His post says: “Ooh what is this for??? I could not possibly say… look out 2022.” Which means of course that the new SLR McLaren will make its world debut sometime next year.
For the moment we have very limited information on the new SLR McLaren, but rumors suggest it will be called HDK – High Downforce Kit. Previous rumors suggested Mercedes will build a total of 12 units, but Khoshbin’s post suggest his car will be a “one-off.” So, it is very possible that all those 12 units will be tailored to each customer’s personal taste.
The scale model posted by Khoshbin reveals an aggressive look, with a vented hood, a massive rear wing, a large rear diffuser, bulkier side skirts, and a single-exit exhaust pipe on each side. In fact it looks quite a lot with the SLR 722 GT – the car on which rumors suggest it will be based on. If so, expect the SLR HDK to deliver more than 617 horsepower – the power of the SLR 722 GT.
One thing is for sure, all 12 units were spoken for, so there is no hope you could get one.
Delays and More Delays – the AMG One Has Felt Like A Lost Cause
Six months after announcing the Project One’s goal of decimating the Nürburgring and every car that’s ever ventured onto it, it finally received a name. The Project one simply became the AMG One. But, here comes the trouble because a month after that, the AMG One was delayed until 2020. This delay stemed from AMG’s inability to adapt that F1 engine for road use while still complying with WLTP standards. Reportedly, there was also an issue with keeping the engine’s idle speed, which is some 5,000 rpm in race spec at a respectable – and smooth – 1,200 rpm.
As time went on, Mercedes and AMG released bits of information to keep the public interested, and by September 2019, we finally got to hear the AMG One in action. It actually sounded a lot like a spaceship. Suddenly, a month later,
the AMG One was delayed until 2021, something that was supposedly necessary for the same reasons as before – cost of development and difficulty making an F1 engine road worthy. Well, guess what? We’re now in the fourth-quarter of 2021 and we still don’t see the AMG One in production.
Mercedes and AMG didn’t give up, though, as a new report from Autocar claims that the AMG One will actually entry production in 2022, some five years after we first laid eyes on the official concept. As of now, nothing else has changed. Mercedes-AMG will still build just 275 examples, each and every one of which has already been sold for some €2.27 million – about $2.6 million at current exchange rates. The One should still deliver as much as 1,200 horsepower, offer up to as much as 16 miles of all-electric range, and should top out at around 218 mph, 124 mph of which will come in just six seconds from a dead stop.
At this point, we’re really curious to see if the One really does enter production in 2022 and, when it does, if it’ll be able to match the specs from the concept that I’ve listed above. And, just how long will it take to build all 275 units? I sure wouldn’t want to be at the bottom of that list.
Mercedes-AMG one specifications
Powertrain
1.6-liter twin-turbocharged V-6 + three F1 electric motors
Lamborghini Seoul unveils the Aventador S Roadster Korean Special Series: the two V12 super sports cars in an ultra-limited edition only for Lamborghini enthusiasts in Korea.
The Aventador S Roadster Korean Special Series are jointly developed by Automobili Lamborghini and Lamborghini Seoul, dedicated to Korean customers for their enthusiastic support all this while.
Centro Stile, the design center of the Automobile Lamborghini, has led the design of the limited edition V12 model with the aim of creating a symbolic model that connects the spirit of Korea and Italy, and completed a design that are inspired by the rich Korean tradition and unique beauty.
The exterior distinctively showcases the primary two colours of Korea. The Green Ocno symbolizes ‘warm Korean sentiment’ and the Blue Emera symbolizes ‘intelligence and wisdom’. The interior colour of Bianco Leda, which symbolizes ‘the white-clad race’ – meaning the national spirit of Korea. Thanks to the white interior, the Aventador S Roadster Korean Special Series stands out in contrast between the exterior and interior.
On the front bonnet, left and right door panels, and rear fender, feature the patterns of the Korean traditional windows – criss-cross of both vertical and horizontal lines. Furthermore, the engine room features the two trigrams of the Korean flag – Geon and Gam – instilling a sense of patriotism among Koreans.
The Aventador S Roadster Korean Special Series is combined with the charm of the naturally-aspirated V12 engine and the open-air driving pleasure. Accelerating 0-100km/h in just 3.0 seconds, while 0-200km/h acceleration in just 9.0 second with a top speed equal to that of Aventador S Coupé at 350 km/h. It can also brake 100-0 km/h in just 31m. Its 6.5 liter V12 engine outputs the same 740 hp as the coupé, with 690 Nm of torque at 5,500 rpm. Its power to weight ratio is 2.2kg/hp.
