Admittedly, the exercise of selecting the top high-performance automobiles is a daunting task that’s as subjective as the concept of a soul mate. What revs the engine of one person may evoke an idle response in another. Nevertheless, we think we’ve found the automotive dream machines found in the fantasies of most gearheads.
Many of these models were “accessible” when new, but some have become stratospherically expensive today. A few are simply “unobtanium,” while some are within reach of mortals. All, however, are desirable collectibles, and each offers a thrilling experience behind the wheel in its own way.
Listed chronologically, the first year of manufacture is indicated in most cases. In a few instances, a later, preferred iteration, reflects drivetrain improvements, as with the Jaguar E-Type, Lamborghini Miura and Shelby Cobra for example. But enough spoilers—enjoy the ride.
1907 Rolls-Royce 40/50 “Silver Ghost” AX201
PHOTO: COURTESY OF THE ROLLS-ROYCE FOUNDATION.
Calling it the Mona Lisa of the automotive world is not an exaggeration. Like Leonardo’s subject, the old Roller isn’t an exquisite beauty, but its significance goes beyond purely aesthetic attributes. Chassis No. 60551, registered on the road as AX201, demonstrated its reliability on a 3218-kilometre run, forever earning the marque a reputation as “the best car in the world.”
Rolls-Royce Motor Cars’ parent company, the Volkswagen Group, sold it to a private collector last year for a reputed $105 million-plus, a not unreasonable sum in the grand scheme of things for the most famous car in British motoring history. The notion of AX201 coming to market again someday suggests that those with the resources and the urge to acquire it should put a note to themselves on the refrigerator.
1925 Bugatti Type 35
PHOTO BY ICON SPORTSWIRE/AP IMAGES.
Bugatti’s Type 35—also produced in A, B, C and T variants—was the most successful race car from the French marque, garnering more than 2,000 motorsport victories from 1924 to 1930, among them the 1926 Grand Prix Championship and first-place finishes in the Targa Florio for five years in a row.
The diminutive racer was powered by a 2.0-litre inline-eight engine (larger in the 35T) that, when eventually supercharged, developed 100kW; an impressive figure for the day. Not so impressive was Bugatti’s insistence on cable-actuated brakes—uncompetitive with then-new hydraulic brake systems—which founder Ettore Bugatti reputedly defended, saying, “I make my cars to go, not to stop.” Still, a Type 35 is a treasure in any collection.
1930 Bentley 4½ Litre
PHOTO: COURTESY OF BENTLEY MOTORS LIMITED.
The big blower Bentley, so named because of its supercharger, won the 1928 24 Hours of Le Mans and further established the reputation of W.O. Bentley’s brutes as being the fastest trucks of their time. Bentley chassis wore bodies from a variety of coachbuilders, with its motorsport cars earning the company a reputation for rugged durability and speed.
The antithesis of their lithe, nimble French and Italian competition, the 4½ Litres were the heavyweight champions of their day. About 720 examples were produced from 1927 to 1931, 55 of which were supercharged and developed a whopping 179kW in racing form. Driving one improves one’s biceps.
1936 Bugatti Type 57 SC Atlantic
PHOTO: 99DIGITAL.
With only four built between 1936 and 1938, and just three extant, the remaining examples of the SC Atlantic are some of the most valuable cars in the world. Though with many other Type 57 models made from 1934 to 1940 in coupe, two-door, four-door and convertible form, Bugatti dreamers can aspire toward a Type 57 of less rarified provenance.
Beneath the long hood of each was a 3.3-litre inline-eight derived from Bugatti’s Type 59 Grand Prix car. Powering the aerodynamic SC Atlantic, it gave speed to the fluid shape that expresses the spirit of Art Deco and makes it the greatest Bugatti ever, though proponents of the Type 41 Royale may demur.
1937 Alfa Romeo 8C 2900B
PHOTO BY SIMON DAVISON.
