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Forty years devoted to a brand representing Italian excellence in the sports car world. The stories of Valentino Balboni and Lamborghini have been entwined for a long time, in an extraordinary succession of coincidences and events Words Alessandro Giudice Photography Alessandro Barteletti Video Andrea Ruggeri Archive Courtesy of Valentino Balboni Archive Even if you live in the countryside, where perhaps doing the shopping, going to school or clearing snow from the road are more complicated, where when it rains everything floods and when it’s hot the air is filled with mosquitoes, not everything has to be troublesome. So, when Valentino Balboni – class of 1949, born and raised in Casumaro, a small farming town in the Po Plain just a stone’s throw from Cento, nestling in the Ferrara-Modena-Bologna triangle – finished technical school, the first thing he did was look for a job near home. No specific interests, no particular attraction for a given industrial sector, just a job that, in those days, meant that he could bring a bit of money home, contributing to the tight family budget. [click to watch the video]   When he heard that the car factory, set up by the tractor firm Lamborghini, was looking for staff, he turned up: not because he loved cars, not because he dreamed of becoming a mechanic, but simply because it was close to home and therefore convenient. But then for those who live in the countryside, convenience has a wholly different meaning: the 20 miles or so to Sant’Agata Bolognese didn’t seem far, even there and back on a bicycle or his father’s yellow Vespa, at dawn, in the spring sunshine or the winter frosts, in the fog and even the pouring rain. Anyway, he applied and they hired him. When do I start? Straight away!   And on 21 April 1968, his life changed radically. The department manager was explaining to him and another new colleague how the factory worked: “At one point, this very agitated guy comes into the office and starts shouting at the boss: “Get these young guys to work, stop wasting time.” “Why?” “Because we need people who work, not people who chat!”   It was Ferruccio Lamborghini and, far from daunted, the nineteen-year-old Valentino was charmed by the man’s force and determination, and this made him instantly feel an important part of this new company. A dynamic environment, squashed in the area between two legends, Ferrari and Maserati, yet full of the punch and vitality of its founder. And that’s how Balboni began, with a mechanic’s apprenticeship and the small tasks assigned to the new hires. Meanwhile, he, who didn't have a driving licence (“Doing the course was expensive and our family couldn’t afford it”) began to drive in the factory courtyard, in the only car available, used by the “experience” department to test new components. “I learned driving round the two sheds at the factory at the wheel of a Miura. Thinking back, it makes me shiver, but at the time there was nothing else and it was quite normal.”   The days passed, at the wheel he crunched the gears less and less and his driving became smoother. Also thanks to the advice of an exceptional tutor like Bob Wallace, the New Zealand engineer, tester and designer who had already worked with Maserati and Ferrari (he had been Phil Hill's chief mechanic in 1960, when the American driver won the F1 World Championship in the Ferrari single-seater) and who at the time was a key figure at Lamborghini.   In the meantime, Valentino Balboni became a mechanic, learning to work on all the car parts, from the engine to the transmission to the gearbox, following Wallace's guidance. And one day, on 5 September 1973, over five years after starting work, he was considered good enough to test the cars on the road, and for the first time, he left the factory at the wheel of a Lamborghini. “It was a black Miura SV, a masterpiece. I drove up to the entrance barrier, where the porter’s lodge was, and the porter, who years earlier had helped me to write my application, smiled at me. I was really, really scared. I thought I wouldn’t be able to hold the bends, or that I would go too fast, and in fact I drove really slowly for the first few miles. It was really embarrassing, and very tough. But then I fell in step with the Miura, and thankfully everything went fine, it was a thrill I will never forget.”   This marked the start of a new era in Valentino’s professional history, joining that exclusive club of the world’s most sought-after testers: “When I went out on a test drive, I often met colleagues from Maserati, Ferrari, De Tomaso. Near Sant’Agata, there was a place, an abandoned house with a huge tree in front that offered some lovely shade. Often, when I drove past, if a tester had parked there to check the vehicle, I would stop, and all the others did too. We would chat in the shade, and then set off again. Sometimes, out of curiosity, we would switch cars for the next three or four miles, and then of course everyone went back in their own car.”   