion for cars was fueled by his role as curator of the former Brooks Stevens Museum in Wisconsin. Graduating with Distinction from ArtCenter College of Design in Pasadena, Larson was the lead designer on projects such as the first Boxster prototype, the Carrera GT show car, various 911s, and Spyders and Speedsters, as well as several limited editions and race cars. He is a big 356 fan and has a small collection of air-cooled Porsches and VWs as well as a few American V8s.
Michael Leiters | Woking, England
Michael joined McLaren Automotive Ltd, based at the iconic McLaren Technology Centre in Woking, in July 2022 as Chief Executive Officer. German-born, Michael holds a Doctorate and a Diploma in mechanical engineering, both from RWTH Aachen University, graduating in 2000. He started working for Fraunhofer in parallel to his doctorate on Technology management. Michael has held senior positions at Porsche AG, finally to become a Product Line Director for their SUVs, overseeing development and production. More recently, Michael was the Chief Technology Officer and member of the Senior Management Team at Ferrari Spa, which he joined in 2014. Michael was responsible for the implementation of several innovative projects to improve quality and efficiency in production. Michael is married with two children and is fluent in German, English, and Italian.
Dave Marek | Toyko, Japan / Los Angeles, California
Dave Marek is the Executive Creative Director for Acura, with responsibility for all designs of the Acura brand. He
began his career at Honda R&D Americas in 1987, and as Design Project Leader he oversaw projects such as the 1994 Honda Accord Wagon, 1997 Acura CL, 2003 Honda Element and 2006 Honda Ridgeline. Marek graduated from ArtCenter College of Design and serves as an instructor there today. He also supports several museums, serving on their Boards, and he creates fine art and graphics for numerous clients.
Jochen Mass | Le Bar Sur Loupe, France
Jochen Mass is a racing great with numerous successes to his credit. As a Formula 1 racer from 1973 to 1982, he drove for Surtees, McLaren, ATS and Arrows, among others. Before and after his Formula 1 career, he scored many wins in sports cars, most often driving Porsche or Mercedes-Benz sports prototypes. With Hans-Joachim Stuck, he won the 24 Hours of Spa in 1972, and he went on to win the World Sportscar Championship that year. In 1987, with Bobby Rahal, he won the 12 Hours of Sebring, and in 1989 he won the 24 Hours of Le Mans. He was also involved in IROC, the International Race of Champions, and IMSA, the International Motor Sports Association.
Dr. Tom Matano | San Francisco, California
Tom Matano has been the Executive Director of the School of Industrial Design at the Academy of Art University in San Francisco since 2002. Matano has over 30 years of experience in the automotive design industry, holding positions at GM Design in the United States, GM Holdens in Australia, and BMW in Germany. In 1983 he joined Mazda’s American design team, and from 1999 to 2002 he worked at Mazda headquarters in Japan as an Executive Designer in charge of the Chief Designers group. For Mazda he oversaw the designs of the MPV, MX-5/Miata, RX 7 and many other projects. At the Academy, he has added the Automobile Restoration program to preserve important skills for the next generation of enthusiasts.
Lisa Materazzo | Dearborn, Michigan
Lisa Materazzo joined Ford in September 2023 as global chief marketing officer. Materazzo leads advanced product planning and marketing activities across all three customercentered business groups: Ford Blue, Ford Model e, and Ford Pro. She also oversees Ford Performance and the Lincoln luxury-vehicle business. Prior to coming to Ford, Materazzo was group vice president, Toyota Marketing, where she spent 20 years over two tours.
On Materazzo’s watch, Media Post in 2023 recognized Toyota as “Automotive Marketer of the Year” for its strategic consistency and innovation in the midst of market
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disruption. She consolidated customer communications across the enterprise to create a seamless, connected experience, and she helped the company increase its appeal to African-, Hispanic- and Asian-American customers. Materazzo led marketing for Toyota’s Lexus and Scion brands during pivotal periods in their expansions. Earlier in her career, Materazzo directed automotive marketing for AOL/Verizon.
Kim McCullough | Pompton Plains, New Jersey
Kim McCullough is the Chief Marketing Officer for Parella Motorsports Holdings, owner of Trans Am, SVRA, F4 and IGT. In addition to her work for Parella Motorsports, she is focused on bringing more women into the automotive industry through her work on the Board of Directors of the TechForce Foundation and as a founding member of Women in Motorsports North America.
Prior to joining Parella Motorsports, Kim ran marketing operations for Mazda, Nissan, Toyota, and Jaguar Land Rover. She was recognized as one of “100 Leading Women in the North American Auto Industry” by Automotive News.
Shiro Nakamura | Tokyo, Japan
Shiro Nakamura is the CEO of SN Design Platform in Tokyo, and the President of Hollywood Hills Creative Platform in Los Angeles. He served as the Chief Creative Officer for Nissan until 2017, and he was central to the turnaround of the company. He was responsible for a vast diversity of products, including the Nissan GTR, 350Z, Altima, and Infiniti Q50 and Q60. Prior to Nissan, he worked for Isuzu, where one of his most distinctive creations was the VehiCROSS. His most remarkable achievement was the creation of the crossover, starting with the Nissan Murano and Infiniti FX, and developing the segment with the Qashqai and Juke. His creative activity in the automotive field continues globally today.
Dan Neil | Raleigh, North Carolina
Dan Neil is the Pulitzer Prize-winning automotive critic for The Wall Street Journal and the author of Assouline’s The Impossible Collection of Cars. He has worked for the Los Angeles Times and Car and Driver.
Kiyoyuki Ken Okuyama | Tokyo, Japan
Ken Okuyama is the CEO of Ken Okuyama Design. After studying automotive design at ArtCenter College of Design in Pasadena, California, he worked as a chief designer for General Motors, a senior designer for Porsche AG, and a design director for Pininfarina S.p.A., and was responsible for the Ferrari Enzo, Maserati Quattroporte, and many other cars. He then served as a department chairman at ArtCenter College of Design and started the ArtCenter
College of Design Award at the Pebble Beach Concours. In 2007, he founded his own brand, Ken Okuyama, and his own consulting company, producing one-off cars like the Kode57, eyewear, and interior products, and providing consultancy services to numerous corporations.
Robin Page | Crewe, England
Robin Page started his career as a Design Engineer Apprentice at Jaguar Cars Ltd. In 1995 he started work at Rolls-Royce and Bentley as a designer, mainly creating one-off designs for individual customers. After designing the interior of the new Continental GT, he was promoted to Head of Interior Design. He then penned the design of the Continental GTC, Flying Spur, and the interior for the State Limousine for Queen Elizabeth II, and he designmanaged the interiors for the Bentley Mulsanne range and the second-generation Continental range. He shifted to focus on future Bugatti interiors in 2011 and 2012. Then in 2013 Page moved to Volvo Cars Corporation, where he led the interior design team, then was promoted to Head of Volvo design, creating the next generation of Volvo cars and supporting the first three cars of the Polestar range. In 2023, Mr. Page returned to Bentley as the Design Director, creating a future portfolio of high luxury cars including full electric vehicles.
Marek Reichman | Gaydon, England
Marek Reichman is an English industrial designer who has created every new Aston Martin vehicle model over the last 17 years. He is presently responsible for all current and future design development and studio craftsmanship for Aston Martin Lagonda, PLC. Reichman has been credited for creating some of the world’s most iconic cars, including the Aston Martin Valkyrie, DBX 707 SUV and One 77, and Rolls-Royce Phantom. Reichman has also created private homes, a residential tower, motorcycles, boats and yachts, helicopters and drones, and other objects of beauty. Reichman is a private sector Great Campaign Council Member. He has more recently endeavored to enter the world of Production Design, collaborating with Hollywood directors Antoine Fuqua (Infinite), Sam Mendes (James Bond), and Robert Zemeckis (Here).
Frank Saucedo | Costa Mesa, California
Frank Saucedo is the former Director of GM Advanced Design, California. A native Californian, Saucedo’s first position was with Opel in Germany, where he started as a designer and went on to become chief of Opel’s first Advanced Design Studio. Upon returning to California he took a position at the former GM Advanced Concepts Center and later joined the Volkswagen Design Studio. In
1999, General Motors invited him to open its Advanced Design Studio. Saucedo’s portfolio includes Opel vehicles such as the 4200 Corsa, Astra, Omega, and Tigra. At GM Advanced Design, he created the Borrego, Chevy SS, Pontiac Solstice, Cadillac Ciel, Cadillac Elmiraj, and Chaparral 2X concepts, and a trio of concept Cadillacs named InnerSpace, SocialSpace, and PersonalSpace. He recently retired after 34 years with GM and has taken on a new challenge as Design COO with Meyers Manx, helping build the next generation of the iconic brand as an EV.
Mike Sayer | Crewe, England
Now the Head of Product Communications, Mike Sayer has been with Bentley for 17 years. After graduating with a first-class degree in Mechanical Engineering from Imperial College London, Sayer joined Bentley’s Engineering team in 2006. After two years he moved to join the engine development team, focused on what would later become the Mulsanne—then Bentley’s flagship. After more than a decade on the communications team in various roles, he became Head of Product Communications globally in 2019. In early 2021, Sayer also took on responsibility for the Bentley Heritage Collection—a fleet of cars that together represent Bentley’s entire 104-year history. Under his custody the Collection has grown to include 37 road cars—all road-legal and driveable—and eight of the most iconic Bentley racing cars. The Collection includes the oldest Bentley in the world, the most valuable, and representatives of every era of company history.
Michael Simcoe | Warren, Michigan
Michael Simcoe serves as General Motors’ senior vice president, Global Design, leading teams and studios around the world. His team focuses on all aspects of design including advanced, production, and industrial design operations supporting GM’s brands and subsidiaries. Recent designs developed under his leadership include the Cadillac CELESTIQ, Cadillac LYRIQ, GMC HUMMER EV, Chevrolet Blazer EV and Buick Wildcat Concept. Simcoe plays a pivotal role in GM’s transformation, challenging his teams to innovate as society experiences a massive shift in mobility, championing new technologies and accelerating speed to market. Previously, Simcoe served in roles across GM Design in the U.S. and global markets. His first assignment at GM was as a designer at GM Holden. He holds an Associate Diploma of Art Industrial Design from the Royal Melbourne Institute of Technology.
Lyn St. James | Phoenix, Arizona
Named one of the “Top 100 Female Athletes of the 20th Century” by Sports Illustrated, Lyn St. James has set 21
national and international speed records. As a seven-time competitor in the world’s largest sporting event—the Indianapolis 500—St. James earned Rookie of the Year honors in 1992 and competed in 15 IndyCar races. She has competed all over the world, including twice at the 24 Hours of Le Mans (in 1989 and ’91), with victories in the IMSA Series at Watkins Glen, Road America, Daytona, and Sebring. She is a recipient of the prestigious “Spirit of Ford” award, the “Guiding Women in Sports Award,” the “Office Depot Visionary Sportswomen of the Year” and was named on the Automotive News list of the Top 100 Women in the Automotive Industry. She serves on the board of ACCUS (Automobile Competition Committee of the United States) and on their Diversity and Inclusion Task Force. She is the co-founder of Women in Motorsports North America and was inducted into the 2022 Automotive Hall of Fame.
Upon graduating from ArtCenter College of Design in 1983, Freeman‘s career began at Porsche AG as a member of the 959 Design team. In 1990 he joined Audi AG as a Chief Designer, co-creating the 1994 VW Concept 1/New Beetle, and then penned the iconic Audi TT. In 1996 he became a Chief Designer for Volkswagen AG. In 1999, he joined DaimlerChrysler as VP Advanced Design Strategy, leading multiple preproduction programs and design concepts, including the Dodge Tomahawk motorcycle and the Noble American Sedan that became the iconic Chrysler 300. In 2005 he joined Ford Motor Company, leading North American Advanced Design and later Global Advanced Design. After retiring from Ford he cocreated the CTR and SCR for RUF Automobile GMBH, and in 2020 he co-led the acquisition of the iconic Meyers Manx brand, being named its CEO and CCO and recently Vice Chairman.
Andreas Thurner started his career at Rolls-Royce Motor Cars in 2004 where he designed the Rolls-Royce Ghost, Wraith, Dawn, and Phantom VII SII. The Ghost was named the most successful Rolls-Royce ever produced and was designated by Red Dot the “Best of the Best— For the Very Highest Level of Design.” Robb Report named the Dawn the “sexiest” Rolls-Royce ever built. In 2013, Thurner was appointed to lead the Advanced and Innovation Design Team at BMW Group in Munich, Germany. In 2019, Thurner was appointed Vice President of Global Design and Architecture at the EV startup Karma Automotive in Irvine, California, where he was responsible for the SC2 Hypercar, recognized by Robb
Report as 2020 Concept Car of the Year. In 2020, he incorporated Thurner Design (www.thurner-design.com), an innovative pinnacle brand and design house with global operations and client base. The first project, the Mullen Five, launched during the LA Auto Show in 2021.
Franz von Holzhausen | Los Angeles, California
Franz von Holzhausen is the Chief Designer at Tesla, reporting directly to Elon Musk and responsible for all Tesla Design programs, charged with establishing a world-class design language for all Tesla products. He joined Tesla in 2008 to design the all-new Model S. He also contributed to the first-generation Roadster and has led the design of the Model X, Model 3, Model Y, Semi, the all-new Roadster, and the Cybertruck as well as Tesla Superchargers, and Powerwall and Solar products from Tesla Energy. He holds a variety of patents for Tesla. He was named one of MotorTrend’s top 50 most influential automotive executives and one of the top 25 designers of all time by Automobile Magazine. Prior to joining Tesla, he worked on the New Beetle and the Audi TT at Volkswagen, designed the Pontiac Solstice and Saturn Sky at General Motors, and pioneered the Nagare surface language at Mazda.
Prof. Dr. Gorden Wagener | Sindelfingen, Germany
One of the most influential automotive designers in recent times, Prof. Dr. Gorden Wagener has led the worldwide design unit of Mercedes-Benz and all its brands since 2008. As Chief Design Officer of the company since 2016, his goal for the brands of the Mercedes-Benz Group is to build the most desirable cars in the world. Wagener approaches this ambition with his design philosophy of “sensual purity,” which defines the specific luxury of the different brands. Wagener’s designs set new impulses in luxury and satisfy a desire for beauty and the extraordinary. This outlook is reflected most recently in the EQS, the Mercedes-AMG SL, the Mercedes-Maybach S-Class, the Vision EQXX, the Project Geländewagen & Project Maybach, Vision Mercedes-Maybach 6 Coupé & Cabriolet, and the Vision AMG.
Todd Willing | Franklin, Michigan
Todd Willing is Global Design Director of Ford Motor Company. A graduate of Monash University in Melbourne, Australia, his automotive career spans 29 years, 22 of which have been with Ford. He was with Ford Asia Pacific (in Melbourne), and had assignments in Japan, Germany, England and Dearborn, Michigan, before taking the role of Design Director of Ford Asia Pacific in 2014. He was then promoted to be Global Design Director Truck +
SUV in Dearborn, and is currently Global Design Director Model-E (EV). Career highlights include roles as Design Manager for the 2012 Ford Focus Sedan (Global), Chief Designer for the 2017 Ford GT, and Design Director for the 2022 Ford Ranger and the 2023 Ford Super Duty. Willing is a motorsport fanatic and a historic racer of Formula 2, Formula Atlantic, and Formula Ford with an ex-Trans-Am Ford Escort Twin Cam.
Stephan Winkelmann | Sant’Agata, Bolognese, Italy
Stephan Winkelmann has been Chairman and CEO of Automobili Lamborghini since December 2020, a position he has previously held from 2005 to 2016. He also previously served as the Chairman of Bugatti and the CEO of Audi Sport and has held other major roles in the many European automotive groups. In 2014 Winkelmann was appointed Grand Officer in the Order of Merit of the Italian Republic, one of the highest honors awarded by the Italian President.
David Woodhouse | La Jolla, California
David Woodhouse is Vice President, Nissan Design America. He was appointed to this role in June 2019 and is responsible for leading all Nissan and INFINITI design activities in North America. He also serves on the company’s Global Nissan Design Management Committee. Prior to joining Nissan, Woodhouse was both Global Strategic Design Director and Lincoln Design Director at Ford Motor Company. His previous automotive experience encompasses over 30 years, much of it with global premium brands including Mini, Cadillac, Range Rover, and BMW. Woodhouse is an avid automotive enthusiast who writes on the subject, collects, restores, and competes with vintage race cars. He holds a Master of Design in Vehicle Design from the College of Art in London and a Bachelor’s Degree in Industrial Design from Coventry University in England.
Kazunori Yamauchi | Tokyo, Japan
Japanese game creator Kazunori Yamauchi is renowned for the Gran Turismo game series that has sold over 90 million units worldwide. Joining Sony Music
Entertainment in 1992, he was involved in the startup of the Sony PlayStation. Transferring to Sony Computer Entertainment in 1994, he produced his first game title, Motor Toon Grand Prix, and in 1997 the first of the Gran Turismo series, which sold approximately 10.85 million units worldwide. Yamauchi went on to establish Polyphony Digital in 1998 and serves as its President. He has also served as a board member of the Japan Car of the Year awards since 2001.
With a 450 HP Turbocharged engine, advanced features like Biometric Cooling and Individual Audio technology, and tons of customizable options the all-new QX80 was meticulously crafted so you can feel just right.
Experience the all-new QX80 at MotorTrend’s Japanese Automotive Invitational at the Concours Village presented by INFINITI. THE ALL-NEW THREE-ROW INFINITI QX80
CONCOURS SELECTION COMMITTEE
Chairman
Sandra Button
Richard S. Adatto
Chris Bock
Stephen F. Brauer
Martin E. Button
Colin Feichtmeir
David Gooding
Ken Gross
Paul Hageman
Peter Hageman
Evan Ide
Julius Kruta
Peter Larsen
Al McEwan
Miles Morris
Jonathan Sierakowski
CONCOURS ADVISORY BOARD
Camilla Brauer
John Clinard
Bob Cole
Bruce Meyer
David Sydorick
ANNOUNCERS
Master of Ceremonies
Amanda Stretton
Awards Show Announcers
Martin E. Button
Nic Waller
Morning Announcer
Barbara Rose Shuler
CONCOURS
MANAGEMENT TEAM
Vice President
General Manager
Judith Ann Raible
Vice President
Business Development
Tour d’Elegance Director
Sean Jacobs
Brand Marketing & Creative
Nicole Doré
Content Strategy & Communications
Kandace Hawkinson
Operations Director
Gabrielle Garza
Participant Relations Director
Michaela Papazian
Production Director
Jeff Burghardt
Finance & Operations Manager
Quintin Souza
Forum Manager
Cindy McGrane
Media Center Manager
Greg Guggenheim
RetroAuto & Volunteer Manager
Sandi Pappani
Administrative Coordinator
Chrissy Liguori
Database & Operations Coordinator
Jonathon Huber
Installations & Operations Coordinator
Cameron Kincaid
Lodging
Sue Hammer
Transport Lot Liaison
Kelly Crees
Special Events Assistant
Helene Crees
Operations Assistant
Camryn Garcia
VOLUNTEER EXECUTIVE COMMITTEE
Corporate Hospitality
Ben Beesley
Shannon Highfield
Rob Pappani
Dawn Security
Terry Bare
Christian Haun
Docents
Wayne Craig
Showfield Operations
Paul Cain
Mike Pelly
Lawrence Walker III
Field Layout
Paul Pilotte
Tom Rakestraw
Field Security
Lenor McLaughlin
Ray McLaughlin
General Admission Ticket Sales
Katy Castagna
Tina Engquist
Info/Office Reception Liaison
Jane Durant-Jones
International Entrant Pavilion
John Oglesby
Military Liaison
Distribution Manager
Ed Cahoon
Ramp Operations
Chris Bock
Show Field Management
Dennis Palma
Spectator Transportation
Louis Lee
Wanda Lee
John Whitacre
Tour d’Elegance
Dennis Palma
Rob Pappani
Interns
Ashlyn Archibeque
Lucas Cuda
Grant Gehlbach
Pebble Beach Concours d’Elegance extends a special thank you to all our sponsors who generously underwrite this event. Their important financial support allows us to maintain our commitment to excellence and continue our efforts to benefit worthwhile charities.
We are honored to be once again partner of the Pebble Beach Concours d’Elegance®with a new limited edition tie, that will be unveiled on August 18. Our 100% Made in Italy ties summarize the passion for legendary cars as well as the pursuit of elegance and excellence in every detail: the same values that bind us together, since 2016.
Our posters this year emphasize the timeless beauty of the automobile, featuring cars that span much of automotive history, from the antique to the modern eras.
The Italian marque of Maserati is being featured this year, as is the Italian coachbuilder Pietro Frua, and our Concours poster celebrates both. Two gorgeous Maseratis rest at the edge of Carmel Bay, with The Lodge at Pebble Beach and its famed golf links in the distance. In the foreground is a rare Frua-bodied 1955 Maserati A6GCS Spyder, one of just three built and two remaining in existence. This car is sometimes said to be Frua’s masterwork, and it has a succession of concours awards to back that statement. Behind it is a Zagato-bodied 1956 Maserati A6G Berlinetta, the very last of 21 Zagato berlinettas built.
For Americans with taste and a bit of wealth, Packard was the obvious choice when seeking to purchase an automobile from the earliest days of motoring through the half century that followed. Consequently, Packard is the most-shown American marque at the Pebble Beach Concours, and its creations have taken our top award on four occasions. On the 125th anniversary of this much-respected marque, our Tour poster features the quintessential early Packard—a 1914 Packard 4-48 Seven-Passenger Touring seen wending its way along a scenic section of 17-Mile Drive.
Nuccio Bertone’s 1970 Lancia Stratos HF Zero has been called “the ultimate wedge” car and it takes prime of place on our RetroAuto poster, which celebrates the bold lines and shapes that transformed automotive design in the 1960s and held sway through much of the ensuing decades. Here the Zero is hot on the tail of the 1979 Aston Martin Bulldog, which was said to be the fastest production car of its era. Both of these iconic wedge cars are charging through Del Monte Forest down to the Pebble Beach Concours show field.
The paintings for all three of our 2024 posters were created by Tim Layzell, a world-renowned artist with a portfolio that celebrates not only the world’s great cars but many of its greatest motoring events. Tim sometimes paints with an eye for realism and great attention to detail, reflecting nostalgic elements of our automotive history, while at other times he demonstrates his own distinctive “pop art” style, where strong lines and solid blocks of color emphasize stress movement and focus the eye on the subject. You can learn more at www.timlayzell.com.
Our international network of resources, fostered over 45 years, gives us access to confidential sales and brokerage opportunities involving some of the world’s most significant automobiles. Contact us for discreet advice and assistance, always given with an emphasis towards building lasting relationships.
BY KEN GROSS
In the mid-1930s, talented carrossiers embraced the teardrop. At his Paris-based atelier, Joseph Figoni crafted dozens of curvaceous, show-stopping confections on Delahaye and Delage platforms. What could be more streamlined than nature’s perfect shape? That philosophy endured until after hostilities ended.
“Wedge styling was a major design movement in the late 1960s and 1970s,” says automotive historian Geoff Hacker. “It focused on predominantly angular silhouettes, with whole body triangulation, running from front to rear. A wedge car’s median vector line is higher at the rear and lower at the front. This simple definition allowed for considerable variation in the cars that embodied wedge elements. People quickly recognized wedge cars; they understood that a wedge shape cut cleanly through the air.”
We’re displaying 20 exciting examples of wedge cars on the Pebble Beach Concours show field this year. And here’s how the Wedge trend came about. . . .
In the exuberant post–World War II era, automobile design was heavily influenced by jet aircraft and rocket styling. Cadillac’s tailfins appeared in 1948. Other marques followed suit, and by the mid-1950s, fins on automobile rear fenders were ubiquitous. Chrysler’s renowned styling chief, Virgil Exner, was determined to prove that aero design wasn’t a risk—and that fins on cars could be functional.
Exner directed Italy’s Carrozzeria Ghia designers, under Luigi Segre, to produce a plan for a wedged-shaped coupe. They built a one-half scale model with fins that could be altered and measured progressively for wind tunnel testing at the Polytecnic University of Turin (Politecnico di Torino). Dr. Giovanni Savonuzzi, Ghia’s brilliant technical director, determined that the tapered tailfins improved directional stability in crosswinds at high speeds. For the 1955 Turin Auto Salon, Ghia then built a full-scale mockup, with an interior but no engine, and called it the
Opening spread: Wedge designs encompass a wide range of cars built from the mid-1950s to the present. Shown here, clockwise from top left: 1979 Aston Martin Bulldog, 1970 Lancia Stratos HF Zero, 1979 Ford Probe I, 1970 Ferrari 512 S Modulo, 1960 Plymouth XNR, and 1973 Chevrolet Aerovette.
At just .846 meters (33.3 inches) tall, the Lancia Stratos Zero is often said to be the ultimate wedge.
“ONE OF THE 10 MOST SIGNIFICANT SHOW CARS EVER BUILT.” —STROTHER MACMINN
Gilda, after a 1946 film noir starring Hollywood actress Rita Hayworth. Painted a startling pairing of silver and orange, equipped with arrow-shaped door handles that accentuated the showcar’s slippery shape, the Gilda was a big hit in Turin, where it was said to be “shaped by the wind.”
Exner then ordered a running 4-passenger, 2-door prototype, built on an Imperial chassis and called the Dart, using information learned from the Gilda exercise. A companion four-door model was also created. Together, the two prototypes validated a position paper that Exner presented in 1957, claiming that fins were legitimate aerodynamic aids on passenger cars. This provided some respect for what had become a popular styling trend.
