Milano AutoClassica 2025

Coming December 2025

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A theory to prove. What is the best driver’s car ever built? We would wager that all car enthusiasts have their own answer to that question. Regardless of what jumped to your mind, you were probably correct, because there’s no single right answer. Perhaps you even imagined a Honda NSX because you already know what this article is about.

The NSX was also born from an answer to a question. “What if?” Some time spent testing a factory mid-engined mule car based on a Honda City mixed with that question was powerful enough to commission Italian car designer Pininfarina to build the HP-X prototype in 1984. Although at that stage the “What if?” thought was replaced by “We can probably do it”. The HP-X prototype was powered by a 2-liter V6 used in Honda Formula 2 cars. As Honda went forward with the project, they intended for it to rival the mid-level Ferrari sportscars, so they decided to replace the engine with a new 3-liter V6. Initially the plans did not include the use of a VTEC system because it had only been developed for inline-4 engines, but Tadashi Kume, who was the president of Honda Motor Company at the time, pushed the engineers to implement VTEC in the design. Thus, the models known as NSX NA1 produced from 1991 until 1997 ended up with a 3-liter VTEC V6 producing around 270 horsepower in models with 5-speed manual transmission and around 250 horsepower in the 4-speed automatic models. In 1997 the manual transmission NSXs received a massive performance upgrade, with a new 3.2-liter V6 now capable of an output of 290 horsepower and a new NA2 chassis code. Additionally, a 6-speed manual transmission replaced the old 5-speed. In 2002 the NSX received a facelift, with suspension adjustments and multiple styling changes, the most notable of which were the fixed headlights.

The development and engineering effort has made NSX’s base models fantastic. The aluminum semi-monocoque and aluminum suspension elements made the car super light, the driver’s sitting position was optimized for visibility similar to that of an F-16 fighter jet, and the mid-engined layout also contributed to a phenomenal cornering ability by that time’s standards. But when was a base model sportscar ever enough? Honda knew it never was, and designed a special performance-oriented version – the NSX-R, albeit exclusively for the Japanese market. An emphasis on weight reduction became even stronger, and everything deemed unnecessary by the engineers was removed, including the AC, audio system, and traction control system. Regular leather seats were replaced with carbon-kevlar semi-bucket seats made by Recaro, and stock alloy wheels shared the same fate, having been replaced with forged aluminum Enkei wheels. To make for more predictable handling, the suspension was readjusted to counter oversteer during high speed cornering. The gearbox was also adjusted, and the final drive ratio was increased to improve acceleration. Between 1992 and 1995, 483 NA1 NSX-R models were produced. Then, between 2002 and 2005, approximately 140 models were produced with NA2 chassis codes, which meant bigger 3.2-liter engines and a facelifted exterior design. Weight reduction remained a priority for NA2 NSX-R models, and many metal body components have been replaced by carbon fiber ones including the hood, trunk lid, and a more pronounced hollow rear wing, which the manufacturer claims was the first one to be made out of carbon fiber and fitted on a production car. Honda even went as far as removing sound insulation and power steering, which resulted in a mere 1270 kilograms of curb weight. The obvious way to complement this treatment was to enhance the engine performance, and so each NA2 NSX-R engine had its rotating assembly precision weighed and rebalanced, which is a process typically reserved for racecars. The official power output was declared as 290 horsepower, however, independent dyno tests were showing numbers around 315 horsepower. Reflecting on the intentions to rival Ferrari and other sportscars, the experiment was a loud success. Numerous reviews from the press, as well as the famous 7 minutes and 56 seconds lap on Nürburgring done by Motoharu Kurosawa, are arguably all the proof you need.

