Yet long before any of those cars existed, Bruce McLaren had a rather different ambition. He wanted to build a road car.

Not simply a racing car adapted for public roads, but a machine that would carry the same lightweight engineering, race-bred thinking and uncompromising performance that had already begun defining his motorsport programme. That vision became the M6GT.

Now, more than half a century later, McLaren has brought it back to life.

Making its public debut at the 2026 Goodwood Festival of Speed, the one-off M6GT: Restored by McLaren Special Operations (MSO) is far more than a beautifully restored classic.

It represents the moment where McLaren’s road car story truly began, a missing chapter that bridges Bruce McLaren’s racing philosophy with every road-going McLaren that followed.

The Car That Started It All

Mention McLaren road cars and most enthusiasts will instinctively think of the legendary F1. Understandably so.

The F1 rewrote the rulebook for supercars in the 1990s, introducing a central driving position, carbon fibre monocoque construction and performance that remained unbeaten for years.

But Bruce McLaren’s dream of building a road car actually began much earlier. The M6GT was conceived in the late 1960s as a road-going interpretation of the dominant M6A Can-Am race car.

It combined lightweight construction with a purposeful aerodynamic silhouette, butterfly doors and a powerful V8, many of the same ingredients that would eventually define McLaren’s modern road cars decades later.

Bruce himself used the prototype as his personal transport, driving it between meetings and race events.

History, however, had other plans. Bruce McLaren’s untimely passing in 1970 meant the project never entered production.

For decades, the M6GT remained one of the great “what ifs” in automotive history.

Rebuilding History

Rather than creating a modern interpretation, McLaren Special Operations approached the project with remarkable restraint.

The objective wasn’t to improve Bruce’s vision. It was to preserve it.

Using original body moulds discovered in the United Kingdom, historic engineering drawings, archive photography and period reference materials, MSO painstakingly reconstructed the M6GT exactly as Bruce intended.

The restoration combines original components with newly engineered one-off parts where necessary, all while remaining faithful to the original design philosophy.

The chassis originates from a period-built M6A race car, while the suspension retains authentic M6GT hardware restored using imperial-era bearings that are no longer commonly available.

Original-style aluminium rivets were installed by craftsmen from the aerospace industry, the gear knob is hand-turned from solid walnut, and the cabin features custom vinyl upholstery finished in period-correct green.

Faithful To Bruce’s Vision

Authenticity extends beyond the car’s appearance.

Power comes from a period-correct small-block V8 fitted with the distinctive “camel hump” cylinder heads specified for the original M6GT, paired with a matching gearbox to recreate the driving experience Bruce McLaren originally envisioned.

The exterior is finished in a bespoke cream-toned shade known as Colnbrook White, named after the factory where Bruce developed many of his earliest ideas for a McLaren road car.

The green interior pays tribute to the white-and-green livery of Bruce’s 1966 Formula One challenger, creating a subtle visual link between McLaren’s racing heritage and its road-going ambitions.

For McLaren, the M6GT represents something much larger than a single historic vehicle.

“The M6GT: Restored by MSO has been a labour of craft and care for the team and served as both a technical education and a living reminder of Bruce’s ambition to take McLaren beyond the racetrack. This car occupies a unique place in our collection – a tribute to the very beginnings of the company and a spiritual education for its future.”

Jon Simms, Director of McLaren Special Operations

Centre Stage At Goodwood

The M6GT will form the centrepiece of McLaren’s presence at this year’s Goodwood Festival of Speed.

Displayed alongside icons such as the M8A Can-Am racer, Austin 7 Ulster, McLaren F1, Artura, 750S and the latest W1, the exhibition traces the company’s evolution from Bruce McLaren’s earliest racing experiments to today’s cutting-edge supercars.

Visitors will also see the public debut of the MCL-HY, McLaren Racing’s new challenger for the 2027 FIA World Endurance Championship and 24 Hours of Le Mans.

More than fifty years later, McLaren has finally completed that unfinished chapter.

Not by reinventing history, but by ensuring one of its most important stories can finally be told, exactly as Bruce McLaren intended.

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It redefined what a high-performance road vehicle could be. The Miura featured a V12 engine that was transversely mounted behind the driver, a layout that was inspired by motorsport design. It was a radical architecture that broke with GT tradition.

The Miura also boasted performance figures that, for the time, seemed surreal. The shape of the car, created by the legendary design firm Bertone, was immediately iconic and remains so today.