Gilda not only inspired the futuristic Dart, it influenced Chrysler’s entire 1957 “Forward Look” styling theme. And it soon led other designers to dream up cars with similar shapes. The late Strother MacMinn, one of America’s most influential designers and teachers and the Chief Honorary Judge at Pebble Beach for decades, called the Gilda, “one of the 10 most significant show cars ever built.”
Gilda was eventually retrofitted with a gas turbine powerplant, with its characteristically shrill jet-engine whine—the perfect complement for a lowslung, edge-y car that looks for all the world like a wingless jet aircraft. Now nearly seventy years old but far ahead of its time, Gilda still attracts appreciative spectators who think it’s a much younger car.
Back in 1957, a sneak preview of Chrysler’s new “Mopars” sent Bill Mitchell’s GM stylists scurrying back to their drawing boards. Meanwhile, Plymouth’s advertising crowed, “Suddenly It’s 1960!” With its dramatic fins and powerful Fury engine options, the ex-wallflower was
Here and above: “Gilda,” the iconic 1955 Ghia Streamline X coupe, is often said to presage the wedge movement.
primed to pass Ford and Chevy. Could the next step be a sports car? The answer wasn’t long in coming.
Motor Trend’s cover for May 1960 featured a radical red roadster with this dramatic headline: “150-mph
Experimental Plymouth! Chrysler’s Possible Answer to Corvette.” Ford’s Thunderbird had evolved into a mushy boulevard cruiser, but Chevrolet’s Corvette had a growing following. Chrysler had no two-seaters in its showrooms. Perhaps that would change?
The unit-body Valiant compact, shared by Plymouth and the Dodge Lancer, was the obvious platform. Its engine, a high-revving 170-cubic-inch-displacement I-6 canted over at a 30-degree angle, could be tuned for over 200 bhp.
The XNR, Exner’s most radical effort to date (and named for him after Chrysler let Ford Motor Company have the “Falcon” name), was built on a modified Valiant chassis and had a dramatic asymmetrical shape that polarized onlookers. A large offset hood scoop led to an extended
The Plymouth XNR, one of designer Virgil Exner’s most radical efforts, offered an asymmetrical wedge design.
The very early and very sharply creased one-off Cannara 1 was
blister, which faired into the cowl and embraced a low, drivers’ side curved windscreen, then flowed smoothly into a single offset tailfin. On the passenger side, a small, foldable flat windshield was accented by a snug-fitting steel tonneau cover.
Visually stunning, the low-slung 1960 XNR roadster left the aging Corvette for dead. A bold extended nose led the way, framed with a thin chrome surround that outlined an oblong, mesh-backed grille and supported a set of then-popular quad headlights. In back, a vertical strip emerged from the tall fin, flowed under the lower deck, and tee-ed into another thin blade, forming a bold cross that served as a bumper. The XNR’s radical rear dramatically underscored its asymmetrical theme. An eight-page Plymouth XNR promotional brochure read: “Functional, beautiful, unprecedented: the entire design is concentrated around the driver.”
Exner believed the XNR’s prominent fin, besides being a visual treat, positively affected its high-speed stability. A bolt-on high-performance package, including a 4-barrel carburetor, mounted on a ram-style intake manifold, a hotter camshaft, higher compression and tuned exhausts, aided by a streamlined fiberglass nose cone designed by Dick Burke, eventually helped the XNR exceed 152-mph. Exner, who earlier topped 143-mph testing his namesake roadster, was reportedly pleased. So was Chrysler management.
Tony Thacker and David Fetherston, co-authors of Chrysler Concept Cars: 1940-1970, quoted Exner as saying, “With the XNR, I was striving to avoid a static and bulky look. The goal was to create a graceful form with a built-in feeling of motion. The wedge shape expresses the function of automobiles because it imparts a sense of direction.”
Motor Trend’s editors gushed, “Corvettes beware! This radical creation, the XNR, still in the experimental stage, is
Above: Ken Okuyama’s 2006 kode0 was inspired by and pays tribute to the Lancia Stratos Zero.
Above Right: The wedge movement remained strong well into the 1990s, as shown by the 1991 Lotec C1000, designed in partnership with Mercedes. Even more recent efforts include the Tesla Cybertruck.
Right: The 1976 Ferrari Rainbow was also penned by Marcello Gandini at Bertone.
full of new ideas which Chrysler hopes to incorporate into its future sports car.”
News that the XNR could be marketed for under $3,000 must have tantalized enthusiasts. But it was not to be. Chrysler’s business planners ruled that the XNR could be an attention-getting show car, but there wasn’t sufficient volume for it to go into production. After that decision was made, in 1961 Carrozzeria Ghia’s Luigi Segre copied the basic design and built a more practical version, with a full windshield and a fabric top. Called the “Asymmetrica,” it was shown at numerous European car shows, along with a steel hardtop sister model called the “St. Regis.” But Ghia failed to find a financial backer. It’s believed as many as 25 examples were built (although some sources state there were as few as six), before the Asymmetrica was shelved.
After the XNR made the rounds of the show-car circuit, Carrozzeria Ghia sold it to a Swiss gentleman, who in turn sold it to Mohammad Reza Pahlevi, a noted Persian car collector who just happened to be the Shah of Iran.
Early wedge efforts flowed from the professionals to the amateurs. In 1962, 15-year-old Ray Cannara was living in St. Petersburg, Florida. After he won a $4,000 scholarship
from the Fisher Body Craftsman’s Guild (the equivalent of $41,000 today), he set about building his own car—a dramatically wedge-shaped open two-seater. The talented teenager said he wasn’t influenced by any other designs. He later attended ArtCenter, where his efforts attracted the attention of Strother MacMinn, who had predicted in a 1957 Road & Track article that the Wedge would be the next big styling trend. Mac mentored Cannara and photographed the Cannara 001 in 1968. Built on a limited budget, the car rode on a humble Chevrolet station wagon chassis and was powered by a ubiquitous Chevrolet small block V-8.
Raffi Minasian analyzed the design, saying, “Although the overall effect of the Cannara 001 is driven by linear themes, the details are very thoughtfully managed to pull the eye into subtle curved elements. The gentle undulations of the beltline, as it arches over the wheel openings, soften the wheels and help manage the bobbed tail. The rear corners of the car . . . terminate in harmony with the wheels.”
To Minasian, the Cannara is “the first car to completely embrace all aspects of wedge design.” And it is more than advanced in appearance; Ray Cannara drove it across the country—twice!
Cannara went on to have a successful design career at Chrysler. His car disappeared for years, then was resurrected. “The Cannara 001 was American in origin,” says owner Guy Dirkin, “but it served to demonstrate classic wedge car design, in a car that was built very early on, preceding many of the iconic Italian designs.
These scattered efforts in the 1950s and 1960s were cues that a wedge wave was about to explode on the international scene. That happened in Italy, long a bastion of great automotive design. Design experts like to credit Nuccio Bertone, and his brilliant young protégé, Marcello Gandini, with the styling tour de force that firmly established the wedge.
Alfa Romeo made a radical Alfa 33 Stradale chassis available and Gandini’s talent produced a low, wedgeshaped dagger of a sports coupe, studded with slots and slats, enhanced with startling scissor doors, and presented, at the 1968 Paris Auto Salon, in lustrous metallic green. The Carabo soon precipitated a torrent of wedge-shaped imitators.
Bertone, Pininfarina, and Giorgetto Giugiaro’s Italdesign were among Italy’s best-recognized and most successful
postwar coachbuilders. They used the Geneva and Turin Auto Salons and other major international expositions to debut outrageous concept cars to impress the public and entice automakers to seek their styling expertise.
Bertone led the way toward wedge cars with the Lamborghini Marzal and the aforementioned Alfa Romeo Carabo. Pininfarina’s spectacular early wedge efforts for Ferrari—its Dino 206, P5 Speciale, 512S Berlinetta and the ultra-low Modulo—also received considerable international acclaim. And Italdesign produced the Bizzarrini Manta and another Alfa 33–inspired derivative, the Alfa Romeo Iguana.
Then Bertone went a step farther, showcasing the Lancia Stratos HF at Turin in 1970. Reportedly, Nuccio Bertone intended to call this impossibly low car “Stratolimite,” referring to the limit of the stratosphere, but it soon became known by its internal nickname: Zero.
A very low, sharply chiseled coupe that appeared to have been carved out of a solid block of bronze, the Zero was Bertone’s direct challenge to Pininfarina, whose designs, excepting the sensational Modulo, tended to be alluringly curvaceous. From its thin, strip-like, headlights, to the backlit (with 84 tiny bulbs) taillights, the Zero presaged many modern dream cars.
Gandini, the Zero’s designer, told Italian journalist Giancarlo Perini that “the very first Stratos was designed as freely as the earlier Autobianchi Runabout”—which looks as though it could have been inspired by the Cannara 1. Eugenio Pagliano, who headed interior design at Bertone, said the goal was to build the lowest car possible. And they succeeded. Whereas Pininfarina’s Ferrari Modulo was 93.5 cm (36.8 inches) high, the Zero was 84.0 cm (33 inches).
Carrozzeria Bertone assembled the Stratos HF Zero from existing Lancia components. Once the height target was established, a 1.6-liter Fulvia V-4 engine, along with its front suspension, were obtained, without Lancia’s knowledge, from a wrecked Fulvia. A 45-liter fuel tank was positioned alongside the engine. According to historian Winston Goodfellow, Bertone said he made the car without Lancia’s knowledge “for fear they would negatively react to its audacious design.”
Complementing its dramatically low stance, and adding to its unconventional nature, the Zero’s cockpit was positioned as far forward as possible, with the twin seats positioned between the front wheels. A hydraulic mechanism opened the wide Perspex windscreen, which served as the car’s single door, and a rubber mat at the
The 1972 BMW Turbo 6, penned by Paul Bracq, showcased the marque’s latest tech advances and was finished in a striking luminescent paint.
bottom of the windshield, with its hidden popup wiper, was the step. A steering column could be articulated forward to provide easier access. Occupants could see directly ahead and above—and little else. The instrument panel was offset on the left of the wheel arch. There was even room for a spare tire and a small suitcase.
The Zero received a great deal of positive critical acclaim, particularly from other designers. In 1987, Renault Design executive Serge Van Hove, who worked with Marcello Gandini, wrote in Auto & Design: “What Gandini cares about more than anything else, what makes him unique, is the dreaming. Match that to Nuccio Bertone’s ability to transform dreams into reality, and you have the unrepeatable Stratos Zero.”
In 1971, Quattroruote’s editor drove the show car from Milan’s beltway into the center of the city to the worldfamous Duomo cathedral, a feat that took a brave driver, as the Stratos was arguably low enough to be driven beneath a semi-trailer. Earlier, Nuccio Bertone did share the car with Lancia officials, driving on public roads to their offices, then driving it under the closed entrance barriers to their racing department. The result of that meeting was the radical Lancia Stratos Rally car.
Over time, many companies flirted with the wedge. As early as 1969, Toyota startled Tokyo showgoers with the slender EX-III. A serious effort, the low-slung coupe was critically acclaimed, but it would not influence Toyota’s more prosaic production cars. Sadly, the EX-111 prototype has not survived. The razor-profiled Mercedes-Benz C111 gas turbine-powered coupes, the first of which also debuted in 1969, likely inspired the sleek Paul Bracq BMW Turbo that debuted in 1972.
General Motors entered the fray with its radical Aerovette concept in 1973, but while some of the Aerovette’s edge-y design cues found their way to production Corvettes, GM never fully adopted this styling direction. Similarly, the curiously square-rigged Aston Martin Bulldog, designed by William Towns in 1979, was the antithesis of Aston’s typical styling and while some elements are echoed in the
stiletto-shaped Lagonda saloon, the Bulldog’s shape was never replicated in a production Aston.
Meanwhile, Marcello Gandini showcased his flat-plane Ferrari Rainbow in 1976 and his angular Jaguar Ascot in 1977—not to mention enjoyed success with many iterations of the Lamborghini Countach.
The wedge influence persisted for years. Working with Pininfarina, in 1984 Honda presented the HP-X, which later inspired the Acura NSX. The curious Cizeta-Moroder V16T, the Lotec C1000 Coupe designed in partnership with Mercedes-Benz, and the much-publicized but eventually unsuccessful Vector W8, all bowed on the styling stage in the late 1980s and ’90s.
And the wedge has refused to fade away; in recent years, Rem Koolhaus’ 2016 United Nude Lo-Res and Ken Okuyama’s 2017 Kode0, not to mention the bizarre Tesla Cybertruck, all pay tribute to the sharply tapered styling trend that began nearly 70 years earlier. To underscore this, Italdesign’s 1973 Asso di Picche concept sedan has been complimented by a 2023 Asso di Picche update, presented on the concept lawn.
The wide swath of wedge concepts on the show field this year represent a marked contrast to the curvaceous cars one associates with the Pebble Beach Concours, but they are a visual and tactile reminder that creativity on wheels takes many forms.
My thanks to Geoff Hacker and Guy Dirkin for their help researching our curated classes of wedge cars.
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By Angus MacKenzie
ario Maserati wasn’t that interested in mechanical things. But Mario’s presence still looms large over the company founded in Bologna, Italy, in 1914 by his brothers, Alfieri, Ernesto, and Ettore Maserati. Literally.
Mario was an artist and, in 1920, inspired by the 16th century Fontana di Nettuno (Fountain of Neptune) in central Bologna, drew for his brothers’ company the Trident logo that today sits atop the modern tower block at Maserati’s headquarters in Modena. Mario’s Trident has also, of course, adorned every car carrying the Maserati name since the first, the Tipo 26 racer that Alfieri Maserati drove to a class win in the 1926 Targa Florio.
Maserati has had a turbulent, often troubled history. But, as the Italians say, “tutto passa”—everything passes—and Maserati’s resilient, romantic spirit has over the years helped it overcome some truly formidable obstacles to build some truly glorious cars.
Alfieri, whose engineering skills made the fast and easyto-handle early Maserati race cars so highly sought after today, died in 1932. By 1937 the company was struggling, and Ernesto and Ettore, as well as elder brother Bindo, who had joined the company as manager after Alfieri’s death, sold it to industrialist Adolfo Orsi, who moved it in the winter of 1939 from Bologna to its current location at Viale Ciro Menotti in Modena, barely a quarter mile from the house where Enzo Ferrari grew up.
Maserati initially enjoyed a period of stability under Orsi. But by the mid-’60s cash was again tight, and in 1968 the company was taken over by Citroën, under whose ownership Maserati would build its first mid-engine supercar, the Bora. The French automaker’s grand plans for its Italian acquisition were torpedoed by the 1973 oil crisis, however, and by 1975 Maserati was part-owned by Argentine industrialist Alejandro de Tomaso.
Thanks to his friendship with Lee Iacocca, then Chrysler CEO, de Tomaso persuaded the American automaker to invest in the company, a collaboration most notably
Below:
remembered for the ill-starred Chrysler TC by Maserati. De Tomaso took complete control of Maserati in 1989, before selling it to FIAT in 1993. Four years later FIAT sold a 50 percent stake in Maserati to Ferrari—in which FIAT already had a controlling interest—and in 1999 Ferrari took full ownership of its Modenese rival.
In 2005 Sergio Marchionne, then CEO of FIAT, took Maserati away from Ferrari and paired it with Alfa Romeo, which, along with Lancia, had long been absorbed into the FIAT Group. But the move that made today’s Maserati, a Maserati more decisively in control of its own destiny than it had been in years, would not come for another decade. It happened on October 12, 2015, the day Marchionne, the canny Canadian-Italian financial engineer who by then had rammed together two unlikely corporate cultures to create FIAT Chrysler Automobiles, formally announced the IPO that would see Ferrari become a standalone automaker.
The headlines that day were all about Ferrari. But they also meant that for the first time in more than 20 years, the Trident would no longer be overshadowed by the Prancing Horse when it came to investment in new products and facilities.
Today’s Maserati MC20, a 630 hp mid-engine supercar that elbows the Ferrari 296 GTB in the ribs, is a case in point. It is precisely the sort of car Maserati, now the flagship marque of Stellantis, the 14-brand conglomerate created by the 2021 merger of FIAT Chrysler Automobiles and France’s PSA Group, would never have been allowed to build 15 years ago. It’s also a potent reminder that through all the twists and turns and turmoil over the past century, the desire to build fast and stylish automobiles still runs deep at Viale Ciro Menotti.
Maserati started with race cars. Società Anonima Officine Alfieri Maserati initially prepared and then engineered and developed race cars for Italian companies such as Isotta Fraschini and Diatto, with Alfieri and Ernesto campaigning examples of each on the track.
The eight-cylinder Grand Prix Diatto designed by Alfieri Maserati served as the basis for the Maserati Tipo 26. By the early 1930s, before the appearance of the allconquering, state-funded Mercedes-Benz and Auto Union racers, Maseratis were competing with distinction in international Grand Prix racing, with Tazio Nuvolari and Giuseppe Campari winning the Belgian and French
Maserati’s resilient, romantic spirit has over the years helped it overcome some truly formidable obstacles to build some truly glorious cars.
Grands Prix in the summer of 1933 in variants of the supercharged 3.0-liter, eight-cylinder 8C.
It was after the war, however, that Maserati firmly established itself at the top level of both Grand Prix and sports car racing. The Maserati 250F powered Juan Manuel Fangio to two of his five Formula 1 World Championships and notched up a total of eight Grand Prix wins between 1954 and 1957. Stirling Moss, who won both the 1956 Monaco and Italian Grand Prix in a 250F, adored it. “It was extraordinary and rewarding to drive,” said Moss, who described the 250F as the best-looking car he’d ever raced. “It was completely user friendly and forgiving, and I really enjoyed driving it.”
Thanks to sports racers such as the A6GCS, the 300S, and the Tipo 61 “Birdcage,” so nicknamed because its lightweight space frame chassis was made from a myriad of small diameter steel tubes, Maserati scored points in eight of the nine World Sports Car Championships held between 1953 and 1961. Stirling Moss drove a 300S to victory in the 1956 1000 km Buenos Aires race and won the 1960 1000 km Nürburgring race in a Tipo 61 he shared with Dan Gurney. Moss would later describe the 300S as “one
of the easiest, nicest, best-balanced sports-racing cars ever made...” and claimed the Tipo 61 combined the best attributes of both the 250F and the 300S.
Maserati’s front-line sports car for the 1957 season was the 450S, powered by a new 4.5-liter V8 engine. In initial testing, the engine was fitted in a chassis used for the six-
cylinder 350S, but it proved too powerful, and an all-new chassis was designed. Only nine were made, one of them with a coupé body designed by British aerodynamicist Frank Costin and built by Zagato.
Although driven by Stirling Moss, Juan Manuel Fangio, and French star Jean Behra, the 450S proved a somewhat troubled machine. Fangio and Behra won the 12 Hours of Sebring and Moss and Behra won the Swedish Sports Car Grand Prix. But clutch failure robbed Moss and Fangio of a win in Buenos Aires, and mechanical problems sidelined the Costin coupé at Le Mans. A wheel fell off the car driven by Moss and Fangio in the 1000 km Nürburgring race, and a broken brake pedal caused Moss’s retirement from the ill-fated 1957 Mille Miglia, a moment reconstructed in the Michael Mann film Ferrari.
The disastrous Venezuelan Sports Car Grand Prix, the final round of the 1957 World Sports Car Championship, saw the three factory 450S cars and a 300S badly damaged or destroyed in crashes. That not only handed the title to Ferrari, but caused major financial problems for Adolfo Orsi, who was also dealing with credit and expansion issues and subsequently decided to shutter Maserati’s racing department.
Though seemingly cursed, the fast and furious 450S would remain a competitive car until the end of 1962, ultimately winning 31 races from 119 starts. And it would prove instrumental in creating one of the greatest Maserati road cars ever.
As Europe rebuilt after the destruction of World War II, it seemed both Enzo Ferrari and Adolfo Orsi had come to the same conclusion: Building and selling road cars could provide cash flow and perhaps fund their racing activities. Orsi had in fact contemplated producing a Maserati road car before the war; the initial design work on what would be launched in 1947 as the Maserati A6 1500 was begun in 1940.
The A6 1500 was a pretty little coupe with bodywork by Battista “Pinin” Farina and powered by a 1.5-liter, singleoverhead-camshaft straight six. By 1950, the engine had been enlarged to 2.0 liters, and the A6G 2000, as it was then called, was available with bodywork from several Italian coachbuilders. By 1954, the car’s inline six boasted double overhead camshafts, and more power.
As with racers like the 250F and the 450S, Maserati’s road car ambitions shifted up a gear with the launch of the
3500 GT in 1957. Powered by a wet-sump version of the 3.5-liter twin-cam six cylinder engine originally developed for the 350S sports racer, the 3500 GT, which would stay in production until 1964, was a seminal car for Maserati, the car that first defined the romantic gran turismo concept—a stylish and luxurious two-door coupe capable of covering long distances at high speed—that remains Maserati’s métier even today.
More important, it moved Maserati road cars away from an ultra-low volume atelier approach toward something like mass production. “Mass production” is a relative term: Only 2,226 3500 GTs were built over eight years, but that was a significant increase over the fewer than 150 A6 models built from 1947 to 1964. The 3500 GT would evolve into the Sebring and the Mistral, the latter staying in production until 1970.
In the aftermath of the debacle in Venezuela, Orsi had brochures of the 450S and 3500 GT mailed to private race team owners and wealthy road car clients in a bid to boost sales. He also met with the Shah of Iran in Leghorn, Italy, where the latter had traveled to purchase ships. After test-driving a 3500 GT, the Shah asked Maserati to build
“Frua’s designs were characterized by a sense of harmony and balance, with a focus on attention to details and craftsmanship.”
—Klaus Busse, Maserati Design Chief
An A6G/54 Coupe, bodied by Pietro Frua, poses in the Modena Giardini Pubblici.
Below: A multitude of coachbuilders bodied Maseratis in the 1950s. Shown here from top left: A6G 2000s bodied by Frua, Vignale, and Zagato, and an A6GCS bodied by Pinin
a car combining the GT’s usability with the power of the 450S. The deal was sealed when he offered to pay the development costs. The Maserati 5000 GT was born.
The 5000 GT was arguably the ultimate 1960s Maserati road car, and the car that set the template for other exotic, supercar-quick V8-powered gran turismos, such as the Ghibli and the Khamsin. Just 34 of the fast and expensive 5000 GTs were built between 1959 and 1966, their powerful 4.9-liter V8s cloaked in bodies from eight different coachbuilders.
My Maserati does one-eighty-five I lost my license, now I don’t drive
Joe Walsh didn’t own a Maserati when he wrote that memorable couplet for his ironic 1978 hit, “Life’s Been Good.” But he later acquired a 1964 Allemano-bodied 5000 GT, telling Rolling Stone in a 2020 interview he’d been embarrassed into buying it. “I finally got one,” he said, “because everyone was making me feel really guilty. I don’t know if it does 185,” he admitted. “I chickened out at 140.” Other notable 5000 GT owners included FIAT boss Gianni Agnelli, actor Stewart Granger and Karim Aga Khan.
Although models such as today’s GranTurismo and GranCabrio, and the Levante and Grecale SUVs, are produced in Stellantis-owned factories outside Modena, cars are still built at Viale Ciro Menotti, where more than 90,000 Maseratis have been made since 1939. Though just six or seven mid-engine MC20 coupes and MC20 Cielo convertibles come off the line there each day, it’s still a more consistent production rate than in the ’50s and ’60s, when Maserati road cars had bodies styled by Italy’s famed carrozzeria.
Maseratis have been wrapped in sheet metal designed by Pininfarina, Michelotti, Ghia, Bertone (with the legendary Giorgetto Giugiaro holding the pencils), and Touring. But some of the most consequential and iconic Maseratis were the work of the quiet and tasteful Torinese coachbuilder Pietro Frua.
Frua, who learned his craft at Stabilimenti Farina, starting there as a 17-year-old draftsman in 1930, founded his own studio in 1938. Work was understandably scarce during the war, but in 1944, with an eye to the future, Frua bought a bombed-out factory, hired 15 workers, and got ready to design cars.
Maserati was one of his earliest clients. Between 1950 and 1957 Frua created 17 spyders and seven coupés
around A6G and A6GCS hardware. These were followed by several 3500 GTs before he designed the Mistral and Kyalami coupés. In 1963 Frua styled the seminal Quattroporte, a quintessentially Italian high-performance four-door sedan that neither Enzo Ferrari nor Ferruccio Lamborghini could ever bring themselves to emulate.
Pietro Frua’s aesthetic was elegant, refined, and timeless, says current Maserati design chief Klaus Busse. “Frua’s designs were characterized by a sense of harmony and balance, with a focus on attention to details and craftsmanship,” he says. “He was known for his stylish and aerodynamic designs, very good proportions, incorporating curved lines and fluid shapes. The 1963 Quattroporte represents one of the best expressions of his work.”
Maserati has a storied past. But it is also working on a bold future. In addition to the punchy Maserati-developed turbocharged 3.0-liter “Nettuno” V6 with its innovative F1-inspired pre-chamber combustion technology, every Maserati model will also be available with a full battery electric powertrain by the end of this decade. Crucially, this means the coming generation of electric Maseratis will look no different from their Nettuno-powered cousins.
The electric Maseratis will be badged Folgore—Italian for lightning—and they will easily be the most potent road cars ever to carry the Trident. For example, the GranTurismo Folgore, whose three-motor powertrain, which can develop 1206 hp but is dialed back to a mere 751 hp of continuous output to increase range, sprints to 60 mph in just 2.7 seconds and to 124 mph in 8.8 seconds, enroute to a top speed of 202 mph. The MC20 Folgore, which sources say will produce more than 1000 hp at the wheels, will be even quicker.