As the brand grew in popularity, Lamborghini caught the eye of some rich and even some rather eccentric customers. “I still remember the man with a white Diablo with white seats and steering wheel: he came to Sant’Agata dressed all in white, socks and shoes included, with a tamed parrot - white, of course - on his shoulder.” And then, those who wanted to show him how well they drove - “A few scares, but luckily we never had an accident,” - and those who, on the other hand, could drive really well, like Renè Arnoux, who had a beautiful Miura, or Nelson Piquet. “He wanted to buy a Countach, and took it for a test drive on the motorway, at a speed that I didn’t think possible.”   In the meantime, Wallace confirmed how precious his advice and working method were (he drove from 5.30 in the morning to 3 in the afternoon, and then reported back to the mechanics), and handed it all on to Balboni, passing him the baton. “Bob had incredible mechanical sensitivity and knowledge, a natural flair for understanding cars, ‘feeling’ them. In practice he passed that all on to me, and helped me develop this sensitivity.” “And what’s more, I was a mechanic, and the combination of the two things – mechanic and tester – gave me a huge advantage, immediately testing any changes and their impact on the car’s performance and behaviour.” And this is why, when Bob Wallace left Lamborghini to return to New Zealand, and from there on to Phoenix in the United States, Valentino Balboni became chief tester at Sant’Agata, a role he covered for forty more years, even during the most complex periods of the company history, which he also got through thanks to the awareness of the role he had acquired, having worked directly with the founder. Ferruccio always being there was a thrill, even if at times it was like a roller coaster, so many new ideas, sales strategies, mood swings that were sometimes tough to follow. A pragmatic, farming mentality, with his feet on the ground and full attention to the customer’s needs. Balboni tells, “I remember that Lamborghini often delivered cars to customers who came to collect them in Sant’Agata personally. While I did the final checks before getting the car on the road, he entertained the guests and, when they left the factory, we would accompany them all as far as the gate, which was (and still is) on a very long straight road: turn left for Modena, right for Bologna. The customer would drive off, and you could hear the engine roaring miles away". “Ferruccio Lamborghini counted the gear changes on his fingers, and when he heard fifth gear, he would say, ‘OK guys, we can go home now, it’s not going to break!’ He was an incredible character.” Balboni's alarm went off at 6.30 every morning, he would get to work early and his day began at 8. He and the other two testers waited for the cars to come off the assembly line, and personally oversaw the first checks, the set-up, the tyre pressure, topping up the oil, water and fuel before setting off on a road test. “The route was always the same, from Sant’Agata Bolognese to Altedo, at the motorway exit, and then back again, a 70-mile round trip, ideal for running in the brakes and checking the noise levels and vibrations, as well as any leaks.”    Compared to today, when simulations with virtual tests speed up the validation process, then there was a huge difference between testing and development, the former merely checking that everything on the car to be delivered was OK, while the latter was part of the design, the only way to check the actual product against what had been designed on paper. “It was great explaining the sensations and performance to the engineers. We didn't always agree, and I must say that often they were right, and all these situations helped me to grow and improve every day,” Valentino Balboni says today. The Sant’Agata models still have that spirit that drove Ferruccio to challenge the world of sports car manufacturers, first and foremost Enzo Ferrari, who had the nerve to treat him with disdain during their first and only meeting, when Lamborghini, already a wealthy industrialist thanks to his tractors, was a mere customer of Maranello (he and his wife had two Ferrari 250 Coupé Pininfarinas, one each).   Would Ferruccio like today’s Lamborghinis? “I think so. In my opinion, they still embody his spirit, his idea. Today, though, things have changed. In my day, people who drove this type of car had to develop a certain kind of sensitivity, but today electronics control their behaviour and reactions, so anyone who drives a Lamborghini can focus more on enjoying its performance, without so much manual effort.” In all these years, were you ever tempted to switch sides? “In the early ’70s I had some high-level contacts with our cousins on the other side of the river (Balboni never mentions Ferrari by name, but alludes to the river Panaro, which separates Sant’Agata Bolognese from Maranello), but I got the impression that rather than wanting me with them, they were more interested in stealing me from the other team, and at that time we were developing the Countach. So I decided to stay where I was, and I stayed there my whole life, the best decision I ever made.”   