Aston Martin DBR1: The Most Expensive Classic Car in Aston Martin History

Racing Immortality - The story of a truly great car rarely begins with speed alone. It often starts with a moment in time—an era when engineering ambition meets the thrill of competition and leaves behind something far more enduring than lap records. That is exactly where the Aston Martin DBR1 finds its place: not just as a machine, but as a symbol of a golden age in motorsport that still echoes today.

The Aston Martin DBR 1 is crowned as the most expensive Aston Martin sportscar ever sold in an auction event. (Picture from: MotorAuthority)

Built between 1956 and 1959, the DBR1 was never intended to be ordinary. Only five units were ever produced, each crafted with a singular mission—to conquer the fiercely competitive World Sportscar Championship. Its lightweight body, sculpted with aerodynamic precision, reflected a philosophy where elegance met pure function. Beneath its sleek exterior sat a powerful engine paired with a five-speed manual transmission, delivering the kind of raw, mechanical connection that modern cars rarely replicate. Inside, the cockpit was minimal and purposeful, designed for endurance rather than comfort, placing the driver at the center of an intensely physical driving experience.

The Aston Martin DBR 1 is won its first world title in the 1959 Nürburgring 1,000 km event and driven by legendary racers, namely Sterling Moss, Jack Fairman, and Carroll Shelby. (Picture from: MotorAuthority)

What truly elevated the DBR1 into legend was its performance on the world stage. In 1959, it achieved something extraordinary by winning the 24 Hours of Le Mans—still Aston Martin’s only outright victory in this iconic endurance race. That same year, it also claimed victory at the Nürburgring 1,000 km, driven by racing icons like Stirling Moss and Jack Fairman. Their performance set a remarkable record time of 7 hours, 33 minutes, and 18.44 seconds, helping propel Aston Martin to a strong position in the championship standings. The involvement of names such as Carroll Shelby further cemented the car’s association with motorsport greatness.

The Aston Martin DBR 1 uses an inline-six 2,922cc engine capable burst out the power of 256 hp @ 6,520 rpm. (Picture from: MotorAuthority)

The DBR1’s dominance wasn’t limited to a single victory. It secured six wins in World Sportscar Championship events—an achievement unmatched by any other car of the 1950s at the time. Its three consecutive victories in 1959, including Nürburgring, Le Mans, and the Tourist Trophy, placed it alongside legends like the Ferrari 250 Testa Rossa, which had achieved a similar streak the year before. It also joined an elite group of machines, including the Ferrari 375 P, as one of the very few cars to win both the World Sportscar Championship and Le Mans within that decade.

The Aston Martin DBR 1 is sold at a price of the US $22.55 million at the 2017 Pebble Beach Concours d'Elegance in Monterey, California. (Picture from: MotorAuthority)

Decades later, its legacy took on a new dimension—not on the track, but in the world of collectors. In August 2017, during an auction hosted by RM Sotheby's at the Pebble Beach Concours d’Elegance in California, the DBR1 shattered expectations by selling for an astonishing $22.55 million. This sale made it the most expensive Aston Martin ever auctioned, a record that speaks volumes about its historical importance. The specific model sold, known as DBR1/1, carried a lineage that included ownership by notable racing figures, further enhancing its allure.

Interestingly, Aston Martin has produced other cultural icons, such as the Aston Martin DB5, famously associated with James Bond in the film Goldfinger. Yet even that cinematic fame has been overshadowed by the DBR1’s real-world achievements and its record-breaking value. Today, the DBR1 stands as more than just a collector’s item—it is a reminder of a time when racing was raw, drivers were fearless, and a car could become immortal not through marketing, but through sheer performance and history. *** [EKA [29092020] | FROM VARIOUS SOURCES | WIKIPEDIA | MOTORAUTHORITY | TOP SPEED ]

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The One-Off Plymouth Belmont Concept: A Forgotten Dream Car That Survived Time

Enduring Vision - The golden age of American cars was never just about speed or utility—it was about imagination. After World War II, automakers in the United States felt liberated to explore new ideas, pushing past the familiar into bold experiments that hinted at what the future of driving could look like. This was the time when "dream cars" and concept vehicles weren’t only a design exercise but also a statement of ambition. Among those creations, one stood out not only for its sleek presence but also for its rarity: the one-off Plymouth Belmont concept from 1954.