Today’s MC20, GranTurismo, and GranCabrio models are the Maseratis the cognoscenti expect. The Folgore versions will be the Maseratis the future demands.
By Stuart R. Blond
At the end of the 19th century, there was no such thing as an economy car, a medium-priced car, or a luxury car. Automobiles either worked or they didn’t. Those that worked well and had a company willing to back them up with a wellfunded financial plan had a fair chance of survival.
When, on August 13, 1898, James Ward Packard purchased the 13th Winton automobile produced, he was one of approximately 150 people to buy a motor vehicle in America that year. Over the next 10 months, a series of discussions were held between Mr. Packard and Mr. Alexander Winton over the quality of the car. Winton, a Scottish-born bicycle-maker-turned-horseless-carriagemaker, was a cantankerous fellow. He did not take kindly to Packard offering suggestions to improve his cars. The discussions culminated with Winton telling Packard, in effect, that if he didn’t like his Winton automobile, he should build a better one himself. Mr. Packard took the challenge to heart. A foursome—he along with his brother William Doud Packard, George Weiss (an investor in the Winton Motor Carriage Co.), and William Hatcher (Winton’s plant foreman)—soon started working on that better automobile.
Their work resulted in the first Packard automobile, which was driven through the streets of Warren, Ohio, on a cold and snowy Monday—November 6, 1899. It was one of an estimated 1,100 automobiles produced in America that year. The car, dubbed “A-1,” was never sold. In fact, Mr. Packard kept adding improvements to it throughout 1900, including the first transmission shifter controlled by an “H-slot.”
On September 10, 1900, the Packard brothers, Hatcher, and Weiss incorporated the Ohio Automobile Company. The new Packards, displayed that year at the first automobile show held in New York, proved sturdy and popular, performing well in endurance runs in 1901 and 1902 and on a cross-country trip from San Francisco to New York in 1903. And just as the cars attracted customers, the company attracted investors. Among them was Henry Joy, a Detroiter of great means, influence, and connections. He led a group of fellow Detroiters to, in the current vernacular, effect a “friendly takeover.”
Joy became the OAC’s general manager in 1902. James Ward Packard remained president, and would stay so,
though in name only, until 1908. And on October 13, 1902, the company’s name was changed to the Packard Motor Car Company.
By 1902, the Warren automotive plant— separate from the Packard brothers’ Packard Electric Co. (manufacturers of electrical wiring) and the subsidiary New York & Ohio Co. (manufacturers of transformers and incandescent lamps)—was overworked. By the end of the year, some 315 one-cylinder cars had been produced, along with four experimental two-cylinder vehicles.
By 1903, despite a new factory building to meet increased demand, Packard’s new board of directors made the decision to build a new factory in Detroit, Michigan, and to headquarter the company there. With the approval of James Ward Packard, Henry Joy hired architect Albert Kahn to design the new factory. Starting with a six-acre plot of land outside the city limits, Kahn’s designs eventually included the first use of reinforced concrete in automotive factories. Packard officially moved into its unfinished factory on October 10, 1903, and would stay there for over 50 years.
By 1907, Packard was firmly established in the higher end of the market. Having jumped into four-cylinder production upon its move to Detroit, the company claimed that its East Grand Boulevard plant was the largest motor car facility in the world. Some 1,400 cars were produced that year.
On April 10, 1910, Alvan Macauley joined Packard as general manager, the same position he had held at the Burroughs Adding Machine Company, allowing Henry Joy to concentrate on Packard’s “Big Picture.” (Joy, never without something to say, was quoted repeatedly that year in The Packard Magazine: “If we don’t know how to do a thing the way it should be done, we won’t do it…. Our biggest assets are reputation for maintenance of price; service to owners; and a square deal to everybody…. We want our share of the trade—which is just as much as we can get, and a little more.”) In 1912, Macauley offered Burroughs’ chief engineer, Jesse Vincent, the same position at Packard. This team would guide Packard through the next 35 years.
By the end of 1910, 3,084 four-cylinder Model Eighteens and Thirties had been produced, as well as 411 trucks. In 1911 and 1912, the six-cylinder Models 1-48 and 1-38 were introduced. The “Dominant Sixes” were the only automobiles that Packard produced during 1914, but the eyes of the board of directors were on the future. At its meeting on December 14, the board decided to authorize the purchase of materials to produce 5,000 brand new vehicles. The new car would be introduced in 1915, and would be named, at Macauley’s suggestion, the “Twin Six.”
Introduced on May 1, 1915, the Twin Six was, as Richard Langworth wrote in Packard: A History of the Motor Car and the Company, “the greatest single announcement made by Packard thus far in its history.” Chief engineer
“If we don’t know how to do a thing the way it should be done, we won’t do it…” – Henry Joy
Vincent’s efforts had paid off in spades, with the new cars being priced lower than the older Sixes (which were sold into September). Packard’s board of directors approved an expenditure of $7,500 to be used at the upcoming Panama-Pacific Exposition in San Francisco, and to furnish a car, two trucks, and “suitable advertising matter.”
In fact, Henry Joy drove the first production Twin Six from Packard’s Detroit factory to San Francisco along the Lincoln Highway between May and June 1915, and that Packard was awarded the Exposition’s “Grand Prize.” In
July, Joy told The Packard Magazine that the Twin Six was “the greatest piece of machinery that ever went upon the highways, and the most luxurious carriage.”
Production of the Twin Sixes wound down during 1923. From a postwar high of 5,194 produced in 1920, calendar year production was 1,310 in 1921, 1,944 in 1922, and 303 in 1923. The car was officially discontinued on June 14, 1923, when Packard moved away from the era of the handbuilt motorcar and into the machine-built mass-production era. After he became Packard’s president in 1916, Alvan Macauley recognized that the industry was changing—the catalyst being the production of Packard’s Liberty aero engine during the Great War.
An all-new car, the Single Six (model 116), was introduced in September 1920. It was available in four body styles, built by the Pullman Company, and featured an all-new mono-block six-cylinder engine. Sales were slow at first, but rose steadily through the 1920s, once the car was lengthened. In June 1923, the Single Eight was introduced.
Sharing many components with its smaller, less expensive brother, the Eights had four-wheel brakes. The car’s long, sleek design, carried on wheelbases of 136 inches and 143 inches, featured coachwork by both Packard and a variety of custom body builders. Production for 1923 totaled 2,695. Over the next three years, production would total over 5,000 each year.
The opening of Packard’s Proving Grounds in 1927, located in Utica, Michigan, afforded Jesse Vincent an opportunity to indulge his enjoyment of high-speed travel. (He frequently raced about Lake St. Clair in his various Packard-powered boats.) In August 1928, Vincent drove a 443 Rollston sedan around the Proving Grounds’ two-anda-half-mile concrete oval test track at around 85 miles per hour. Knowing that Packard engines were capable of much greater speeds, and only needing a compliant body shell, Vincent had a special car built for himself.
Planted on a 126.5-inch-wheelbase chassis, the aluminumover-wood tapered-tail body lacked fenders, windshield, bumpers, and lamps. An engine from the largest Eight
Left: A 1932 Twin Six coached by Dietrich is picked up at the factory by golfer Gene Sarazen and his wife, shown standing next to Packard President Alvan Macauley.
Below: An advertisement published in the winter 1930 issue of The Packard Magazine.
(385 cubic-inch-displacement) was dropped in, and Vincent pushed the car to well over 120 mph. Even Col. Charles Lindbergh took the Speedster for a turn around the test track when he visited the Proving Grounds in 1928—and Lindy hit 112 mph.
Vincent’s need for speed and special-built cars was gladly indulged in by Macauley. In 1929, Macauley let Vincent expend much time and money on an experimental inline
“Mono-bloc Twelve.” The sole prototype was tested for months and then was used by the family of Warren Packard II, the son of Packard’s co-founder. According to Vincent’s notes, an unsolvable vibration problem within the engine precluded thoughts of serious production.
A limited-production Speedster line was approved for production and introduced for the Sixth Series in 1929. As with Vincent’s original Speedster, Packard’s largest engine was mated to its shortest chassis. With a high-compression head and a high-lift camshaft, 130 horsepower was produced (vs. 106 in the standard engine). Offered as a Runabout, Phaeton, or Sedan, the hoods were longer than the standard bodies, and the rear decks shorter. They weighed some 455 pounds less than the regular models and were priced at $5,000. They were not widely promoted and production was modest, an estimated 50 to 70 cars.
For the Seventh Series, a proper Speedster line was produced. Designated as the model 734, the cars were introduced in January 1930 and were the sportiest Packards to date. The cars used the Standard Eight’s 134.5-inch-wheelbase chassis; Packard’s largest engine was fitted between modified frame rails. Once again the engine was the 385 cubic-inch-displacement, but much modified from the everyday big Eight. A finned exhaust manifold was specially cast, and the block featured angled ports, allowing for hemispherical combustion chambers. A unique two-barrel carburetor, a vacuum pump, and a
Left: Otis Chandler’s 1934 Packard 1108 Twelve Bohman & Schwartz Town Car placed First in Class at Pebble Beach in 2000.
Below: Packard-powered PT boats, circa 1943: PT-10, PT-11, PT-13, PT-14, PT-15, PT-17, and PT-19. Early PT-boats carried three Packard 4M-2500 supercharged gasoline-fueled, liquid-cooled V-12 marine engines. Later boats had four 5M-2500 engines.
pedal-controlled exhaust cutout provided 125 horsepower, and this could be bumped up to 145 with an optional cylinder head with 6:1 compression. Included was a fourspeed transmission and finned 16-inch brake drums.
The car’s snappy good looks can be credited to Werner Gubitz, who headed Packard’s design department from 1927 to 1947. Years ago, Ray Dietrich told historian Richard Langworth, “He knew precisely how to execute a line on a surface. The famous ‘continuity of line’ which Packard maintained from the mid-1920s to the 1940s was also largely owed to him.” The custom-built-by-Packard Speedsters were three inches narrower and considerably lower than standard Packards, and were offered in five body styles: the two-passenger Runabout (later dubbed the “boattail”); the four-passenger Roadster (utilizing a rumble seat); the fourpassenger Phaeton; the four-passenger Victoria Coupe; and
the four-passenger Sedan. Prices ranged from $5,200 for the open cars to $6,000 for the closed ones. As in the previous year, Packard did not promote them extensively, although a few dealers did run local advertisements. It is estimated that just over 100 were produced.
As with most American automakers, Packard’s production and profits soared during the late 1920s. After the Crash of late 1929, profits plunged and losses piled up. Profits (and losses) followed: 1927-28, $21.9 million profit; 1928-29, $25.2 million profit; 1930, $9.0 million profit; 1931, $2.9 million loss; 1932, $6.8 million loss; 1933, $0.5 million profit; and 1934, $7.3 million loss.
Packard tightened its belt during 1930, and the 734 Speedster series was dropped even before the Seventh Series had ended. Three years later, the Speedster was revived, in a brief way. In late 1933, a new Runabout Speedster was announced. Mounted on a 135-inch wheelbase, the 1106 chassis was fitted with Packard’s twelve-cylinder engine and was custom-bodied by LeBaron. The price was a staggering $7,796. Today, less than a dozen 11th Series Speedsters are known to exist.
Cadillac had kicked off the multi-cylinder wars with its V-16 engine in January 1930. Customer demand was high, at least at first among the very cream of the millionaire crop. By the 1932 model year, there were eight entries in the multi-cylinder club: V-12s from Auburn, Cadillac, Franklin, Lincoln, Packard, and Pierce-Arrow; V-16s from Cadillac and Marmon. All except Auburn competed with Packard in the “fine car” field.
Discerning customers could, and did, demand custombuilt bodies that went above and beyond the excellent Packard-built bodies. Although the company’s first decade saw several coachbuilders offering their wares, the golden age of the coachbuilt Packard started during the 1920s and peaked during the 1930s. From 1932 to 1939, the twelvecylinder Packards offered chassis in wheelbases from 127 to 147 inches, and several coachbuilders—Brewster, Darrin, Derham, Dietrich, Fleetwood, Holbrook, Judkins, LeBaron, Rollston, Waterhouse, Willoughby, and others— created for them some of the finest bodies on the road.
The Great Depression changed the automobile market and the industry. Recovery was slow and painful. A total of only 5,804 twelve-cylinder Packards were produced during the 1930s. While most other luxury carmakers did
Below: The 1956 Predictor show car, introduced at the Chicago Auto Show on January 7, 1956.
Bottom: The 1952 Pan American show car, with original “Green-Gold” paint job, at the Petersen Motorama in Los Angeles, held at the Pan Pacific auditorium.
not survive the decade, Alvan Macauley and his team hired industry experts to retool Packard’s factory. The result was a standout medium-priced car, the company-saving One Twenty, introduced in 1935. These would serve as the base for the stylish Darrins of the late 1930s and early 1940s. From 1935 to 1939 some 290,000 “Junior” cars were produced, while a separate complex produced 27,484 “Senior” cars.
By the beginning of 1940, both the Packard car and the company were forever changed. Production was now concentrated on a vast, mile-long assembly line, with shared bodies for all models, from the six-cylinder One Ten at $867 to the Custom Super-8 One-Eighty at $6,300. In 1941, the One-Eighties could be had with four factorybuilt bodies, and seven custom-built bodies—two by Darrin, two by Rollson (the successor of Rollston), and three by LeBaron. A total of only 930 were built that year.
With the threat of a world war on America’s doorstep, in 1940 Packard cleared space in its factory and started production on marine engines for the U.S. Navy. During the duration of the war, these found their way into the famed P.T. boats of the Pacific. After Henry Ford turned down a chance to produce the Rolls-Royce–designed Merlin aircraft engine, Packard took on the job, and by the end of the war had turned out 55,523 units.
The immediate postwar years provided challenges on all fronts. Material shortages hampered production for many years, and, with all but a handful of coachbuilders out of business, production cars were rendered with a rather dull, streamlined look. The company took on the new decade with their Ultramatic transmission in 1949, and a new body for 1951, although they were late in introducing their first hardtop. New hires in management (James Nance) and styling (Richard Teague) signaled a turn toward a new, competitive attitude. Teague’s stylish 1953 Caribbean outsold Cadillac’s Eldorado, and new limousines were offered that year. In 1955, Teague’s redesigned body brought Packard fully up-to-date style-wise, while a new V-8 engine was among the industry’s best, as was the innovative Torsion-Level suspension.
Although 1955 and 1956 proved to be the industry’s biggest years, they were Packard’s last hurrah. New, costly factories and the ill-fated purchase of Studebaker Corporation in 1954 ended up killing the Packard automobile in Detroit in 1956. It did, however, save the South Bend automaker—for a while. The 1957 and ’58 “Packards” were Packards in name only, being built on Studebaker bodies. They were fine products for their day— but they were not Packards.
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A1-01 1898 Mors V4 Dog Cart
A1-02 1900 Benz Contra Duc
A1-03 1906 Mercedes 70 HP Rothschild & Fils Triple Phaeton
A1-05 1909 Alco 40 HP Runabout
A1-06* 1910 Simplex 50 HP Holbrook Tourabout
A1-07 1916 Pierce-Arrow 48 B-4 Vestibule Suburban
A2-01* 1900 Packard Model B Dos-à-Dos
A2-02* 1902 Packard Model G Touring
A2-03 1903 Packard Model F Rear Entrance Tonneau
A2-04 1907 Packard 30 Runabout
A2-05 1907 Packard 30 Runabout
A2-06 1910 Packard 30 Five-Passenger Phaeton
A2-07 1912 Packard 1-48 Five-Passenger Phaeton
A2-08 1914 Packard 4-48 Seven-Passenger Touring
A2-09 1915 Packard 2-38 Special Runabout
C1-01* 1930 Lincoln Model L Locke Sport Roadster
C1-02 1931 Stutz DV-32 LeBaron Speedster
C1-03 1933 Chrysler CL Imperial Custom LeBaron Phaeton
C1-04* 1933 Pierce-Arrow 1242 LeBaron Convertible Coupe
C1-05 1934 Auburn 1250 Convertible Sedan
C1-06 1935 Auburn 851 Speedster
C1-07 1937 Cord 812 Phaeton
Brad Baker, Uxbridge, Massachusetts
Mary & Ted Stahl, Chesterfield, Michigan
The Keller Collection at the Pyramids, Petaluma, California
Bruce McCaw, Redmond,Washington
Chris Boyle, East Hampton, New York
Bradley & Andrew Greene, Portola Valley, California
National Automobile Museum, Reno, Nevada
David Campbell & Robert McKeown, Perryopolis, Pennsylvania
Joe & Janice Conzonire, San Marino, California
Herbert Lederer, South Barrington, Illinois
Steven Adler, New Vernon, New Jersey
Mark & Sue Lankford, Harleysville, Pennsylvania
John & Heather Mozart, Palo Alto, California
Ross & Beth Myers, Boyertown, Pennsylvania
Allen Strong, Urbana, Illinois
Stan Lucas, Long Beach, California
Larry Carter, Los Gatos, California
Academy of Art University, San Francisco, California
Elaine & Anthony Lang/Lang Collections, Chepstow, Canada
C. Thomas Craig, Prather, California
Herman-Bosman Brandt/Brent Merrill, Stellenbosch, South Africa
Donald & Paula Beck, Tulsa, Oklahoma
C2-01 1931 Marmon Sixteen LeBaron 2-4 Rumble Seat Coupe
C2-02 1933 Franklin 17 LeBaron Seven Passenger Sedan
C2-03 1934 Nash 1297 Ambassador Eight Brougham
C2-04 1934 Packard 1108 Twelve Dietrich Sport Sedan
C2-06 1937 Chrysler Imperial C-15 LeBaron Town Car
C2-07 1937 Cord 812 Armchair Beverly
C2-08 1937 Packard 1508 Twelve Limousine
C2-09 1939 Packard 1707 Twelve Club Sedan
D1-01* 1930 Packard 734 Speedster Eight Runabout
D1-02* 1930 Packard 734 Speedster Eight Phaeton
D1-03* 1930 Packard 734 Speedster Eight Sedan
D1-04* 1930 Packard 734 Speedster Eight Victoria Coupe
D1-05* 1930 Packard 734 Speedster Eight Roadster
Gary Severns, Long Beach, California
Blake & Lauren Atwell, Buda, Texas
Nicola Bulgari/The NB Center for American Automotive Heritage, Allentown, Pennsylvania
Lehrman Collection, Palm Beach, Florida
Howard & Roz Kroplick, East Hills, New York
Rick Zeiger & Ron Verschoor, Beverly Hills, California
Jose Munoz, Los Angeles, California
Gary Allen Carr, Pasadena, California
Joanie & Scott Kriens, Saratoga, California
Don & Glenda Sears, Tiburon, California
Classic Car Club Museum, Hickory Corners, Michigan
The Nethercutt Collection/Helen & Jack Nethercutt, Sylmar, California
The Keller Collection at the Pyramids, Petaluma, California
D2-01* 1930 Packard 745 Deluxe Eight Letourneur et
Steve & Michelle Snyder, Orange, California Marchand Convertible Victoria
D2-02 1931 Packard 840 Deluxe Eight Waterhouse
Rob & Jeannie Hilarides,Visalia, California Convertible Victoria
D2-03 1933 Packard 1006 Custom Twelve Dietrich
The Singleton Collection, Newport Beach, California Convertible Victoria
D2-04 1934 Packard 1106 Twelve LeBaron Runabout
D2-05 1934 Packard 1108 Twelve Dietrich Convertible Sedan
Harry Yeaggy, Cincinnati, Ohio
The JBS Collection/Jack Boyd Smith Jr., Elkhart, Indiana
D2-06 1934 Packard 1108 Twelve LeBaron Sport Phaeton Harry Yeaggy, Cincinnati, Ohio
D2-07 1939 Packard 1708 Twelve Derham Sport Phaeton
D2-08 1940 Packard 1806 Custom Super Eight
The William Lyon Family, Newport Beach, California
The Sport Clips Collection, Georgetown, Texas Darrin Convertible Victoria
G-01 1932 Duesenberg J Rollston Victoria Coupe
Donald Ghareeb,Vestavia Hills, Alabama
G-02* 1930 Duesenberg J LeBaron Dual Cowl “Barrelside” Phaeton Du Coing Family, Costa Mesa, California
G-03 1930 Duesenberg J Murphy Convertible Sedan
G-04 1931 Duesenberg J Murphy Convertible Coupe
Skip & Susan Tetz, Goshen, New York
John D. Groendyke, Enid, Oklahoma “Disappearing Top”
G-05 1933 Duesenberg SJ LaGrande Phaeton
G-06 1935 Duesenberg J Walker Torpedo Phaeton
H
H-01 1925 Rolls-Royce Silver Ghost Oxford Touring
H-02 1927 Rolls-Royce Phantom I Piccadilly Roadster
Thomas Maoli,Whippany, New Jersey
Anne Brockinton Lee/The Lee Collection, Sparks, Nevada