Lamborghini repaid this loyalty in its own way. “One day, the technical director Maurizio Reggiani called me and told me I had six months, an engineer and three mechanics to develop a Gallardo with rear drive rather than four-wheel drive and a manual gearbox. I tried to tell him I didn’t agree, that it was a step back compared to our exceptional four-wheel drive and very sophisticated technology, but he wouldn't budge. Then, in 2009, they asked me to do a few signatures, and they would choose the best one. ‘But why?’ I asked, and they replied: ‘To put on the Gallardo LP550-2 Valentino Balboni Limited Edition’. I was gob-smacked, amazed, and it’s hard to believe still today.”   Hundreds of thousands of miles at the wheel of dream cars, an infinite number of contacts with customers and enthusiasts around the world who called him for advice, events and restorations have not changed Valentino Balboni, who still lives in Casumaro, in the Po Plain where he was born, with all the habits and rhythms of the farming world. Regrets? “None, I would do it all over again, perhaps correcting just a few details.” But then he stops for a moment, and adds: “In fact, with hindsight, I should have bought a Miura, perhaps with a few knocks and scratches, to keep in the garage and do up at leisure.”

Born into the craft, his father Giovanni already possessed a natural instinct for high-speed mechanics, Gian Carlo Minardi began in the minor racing categories in the 1970s and, in just over a decade, embarked on a remarkable 21-season journey to build his own Formula 1 team. Along the way, he crossed paths with Enzo Ferrari, Ayrton Senna, and Flavio Briatore, and continues today, long after stepping away from the circus, to cultivate motorsport culture through the Historic Minardi Day at the Imola circuit. This is the portrait of a visionary who transformed dreams into reality, overcoming obstacles and skepticism alike. Words : Marco Visani Photography : Leonardo Perugini Video : Andrea Ruggeri Archive photography courtesy of the Gian Carlo Minardi Archive There is a word in the local dialect that perfectly encapsulates a certain Romagnolo mindset, one that requires explanation to be fully understood. E mutòr does not simply mean “engine.” It signifies the passion ignited by anything that has one, especially when that engine is used to test oneself on a fast course. It is not a descriptive term, it is a way of being. Whether two wheels or four, whether few cylinders or many, is of little consequence. What matters is the desire to inhale the scent of mineral oil, to see the marks of burnt rubber etched into the asphalt, to watch your rival shrink in the rearview mirror after you’ve left him in your dust. Without mutòr, Giovanni Minardi of Faenza would likely be remembered by few. He would have remained a footnote in local history, significant, certainly, having managed the city’s Fiat dealership since 1927. But then something happened. In 1947, engineer Oberdan Golfieri, an associate of Enzo Ferrari, who at that very moment was founding the company that would bear his name, often invited his colleague Gioacchino Colombo, another engine designer, to dinner at his home in Faenza. It was during those Romagnolo evenings, over piadina and glasses of Sangiovese, that Golfieri met Minardi. Minardi, driven by that same mutòr, had conceived the idea of building a racing car. And since the Olympic ideal of participation did not interest him in the slightest, he wanted only to win, he secured backing from Counts Renzo and Rino Ferniani and commissioned Golfieri to design the most competitive 750cc engine ever built, to be mounted on a modified Fiat 500 Topolino chassis. The result would be the smallest inline six-cylinder engine in the world, derived from half of the V12 then taking shape for the Ferrari 125, the progenitor of all Ferraris. The car, named GM 75 (Giovanni Minardi 750), achieved little in terms of results, second-to-last at the 1948 Valentino Grand Prix in Turin, a retirement at the Coppa del Garda despite securing pole position, and just two unremarkable appearances in 1949. It could have remained a minor story, one of countless unsuccessful single-seaters of the postwar years. But it did not. The Minardi racing lineage had been born. Even if a quarter of a century would pass between its prologue and its first true chapter. Fast forward to 1972. One of Giovanni’s three sons, Gian Carlo, born in the very same year as the GM 75, for nothing ever happens by chance, was not only helping manage the family dealership but was, inevitably, captivated by racing. He founded a team, Scuderia del Passatore, its name paying homage to a legendary 19th-century Romagnolo bandit whom folklore had elevated into a kind of folk hero. The team entered single-seaters in Formula Italia and Formula 3 and maintained close ties with Angelo Gallignani, owner of Everest, a company based in nearby Fusignano producing rubber aftermarket components. Before long, the team became Scuderia Everest, reflecting its sponsor, and moved up to Formula 2. When Everest withdrew in 1980, the team took on the name of its founder, Scuderia Minardi was born. Appetite, as they