Surely Italy’s greatest prewar automobiles, the Alfa Romeo 2300, 2600 and 2900 series commanded a presence on tracks across Europe throughout the entire reign of Alfa’s most powerful cars. The 2900 and 2900B models, with 2.9-litre, Vittorio Jano straight-eight engines, were primarily developed for endurance in competitions like the Mille Miglia and 24 Hours of Le Mans. A number of coachbuilders—mostly Italian—crafted bodies in long- and short-chassis versions, with Carrozzeria Touring creating some of the most desirable. Whether one prefers an elegant streamlined coupe or dashing low-slung roadster, the 8C 2900 in any form was an Italian dream car more than a decade before the first Ferrari was ever made.
1937 Talbot-Lago T150-C SS “Teardrop”
French Talbot-Lago developed its T150-C for racing, using a 104kW, 4.0-litre inline-six in a light, low-slung SS (super sports) chassis featuring independent front suspension. One model expressed French streamline design unlike any other and is, according to some opinions, the most beautiful car ever made.
Launched at the 1937 Paris Motor Show, its body was by French coachbuilder Figoni & Falaschi, who produced Talbot-Lago “Teardrops” in two series; the latter showcased in New York features an uninterrupted fastback profile. Eleven examples of those were made, and on the rare occasion one comes to market, it commands formidable interest and a price commensurate with its rarity.
1954 Mercedes-Benz 300 SL
Derived from the successful Mercedes-Benz W194 race car of 1952, the street-going 300 SL raised every bar for engineering, build quality and performance. With its mechanically fuel-injected inline-six and the ability to reach a top speed of 262km/h, it delivered performance unmatched by any other car of the period.
The “Gullwing” coupe, built from 1954 to 1957, was followed by a roadster in 1957 until 1963. While the roadsters are more user-friendly, the Gullwing remains the most iconic model in the history of the Silver Star. Exactly 1400 examples were made—enough to fill a space in major car collections around the world—and the fact that this blue-chip collectible can still run with contemporary automobiles makes it more astounding still.
1959 Maserati Birdcage Tipo 60/61
PHOTO BY THE SUPERMAT.
The wickedly elaborate tubular space-frame chassis that gives this Maserati its unofficial name was made up of more than 200 thin steel tubes, making it lighter and stronger than conventional race cars. Made to compete at Le Mans, Tipo 60 and 61 models were respectively powered by front-mounted 2.0- and 2.9-litre inline-four cylinder engines, tilted over at a 45-degree angle for a lower centre of gravity.
Despite the brilliant engineering of Giulio Alfieri and drivers like Carroll Shelby, the car was plagued with reliability issues. Of the 22 examples made from 1959 to 1961, none are identical, and today, imposters abound, so provenance is king.
1960 Aston Martin DB4 GT Zagato
PHOTO: COURTESY OF ASTON MARTIN LAGONDA GLOBAL HOLDING PLC.
With only 75 made, Aston Martin’s DB4 GT is on the radar of many well-heeled collectors. But those with four times the budget will be seeking a DB4 GT Zagato, the most desirable Aston of them all. A shorter-wheelbase version of the street-going DB4, the GT Zagato was made for competition, and features a drop-dead gorgeous body penned by Zagato’s Ercole Spada and hammered by the carrozzeria in Milan.
Not a single one of the 19 originals made between 1960 and 1963 looks identical to the other, but any one of them will gain entry to the most exclusive concours or—for the brave—vintage racing event. Continuation examples made by Aston Martin satiate the need of collectors not able to acquire one of the originals.
1963 Chevrolet Corvette Sting Ray Z06
PHOTO BY JEREMY.
Corvette enthusiasts point to Chevrolet’s 1963 Sting Ray as proof that America could design a car as breathtaking as anything coming from Europe, while outperforming them as well. The shark-like, split-window coupe was designed by Larry Shinoda, inspired by preliminary concepts done a few years previously by colleague Peter Brock. Under the Corvette’s fibreglass body was a 327 ci V-8 engine that, with Rochester fuel injection, made 268kW.
Examples ordered with the Z06 special performance equipment package also featured a bigger fuel tank for racing, and with only 199 examples made, they are the most desirable C2 coupes among the almost 10,600 made in 1963. Today, few sports cars from the era are as rewarding to drive. And for cost, reliability and performance, no car from the 1960s beats a ‘Vette.