Heather & Harry Clark, Paradise Valley, Arizona
Kendall Rosemeyer, Prescott, Arizona
H-03 1931 Rolls-Royce Phantom II Continental Rajiv Kehr Aditya Dispomed Products Pvt. Ltd., H.J. Mulliner Close-Coupled Weymann Saloon
H-04 1933 Rolls-Royce Phantom II Continental
IMT Manesar, India
William Casey, Pittsburgh, Pennsylvania Park Ward Close-Coupled Saloon
H-05 1934 Rolls-Royce Phantom II H.J. Mulliner Sedanca De Ville The Suskin Collection, Atlanta, Georgia
H-06 1935 Rolls-Royce Phantom II Gurney Nutting
Victor Muller, Sol De Mallorca, Spain Drophead Sedanca
H-07 1938 Rolls-Royce Phantom III James Young Coupe
I MERCEDES-BENZ PREWAR
I-01* 1924 Mercedes 2-Litre Targa Florio Race Car
I-02 1927 Mercedes-Benz 630K Harrington Drophead
I-03 1928 Mercedes-Benz 680S Erdmann & Rossi Tourer
I-04 1928 Mercedes-Benz 710 SSK Corsica Drophead
I-05 1935 Mercedes-Benz 500/540K Cabriolet A
I-06 1936 Mercedes-Benz 540K Cabriolet B
I-07 1936 Mercedes-Benz 540K Special Roadster
Stephen F. Brauer, St. Louis, Missouri
Mercedes-Benz Heritage GmbH, Stuttgart, Germany
Nicholas & Shelley Schorsch of the Audrain Collection, Newport, Rhode Island
Rob Kauffman/RK Motors, Charlotte, North Carolina
William E. (Chip) Connor, Hong Kong
John D. Groendyke, Enid, Oklahoma
Valerie & Aaron Weiss, San Marino, California
William U. Parfet, Hickory Corners, Michigan
*Exhibit Only
J1-01 1923 Hispano-Suiza H6B Fernandez et Darrin Cabriolet
J1-02 1930 Bentley Speed Six Vanden Plas Sports Tourer
J1-03 1932 Lancia Astura Pinin Farina Cabriolet
J1-04 1932 Röhr 8 Type F Streamliner
J1-05 1934 Hispano-Suiza J12 Vanvooren Coupé
J1-06 1935 Bentley 3½ Litre Antem Drophead Coupé
J2-01* 1937 Bentley 4¼ Litre Vanden Plas Tourer
J2-02 1937 Bugatti Type 57SC Corsica Roadster
J2-03 1938 Bugatti Type 57C Gangloff Aravis
J2-04 1938 Delage D8-120 Letourneur et Marchand Aérosport
J2-05 1939 Bugatti Type 57C Vanvooren Convertible
J2-06 1939 Delahaye 135 M A. Guilloré Cabriolet
J2-07 1939 Lagonda V12 Drophead Coupé
J3-01 1925 Bugatti Type 30 Torpedo Sport Tourer
J3-02 1926 Bentley 3 Litre Super Sport Surbico Tourer
J3-03 1929 OM Tipo 665 SSMM Sport Milano Team Car
J3-04* 1932 Alfa Romeo 8C 2300 Touring Spider
J3-05 1933 Bugatti Type 55 Roadster
J3-06 1936 Delahaye 135 S Figoni et Falaschi Coupé
J3-07 1936 SS Cars SS100 Tourer
J3-08 1937 AC 16/80 Competition Open Two Seater
J3-09 1937 Peugeot 302DS Pourtout Roadster
Sam & Emily Mann, Englewood, New Jersey
Miles Collier Collection @ Revs Institute, Naples, Florida
Madan Mohan Yadav, Gurgaon, India
Mary & Ted Stahl, Punta Gorda, Florida
The Hon. Sir Michael Kadoorie, Hong Kong
Bob & Ellen Cole,Woodside, California
Peter Hageman, Kirkland,Washington
John Rich, Gilberton, Pennsylvania
Gwen & Tom Price, Belvedere, California
Dana & Patti Mecum, Geneva Lake,Wisconsin
Audrey & Martin Gruss, Palm Beach, Florida
Louis Ficco,Wheat Ridge, Colorado
Nishant Dossa, Mumbai, India
Jim & Tonya Hull, Malibu, California
Miles Collier Collection @ Revs Institute, Naples, Florida
Richard Lisman, Southampton, New York
Jon & Kim Shirley, Medina,Washington
Robert Bishop, Palm Beach, Florida
David F. D’Addario Family, Jupiter Island, Florida
Timothy Chu, Paya Lebur Square, Singapore
Ian Wayne & Angela Copeland, Hollywood, California
Phil White, Portola Valley, California
L1-01* 1922 Leach 22 A Seven Passenger Sedanette
L1-02 1923 Locomobile Model 48 Sportif
L1-03 1924 Rolls-Royce Silver Ghost Pall Mall Tourer
L1-04 1926 Rolls-Royce Silver Ghost Brewster Warwick
L1-05 1928 Aston Martin Sports Model “Feltham Flyer”
Bertelli Two Seater
L1-06 1933 Chrysler CL Imperial LeBaron Dual Cowl Phaeton
L1-07 1934 Bugatti Type 59 Sports
L1-08 1937 Bugatti Type 57C Ventoux
L1-09 1937 Lincoln K LeBaron Convertible Roadster
L1-10 1938 Mercedes-Benz 770 Pullman Limousine
L2-01 1952 Mercedes-Benz 300 S Cabriolet
L2-02 1958 Porsche 356A Speedster
L2-03 1962 Ferrari 400 Superamerica Pininfarina Coupé
L2-04 1962 Rover 109 Series IIA Special Station Wagon
L2-05 1964 Ferrari 250GT Scaglietti Berlinetta Lusso
L2-06 1965 Serenissima 308V Fantuzzi Spyder
L2-07 1967 Lamborghini Miura P400 Coupé
L2-08 1969 Ferrari 365 GTC Coupe
L2-09 1971 Iso Grifo Series II 7.4 Liter Bertone Can-Am Coupe
Petersen Automotive Museum, Los Angeles, California
Justin & Lisa Gosaynie,Ventura, California
Richard Plavetich & Susan Denton, Laguna Beach, California
Stephen & Susan Babinsky, Lebanon, New Jersey
Paul & Deirdre Lee, Studio City, California
Jonathan Santomauro, Phoenixville, Pennsylvania
The Pearl Collection/Fritz Burkard, Zug, Switzerland
Ted Reimel,Wayne, Pennsylvania
Stephen Plaster/Evergreen Historic Autos, Lebanon, Missouri
VA Collection, Battenberg, Germany
Vincent T. Schicchi, Merrimack, New Hampshire
Maria Carolina Vallasciani, London, United Kingdom
Jimmy & Linda Page, Boca Raton, Florida
Anne Brockinton Lee/The Lee Collection, Sparks, Nevada
Earl Waggoner & Tony Owen, Manhattan Beach, California
Tom McGough Sr./Tom McGough Jr., Shoreview, Minnesota
Nicholas & Shelley Schorsch of the Audrain Collection, Newport, Rhode Island
Craig McCaw, Montecito, California
Hardy Bassington, Palm Springs, California
*Exhibit Only
M1-01* 1951 Ferrari 212 Export Touring Barchetta
M1-02 1951 Ferrari 212 Export Vignale Coupe
M1-03 1951 Ferrari 212 Export Vignale Cabriolet
M1-04 1952 Ferrari 212 Inter Ghia Coupe Speciale
M1-05 1953 Ferrari 250 Europa GT Pinin Farina Cabriolet
M1-06 1954 Ferrari 375 MM Ghia Coupe
M2-01 1958 Ferrari 250 GT Pinin Farina Cabriolet Series I
M2-02 1959 Ferrari 410 Superamerica Pinin Farina Coupe
M2-03 1962 Ferrari 250 GTO Scaglietti Coupe
M2-04 1967 Ferrari 275 GTB/4 Scaglietti Berlinetta
M2-05 1967 Ferrari 330 GTC Coupe Speciale
M2-06 1973 Ferrari 365 GTB/4 Scaglietti Competizione Berlinetta
N-01* 1954 Jaguar D-type Prototype
N-02* 1955 Jaguar D-type Le Mans Race Car
O1-01** 1955 Jaguar D-type Race Car
O1-01** 1955 Jaguar D-type Race Car
O1-02* 1955 Mercedes-Benz W 196 R Formula 1 Race Car
O1-03 1956 Fiat 8V Zagato Berlinetta
O1-04 1960 Aston Martin DB4GT Coupé
O1-05 1960 Porsche 356B 1600GS Carrera GTL Abarth Coupe
O1-06 1966 Ford GT40 XGT-2 Mk II
O1-07 1954 Lagonda V12 Race Car (DP115/2)
O1-08 1954 Lagonda V12 Race Car (DP115/3)
O1-09 1956 Aston Martin DB3S Race Car
Private Collection
Brian Ross, Cortland, Ohio
Michael & Jillion Weisberg, Los Angeles, California
Dennis & Susan Garrity, De Pere,Wisconsin
RAWsport Motors/The Dick Wolf Collection, Montecito, California
Tom & Jill Peck, Irvine, California
Jerry Roehl, Los Ranchos, New Mexico
Sam Lombardo,Vero Beach, Florida
Tom Hartley Jnr., Swadlincote, United Kingdom
James & Victoria Trofitter, Brush Prairie,Washington
Heinecke Family, Bangkok, Thailand
David MacNeil, Fort Lauderdale, Florida
Jaguar Daimler Heritage Trust, Gaydon, United Kingdom
The JSL Motorsports Collection, Redwood City, California
Mark Haddawy, Los Angeles, California
Mark Haddawy, Los Angeles, California
Mercedes-Benz Heritage GmbH, Stuttgart, Germany
Private Collection, Knokke, Belgium
Tom Hartley Jnr., Swadlincote, United Kingdom
Jack & Kingsley Croul, Corona del Mar, California
Peter Klutt, Halton Hills, Canada
Lawrence Stroll,Warwickshire, United Kingdom
Lawrence Stroll,Warwickshire, United Kingdom
Lawrence Stroll,Warwickshire, United Kingdom *Exhibit Only
O2-01 1948 Alfa Romeo 6C 2500 SS Pinin Farina Cabriolet
O2-02 1953 Bristol 404 Prototype Coupe
O2-03 1957 Mercedes-Benz 300 SL Roadster
O2-04 1960 Aston Martin DB4 Coupé
O2-05 1964 Iso Rivolta A3C Drogo Coupe
O2-06 1964 Lamborghini 350 GT Touring Coupé
O2-07 1967 Bizzarrini 5300 GT Strada Series I Coupe
O2-08 1971 Lamborghini Miura P400 SV Bertone Coupé Speciale
O3-01 1947 Bentley Mark VI Figoni et Falaschi Grand Touring Coupé
O3-02 1948 Talbot-Lago T26 GS Saoutchik Fastback Coupé
O3-03 1948 Talbot-Lago T26 Record Saoutchik Coupe de Ville
O3-04* 1956 Bentley S1 H.J. Mulliner Lightweight Saloon
O3-05 1956 Mercedes-Benz 300 SC Cabriolet
O3-06* 1961 Bentley S2 H.J. Mulliner Drophead Coupé
O3-07 1964 Alvis TE-21 Mulliner Park Ward Drophead Coupé
P1-01 1951 Maserati A6G 2000 Pinin Farina Coupé
P1-02 1955 Maserati A6G/54 2000 Zagato Spyder
P1-03* 1956 Maserati A6G Zagato Berlinetta
P1-04* 1959 Maserati 3500 GT Bertone Coupé
P1-05 1964 Maserati 3500 GTi Vignale Spyder
P1-06 1965 Maserati Sebring II Vignale Coupé
P1-07 1971 Maserati Ghibli 4.9 SS Spyder
P1-08 1972 Maserati Ghibli 4.9 SS Ghia Coupé
P1-09 1977 Maserati Khamsin Bertone Coupé
*Exhibit Only
Elmer & Sandra Doty, Dallas,Texas
James Timpson, Cheshire, United Kingdom
Lorenzo Triana, Plano,Texas
Richard & Peggy Preiser, Delray Beach, Florida
Thomas Shannon, Surfside, Florida
Jim Gianopulos, Los Angeles, California
William H. & Cheryl K. Swanson, Pebble Beach, California
Devon MacNeil,Wellington, Florida
John Shaloub, Festus, Missouri
Robert Kudela, Chropyně, Czech Republic
Mark Hyman & Richard Mahoney, St. Louis, Missouri
Michael Berendes, Mainz, Germany
Todd Blue/LAPIS, Malibu, California
Bentley Motors, Cheshire, United Kingdom
James & Eliza Sprague,Washington, DC
Magnon Foundation, Riverside, California
Chris Shane, Manhattan Beach, California
Jonathan & Wendy Segal, San Diego, California
Jim Utaski, Skillman, New Jersey
Bruce & Peggy Wanta, Bellevue,Washington
John Clark & Gayle Pirie, Berkeley, California
David Reis, Harrison, New York
Peter Wilde, Brookline, Massachusetts
William Halkiw, Toronto, Canada
P2-01* 1938 Maserati 8CTF Open Wheel Race Car
P2-02 1954 Maserati A6GCS Fiandri & Malagoli Spyder
P2-03 1955 Maserati 150S Spyder
P2-04* 1956 Maserati 250F Open Wheel Race Car
P2-05 1956 Maserati 300S Fantuzzi Spyder
P2-06 1957 Maserati 200 SI Spyder
P2-07 1957 Maserati 450S Spyder
P2-08* 1957 Maserati 450S Zagato Berlinetta
P2-09 1960 Maserati Tipo 61 Birdcage
Q1-01 1951 Maserati A6G 2000 Frua Spyder
Q1-02* 1955 Maserati A6GCS Frua Spyder
Q1-03 1955 Maserati A6G/54 Frua Berlinetta
Q1-04* 1956 Maserati A6G/54 Frua Prototype Spyder
Q1-05 1959 Maserati 3500 GT Frua Spyder
Q1-06 1964 Maserati Mistral Frua Coupé
Q1-07 1965 Maserati Mistral Frua Spyder
Q1-08 1965 Maserati Mistral Maggiora Alloy Coupé
Q1-09 1967 Maserati Frua Coupé Speciale
Q2-01* 1946 FIAT 1100C Frua Barchetta
Q2-02 1953 Nardi/Peugeot 203 Dubois Frua Coupé
Q2-03 1953 Nardi 750 Frua Barchetta
Q2-04* 1953 OSCA MT4 Frua Spyder
Q2-06 1968 AC 428 Frua Spyder
Q2-07* 1971 Rolls-Royce Phantom VI Frua All-Weather Cabriolet
Q2-08 1973 Momo Mirage Frua Coupe
Indianapolis Motor Speedway Museum, Indianapolis, Indiana
Madylon & Dean Meiling, Henderson, Nevada
Private Collector, New York
Lawrence Auriana, Greenwich, Connecticut
Robert Davis, New York, New York
Ned Spieker, Atherton, California
Fastwelve, Redmond,Washington
Rob Walton, Scottsdale, Arizona
Thomas Mittler, Santa Fe, New Mexico
Henrik Jorst/Cool Classics International, Reno, Nevada
Jonathan & Wendy Segal, San Diego, California
Lawrence Auriana, Greenwich, Connecticut
Brendan & Rebecca Gallaher, Jackson,Wyoming
Ocean Roads/Fast Cars Ltd., Redondo Beach, California
Timothy G. & Cara R. Hoxie, and Michael Rubinstein, Orinda, California
George Andreini, Portola Valley, California
Larry Menser, Carmel Highlands, California
Blake Stevenson, Surry, Maine
Don Bernstein & Patt Taylor, Clark’s Summit, Pennsylvania
Bubala/John & Sonia Breslow,Whitefish, Montana
Edward Gregory, Bernardsville, New Jersey
Stephen Cortinovis, Saint Louis, Missouri
David & Carole Gaunt, Naples, Florida
John & Gwen McCaw,Wellington, Florida
Peter Kalikow, New York, New York
R 1990 s BPR & FIA GT RACE CARS
R-01* 1991 Ferrari F40 Pininfarina Coupe
R-02 1996 Ferrari F40 GTE Michelotto
R-03 1993 Jaguar XJ220C Le Mans Coupe
R-04* 1994 Jaguar XJ220 Coupe
R-05 1997 Mercedes AMG CLK GTR Coupe
R-06 1997 Mercedes AMG CLK GTR Coupe
R-07* 1999 Mercedes AMG CLK GTR Coupe
R-08* 1996 Porsche 993 GT Coupe
R-09 1998 Porsche 993 GT2 R Coupe
R-10* 1996 McLaren F1 GTR Le Mans Coupe
R-11* 1993 McLaren F1 XP4 Prototype
R-12* 1994 Bugatti EB110 Supersport
R-13 1995 Bugatti EB110 Sport Competizione
Gregory Whitten, Bellevue,Washington
Jacob Brunsborg, Silkeborg, Denmark
Henry Pearman – Historic Classics Collection, Heathfield, United Kingdom
Tom Radom, Houston, Texas
The Irish Family, Los Angeles, California
Henry Pearman – Historic Classics Collection, Heathfield, United Kingdom
Private Swiss Collection / Egon Zweimüller, Austria
Andrew Hsu, San Francisco, California
Lizett Bond, Reno, Nevada
BMWUSA Classic Collection,Woodcliff Lake, New Jersey
Rob Kauffman/RK Motors, Charlotte, North Carolina
Q Motorsports, Shawnee, Kansas
Chris Hrabalek, United Kingdom
V1-01 1955 Ghia Streamline X “Gilda” Coupe
V1-02 1960 Plymouth XNR Ghia Roadster
V1-03 1966 Cannara Roadster
V1-04 1969 Lancia Fulvia HF1.6 Competizione Prototype
V1-05 1970 Ferrari 512 S Modulo Pininfarina Coupe
V1-06 1970 Lancia Stratos HF Zero Bertone Coupe
Bradley & Buzz Calkins, Englewood, Colorado
Linda & Paul Gould, Pawling, New York
Guy Dirkin, Clermont, Florida
William E. Heinecke, Bangkok, Thailand
MJJV Cars, Rye, New York
Phillip Sarofim, Beverly Hills, California
V1-07* 1970 Mercedes-Benz C 111/II Sports Car Mercedes-Benz Heritage GmbH, Stuttgart, Germany
V1-08* 1972 BMW Turbo Concept
V1-09* 1973 Audi Asso di Picche Italdesign Coupe
V1-10* 1973 Chevrolet Aerovette
V1-11 1975 Lamborghini Countach LP 400 Periscopio
V1-12 1976 Ferrari Rainbow Bertone Coupe
BMW Group Classic, Munich, Germany
Italdesign S.p.A., Moncalieri, Italy
General Motors,Warren, Michigan
Franz Von Holzhausen, Los Angeles, California
ASI Automotoclub Storcio Italiano, Turin, Italy
*Exhibit Only
V2-01 1979 Aston Martin Bulldog
V2-02 1979 Ford Probe I Ghia Concept
Phillip Sarofim, Beverly Hills, California
Scott Grundfor, Arroyo Grande, California
V2-03* 1984 Honda HP-X Pininfarina Concept Pininfarina S.p.A., Cambiano, Italy
V2-04 1988 Cizeta-Moroder V16T Prototype
V2-05 1991 Lotec C1000 Coupe
V2-06 1993 Vector W8 Coupe
V2-07 2016 United Nude Lo-Res Car
V2-08 2017 Ken Okuyama Kode0
Brendan & Rebecca Gallaher, Jackson,Wyoming
Jonathan Weizman, Mountain Lakes, New Jersey
Private Collection
Rem D. Koolhaas/United Nude, Los Angeles, California
Kiyoyuki Ken Okuyama, Tokyo, Japan
V2-09* 2023 Italdesign Asso di Picche in Movimento Concept Car Italdesign S.p.A., Moncalieri, Italy
X-01* 1954 Land Rover Series I 86" Soft Top (NXN 1)
X-02* 1954 Land Rover Series I 86" Royal Ceremonial
X-03* 1958 Land Rover Series II 88" Royal Ceremonial
X-04* 1966 Land Rover Series IIa 109" 6-Cylinder Protoype
HM Queen Elizabeth II Collection, Coventry, United Kingdom
HM Queen Elizabeth II Collection, Columbus, Ohio
HM Queen Elizabeth II Collection, Coventry, United Kingdom
HM Queen Elizabeth II Collection, Station Wagon (JYV 1D) Coventry, United Kingdom
X-05* 1974 Range Rover Royal Ceremonial State I
X-06* 1983 Land Rover 110" Station Wagon (A444 RYV)
X-07* 1990 Range Rover Royal Ceremonial State I
X-08* 1998 Range Rover P38A Royal Ceremonial State I
X-09* 2005 Range Rover L322 Royal Ceremonial State I
X-10* 2009 Range Rover L322 Vogue (CK58 NPJ)
HM Queen Elizabeth II Collection, Coventry, United Kingdom
HM Queen Elizabeth II Collection, Coventry, United Kingdom
HM Queen Elizabeth II Collection, Coventry, United Kingdom
HM Queen Elizabeth II Collection, Coventry, United Kingdom
HM Queen Elizabeth II Collection, Coventry, United Kingdom
HM Queen Elizabeth II Collection, Coventry, United Kingdom
A-1 ANTIQUE
Chief Class Judge: John Bertolotti, Los Gatos, California
Team Judges: Dan Erceg, San Jose, California
Scott Henningsen, Salinas, California
CLASS A-2 PACKARD EARLY (PRE-TWIN SIX)
Chief Class Judge: Colin Feichtmeir, Los Gatos, California
Team Judges: Paul A. Ianuario Sr., Duncan, South Carolina
Rick Rawlins, Santa Ana, California
CLASS C-1 AMERICAN CLASSIC OPEN
CLASS C-2 AMERICAN CLASSIC CLOSED
Chief Class Judge: Steve Morton, Newport Beach, California
Team Judges: Robert Joynt, Batavia, Illinois
Knox Kershaw, Montgomery, Alabama
Jeff Mihaly, San Leandro, California
Whitney H. Overocker, Newport, Rhode Island
Larry Seidell, Pinole, California
Eric Voigt, Riverside, California
CLASS D-1 PACKARD 734 SPEEDSTER
CLASS D-2 PACKARD 125 TH ANNIVERSARY OPEN CUSTOM COACHWORK
Chief Class Judge: Steve Morton, Newport Beach, California
Team Judges: Jim Farley, Dearborn, Michigan
Matthew Kilkenny, Los Gatos, California
Gene Perkins, Greenwood, Indiana
G DUESENBERG
Chief Class Judge: Steve Snyder, Orange, California
Team Judges: Allan A. McCrary, Vacaville, California
Nelson V. Thorpe, Oakland, California
CLASS H ROLLS-ROYCE PREWAR
Chief Class Judge: Robert Miller, Santa Barbara, California
Team Judges: Diane Brandon, Reno, Nevada
Rubén L. Verdés, Boca Raton, Florida
CLASS I MERCEDES-BENZ PREWAR
Chief Class Judge: Jonathan Sierakowski, Raleigh, North Carolina
Team Judges: Chris Kramer, Roesrath, Germany
Siegfried Linke, Stanwood,Washington
CLASS J-1
CLASS J-2
CLASS J-3
EUROPEAN CLASSIC TOURING EARLY
EUROPEAN CLASSIC TOURING LATE
EUROPEAN CLASSIC SPORT
Chief Class Judge: Al McEwan, Redmond,Washington
Team Judges: David Cohen, West Vancouver, Canada
Christoph Grohe, Féchy, Switzerland
Malcolm Harris, Seattle,Washington
Peter Larsen, Copenhagen, Denmark
Jonathan Lee, Brunswick, Maine
Nigel Matthews, Richmond, Canada
Raoul E. San Giorgi, Schilde, Belgium
David B. Smith, Clyde Hill,Washington
Allan Winn, Tadworth, United Kingdom
CLASS L-1
CLASS L-2
PREWAR PRESERVATION
POSTWAR PRESERVATION
Chief Class Judge: Peter Hageman, Kirkland,Washington
Team Judges: David Brynan, Los Angeles, California
Todd Gilmour, Sydney, Australia
Scott Grundfor, Arroyo Grande, California
Rob Ianuario, Greenville, South Carolina
Dirk Layer, Solvang, California
Daniel Sielecki, Maldonado, Uruguay
CLASS M-1 FERRARI EARLY
CLASS M-2 FERRARI LATE
Chief Class Judge: Chris Current, Silver Spring, Maryland
Team Judges: Scott Bergan, Gardnerville, Nevada
David Eichenbaum, St. Petersburg, Florida
L. Scott George, Naples, Florida
Sean Gill, Kingston, Massachusetts
Patrick Ottis, Berkeley, California
David N. Seielstad, Princeville, Hawaii
CLASS O-1
CLASS O-2
POSTWAR SPORTS RACING
POSTWAR SPORTS
CLASS O-3 POSTWAR TOURING
Chief Class Judge: Matt Stone, Camarillo, California
Team Judges: Laurence Anderson, The Sea Ranch, California
Ellen Bireley, Indianapolis, Indiana
Les Burd, Alameda, California
Mike Heffernan, San Francisco, California
Brian Martin, McPherson, Kansas
Donald W. Osborne, Palm Springs, California
Paul Sable, Jim Thorpe, Pennsylvania
Joshua Scherling, Pebble Beach, California
Jonathan A. Stein, Reading, Pennsylvania
Conrad Stevenson, Berkeley, California
CLASS P-1 MASERATI ROAD CARS
CLASS P-2 MASERATI RACE CARS
Chief Class Judge: Winston Goodfellow, Sedona, Arizona
Team Judges: John Ling, Fort Lauderdale, Florida
Steve Mraovic, Phoenix, Arizona
Ivan Ruiz, Dawsonville, Georgia
Rob Shanahan, Carlsbad, California
Julie Summerville, Genoa, Nevada
Ivan Zaremba, San Rafael, California
CLASS Q-1 MASERATI FRUA
CLASS Q-2 FRUA
Chief Class Judge: Miles Morris, Weston, Connecticut
Team Judges: John Clinard, Irvine, California
Massimo Delbo, Borgo Ticino, Italy
Ben Erickson, Copenhagen, Denmark
Simon Kidston, Geneva, Switzerland
Tim McNair, Blue Bell, Pennsylvania
Tom Meadows, Los Osos, California
CLASS R 1990 s BPR & FIA GT RACE CARS
Chief Class Judge: Paul Hageman, Ojai, California
Team Judges: Julius Kruta, Gengenbach, Germany
Kerry Morse, Irvine, California
Patrick Peter, Paris, France
Stephane Ratel, Rome, Italy
CLASS V-1
WEDGE-SHAPED
CONCEPT CARS & PROTOTYPES EARLY
CLASS V-2 WEDGE-SHAPED
CONCEPT CARS & PROTOTYPES LATE
Chief Class Judge: Ken Gross, Hamilton,Virginia
Team Judges: Richard Adatto, Seattle,Washington
John Carlson, Belcarra, Canada
Kemal Curic, Irvine, California
David Grant, Castaic, California
Raffi Minasian, Bainbridge Island,Washington
Jay Ward, Orinda, California
ARTCENTER COLLEGE OF DESIGN AWARD
Team Leader: Mike Warsaw, Pasadena, California
Team Judges: Marek Djordjevic, Long Beach, California
Merle Mullin, Los Angeles, California
CENTER FOR AUTOMOTIVE RESEARCH AT STANFORD (CARS) AWARD FOR AUTOMOTIVE INNOVATION
Nomination Leader: Jonathan Feiber, Atherton, California
Nomination Team: Stanford University Students
Team Leader: Robert T. Devlin, San Francisco, California
Team Judges: Diane Brandon, Reno, Nevada
Caroline Cassini, Marina del Rey, California
Nigel Matthews, Richmond, Canada
Team Leader: Adolfo Orsi, Carpi, Italy
Team Judges: Carl Bomstead, Palm Desert, California
Mark Gessler, Brescia, Italy
Rich Heley, Half Moon Bay, California
Roy Miller, Santa Barbara, California
Sam Movizio, Auburn, Australia
Gary Schroeder, Franktown, Colorado
GIFTS OF $750,000 & ABOVE
James & Dot Patterson
GIFTS OF $100,000 TO $249,999
Robert Bishop
Bradley A. Greene — In Honor of Donald Williams, mentor and friend
David & Melissa MacNeil
GIFTS OF $50,000 TO $99,999
Lord Bamford
The Commonwealth Foundations
Ed & Sherry Gilbertson
Jackson Family Foundation — In Support of the Don Williams Classic Car Restoration Program
GIFTS OF $25,000 TO $49,999
Boeckmann Charitable Foundation
Stephen & Camilla Brauer
Chris & Ann Cox
Tom Hartley Jnr.
ITN Holdings LLC
Samuel Lehrman & Maureen Kelly
Irvin & Barbara Kessler
Thomas Maoli — In Support of the Don Williams Classic Car Restoration Program
Bruce R. McCaw Family Foundation — In Honor of Glenn Mounger as Chairman Emeritus
Jon & Mary Shirley Foundation — In Memory of Erickson Shirley
Tom & Jill Peck — In Memory of Thomas R. Peck Sr.