say, grows with eating. And this small provincial team, having climbed from grassroots beginnings to what might already have seemed the fulfillment of a dream, was not content. It wanted more. It wanted the top tier. Gian Carlo wanted it, having tailored that dream around himself and his family, always supported by his brothers Giuseppe and Nando. That dream, pursued with relentless effort and few proclamations, was realized on April 7, 1985, at the Brazilian Grand Prix, for the first time, a Minardi, the M185, stood on the grid of the Formula 1 World Championship. Originally intended to run an Alfa Romeo turbocharged V8 promised by President Ettore Massacesi, who ultimately withdrew his commitment at the last moment, Minardi instead sourced a naturally aspirated Cosworth V8, sufficient for two races, before replacing it with a more competitive turbocharged V6 from the newly formed Motori Moderni, where Carlo Chiti had found a new home. If the engines represented a carousel of missed opportunities and fresh starts, the lead driver was a certainty, another Romagnolo, Pierluigi “Piero” Martini. Of the 118 Grands Prix he would contest, 102 would be under Minardi’s yellow and blue colors. Minardi and Martini became inseparable, so much so that even today, mention of one often blurs into the other. It mattered little that Martini retired in that overseas debut, a team born from nothing, with just one engineer, Giacomo Caliri, and ten technicians, had already achieved a minor miracle, quiet, proud, and distinctly Romagnolo. While Italy indulged in the hedonism of the 1980s, the Minardi Formula 1 adventure unfolded as something altogether singular. For one, Gian Carlo and his small, determined team extended the boundaries of the Motor Valley eastward, beyond the traditional axis of Modena and Bologna. More profoundly, Minardi achieved an almost anthropological shift. Before 1985, Faenza, a town of fewer than 60,000 inhabitants, was known worldwide for ceramics, so much so that the French word faïence derives from its name. After Minardi, Faenza became synonymous with Formula 1, a legacy that endures even beyond the team’s eventual ownership changes. As Gian Carlo himself likes to point out, “Faenza is the only city in the world to host two top-tier racing teams”, the other being Gresini Racing, founded in 1997 by the late Fausto Gresini. The Formula 1 journey of such a small team was never going to be easy, though it was undeniably exhilarating. Much of this was due to Minardi’s exceptional ability to build relationships. He was among the few granted access to the office of an aging Enzo Ferrari. And when the Commendatore faced a man who inevitably reminded him of his younger self, he listened, advised, and quietly approved. It was no coincidence that in 1991, three years after Ferrari’s passing, the Scuderia supplied Minardi with a V12 engine, leading to the team’s best-ever result, seventh place in the Constructors’ Championship. There was even a moment when Ayrton Senna might have joined Minardi. In 1982, while Minardi was still in Formula 2, Paolo Barilla suggested that Gian Carlo take notice of a young Brazilian driver. After watching him perform in the wet at Silverstone and in the dry at Hockenheim, Minardi offered him a contract for 1983. The reply was disarming: “You are the first person to offer me a professional contract, Gian Carlo, I will never forget that. But no, thank you. I plan to become Formula 1 World Champion within six years.” True to his word, Senna achieved the title in 1988. And he never forgot Minardi, often stopping by the team’s motorhome, renowned for its food, for an embrace and a plate of tagliatelle. His tragic death in 1994 at Imola, just a short distance from Minardi’s headquarters, felt like a cruel twist of fate, a modern Greek tragedy where passion and mortality intertwine. The years that followed were challenging, rising costs, lost sponsorships, and constant engine changes, from Ferrari to Lamborghini, Ford, Hart, and back to Cosworth. In September 2005, the team was sold to Red Bull and transformed into Toro Rosso. Yet Gian Carlo Minardi never left the world of motorsport. He served within the Italian Automobile Club, scouted new talent, and from 2021 to 2025 presided over Formula Imola, managing the Enzo e Dino Ferrari circuit. Above all, since 2016, he has been the creator of the Minardi Historic Day, held annually at Imola. What might sound like a gathering of historic Minardi cars is, in truth, far more, a Romagnolo interpretation of the Goodwood Festival of Speed, a kind of Woodstock for motorsport, where every inch of asphalt resonates with passion. With static displays, associations, memorabilia, and dynamic demonstrations, the event draws 20,000 visitors each year, a powerful statement of authenticity and coherence in an era where traditional motor shows have largely lost their identity. Behind the scenes, following the sudden passing of his brother Nando in 2021, Gian Carlo is supported by his niece Elena, ensuring that Minardi is not merely a dynasty, but a family. A family that has always believed, and continues to believe.