1964 Aston Martin DB5
PHOTO BY AP PHOTO/LEFTERIS PITARAKIS.
Aston Martin’s DB5 connection to Agent 007 saved the company’s financial bacon at a time in the early 1960s when the small manufacturer was teetering on the verge of bankruptcy. With that model, the marque became synonymous with the film franchise.
Made from 1963 to 1965, the DB5 evolved from the DB4 Series V and is distinguished by an aluminium 4.0-litre inline-six engine and a stunning aluminium body designed by Italy’s Carrozzeria Touring. With 886 examples, there are enough for many would-be Bonds clamouring to have a DB5 in their garage. One well-regarded restorer even related finding a Goldfinger cassette in quite a few DB5s in the shop for a restoration. The example pictured here once belonged to Paul McCartney.
1964 Jaguar E-Type
Upon first seeing one, Enzo Ferrari called it “the most beautiful car ever made,” a claim that’s hard to argue. Debuted as a coupe and roadster in 1961, the Jaguar E-Type was designed by Malcom Sayer and appeared light-years ahead of its bulbous predecessor, the XK150 (ignoring the rare D-Type racers and XK-SS models sandwiched in between).
The Series 1 XK-E, with its covered headlights, elegant tail lamps and thin bumpers, looks best, and the earliest “flat-floor” models made through 1962 are the collector’s preference. The powerful inline-six engine was enlarged from 3.8 litres to 4.2 litres in 1964, and carried on through 1967. That it’s powerful, drivable and relatively reliable counts for much, considering that nothing this exquisite in appearance—coupe or roadster—deserves to be so user-friendly.
1964 Shelby 289 Cobra
PHOTO BY ALLAN HAMILTON/ICON SPORTSWIRE/AP IMAGES.
Some guy named Shelby stuffs a Ford V-8 into a lightweight aluminium British roadster and creates magic. Raw, unrefined and just plain stupid fun, the Shelby Cobra is the automotive equivalent of Miesian reductionist architecture, and proof that “less is more.” No sports car better asserts the spirit of the American hot rodder.
In its era, when brute power and handling finesse were mutually exclusive objectives, the Shelby Cobra delivered both, proving to be a formidable foe on street and track. Introduced with a Ford 260 ci V-8 in 1962, it was soon replaced by Ford’s 289, while the 427-powered monster came along in 1965. For owners who want to really drive, the 289-powered, rack-and-pinion Mark II models are the way to roll.
1966 Ford GT40 Mk II
PHOTO BY DENNIS VAN TINE/STAR MAX/IPX/AP IMAGES.
Ford garnered its most famous racing victory at Le Mans in 1966, when Ferrari’s American nemesis finished first, second and third with the Mark II version of the radical GT40. Its low profile—a mere 100cm high—hinted at sports car–design trends to come. Ford 289 ci V-8 engines originally powered the mid-engine racer, but a big-block 427 V-8 shoehorned into the Mk II proved the secret to success in long-distance events like Daytona and Le Mans.
Built from 1964 to 1969 in Mk I through Mk IV versions, about 105 examples were made in total. The little-known Mk III was for road use only, and of the mere seven made, one was owned by conductor Herbert van Karajan. Talk about Ride of the Valkyries, albeit a cramped one for anyone much taller than the maestro, who topped out at 5 feet, 8 inches.
1966 Ferrari 275 GTB/4
PHOTO BY ZANTAFIO56.
Any of Ferrari’s 250 GTOs would seem the obvious choice for a Dream Machines garage. But one model launched in 1964, while not the fastest or the rarest of the Ferraris, is the quintessential road-going GT of its era. With its covered headlights, shark gills and upturned Kamm tail, the 275 GTB is beautiful but burly, and does that front-engine V-12 “thing” like no other car.
Bodies designed by Pininfarina and made by Scaglietti adorned a range of twin- and four-cam models, totalling more than 800 examples, including some rare racing versions. The 275 GTB/4 (from 1966 through 1968), of which 330 were built, is the most collectible, unless one covets one of the ten 275 GTB/4S NART Spiders made in 1967.