Rolling Art Classics — In Support of the Don Williams Classic Car Restoration Program
Rob Kauffman / RK Motors
Mary & Ted Stahl
Robert J. Stevens & Michelle A. Stevens
Trousdale Ventures
Gregory & Michelle Whitten
Daniel Sielecki — In Honor of Pablo Stalman
Will & Cary Singleton — In Honor of Phil Hill, Jules “J.” & Sally Heumann, John Lamm & Don Williams
Bill & Cheryl Swanson / Center of Effort Wines
Lorenzo Triana — In Support of the Phil Hill Scholarships
Janet Williams & Sons / Blackhawk — In Memory of My Husband Don Williams
Harry Yeaggy
Anonymous — In Honor of Sandra Button
Anonymous — In Support of the Don Williams Classic Car Restoration Program
Anonymous
GIFTS OF $10,000 TO $24,999
John Bentley
Blackhawk Rolling Art — In Memory of Don Williams and In Support of the Don Williams Classic Car Restoration Program
Todd Blue / Mercedes-Benz of Northern Arizona
Dr. Terry Bramall
Mark R. Brinker
Roy Brod — In Memory of Kenneth Brod & Edwin Prossack
Kim & Stephen Bruno
Fritz Burkard / The Pearl Collection — In Support of the Don Williams Classic Car Restoration Program
Martin & Sandra Button — In Memory of two great friends, Don Williams and Eddie Daepp
John Clark & Gayle Pirie — In Support of the Phil Hill Scholarships
Graham Clempson
Bob & Ellen Cole — In Memory of Don Williams, with fond memories and friendship, and In Support of the Don Williams Classic Car Restoration Program
Croul Family
David F. D’Addario Family
Jimmy & Lisa Dobbs
Jim & Evelyn Fasnacht
Leon Flagg & Curtis Lamon
Donald Ghareeb
Paul Gould
The Audrey & Martin Gruss Foundation — In Support of the Phil Hill Scholarships
Thomas Hamann — In Memory of Nicklas “Nick” Hamann
Lee & Joan Herrington — In Honor of Strother MacMinn
Leslie Heumann — In Memory of Jules & Sally Heumann and In Support of the Jules “J.” & Sally Heumann Scholarships
Robert Kudela, Chropynska — In Support of the Phil Hill Scholarships
Anne Brockinton Lee, Trustee, Robert M. Lee Foundation — In Memory of Robert M. Lee, Alta & D. A. Brockinton Jr., and Jaqueline & Raymond Rapetti
The William Lyon Family — In Memory of General William Lyon and In Support of the Don Williams Classic Car Restoration Program
Sam & Emily Mann — In Memory of Arturo Keller & Peter Mullin and In Support of the Jules “J.” & Sally Heumann Scholarships
John & Gwen McCaw
Tom J. McGough
Henry E. & Lola Monroe Foundation — In Memory of Phil Hill & Ken Vaughn and In Support of the Phil Hill Scholarships
Beth & Ross Myers
Charles & Karen Nearburg
Kiyoyuki Ken Okuyama
William U. Parfet
William Pope — In Support of the Don Williams Classic Car Restoration Program
Price Family Foundation — In Support of the Don Williams Classic Car Restoration Program
Howard Schaevitz — In Memory of Robert Erausquin and In Support of the Phil Hill Scholarships
Nicholas & Shelley Schorsch
Thomas Shannon — In Support of the John Lamm Scholarships
Carol & Ned Spieker
Russell C. Steiner — In Support of the Don Williams Classic Car Restoration Program
David & Ginny Sydorick
Jack & Debbie Thomas
Jim & Nancy Utaski — In Memory of Giovanni “Nino” Epifani
Ian Wayne and The Lenore & Richard Wayne Foundation — In Memory of Allen S. Bishop and In Support of the Phil Hill Scholarships
Bob & Linda Welch and Family
Kendra & Peter Wilde
Dick Wolf — In Support of the Jules “J.” & Sally Heumann Scholarships
GIFTS OF $2,500 TO $9,999
Richard Adatto — In Support of the Don Williams Classic Car Restoration Program
ASI - Automotoclub Storcio Italiano In Memory of Marcello Gandini and In Support of the Don Williams Classic Car Restoration Program
Stephen & Susan Babinsky — In Memory of Craig Watrous
Kitt & Wendy Baldwin — In Memory of John C. Baldwin
Mr. & Mrs. Gunther Buerman / Newport Car Museum — In Support of the Phil Hill Scholarships
Cairati Monterey
Karra L. Canum — In Honor of the Pebble Beach Motoring Classic
Gary Carr — In Memory of Michael Porto and In Support of the Don Williams Classic Car Restoration Program
Larry & Juana Carter Charitable Fund — In Support of the Phil Hill Scholarships
Bret Curtis
Ron & Margie Danz Charitable Trust
Hans Emeren
Engelstad Foundation — In Support of the Don Williams Classic Car Restoration Program
Bruce Failing Fiskens
Brendan & Rebecca Gallaher
Dennis & Susan Garrity
Adrian C. Gattiker — In Support of the Don Williams Classic Car Restoration Program
The Margaret Cameron & James M. Glickenhaus Foundation
John D. Groendyke — In Support of the Don Williams Classic Car Restoration Program
Scott Grundfor
The Hageman Family
McKeel Hagerty
Mr. & Mrs. H. William Harlan — In Honor of Sandra Button
Mike & Jo Heffernan — In Honor of Jerry Rosenstock, 50-year Judge, and In Support of the Phil Hill Scholarships
William E. Heinecke
Rich Heley — In Memory of Mark Lambert
Rob & Jeannie Hilarides
Mark Hyman — In Support of the Don Williams Classic Car Restoration Program
Peter Kappeler
Dennis & Karen Kazmerowski
Rajiv Kehr — In Memory of Maharaj Kumari Rachana Devi
Kehr of Tripura and In Support of the Don Williams Classic Car Restoration Program
Michael & Sally Kerns — In Memory of Kathryn Leboeuf & Donald Kerns
Jeila & Knox Kershaw
Peter & Victoria Klutt / Legendary Motorcar Company Ltd.
— In Support of the Phil Hill Scholarships
Howard & Roz Kroplick
Peter Larsen & Ben Erickson
Herbert A. Lederer — In Memory of Dolores K. Lederer and In Support of the Phil Hill Scholarships
Lexus of Winter Park / Orlando
Richard Lisman — In Memory of Lee Cunningham Lisman
Lawrence Magnus — In Honor of Don Williams, In Memory of Frank Hershey, and In Support of the Don Williams Classic Car Restoration Program
Richard Mahoney
The Mancuso Family
Peter & Kacey McCoy
Steve Morton — In Memory of Frank Morton
The Mosaic Foundation (of R. & P. Heydon) — In Honor of Sandra Button & Chris Bock and In Memory of Lorin Tryon
Kevin W. O’Brien — In Honor of Alex, Lauren & Lily O’Brien, and In Support of the Don Williams Classic Car Restoration Program
Donald W. Osborne — In Support of the John Lamm Scholarships
Stephen R. Plaster
Brian & Randy Pollock
Peggy S. Preiser
James R. & Judith Ann Raible, Jr. — In Honor of our sons,
Justin & Nicolas Reyes, and their families
Lucy & Rick Rawlins
GIFTS OF $2,500 TO $9,999 Continued
Michael Regalia — In Memory of Mom & Dad
David Reis — In Support of the Phil Hill Scholarships
Jonathan Santomauro — In Memory of Arturo Keller
Joshua & Stacey Scherling — In Honor of Judith Ann Raible, In Memory of Paul Woudenberg, and In Support of the Don Williams Classic Car Restoration Program
Gary Severns — In Support of the Phil Hill Scholarships
James Sprague
Bruce Wanta — In Support of the Phil Hill Scholarships
George Andreini
John & Susan Barrett — In Honor of Marty & Molly Moore
Hardy Bassington — In Memory of David Gluckstein and In Support of the Don Williams Classic Car Restoration Program
Donald Beck — In Memory of Donald K. Beck, Sr.
Chris Bock — In Memory of Ted Raines
Lizett Bond — In Memory of Georges Wolinski
David Brynan
Jeff Burghardt & Nicole Doré — In Honor of Judith Ann Raible
J. Bruce Campbell
John & Koto Carlson — In Memory of Tom Sparks, Jack Passey & Mark Lambert
William Casey — In Honor of William Davis and In Support of the Don Williams Classic Car Restoration Program
Caroline Cassini — In Memory of Joseph C. Cassini III and In Support of the Jules “J.” & Sally Heumann Scholarships
Harry & Heather Clark
Stephen Cortinovis
Michelle & Martin Cousineau — In Honor of Chris Bock and In Memory of Bill Kuettel and Art Fitzpatrick
Chris Current
Massimo & Katie Delbo — In Support of the Phil Hill Scholarships
Pol Derie
Robert T. Devlin & Elizabeth D. Devlin — In Support of the Phil Hill Scholarships
Valerie & Aaron Weiss — In Support of the Jules “J.” & Sally Heumann Scholarships
Jonathan Weizman
Phil White — In Support of the Phil Hill Scholarships
Yanni Family Fund
Egon Zweimueller — In Honor of Kommerzialrat
Egon Zweimüller
Anonymous — In Memory of Mark J. Smith
Anonymous
David & Erin Eichenbaum
Colin Feichtmeir — In Memory of Mark Smith and In Support of the Phil Hill Scholarships
Gabrielle M. Garza — In Honor of Dr. Richard Garza & Dr. Jennifer Keir-Garza
Mark Gessler & Francesca Parolin — In Support of the John Lamm Scholarships
Todd Gilmour
Trevor Gordon
Justin Gosaynie — In Memory of C.D. Gosaynie M.D. and In Support of the Phil Hill Scholarships
Edward Gregory — In Support of the Don Williams Classic Car Restoration Program
Janine & Michael Hattem — In Honor of Brentwood
Communications 50th Anniversary and In Support of the Phil Hill Scholarships
Kandace Hawkinson — In Honor of Chris Bock & Sandra Button
Peter & Pam Hemken
Timothy & Cara Hoxie
Andrew Hsu — In Support of the Phil Hill Scholarships
Jonathon Huber
Huber Family
Tonya & Jim Hull — In Honor of Arturo Keller, for his 50+ years of showing his always unique and beautiful cars at Pebble Beach! and In Support of the Phil Hill Scholarships
GIFTS UP TO $2,499 Continued
Rob & Brittany Ianuario
Kathryn & Sean Jacobs
Robert E. Jacobsen — In Support of the John Lamm Scholarships
Bob & Sheila Joynt — In Memory of Gerald & Susanna Joynt
The Hon. Sir Michael Kadoorie
Dirk Layer — In Support of the Phil Hill Scholarships
Paul Lee — In Memory of Emanoel Lee and In Support of the Don Williams Classic Car Restoration Program
Matthew & Christine Liguori
Siegfried Linke — In Support of the Don Williams Classic Car Restoration Program
Gordon B. Logan — In Support of the Don Williams Classic Car Restoration Program
Roy Magnuson
Ralph & Adeline Marano
Chad Marcino, Marcino Enterprises — In Support of the Don Williams Classic Car Restoration Program
Dave Marek — In Memory of Strother MacMinn
Tom Matano — In Support of the Jules “J.” & Sally Heumann Scholarships
Geoffrey Mavar
Al & Sandi McEwan — In Memory of Bill Davis
Tim McNair — In Support of the Phil Hill Scholarships
Greg Mittendorf
Kerry Morse — In Honor of Jürgen Barth, Le Mans winner, BPR founder and friend
Sam Movizio
Victor R. Muller
Jose Munoz — In Support of the Phil Hill Scholarships
Whitney Overocker — In Honor of Jean M. Hoffman and In Support of the Phil Hill Scholarships
Tony Owen
Rob & Sandi Pappani
Vanessa Polanco — In Memory of Socorro Polanco
Tom Radom — In Honor of Mr. & Mrs. Radom and In Support of the Jules “J.” & Sally Heumann Scholarships
Jo Raines & Family — In Loving Memory of Ted Raines
Larry Seidell — In Memory of Ted Raines and In Support of the Don Williams Classic Car Restoration Program
Shane Family — In Honor of Larry Shane and In Support of the Don Williams Classic Car Restoration Program
Chris Singhal — In Support of the John Lamm Scholarships
Lucas Slijpen
Mark Smucker
Steve & Michelle Snyder
Quintin Souza — In Honor of Pam & Ray Souza
Jonathan A. Stein — In Support of the John Lamm Scholarships
Blake Stevenson — In Support of the Phil Hill Scholarships
Rubén Verdés
Jay Ward — In Support of the Phil Hill Scholarships
Allan Winn
Anonymous — In Honor of Sandra Button and In Memory of Don Williams
Anonymous
One of the primary objectives of the Pebble Beach Concours d’Elegance is giving back to the community and those in need. Through our annual Charity Drawing, a select group of charities can raise much-needed funds by giving donors the opportunity to win cars donated by our generous sponsors—and the charities get to keep 100% of the proceeds.
We are pleased to have generous manufacturers and to be able to pair them with nonprofits working to provide critical services in our community. These charities run a summer-long campaign, reaching out to their constituents and selling tickets all in support of raising funds.
WE THANK THE MANUFACTURERS PARTICIPATING IN THE 2024 PEBBLE BEACH CONCOURS d ’ELEGANCE CHARITY DRAWING
Lexus
Two-year lease on a 2024 Lexus GX 550 Premium
Approximate Retail Value: $22,752 (winner will receive a two-year lease on a 2024 Lexus GX 550 Premium)
100% of proceeds benefit Boys and Girls Clubs of Monterey County & Rancho Cielo
INFINITI
All-New 2025 INFINITI QX80
MRSP: $110,595
100% of proceeds benefit Salinas Valley Health Foundation & Seneca Family of Agencies
Ford Motor Company
2024 Ford Mustang GT Premium
Estimated MSRP: $48,000
100% of proceeds benefit Natividad Foundation & United Way Monterey County
Mercedes-Benz USA
2025 Mercedes-Benz GLA 250
MSRP: $46,150
100% of proceeds benefit Montage Health Foundation & MY Museum
OUR 2024 CHARITY DRAWING PARTNERS
Boys & Girls Clubs of Monterey County
Natividad Foundation
Montage Health Foundation
MY Museum
Rancho Cielo
Salinas Valley Health Foundation
Seneca Family of Agencies
United Way Monterey County
Paso Robles
Wines made for life’s beautiful moments.
Our Concept Lawn turns 35 this year! Last year, it showcased cars ranging from the Acura
to the
The Pebble Beach Concours was initially a competition of new cars, much like the concours that preceded it in Paris and throughout Europe. But we shifted our focus to collector cars in the mid-1950s, other concours followed suit, and the nature of a concours was soon redefined as a competition for collector cars.
Our Concept Lawn, instituted in 1989, has brought us full circle in many ways.
The Pebble Beach Concours competition was generally held on the lawn of The Lodge at Pebble Beach until 1985, when a spectacular display of Bugatti Royales demanded special placement—and it was showcased on the practice putting green situated at the Lodge’s front door. A special GM Design Display consisting largely of Corvettes followed in 1987.
Our Concept Lawn formally got underway with a display of historic Dream Cars showcased on the putting green in 1989. It was so popular that we hosted similar displays in 1990 and 1992, featuring everything from early icons such as the Buick Y-Job, the Phantom Corsair, and the Raymond Loewy Lincoln Continental to exciting midcentury creations such as Ghia’s Streamline X “Gilda,” GM Firebirds I, II and III, and the Oldsmobile F-88, to 1960s fan favorites such as the Dodge Dart Daroo II and Peter Brock’s Triumph TR250K.
In 1993, we leapt forward to showcase modern dreams— cars ranging from Chrysler’s Lamborghini Portofino and Thunderbolt concepts to Ford’s Ghia-bodied Zig and Zag and Focus, and the Plymouth Prowler concept.
Today our Concept Lawn continues to host many concepts and new car debuts—and some of the cars previously
showcased on the Concept Lawn are making their way onto our main competition field.
We look forward to showcasing the latest automotive creations and the dreams of tomorrow on our Concept Lawn for decades to come.
Making its world public debut at the Pebble Beach Concours, the new Acura Performance EV Concept represents the next generation of Acura Precision Crafted Performance in the electrified era. Designed by the Acura Design Studio in Los Angeles, the new Performance EV Concept communicates Acura’s intense focus on performance and future vision of invigorating emissions-free driving.
This is the fifth Acura concept vehicle displayed on the Pebble Beach Concours Concept Lawn. The Acura NSX Concept, showcased in 2013, foreshadowed the design of the production hybrid-electric supercar. It was followed in 2016 by the Acura Precision Concept, a dynamic expression of Acura Precision Crafted Performance brand DNA that established the design direction of all Acura models that followed.
The Type S Concept in 2019 set the stage for the re-introduction of Type S performance variants to the Acura lineup.
In 2022, the Acura Precision EV Concept previewed the performance brand’s design language for the electrified era. And now the dynamically styled all-electric 2024 Acura ZDX and the nearly 500 hp ZDX Type S, the most powerful Acura SUV ever, reflect many of those same design themes.
As with previous Acura concept vehicles, much of the new Performance EV Concept’s design language will be seen in future production Acura vehicles. Acura is committed to delivering clients Precision Crafted Performance in the next generation of electrified Acura models.
The Aspark Owl isn’t just a car; it’s a symphony of cutting-edge performance metrics that redefine what’s possible in the realm of electric supercars. Beyond its Guinness World Record-breaking acceleration and blistering top speed, the Owl boasts a myriad of performance specifications that elevate it to legendary status.
At its heart lies a powertrain generating an astounding 1,985 horsepower (1,480 kW) and 2,000 Nm of torque, propelling the Owl from zero to 60 mph in a mind-bending 1.69 seconds. This acceleration is not only instantaneous but also sustained, thanks to the Owl’s optimized traction control and torque vectoring systems, ensuring unparalleled handling and stability even at extreme speeds.
The Owl’s aerodynamically sculpted carbon fiber bodywork isn’t just for aesthetics; it’s engineered to enhance downforce and minimize drag, crucial for achieving a top speed exceeding 249 mph (400 km/h). Yet, the Owl maintains a practical side with a range of approximately 280 miles (450 kilometers) on a single charge, underscoring its versatility as a daily driver as well as a track weapon. Its regenerative braking system maximizes efficiency, extending range and reducing environmental impact.
With its blend of staggering acceleration, high-speed capability, and practical range, the Owl represents the pinnacle of automotive engineering, heralding a future where performance and sustainability converge seamlessly.
The new Bentley Continental GT Speed is the fourth generation of the definitive luxury grand tourer. A comprehensive redesign brings the biggest change to the face of the Continental GT since its original launch in 2003, and it is the first mainstream Bentley without four headlamps since the 1960s. The new Continental GT continues the new design direction being taken by Bentley since the launch of the coachbuilt Bacalar and Batur models, focusing on cleaner, more muscular surfaces with fewer interruptions.
However, the most significant changes are beneath the skin. An all-new Ultra Performance Hybrid powertrain delivers a total of 771 bhp and 738 lb ft, for a significant step forward in dynamic ability. A new 600 bhp,
590 lb ft 4.0-liter V8 engine works in harmony with a 190 bhp, 332 lb ft electric motor to complete the sprint from zero to 60 mph in just 3.2 seconds, with a top speed of 208 mph. As well as stunning performance, the new system brings an electric-only driving range of 50 miles, meaning the new Continental GT can deliver luxurious, silent electric motoring along with exceptional acceleration.
A new suspension system harnesses the increased power, delivering a quantum leap in dynamic agility when in Sport mode. For everyday driving, new dual-valve dampers deliver a step change in ride comfort to further improve the Continental GT’s abilities as an everyday supercar and a long-distance grand tourer.
Making its North American Premiere at the Pebble Beach Concours d’Elegance, the 2025 BMW M5 is the seventh generation of a lineage of practical, comfortable 4-door sedans infused with supercar-level power and performance from BMW Motorsports experience. For the very first time in its storied history, the BMW M5 is a plug-in hybrid electric vehicle (PHEV), using an M Hybrid drivetrain closely related to the one that powers the BMW M Hybrid V8 GTP racing car currently competing in the IMSA WeatherTech Sportscar Championship.
The 4.4-liter M TwinPower Turbo V8 is supplemented by an electric motor fitted between the engine and the 8-speed M Steptronic gearbox. The result is the most powerful M5 ever built, with 717 horsepower and 738 lb-ft (1,000 nm) of torque. With the traction provided by the
M xDrive intelligent all-wheel-drive system, the 2025 M5 bolts from zero to 60 mph in 3.4 seconds, on to a top speed of 190 mph when the optional M Driver’s Package is specified. Furthermore, the new M5 can deliver an estimated 25 miles of purely electric, zero emissions driving at up to 86 mph. And in keeping with the M5’s mission to provide all-day comfort with track readiness, the optional BMW M Drive Professional allows the driver to select from two additional hybrid powertrain strategies specifically developed to maintain combined operation between the combustion and electric drive systems for consistent performance in a track environment.
Production of the all-new 2025 BMW M5 has just begun at BMW Plant Dingolfing, with US deliveries planned to commence in the fourth quarter of 2024.
Making its World Premiere at the Pebble Beach Concours d’Elegance, the 2025 BMW M5 Touring adds a new dimension to the traditional BMW M5 formula of everyday comfort and usability imbued with extreme high performance born from BMW Motorsports. While the BMW M5 sedan has been a global icon for nearly 40 years over six generations, there have been only two Touring variants produced in that time, and neither was ever offered to enthusiasts on this side of the Atlantic. The introduction of the seventh generation BMW M5 changes that, as the sedan will be joined by the very first M5 Touring ever offered in the US.
Behind the BMW twin kidney grille at the front is a race-derived M Hybrid drivetrain, comprised of a 4.4-liter M TwinPower Turbo V8 boosted by an electric motor mounted between it and the 8-speed
M Steptronic transmission. The result is 717 hp and 738 lb-ft of torque. At the back, in addition to the traditional M quad tailpipes, a singlepiece tailgate lifts to reveal a cavernous luggage area, and folding rear seats expand the space even further. A thoroughly modern, tech-forward interior is bathed in unique ambient lighting in the M tricolor and features M multifunctional seats with exclusive Merino leather designs, the BMW Curved Display powered by iDrive 8.5 with M-specific controls and displays, and Advanced Driver Assistance Systems. The whole package is wrapped in a distinctive widebody design mated to an M-specific chassis featuring an Adaptive M Suspension, Integral Active Steering, M xDrive intelligent all-wheel-drive, and staggered wheel and tire packages. Production begins in late 2024, with US deliveries expected at the beginning of 2025.
This 1986 Porsche bb Targa Hybrid has been masterfully restored by the expert team at Galpin Motors. Blending heritage with cutting-edge technology, the car’s eye-popping paint job pays homage to the renowned bb-Auto “Rainbow” Turbo Targa made in conjunction with Polaroid for the 1976 Photokina photography show. Power comes from a meticulously crafted Ed Pink racing motor and is enhanced with VONNEN hybrid technology to deliver an exhilarating 550 horsepower. Complementing its power are the Active Suspension Management System, custom 18-inch wheels from Titan 7, and Brembo brakes—all ensuring dynamic handling.
Step inside to discover a bespoke driving environment. Premium materials and craftsmanship define the cabin, which features Recaro classic LX seats, an electric A/C system ensuring optimal climate
control, and an immersive audio system with a premium 660-watt Focal sound system. A Porsche Classic Communication Radio and a 9.2-inch passenger infotainment screen seamlessly integrate classic aesthetics with modern technology.
Galpin Motors now holds the exclusive rights in the US for the esteemed German design firm bb-Auto. Bb-Auto was established in Frankfurt, Germany, 50 years ago by Rainer and Kathrin Buchmann, who customized new and classic Porsches and other prominent European brands. The Galpin team has been customizing cars since 1952 through their dealerships and world famous Galpin Auto Sports. There will be a limited run of seven 50th Anniversary bb targa hybrids built to their owner’s specifications.
The 993 GWR Program, Remastered by Gunther Werks, is the eagerly awaited fourth release from the California-based company. A culmination of its predecessors’ technology, capability, and craftsmanship, the GWR represents the pinnacle in air-cooled engineering.
Every purpose-built feature of the car is derived with performance in mind. Based on a 993 chassis, the carbon fiber body has been completely redesigned and optimized for aerodynamic stability, while maximizing cooling. An S-duct on the bonnet, fender aero vents and extraction louvres, double-bubble roof, front wheel air curtains, low drag vortex extractors, vented ducktail spoiler, and a functional rear diffuser are among the features of this 2,400 lb masterpiece.
The 4.0L, flat-6 engine features all new cylinder heads with dual overhead camshafts, flat slider individual throttle bodies, a lightweight titanium valvetrain, and an optimized intake manifold. It produces more than 500 horsepower, revving up to 9,000 rpm—proving it delivers more than just looks.
Production of the GWR will be extremely limited worldwide, each commission entirely unique to its owner. The 993 GWR Program, Remastered by Gunther Werks, promises to be a true driver’s car—as communicative as it is beautiful, delivering all the passion of analog driving, with all the advantages of modern technology. It’s everything we love about driving, elevated.
Quintessenza is Italdesign’s latest concept: it represents the quintessential relationship between humans and nature in its many forms. An electric, two-scissor door vehicle, it blends the luxury appeal of a GT and the all-terrain character of a pickup.
At 5561 mm long, 1580 mm high and 2200 mm wide, Quintessenza can seat four passengers, with the rear seats featuring a 180-degree “stargazing” mode and a removable tailgate.
A human-centric approach has driven the design of the concept’s interior, which includes a floating dashboard incorporating air conditioning and HMI controls, a four-spoke yoke steering wheel to fix the driver’s smartphone in place, and a smartphone app that allows the driver to
customize the car’s controls and the driving experience. A large, dynamic, center console, which stretches all the way through the cabin, incorporates several vehicle controls on the front and a mini bar on the back.
Quintessenza champions sustainability as it features innovative and remarkably sustainable materials: water-based painting, natural fiber composites, coating from marble powder, smart textile and floor.
Quintessenza features a lightweight aluminum structure, a 150 kW (201 hp) battery that provides for a range of up to 750 km (466 miles), and a tri-motor powertrain that produces 580 kW (777 hp) for an acceleration from zero to 100 km/h (62 mph) in less than 3.0 seconds.