The NSX line and specifically the NSX-R have become some of the most desirable cars to ever come out from Japan, and given the rarity, many are willing to spend a pretty penny to get one. The demand for the 1st generation NSX was always high, but not many anticipated it to hit such a high price mark 33 years later…

Sold! All NSX-R models were sold exclusively in Japan, and our next focus was registered there in June 2003 and stayed there for the next 13 years until around 2016 when it was purchased by Johan Bonnier – a Swedish car collector. Due to the complexity of vehicle import procedures in Sweden the car was first imported to the United Kingdom, where it was professionally serviced. In 2019 it finally arrived in Sweden, although to comply with vehicle registration requirements, the headlights needed to be replaced to accommodate for right hand side driving. The replacement OEM headlights were only available with the framing painted silver, but it was repainted in Championship White to match the rest of the car. Between 2019 and 2025 the car has undergone professional service twice, once in Sweden and once in the Netherlands. The car was exhibited at multiple shows including Fuori Concorso in Cernobbio, Italy in 2023 and Costa del Sol Concurso d'Elegancia in Marbella, Spain in 2024. In May 2025 the car was auctioned by Broad Arrow at Concorso d'Eleganza Villa d'Este in Italy. It was sold for 934,375€, which has officially made it the most expensive Honda ever sold.

No doubts. Frankly speaking, you may guess what the majority of opinions about NSX-R or a base model NSX are. This car, its engineering, and what it can deliver for drivers on the track have withstood decades of tests, and need no confirmation. Today it is known as one of the most iconic JDM classics, and perhaps even deserves to be called the best of them. Having humbled Ferrari and other sportscar makers, its bold presence will never go unnoticed.

Lienhards

New era. In September 2013 the first production example of what is currently known as part of the “Holy Trinity” of hypercars of the 2010s emerged from a factory in Zuffenhausen. The moment that the engineers decided to use a V8 engine derived from that of a Le Mans prototype – the RS Spyder – as the main power unit, it became absolutely clear that the 918 was aiming for performance heights previously unseen by any Porsche road car. The same 90° V8 architecture was used, this time with 4.6 liters of displacement, a massive increase when compared to RS Spyder’s 3.4-liter engine. As previously mentioned, the release took place in the first half of the 2010s, a time when electrification of the automotive industry was already underway and, as was bound to happen, started impacting the hypercar and supercar segment. The 918 was one of the first cars in its class to have electric motors accompany a classic ICE. Two electric motors were installed, powering the front and rear axle respectively, which gave the car an additional 285 horsepower, with 154 horsepower given to the rear axle and 127 to the front, on top of the 599 provided by the V8. With a combined output of 881 horsepower, Porsche’s PDK transmission and its 1,674 kilogram weight with its base specification, the 918 is granted a top speed of 339 km/h, and a 0-100 km/h acceleration in 2.2 – 2.5 seconds as reported by Porsche as well as independent tests. For the clients who desired more, a special Weissach Package was available for an extra $84,000. Thanks to this version’s new, super-lightweight magnesium wheels, carbon fiber windscreen frame, roof, rear wings, and rear-view mirrors that replaced heavier aluminum parts, an additional 41 kilograms of weight was saved. Additionally, it featured an extended carbon fiber rear diffuser, and Alcantara interior.

Lienhards. The production of the 918 lasted until June 2015, and in that same year a car with the numbers 127/918 on the plaque (as only 918 were built) was delivered to its current place of residence, a facility in a small Swiss town at Lake Constance in Romanshorn. Despite being a somewhat unremarkable place at first glance, the town is quite important from an auto enthusiast’s perspective, and to understand this importance we will share some historical insight. In 1880 the Swiss Federal Customs Administration had built a brick hall with a portion of it in the shape of a 12-sided polygon, where a steel reservoir for industrial alcohol was stored. In 1996 the land and facility were bought by Freddy Lienhard, a Lista Racing team founder and racing driver with quite a number of achievements in his racing career, including the win in the 2002 24 Hours of Daytona, the 1997 24 Hours of Zolder, and others. The building was purchased to store his racecar and sportscar collection that he accumulated over years of participating in all sorts of racing series from the 1970’s up until 2008. Alongside it, a large workshop was built where customers could have their cars repaired and restored. The collection has been open to public visits since 2009. In 2016 Lienhard’s son, Fredy Alexander Lienhard, took over the collection and brought everything up to modern technical and aesthetic standards. With time the collection has been expanded to include some of the more recent cars, and the Porsche 918 Spyder is among them. Since 2015 it has never changed ownership outside of the Lienhard family, and always remained a part of the collection. In August 2018 during a “Roll Out” event at the mini-racing course right next to the museum, it was driven by Neel Jani, a Swiss racing driver and a winner of the 2016 24 Hours of Le Mans.