1971 Lamborghini P400SV Miura
PHOTO: COURTESY OF AUTOMOBILI LAMBORGHINI.
The Lamborghini P400, named Miura after the Spanish breeder of fearless fighting bulls, shook the automotive world when first seen parked in the Monte Carlo Casino Square in 1966. With 762 produced from that year until 1973, in three successive series of P400, P400S and P400SV, the Miura is the quintessential low-slung, two-seat Italian sports car of the 1960s.
The first road car to feature a transversely mid-mounted V-12, it was undeniably beautiful, thanks to a timeless body designed by Bertone’s Marcello Gandini. Unquestionably the most collectible Lamborghini in the marque’s history, it is the inspiration for every Lamborghini model made since. The prize bull is the P400SV, made from 1971. Every Miura cabin is a snug fit; a diet and stretch classes for some prospective owners may be in order.
1973 Porsche 911 Carrera RS
Really, any early 911 is great, but the 1973 RS hits the sweet spot. Light, nimble and rare, it is the model that every 911 nut wants, for good reason. Built as a race car for the road, the RS was developed for homologation into Group 4 of the FIA’s motorsport classification system, though the company sold sufficient numbers to qualify for Group 3 Grand Touring homologation.
Essentially a hopped-up 911S, it carries a 2.7-litre flat-six engine that makes 156kW and is good for about 241km/h. Its look is unmistakable, distinguished by a chin spoiler, a ducktail rear spoiler and the now-famous Carrera script along its side. In addition to a few original homologation cars, 1,360 Touring and 200 Lightweight examples were made, the latter being the most desirable of the bunch.
1974 Lamborghini Countach LP400
PHOTO: COURTESY OF AUTOMOBILI LAMBORGHINI.
Perhaps more rewarding to look at than to drive, the Lamborghini Countach is still the poster car to beat. Chances are, more kids went to sleep dreaming about a Countach than any other car in history. The successor to the Miura had a V-12 engine positioned longitudinally behind the two-seat cabin, and the space-age shape was the work of master designer Marcello Gandini, whose Lancia Stratos Zero show car of 1970 ushered in the wedge that dominated car design for almost two decades.
Fewer than 2,000 Countach examples were made through 1990, and of those, the first series LP400—with 158 built from 1974 to 1977—is the purest in form and the most collectible, by far. The bloated 25th Anniversary Edition models, from 1988 through 1990, recall Elvis in a white leisure suit.
1988 Porsche 959
If Porsche is getting a lot of parking spaces in our Dream Machines garage, it’s only because the marque’s cars are so deserving. With its extraordinary power, the 959 charted the course for the modern 911. Created in the early 1980s to compete in the Group B rally series, the 959 soon developed into the ultimate Porsche road car.
Powered by a water-cooled, sequentially turbocharged flat-six engine derived from the 962 racer, the 959 also incorporated technical advancements, like all-wheel drive, that led Porsche road cars into the 21st century with the 964 series Carrera 4. Officially produced from 1986 to 1988, a few stragglers left the factory through 1993, for a total of 345 examples made, according to some sources. By every standard, the 959 is still considered modern today; back then, it was something from another planet.
1988 Ferrari F40
PHOTO: COURTESY OF FERRARI.
Today, the performance of Ferrari’s first supercar pales in the shadow of later models like the Enzo and LaFerrari. But the F40 was a game-changer for the Prancing Horse. Like its immediate predecessor, the 288 GTO, the F40 set the stage for the future with a mid-mounted, twin-turbo V-8 engine—the first for a road-going Ferrari—which has become the dominant configuration of Ferrari sports cars today.
Pininfarina designer Leonardo Fioravanti appropriated styling cues from his 288 GTO, distilling them into a shape that was purposeful, pure and unadorned. With 1,315 examples built between 1987 and 1992, the F40 is a must for those with an itch for the last project initiated under the direction of Il Commendatore himself, founder Enzo Ferrari.
1994 McLaren F1
PHOTO BY NAEEM MAYET.
There’s really nothing else to say; this three-seat wonder is certainly the most fastidiously engineered car of the 20th century, and is the supercar by which all others will forever be judged. Of the 106 examples made between 1994 and 1998, 65 were road-going versions, with others built for competition in various states of tune and trim.