From the early 1970s to 2005 at Pininfarina—where he served for 17 years as Managing Director—Lorenzo Ramaciotti concluded his brilliant career as Head of Style for the FCA Group brands. This is the portrait of an engineer with a classical education and a profoundly global vision of automotive design—not merely in geographic terms. From prototypes to mass production, from one-offs to popular models, his philosophy of automotive form and design has shaped decades of Italian and international car culture. Words Marco Visani Photography Leonardo Perugini Video Andrea Ruggeri Archive photo courtesy of the Lorenzo Ramaciotti Archive He never says “I did,” “I designed,” or “I came up with it.” What strikes you most when speaking with Lorenzo Ramaciotti is how rarely he uses the first person. He never says “I did,” “I designed,” or “I came up with it.” And yet he could—given the hundreds of ideas and creations drawn from his hat over a long career, first as a designer and later as head of styling. [click to watch the video] Designing cars is a profession that easily feeds the ego: watered daily, it can grow luxuriant, inviting admiration—especially self-admiration. With Ramaciotti, instead, this was one of the least narcissistic conversations imaginable with someone whose résumé is so formidable. Even when he picks up one of the self-published volumes collecting memories from his long working life, he deflects praise: “It’s just a printed notebook. I didn’t have such an adventurous life to justify anything more.” Perhaps because, had it been up to him, Lorenzo Ramaciotti would not even have become a car designer. As a teenager, he had one ambition only: to do any job that would keep him close to automobiles. When he completed his classical high-school diploma in 1967, the only realistic option was mechanical engineering. Automotive engineering as we know it today did not yet exist, nor did modern design schools. Like many of his generation—raised on bread and Quattroruote magazine—he passed dull literature classes sketching car profiles in the margins of textbooks. We all shared that now-romantic idea that the automobile was the ultimate material aspiration: perhaps second only to housing, but far more attainable. That emotional foundation, grafted onto a rigorous technical education, shaped the engineer Ramaciotti into a rational thinker with a wide-angle view of both his own work and that of others—grounded in realism and immune to vanity. His character also reflects a dual “citizenship”: Emilian by birth—born in Modena, in the heart of Italy’s Motor Valley—and Turinese by adoption, having moved to Turin to study at the Politecnico. He never left. Even today, in retirement, he lives in the hills overlooking the city. Emilian warmth and creativity blend with Piedmontese logic, courtesy, and restraint—ingredients that seem hard to reconcile, yet yield extraordinary results when properly combined. Ramaciotti’s first paid job after graduating was at Pininfarina—the first to respond to his CV. He would stay there for almost his entire career, rising to Managing Director and Head of Styling from 1988 to 2005. Then came the call from Sergio Marchionne and a leap into a different but adjacent world: Director of Design for all FCA brands. Few designers have worked across such extremes—from Ferrari and Maserati to Fiat. Fewer still can claim both the Ferrari 456 and the Fiat Panda among their credits. Yet “designing” is reductive: Ramaciotti’s true role was directing those who designed—conducting an orchestra rather than holding the pencil. Even before that first job, there was a prologue. As a student, he entered the Grifo d’Oro competition launched by Nuccio Bertone. He presented a GT coupé model—still in his