Rétromobile 2025: A Connoisseur’s Glimpse at Automotive Racing Legends – The Pinnacle of Performance and Design
As an industry veteran with a decade immersed in the passionate world of classic
automobiles, the annual Rétromobile event in Paris remains a cornerstone of my professional calendar. Each year, this gathering transcends mere exhibition; it’s a pilgrimage for those who cherish automotive history, a vibrant testament to engineering brilliance and artistic expression. While the general report often highlights the sheer elegance and historical significance of classic cars, my focus, and indeed the true heart-stopping allure for many seasoned enthusiasts, lies in the machines that have conquered the unforgiving battlegrounds of motorsport. Rétromobile 2025, much like its predecessors, did not disappoint, presenting a curated selection of racing cars that not only represent monumental leaps in performance but also stand as icons of aesthetic mastery. Beyond the shimmering paintwork and polished chrome, each vehicle whispers tales of daring drivers, gruelling races, and the relentless pursuit of victory. Today, I invite you to step back into the hallowed halls of Rétromobile with me, to revisit ten of the most exquisite, unique, and spectacularly engineered racing machines that captured my expert eye.
1. Ligier JS 2 (1973): A French Icon’s Unsung Sporting Prowess
Our journey begins on French soil with a creation that embodies the nation’s flair for design and engineering: the Ligier JS 2. While the contemporary Ligier brand might evoke images of nimble mopeds, its past is steeped in a far more exhilarating heritage. Guy Ligier, a man whose life transitioned from the robust physicality of rugby and rowing to the high-octane world of motorsport, was a formidable force. His journey began with Ford France, piloting iconic machines like the Mustang and the legendary GT40. His ambition extended to the pinnacle of single-seater racing, Formula 1, where he competed in 13 Grands Prix, achieving a respectable sixth place as his best result.
Ligier’s racing career, often undertaken alongside his close friend Jo Schlesser, took a profound turn following Schlesser’s tragic fatal accident during his F1 debut. Deeply affected, Ligier retired from active racing and channelled his passion into creating “Ligier Cars.” The JS 1, the marque’s inaugural sports car, was followed swiftly by the exquisite JS 2, a two-seater sports car bearing the initials of his departed friend. Powered by a potent Maserati V6 engine and adorned with the elegant bodywork penned by Pietro Frua, the JS 2 was a limited production marvel, with just over 200 units produced. The untimely bankruptcy of Maserati brought its production to an abrupt halt.
However, the JS 2’s story extends far beyond its road-going capabilities. Its racing pedigree is a compelling chapter in its narrative. In 1972, it made its debut at the gruelling 24 Hours of Le Mans, though its Maserati engines proved temperamental. The following year saw a yellow JS 2, bearing the BP sponsorship, return to Le Mans. Driven by Ligier himself and Jacques Lafitte, it again succumbed to engine failure. Yet, in the Tour de France, this very JS 2 was on a triumphant trajectory, with Gérard Larrousse dominating 14 out of 17 stages before a faulty distributor ended its charge. The car’s resilience was further evidenced in 1974, with a victory in the 4 Hours of Le Mans and an eighth-place finish in the 24-hour endurance classic. Its most significant achievement arrived a year later: a remarkable second place at the 24 Hours of Le Mans. By this stage, the JS 2 was equipped with a more robust Ford Cosworth V8 engine, and drivers Jean Louis Lafosse and Guy Chasseuil engaged in a fierce, unforgettable battle for victory against the Gulf Mirage of Jacky Ickx and Derek Bell. This marked the JS 2’s final outing in endurance racing, as the Ligier team shifted its focus to Formula 1, debuting the Matra V12-powered JS 5 in 1975. The Ligier JS 2 stands as a poignant reminder of a French marque that dared to compete at the highest levels of motorsport, leaving an indelible mark on automotive history.