What set the F1 apart was its designers’ no-compromise approach to concept and execution. Gordon Murray and Peter Stevens realized a three-seat Formula 1 racer for the road, delivering speed, finesse and safety in a tidy package that looks as modern today as it did when new. With a top speed of 386km/h, it remained the world’s fastest car for well into the mid-2000s. Eye-wateringly valuable today, a McLaren F1 is the crown jewel of any supercar collection.
1997 Porsche 993 Turbo S
PHOTO BY MATTI BLUME.
Yes, it’s déjà vu, as Porsche comes back to mind with the most evolved air-cooled 911 of them all. The last model powered by the oil-and-air-inspired flat-six engine—made from 1994 to 1998—is also the best performing, and a car that so many original owners wish they had never, ever sold.
The wide-body C2S, C4S and Turbo models are the best looking of the bunch, and of those, the rare 1997 Turbo S (year unknown on the example pictured here) is the gold standard. Unicorn hunters may go on safari for a Euro-spec Carrera RS or GT2. Any 993 one chooses is sure to be a weekend plaything of choice.
2005 Bugatti Veyron EB 16.4
The Bugatti marque was resurrected in 1998 during the reign of VW’s chairman, Ferdinand Piëch. The aim was to build the ultimate luxury supercar. His vision came to life with the Veyron, launched in 2005 and powered by an 8.0-litre, quad-turbo W16-cylinder engine. Making 736kW, it set the production car speed record in 2005 with a speed of 408.46km/h.
Robb Report created a new category in its Car of the Year contest, voting it Car of the Decade in 2010. Grand Sport, Super Sport and Grand Sport Vitesse variants were built through 2015, by which time the engine developed 883kW. A total of 450 units were produced across all models, a staggering number considering the price of admission to the Veyron Club. Not exactly thin on the ground, there should be plenty available on the gently used market for years to come.
2006 Koenigsegg CCX
PHOTO BY AP PHOTO/KEYSTONE, SALVATORE DI NOLFI.
Featuring a carbon-fibre chassis and optional carbon-fibre wheels—the first in the industry—the mid-engine Koenigsegg CCX was designed to conquer the supercar market with a twin-supercharged, 4.7-litre V-8 engine developed and manufactured in-house. Combining 806 hp and serious attention paid to aerodynamic efficiency, the slippery supercar could reach 100km/h in 3.2 seconds and achieved a top speed of more than 394km/h.
Setting the stage for the Swedish marque’s future models, such as the record-setting Agera RS, the CCX was a limited-production masterpiece built from 2006 to 2010. Only 49 examples were produced over four model variants; including the CCXR Trevita that featured elaborate diamond-weave carbon-fibre and developed a whopping 760kW. Its price of approx. $6.5 million was as staggering as its performance.
2017 Pagani Huayra Roadster
PHOTO BY ULI DECK/PICTURE-ALLIANCE/DPA/AP IMAGES.
For those who want an Italian supercar whose name ends in “i” but doesn’t begin with “F” or “L,” the rare offerings of Horatio Pagani should fill the bill. The Huayra Roadster, named for an ancient South American wind god, resembles its coupe predecessor but somehow, remarkably, weighs less. But then it does have an aerodynamic carbon-fibre body—built with surgical precision—that is claimed by the manufacturer to produce 816kg of downforce.
The Huayra Roadster is powered by a mid-mounted 6.0-litre Mercedes-AMG V-12 engine that develops 562kW. Production has been underway since 2017, and is limited to 100 examples. A substantial price of approx. $3.6 million ensures that the model will command a prime spot in any supercar collection for quite some time.
Wellness pioneer Six Senses made a name for itself with tranquil, mostly tropical destinations. Now, its first alpine hotel recreates that signature mix of sustainable luxury and innovative spa therapeutics in a world-class ski setting.