studio today. Seen sixty years later, its modernity is striking: taut lines, balanced curves, and low-profile tyres well ahead of their time. A clear sign of precocious talent. Design entered his life almost by chance. His true automotive idol was Colin Chapman—the man who made Lotus fast by making it light. Italy, he thought, focused too much on engines; Britain mastered handling. Why not do the same at home? That early international outlook would later define his career, even as his “less is more” philosophy found expression in exterior form—the first driver of desire in a car. At Pininfarina, Ramaciotti worked primarily with elite manufacturers and niche vehicles rather than mass-market dynamics. He directed the design of ten Ferraris, beginning with the Mythos concept of 1989, unveiled in Tokyo—a strategic move to assert Italian relevance in a design landscape increasingly dominated by Japan. The same logic guided projects like the Honda Argento Vivo of 1995, with its bold use of contrasting materials. Every car has its logic. The Peugeot 406 Coupé, for example, was born from manufacturing necessity, yet became an icon thanks to its elegance—enhanced by Ramaciotti’s insistence on preserving its proportions. This ability to maintain a strong, recognisable identity across countless designers is the Pininfarina miracle, sustained by just three heads of styling in over fifty years. Ramaciotti cites Touring Superleggera, Bertone, Giugiaro, and independent masters such as Mario Revelli de Beaumont, Franco Scaglione, and Giovanni Michelotti as pillars of Italian design. On the role of clients, he is clear: designers are not independent artists. True originality emerges not from isolation, but from dialogue—preferably with clients who love cars without believing they know better. Design today? He rejects claims that all modern cars look alike, noting an unprecedented diversity of styles. His eternal muse remains the Ferrari 250 SWB, alongside legends like the Alfa Romeo 8C 2900 and Bugatti Type 57 SC Atlantic. Above all, two figures shaped his professional life: Sergio Pininfarina and Sergio Marchionne—very different men, united by vision and relentless work ethic. Before Marchionne’s arrival, Ramaciotti fulfilled a lifelong dream: designing a Maserati. His Quattroporte V became the official car of President Carlo Azeglio Ciampi. Later came its successor and the Ghibli. As for Turin’s decline as an automotive capital, Ramaciotti offers no nostalgia: history moves forward, guided by reason, not sentiment. On AI, his view is measured: artificial intelligence can recombine existing forms efficiently, but true originality—for now—remains human. For how long, he does not yet know. About the author, Marco Visani.    Born in Imola in 1967, he has been a journalist since 1986. After beginning his career as a reporter for Il Resto del Carlino and other local newspapers, he has been writing about automobiles since 1992. He has worked with magazines such as Quattroruote, Ruoteclassiche, TopGear, Youngtimer, Auto Italiana, Auto, AM, Sprint, InterAutoNews, and EpocAuto; with TG2 television; the portal Veloce.it ; and with the English publisher Redwood Publishing, active in the field of customer magazines. He is currently the Italian correspondent for the French classic-car magazine Gazoline, editor-in-chief of the bimonthly ZeroA, and contributor to L’automobileclassica, Youngclassic, Quadrifoglio, and Tutto Porsche. He also manages heritage communication for Volvo Car Italia. His writings have appeared in Corriere dello Sport-Stadio, Avvenire, Tecnologie Meccaniche, Rétroviseur (France), and Top Auto (Spain). He has published and co-authored several books for Giorgio Nada Editore and other publishers from 2016.