2. Ferrari 312 B3-74 (1974): The Scuderia’s Resurgence in the Mid-70s
No retrospective on racing car excellence would be complete without the Prancing Horse. Ferrari’s presence at Rétromobile 2025 was, as always, a major draw, and selecting a single standout model from their extensive lineage is a delightful challenge. However, the 1974 312 B3 commands particular attention for its role in a pivotal era for the Scuderia. The early 1970s were a period of flux for Ferrari, with their Formula 1 and World Endurance Championship programmes struggling to yield desired results. By the close of 1973, the endurance efforts were phased out, consolidating all focus onto Formula 1. This strategic shift necessitated a shake-up in the driver roster, with stalwarts like Jacky Ickx and Arturo Merzario departing.
Enzo Ferrari found a powerful new ally in Clay Regazzoni, who returned to the fold after a stint with BRM. Crucially, Regazzoni’s influence led to the recruitment of a young, exceptionally talented driver named Niki Lauda. It was Lauda’s astute technical input and relentless drive that would spearhead Ferrari’s ascent back to the echelons of top-tier racing. The 312 B3, despite its promising performance potential—evidenced by an impressive 10 pole positions in 15 races—initially grappled with reliability issues in 1974. Nevertheless, it secured three vital victories: two for Lauda in Spain and the Netherlands, and a triumph for Regazzoni at the demanding German Grand Prix at the Nürburgring.
Despite the technical gremlins, Regazzoni remained a contender for the World Championship, a battle that culminated in a nail-biting season finale. At the US Grand Prix at Watkins Glen, he and Emerson Fittipaldi entered the race tied on points. Qualifying saw them positioned side-by-side in eighth and ninth. The race itself was a testament to the championship’s intensity. Regazzoni battled with the handling of his Ferrari, even necessitating an unusual tyre change pit stop. Fittipaldi, meanwhile, navigated his way to fourth place, securing his second world title and McLaren’s first. While Regazzoni narrowly missed out on the championship, the 1974 season, spearheaded by the 312 B3, laid the crucial groundwork for Ferrari’s dominance. The following year, its successor, the 312 T, piloted by Niki Lauda, would claim another World Championship for the Scuderia, marking a glorious resurgence.
3. Ferrari 312 PB (1973): The Endurance Pioneer Making Way for F1 Glory
The very car that paved the way for the 312 B3’s success in Formula 1 was also a star attraction at Rétromobile 2025. Within the esteemed collection curated by watchmaker Richard Mille, the Ferrari 312 PB, chassis number 0890, took pride of place. Emerging in late 1971, this potent endurance racer was campaigned throughout 1972 by a formidable lineup of drivers, including Jacky Ickx, Arturo Merzario, Brian Redman, and Clay Regazzoni. Its most notable achievement that season was a victory in the 1000 km of Francorchamps.
For the 1973 season, the 312 PB received a significant upgrade, featuring new aerodynamic bodywork and a more potent V12 engine, now delivering an impressive 500 horsepower. It served as the primary mount for Arturo Merzario and Carlos Pace. Chassis 0890, distinguished by its green racing stripes, was campaigned alongside a yellow sister car driven by Ickx and Redman, mirroring the livery seen in contemporary World Endurance Championship (WEC) events. In their fierce competition against Matra for the World Championship, Ferrari secured one win to Matra’s five. Ickx and Redman claimed victory at the 1000km of the Nürburgring. While chassis 0890 didn’t clinch a race win, it consistently delivered valuable points, with notable performances including three fourth-place finishes at Vallelunga, Dijon, and Francorchamps, a third at Watkins Glen, and two second-place finishes at the Nürburgring and the 24 Hours of Le Mans.
Despite these strong showings, Ferrari ultimately fell nine points short of the world title. Disappointed by the outcome, Enzo Ferrari decided to withdraw from the endurance racing programme at the end of 1973. Fifty years later, in a poignant full-circle moment, Ferrari’s triumphant return to Le Mans with the new 499 P, which secured victory in the centenary edition of the 24 Hours, underscores the enduring legacy of their racing heritage, a legacy that the 312 PB so powerfully represented.