Francesco Scardaoni, Regional Director for Automobili Lamborghini in Asia Pacific said: “We are excited to introduce the highly-exclusive Aventador S Roadster Korean Special Series to Lamborghini enthusiasts in Korea. This special series further highlights the importance of the Korean super sports car market for Lamborghini. Featuring design elements that symbolizes the rich Korean culture and heritage, it definitely stands out and inculcates a strong sense of national pride when it’s on the Korean roads.”
Frank Steinleitner, Representative Director of Lamborghini Seoul, said: “Together with Automobili Lamborghini Centro Stile, we have uniquely developed the Aventador S Roadster Korean Special Series that are made exclusively available only for Korea. The entire development process from conceptualisation to production has been an enriching one and we look forward to introduce more special edition to our discerning clients in Korea.”
The Rimac Nevera On The Road, Doing Illegal Things
First off, what the driver of the Nevera is doing in this video is actually illegal as he’s seen hitting speeds of up to 232 km/h or about 144 mph on a two-way, dual-lane road new Dubrovnik, Croatia. According to information in the video title, at his max speed, the driver is doing some 142 km/h or 88 mph over the speed limit. On the plus side, and despite the fact that the road seems fairly thin, traffic at the time the video was recorded wasn’t all that dense so the only real danger was for the driver and passenger. So what happens when you do 232 km/h in a 90 km/h zone? Well, we’re not sure, but we promise it’s probably not good. In most countries across Europe and even in the United States, that kind of speed is enough for the police to invite you to hand over your license for a while – a fate that probably doesn’t work out to well for a guy that works for an automobile manufacturer of any caliber.
Following the release of the video, Rimac found and CEO, Mate Rimac, issued a public apology for the 41-year-old driver’s actions and included a bit about how the driver himself called the police to report his on-road crime.
“Our attitude is clear: we inform all customers, guests, and employees that driving is happening on public roads and that they must follow the law. The driver from the video called the police himself. The police came and conducted an interview and will be punished as anyone else would be punished in this situation. For other rides, we will be better careful and supervising. I apologize for the inconvenience.”
With that in mind, I can’t help but wonder how that conversation went down the after the video made its rounds and into the view of anyone at Rimac. Did Mate Rimac put on his gangster shades and direct the driver to report his actions to the police or were things more laid back with a few “what the *** were you thinking” moments in the middle. I suppose we’ll never know, but according to Croatian newspaper Index.hr, the driver is facing some kind of chargers for excessive speed on D8 in Ratac. I doubt we’ll here more about it, but it goes to show how easily people can be tempted to enjoy extreme power when we have it on tap. In honesty, I probably would have done the same, but I wouldn’t have let my buddy record it and post it online. But, as they say, you live and you learn, right?
The Rimac Nevera Serves As a Reminder That Future Car Tuning Will Happen Via Software Updates
Stylistically, the Bugatti EB 110 focuses primarily on broad, flat surfaces, with the horizontal dimension emphasized thanks to drawn-out lines front to back.
Stylistically, the Bugatti EB 110 focuses primarily on broad, flat surfaces, with the horizontal dimension emphasized thanks to drawn-out lines front to back. The nose is a speed-wedge type of look, with large dividing slots placed in the central intake, plus the requisite arched center intake shape front and center. Smaller side intakes stretch up and out through outlets near the corners of the headlight housings, while the headlights themselves use square-shaped housings.
Moving to the flanks, we find a roofline that angles at a crisp point just above the windshield, leading back into a long tail and sculpted rear. Circular intakes are placed just behind the windshield. The lower side sills are straight indentations that bring the car closer to the ground visually, while the shoulder character line connects the fenders in a single, unbroken line.
In the rear, the EB 110 looks particularly horizontal, with rounded, yet stretched taillight housings, wide lower vents and diffuser, and of course, a big rear wing. Several smaller vents make up the center insert between the two taillight housings. Looking just ahead of the wing, we find a large glass engine cover showing off the impressive V-12.
Speed-Sensitive Rear Wing
One of the more interesting features is the active aero, with that sizable rear wing either rising or falling for either more downforce or less drag, as needed.