Our popular opinion. Undoubtedly, the 918 Spyder can now be considered a modern classic. While we still have close to 5 years to see and evaluate its spiritual successor, it’s evident that it does a spectacular job following the guidelines of the 959 and Carrera GT. Some could argue that it could have had a naturally aspirated V10 and a manual transmission, but we think evolution is as important as performance and design choices, and the 918 delivers its best when it comes to all of these aspects. For reasons that speak for themselves, Porsche takes its well-deserved place among the “Holy Trinity” of hypercars for another decade.

Ghost in the shell

Big step. Diving into the world of Swedish-built supercars and hypercars represented by a single manufacturer may seem rather uncomplicated, but we aren’t here to judge by the first impression. Thanks to Koenigsegg developing their own in-house technological solutions that regard almost every aspect of their cars, they move forward quickly and with large steps. One of these steps was creating their second production car – the CCR. While the engine was technologically similar to its predecessor’s, the power output was significantly increased from 665 to 806 horsepower, delivered by a twin-supercharged 4.7-liter V8. CCR was the last model to borrow and use Ford modular engine architecture, although it was still heavily modified by Koenigsegg. Continuing the streak of improvements, this model received a larger front splitter and multiple versions of factory rear wings to improve the downforce. Suspension, brakes and tire setup also received upgrades. Thanks to Koenigsegg’s efforts, the CCR ended up having only 1180 kilograms of dry weight.
This combination of improvements gave Koenigsegg enough confidence in its performance to claim that the CCR was the world’s new fastest production car. When it was time to put this claim to test at Nardò Ring in Italy, CCR did not disappoint. Reaching a top speed of 388 km/h, it claimed the rightfully deserved title. Right after that the car was packed and shipped to Geneva Motor Show 2005 that same afternoon.

Ghost in the shell. Koenigsegg CCR was the manufacturer’s first model to receive the iconic ghost symbol of the Swedish Fighter Jet Squadron No. 1, and interestingly enough, more than a decade after its manufacturing, this particular car ended up in the collection of the very person who decided to honor the squadron. But we will start this story from the beginning.
The car was finished in the first half of 2005, originally painted in Pearl Yellow with an interior finished in black leather and alcantara with yellow stitching. The first owner was Norwegian entrepreneur Idar Vollvik. In 2010 it was included in the Koenigsegg Selected Certified Car program which focused on restoring and upgrading older models. The car received numerous upgrades including a new ECU, an 8-channel traction control system, a CCX style rear wing, front splitter, side skirts, rear air vents and a rear diffusor. The factory 5-spoke wheels were also replaced by Dymag 9-spoke forged wheels. The car was then sold to Vegard Joa – a Norwegian rally driver and car enthusiast. Allegedly the car gained an additional 15,000 kilometers of mileage during the next 5 years. Unfortunately, in 2013 the car suffered a crash in Poznań, Poland during the Gran Turismo Polonia event. It was shipped to the factory for repairs and further cosmetic changes such as being repainted Silver, and had many exterior elements finished in clear coated carbon fiber: air vents, front splitter, the rear center part and headlight framing. The CCR lettering was also redone in silver and the rear wing was replaced with a new twin-deck F1 wing. In 2017 the car was sold to a different Norway-based car collector, a transaction with very little public information available. In 2019 it was offered for sale by a UK-based restoration service and dealership DK Engineering. In 2020 it was purchased by its current owner and none other than Christian von Koenigsegg himself. After that the car could be seen at various events on a somewhat frequent basis. As of July 2025, its last big event was Rétromobile 2025 in Paris.