Karma Automotive is California’s first and only ultra-luxury automaker, and the Kaveya super-coupe, shown here in near-production form, is anticipated to arrive in late 2026. Kaveya will be produced in the hundreds rather than the thousands, with carbon fiber bodywork, butterfly doors, and up to 1,000 hp of pure electric power delivered through all four wheels, reaching 60 mph from standstill in 2.7 seconds and a top speed of 180 mph.
“The Karma Kaveya offers something genuinely rare in the ultraluxury segment today,” says Marques McCammon, President of Karma Automotive, “and that is the magic of discovery that only great design can conjure.”
Supernatural imagination meets American ingenuity in the Kaveya’s Comet Line, the central hallmark of Karma Automotive’s new design language. It forms a wake from the nose through the bonnet, enshrouding the cockpit then tapering downwards through the doors, capturing an aura akin to a stealth jet. Kaveya’s interior is evocative of spaceflight and built to suit each client’s every demand.
“Our 3rd Generation Revero GT arrives this fall,” McCammon continues, “and over the next four years Karma Automotive will unveil our complete portfolio of ultra-luxury vehicles including the Kaveya and Gyesera 4-Seater, which will combine the power of American innovation with a timeless beauty not seen since the era of Packard, Duesenberg, and Pierce-Arrow.”
EV Bronco
The Kindred EV Bronco, Kindred Motorworks’ first production electric vehicle, breathes new life into the beloved vintage model. The modernization process takes place at Kindred’s Mare Island headquarters, where the engineering team developed the dual motor AWD EV drivetrain, electric power steering, and independent front suspension for their EV Bronco—entirely in-house.
Blending a best-in-class EV with the charm and grit of the original Bronco, the Kindred EV Bronco delivers an elevated driving experience while retaining classic design and the first-gen Bronco’s rugged ethos.
Kindred Motorworks is no run-of-the-mill restomod garage. Over the last three years, its EV engineering team invested 25,000 hours in R&D and
prototyping to produce sophisticated new control systems and develop their Generation 2 EV platform for the Kindred EV Bronco and future models.
The Kindred EV Bronco isn’t a modern Bronco made to look like the original; it’s an uncompromised conversion—a genuine first-generation Bronco rebuilt to perform like a modern vehicle. Each Kindred EV Bronco starts with a 1966–1977 Ford Bronco chassis with an original VIN number. From there, the car is re-engineered into the best EV Bronco on the market using Kindred Motorworks’ proprietary Blueprint manufacturing process, which is redefining vintage vehicle restoration.
The Kindred EV Bronco is now available for pre-order, with customer deliveries starting in early 2025.
Automobili Lamborghini introduces Temerario, the first super sports car in the history of the Sant’Agata Bolognese-based brand equipped with a brand new V8 twin-turbo engine paired with three electric motors and an 8-speed dual-clutch transmission. It is the second Lamborghini HPEV (High Performance Electrified Vehicle) model, offering the ultimate in driving pleasure thanks to its performance and comfort, unique in its category. It features new design style concepts, while offering unprecedented customization options and connectivity content never seen before.
Temerario is a milestone in Lamborghini design, combining an unmistakable character with lines that pay tribute to iconic models of the brand. The exterior is characterized by a new stylistic feature, the
signature hexagon-shaped daytime running lights, which recall one of Lamborghini’s traditional geometric shapes with futuristic context. Also unmistakable is the exposed engine, the heart of the vehicle, framed by a new spoiler that combines function and beauty and plays a fundamental role in aerodynamic efficiency.
The V8 twin-turbo engine has a 4.0 liter displacement and an excellent 197 hp/liter specific output. The combustion engine provides maximum power of 789 hp between 9,000 and 9,750 rpm, reaching maximum revolutions of 10,000 rpm. It generates an overall maximum power of 906 hp and 590 ft-lbs torque, which allows it to accelerate from zero to 62 mph in only 2.7 seconds and generate a maximum speed of over 211 mph.
What better place to establish a new vehicle category than the most prestigious car show in the world? Unveiled as a sketch rendering at the 1996 Pebble Beach Concours d‘Elegance, the first Lincoln Navigator officially debuted in 1997 as a 1998 model, creating the full-size luxury SUV segment.
Over the years, Navigator has garnered praise for its combination of performance, capability, luxury, and comfort, becoming a popular SUV among celebrities and families alike. Its presence on the silver screen and in song lyrics has added to its allure, creating a stir in pop culture that has resonated far beyond the automotive world.
As Lincoln’s flagship, the Navigator has continued to elevate first-class travel with evolved design, impeccable craftsmanship, thoughtful features like 30-Way Perfect Position Seats with Active Motion Massage, and intuitive technologies, including BlueCruise hands-free highway driving. Elegant design refinements, such as the exclusive Black Label themes, have continued to elevate the sanctuary experience for Lincoln clients. Nearly 30 years later, history repeats itself with the global debut of the allnew Lincoln Navigator at the 2024 Pebble Beach Concours d’Elegance.
Lucid Gravity marks a new era for SUVs. Lucid’s highly anticipated SUV incorporates all the innovations in Lucid’s flagship Air performance sedan—with space for seven adults and substantial cargo, and with an electric driving range of at least 440 miles.
Lucid’s commitment to design excellence, spacious interior, beautiful materials, and versatility sets Gravity apart. The exterior design choices—a sleek profile, elongated cabin, pronounced shoulders, and sporty tail spoiler—are a testament to Gravity’s fusion of aesthetics and utility. Inside, Gravity holds luggage, sports equipment, and ample cargo with best-in-class capacity. The cabin offers spacious seating, with the added convenience of second and third-row seats that fold flat to reveal more than 112 cubic feet of usable cargo space.
Gravity’s exceptional performance starts with a new platform developed from the ground up as a sporty SUV. This is integrated with the next generation of Lucid’s ultra-compact powertrain technology, including the most powerful yet sustainable EV motor ever produced. Gravity is not just a luxury SUV; it’s a powerhouse, accelerating from zero to 60 mph in less than 3.5 seconds and providing an exhilarating driving experience.
Lucid Gravity sets a new benchmark for SUVs, proving that performance, sustainability, and design excellence can coexist—and accelerate the shift to clean transportation and energy.
Maserati is proud to present an all-new super sports car derived from Maserati’s MC20 halo vehicle to the Global public at the 2024 Pebble Beach Concours d’Elegance Concept Lawn.
Maserati GT2 Stradale represents state-of-the-art and enhanced Maserati racing performance and the unique “fun to drive” Italian ethos the brand is famous for worldwide. Since the very beginning of its technical development, a racing revolution defined the project for this street-legal super sports car, created in parallel by the same Maserati design and engineering team responsible for the brand’s race car R&D know-how and advanced vehicle components.
This super sports car emerges from a clear opportunity that the Maserati brand could not ignore—a strong demand for an even more performance-oriented product with growing popularity among supercar customers and fans.
Maserati’s reputation in the world of racing, with its rich history of successes in competition, and especially amidst the return of Maserati to the world of racing in 2023, significantly contributed to the development of this authentic, high-performance car.
Its dramatic design language, reduced weight, and maximum performance output will set it apart from the super car class today.
Welcome to Beyond. Welcome to an all-new Mercedes-Maybach.
Here, at the place of longing for all those who love extraordinary cars, Maybach presents its new model.
A Mercedes-Maybach like you've never seen before. Going beyond everything you expect.
The NILU hypercar first began to take shape in Sasha Selipanov’s mind in 2007. Encapsulating all quintessential elements of a sports car, NILU combines equal measures of beauty and brutality under one low roof. With a fully exposed drivetrain—featuring a custom-designed naturally aspirated 12-cylinder “hot V” engine—NILU is built on a bespoke carbon fiber chassis.
After more than 20 years in the industry leading design teams for some of the industry’s giants, Sasha knew it was time to realize the dream of building his own car. “My team and I are finally able to explore automotive themes without the limitations commonly imposed by the industry or preconceived commitments to technology.”
Nilu27’s first car will create an authentic analog driving experience, focusing on an emotional engagement with each of our senses. This is in deliberate contrast to some of the industry’s emotionally sterile products that result from the trending fascination with technology. The NILU hypercar proudly features only one screen—the rearview mirror.
Nilu27 plans to introduce an extraordinary lineup of cars over the coming years, with very limited production numbers.
The Polestar Concept BST embodies the extreme spirit of performance of the design-led Swedish electric car brand. It is an experimental exploration into Polestar’s performance, technology and design capabilities, the principles of which were set out by the original Polestar 2 EXP Concept first shown in 2021.
That vehicle started as a one-off skunk works project led by Polestar’s Head of Chassis Development, Joakim Rydholm, but quickly became something of a passion project for CEO Thomas Ingenlath. And it was that passion that led to the Polestar Concept BST, which pushes the boundaries for the brand—and electric sports cars in general— to the extreme.
Taking the Polestar 6 Concept as inspiration, the Concept BST is wrapped in bespoke bodywork, finished in a classic motorsport silver with flared fenders flowing over the wide muscular track highlighted by the 22-inch forged alloy wheels. An aerodynamically optimized hood with its unique vented design is framed by an aggressive front splitter that flows into the racing-inspired sills and diffuser to the rear. Above that rear diffuser hangs a purposeful rear wing, which alongside the bespoke racing-livery inspired graphics sets off the exciting exterior of the Polestar Concept BST.
In summary: the most extreme Polestar yet.
The Porsche Macan is heading in a bold new direction, now in all-electric form. Through its progressive, timeless design, characteristic Porsche performance, range suitable for everyday use and high level of practicality, the new Macan 4 and Macan Turbo aim to completely fulfill the requirements of Porsche customers choosing an SUV.
The numbers alone indicate top-class E-Performance: In combination with Launch Control, the Macan 4 produces up to 300 kW (402 hp) of overboost power, while the Macan Turbo generates up to 470 kW (630 hp). A maximum torque of 479 and 833 lb-ft, respectively, enables strong acceleration. The Macan 4 accelerates from a standstill to 60 mph in 4.9 seconds, while the Macan Turbo takes just 3.1 seconds.
The battery can be charged from 10 to 80 percent within approximately 21 minutes at a compatible fast-charging station under ideal conditions.
For the first time, the Macan is available with optional rear-axle steering. It enables a compact turning circle of 36.4 feet in urban traffic, while simultaneously enabling exceptional driving stability at higher speeds, ably assisted by the consistent and precise front-axle steering for which the brand is known.
Since 2014, Porsche has delivered more than 800,000 examples of the Macan worldwide. This success story is set to continue with this all-electric successor, which is produced in a net carbon neutral way at the Porsche Plant Leipzig.
The Rimac Nevera R introduces a bold new character to the Nevera family. Designed to enhance the Nevera’s unique four-wheel torquevectoring agility, the R evolves from a Hyper GT into a Hyper Sportscar, embodying a visual identity that’s driven by performance and finessed by design. Just as its name suggests its development follows the philosophy of the Rimac Group: Radical, Rebellious, Relentless.
Defined by clean surfaces and a focus on creating perfect proportions, Nevera R not only appears lower and longer, but visually thrusts forward with 21-inch wheels on the rear and 20s on the front. Styled through a philosophy of performance-driven design, each element has been rethought for ultimate speed and downforce. The large fixed rear wing, combined with a more aggressive aero package of intakes and
large diffuser, boosts downforce by 15% and aerodynamic efficiency by 10%. With new Michelin Cup 2 tires, total understeer is reduced by 10% and the lateral grip is up by 5%. Every element, crafted through a performance-driven design philosophy, has been rethought for ultimate speed and downforce.
Built around the next-generation 108 kWh Rimac battery pack, the Nevera R leverages cutting-edge technology to deliver more power, more efficiently. With 2,107 hp available, it’s even quicker than the recordbreaking Nevera, hitting 300 km/h (186 mph) in 8.66 seconds. New EVO2 brakes are carbon ceramic with a silicone matrix layer to ensure improved stopping performance and durability during hard usage.
Enigma—an electrified, widebody, 1990 964 sunroof-delete coupe— is the very first production coupe built by Sacrilege Motors. Following the wildly successful debut of the Blackbird Roadster, Enigma’s all steel widebody is finished in a stunning Arabian Gray, topped with six coats of hand polished clearcoat and fully wrapped in self-healing paint protection film. Enigma features a 500 hp/500 nM electric motor, front and rear battery packs (mirroring the original weight distribution), customdeveloped Penske Racing adjustable reservoir shocks and six-piston Brembo brakes to deliver unexpected levels of sportscar performance, with the handling and familiarity of an air-cooled classic. The interior is a showcase, with hand-stitched Italian leather, basket weave insert sports seats, and analog-style gauges, plus modern touches including Bluetooth radio and a center-mounted MagSafe charger.
With a significant weight reduction over the stock vehicle, wider Michelin tires mounted on lightweight three-piece Fikse wheels, and dramatic increases in horsepower and torque, Enigma was created for those who like to drive. Reengineered and evolved by renowned Porsche technician Bobby Singh, working in partnership with UK’s Fellten, every Sacrilege Motors car is tuned on the historic 1.56-mile Lime Rock Park racing circuit to deliver the handling air-cooled enthusiasts demand. With Sacrilege Motors proprietary interface, Enigma is fully adjustable for torque, throttle response, regenerative braking, and horsepower to meet its owner’s specific driving style and preferences. Sacrilege Motors Virtual Showroom is now live so prospective owners can build their dream car to their exact specifications.
An exhibition of elegance in motion, the annual Pebble Beach Tour d’Elegance presented by Rolex features more than 150 Concours entrants seeking to prove they are roadworthy and gain an advantage in the Pebble Beach Concours as they trace a scenic route on Highway One. Save the Date! AUGUST pebblebeachconcours.net/tour
Pebble Beach Poster Artist since 2009
‘The Ultimate Lap’ Ltd edition print
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“Elegance is the only beauty that never fades.” — AUDREY HEPBURN
BY PETER M. LARSEN AND STEFAN
Pietro Frua was not just part of the golden age of creativity in Italian car design and coachbuilding— his work defined it.
From the rounded lines of the 1950s, to the sleek squaredoff shapes of the 1960s and 1970s, he mastered them all. His designs were sometimes startling, but always tasteful, always inherently beautiful, always on the cusp of style and fashion, and often avant-garde.
No designer works in a vacuum, irrespective of his greatness or the originality of his vision. Frua designs therefore incorporated design elements that were prevalent at the time of their creation. As an example, the Maserati A6G Spyder, chassis 2017, built in 1951, featured three portholes on the upper front fender that were directly inspired by the famous Buick Ventiports—a styling cue that tellingly has been resurrected on modern Maseratis.
The ravishing 1951 Nardi 750 Barchetta had a full-length concave and toothy grille, possibly inspired by the Buick X-300 show car.
Several 1950s Frua concepts carried variations of the dagmars and bumper horns that were also seen on any number of models coming out of Detroit. The same goes for decorative chrome side treatments, as well as recessed single or twin headlights. Indeed, Frua shared broader themes and trends with contemporary designers and manufacturers, such as fins in various permutations, pillarless hard top construction, fastback styles, and Kamm tails, not to mention the squared-off trunks that for a while were all the rage in the 1960s.
This does not detract from the originality of Frua’s work. Giovanni Michelotti worked in a similar manner, and it is no secret that there was great cross-pollination between American and European car design in the postwar years— including in France, which was anything but insular in this respect. Harley Earl visited the Paris Auto Salon throughout the 1950s to see what the French and Italian coachbuilders had come up with, and for the following model year, some of these inspirations would crop up
on the hood, trunk, or taillights of a Chevrolet, Pontiac, Oldsmobile, Buick, or Cadillac. And in turn, the European designers would do the same once they saw the new American models featured in magazines.
While his early postwar designs shared the somewhat bulbous look that was in vogue at the time, Frua was an early proponent of the newfangled pontoon styles that so many other designers struggled with. Frua grilles of the 1940s were often wide, horizontal, and slatted with bold chromed bars. It was a look that demonstrated that he was looking toward the future and not yearning for a prewar stylistic “golden age” that was irrevocably gone.
One of the earliest bodies designed and manufactured by the Carrozzeria Pietro Frua was a 1947 FIAT 1100 C Barchetta, based on a shortened FIAT 1100 C chassis. It was a fascinating two-seater sports car design that featured a peaked hood, crowned back-sloping front fenders, and a tall, centered fin at the rear, hedged by twin raised moldings formed by the rear fenders. This obscure and largely forgotten design was hugely influential. Franco Scaglione copied the frontal aspect and stance of the Frua FIAT when he designed the Arnolt-Bristol Bolide in late 1953, and he was clearly heavily inspired by the rear-end treatment when he created BAT 5, the first of the Alfa Romeo BAT (Berlina Aerodinamica Tecnica) cars that was shown at the 1953 Turin Auto Show.
With the 1950s came a new and leaner look, marked by the beginning of a long and fruitful cooperation with Maserati, which had introduced the A6G 2000 model at the 1950 Turin Auto Show. Of the sixteen built, Frua was responsible for five spyders and one berlinetta. Three
Frua spyders and one berlinetta were created on the A6GCS/53 chassis. This model was followed by the A6G/54, which featured a new and more powerful twincam six-cylinder engine. Of the 60 that were built between 1954 and 1957, Frua conceived five berlinettas and nine Gran Sport Spyders.
Every single one of these 26 bodies is simply lovely, a joy to contemplate, and all are highly prized today. Early cars featured a double kidney-shaped grille with side grilles and horizontal bars, while the 1954 to 1955 designs had deep convex or concave double-sided grilles with a thick-bodied mesh and a prominent Maserati notch at the top center. As the designs evolved, the 1956 bodies acquired a longer hood with a contrasting painted spear and a lower and wider front air intake with a recessed fine-meshed grille that carried the Maserati Trident in a circular chromed collar. Overall, lines were finely sculpted and discreetly rounded, while the use of trim and ornamentation was restrained. The result was universally harmonious, lithe, and strikingly tasteful. These were true gentleman’s sportscars.
In the same vein, a number of O.S.C.A. chassis received minimalistic yet ravishing barchetta bodies, some proudly displaying a dramatic round and protruding grille reminiscent of a jet engine, while several FIAT 1100 and 1900 and even a solitary Maserati-style MG Spyder were created in 1956 and 1957. The Volvo P1800 that was designed in 1957 by Swedish Pelle Peterson during his internship at the Carrozzeria Pietro Frua had a number of Frua style elements, including its oval thrust-forward grille, chrome side trim that kicked up to form an elegant and rounded fin as well as a tidy and airy greenhouse with an elegantly rounded B-window.
By 1958, Frua styles began to change, and a cleaner, less rounded design language emerged, typified by an Alfa Romeo 1900 C Super Sprint and a similar coupé. They were shown that year on the Ghia-Aigle stand at the Geneva Auto Show. The traditional Alfa grille was bordered by two wide, relatively narrow and crisp side grilles, while the one-piece front bumper dipped elegantly in the middle to accommodate the oblong Alfa Romeo center grille. There was a small notch or “hip” at the commencement of the rear fender, and the trunk was flanked by prominent fins that nevertheless were beautifully integrated into the overall design. This was a body that left the 1950s behind and pointed toward the 1960s and the famous Renault Floride.
It was during the 1960s that Pietro Frua created the designs that made him justly famous. Once again, a renewed cooperation with Maserati was the focal point for
his endeavors. In 1959, 1960, and 1961, several one-off bodies of great elegance were created on Maserati 3500 GT chassis, and in 1962 came Frua’s spectacular take on the Maserati 5000 GT model. Of the 34 built, three received a show-stopping Frua design that some found gawky due to its quirky front-end treatment: a curved Trident recessed into a nostril-like opening above the grille, coupled with square headlights. Add to this the strangely “mismatched” C-pillar, where the curvature and height of the B-window appeared to clash with those of the wrap-around rear window—all mated to a tallish and squared-off trunk.
But aesthetic sensibilities should not be fooled. Out of seeming chaos, Pietro Frua created a greater and more alluring harmony, and just as with great and challenging art, this crowning achievement of a carrozzeria required both contemplation and intellect to be fully appreciated.
It possessed an inner beauty that was not at all obvious, and therefore all the more satisfying once it was properly understood. The 5000 GT was Pietro Frua’s chef-d’oeuvre of the 1960s.
Nevertheless, it was to be the successors to the Touringbodied 3500 GT that went into production in 1963— namely the Maserati Mistral coupe and the Spyder version one year later—that truly left a mark in the minds of enthusiasts and the public at large. In exemplary Frua fashion, the design blended known elements of Italian sports car styling of the time (typified by the supple fastback shape and the economical use of chrome and embellishment) with unique styling touches such as a one-piece wrap-around bumper placed above the recessed and back-slanted grille that housed the famous Trident. The model was a resounding commercial success by Maserati standards: across the seven-year production run, 828 graceful coupes and 120 captivating Spyders were built.
1963 saw the birth of the Frua-designed Maserati Quattroporte I, which was the world’s fastest four-door sedan when it was introduced. Taking styling cues from the 5000 GT, the front featured similar squared-off headlights (although they were now mated to a more conventional Maserati grille) while to the rear the C-pillar echoed its progenitor, as did the boxy trunk. In keeping with the executive nature of the car, while the styling was toned down somewhat, there was no loss of sportiness. It was another commercial success for Maserati: 759 were built in two series from 1963 to 1969.
The first half of the 1960s was a busy time for Pietro Frua. In 1963, several modernistic models were designed for the
German maker Glas: these included the Glas 1700 sedan as well as a trim and very elegant Glas 1300 and 1700 GT coupé and cabriolet, followed by the Glas 2600 V8 in 1965. All went into production and acquired an afterlife when BMW took over Glas in 1967, although the former was mainly interested in acquiring the plant and workforce of the latter. Oddball one-offs in these years that did not make it into production were a Ford Galaxie in 1963, two Ford Falcons in 1964, an Opel Kadett Spyder, and a Lotus Elan coupe in 1964. Frua was nothing if not prolific.
The limited production AC 428 convertible conceived in 1965 was followed by the fastback in 1967. For once critics could say that Frua was taking the low road, as these bodies were castigated as scaled-up Maserati Mistrals. They were nevertheless elegant, and the size of the AC chassis and the brutish 428-cubic-inch Ford V8 lurking under the hood gave the AC an aura of muscle and power that the Italianate Maseratis did not possess. From 1967 to 1969, several prototipi were built on the Quattroportebased Maserati Mexico platform that had been introduced in 1965. All were elegant and pure of look, but the chosen production design by Vignale was not superseded.
A star design was the 1967 Monteverdi High Speed 375 S coupe, which featured a refreshingly new smoothness to the body panels. More importantly, Frua tried to renew the Glas cooperation after the BMW takeover and built a number of startling wedge-inspired fastback coupes on several platforms from 1967 through 1976. These marked a stylistic progression to sharply defined and crisp sheet metal treatments with ultra-slim grilles and deeply recessed headlights. Unfortunately, none of these made it into production either.
In 1976, Frua toned down and reused some of the BMW design cues when he restyled the De Tomaso Longchamp, thereby creating the Maserati Kyalami. This, however, did not lead to more Maserati work. The 1967–1973 Maserati Ghibli had received a masterful body by Giorgetto Giugiaro, while the 1969–1975 Indy model was the work of the Carrozzeria Vignale. By 1976 the Kyalami was an outgoing model and front-engined GTs were a thing of the past. Instead of Frua’s proposals, the design work for the mid-engined Bora and Merak of the 1970s was also handed to Giugiaro.
Yet Pietro Frua’s creativity never flagged. By 1970, he was 57 years old. Nevertheless, he managed to present two new looks that broke with his previous thinking. The first was the Ligier, a smallish mid-engined French sportscar that made its debut as the JS1 at the October 1969 Paris Salon with Ford V6 power. Ford declined to supply engines as they were planning the stillborn GT70. As a result, Frua restyled the Ligier for the following year when it became the JS2 and received a 3-liter Maserati V6 engine derived from the Citroën SM. With large plexiglass-covered headlights and a low and wide stance that was both curvaceous and angular, it was a modern, no-frills, hardcore machine with a sandwiched steel and polyurethane backbone chassis and a lightweight polyester body that made it very fast. From 1972 to 1975, approximately 83 were built.
The second innovation bowed with the so-called Porsche 914/6 Hispano-Alemán Vizcaya, commissioned by the Spanish importer Werner B. Heiderich of Madrid. Designed in 1970 and built in 1971, it featured a flat hood with two rectangular intakes, another air intake on the flank placed to the front of the center-mounted engine,
and flanged flying buttresses that gave the car an agile and futuristic faux-fastback look. With some few alterations required by its front-mounted engine, the design was reprised in 1972 on a Citroën SM platform, which was shown again rebadged as a FIAT 130 in 1974. Yet again, none of these designs made it into production.
In 1971, Frua received a commission to design and build an enormous two-door convertible on a Rolls-Royce Phantom VI chassis. Construction began in 1972, and the car was finished in 1973. The result was a modern cabriolet in the late 1960s Italian idiom with the huge and, from a design standpoint, unwieldy R-R grille masterfully integrated in the front between two square and oblong headlights, including an angular bumper that dipped to accommodate the classic radiator shell. It is a testament to Frua’s unfailing skill that the car belies its gargantuan proportions in photographs, unless someone is placed next to it for scale.
Activities slowed as the 1970s wore on. An angular midengined coupe was created for Audi in 1974, derived from Frua’s design for the Porsche 914/6, a similar BMW 528 in 1976, as well as a strangely reworked Chevrolet Camaro fastback coupe that was reprised as a Pontiac Firebird in 1977, which was just as weird. From an aesthetic point of view, the most successful design in this period was the Lamborghini Faena, a sleek and well-developed four-door design based on Espada underpinnings, shown at the Turin Auto Show in 1978.