One of the more interesting features is the active aero, with that sizable rear wing either rising or falling for either more downforce or less drag, as needed. The feature is speed-sensitive, although drivers can alternatively choose to manually raise the wing by using a switch in the cabin. The stock wheels are from BBS, and use a seven-spoke design and race-inspired center lock, as well as an alloy construction.
Placed next to the Bugatti Veyron, there are some clear design similarities, with the older EB 110 taking a more squared-off approach, while the Veyron is more rounded.
Dimensionally speaking, the EB 110 is also quite a bit smaller than its successor. Check out what we mean below.
Exterior dimensions:
Interior
Scissor doors
Tight cabin
Luxury features
Lots of carbon fiber trim
These are the kinds of characteristics you’d want from a super sports car. Unleash the performance potential, and you don’t wanna be flopping around everywhere
The first things you’ll notice as you climb into the Bugatti EB 110 are the doors. Aiding ingress and egress are scissor hinges, a classic Gandini design characteristic you’ll find elsewhere in his work, including the Alfa Romeo 33 Carabo prototype and Lamborghini Countach.
Once settled into the cockpit, the next thing you’ll notice is the somewhat tight cabin compartment, with form-hugging bucket seats and a low seating position. Of course, these are the kinds of characteristics you’d want from a super sports car. Unleash the performance potential, and you don’t wanna be flopping around everywhere.
That said, the EB 110 was also known for being surprisingly useable and compliant when driven around town, particularly when considering its hyper-powered supercar pedigree. The cabin comes equipped with nice features such as hide upholstery and wood trim, all of which is very much in line with Bugatti’s luxury past.
Behind the three-spoke steering wheel is a set of analog gauges, with a center-mounted tachometer and a speedometer on the right. Controls for the climate control and stereo occupy the center console, while leather covers just about every other surface not finished in either wood or carbon fiber.
Drivetrain
3.5-liter V-12
Four turbochargers
High-performance AWD grip
Supersport variant makes over 600 horsepower
Top speed of 216 mph
Fully unleashed, the Bugatti EB 110 produces as much as 550 horsepower at 8,000 rpm, while peak twist is rated at 450 pound-feet at 3,750 rpm
Take a peek behind that glass engine cover and you’ll get a glimpse of the mid-mounted V-12 engine, complete with carbon fiber elements and brightly colored details. Displacement comes to 3.5 liters (3,499 cc’s), with an 81 mm bore and 56.6 mm stroke. The cylinders are set at the usual 60 degrees, while multipoint electronic fuel injection, 12 individual throttle bodies, and no less than 60 valves (that’s 5 valves per cylinder, for those of you keeping track) keep the good stuff flowing in just the right proportions.
The compression ratio comes to 7.5:1, while lightweight titanium connecting rods add extra rev happiness. Boosting the extra go is no less four turbochargers, similar to the Veyron’s quad-turbo set-up. The turbos come from IHI, and produce a maximum of 1.05 bar (15 psi) of added pressure.
Fully unleashed, the Bugatti EB 110 produces as much as 550 horsepower at 8,000 rpm, while peak twist is rated at 450 pound-feet at 3,750 rpm. What’s more, redline is set at 8,200 rpm, which is rather impressive for the application.
Routing the power to the ground is a high-performance viscous-coupling AWD system. The system is primarily rear-biased, with 27 percent of the torque sent to the front and 73 percent of the torque sent to the rear, all of which helps to keep the car balanced without too much of the usual AWD understeer. A six-speed manual transmission swaps the cogs. Interestingly, Bugatti actually mounted the gearbox ahead of the engine, allowing for a more balanced weight distribution.
The EB 110 can hit 60 mph in the mid-3-second range, while top speed clocks in at around 213 mph. The standing kilometer is accomplished in about 20 seconds.
As you might expect, several prominent outlets tested the car’s acceleration and speed claims. The general consensus is that the EB 110 can hit 60 mph in the mid-3-second range, while top speed clocks in at around 213 mph. The standing kilometer is accomplished in about 20 seconds.
The follow-up to the standard EB 110 was the SS “Supersport” edition. Upgrades included a reprogrammed ECU, more boost, bigger injectors, and a free-flowing exhaust system, all of which contributed to a substantial increase in power. Peak output got an increase to 604 horses at 8,250 rpm, an increase of 54 horses.