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The thrilling realm of classic car events and motorsport in a curated calendar of the most prestigious and revered gatherings, a gateway to the pinnacle of racing heritage by SpeedHolics. Stay in the Fast Lane events CALENDAR Our Ultimate Guide to Classic Motorsport A curated selection of the most prestigious and revered gatherings. Write to add your event Share this page on Facebook Tier-1 extraordinary CLASSIC CAR EVENTs IN THE CALENDAR 92 ALFA REVIVAL CUP - MUGELLO Italy Mugello CANOSSA EVENTS Up 18 - 19 Apr 2026 Mail CALIFORNIA 1000 USA-California Various cities Hagerty Up 19 - 23 Apr 2026 Mail RALLY STORICO COSTA SMERALDA - TROFEO MARTINI Italy Costa Smeralda Automobile Club Sassari Up ACI Sport - Automobil Club Italiano 24 - 25 Apr 2026 Mail SPA SUMMER CLASSIC Belgium Spa-Francorchamps Circuit Roadbook Organisation Up 24 - 26 Apr 2026 Mail RECHBERG Austria Rechberg Rechbergrennen GmbH Up FIA - Fédération Internationale de l'Automobile 25 - 27 Apr 2026 Mail SIMOLA HILLClIMB South Africa Old Cape Road, Knysna Knysna Speed Festival (Pty) Ltd Up 30 Apr - 3 May 2026 Mail DONINGTON HISTORIC FESTIVAL United Kingdom Donington Historic Promotions Ltd Up 1 - 3 May 2026 Mail TOUR AUTO OPTIC 2000 France France Peter Auto Up 3 - 9 May 2026 Mail HOCKENHEIM HISTORIC Germany Hockenheim Hockenheim-Ring GmbH Up 8 - 10 May 2026 Mail MONACO HISTORIC GP Principality of Monaco Monaco Automobile Club de Monaco Up 8 -10 May 2026 Mail TARGA FLORIO HISTORIC REGULARITY RALLY Italy Palermo Automobile Club of Italy (ACI) and the Targa Florio Committee Up 14 - 16 May 2026 Mail CONCORSO D'ELEGANZA VILLA D'ESTE Italy Cernobbio - Villa Erba BMW Group Classic Up 15 - 17 May 2026 Mail HISTORIC ACROPOLIS RALLY Greece Athens Ομοσπονδία Μηχανοκίνητου Αθλητισμού Ελλάδας (ΟΜΑΕ) Up FIA - Fédération Internationale de l'Automobile 22 - 24 Sep 2026 Mail SPA CLASSIC Belgium Spa-Francorchamps Circuit Peter Auto Up 22 - 24 May 2026 Mail CAVALLINO CLASSIC - MODENA Italy Modena CANOSSA EVENTS Up 22 - 24 May 2026 Mail PAU CLASSIC GRAND PRIX France Pau Asac Basco Béarnais Up 22 - 24 May 2026 Mail RALLYE DES PRINCESSES France La Baule Peter Auto Up 23 - 28 May 2026 Mail BRANDS HATCH MASTERS HISTORIC FESTIVAL United Kingdom Brands Hatch Circuit Kent MASTERS HISTORIC RACING UK Up 30 -31 May 2026 Mail 1 2 3 4 5 1 ... 1 2 3 4 5 ... 5

Discover the premier curated marketplace on the web - SpeedHolics Market, where luxury sport cars find their perfect showroom. Notably, some of these exceptional cars deserve more than just a display - they deserve an exclusive editorial article, proudly signed by SpeedHolics Featured by SpeedHolics this month 1971 Lancia Fulvia 1600 HF Series II ‘Fanalino’ Very Superior Old Cars View SELECTED BRANDS The Ultimate Refined Automotive Marketplace Online. Showcasing 2736 Exclusive Offerings, Selected with Passion by SpeedHolics. Explore Featured Vehicles Tier-1 CARS & STORIES Racing Through Time: The Legacy of the 1954 OSCA MT4 #1143 Tracing the Journey of a Motorsport Icon: The Chassis number 11431954 