Pietro Frua’s swan song was a four-door Rolls-Royce Phantom VI state cabriolet built to the same overall design as the 1973 car. Commissioned in 1970, it was even more imposing; it was so large it almost reduced a Duesenberg to a midsize car. The front was reworked and lightened with conventional round headlights and a slanted slightly chopped radiator, while the rear featured traditional marquetry and division furniture in the 1930s manner. The complex top could be configured in closed, milord, and open positions.
But Frua did not see the car finished. Plagued by setbacks, its protracted 23-year construction soldiered on into 1993, by which time Pietro Frua was no longer among the living. He had undergone surgery in February 1982 and died on June 28, 1983, after months of illness. He mastered the art of bespoke Italian coachbuilding in the 1950s, exerted a lasting influence on production cars in the 1960s and 1970s, and left a legacy of iconic and modern designs that are true collectibles today. His sureness of line and deftness of touch was never prosaic, never commonplace. Pietro Frua was the master of mid-century modern.
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Capable of reaching acclaimed destinations, including the Pebble Beach Concours d’Elegance®.
Land Rover vehicles have been associated with the Royal Family since the earliest days of the company’s existence. A notable photo from 1948, the first year of production, shows His Majesty King George VI sitting in an early example of a Series 1 80” Land Rover provided to an agricultural college. It would have been during this time that Her Majesty Queen Elizabeth II would have encountered a Land Rover for the first time, beginning a relationship that would last a lifetime.
By 1951, Land Rover was granted the first Royal Warrant by HM King George VI, as a supplier of vehicles to the Royal Family. HM Queen Elizabeth II continued this tradition, and it continues to this day; the most recent Royal Warrant was issued by HM King Charles III this year.
HM Queen Elizabeth II dedicated her life to service and was the first female member of the Royal Family to volunteer for military duty. She joined the Auxiliary Territorial Service in February 1945, specializing in driving and servicing military and rescue vehicles. This experience sparked her lifelong love of driving and the mechanical aspects of vehicles.
Images of HM Queen Elizabeth II in and often driving Land Rovers and Range Rovers became a staple for an adoring public and a point of pride for those who crafted, owned, and were fans of this iconic lineage of vehicles. In
Members of the British royal family, including HM Queen Elizabeth II, stand beside a Land Rover Series IIA station wagon as they observe events at the Badminton Horse Trials in Gloucestershire, England, on April 20, 1969.
recognition of this long association, a special collection of Classic Range Rover and Series models that were used in service to HM Queen Elizabeth II are being celebrated at the 2024 Pebble Beach Concours d’Elegance.
The collection features vehicles the Royal family utilized, whether in official capacities or privately. They have been generously lent from the British Motor Museum, Land Rover Classic, and private collections. This is the first time a collection of Royal vehicles has travelled across the ocean to be enjoyed by enthusiasts from around the world.
The collection includes two distinct varieties of those vehicles used by HM Queen Elizabeth II: State Review Vehicles used in an official capacity, and personal vehicles
used by HM Queen Elizabeth II on estates such as Balmoral and Sandringham.
The first State Review Land Rover was introduced in 1954 and was used by HM Queen Elizabeth II and HRH The Prince Philip, Duke of Edinburgh, during their six-month tour of the Commonwealth for the 1954 Coronation Tour. The vehicle on display was sent to Australia for that leg of the tour and is now under the care of a private collector in the United States.
The second official State Review Land Rover, a 1958 Series II, features blue side light lenses that were turned on
Right: HM Queen Elizabeth II dedicated her life to service and was the first female member of the royal family to volunteer for military duty. She joined the Auxiliary Territorial Service in February 1945, specializing in driving and servicing military and rescue vehicles. Below: The special relationship with the royal family was established in the very early days of Land Rover’s history. George VI, HM Queen Elizabeth II’s father, is pictured here enjoying Chassis L31—one of the earliest Land Rover vehicles ever produced.
whenever a member of the Royal family was being carried. This vehicle is now part of the Royal Collection at the British Motor Museum in Gaydon.
After the introduction of Range Rover in 1970, work began on State Review Range Rover I, which was built upon this platform. It was completed in 1974, entered service in 1975 and was used until 2002. It is also part of the Royal Collection at the British Motor Museum.
State Review Range Rover I started out as a regular Range Rover but was fitted with a special body. The bulkhead behind the driver was moved forward and the fuel tank moved for more space. An extra exhaust silencer was fitted and moved away from the rear door, so the Royal occupants didn’t have to smell the fumes.
Inside were foldaway seats as well as half-seats that could be used as supports when the Royal party was standing. Two umbrellas were concealed, ready for the British weather. And many other special parts, including the leather upholstery and some of the body panels, which were steel rather than aluminum, were made by outside suppliers.
The second State Review I Range Rover on display, a 1990 model, was featured on HM Queen Elizabeth II’s 1994 Christmas card. She and HRH The Prince Philip, Duke of Edinburgh, used it when they attended the 50th Anniversary of D-Day Landings in Arromanches, in the
Normandy region of France. This vehicle, too, is part of the British Motor Museum collection.
The third State Review Range Rover on display, a 1998 State I Royal Review Range Rover, provided by Land Rover’s Special Vehicle Operations, replaced the previous State I Range Rover from 1990 (and is also in the British Motor Museum).
Like all state vehicles, it is painted in the Royal color claret with a distinctive red pinstripe running down the side of the car, but it additionally boasts hand-painted crests on the doors and tailgate. It also features the royal crown topped by a golden crowned lion, which is part of the royal Coat of Arms, and is surrounded by a garter bearing the motto “Honi soit qui mal y pense” (meaning “shame on him who thinks evil”). This symbolizes the Order of the Garter, an ancient order of knighthood. The specially adapted rear platform, from which the royal party could look out, included four foldaway seats rather than the usual two in other state vehicles.
The final State Review vehicle on display is the 2005 Range Rover State I Royal Review vehicle provided by Land Rover’s Special Vehicle Operations. It replaced the previous State I Range Rover from 1996 (and is also in the British Motor Museum). The State I currently in service to the royal family replaced this vehicle.
Above: Land Rover vehicles have helped adventurers on pioneering expeditions around the globe, and the royal family regularly transported their vehicles with them on overseas tours to help them reach their destinations. Land Rover supplied a bespoke State Review vehicle for a royal tour of the Commonwealth, which covered 44,000 miles from November 1953 to May 1954. This image was taken on the Australian leg of the tour.
Above Right: HM Queen Elizabeth II seen driving her Range Rover as she attends the Royal Windsor Horse Show in Home Park, Windsor Castle on July 2, 2021.
Right: HM Queen Elizabeth II, Colonel-in-Chief of the Corps of Royal Engineers, accompanied by Lieutenant General Sir Mark Mans (L) and Lieutenant Colonel Sean Cunniff (R), stands in the State Review Range Rover to inspect a parade of troops and equipment during a visit to the Corps of Royal Engineers at Brompton Barracks in celebration of their 300th anniversary on October 13, 2016, in Chatham, England.
This State vehicle is also painted in the Royal color claret, and much like its 1998 predecessor, it boasts hand-painted crests on the doors and tailgate, it features the royal crown topped by a golden crowned lion, as in the royal Coat of Arms, and it is surrounded by a garter bearing the motto “Honi soit qui mal y pense.”
This vehicle’s specially adapted rear platform for the royal party has the same black leather upholstery that is inside the driver’s cabin, and the tailgate folds down to reveal a set of stairs so the royal party can easily access the platform. This vehicle was famously used to transport the then Duke and Duchess of Cambridge and Prince Harry during HM Queen Elizabeth II’s ninetieth birthday parade in 2016.
The second category of vehicles consists of those used by HM Queen Elizabeth II and the Royal Household during
their leisure time at beloved locations such as Balmoral and Sandringham. There was a sense of pride and purpose felt across the ranks of Land Rover when one of these vehicles was spotted, often with HM Queen Elizabeth II behind the wheel.
The earliest example on display is a 1954 Land Rover Series I (NXN 1). Originally ordered by HM King George VI, it was used by HM Queen Elizabeth II and other senior members of the Royal Family at Balmoral. Land Rover apprentices restored it in 2010, and it now resides in the Land Rover Classic collection.
The second vehicle is perhaps the most popular for fans of the Land Rover marque. This 1966 Land Rover Series IIa 109 Station Wagon (JYV 1D) was extensively driven by HM Queen Elizabeth II, often with her family on outings around Sandringham estate. This was amongst the firstever Land Rover Station Wagons to be fitted with a sixcylinder engine. It was also fitted with a host of distinctive features, including leather seats, a wooden dog guard, and side steps, that made it ideal both for rural transport and Royal pursuits. Later it also received a facelift to the revised front wings and grille. The car provided many years of loyal service before being replaced by a brand new OneTen V8 station wagon in 1983. It now forms part of the Royal Collection at the British Motor Museum.
The aforementioned 1983 Defender One-Ten (A444 RYV) became the next personal vehicle to accompany HM Queen Elizabeth II at the Sandringham estate. This vehicle is part of the private Royal collection, having been commissioned by HM Queen Elizabeth II. Importantly, it remains part of the active Royal fleet.
Completing the collection is a very special 2009 Range Rover with license plate number CK58 NPJ. Numerous pictures show HM Queen Elizabeth II behind the wheel of this Range Rover, which was her favored vehicle after it
joined the fleet. The famous Labrador mascot that adorned the bonnet has been removed for safekeeping. This car remains in the care of the Royal Household as part of the active Royal Fleet.
HM Queen Elizabeth II, with her dedication to service and cause, remains an inspiration as we share these vehicles with fans from around the world attending the 2024 Pebble Beach Concours d’Elegance.
HIDDEN IN PLAIN SIGHT
Fragrance
in life’s simplest
Since its inception in 1975, Pebble Beach Company Foundation has been the charitable partner of the Pebble Beach Concours d’Elegance. With the help of Concours entrants, donors, judges, volunteers and sponsors we are proud to support local youth-focused nonprofits who are addressing the critical needs in our community.
To provide quality educational opportunities for Monterey County youth.
Education changes lives. For nearly five decades we have been committed to funding quality educational programs and awarding scholarships and financial aid to benefit Monterey County students from prekindergarten to postgraduate levels. These awards create a brighter future for our youth and our community
We seek to provide every child in Monterey County with the tools, opportunities and experiences to grow and thrive on their journey to adulthood. We’ve learned that fostering the energy and determination of these young people requires tools, guidance and experiences. In 2023, Pebble Beach Company Foundation made grants to nearly 100 organizations, totaling over $3 million in support and reaching more than 10,000 youth. These grants provide opportunities that expand their world. Together with Pebble Beach Concours d’Elegance and our innovative nonprofits, we are working to provide a brighter, happier future for our youth.
Pebble Beach Concours d’Elegance ■ Hickory Sticks Open ■ Pebble Beach Food & Wine
1950
1950 Edwards R-26
Special Sport Roadster
Sterling Edwards
1951
1951 Jaguar Mark VII Saloon
Mrs. Charles H. Hornberg, Jr.
1952
1952 Jaguar XK120
Fixed Head Coupé
Glen Sorey
1953
1953 Austin Healey 100 Roadster
Peter Clowes
1954
1952 Jaguar XK120
Fixed Head Coupé
Barclay Cotter
1955
1931 Pierce-Arrow 41
LeBaron Town Cabriolet
Phil Hill
1956
1930 Bugatti Type 37 Grand Prix
Dr. Milton R. Roth
1957
1937 Rolls-Royce Phantom III
Mulliner Sedanca de Ville
Frank B. Cox
1958
1930 duPont Model G
Merrimac Town Car
J. B. Nethercutt
1959
1939 Bugatti Type 57C Atalante
J. B. Nethercutt
1961
1930 Packard 740
Custom Eight Roadster
Scott Newhall
1962
1913 Rolls-Royce Silver Ghost
London to Edinburgh Tourer
Alton H.Walker
1963
1931 Pierce-Arrow 41
LeBaron Custom Club Sedan
William Harrah
1964
1932 Bugatti Type 50 Coupé Profilé
William Harrah
1965
1927 Bentley 4-1/2 Litre
Vanden Plas Tourer
Christopher F. Coburn
1966
1931 Bugatti Type 41 “Royale”
Binder Coupé de Ville
William Harrah
1967
1937 Rolls-Royce Phantom III
H. J. Mulliner Saloon
Ralph C. Shermund
1968
1964 Maserati Mistral Coupé
Stanley W. Good, Jr.
1969
1934 Duesenberg J Murphy-style
Dual Cowl Phaeton
J. B. Nethercutt
1970
1931 Daimler Double-Six 50
Royal Limousine
J. B. Nethercutt
1971
1927 Mercedes-Benz S
Three-Door Tourer
Owen Owens
1972
1922 Hispano-Suiza H6B
Labourdette Skiff/Torpedo
Mr. & Mrs. Jules M. Heumann
1973
1939 Mercedes-Benz 540K
Special Cabriolet A
Mrs. Otis Chandler
1974
1929 Rolls-Royce Phantom I
Brewster Regent
M. L. Post
1975
1934 Packard 1101 Eight
Convertible Victoria
Robert Milhous
1976
1937 Bugatti Type 57SC Atalante
William Harrah
1977
1927 Packard 343 Eight
Murphy Convertible Sedan
Mr. & Mrs. Phil Hill
1978
1929 Duesenberg J
LeBaron Dual Cowl Phaeton
Peter Rosi
1979
1931 Chrysler CG
LeBaron Dual Cowl Phaeton
Mr. & Mrs. Gerry Jensen
1980
1933 Duesenberg SJ Rollston
Arlington Torpedo Sedan
J. B. Nethercutt
1981
1929 Duesenberg J
Murphy Convertible Coupé
Terry Radey
1982
1935 Mercedes-Benz 500K
Special Roadster
Tom & Gerd Perkins
1983
1930 Isotta Fraschini Tipo 8A SS
Castagna Special Sports Tourer
Irwin Ginsberg, M.D.
1984
1929 Cunningham V5410
All Weather Cabriolet
Mr. & Mrs. Kenneth Vaughn
1985
1939 Bugatti Type 57
Saoutchik Cabriolet
Jack Becronis
1986
1936 Mercedes-Benz 500K
Special Roadster
Arturo Keller
1987
1928 Minerva Type AF Hibbard & Darrin Transformable Town Car
Thomas Lester
1988
1937 Alfa Romeo 8C 2900B
Touring Spider
John Mozart
1989
1922 Hispano-Suiza H6B
Labourdette Skiff
Robert L. Meyer
1990
1938 Bugatti Type 57SC Atlantic
Ralph Lauren
1991
1932 Chrysler CH Imperial
Speedster
Sam & Emily Mann
1992
1929 Rolls-Royce Phantom II
Brewster Town Car
J. B. Nethercutt
1993
1930 Mercedes-Benz SSK
Count Trossi Roadster
Ralph Lauren
1994
1933 Duesenberg J Rollston Torpedo
Convertible Victoria
Terence & Mary Beth Adderley
1995
1931 Isotta Fraschini Tipo 8B
Viggo Jensen Cabriolet d’Orsay
W. K. Haines
1996
1938 Delage D8-120
de Villars Cabriolet
Sam & Emily Mann
1997
1937 Talbot-Lago T150C
Figoni & Falaschi Coupé
William E. “Chip” Connor II
1998
1938 Bugatti Type 57SC
Corsica Roadster
John Mozart 1999
1932 Daimler Double-Six
Martin Walter Sport Saloon
George Lingenbrink & Charles Bronson
2000
1937 Delahaye 135 M
Figoni & Falaschi Cabriolet
Jacques & Betty Harguindeguy
2001
1930 Mercedes-Benz SS
Erdmann & Rossi Roadster
Arturo & Deborah Keller
2002
1934 Voisin C-15 ETS Saliot Roadster
Sam & Emily Mann
2003
1936 Bugatti Type 57SC Atlantic
Peter D. Williamson
2004
1938 Horch 853A
Erdmann & Rossi Special Roadster
Joseph & Margie Cassini III
2005
1937 Delage D8-120 S
Pourtout Aéro Coupé
Sam & Emily Mann 2006
1931 Daimler Double-Six 50
Corsica Drophead Coupé
Robert M. Lee
2007
1935 Duesenberg SJ
“Mormon Meteor” Speedster
Harry Yeaggy
2008
1938 Alfa Romeo 8C 2900B
Touring Berlinetta
Jon & Mary Shirley
2009
1937 Horch 853
Voll & Ruhrbeck Sport Cabriolet
Robert M. Lee
2010
1933 Delage D8 S de Villars Roadster
Jim Patterson/The Patterson Collection
2011
1934 Voisin C-25 Aerodyne
Peter & Merle Mullin
2012
1928 Mercedes-Benz 680S
Saoutchik Torpedo
Paul & Judy Andrews
2013
1934 Packard 1108 Twelve
Dietrich Convertible Victoria
Joseph & Margie Cassini III
2014
1954 Ferrari 375 MM
Scaglietti Coupe
Jon Shirley
2015
1924 Isotta Fraschini Tipo 8A
F. Ramseier & Cie
Worblaufen Cabriolet
Jim Patterson/The Patterson Collection
2016
1936 Lancia Astura
Pinin Farina Cabriolet
Richard Mattei
2017
1929 Mercedes-Benz S Barker Tourer
Bruce R. McCaw
2018
1937 Alfa Romeo 8C 2900B
Touring Berlinetta
David & Ginny Sydorick
2019
1931 Bentley 8 Litre
Gurney Nutting Sports Tourer
The Hon. Sir Michael Kadoorie
2021
1938 Mercedes-Benz 540K
Autobahn Kurier
The Keller Collection at the Pyramids
2022
1932 Duesenberg J Figoni
Sports Torpedo
Lee R. Anderson Sr.
2023
1937 Mercedes-Benz 540K
Special Roadster
Jim Patterson/The Patterson Collection
1939 Delahaye 165 Figoni et Falaschi Cabriolet PETER MULLIN AUTOMOTIVE MUSEUM FOUNDATION, OXNARD, CALIFORNIA
GWENN GRAHAM MOST ELEGANT CONVERTIBLE
1950 Talbot-Lago T26 Grand Sport Saoutchik Cabriolet
STEVE & MARILEE HAMILTON, WASHOE VALLEY, NEVADA
JULES HEUMANN MOST ELEGANT OPEN CAR
1937 Bugatti Type 57S Corsica Open Sports
LORD ANTHONY BAMFORD, ROCESTER, UNITED KINGDOM
J. B. & DOROTHY NETHERCUTT MOST ELEGANT CLOSED CAR
1937 Bugatti Type 57S Atalante WILLIAM E. CONNOR FAMILY, HONG KONG
STROTHER M ac MINN MOST ELEGANT SPORTS CAR
1960 Ferrari 250 GT SWB Competition Scaglietti Berlinetta
ROB KAUFFMAN/RK MOTORS, CHARLOTTE, NORTH CAROLINA
ALEC ULMANN TROPHY
1936 Hispano-Suiza J-12 Saoutchik Cabriolet THE KELLER COLLECTION AT THE PYRAMIDS, PETALUMA, CALIFORNIA
ARTCENTER COLLEGE OF DESIGN AWARD
1963 Porsche 901 Prototype “Quickblau” Karmann/Reutter Coupe ALOIS RUF, PFAFFENHAUSEN, GERMANY
ANSEL ADAMS AWARD
1923 Rolls-Royce Silver Ghost Pall Mall LAURA & JACK BOYD SMITH JR., ELKHART, INDIANA
BRIGGS CUNNINGHAM TROPHY
1954 Edwards America Convertible GARY & CATHY EDWARDS, SPRING BRANCH, TEXAS
CARS AWARD FOR AUTOMOTIVE INNOVATION
Center for Automotive Research at Stanford
1928
CHAIRMAN’S TROPHY
CLASSIC CAR CLUB OF AMERICA TROPHY
ELEGANCE IN MOTION TROPHY
1947 Delahaye 135 MS Figoni et Falaschi Narval Cabriolet DANA & PATTI MECUM, GENEVA LAKE, WISCONSIN
ENZO FERRARI TROPHY
1950 Ferrari 166 MM Touring Barchetta CLIVE & ALISON BEECHAM, LONDON, UNITED KINGDOM
FIVA PREWAR TROPHY
1933 Duesenberg SJ Weymann Speedster THE ANNE BROCKINTON LEE/ROBERT M. LEE AUTOMOBILE COLLECTION, SPARKS, NEVADA
POSTWAR TROPHY
1956 Ferrari 410 Superamerica Pinin Farina Coupe ALEX & JUDY ALBARIAN, SAN CLEMENTE, CALIFORNIA
THE FRENCH CUP
1927 Bugatti Type 38/49 Figoni Cabriolet Philadelphia LUC SLIJPEN, MAASTRICHT, THE NETHERLANDS
1933 Alfa Romeo 6C 1750 Gran Sport Figoni Coupé DAVID & ADELE COHEN, WEST VANCOUVER, CANADA
1932 Lincoln KB LeBaron Convertible Roadster
LUCIUS BEEBE TROPHY
1933 Rolls-Royce Phantom II Brewster Special Permanent New Market LEHRMAN COLLECTION, PALM BEACH, FLORIDA
MERCEDES-BENZ STAR OF EXCELLENCE AWARD
1937 Mercedes-Benz 540K Special Roadster JIM PATTERSON/THE PATTERSON COLLECTION, LOUISVILLE, KENTUCKY
MONTAGU OF BEAULIEU TROPHY
1965 McLaren M1A Race Car EGON & BIRGIT ZWEIMÜLLER, ENNSDORF, AUSTRIA
THE PHIL HILL CUP
1957 Maserati 200SI Fantuzzi Spyder JONATHAN & WENDY SEGAL, SAN DIEGO, CALIFORNIA
TONY HULMAN TROPHY
1988 McLaren MP4/4-2 Formula 1 Race Car MOUSE MOTORS, CHICAGO, ILLINOIS
Here and above: Cars line up to cross the awards ramp and receive their trophies and ribbons.
ANTIQUE
1910 Stearns 30/60 Touring STU LAIDLAW & KIRK BEWLEY, BOLIVIA, NORTH CAROLINA
AMERICAN CLASSIC OPEN
1929 Cord L-29 Cabriolet GREG ORNAZIAN, TROY, MICHIGAN
VANDERBILT CUP ERA RACE CARS
1910 Fiat S61 Grand Prix WILLIAM EVANS, SAN DIEGO, CALIFORNIA
AMERICAN CLASSIC CLOSED
1932 Pierce-Arrow 51 LeBaron Sport Coupe ROSS & BETH MYERS, PERIOMENVILLE, PENNSYLVANIA
PACKARD
1930 Packard 734 Speedster Phaeton
JOHN D. GROENDYKE, ENID, OKLAHOMA
FIGONI CENTENNIAL 1938–1948
1939 Delahaye 165 Figoni et Falaschi Cabriolet
PETER MULLIN AUTOMOTIVE MUSEUM FOUNDATION, OXNARD, CALIFORNIA
FIGONI CENTENNIAL 1923–1937
1937 Talbot-Lago T150 C-SS Figoni et Falaschi Teardrop Coupé
LEE R. ANDERSON SR., NAPLES, FLORIDA
DUESENBERG
1929 Duesenberg J Murphy Dual Cowl Phaeton ROB & JEANNIE HILARIDES, VISALIA, CALIFORNIA
ROLLS-ROYCE PREWAR
1930 Rolls-Royce Phantom II Barker Torpedo Sports BRADLEY GREENE, SAN CARLOS, CALIFORNIA
MERCEDES-BENZ S
1928 Mercedes-Benz 680 S Gläser Sports Tourer JOHN BENTLEY, HARROGATE, UNITED KINGDOM
MERCEDES-BENZ SS & SSK
1930 Mercedes-Benz 710 SS Special Roadster AURIGA COLLECTION, GERMANY
EUROPEAN CLASSIC SPORT
1932 Talbot AV105 Fox and Nicholl Vanden Plas Tourer RICHARD LISMAN, NEW YORK, NEW YORK
EUROPEAN CLASSIC TOURING
1937 Mercedes-Benz 540K Special Roadster JIM PATTERSON/THE PATTERSON COLLECTION, LOUISVILLE, KENTUCKY
PREWAR PRESERVATION
1932 Alfa Romeo 8C 2300 Corto Figoni Cabriolet CARE OF GREGOR FISKEN, PRIVATE COLLECTION, LONDON, UNITED KINGDOM
BUGATTI TYPE 57
1937 Bugatti Type 57SC Atalante THE PEARL COLLECTION/FRITZ BURKARD, SWITZERLAND
POSTWAR PRESERVATION
1962 Mercedes-Benz 300 SL Roadster ANN M. FAGAN, BRIARCLIFF MANOR, NEW YORK
FERRARI GRAND TOURING
1953 Ferrari 212 Inter Vignale Coupe KIM & STEPHEN BRUNO, BOCA RATON, FLORIDA
FERRARI COMPETITION
1957 Ferrari 500 TRC Scaglietti Barchetta ANDREW PISKER, PRINCIPALITY OF MONACO
PEGASO POSTWAR SPORTS RACING
1952 Pegaso Z-102 Tibidabo Touring Spyder
DANIEL SIELECKI, PUNTA DEL ESTE, URUGUAY
1965 Ford GT40 Mk I, WILLIAM H. & CHERYL K. SWANSON, PEBBLE BEACH, CALIFORNIA
POSTWAR TOURING POSTWAR LUXURY
1954 Aston Martin DB2/4 Bertone Coupé ALBERTO GUTIERREZ, ALBUQUERQUE, NEW MEXICO
1955 Imperial Convertible DAVID & TERESA DISIERE, SOUTHLAKE, TEXAS
POSTWAR BRITISH LUXURY
1958 Rolls-Royce Silver Cloud I “Honeymoon Express” Freestone & Webb Drophead Coupé
THE ANNE BROCKINTON LEE/ROBERT M. LEE AUTOMOBILE COLLECTION, SPARKS, NEVADA
LAMBORGHINI 60 TH ANNIVERSARY
1968 Lamborghini Miura P400 Bertone Coupé RAPHAEL GABAY, PHILADELPHIA, PENNSYLVANIA
M c LAREN 60 TH ANNIVERSARY
1967 McLaren M6A Can-Am Race Car RICHARD GRIOT, TACOMA, WASHINGTON
AMERICAN DREAM CARS OF THE 1950 s
1953 Kurtis Sorrell SR-100 Roadster MARK & NEWIE BRINKER, HOUSTON, TEXAS
PORSCHE 75 TH ANNIVERSARY
1963 Porsche 901 Prototype “Quickblau” Karmann/Reutter Coupe ALOIS RUF, PFAFFENHAUSEN, GERMANY
Best of Show is chosen from among the First in Class winners through a simple tally of the independent and secret ballots cast by the Chairman, the Chief Judge, the Chief Honorary Judge, Chief Class Judges, Honorary Judge Team Leaders and selected Class Judges. This top award is sponsored by Rolex, Coachbuilt Press, DAOU Vineyards, Dom Perignon, and Brilliant Stars. The Best of Show Trophy is perpetual and is maintained at Pebble Beach. The winner is presented with a personalized reproduction of the perpetual trophy, a Rolex watch, a studio session and portfolio by photographer Michael Furman, a model of the Best-of-Show-winning car created out of diamonds and jewels, fine wine from DAOU, and Dom Perignon Champagne.