Impressive no doubt, but complementing the extra motivation was a decrease in curb weight. The net result was a whole lot more go, both in terms of acceleration and top speed. The 0-to-60 mph benchmark drops to the low-3-second range, while top speed increases to 216 mph. Meanwhile, the quarter mile is completed in the low 12-second range at around 120 mph.
V-12 Engine
The follow-up to the standard EB 110 was the SS “Supersport” edition. Upgrades boost peak output considerably, up to 604 horses at 8,250 rpm, an increase of 54 horses
And that’s mighty fast, even measured by today’s standards of what a modern supercar should be. What’s more, the EB 110 was still surprisingly civil on the road. The powerband provided enough low-end torque to adequately maneuver through traffic, while fuel returns looked as good as 20 mpg. Not bad compared to the Veyron’s 15 mpg on the highway and 7 mpg in the city.
Chassis And Handling
Carbon fiber chassis
Supersport weighs just 3,100 pounds
All-Wheel Drive
Curb weight for the EB 110 comes to 3,571 pounds, nearly 600 pounds less than the ground-pounding, 4,162-pound Bugatti Veyron.
Under the skin of the Bugatti EB 110, you’ll find a carbon fiber chassis. Responsible for its production was Aerospatiale, a French-owned aerospace manufacturer that makes aircraft, rockets, and satellites for both civilian and military applications. An integrated roll cage keeps it all appropriately safe and stiff, while aluminum body panels are laid on top to keep the weight as low possible.
Curb weight for the EB 110 comes to 3,571 pounds, nearly 600 pounds less than the ground-pounding, 4,162-pound Bugatti Veyron. The EB 110’s SS variant widens the gap even further, cutting away as much as 471 pounds with a 3,100-pound curb weight.
Most of that weight is centered on the rear axle, with a 40/60 front-to-rear distribution. In conjunction with the rear-biased AWD system, this keeps the EB 110 relatively lively in the corners, flicking its tail out rather than scrubbing the front tires in terminal understeer.
Managing the heft is a double wishbone suspension with actuated spring/dampers in front, as well as double coil springs and dampers in the rear. According to several reviewers, the set-up does a fantastic job soaking up any and all road aberrations, despite its racing and performance pedigree.
Broad, Flat Styling
Managing the heft is a double wishbone suspension with actuated spring/dampers in front, as well as double coil springs and dampers in the rear.
Hauling the whole thing down to a stop are 332-mm (13.07-inch) brakes, utilizing drilled and vented discs, plus calipers from Brembo. Performance data in this area looks like 2.8 seconds in the 60 mph to 0 test. Helping it all turn is a rack-and-pinion steering system.
Finally, the tires measure in at 245/40ZR18 in front and 325/30ZR18 in rear.
Prices
Only 139 produced
Cost $380,000 when new
Now costs about $650,000
Developed by ex-Lambo Employees
When it was first produced back in the ‘90s, the Bugatti EB 110 originally sold for 285,500 pounds (roughly $380,000, give or take), which was far less than competitors like the Jaguar XJ220 and McLaren F1.
Only 139 units were produced, 33 of which were the more-powerful, lightweight SS models.
These days, interested buyers and collectors can find the Bugatti EB 110 on the used market and at auction. Depending on factors like the car’s condition, heritage, etc., prices can eclipse the seven-figure mark. However, more common (i.e., more affordable) examples cost around 500,000 pounds ($664,283 at current exchange rates, 10/13/2017).
Produced for just two years between 1992 and 1994, the XJ220 was a major challenger to the Bugatti EB 110, offering low-slung, hyper-powered styling, a sumptuous interior, and oodles of power and speed. Providing the go is a 3.5-liter V-6, which is fed by twin turbos to produce as much 540 horsepower and 475 pound-feet of torque. Properly applied, it’s enough motivation to hit a top speed of 212 mph.
Making its debut in the spring of 1992, the F1 was the Woking-based company’s take on bringing its motorsport know-how to customers on the street. Using exotic materials like titanium, magnesium, Kevlar, and even gold, the F1 was a major innovator of its day. A carbon fiber monocoque chassis, aero-efficient exterior, and central driving position all gave it that definitive race car vibe, while mounted behind the cockpit is a V-12 engine producing as much as 627 horsepower, enough to set a new top speed record in excess of 240 mph.