Long lasting impact. This particular vehicle gives car enthusiasts important opportunities to witness one of the greatest and most significant hypercars ever made. We are mentioning this exact chassis in this context because most other CCRs, much like most other Koenigsegg cars, usually sit tucked away in their owners’ private garages. While having a garage queen like that can obviously feel good, cars like that are made to be driven, which may sound very cliché, but in my opinion is true nevertheless. To sum everything up, the CCR is an important member of the CC family and a borderline revolutionary step in its development, being prominent enough to put Koenigsegg in the same league as the other supercar and hypercar manufacturers and giving a significant head start to the later models.

Born special

Holding up 50 years later in both numbers and design. As this is the fourth Lamborghini meant to continue the manufacturer’s V12 lineage we will find, as you might expect, another 12-cylinder inside of it, albeit the smaller of the two seen in this model. Countach LP400 was powered by a 3.9-liter V12 rated at 370 horsepower, which may not be all that impressive today, but considering that its production started in 1974, and lack of ABS let alone traction control, underestimating the rodeo with this bull would be a mistake. When you consider it being middle engined, weighing only 1300 kilograms, taking you to 100 km/h in 5.4 seconds, and reaching about 290 km/h, it is clear that they were serious with their intention for it to be the supercar of the 70s.

Speaking of the car’s MR layout and speed, one thing always worth mentioning is the recognizable and purposeful design. While Countach was not the first car to obtain this specific type of design with a low front end and sloped roofline, it was the first production car in the world to introduce it and forever change the way supercars are built. The creative mind behind this phenomenon was Marcello Gandini, who was already known for designing other notable sports cars for different manufacturers. The majority of high-performance cars nowadays have inherited this MR design, and a lot of them even use scissor doors, which was also introduced to the world of production cars by Countach.

Born special. This particular car was finished in January 1975 and delivered to one of Lamborghini’s VIP clients – Albert Silveira. Albert was a Haitian diplomat and businessman who engaged primarily in hotel business and car collecting. Being a wealthy and influential man, he had ordered many cars from Italian manufacturers with specifications to his preference. This Countach was not an exception. It was painted in Ferrari Rosso Dino and had a Tobacco interior. Silveira being a special client allowed him to get his car tuned by Dallara Automobili SrL. The work included engine balancing, new high-lift camshafts, bigger intakes, bigger main jets for the carburetors, free flow headers, and an open exhaust system bringing the power output to 60-70 horsepower over the stock configuration. After the car was shipped back and forth between Europe and the United States, as well as its feature in Car & Driver magazine, the car was sold in 1975 to Gary Doll, a businessman based in Cape Coral, Florida. In letter correspondence between Doll and Automobili Ferruccio Lamborghini SpA, his ownership of the car was acknowledged, and it being a special order for Silveira with all his requested modifications was mentioned. In the 1980s it was sold to a New York-based car enthusiast. Not much is known about the owner’s identity, or circumstances of the deal. In the year 2000 it was sold to someone in California, then in 2010 the car was registered in The Netherlands, most likely purchased by Dutch car collector Paul van Doorne. Since at least 2023 the car has been available on display in Nationales Auto Museum in Dietzhölztal, Germany, allegedly owned by Friedhelm Loh – a German billionaire businessman, who owns a group of manufacturing companies as well as the museum itself.

Matter of preference. It may be quite hard to grasp the significance of a car with over 50 years of history simply because of its long lifespan, but most car enthusiasts are aware of and have a certain appreciation for Countach. A large number of them will also say that it’s the most beautiful V12 Lamborghini ever produced, if not the number one among all Lamborghini models. And while we acknowledge its contribution to the automotive world, and the special nature of this particular car, ranking it above everything mentioned before might be a stretch. If you asked me if I would personally pick any other V12 Lamborghini over the Countach, I would say probably not the first three models, but would rank the Miura higher. As for the later models, I would definitely prefer Countach over the Revuelto, and probably even Gallardo, but the rest are more appealing.