4. Bentley Speed 8 (2003): A Triumphant Return to Le Mans’ Summit
The acquisition of Bentley by the Volkswagen Group heralded a new era for the iconic British marque, igniting a desire to reclaim its legendary status at the 24 Hours of Le Mans, a race it had dominated in the 1930s. Leveraging the technological prowess of its sister company Audi, Bentley embarked on a mission to return to the forefront of endurance racing. The development of the Bentley Speed 8 commenced in September 1998, a collaborative effort between the British design team and the German division of Audi Sport, which provided the sophisticated mechanical underpinnings from their Le Mans-winning R8 model. The chassis was meticulously crafted by RTN.
Two years later, the first Speed 8 was unveiled at a special presentation at the Bentley factory in Crewe. Following extensive testing, the marque made its much-anticipated return to the 24 Hours of Le Mans in June 2001. Both Bentley entries competed in the LMGTP class. Car number 8, piloted by Andy Wallace, Butch Leitzinger, and Belgium’s own Eric Van de Poele, achieved a commendable podium finish in third place. The sister car, number 7, was unfortunately forced to retire on Saturday night due to an engine fire caused by a malfunctioning gearbox mechanism.
In 2002, a single Bentley returned to Le Mans. Car number 8, with the same driver lineup as the previous year, narrowly missed the podium, securing fourth place. The testing phase was complete, and Bentley was poised for victory in 2003. This ambition was realized with a resounding triumph. The drivers, sourced from Audi, included Rinaldo Capello, Tom Kristensen, and Guy Smith. They crossed the finish line a remarkable two laps ahead of their teammates Mark Blundell, David Brabham, and Johnny Herbert, re-establishing Bentley’s dominance on the world stage.
Six examples of this initial Speed 8 iteration (codenamed 002) were constructed, one of which was prominently displayed at Rétromobile 2025. This particular car, the 002 version, participated in only two races before being superseded by an evolved model, designated 004, from 2003 onwards. This evolved Speed 8 was the one that achieved the historic Le Mans victory. Chassis number 004/1 continues to compete regularly in the Endurance Racing Legends Series, and I’ve had the pleasure of witnessing its prowess on several occasions at the Circuit de Spa-Francorchamps. The Bentley Speed 8’s resurgence is a powerful testament to engineering collaboration and a brand’s enduring competitive spirit.
5. Brabham BT 26 A (1969): Jacky Ickx’s Ascent at Cooper Racing
The Brabham BT 26 Formula 1 car, a design penned by Ron Tauranac, who would later establish his own successful marque, Ralt, primarily focused on Formula 2 and 3 cars, stands as a significant entry in the annals of Grand Prix racing. In its initial 1968 configuration, the BT 26 was powered by a Repco engine, a powerplant that, while innovative, proved notoriously unreliable, leading to frequent retirements for drivers Jack Brabham and Jochen Rindt in nearly every race.
A crucial evolution occurred over the winter, with the Repco engine being replaced by the more potent and dependable Ford Cosworth unit. Jochen Rindt departed for Lotus, making way for the arrival of a promising young Belgian talent, Jacky Ickx. This marked a fresh start for Ickx at Brabham. He seized the opportunity, securing victories in the German Grand Prix at the historic Nürburgring and the Canadian Grand Prix. In a fiercely competitive season, Ickx was the sole driver capable of offering genuine resistance to the dominance of Jackie Stewart and his Tyrrell-entered Matra. This stellar performance culminated in Ickx securing the 1969 Vice-World Champion title, a mere step behind Stewart. His exceptional form earned him a coveted contract with Enzo Ferrari, where he would remain for three years. His final year with the Scuderia saw him concurrently competing in the World Endurance Championship, notably driving the aforementioned 312 PB. The Brabham BT 26 A, especially in its Ford Cosworth-powered iteration, represents a pivotal car in Ickx’s career and a testament to Brabham’s engineering prowess.