While the Veyron is often considered the go-to option when it comes to bedroom posters and Internet adulation, the EB 110 is very much deserving of high praise in its own right.
While the Veyron is often considered the go-to option when it comes to bedroom posters and Internet adulation, the EB 110 is very much deserving of high praise in its own right. Not only is it extremely fast, but additionally, the EB 110 stands out thanks to its lovely handling, inspiring tons of confidence with its rear-biased AWD grip. Unlike other supercars of its time, drivers can attack unfamiliar roads without issue, including wet surfaces if desired.
Not only that, but in addition to its absurd speed and high technology, the EB 110 managed to be a respectable road car, with a relatively comfortable ride, manageable power band, and even surprisingly solid mpg figures.
Not that fuel returns are all that important in this segment, but the point is this – the EB 110 broke the mold and set the standard for better-known Bugattis that would follow. Inspired by the French classics and revived by Italian enthusiasts, the EB 110 was a true classic of the ‘90s.
Love it
Lightweight, high power
Previously in contention for fastest supercar in the world
Set the stage for the Bugatti Veyron
Leave it
Bankrupted Bugatti
Not as fast as the McLaren F1
Not quite as crazy as the Veyron
History And Background
Only model produced under ownership of Romano Artioli
Developed by ex-Lamborghini employees
Debuted on September 15th, 1991
Upgraded SS “Supersport” iteration introduced in 1992
Ettore Bugatti established the automaker that bears his name in 1909, and almost immediately, the Italian-born designer set about creating some of the fastest cars of the day. Chief among Bugatti’s early successes were wins in Grand Prix racing, such as a first-place finish in the first-ever Monaco GP and a duo of wins at the 24 Hours of Le Mans. The 1924 Bugatti Type 35 alone boasts more than 2,000 race wins to its name.
However, after the destruction of Bugatti’s Molsheim factory during World War II, the automaker struggled to get back on its feet. The company’s problems were compounded by the death of Ettore Bugatti in 1947, and in 1952, Bugatti shuttered all operations.
The 1924 Bugatti Type 35, one of Bug’s most successful racers.
After a few failed attempts at revival, the Bugatti brand went to Romano Artioli, an Italian entrepreneur, Ferrari dealer, and Japanese car importer. Artioli personally owned several Bugattis, and at the personal encouragement of Ferruccio Lamborghini, he decided to buy the Bugatti trademark in 1987, subsequently becoming chairman of Bugatti Automobili S.p.A. soon thereafter.
Atrioli’s aim was simple, albeit quite ambitious – the reemergence of the Bugatti name as a major player in the modern world of supercars. In order to accomplish that lofty goal, Artioli went about scooping up former Lamborghini employees to help him build a world-beating production vehicle. One of the most noteworthy ex-Lambo workers was automotive designer Marcello Gandini, best known as one of the driving forces behind such incredible machines as the Lamborghini Miura, Lamborghini Diablo, and Lamborghini Countach.
Atrioli’s aim was simple, albeit quite ambitious – the reemergence of the Bugatti name as a major player in the modern world of supercars.
With Gandini’s prototypes in hand, Paolo Stanzini, another ex-Lamborghini employee, best known for his work on the Miura, Espada, and Countach, went about engineering the thing. Giampaolo Benedini, Artioli’s cousin, finalized the design.
Bugatti revealed the EB 110 to the world on September 15th, 1991, in front of major French monuments like Versailles and the Grande Arche de la Defense in Paris. The day was symbolic as well, given it was Ettore Bugatti’s 110th birthday, hence the “EB 110” name.
When it was first released, the Bugatti EB 110 made a serious claim for fastest production car on Earth, a title challenged only by the 210+ mph Jaguar XJ220. Unfortunately, McLaren spoiled the party when it released the outrageously fast F1, a car that would continue to hold the highly sought-after record for over a decade thanks to its otherworldly 240-mph top speed.
When it was first released, the Bugatti EB 110 made a serious claim for fastest production car on Earth, a title challenged only by the 210+ mph Jaguar XJ220.
Nevertheless, Bugatti continued to develop the EB 110, introducing an upgraded SS “Supersport” iteration in 1992. Upgrades for the SS included even more power, as well as a substantial cut to the car’s curb weight.