The ski-in, ski-out location above the gondola of one of Switzerland’s largest winter sports resorts allows guests to schuss from the top of the Plaine Morte glacier to the hotel’s piste-side lounge, where they can swap ski gear for slippers, then head straight to the spa’s bio-hack recovery area to recharge with compression boots, binaural beats and an herb-spiked mocktail. In summer, the region is a golf and hiking hub.
The vibe offers a contemporary take on chalet style. The 78 rooms and suites are decorated in local larch and oak, and all have terraces or balconies with alpine views over the likes of the Matterhorn and Mont Blanc. With four different saunas, a sensory flotation pod, two pools
and a whimsical relaxation area complete with 15,000 hanging “icicles” and views of a birch forest, the spa at Six Senses Crans-Montana makes après ski an afterthought.
You can even sidestep the cheese-heavy cuisine of this region in favour of hot pots and sushi at the property’s Japanese restaurant, Byakko. Doubles from around $1,205; Sixsenses.com
Sicily has seen a White Lotus–fuelled surge in bookings for this summer—a pop-culture fillip to fill up its grandes dames hotels. Skip the gawping crowds at the headline-grabbers, though, and opt instead for an insider-ish alternative: the Grand Hotel des Étrangers, which reopened last summer after a gut renovation.
It sits on the seafront on the tiny island of Ortigia in Syracuse, all cobbled streets and grand buildings, like a Baroque time capsule on Sicily’s southeastern coast.
Survey the entire streetscape here from the all-day rooftop bar-restaurant, Clou, where the fusion menu is a shorthand of Sicily’s pan-Mediterranean history; try the spaghetti with bottarga and wild fennel or the sea bass crusted in anchovies. Idle on the terrace alfresco with a snifter of avola, the rum made nearby.
As for the rooms, they’ve been renovated with Art Deco–inflected interiors—think plenty of parquet and marble—but the main asset is their aspect: the best of them have private balconies and a palm tree-fringed view out over the Ionian Sea. Doubles from around $665; desetranger.com
Over the last few years, watch pundits have predicted the return of the eccentric TAG Heuer Formula 1, in some shape or form. It was all but confirmed when TAG Heuer’s heritage director, Nicholas Biebuyck, teased a slew of vintage models on his Instagram account in the aftermath of last year’s Watches & Wonders 2023 in Geneva. And when speaking with Frédéric Arnault at last year’s trade fair, the former CEO asked me directly if the brand were to relaunch its legacy Formula 1 collection, loved by collectors globally, how should they go about it?
My answer to the baited entreaty definitely didn’t mention a collaboration with Ronnie Fieg of Kith, one of the world’s biggest streetwear fashion labels. Still, here we are: the TAG Heuer Formula 1 is officially back and as colourful as ever.
As the watch industry enters its hype era—in recent years, we’ve seen MoonSwatches, Scuba Fifty Fathoms, and John Mayer G-Shocks—the new Formula 1 x Kith collaboration might be the coolest yet.
Here’s the lowdown: overnight, TAG Heuer, together with Kith, took to socials to unveil a special, limited-edition collection of Formula 1 timepieces, inspired by the original collection from the 1980s. There are 10 new watches, all limited, with some designed on a stainless steel bracelet and some on an upgraded rubber strap; both options nod to the originals.
Seven are exclusive to Kith and its global stores (New York, Los Angeles, Miami, Hawaii, Tokyo, Toronto, and Paris, to be specific), and are made in an abundance of colours. Two are exclusive to TAG Heuer; and one is “shared” between TAG Heuer and Kith—this is a highlight of the collection, in our opinion. A faithful play on the original composite quartz watch from 1986, this model, limited to just 1,350 pieces globally, features the classic black bezel with red accents, a stainless steel bracelet, and that creamy eggshell dial, in all of its vintage-inspired glory. There’s no doubt that this particular model will present as pure nostalgia for those old enough to remember when the original TAG Heuer Formula 1 made its debut.
Of course, throughout the collection, Fieg’s design cues are punctuated: the “TAG” is replaced with “Kith,” forming a contentious new brand name for this specific release, as well as Kith’s slogan, “Just Us.”