Launched just three years after the founding of Automobili Lamborghini, the Miura was the third model to be unveiled, and it established core values of the brand that lasted for decades to come. Courage over convention; innovation without compromise; design and engineering pushed to their limits.

Six decades on from its premiere, the Miura today remains an icon of technical radicalism, visionary engineering and timeless design. Its story is one of youthful ambition and engineering audacity.

“The Lamborghini Miura is certainly not only a dream car for me because of its performance, design, and cult status. It changed the course of automotive history. With its revolutionary architecture, breathtaking design, and uncompromising performance, it defined the very concept of the supercar and set Lamborghini on a path of fearless innovation.”

Stephan Winkelmann, President and CEO of Automobili Lamborghini S.p.A.

The birth of a revolution

Less than two years after the company was founded, Lamborghini was still a niche manufacturer, but the 350 GT had already demonstrated the company’s technical ambition. Ferruccio Lamborghini was proud of the first GT car, but dreamed of an even more powerful vehicle.

On November 3rd, 1965, at the Turin Motor Show, Lamborghini displayed the chassis in satin black, with the engine transversely mounted behind the driver. The model sat alongside the Lamborghini 350 GT and the 350 GTS.

Never before or since has a bare chassis attracted such attention. The steel box, with a wall thickness of only 0.8 millimeters and numerous punch holes, weighed just 120 kilograms, and the four white exhaust pipes immediately caught the attention of visitors. It was a demonstration of power and a radical gesture by the young sports car brand from Sant’Agata Bolognese.

But Lamborghini hesitated. According to legend, Nuccio Bertone appeared at the Lamborghini stand towards the end of the Show and was the last coachbuilder to stop by. Bertone then examined the chassis on display and confidently said to Ferruccio Lamborghini that his studio would design “the perfect shoe for this wonderful foot.”

Whether this dialogue actually took place like this cannot be proven today. What is undisputed, however, is that this anecdote impressively reflects the immediate mutual understanding and creative agreement between the two entrepreneurs.

The first collaboration with Carrozzeria Bertone, where Marcello Gandini served as Head of Design at the time, clothed the steel chassis, characterized by high and wide sills, with an exhilarating bodywork.

Just a few weeks after the first meeting, at the beginning of January 1966, the Bertone design was finalised, and the prototype was completed by March with the support of 30 Bertone employees. It offered comfort and reliability along with very impressive performance numbers. The powerful V12 was paired with a lightweight body, while the wheel design was entirely new

In March 1966, on Bertone’s stand at the Geneva Motor Show, Automobili Lamborghini presented an orange car that ignored existing conventions. The mid-engine concept fundamentally changed the weight distribution and provided a driving experience that was unmatched at the time. This was complemented by Bertone’s incomparable, elegant design of breathtaking beauty.

A name written in legend

The connection between Lamborghini and the symbolism of the bull is deeply rooted in the brand’s history. With the Miura, Lamborghini deliberately used the name of a famous Spanish bull breed for the first time. The model is named after the powerful breed of bulls bred by Don Eduardo Miura Fernández.

This history is directly reflected in Lamborghini’s model nomenclature. Names such as Miura, Espada, Islero, and later Murciélago are deliberate references to legendary bulls and their characteristics.

Depending on customer requirements, the bodywork could be finished in striking colours, making the Miura one of the first super sports cars to offer a bold and highly customisable colour palette.

The Lamborghini V12

The history of the Lamborghini V12 revolves around this engine: a technically revolutionary power unit that shaped the brand’s DNA for almost six decades. It is an expression of engineering artistry, innovation, and vision.

With the last pure V12 fitted to the Aventador Ultimae in 2022, Lamborghini brought to a close an era that stretched back to the 1960s. In 2023, the V12 entered a new chapter with the Revuelto, where the iconic engine was paired with a hybrid system, marking the evolution of the V12 into a new electrified era.

Depending on the model, P400 or P400 S, the engine delivered 350 or 370 hp, making the Miura one of the fastest production cars of its time. The Miura 400 accelerated to 100km/h in 6.7 seconds and was capable of speeds up to 280km/h. At the time, this super sports car was the fastest production car in the world. Power was transmitted via a dry clutch to a manual five-speed transmission with open shift gate.

During production, Lamborghini developed a separate lubrication system for the engine and transmission, a technically significant change.

Engineer Paolo Stanzani played a central role in this success story. He developed the V12, that was originally designed by Giotto Bizzarrini, to be suitable for the road, and ensured it was ready for series production. Stanzani was also significantly involved in the design of other Lamborghini icons such as the Countach, Espada, and Urraco.