6. Alfa Romeo 33 TT 3 (1972): A Fleeting but Memorable Endurance Contender
At the esteemed Fiskens stand, my attention was drawn to the striking Alfa Romeo 33 TT 3. Chassis number AR 11572 010 was a formidable participant for the official Alfa Autodelta team throughout the 1972 season. Alongside the dedicated regular driver Andrea De Adamich, the car was piloted by a rotating roster of accomplished co-drivers, including Nanni Galli, Brian Elford, Gijs van Lennep, Henri Pescarolo and Nino Vaccarella. Even Helmut Marko, now a key figure at Red Bull, partnered with De Adamich, securing a third-place finish at the 1000 km of the Nürburgring, which stood as the car’s best result of the year.
The racing career of this particular 33 TT 3, powered by an eight-cylinder Alfa engine, appears to have been relatively brief. Its final competitive outing was in June 1972, with De Adamich and Vaccarella providing a respectable farewell by finishing fourth in the 24 Hours of Le Mans. This marked the last occasion an Alfa Romeo would compete in the iconic French endurance race. The Alfa Romeo 33 TT 3, though its time on track was short, represented a significant chapter in Alfa’s motorsport history, showcasing their dedication to developing potent machines for the demanding world of sports car racing.
7. Alfa Romeo 33 TT 12 (1975): A Privateer’s Challenge and an Engine Swap Saga
At the Artcurial auction house, a successor to the 33 TT 3 was on display: the Alfa Romeo 33 TT 12. This iteration, equipped with a 12-cylinder engine, was part of a captivating selection at their annual Rétromobile auction. Chassis number AR 115 12 0011 was built in 1975 and raced by the private Willy Kaushen Racing Team (WKRT) in the 1975 World Championship. The WKRT team had access to four examples of the TT 12, with chassis 0011 serving as their primary test car. It also saw action in several Interseries Championship races.
A particularly intriguing development saw a Formula 1 test engine fitted at the behest of Bernie Ecclestone, who was transitioning his Brabham team from Ford Cosworth engines to Alfa Romeo powerplants, securing them at no cost. While chassis 0011 itself did not secure a race win, other WKRT 33 TT 12s were instrumental in securing the World Endurance Manufacturers’ title for Alfa Romeo in 1975, driven by legendary talents such as Jacky Ickx, Derek Bell, Henri Pescarolo, and Arturo Merzario. Despite its historical significance and racing pedigree, the Alfa Romeo 33 TT 12 did not find a new owner at the auction, leaving its future in the hands of collectors and enthusiasts.
8. Ferrari 550 Maranello Prodrive GT1 (2003): A “Made in England” Ferrari’s Triumph
The presence of a Ferrari 550 Maranello Prodrive GT1 from 2002 at Rétromobile 2025 was a particular highlight, offered by Girardo & Co. What made this particular Ferrari extraordinary was its “Made in England” provenance. Developed and built by David Richards’ renowned Prodrive team, it was created without direct cooperation from Ferrari. In fact, Ferrari’s initial opposition to the project meant Prodrive had to source road-going 550 Maranellos from the used car market, completely dismantling and rebuilding them for racing. This specific chassis, ZFFZR49B000108612, was converted by CRD (Car Racing Development), Frédéric Dor’s firm, which managed the financial aspects of the programme.
Prodrive delivered a stunning GT1 contender. The Ferrari debuted in mid-2001 in the FIA GT Championship in Budapest. Despite initial teething problems and a withdrawal from the 24 Hours of Spa, success followed swiftly at the A1 Ring in Austria, with Richard Rydell and Peter Kox securing the team’s first victory, a feat they replicated later at Jarama.
2002 marked their debut at Le Mans with a single car. Thomas Enge put the 550 Maranello on pole position, and the car led by three laps at the halfway point, ahead of the fastest Corvette. However, a broken oil pipe led to a fire, forcing Alain Menu to retire the car. In 2003, chassis CRD 05 joined the team. Its first outing was the 12 Hours of Sebring, where Darren Turner, Anthony Davidson, and Kelvin Burt secured second place in the GTS class, finishing behind the Corvette of Fellows, Fréon, and O’Connell.