The 1954 Plymouth Belmont was Chrysler’s vision of what Plymouth could be if it leaned fully into style and innovation. (Picture from: Hagerty)

The Belmont was Chrysler’s vision of what Plymouth could be if it leaned fully into style and innovation. Unlike most cars of its era, it wore a body made of fiberglass—a material that was still futuristic in the early 1950s. This wasn’t just about weight reduction; it was about showing that Plymouth could keep up with the likes of Chevrolet and Ford, who were turning heads with the Corvette and Thunderbird. Underneath, it sat on a standard Plymouth chassis, giving it real-world grounding, but the lines and proportions of the car carried the flair of a showpiece.

The Plymouth Belmont featured a fiberglass body, a material considered futuristic in the early 1950s. (Picture from: DesignBoom)

What made the Belmont even more intriguing was that it wasn’t simply a design sketch brought to life—it was functional. The car came equipped with a 4.0-liter V8 engine that produced 157 horsepower, paired with a three-speed automatic transmission. That powertrain might sound modest today, but in its time it was both respectable and perfectly suited to a stylish two-seater that was meant to turn heads rather than burn rubber.

The Plymouth Belmont’s interior was perfectly tailored for a stylish two-seater designed to turn heads rather than burn rubber. (Picture from: DesignBoom)

Sadly, the story of the Belmont was less about mass adoption and more about what could have been. Chrysler’s management never approved it for production, which meant the Corvette and Thunderbird continued their rivalry without a Plymouth contender. The Belmont, instead, remained a single, solitary prototype. Many concept cars from that era were discarded or destroyed once they had served their purpose, but this one had an unusual twist of fate. Virgil Exner, Chrysler’s Vice President of Design and the creative force behind the car, personally kept the Belmont and ensured its survival.

The Plymouth Belmont came equipped with a 4.0-liter V8 engine that produced 157 horsepower, paired with a three-speed automatic transmission. (Picture from: DesignBoom)

That act of preservation is what makes the Belmont so special today. More than sixty years after its debut, the car still exists in remarkable condition. It’s more than just a prototype—it’s a survivor. When it crossed the auction block at Barrett-Jackson in early 2018, it commanded a staggering $1,320,000, proof that collectors and enthusiasts alike recognized its importance not only as a piece of Chrysler history but as an artifact of a time when American automakers dreamed without limits.

The Belmont had once toured auto shows, including the 1954 New York Auto Show, where it received glowing attention from the public. Today, that excitement feels justified. It represents a chapter of automotive history where Plymouth dared to stand shoulder-to-shoulder with giants but ended up leaving behind just a single dazzling reminder of what might have been.

The 1954 Plymouth Belmont sat on a standard Plymouth chassis, giving it real-world grounding, but the lines and proportions of the car carried the flair of a showpiece. (Picture from: DesignBoom)

Looking at the Belmont now, it’s not just a car—it’s a snapshot of ambition frozen in fiberglass and chrome. In an era where concept vehicles often disappear into archives, the Plymouth Belmont still rolls, still gleams, and still captures the same spirit of wonder it first evoked in 1954. Its story reminds us that sometimes the rarest dreams are the ones that never made it to the assembly line. Wanna see another Plymouth's concept car. *** [EKA [03122019] | FROM VARIOUS SOURCES | BARRET-JACKSON | DESIGNBOOM | HAGERTY ]

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Dodge Daroo: Hard to Deny Its Attention-Grabbing Appeal

Radical Allure - Cars have always mirrored the creativity of their time, and in certain eras, that creativity took on a bold, almost rebellious form. The late 1960s was one of those moments, when American automakers experimented freely with shapes and ideas that broke away from convention. Even earlier explorations like the Dodge Deora—which later inspired the Dodge Deora II—had already shown how far Dodge was willing to go. From that same spirit of experimentation, the Dodge Daroo Series emerged as a striking example of how design could be pushed to its limits while still remaining a functional vehicle. 

The 1968 Dodge Daroo I (right) and Dodge Daroo II (left) show cars. (Picture from: Carstyling.ru)

The Dodge Daroo carried a name that immediately sparked curiosity. Meaning arrows and spears, it reflected the car’s sharp and pointed character, especially visible in its distinctive nose. The design wasn’t subtle—it was meant to stand out, to grab attention instantly, and to represent speed and direction even at a standstill.

Daroo I made its first public appearance in 1968 and quickly gained recognition as one of the wildest factory show cars of its era. It was the result of a collaboration between Dodge design manager Bill Brownlie and George Barris, a well-known customizer famous for turning imaginative concepts into reality. Built on the base of a 1967 Dart GT Convertible, the car underwent major modifications that dramatically altered its proportions.