To celebrate the Miura’s legacy, Lamborghini unveiled the Miura Concept in 2006, marking the model’s 40th anniversary. Presented at the Geneva Motor Show, the concept paid tribute to one of the most influential super sports cars in automotive history.

Designed by Walter De Silva, the Miura Concept reinterpreted the original’s flat silhouette, wide rear shoulders and short overhangs in a contemporary language, deliberately avoiding retro styling.

Conceived purely as a design study, it remained a technical concept rather than a production proposal.

Today, the Lamborghini Miura remains a benchmark of automotive design and cultural relevance. Sixty years after its introduction, it does not age, but rather matures.

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Since 1925, the Rolls-Royce Phantom has ferried kings and queens, rock stars and revolutionaries, diplomats and dreamers. It has graced red carpets, wartime strategy rooms, royal wedding processions, and recording studios lit by incense and creative fire. And through it all, Phantom has often led the motorcade.

As Rolls-Royce celebrates a full century of Phantom, this moment is about recognising the weight a nameplate can carry, and the stories that only a car like this could collect along the way.

Few understand symbolism better than military generals. Field Marshal Bernard Law Montgomery, famously austere, made one grand concession: a pair of Phantom IIIs. One for personal use, and another to drive Winston Churchill, Eisenhower, and even King George VI to high-stakes planning sessions in the lead-up to D-Day.

In 1948, just after marrying Princess Elizabeth, the Duke of Edinburgh requested a Phantom for their joint use. Thus, Phantom IV chassis number one was born, later nicknamed the Maharajah of Nabha. Today, it still serves the Royal Household, an emblem of continuity in a rapidly changing world.

Phantoms have since been woven into the royal tapestry: from the Silver Jubilee Phantom VI, gifted to Queen Elizabeth II in 1977, to the Phantom that quietly glided the Duchess of Cambridge to Westminster Abbey in 2011.

Even beyond Britain, Phantom played a starring role. In 1966, a Phantom V carried Sheikh Zayed Bin Sultan Al Nahyan, founding father of the UAE, to his inauguration. A few years later, it delivered Britain’s ambassador to the signing ceremony that birthed the nation.

Of course, not every Phantom was destined for velvet ropes and palace gates. Some, like the one owned by John Lennon, became canvases for rebellion.

Initially all black, Lennon’s Phantom V was a nightclub on wheels, complete with blackout windows. But in 1967, it transformed into a psychedelic riot of yellows and florals, prompting one furious Englishwoman to whack it with her umbrella, shouting, “How dare you do that to a Rolls-Royce!” Lennon, naturally, was amused.

Phantom’s allure didn’t stop at Buckingham Palace. Fred Astaire, Greta Garbo, Jack Warner, and even James Bond’s villains have all had their moment behind (or inside) the wheel.

In 1964’s Goldfinger, gold was smuggled inside a Phantom III. Sixty years later, Rolls-Royce paid homage with a one-off Phantom Goldfinger, complete with bespoke coachwork and playful nods to the film. Art imitating art imitating espionage.

That same year, The Yellow Rolls-Royce premiered with a glittering cast and a 1931 Phantom II.

Elvis Presley, never one to do things by halves, bought a Phantom V in 1963. He customised it with a microphone, a writing kit, and had it resprayed after his mother’s chickens pecked the original finish. The car would later inspire Leonard Cohen’s offbeat ballad, Elvis’s Rolls-Royce.

Fast forward to the 2000s, and Phantom VII arrived just in time for the rise of self-made millionaires, social media moguls, and the cult of personality. No longer just a badge of lineage, Phantom became a canvas for individualism. Even Olympics appearances, as in London 2012, where Phantom Coupés stole the closing ceremony spotlight.

From the Spirit of Ecstasy to digital OLED light signatures, Phantom has evolved without ever chasing trends. Every generation has added something new to its mythos. Every owner has rewritten a chapter.

“Phantom is a cultural phenomenon, a canvas for personal expression, transformed through Bespoke craftsmanship into a moving work of art,” Chris Brownridge, Chief Executive of Rolls-Royce Motor Cars.

At 100 years young, Phantom is not slowing down. It is, instead, reminding the world what greatness truly looks like.

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A die-hard air-cooled VW fan, Kenneth has spent decades lovingly restoring and fine-tuning his Bug, keeping it as period-correct as possible while ensuring it’s still a joy to drive. His deep connection with the car and his contributions to the Singapore Aircooled VW Enthusiasts (S.A.V.E.) community show how strong his love for classic Volkswagens runs.