At Le Mans that year, teammates Kox, Enge, and Davies again achieved pole position. CRD 05, with the same Sebring crew, started second. The Prodrive Ferraris were astonishingly fast, six seconds quicker per lap than the previous year’s entries, and consistently led the GTS class. CRD 05 even took the lead after five hours of racing, before relinquishing it to its teammates. It held a strong second position until just past the halfway mark when Anthony Davidson’s severe impact with the Mulsanne Straight barriers forced his withdrawal, although he was thankfully unharmed and taken for precautionary medical checks.
Meanwhile, teammates Peter Kox, Thomas Enge, and Jamie Davies secured a historic victory in the GTS class, finishing a full ten laps ahead of the second-place Chevrolet Corvette. This marked a significant and long-awaited win for a Ferrari V12 engine in top-flight endurance racing. The car, sporting start number 88, was displayed at Rétromobile, positioned near the Richard Mille Ferrari exhibition.
CRD 05 made a third appearance at Road Atlanta for the Petit Le Mans race, with a revised driver lineup featuring Le Mans winners Peter Kox and Thomas Enge, joined by Alain Menu. The car proudly wore its winning Le Mans number 88 and claimed victory after a fiercely contested duel with its team colleagues, winning by a mere second after ten hours of racing.
Following its tenure as an official Prodrive car, CRD 05 transitioned to the French Larbre team, a formidable force in FIA GT racing with their highly successful Vipers. This partnership proved equally fruitful with the Prodrive Ferrari, competing in the new Le Mans Endurance Series (LMES) and the French GT Championship. Despite the emergence of Ferrari’s official 575 GTC Maranello, the Prodrive car continued to excel. The Larbre team, with drivers Bouchut/Lamy and Zacchia, dominated the French GT championship, winning all four races and securing second place overall in the standings. At the 24 Hours of Le Mans, they finished fifth in the GTS class. This remarkable car was seen at Spa in 2019 during the Endurance Legends series in its Larbre livery. In 2005, it achieved a fourth-place finish in the GTS classification at Le Mans. Subsequently, it continued its successful racing career in the French GT Championship, accumulating seven victories and twenty podium finishes, completing 96% of the races it entered.
Prodrive manufactured ten of these exceptional GT1 machines, and CRD 05 is one of the five utilized by the official team. Meticulously restored to its winning configuration from the 2003 Petit Le Mans race, this Prodrive Ferrari chapter concluded when Aston Martin commissioned Prodrive to create a similar GT1 variant of their DB9. This Prodrive DB9R GT1, a successor to the Ferrari, saw Prodrive become Aston Martin’s official factory team, continuing their streak of success and even surpassing their achievements with Ferrari. For discerning collectors, CRD 05 remains an available offering from Girardo & Co., a rare opportunity to acquire a piece of motorsport history that defied conventional boundaries.
9. Lola T70 David Piper (1969): A Quintessential British Racing Green Icon
At Fiskens, the sight of a vibrant green Lola T70 immediately evoked the unmistakable racing livery of David Piper’s legendary stable. Piper, a renowned figure in endurance racing, operated a formidable private team that specialized in GT and prototype cars. While he also made an unsuccessful foray into Formula 1 with three Grand Prix starts, his true legacy lies in the iconic green machines that dominated circuits from the 1960s to the early 1970s. His collection boasted an impressive array of marques, including Ferrari 250 GTO, 250 LM, 330 P2, 330 P4, 512M, and the fearsome Porsche 917. Most of these thoroughbreds, with the exception of a solitary red Ferrari 512 and a yellow Porsche 917, were resplendent in Piper’s signature green. This distinctive hue originated from a sponsorship deal with the British oil company BP, whose logo featured the iconic shade. Although BP was later succeeded by Shell, the green had become irrevocably associated with Piper’s trademark.
Beyond the esteemed Ferraris and Porsches, the Lola T70 held a special place in Piper’s stable. Designed and built by Lola Cars for privateer teams, the Piper operation often blurred the lines between privateer and factory-backed efforts. This particular example is an MK III B variant of the T70, chassis number SL76/150. Conceived by Eric Broadley, it was equipped with a formidable 5-litre Chevrolet V8 engine meticulously prepared by Traco. In addition to David Piper himself, the car was driven by esteemed racers such as Richard Attwood, Jean-Pierre Beltoise, and Hans Herrmann. Another Lola T70, campaigned by the Penske team, achieved a notable victory in the 1969 24 Hours of Daytona.