The 1968 Dodge Daroo I in its debut appearance, finished in a brilliant golden-orange shade known as Pearl Honey Yellow. (Picture from: https://bit.ly/348wP4l)

The transformation was extreme. The rear section was shortened by about ten inches, while the front was extended by seventeen inches, creating a long, stretched profile. Its roof and glass were cut down, giving it a low, open feel, while the bodywork flowed in sweeping curves that masked its original identity.  

The 1968 Dodge Daroo I show car was later repainted in a fresh lime green color. (Picture from: Carstyling.ru)

At the front, a deep V-shaped nose reinforced its aggressive theme. Initially finished in Pearl Honey Yellow, the car later received a lime green repaint and minor updates before continuing its tour and eventually being preserved by a private collector.

Following its success, Daroo II was introduced to meet the demand for its eye-catching presence. Although it shared the same foundation, this second version explored a slightly different direction. It suggested that Dodge designers were not just replicating a popular concept, but actively experimenting with variations of the same bold idea.

The 1968 Dodge Daroo II in its unusual form, finished in a bold sporting red paint. (Picture from: Carswp.com)

Daroo II appeared in a vivid red finish and adopted a more angular, roadster-like form. It featured no door glass and no rear window, emphasizing a minimalist and open structure. With a height of only 42 inches and a chopped, frameless windshield, it sat incredibly low, giving it a compact yet aggressive stance. Entering the car required stepping through the open side area, adding to its unconventional nature.

The 1968 Dodge Daroo II show car featured a flat, trunkless rear deck, highlighted by twin competition-style fuel fillers. (Picture from: Carstyling.ru)

The design also included a wide, airfoil-shaped roll bar that extended toward the rear spoiler, visually linking the front and back of the car. The flat rear deck was enhanced by a raised panel with twin competition-style fuel fillers, reinforcing its performance-inspired look. Both Daroo models were powered by a 340-cubic-inch V8 engine producing 275 horsepower, paired with a four-barrel carburetor and dual exhausts.

 

They were fully operable vehicles, not just static displays, which made their presence even more impressive. Even today, it’s hard to deny their attention-grabbing appeal, as they continue to represent a moment when creativity in automotive design was driven by bold ideas and fearless execution. *** [EKA [10042020] | FROM VARIOUS SOURCES | CARSTYLING.RU | BLOG DODGE ]

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Molzon Corsa GT38 Concept: A One-Off Vision of Classic Performance and Innovation

Steel Imagination - For decades, classic cars have often been boxed into a stereotype—beautiful, yes, but technologically outpaced and overshadowed by modern performance machines. Yet every so often, a creation emerges that quietly challenges that assumption, blending timeless aesthetics with forward-thinking engineering. One such machine is the Molzon Concept Corsa GT38, a rare, one-off creation that feels less like a relic of the past and more like a bold personal statement from an era defined by experimentation and ambition.

The 1968 Molzon Concept Corsa GT38 built by William 'Bill' Molzon, a visionary GM designer who involved in many Chevy models. (Picture from: GatsbyOnline)

The story of the car begins with William “Bill” Molzon, a designer shaped by his experience at General Motors, where he worked alongside influential figures on some of Chevrolet’s most iconic models. Unlike many designers whose ideas remain confined to sketches or corporate projects, Molzon pursued something far more personal. In 1963, he set out to build a car that embodied his own vision entirely—one that could accelerate faster than the quickest Corvette of its time, match the fuel efficiency of a Corvair, and deliver the agile handling associated with lightweight European sports cars.

The 1968 Molzon Concept Corsa GT38 built by William 'Bill' Molzon has an angular wedge-shape which at a glance would have similar designs from Gandini and Giugiaro. (Picture from: GatsbyOnline)

To bring that vision to life, Molzon engineered a lightweight space frame chassis constructed primarily from one-inch steel tubing. The structure featured a compact 90-inch wheelbase and a semi-monocoque front section, reflecting both careful planning and early experimentation—he had even tested a scale version of the frame while still in college. Suspension design was equally thoughtful, with unequal-length wishbones and anti-dive geometry at the front, and a sophisticated rear setup incorporating inverted A-arms, twin trailing arms, and anti-squat characteristics. The goal was clear: balance, control, and responsiveness, all wrapped into a compact footprint.