OSCA MT4's Epic Tale from Italian Tracks to Classic Car Renaissance... Sean Campbell Porfirio Rubirosa: The “Real” James Bond & His Mercedes-Benz 300 SL Coupe A diplomat, a race-car driver, a pilot, a polo champion, an alleged assassin, and a notorious ladies’ man, Porfirio Rubirosa is believed... Sean Campbell The Story of Bob Akin, Captain of Industry & Racecar Driver, and his 1982 Porsche 935 L1 “You can’t make a racehorse out of a pig. But if you work hard enough at it you can make a mighty fast pig” Bob Akin Find this car listed... Sean Campbell 1955 Porsche 550 Spyder: A Film by Auxietre & Schmidt “This is just the purest of…” Automotive designer Anders Warming trails off, trying to find the right words, “I have to go rob a bank!”... Sean Campbell 1 2 FEATURED PERFORMANCE CAR S 1969-Ferrari-365-GTC-01.jpg 1969-Ferrari-365-GTC-02.jpg 1969-Ferrari-365-GTC-15.jpg 1969-Ferrari-365-GTC-01.jpg 1/15 1969 Ferrari 365 GTC United Kingdom D.K. Engineering Ltd 1978-Fiat-131-Abarth-01.jpg 1978-Fiat-131-Abarth-02.jpg 1978-Fiat-131-Abarth-10.jpg 1978-Fiat-131-Abarth-01.jpg 1/10 1978 Fiat 131 Abarth United Kingdom Duncan Hamilton Rofgo Ltd 1969-Ferrari-365 GT-2+2-Queen-Mary-01.jpg 1969-Ferrari-365 GT-2+2-Queen-Mary-02.jpg 1969-Ferrari-365 GT-2+2-Queen-Mary-20.jpg 1969-Ferrari-365 GT-2+2-Queen-Mary-01.jpg 1/20 1969 Ferrari 365 GT 2+2 Queen Mary Switzerland Oldtimer Galerie International GmbH FEATURED RACE CARS 1962-Ferrari-250-GT-E-Drogo-SWB-01.jpg 1962-Ferrari-250-GT-E-Drogo-SWB-02.jpg 1962-Ferrari-250-GT-E-Drogo-SWB-20.jpg 1962-Ferrari-250-GT-E-Drogo-SWB-01.jpg 1/20 1962 Ferrari 250 GT/E „Drogo“ SWB Germany Thiesen Hamburg GmbH 1987-Ford-Sierra-Cosworth-RS-Gr.A-01.webp 1987-Ford-Sierra-Cosworth-RS-Gr.A-02.webp 1987-Ford-Sierra-Cosworth-RS-Gr.A-20.webp 1987-Ford-Sierra-Cosworth-RS-Gr.A-01.webp 1/20 1987 Ford Sierra Cosworth RS Gr.A United States ISSIMI, Inc 1987-Sauber-Mercedes-C9-01.webp 1987-Sauber-Mercedes-C9-02.webp 1987-Sauber-Mercedes-C9-15.webp 1987-Sauber-Mercedes-C9-01.webp 1/15 1987 Sauber-Mercedes C9 Illinois Mouse Motors LLC READERS' CHOICE 1988-Lamborghini-Countach-5000-Quattrovalvole-88.5-UK-RHD-01.webp 1988-Lamborghini-Countach-5000-Quattrovalvole-88.5-UK-RHD-02.webp 1988-Lamborghini-Countach-5000-Quattrovalvole-88.5-UK-RHD-15.webp 1988-Lamborghini-Countach-5000-Quattrovalvole-88.5-UK-RHD-01.webp 1/15 1988 Lamborghini Countach 5000 Quattrovalvole 88.5 UK RHD United Kingdom Iconic Auctioneers Ltd 1982-Ferrari-208-GTB-Turbo-01.jpg 1982-Ferrari-208-GTB-Turbo-02.jpg 1982-Ferrari-208-GTB-Turbo-11.jpg 1982-Ferrari-208-GTB-Turbo-01.jpg 1/11 1982 Ferrari 208 GTB Turbo Italy Andrea Nannetti 1971-Lancia-Fulvia-1600-HF-Series-II-Fanalino-01.webp 1971-Lancia-Fulvia-1600-HF-Series-II-Fanalino-02.webp 1971-Lancia-Fulvia-1600-HF-Series-II-Fanalino-15.webp 1971-Lancia-Fulvia-1600-HF-Series-II-Fanalino-01.webp 1/15 1971 Lancia Fulvia 1600 HF Series II ‘Fanalino’ The Netherlands Very Superior Old Cars View All Listings Catering to Your Passion and Business: A Niche Marketplace for Sports and Racing Cars. Contact Us for Listing Your Vehicle