The final nominees for Best of Show will be presented with an elegantly mounted automotive sculpture created from the Pebble Beach Concours d’Elegance Trophy designed by world-renowned artist Emmanuel Zurini.
Our Class Winners are selected by our Class Judges based on originality, authenticity, and proper and excellent preservation or restoration. Class Awards are created from an original sculpture designed by Emmanuel Zurini and are polished stainless steel mounted upon walnut bases. This year’s Preservation Class Awards are sponsored by Meguiar’s, Inc.
J. B. & Dorothy Nethercutt Most Elegant Closed Car
Sponsored by The JBS Collection, this award goes to the most elegant closed car present. This trophy is named for the couple who won our top award, Best of Show, a recordsetting six times. J. B. & Dorothy Nethercutt established the standards of authenticity and quality to which all Concours entrants now aspire.
Gwenn Graham Most Elegant Convertible
Sponsored by Lalique North America, this award goes to the most elegant convertible present. The trophy is named for the woman who was involved in founding the Pebble Beach Concours d’Elegance.
Jules Heumann Most Elegant Open Car
Sponsored by Classic Automotive Relocation Services (CARS) and Cosdel, this award goes to the most elegant open car present—a car that has no side windows, though it may have side curtains, as compared to a convertible, which generally has rollup windows. The trophy is named for our former Chairman who was a guiding light to this Concours for over 45 years.
Strother MacMinn Most Elegant Sports Car
Sponsored by William E. Connor & Associates, Ltd., this trophy goes to the most elegant sports car present. The trophy is named for a respected automotive designer, instructor and historian who was Chief Honorary Judge of the Pebble Beach Concours d’Elegance.
Special Awards, including Elegance Awards, are generally selected by special committees of Honorary Judges. While most Special Award Trophies are perpetual and are maintained at Pebble Beach, winners are presented with an inscribed sculpture created from the Pebble Beach Concours Trophy or with another unique trophy.
Alec Ulmann Trophy, sponsored by The Davis Family and in memory of Oscar Davis, is awarded to the most exciting Hispano-Suiza present. The trophy is named for the founder of the Sebring races. Ulmann was an important contributor to the hobby and to this Concours.
Ansel Adams Award is presented to the most desirable touring car of its era. The trophy is named for the photographer who served often as an Honorary Judge at this Concours. The winner receives a photograph donated by the family of Ansel Adams.
ArtCenter College of Design Award, sponsored by Meyers Manx in honor of Fayez Sarofim, goes to the car that showed the best use of new technology in its era, has groundbreaking style and engineering, and is considered to have had the greatest impact on car design today.
Briggs Cunningham Trophy, sponsored by Ford Motor Company Design, is awarded to the most exciting open car present. The trophy is named for a great American sportsman and automobile creator and collector.
Center for Automotive Research at Stanford (CARS) Award for Automotive Innovation is presented by students of Stanford University to the car they believe truly impacted the challenges of the future through excellence in technology and innovation.
Chairman’s Trophy is awarded to the most deserving car present as selected by the Chairman.
Charles A. Chayne Trophy, sponsored by Bill & Cheryl Swanson, is awarded to the car with the most advanced engineering of its era. The trophy is named for a former
General Motors Vice President of Engineering who was a great supporter of this Concours.
Classic Car Club of America Trophy, sponsored by The Joseph Cantore Family, is awarded to the most significant classic car present.
Dean Batchelor Trophy, sponsored by Ford Motor Company, is awarded to the most significant car related to our Hot Rod heritage. Dean Batchelor was a noted writer and historian.
Elegance in Motion Trophy, sponsored by Gooding & Company, is awarded to the car deemed to be most elegant in motion. To qualify for this award, a car must have successfully completed the Pebble Beach Tour d’Elegance.
Enzo Ferrari Trophy, sponsored by The Candy Store, is awarded to the best Ferrari present. The trophy is named for the Maestro himself.
FIVA Trophies, presented by Hagerty Drivers Foundation, go to the best preserved prewar and postwar cars as determined by a special committee guided by Fédération Internationale des Véhicule Anciens (FIVA) regulations.
The French Cup is awarded to the most significant car of French origin.
Gran Turismo Trophy, sponsored by Polyphony Digital, is awarded to the most significant car present balancing both artistic beauty and performance at the highest level, and most desired for inclusion in Gran Turismo.
Lincoln Trophy, sponsored by The Lincoln Motor Company, goes to the most significant Lincoln present.
Lorin Tryon Trophy recognizes an automotive enthusiast who has
contributed significantly to the Pebble Beach Concours d’Elegance. It is named for the man who served as this event’s Co-Chairman for nearly three decades—a man whose passion and expertise drew the most elegant cars to Pebble Beach year after year.
Lucius Beebe Trophy, sponsored Laura & Jack Boyd Smith Jr., is awarded to the Rolls-Royce considered most in the tradition of Lucius Beebe, a bon vivant who served among our early judges.
Mercedes-Benz Star of Excellence Award, sponsored by Mercedes-Benz, is presented to the most significant MercedesBenz present.
Montagu of Beaulieu Trophy, honoring Edward Lord Montagu, is awarded to the most significant car present of British origin.
The Phil Hill Cup, sponsored by Mark and Sharon Newman, is named for a great participant and friend of both the Pebble Beach Concours d’Elegance and the Pebble Beach Road Races. The trophy is awarded to a significant race car.
Tony Hulman Trophy, sponsored by the Indianapolis Motor Speedway Foundation, is awarded to the most significant open wheel race car present. Hulman owned the Speedway for decades, and he said “Gentlemen, start your engines” before each Indianapolis 500.
PROUD TO REPRESENT
We’re cheering on our Founder and CEO Todd Blue in the O-2 Post War Touring Class with his 1956 Mercedes-Benz 300 SC Cabriolet in the 2024 Pebble Beach Concours d’Elegance® .
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By Andrew Cotton
active
Endurance racing was in poor health in the mid-1990s, and few could imagine that three men who barely knew each other when they started their business would lead a revolution and sow the seeds of customer-focused GT racing that continues today. Jürgen Barth, the competition manager at Porsche, Patrick Peter, who wanted to organize GT races on classic racetracks, and Stéphane Ratel, who was closely linked with a group of wealthy businessmen and racing enthusiasts, met for the first time in the autumn of 1993. By 1994 they had begun what would become an iconic racing series— the “BPR,” a title drawn simply from first letters of their last names.
The grid for BPR races comprised many of the cars we now consider modern classics, including Ferrari’s F40, McLaren’s F1 GTR and Porsche’s GT2. Out of this series grew the FIA GT Championship, featuring Porsche and Mercedes, and the GT racing that continues to flourish today under Ratel’s stewardship. The Le Mans Classic and Tour Auto are both under the guidance of Peter, who has
turned them into critically acclaimed events that sit at the heart of classic racing.
Between 1994 and 1996, the BPR series saw new cars, new races organized on exceptional circuits, and a new system of racing, with a focus on privateer teams and drivers—and that sentiment and way of racing continues today. It was organized outside the remit of the Fédération Internationale de l’Automobile (FIA), which had steered competing manufacturers away from endurance racing and into Formula 1, leaving behind a vacuum into which the BPR emerged. It was, says Ratel, simply luck that worked in their favor.
The financial crash of the early 1990s was a catalyst in bringing Ratel back to France from London, where he ran Jitrois, a boutique clothing store on Sloane Street. He had been trading exclusive cars with some of the most famous families in Europe while taking a degree in business in California. He returned to France and held a now-famous house-warming party at his apartment on Avenue Victor Hugo in Paris.
The Larbre Compétition Porsche 911 GT2 of Bob Wollek and the Venturi of Pascal Witmeur and Michel Neugarten at the start of the race at Paul Ricard in 1994 as Jean-Pierre Jarier is interviewed by Bruno Vandestick.
Opposite: At the start of the BPR Series, Founders Stéphane Ratel (left), Patrick Peter, and Jürgen Barth (both to the far right) pose with drivers Ferdinand de Lesseps, Jean-Luc Maury-Laribière and Jacques Tropenat at Montlhéry near Paris.
Top: Venturi Trophy racers showed up en masse at Le Mans in 1993, and their enthusiasm helped to kickstart the BPR Series.
Above: Stéphane Ratel in his GPA Jäegermeister helmet, with his wife, Alexandra, and longtime friend Michel Forgues.
Left: The Agusta Racing Team’s Venturi 600 LM of Philippe Alliot and Philippe Olczyk races at Zhuhai, China.
Below: Drivers pose at the Suzuka 1000 km in Japan in 1994.
Friends who were invited to the party agreed to a race, from Paris to St. Tropez in their collection of cars, setting off at five-minute intervals. It was a high-speed cannonball-style run. No one crashed, and no one was caught speeding, but when his friends wanted to repeat the exercise a year later, Ratel was against the idea, realizing the potential danger.
To slake the thirst of friends and customers, he proposed that they go racing in a properly organized manner, on circuits. They agreed, and with the help of French car company Venturi, set up a series. Venturi produced a new car for the venture and the plan was to sell only a small number of cars to justify the development expense, but after a presentation at Badrutt’s Palace Hotel in Switzerland (Johannes Badrutt, heir to the family fortune, was a customer), 29 were sold before the room emptied, and the 30th order was placed the next morning.
In April 1993, Stéphane Ratel took part in the Tour Auto, organized by Patrick Peter. During that five-day event,
amidst many discussions together, the two men discovered that they shared a lack of enthusiasm for the small touring cars that were competing in modern races. They decided to find a way to return GT cars to the track as they were in the 1950s and ’60s.
That same year, the Automobile Club de l'Ouest, which organizes the 24 Hours of Le Mans, was lamenting the lowest number of cars in ACO history. Then Ratel arrived with his Venturi Trophy cars, more than 70 at the time, and lined them up on the famous grid. The ACO came to take a look, and so began the long-standing friendly relationship between Ratel and that organization.
After the first Venturi race at Le Mans, Stéphane Ratel organized a Venturi event in the South of France, on the Castellet circuit, in August. He decided with Peter to add a few GTs to this event, thereby communicating their return. In fact, 90% of the entrants were Venturis, but there were also a few Ferraris, Lotuses, and Porsches. The news that
GT racing had returned rapidly spread throughout the community, soon reaching the ears of Jürgen Barth.
The three men met together at Le Castellet at the end of October 1993, where they took part in an event that comprised two laps each in a different Porsche. Between sessions the three talked about how to revive GT and endurance racing. They met again in St. Tropez to firm up their plans, and by the following March they had organized the first grid of the BPR.
The three were unlikely partners, but they shared values that made the series attractive. They cared for customer drivers and teams as much as other series did for professionals. They organized dinners and parties for teams, drivers, and media members at each of the races and made the paddock welcoming to all. The BPR was not an immediate success—grid numbers and quality left room for improvement at the start—but those things came quickly, and from 1995 on the series was fully formed.
With full grids, a sponsorship package from German company Kärcher, and good television production, it was easy to see why the series became so popular. Even the locations were exotic—few people had organized a street race in China, but the BPR was happy to go to the city of Zhuhai and host the first international race in the country, thanks to Barth’s relationships.
The first season of the BPR Global Endurance Series featured eight races, starting at Paul Ricard in France, then Spain, Belgium, Italy, Japan, and China. The races varied in length, but it was soon clear that certain markets, such as the UK and Japan, had dedicated fans that would watch a race of any length.
Porsche dominated the grids that year with a combination of 968s, Carrera RSRs, and Bi-Turbos. Ferrari’s F40 was entered by teams such as Strandell and the Agusta Racing Team, while Venturis were highly popular in both 500 LM and 600 LM form. Ford and Corvette were also present in the top class, while Chamberlain Engineering entered
a Lotus Esprit Sport 300 as the only nonPorsche in the lower GT3 class. The crowds were also respectable; they grew as people fell in love with the cars and the style of racing.
There was no champion that first year, as few participants kept score and the organization was keen to stay under the FIA’s radar. FIA did not have many friends in endurance racing after the debacle of the World Sportscar Championship, but it wielded significant power, so it suited the BPR organizers to keep a low profile.
The series grew to 12 events in 1995, starting with a beautifully promoted race at Jerez in Spain in February and running through to China in November. Bugatti’s EB110 joined the grid for the that season, entered by the Monaco Racing Team, as did the SARD MC8-R by the SARD Racing Team. Jaguar’s XJ220 was also entered for some races, as was a De Tomaso Pantera from ADA Engineering. These joined the plethora of Porsches and an increasing number of Ferraris.
The newly formed GT2 class saw a Morgan Plus 8 GTR entered by the Morgan Motor Company, while Reeves Callaway developed a version of the Corvette that was run by the Agusta Racing Team. Another first was a Dodge Viper RT/10 that entered GT3, starting a program that would last far beyond the FIA GT Championship. Dodge’s Viper would become integral to the future of endurance racing on both sides of the Atlantic at the turn of the 21st century.
But it was a McLaren that led to the most dramatic changes in BPR’s second season. Fueled by the desire to race and liking the look of the BPR, British driver Ray Bellm decided the series would be the perfect host for his new McLaren F1 GTR.
Accounts of how the McLaren F1 GTR program came together differ, but after some persuasion the idea received the backing of McLaren Racing’s Ron Dennis, who agreed to fund the development of a racing version of the car if three were sold. Bellm entered one of these exotic cars, wealthy financier Thomas Bscher another, while Lindsay Owen-Jones bought and entered the third. So McLaren went endurance racing for the first time since the 1970s, and its iconic car lifted the entire series. It was soon dominant there, and it even achieved an unlikely victory at the 1995 Le Mans. The Ferrari F40s, Porsche 911 GT2s,
and Venturis that had enjoyed racing the year before, in 1994, were suddenly outclassed. McLaren raced, and won, almost everywhere.
By 1996, which was destined to be the final year of the BPR, the grids featured greater variety than ever. The Lister name returned with the Storm GTS for selected races, while the Lamborghini Diablo Jota was entered for the seventh race, a 1000km event held at Suzuka in Japan. However, the events that followed Nogaro meant that the BPR would certainly fail.
On the whole, BPR teams were increasingly competitive, the series was attracting more accomplished drivers, and the level of professionalism was rising quickly. Against such competition, Porsche knew that it needed to produce a new car to replace the aged GT2. The resulting 911 GT1 was completely new, bearing only a very slight resemblance to any production car that had previously been built by the manufacturer. For a start, the controversial car was midengined, so it was nothing like the 911 Type 993 on which it was supposedly based. It was introduced at the tail end of 1996, changing the BPR immediately and dramatically.
Teams that had been a part of the start of the series now knew they would no longer be able to race for victory. Ratel, who had been against the introduction of the Porsche but succumbed to pressure from Barth, saw that
the original profile of the series was changing. He wanted and needed something different for his customer friends, so he started the Lamborghini Super Trofeo, launching a legacy that continues today.
Meanwhile, a foray into Formula 1 would prove disastrous.
As the BPR series continued to grow and develop, it finally—and fatally—caught the eye of the FIA. Bernie Ecclestone, the commercial rights holder at the FIA, and Max Mosley, the FIA President, caught sight of an extraordinary race—the Belgian race held at SpaFrancorchamps in September 1996—and they soon decided that the BPR was an international race series that should have been authorized by the FIA.
Ecclestone wrote to Barth, Peter, and Ratel, informing them that the commercial rights for any International Series belonged to the FIA, so the FIA should manage the TV rights for the BPR.
“The FIA had awarded itself the television rights to any international series, but we had managed to work around this with him for three years because we called the BPR a Global Series, not a World Championship,” says Barth. “We had manufacturers coming in, including BMW, McLaren, Mercedes and Porsche.”
By 1997, works entries from Mercedes, BMW, McLaren and Porsche dominated what was then called the FIA GT Series, as seen here at the start at Spa-Francorchamps.
Ecclestone’s letter would split apart the three BPR founders. Peter refused the offer, while Ratel argued that it would be better to partner with Ecclestone and receive the backing of motorsport’s governing body.
Mosley and Ecclestone were invited to the final BPR PrizeGiving Ceremony in 1996 and they wooed the competitors at the end-of-season party, promising all good things—but the two then went quiet. When the FIA failed to produce a calendar for the 1997 season in good time, Peter threatened legal action against the FIA. Ratel asked him to wait until after he met with Ecclestone in London. “I arrived at Prince’s Gate,” remembers Ratel. “I waited in the reception area. Bernie came in and threw the lawyer’s letter on the table. Patrick had not waited for me. I ended up in front of Ecclestone, and my company had just sent a lawyer assignation for abuse of dominant power!”
Ecclestone provided Ratel with a choice—side with him or Peter. Ratel chose Ecclestone, Barth joined him, and together they formed the new FIA GT Championship for 1997. Ratel and Barth were tasked with organizing the teams and the paddock, while the FIA took charge of the television rights, the sponsors, and the calendar.
Patrick Peter, for his part, continued his action with the European Commission and succeeded in modifying the international sporting code: the FIA no longer automatically owns the commercial and television rights of international series.
For a brief time, new interest brought new life to what was then the new FIA GT Championship. With the collapse of the International Touring Car (ITC) series, Mercedes had no international racing program, and with the GT championship now backed by the FIA, it was suddenly interested in participating. Mercedes did not have a suitable road car on which to base a racing car, so with only a short period of time to prepare, it followed Porsche’s lead and produced a model that resembled elements of its CL series cars.
The Mercedes CLK, which raced in 1997, featured a V12 engine, and it was again a step ahead of both the McLaren and the Porsche. McLaren produced a long-tail version of its F1 GTR to combat the superiority of its rivals, but it was not enough, and the brand stopped its racing program at the end of the 1997 season. Porsche continued with another new car, the GT1-98, but that too was easily beaten by Mercedes in the GT Championship. Porsche’s season was saved by victory at Le Mans, but this era of the FIA GT Championship was over. The paddock had changed to become ever-more professional, a spending war had broken out between the manufacturers, and those that were left could not afford to continue racing.
Porsche withdrew, which led in turn to the withdrawal of Mercedes—although it still wanted to race at Le Mans in 1999. There, it faced Audi, which had looked at producing a GT1 car to compete in the BPR but elected to instead build a prototype. Nissan and Toyota also produced prototypes for Le Mans, as did BMW and Panoz.
The BPR series had revitalized GT endurance racing through customer racing. With stable leadership and a good idea it had encouraged customers to invest in new cars and new programs. It started and ran brilliantly. But in the end, it became a victim of its own success and the FIA’s desire to favor F1 over all other categories.
By Miles Morris
was extremely fortunate to grow up in a family that owned two legendary bookend racing Works Jaguars—a 1953 C-type (XKC 052) that finished fourth overall at Le Mans that year, and also the third 1954 Works D-type made (OKV 3), which scored the first victory for any D-type at the 12 Hour race at Reims, driven by Peter Whitehead and Ken Warton. My Dad, Martin Morris, named as Jaguar Driver of the Year in 1978, when asked which car he preferred to circuit race, said there was no comparison: “One is like a donkey, the other a thoroughbred Stallion!”
Harsh words indeed regarding the C-type (and with apologies to all owners of that model)—but, nonetheless, it is why we are celebrating the 70th anniversary of the D-type here today.
What was so revolutionary, as opposed to simply incrementally evolutionary, about the D-type Jaguar? And what made it such a successful race car worldwide from 1954 to 1958, including scoring a triple crown of successive Le Mans victories in 1955, ’56, and ’57?
While a late Works C-type was actually a very efficient race car—indeed they won the 24 Hours of Le Mans in 1953 with a record-breaking average speed of over 100 mph and could top 150 mph on the Mulsanne straight—they had
just two significant improvements to their somewhat aging design over earlier examples of the model: lightweight bodies plus the adoption of what were then very new Dunlop disc brakes. (Ferrari was to stick with drums until 1959). So the new, futuristic, and achingly gorgeous D-type that emerged in 1954 was a game changer.
The most fundamental difference, courtesy of its designer Malcolm Sayer, was a more aerodynamic body shape and the utilization of an aircraft-style monocoque center body section. Very early D-types, such as the prototype OVC 501 that has been kindly brought over by Jaguar Cars for display today, featured a special alloy tubular front chassis subframe that supported the engine and ended at the rear bulkhead, passing through the central monocoque. Copied from the C-types were the aforementioned disc brakes, while the engine had Weber carburetors mated to the classic and extremely smooth straight six 3.4-liter XK powerplant now uprated with 30 bhp more, giving 250 bhp on tap. Further new innovations were an all-synchromesh gearbox and a dry-sump lubrication system. This latter upgrade, when combined with the new chassis/monocoque
design, enabled the D-type to have a much lower body profile and smooth shape, resulting in a much-reduced drag co-efficient, and it proved to be extremely stable at high speeds. In testing for Le Mans, OVC 501 managed to lap 5.3 seconds quicker than Ascari’s 1953 lap record, set in the mighty 4.5-liter Ferrari 375 MM. In the D-type’s debut race in 1954, the quickest example exceeded 170 mph on the Mulsanne Straight.
From a driver’s standpoint the D-type was and remains a beautifully handling race car. The driver sits low down and snug in a highly comfortable cockpit and is able to use the car’s rapid acceleration/power, lightness, and direct steering to maximum effect. A little-known fact is the D-type wheelbase is very short—some 6 inches less than the C-type. My Dad raced and won in his D-type at a Monaco Historic event, proving its nimble ability around a notoriously tight circuit.
While its Le Mans fame is rightfully acclaimed, what is perhaps overlooked is the longevity of the success that the D-type enjoyed for four front-line competitive years, as
Right and Bottom: Jaguar D-type XKD 526 was the first customer car to be delivered, and it went all the way to Australia.
Below: The D-type prototype OVC 501 bettered the prior lap record by 5.3 seconds when it was tested at Le Mans in 1954.
both factory Works and privateer entries. During this time competitors such as Ferrari experimented with multiple different models and engine configurations in a bid to keep up.
A mere 86 D-types were built in period. Six of these were destroyed in the infamous factory fire in February 1957, 16 were later converted in period to the “road-going version” (XKSS specification), and around 10 examples (generally the Works cars) were broken up after their racing days. This explains the rarity of genuine surviving D-types today; they number fewer than 60 cars.
Today we are showcasing three D-types: Jaguar Works prototype OVC 501, which never raced but was crucial to the D-type’s early testing and development; Jaguar XKD 526, the first customer car to be delivered (to Australia in December 1955); and Jaguar XKD 501, the famous D-type that ran under the (often factory-supported) Scottish Ecurie Ecosse banner with great success—not least by winning the famous Le Mans 24 Hour race in 1956—and has had only three owners from new.
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a n e x c e p t i o n a l b a r, a n d a f e s t i v e l i v e l y a t m o s p h e r e !
In 1990, fresh out of college, David Gooding went to work for Christie’s: “I was delighted to find that my new job entailed organizing Christie’s first auction at Pebble Beach. We agreed with Sandra Button, J. Heumann, and Lorin Tryon that the auction should contain cars of ‘exceptional quality’ that would complement the Pebble Beach Concours in content and presentation. A simple statement, but a truly monumental undertaking. Fortunately, I had no idea what I was in for! With the help of J., who consigned one of his prized Hispano-Suizas, Lorin, who quietly steered me away from a few dubious cars, Sandra, who provided unwavering support, and my father, who offered constant advice, the first Christie’s at Pebble Beach came together.”
In 2004, the Pebble Beach Concours teamed up with a new auction partner, but one led by an old friend—Gooding & Company. And this collaboration continues today.
“Our values are shared,” says Button. “We both want to pursue and present great cars, celebrating them and ensuring that they continue to be treasured for many years to come.”
HEADLINE: 46.5 pt. • BODY COPY: 10 pt.