The 1968 Molzon Concept Corsa GT38 built by William 'Bill' Molzon used a Corvair's flat-6 engine and Porsche 901's 5-Speed Manual transaxle. (Picture from: Silodrome)

At the heart of the GT38 sat an air-cooled Chevrolet Corvair flat-six engine, chosen for its lightweight aluminum construction and capable of producing around 200 horsepower. Positioned in a rear-mid layout just behind the cockpit, the engine contributed to an ideal weight distribution. Pairing it with a suitable transmission proved challenging, but Molzon ultimately adapted a 5-speed manual transaxle from an early Porsche 901—later known as the 911—modifying it to work seamlessly with the Corvair engine. This combination reflected not only ingenuity but also a willingness to bridge American and European engineering philosophies.

The 1968 Molzon Concept Corsa GT38 built by William 'Bill' Molzon used a hand made fiberglass body with a total weight of only 1,200 lbs. (Picture from: Silodrome)

The car’s exterior tells a story of evolution. Initially conceived with sharper, wedge-like lines, the design gradually softened into a more fluid, curvaceous form to improve aerodynamics. Molzon sculpted the body using carved Styrofoam blocks based on full-scale drawings, refining each surface before laying fiberglass over the form. By the summer of 1967, the body was complete, and with the interior and electrical systems installed, the GT38 was ready to meet the world—though it largely remained a personal treasure. Kept for five decades and driven sparingly, the car resurfaced publicly only in 2017, offering a glimpse into a deeply personal project that never sought mass production but instead captured the spirit of one designer’s uncompromising vision. *** [EKA [30122019] | FROM VARIOUS SOURCES | BONHAMS | SILODROME | GATSBYONLINE | ]

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Meet The Nashole: The 1957 Nash That Won the 2019 Hot Wheels Legends Tour

Rebel Classic - Car culture has always been about more than just speed. It’s about expression, identity, and the stories that cars carry with them. That’s why some builds instantly grab attention, not because they’re polished to perfection, but because they dare to be different. One of the best examples of this rebellious spirit is a small but unforgettable machine that rolled into the spotlight a few years ago: a 1957 Nash Metropolitan with a wild makeover, better known today as The Nashole.

The 1956 Nash Metropolitan aka. The Nashole. (Picture from: Otoblitz)

Back in 2019, the SEMA Show in Las Vegas hosted the Hot Wheels Legends Tour grand finale, a competition searching for one-of-a-kind custom cars worthy of being immortalized as a Hot Wheels die-cast. Out of nearly 5,000 entries across 20 U.S. cities, this quirky little Nash ended up stealing the crown. Built by Greg Salzillo and Dave Ford, The Nashole was never intended to blend in. Their vision was to create something that stood apart from the typical glossy builds, and they nailed it.

Left side view of the 1956 Nash Metropolitan aka. The Nashole. (Picture from: Otoblitz)

Instead of shining chrome and spotless paint, this Nash wore its attitude like a badge of honor. Its faded finish, rusty accents, weathered grille, and steel wheels with whitewall tires made it look tough, raw, and unapologetically different. While other cars looked like they belonged in a showroom, this one looked like it was built to raise eyebrows—and it did just that.

Dashboard view of 1956 Nash Metropolitan aka. The Nashole. (Picture from: Otoblitz)

Under the hood, the personality matched the looks. The tiny Nash Metropolitan originally rolled out with a modest 40 horsepower engine, but Salzillo and Ford decided that wasn’t nearly enough. They dropped in a 5.0-liter V8 equipped with an Edelbrock carburetor, a dice-shaped air filter, and side-exit exhaust pipes. The result? Roughly 300 horsepower—over seven times the original output. For a car this size, that’s nothing short of outrageous.

 

The judging panel, which included automotive icons like Jay Leno, Richard Rawlings, Adam Carolla, and Hot Wheels designers, couldn’t ignore what this car represented. It wasn’t just about the numbers; it was about originality, spirit, and attitude. As Hot Wheels’ Vice President of Design, Ted Wu, put it, the car perfectly embodied the idea of “built, not bought.” It was quirky, bold, and instantly recognizable as something that belonged in the Hot Wheels lineup.

Engine view of 1956 Nash Metropolitan aka. The Nashole. (Picture from: Otoblitz)

That recognition turned into reality when The Nashole was officially chosen as the 2019 Hot Wheels Legends Tour winner. Following tradition, the car was transformed into a 1:64 scale die-cast model, released in 2020 for fans around the world to collect. What started as an old Nash Metropolitan rescued from obscurity became a miniature symbol of creativity sitting on toy store shelves everywhere.