In 1994, legendary Formula 1 champion Michael Schumacher decided to buy a bright yellow EB 110 for his personal collection, bringing Bugatti some much-needed publicity in the process. Schumacher eventually sold the car in 2003.
Of course, while big spec numbers and celebrity sponsorship are all par for the course in this segment, the EB 110 was also expected to heed the call of competition in motorsport. As such, the EB 110 was entered in the 24 Hours of Le Mans in 1994, managing to qualify 17th overall and 5th in the GT1 class. Taking the help was Eric Helary, a winner at Le mans in 1993, as well as Alain Cudini, and Jean-Christophe Boullion. Despite the talented roster, the EB 110 failed to finish due to a damaged fuel tank.
Debuted Sept 15, 1991
While big spec numbers and celebrity sponsorship are all par for the course in this segment, the EB 110 was also expected to heed the call of competition in motorsport.
A few years later, the EB 110 went on to compete in the 1996 24 Hours of Daytona. The team included driver Derek Hill, son of Formula 1 champion Phil Hill. Unfortunately, the car once again failed to finish, getting a DNF due to a broken gearbox.
Things never really improved for the newly christened Bugatti. Chairman Artioli decided to purchase Lotus from General Motors in 1993, stretching funds to the limit and compounding financial problems for the brand. Making things worse were development costs for a new four-door called the EB 112. The end result was bankruptcy for Bugatti in September of 1995. Production of the EB 110 lasted just four years.
Speed-Sensitive Rear Wing
Bugatti went bankrupt in September of 1995. Production of the EB 110 lasted just four years.
Following the bankruptcy, Volkswagen bought the brand in April of 1998. As for the remaining EB 110s stuck in mid-production, the German performance company Dauer Racing GmbH bought up the unfinished models and parts inventory through a bankruptcy trustee and built the Dauer EB 110. Later, B Engineering, an Italian small-volume manufacturer staffed by former Bugatti employees, developed the chassis and engine into a new model dubbed the Edonis.
Finally, in 2005, a decade after production of the EB 110 ground to halt, Bugatti (under the VW umbrella) introduced a successor – the now-legendary Veyron.
Every adventure comes with a beginning, and in the case of Ferrari’s One-Off personalization program, the beginning came in the form of the SP1, the Ferrari F430-based one-off that Ferrari created for Japanese businessman Junichiro Hiramatsu, the former president of the Ferrari Club of Japan. Reports from a decade ago say that Hiramatsu was a big fan of the F100, a concept car designed by Italian design house Fiovaranti back in 1998.
Ferrari’s treatment of the SP1 isn’t as bombastic as some of the more recent one-off models it’s created, which makes you wonder if that was a product of Hiramatsu’s wishes or if Ferrari One-Off was still feeling its way through the endeavor.
Either way, the result still deserves the one-off label, in part because the minimal changes to the F430 somehow added up to a significantly more streamlined look. For those who may be confused, the SP1 is a completely different one-off animal from the Ferrari Monza SP1 Speedster that Ferrari released alongside its sibling, the Monza SP2, last year.
The 2011 Ferrari Superamerica 45 was one of the first official commissions by Ferrari One-Off, the department in charge of developing and building all the models on this list. It’s based on the Ferrari 599 GTB and inspired by the 2005 Ferrari 575M Superamerica and the 1961 Ferrari 400 Superamerica from which it gets part of its name.
The Superamerica 45’s one-off status was defined by the model’s one-piece carbon-fiber roof and glass rear window.
The whole roof panel swivels and retracts back under a carbon fiber trunk lid, which is a different treatment, too, compared to the pane of glass that Ferrari used on the 575. Under its hood sat a 6.5-liter V-12 engine that produced 661 horsepower and 457 pound-feet of torque. The Superamerica 45 also came with unique details that eventually found their way to future production models, including the front and rear bumpers that Ferrari ended up using in the 599 GTO and the wheels that made their way into the Ferrari FF. The Ferrari Superamerica was commissioned by American real estate mogul Peter Kalikow, how bought this first Ferrari — the aforementioned 1961 400 Superamerica — 45 years before he commissioned the one-off model.
The 2012 Ferrari SP12 EC is probably the first one-off Ferrari that captured the world’s attention. Part of that can be traced to the fact that renowned rock star Eric Clapton was the one who commissioned Ferrari to build it. The SP12 traces its roots from the 458 Italia, which, at that time, was still only a year removed from hitting the market. Like the Superamerica 45 that preceded it, the SP12 EC featured design cues pilfered from a number of iconic Ferraris, none as obvious as the boxer-engined Ferrari 512BB.