With a history in karting operations and workshop management, Kenneth is currently the Operations Manager at AutoApp, a car servicing concierge outfit. That means he spends his time making sure car owners can maintain and repair their rides without the usual headaches—because let’s face it, car troubles are way more fun when they’re about restoration projects, not breakdowns!

Personal Car History & Passion

What are some previous cars you’ve owned that you still miss?

I’ve had a Bug since my first car in Singapore. This would be my fourth, the one that has been with me the longest. Every previous Bug had its unique character that I miss.

How did you get into the car industry? Was it always the plan, or did passion turn into profession?

It all started with learning and experimenting with self-maintenance. That led to helping friends, which eventually evolved into a full-time job coordinating repairs.

Choosing the Current Ride

Why did you choose your current car? Did your job influence your choice in any way?

I studied abroad, upon my return to Singapore, I was looking for an interesting and affordable car—this was before I entered the industry. The Bug caught my eye for its historical significance, reputation for reliability, and, of course, its anything but boring nature.

Do you sometimes wish you were driving something different?

If I did, it’d be another air-cooled model of the Stuttgart variety.

Ownership & Modifications

What have you done to your car so far?

Over the last 25 years, I’ve restored it twice, bringing it closer to factory stock and period correctness. It’s an ongoing (and possibly never-ending) process.

What’s one feature you love about the car, or that makes your car feel truly yours?

This ’67 model has quite a few rare, one-year-only parts that I had to hunt down and replace. I’ve also personally disassembled and repaired many components over the years, so it feels like I’ve restored almost every part of the car.

Industry Insights & Perspective

What’s one trend in the automotive world that excites you? One that annoys you?

I appreciate the constant development and technical advancements in efficiency, such as hybrids and EVs. But the downside is that modern cars aren’t built to last like they used to be.

Do you think car enthusiasts are becoming a smaller group, or is passion evolving in new ways?

I believe car enthusiast groups are growing in both number and size. A club I started—Singapore Aircooled VW Enthusiasts (S.A.V.E.)—began as a group of friends about 15 years ago. It grew into mailing lists, then Facebook and WhatsApp groups, and continues to thrive today. Our membership stands at around 1,900, including friends from the region. Even owners who have sold their cars stay involved to keep in touch with the community.

Future & Dream Cars

What’s your realistic ideal next car?

I don’t have concrete plans for my next car, as I’d always lean towards another air-cooled VW. However, if circumstances change (ahem! lower COE?), I might consider a hybrid or EV.

If you could own any car, what would it be?

This would be it!

Got a story to share? Want your car in the spotlight? Drop us your details, and we’ll reach out when the perfect story angle comes up!

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996 GT3 (1999-2005)
The GT3 story kicked off with the 996–arguably Porsche’s most unloved 911 generation. The first one had a 3.6-litre naturally aspirated flat-six engine that was basically race car DNA, borrowed from the Le Mans-winning GT1 car. With 360 horsepower and a redline at 7,800 rpm, it was a beast for its time.

It was also the first 911 to feature the legendary “Mezger” engine, named after Porsche engineer Hans Mezger. Fun fact: This engine became a benchmark for reliability in motorsports, powering many race-winning cars. Lightweight, sharp handling, and track-ready, the 996 GT3 nailed the formula for a driver’s car. The six-speed manual gearbox and rear-wheel drive made it a purist’s dream.

A facelifted version came in 2004, introducing subtle design tweaks, improved suspension settings, and upgraded brakes, making it even sharper on the track. Notably, it set a Nürburgring lap time of just over 7 minutes and 56 seconds, making headlines at the time.

997 GT3 (2006-2012)
The 997 GT3 turned things up a notch. Released in 2006, it came with more power and better handling. The first version had 415 horsepower, while the updated 997.2 pushed it to 435 horsepower. The engine could scream up to 8,400 rpm, a stat that thrilled enthusiasts.

This generation introduced Porsche Active Suspension Management (PASM), making it better on both the track and the street. Aerodynamics got an upgrade too, with a bigger rear wing and a more aggressive front splitter. For hardcore track enthusiasts, the Clubsport package added a roll cage and other race-ready features.

The 997.2 facelift arrived in 2009, featuring refined aerodynamics, updated PASM tuning, and slight design changes, including LED daytime running lights and reworked taillights. It also broke new ground by clocking a Nürburgring lap time of 7 minutes and 40 seconds, cementing its status as a track weapon.