Looking at it now, several years later, The Nashole still stands as proof that cars don’t have to be perfect to be legendary. Sometimes it’s the imperfections, the bold choices, and the refusal to follow trends that make a build unforgettable. Just like its real-life counterpart, the die-cast version continues to inspire enthusiasts and collectors—reminding us all that the coolest cars are the ones with character. *** [EKA [07122019] | FROM VARIOUS SOURCES | CARSCOOPS ]

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Ferrari 812 Superfast Taken to the Next Level: The Omologata Story

Tailored Fury - There are cars people admire, and then there are cars that somehow stay in the conversation long after their time has passed. The Ferrari 250 GTO is one of those rare cases. Built in the early 1960s—between 1962 and 1964—it wasn’t created to be legendary, just to meet FIA Group 3 homologation rules. It carried a V12 Tipo 168/62 Colombo engine, but that alone doesn’t explain why it grew into something far bigger than its original purpose. Ever since, the idea of Ferrari revisiting that kind of spirit has never really disappeared. Not in an obvious way, but it’s always been there, quietly. 

The Ferrari Omologata is a unique coachbuilt one-off model and is described by the Maranello-based manufacturer as a vibrant evocation of the values that define Ferrari in relation to GT racing. (Picture from: TopGear)

Ferrari didn’t respond with a remake. That would’ve been too easy, maybe even unnecessary. Instead, they did something far more personal. The Omologata exists as a single car—just one—commissioned by a European client who clearly wasn’t looking for something ordinary. It took about two years to complete, which already tells you this wasn’t rushed or formulaic. Ferrari described it as a kind of expression of their GT racing values, something that feels just as natural on the road as it does attacking a corner on track, especially in the hands of someone who actually enjoys driving rather than just owning.

The Ferrari Omologata designed by a variety of subtle nods of design inspired by science fiction, racing heritage, and modern architecture. (Picture from: TopGear)

What’s interesting is where it starts. Underneath it all, the Omologata is based on the Ferrari 812 Superfast—but only in the loosest sense. You still get the core structure: the chassis, the windshield, the headlights. After that, everything changes. It’s less of an upgrade and more of a transformation, like the 812 has been taken apart and rethought from a different angle. The design team, led by Flavio Manzoni, built the body entirely from aluminum, shaping it into something that doesn’t immediately scream for attention, but holds it anyway. The front grille is flatter, wider, then it curves upward into the arches in a way that feels smooth but deliberate. Along the sides, there are three horizontal cut lines—subtle, but they break the surface just enough to keep your eyes moving. The rear finishes it off with a redesigned spoiler that doesn’t just sit there—it gives the car a certain tension, like it’s ready to move even when it isn’t.

The Ferrari Omologata sweeps back to the rear with a new three horizontal transverses 'cuts', while the new rear spoiler is said to offer downforce, and set off the car’s 'aggressive, sporty stance.' (Picture from: TopGear)

The design doesn’t lock itself into one idea either. There are traces of Ferrari’s past, especially if you know their GT racers, but there’s also something else layered in—something a bit more modern, even slightly futuristic in places. Maybe even architectural, depending on how you look at it. The Rosso Magma color ties everything together. It’s deeper than typical Ferrari red, combined with a darker carbon fiber effect and racing graphics that don’t feel decorative, but intentional. It’s the kind of finish that changes character depending on the light, which suits a car that isn’t meant to be easily defined.

The Ferrari Omologata uses a 6.5-liter V12 engine that is estimated to be capable of producing 789bhp of power and described as more a transcendental celebration of the internal combustion. (Picture from: TopGear)

Inside, it gets even more interesting. The seats come in a bright electric blue, a choice that shouldn’t work as well as it does, but somehow fits. They’re paired with four-point racing harnesses, so there’s no confusion about the car’s purpose. Across the dashboard and steering wheel, there’s this cracked paint texture—an unusual detail, but it echoes the look of older Ferrari race cars from the ’50s and ’60s. Even the smaller elements, like the door handles and the central bridge, have a hammered finish. It doesn’t feel overly polished, and that’s probably the point. There’s a kind of rawness to it, but controlled. | ts2x67E6vmg | 9BxxGW9Th1E | 6roRMEpHJY0 |

Mechanically, it keeps the same 6.5-liter naturally aspirated V12 from the 812 Superfast, producing around 789 horsepower. But describing it just in numbers misses the point a bit. Ferrari themselves framed it more as a celebration of internal combustion, which sounds dramatic, but in this case, it fits. There’s no official performance data released yet, though it has been tested at Fiorano, so it’s clearly more than just a design exercise. The Omologata isn’t trying to prove anything in the usual way. It feels more like a reminder—that even now, with everything changing around the industry, there’s still space for something built slowly, personally, and without the need to be repeated. *** [EKA [26092020] | FROM VARIOUS SOURCES | TOP GEAR ]

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