Collectors and purists alike will appreciate the dedication to the original Formula 1 collection: features like the 35mm Arnite cases—sourced from the original 80s-era supplier—the form hour hand, a triangle with a dot inside at 12 o’clock, indices that alternate every quarter between shields and dots, and a contrasting minuterie, are all welcomed design specs that make this collaboration so great.
Every TAG Heuer Formula 1 | Kith timepiece will be presented in an eye-catching box that complements the fun and colour theme of Formula 1 but drives home the premium status of this collaboration. On that note, at $2,200 a piece, this isn’t exactly an approachable quartz watch but reflects the exclusive nature of Fieg’s Kith brand and the pieces he designs (largely limited-edition).
So, what do we think? It’s important not to understate the significance of the arrival of the TAG Heuer Formula 1 in 1986, in what would prove integral in setting up the brand for success throughout the 90’s—it was the very first watch collection to have “TAG Heuer” branding, after all—but also in helping to establish a new generation of watch consumer. Like Fieg, many millennial enthusiasts will recall their sentimental ties with the Formula 1, often their first timepiece in their horological journey.
This is as faithful of a reissue as we’ll get from TAG Heuer right now, and budding watch fans should be pleased with the result. To TAG Heuer’s credit, a great deal of research has gone into perfecting and replicating this iconic collection’s proportions, materials, and aesthetic for the modern-day consumer. Sure, it would have been nice to see a full lume dial, a distinguishing feature on some of the original pieces—why this wasn’t done is lost on me—and perhaps a more approachable price point, but there’s no doubt these will become an instant hit in the days to come.
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The TAG Heuer Formula 1 | Kith collection will be available on Friday, May 3rd, exclusively in-store at select TAG Heuer and Kith locations in Miami, and available starting Monday, May 6th, at select TAG Heuer boutiques, all Kith shops, and online at Kith.com. To see the full collection, visit tagheuer.com
Aston Martin will forever be associated with James Bond, ever since everyone’s favourite spy took delivery of his signature silver DB5 in the 1964 film Goldfinger. But there’s a lot more to the history of this famed British sports car brand beyond its association with the fictional British Secret Service agent.
Let’s dive into the long and colourful history of Aston Martin.
The origin of the Aston Martin name
The company that would become Aston Martin started out as a car dealership. In 1912, Englishmen Robert Bamford and Lionel Martin partnered to sell cars, but soon after they decided to build their own models. Their first prototype debuted in 1915, named in honour of Martin, a racing driver, and his favourite racing venue, Aston Hills. Thus, the name Aston Martin was born.
A speed-demon co-founder banned from driving
Aston Martin co-founder Lionel Martin wasn’t just a keen racing driver—he was an all-out speed demon. As a student, Martin won numerous gruelling bicycle racing records, including riding nearly the full width of England in one 22-hour stretch. He competed in motorcycle and sidecar races and automotive hillclimb competitions. It seems he also brought that need for speed to the public roadways: In 1909, having neglected to pay a previous speeding fine, Martin was caught driving 41.5 km/ph in London and was banned from driving for two years—during which he set yet another cross-country bicycle record.
A tractor company takes over
The years after World War I were tumultuous for Aston Martin, with financial difficulties and numerous takeovers. In 1947, Aston Martin went up for sale and was purchased by David Brown Limited, a company that specialised in farm tractors and industrial gears. Sir David Brown, grandson of the company’s founder, was a lifelong car enthusiast and racer, having built his own competition cars while working as an engineer at the family company. The first car built by Aston Martin after this takeover was called the DB1, named after the tractor company (and the man) that had saved the carmaker.
An indirect connection to Bentley
Around the same time that Sir David Brown took over Aston Martin, he purchased another struggling British carmaker, Lagonda. The company was developing a revolutionary twin-cam six-cylinder engine called the LB6, and Sir David wanted the engine for his new line of Aston Martin sports cars. The Lagonda engine had been designed by none other than W.O. Bentley—the man who co-founded Bentley Motors, who had long since been pushed out of the company bearing his name.
The history of the DB Series
Aston Martin built seven vehicles named in honour of owner Sir David Brown: The DB1, DB2, DB3, DB4, DB5, DB6, and the combo-breaker DBS all bore Sir David’s initials. In 1972, Sir David sold the car company, and the new owners ended the DB series of vehicles, but the name was revived in 1993 with the DB7 in honour of Sir David—who himself was given an honorary position at the company that same year.