The two-tone red upper body and black lower body schemes come from the 512BB, as does the long fence-like front grille that occupies the entire lower front section of the car.
The shape of the hood and the body are also nods toward the 512BB. The SP12 EC isn’t as sharp around the edges as the 512BB, and the headlights are actually borrowed from another iconic Ferrari: the Enzo. Taken together, the SP12 EC stands out as a classic example of Ferrari’s ability to blend the designs of its past models to create an entirely new one. It didn’t hurt, too, that the SP12 EC came with the 458 Italia’s 4.5-liter V-8 engine that produced 570 horsepower and 398 pound-feet of torque. All told, there are reports that Clapton spent almost $4 million on the SP12 EC, a staggering sum for a Ferrari. Then again, the SP12 EC isn’t your typical Ferrari, either.
The Ferrari SP Arya was probably the first one-off Ferrari that made me realize that Maranello was on to something with this division. There’s actually not a lot to know about the Arya, only that it’s owned by Indian businessman Cheerag Arya, who wanted to create his dream Ferrari that’s based on the 599 GTO. Since the man already owned a 599XX at the time he commissioned Ferrari to build the SP Arya, I’d say Arya was on to something then.
Most of the fundamental details about the SP Arya remain true to the 599 GTO’s roots, though there were some modifications made to the Ferrari’s suspension and exhaust system.
Oh, and the Arya also featured the same 6.0-liter V-12 engine as the car it’s based on. The powertrain produced 661 horsepower and 457 pound-feet of torque. If there’s anything about the SP Arya that still rings true to this day, it’s that this one-off has one of the best names of the bunch. I know it references its owner’s last name, but given what we know about the “Arya” name in pop culture these days, it’s taken on an entirely different meaning on its own.
The Ferrari F12 TRS was one of two one-off Ferraris that Maranello introduced in 2014. It’s also the first one-off to be based on the F12 Berlinetta, which became one of the go-to base models for future bespoke one-off Ferrari creations. The F12 TRS was completely ahead of its time in terms of its bodywork. You can look at it today and argue that it’s a brand new model. That’s how timeless its speedster-style silhouette looks. Part of it can be traced to the model from which it’s inspired from, the 1957 250 Testa Rossa. But the bigger and more important reason comes from the work put in by Ferrari’s engineers and designers.
The TRS’ low-set, wrap-around windscreen is one of its many design highlights, though you can argue that all off the one-off’s unique qualities come to a head with its 6.3-liter V-12 engine that produces a stomach-punching 740 horsepower and 508 pound-feet of torque.
Features aside, the F12 TRS also holds the distinction of being the only — so far — one-off Ferrari that somehow became a two-off Ferrari. That’s because the car’s unidentified owner actually had a second model built with flamboyant chrome silver paintwork.
The 2014 Ferrari SP America is probably my least favorite one-off Ferrari, but that’s not an indictment on Ferrari One-Off or Danny Wegman, the American supermarket tycoon who commissioned Ferrari to do it. Like the F12 TRS that came before it, the SP America is based on the Ferrari F12 Berlinetta. Unlike the TRS that was inspired by the 250 Testarossa, the SP America was inspired by what is, without question, the holy grail of all Ferrari models, the 250 GTO.
The SP’s reverse scallop rear section that integrates the round taillights are taken straight out of the 250 GTO.
The dramatically kicked-up rear spoiler is another design nod to the icon among Ferrari icons. A few subtle design cues also reference the 250 GTO, including the three openings on the hood and the slip vent aft that you can see in the rear-quarter glass. Power comes from the same 6.3-liter V-12 engine that sits under the hood of the F12 Berlinetta. The mill produces 740 horsepower and 508 pound-feet of torque. The SP America is still a stunner, but as more one-off Ferraris have arrived, this one doesn’t hold as much sway as it once did when it arrived.
Arguably the most retro-inspired design of any one-off Ferrari ever created, the Ferrari SP 275 RW Competizione arrived in 2016 at the behest of American dentist Rick Workman. This one-off is also based on the F12 Berlinetta, though the design inspiration behind its retrofitted appearance comes by way of the 1965 Le Mans-winning Ferrari 275 GTB/C Speciale.