Here in Singapore, the 997 series remains a favourite among collectors due to its blend of modernity and mechanical purity. Alas, COE premiums often mean that the initial registration count dwindles over the years, but that makes owning one a testament to both passion and investment.

991 GT3 (2013-2019)
The 991 GT3 was a game-changer. For the first time, it came with a dual-clutch PDK transmission as standard. Purists weren’t thrilled at first, but the seven-speed PDK was insanely quick and perfect for the track.

The 991.1 had a 3.8-litre engine with 475 horsepower. Then came the 991.2 in 2017, which bumped it up to a 4.0-litre engine with 500 horsepower. Porsche also brought back the six-speed manual as an option, making everyone happy.

The 991.2 facelift included enhanced aerodynamics, with a redesigned front bumper, reworked rear wing, and improved airflow management. It also introduced better software for PASM and rear-axle steering, making it sharper than ever. This generation holds a fun distinction: it set a blistering Nürburgring lap time of 7 minutes and 12 seconds.

Personally, it was the 991’s dual personality as a modern road and track car that made me sit up and notice the GT3 a lot more. Clearly I wasn’t the only one, as it was a big hit among affluent drivers here too. It was then that the GT3’s popularity surged, with demand bolstered by events like the Porsche Carrera Cup Asia held during the Singapore Grand Prix back then.

992 GT3 (2021-Present)
The 992 GT3 takes everything to the next level. It’s got a 4.0-litre naturally aspirated flat-six engine that pumps out 502 horsepower and revs all the way to 9,000 rpm. You can choose between a six-speed manual or a seven-speed PDK, so there’s something for everyone.

The aerodynamics are wild on this one, with a swan-neck rear wing and a new front diffuser that’s straight out of a race car. Lightweight materials like a carbon fiber hood and roof keep it nimble, ensuring it’s razor-sharp in the corners. Fun fact: The swan-neck wing design comes from Porsche’s endurance racing experience and generates massive downforce without adding drag.

And if you want to go all-in, the 992 GT3 RS cranks up the drama with even crazier aero, adjustable suspension, and more power. It’s basically a race car with license plates. The 992 GT3 smashed records with a Nürburgring lap time of 6 minutes and 59 seconds, breaking the sub-7-minute barrier.

Let’s be real though, in the Lion City, the 992 GT3 is a statement of prestige. Despite our strict speed limits and high taxes, it has become a top choice for those who can afford it, and perhaps frequent Sepang.

So, which GT3 is the Best?
Choosing the best GT3 depends on what you value most. For purists, the 996 GT3 stands out as the original and rawest of the bunch. It laid the foundation for what the GT3 represents today.

The 997.2 is often praised for its balance of modern features and old-school driving dynamics. Its naturally aspirated Mezger engine and optional manual gearbox make it a favorite among enthusiasts.

For those seeking cutting-edge technology, the 991.2 and 992 GT3 are hard to beat. The 991.2 brought back the manual option, pleasing traditionalists, while the 992’s aerodynamics and performance represent the peak of what’s possible in a road-legal track car.

Personally, the 997.2 hits the sweet spot. It captures the essence of the GT3—blistering performance, engaging handling, and enough creature comforts for occasional road use—all without overwhelming you with tech. It’s a car that feels alive in your hands, and that’s what a GT3 should be all about.

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At The International Concours of Elegance (or simply: The ICE – geddit?) though, things are done a little bit differently. Held high up in the Swiss Alps in the ski resort town of St Moritz, the event took place not on a golf course or the grounds of a country manor, but on a frozen lake. The pristine, pure-white snow and cloudless azure sky gave the event an atmosphere unique to any other Concours in the world, and was a chance to literally see the cars in a new light.

Best of all though, unlike other events where the cars remain purely static behind a velvet rope, The ICE St Moritz gave spectators (entry was free to the public) the opportunity to watch the 50 or so official participants in action like their makers intended.

A horse racing track is set up every winter on Lake St Mortiz, and it was around this oval that the cars got to stretch their legs. Officially they were meant to be simple parade laps, but no car enthusiast can resist the temptation of a low-grip surface for long, and in short order the procession turned into what can only be described as a drift fest.

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The 1925 Bentley Super Sports of Graham and Marina Goodwin reigned supreme on the Endurance Rally Association’s (ERA) The Road to Saigon rally. The pair lead the Vintageant category from the start line in Singapore right the way to the finish in Saigon, or Ho Chi Minh City as it is now known.

Former Peking to Paris entrant Andrew Webster and his co-driver Ian Robertson took second place in their 1939 Chevrolet Master 85.

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