Bond, James Bond
Of course, the most famous Aston Martin of them all is the DB5. Just over 1,000 examples were built between 1963 and 1965, but millions worldwide know this as the James Bond car. In the books, author Ian Fleming had specified an earlier Aston Martin DB Mark III as Bond’s car. Still, the DB5 was introduced in the 1964 Bond film Goldfinger, equipped with gadgets including machine guns, smoke screens, oil slicks, an ejector seat, and rotating license plates. Bond has driven several Aston Martin models over the years, including a V8 Vantage, a V12 Vanquish, and two DBS models, but the original DB5 will always be considered the quintessential Bond car.
The angular years
Today, the Aston Martin badge is most closely associated with swooping, evocatively curvy car designs, but in the 1970s the company was obsessed with angular, wedge-shaped designs. The trend began in 1976 with the Aston Martin Lagonda, a shockingly unconventional four-door luxury sedan with “folded-paper” body styling and the world’s first all-digital instrument panel. The Lagonda’s styling was further evolved in 1979 with the Bulldog, a radical concept car with gullwing doors and a sharply pointed nose. The Bulldog was meant to become the fastest road car on earth, but the project was abandoned before production could begin.
For Bond’s eyes only
While most of James Bond’s Aston Martins have been commercially available to anyone who could afford one, the DB10 seen in the 2015 film Spectre was exclusive to 007. As Aston Martin executive Marek Reichman explained to Variety, director Sam Mendes, producer Barbara Broccoli, and Bond star Daniel Craig were touring Aston Martin’s design studios when they saw a concept sketch on the wall. The Bond team insisted that this should be 007’s next car, and Aston Martin spent the next six months furiously working to turn the drawing into a real-world car. The DB10 was unveiled during the launch of the film Spectre, and eight of the 10 examples built were featured in the movie, with the remaining two used for promotional appearances.
Visiting the Floating City just got a bit more expensive.
Venice is officially the first metropolis in the world to start implementing a day-trip fee in an effort to help the Italian hot spot combat overtourism during peak season, The Associated Press reported. The new program, which went into effect, requires travellers to cough up roughly €5 (about $AUD8.50) per person before they can explore the city’s canals and historic sites. Back in January, Venice also announced that starting in June, it would cap the size of tourist groups to 25 people and prohibit loudspeakers in the city centre and the islands of Murano, Burano, and Torcello.
“We need to find a new balance between the tourists and residents,’ Simone Venturini, the city’s top tourism official, told AP News. “We need to safeguard the spaces of the residents, of course, and we need to discourage the arrival of day-trippers on some particular days.”
During this trial phase, the fee only applies to the 29 days deemed the busiest—between April 25 and July 14—and tickets will remain valid from 8:30 am to 4 pm. Visitors under 14 years of age will be allowed in free of charge in addition to guests with hotel reservations. However, the latter must apply online beforehand to request an exemption. Day-trippers can also pre-pay for tickets online via the city’s official tourism site or snap them up in person at the Santa Lucia train station.
“With courage and great humility, we are introducing this system because we want to give a future to Venice and leave this heritage of humanity to future generations,” Venice Mayor Luigi Brugnaro said in a statement on X (formerly known as Twitter) regarding the city’s much-talked-about entry fee.
Despite the mayor’s backing, it’s apparent that residents weren’t totally pleased with the program. The regulation led to protests and riots outside of the train station, The Independent reported. “We are against this measure because it will do nothing to stop overtourism,” resident Cristina Romieri told the outlet. “Moreover, it is such a complex regulation with so many exceptions that it will also be difficult to enforce it.”
While Venice is the first city to carry out the new day-tripper fee, several other European locales have introduced or raised tourist taxes to fend off large crowds and boost the local economy. Most recently, Barcelona increased its city-wide tourist tax. Similarly, you’ll have to pay an extra “climate crisis resilience” tax if you plan on visiting Greece that will fund the country’s disaster recovery projects.