The Piper Lola T70 primarily contested smaller races, achieving a notable win in the Solitude race near Stuttgart. However, it was on French soil that SL76/150 truly excelled, clinching victories at Magny-Cours, Monthléry, and Dijon in 1969. The following year, the Lola was loaned to Steve McQueen’s Solar Productions for the filming of his iconic movie “Le Mans.” Following its cinematic debut, Piper sold the Lola. As recently as 2017, I witnessed this magnificent machine participating in the Masters Sports Car race at the Six Hours of Spa. At that time, it sported replica bodywork to protect the original components. However, the original bodywork has since been reinstated, restoring it to its full, breathtaking glory.
10. Dome S 101 – Racing for Holland (2002): A Japanese Prototype’s Daring Le Mans Campaign
Dome, a Japanese manufacturer of racing cars, established in 1965, initially focused on modifying Honda vehicles. By 1975, they ventured into constructing full-fledged race cars, including prototypes, Formula 3, Formula 2, and even a Formula 1 test car, though the latter project was curtailed by financial constraints and a lack of engine supply from Mugen Honda.
At Ascott, the Dome S 101, chassis number 03 from 2002, caught my attention. This formidable Japanese prototype competed in the 2002 24 Hours of Le Mans under the banner “Racing for Holland,” featuring an entirely Dutch driver lineup. Team principal Jan Lammers was joined by Tom Coronel and Val Hillebrand. The team had previously campaigned an earlier Dome model in the ISRS (International Sportscar Racing Series), the precursor to the Le Mans Series.
To secure the necessary budget, Dome adopted an innovative sponsorship model, allowing companies to purchase sections of the car’s bodywork. This collective effort, involving approximately 250 small sponsors, enabled the team to meet its financial requirements. The brand-new Dome made its initial laps on the official test day in May. During the first qualifying sessions in June, Lammers delivered a sensational performance, securing third place with a lap time of 3’31″355, placing them amongst the favoured Audi, Cadillac, Bentley, and Panoz entries. In subsequent qualifying, Lammers recorded a time one second slower, dropping them to fifth place, though still a commendable position.
In the opening hour of the race, Jan Lammers engaged in a spirited battle for the lead, even climbing to third position just before the first pit stop. However, his co-drivers, lacking the same level of experience, saw the Dome gradually slip down the order. Despite several minor steering errors, the car fought back, re-entering the top 10. By dawn on Sunday, they were running in seventh place, but a slide by Coronel resulted in a loss of positions. Two hours before the race concluded, an unexpected pit stop became necessary due to smoke emanating from the rear of the car, prompting a precautionary gearbox oil change. The gearbox held, and Lammers/Coronel and Hillebrand ultimately finished in eighth place, 24 laps behind the winning Audi of Kristensen/Pirro/Biela, who secured their third consecutive victory. Notably, the Dome finished ahead of the two official Cadillac Northstar LMP cars. For a purely private initiative, this was a remarkable achievement. With a more experienced driver trio and a larger budget, this ambitious project would undoubtedly have achieved even greater success. The Dome S 101 is slated to compete in the Peter Auto organization’s Endurance Racing Legends series in 2024, where it is sure to once again create a stir.
Rétromobile 2025 was a spectacular showcase of automotive history, a reminder that the pursuit of speed and beauty is a timeless endeavour. Each of these ten machines represents not just engineering prowess, but a piece of art forged in the crucible of competition. The allure of these racing legends continues to captivate, inspire, and fuel the passion of enthusiasts worldwide. If you, too, are drawn to the romance and raw power of these automotive icons, I encourage you to explore further, delve into their rich histories, and perhaps even experience the thrill of seeing them compete or on display. The world of classic racing cars is an endless source of fascination, and your next unforgettable automotive discovery awaits.