The SP 275 RW Competizione’s pouty nose, bulgy wheel arches, and the abundance of slat vents alongside the car’s body are all design hallmarks of the iconic 275 GTB/C Speciale.
Even if it sits on the underpinnings of the F12 Berlinetta, the SP 275 RW Competizione actually uses the same 6.3-liter V-12 engine that’s found under the hood of the track-focused F12tdf. By virtue of boasting that modified mill, the SP 275 RW Competizione boasts an output of 769 horsepower and 520 pound-feet of torque. This one-off may look like it’s lost in time, but it sure as heck has enough power and performance capabilities to justify its billing as a true one-off Ferrari.
The Ferrari P540 Superfast Aperta was the second car to come through Ferrari’s One-Off program. It was built for Edward Walson, the son of John Walson, otherwise known as the man who created cable television.
The P540 Superfast Aperta was also the first one-off Ferrari to trace its roots to the Ferrari 599.
Significant modifications were made to the car, including cutting parts of the roof and tweaking the chassis as a result of the roof getting cut. The gold finish on the body was an added touch, presumably to give the P540 Superfast Aperta an extra layer of shine to flaunt its one-off status. As flamboyant as it looked, the P540 Superfast was also fast and powerful. It came with a 6.0-liter V-12 engine that produced 612 horsepower and 448 pound-feet of torque. It was the most powerful series-production Ferrari of that time, making it a fitting candidate to serve as the basis of what’s become one of the nicest-looking one-off Ferraris to come out of Maranello.
Every so often, Ferrari creates a one-off whose roots are hard to pin down. Technically speaking, the Ferrari SP FFX is based on the Ferrari FF. That’s been established. But if you look at the actual one-off, it’s hard to shake off images of the California.
The front section, for example, looks a lot more aggressive than a series-production FF, specifically the inclusion of two vertical sections in the grille that completely changes the area’s entire aesthetics.
The rear end was also completely redesigned to accommodate a coupe-like tail. Then there’s the two-tone, red-and-white color scheme, which actually looks good on the one-off. There’s definitely more to the SP FFX than meets the eye, though. Power comes from the FF’s 6.3-liter V-12 engine that produces 651 horsepower and 504 pound-feet of torque. Perhaps the owner of this ride, an unidentified individual from Japan, decided that he wanted a Ferrari FF that looked more like a traditional coupe than a fastback model. Well, he certainly got his wish, didn’t he?
The Ferrari 458 MM Speciale is an interesting kind of one-off. It’s based on the 458 Speciale, and while you can still see hints of the 458 Speciale in the body, all the actual labels are completely bespoke, designed and created in-house by Ferrari Centro Stile using hand-finished aluminum.
The front and rear bumpers are also different by virtue of being made from carbon fiber.
The other notable Ferrari from which the 458 MM Speciale takes inspiration from is the 288 GTO. You see parts of that homage with the wrap-around windscreen. Ferrari’s Italian ancestry is also prominently displayed with the tricolore racing stripes running the length of the supercar. The 458 MM Speciale gets its power from the same 4.5-liter V-8 engine as the 458 Speciale. That engine produces 597 horsepower and 398 pound-feet of torque. A certain British individual owns the one-off Ferrari 458 MM Speciale so the next time you find yourselves in the U.K., be on the lookout for this striking Ferrari.
The Ferrari SP38 Deborah is, hands down, my favorite among all one-off Ferraris ever made. It’s based on the 488 GTB and was designed with none other than the iconic Ferrari F40 in mind. You can find traces of the F40 scattered throughout the SP38 Deborah, none more prominent than the static rear wing that sits at the rear of the F40-like rear clamshell. Everything else about the SP38 Deborah’s design speaks to the skills of Ferrari’s designers.
The wrap-around windshield that we saw in the 458 MM Speciale makes a return appearance in the SP38 Deborah.
The slit-looking headlights exude aggressiveness, and the free-flowing nature of the whole body perfectly encapsulates how incredible the SP38 Deborah is to look at. It comes with the same powertrain as the 488 GTB — a 3.9-liter V-8 engine that produces 661 horsepower and 561 pound-feet of torque — but it’s an entirely different car in it of itself. There’s no word on who the owner of this one-off Ferrari is, but I’m willing to bet that whoever that individual knows someone named “Deborah.”
