Exactly 140 years after Carl Benz filed the patent for the first automobile, three new Mercedes-Benz S-Class saloons set off on a journey around the world on 29 January 2026: Bertha, Carl and Gottlieb, named after the pioneers of individual mobility, Carl and Bertha Benz and Gottlieb Daimler. On 17 October, the four-wheeled globetrotters returned safely to where their intercontinental journey began – the Mercedes-Benz Museum. See the photo here above.
Over the course of nearly nine months, they covered more than 65,000 kilometres, averaging around 450 kilometres per day. Bertha and Gottlieb travelled from time to time in parallel to reunite again on the road across 55 countries on six continents. The journey involved a total of 67 border crossings, the clocks had to be reset 28 times and the climate control systems in the S-Class vehicles regulated the temperature across 13 climate zones. The ‘140 Years. 140 Places.’ tour was among Mercedes-Benz’s most ambitious activities.
Of course the tour also visited Belgium. You see here Bertha and Gottlieb in front of our royal palace in Brussels…
But it was also a good occasion to photograph the travelling S classes along the Mercedes that made a hit in the 24 Hours of Spa-Francorchamps! This was the 1971 Mercedes-Benz 300 SEL 6.8 AMG, affectionately known as the “Red Pig” (Rote Sau). It didn’t take the overall victory but achieved a sensational class win and second place overall, a result that put the then-young AMG tuning company on the map.
The birth of AMG…
In 1971, AMG founders Hans Werner Aufrecht and Erhard Melcher entered this modified luxury sedan. Despite weighing 1,635 kg (already 195 kg lighter than the production version), the car’s immense power on the long straights of the old 14.8 km Spa circuit allowed drivers Hans Heyer and Clemens Schickentanz to compensate for its thirst for fuel and heavy tire wear . While many faster, lighter cars retired, the reliable Mercedes survived the night and crossed the finish line in second place overall.
The original “Red Pig” was eventually sold to … Matra for aircraft tire testing and was later destroyed, so it no longer exists . However, its legacy is secure: this single race transformed AMG from a small engineering firm into a globally recognized performance brand . Mercedes-AMG has since built exact replicas to honor the car, and its spirit lives on in the modern AMG lineup.
The technical specifications of the 1971 “Red Pig” were extraordinary for a touring car of its era: the Engine: a 6.8-liter M100 V8, was enlarged from the production 6.3-liter unit. Its power was 428 hp (315 kW), combined with a massive torque of 620 Nm.
It would sprint from 0–100 km/h in 6.1 seconds, top speed being over 265 km/h… rather sensational then…
But back to the present: we will soon test the new C Class for you, the C 400 4Matic AMG Line Electric. Stay tuned!
In our age cars are becoming bigger an heavier, and it was in the cards that with the mobility challenges we face nowadays, creative minds would return to the core values where the original 2 CV has always stood for: affordability, lightness, practicality, versatility and of course originality which appeals to humanity.
Indeed, the starting point was not to recreate a 2 CV, but to imagine the small electric car of the future – practical and desirable, bringing some “joie de vivre” – bringing pleasure and excitement in your everyday short journeys.
Of course, the Stellantis Group has a solid strategy behind it: To bring about a new generation of small electric cars, in line with the new European E-Car regulations, positioned between the Ami and the C3, to offer greater freedom of movement without compromising on character.
Indeed, to launch a model manufactured in Europe, with a target starting price of around 15,000 euros, to help make electric mobility accessible to as many people as possible.
Therefore the design choices take into account mass production and ease of repair: flat surfaces and direct air intakes beneath the windscreen (which however have been sadly abandoned in the light of present safety regulations we hear) , bumpers separated from the bodywork and replaceable independently…
Make no mistake, the 2 CV is modern: it is “cool” through its styling, its on-board comfort and all the practical features for everyday use, re-imagined in the spirit of the 2 CV to make life easier for its occupants.
Pierre Leclercq, head of design Citroën and his team stress that the design of the 2 CV aims to breathe new life into an icon, not by copying it, but by reinventing its design language to ensure it is fully rooted in the present day.
You can tell what they mean when you look at the exterior: an instantly recognizable silhouette, with the unique proportions and curves of the 2CV, but using tauter lines and generous volumes to convey greater energy. Round headlamps are set apart from the bodywork, conveying an expressive LED signature, a sculpted, sweeping bonnet.
Just look further at the vertical windscreen, the curved and flowing roof, rounded wings and taut flanks; contoured door handles, tapered indicators on the C-pillar, 18-inch steel wheels inspired by the 2 CV, and Michelin tyres bearing the Heritage logo and the Citroën chevrons. Just wonderful…
A distinctive roofline accentuated by a black tailgate extending down to the bumper, just like on the first-generation 2CV, which had originally a canvas instead of a metal boot lid. There are LED lights on either side of the tailgate, three horizontal stripes, a short overhang, a visible tailgate handle and a number plate displaying the 2CV’s nicknames in different countries.
With 3.76 m, the 2CV is also shorter than its iconic predecessor, no small feat!
The interior plunges you in a world of joie de vivre: no traditional dashboard, but a cylinder to which the following are attached: a single-spoke steering wheel, a single control lever, a paddle-shift gear selector and a Citroën Smart Vision display which prioritises essential information within the driver’s field of vision.
An 8-inch square ‘phygital’ touchscreen, with graphics inspired by comic books.
Your eyes meet the “Radioën”, a detachable radio that doubles as a speaker and accompanies occupants both inside and outside the vehicle.
We show you here some photos, and we hope we can have a written interview with Pierre Leclercq soon!
The Lancia Ypsilon has pleased us already when we drove it in the all electric version, but of course we were also curious to drive it with a trusted combustion engine combined with electric propulsion: the Ibrida. Indeed, this version has the well known 1.2-litre three-cylinder petrol unit producing 100 hp, paired with a 21 kW electric motor integrated into a six-speed dual-clutch automatic, for a combined system power of 110 hp or 81 kW and 205 Nm of torque. Technically it’s a mid-hybrid—halfway between mild and full hybrid, although the manufacturer dubs it as a mild hybrid.
The Ypsilon hybrid system runs on 48 Volts, and the battery is very small indeed, 0,43 Kwh. It performs well, but in town it needs a very sensitive right foot and a very smooth driving style to reveal the qualities of its hybrid system and take full advantage of it. More about all this further below.
Design: Distinctive and elegant.
The new Ypsilon certainly attracts attention, and not only from connoisseurs. Of course, part of that is rarity—you don’t see many about—but credit also goes to its genuinely successful styling. The illuminated front signature is modern and distinctive, while the rear respectfully channels the brand’s historic design language: circular LED lights with a “Y” motif inside, a nod to the iconic rally and racing Lancias.
Also deserving praise are the modern wheel designs, the rear door handle, which some might find awkward to use, but we liked it.
Interior: Original and comfortable
The new Ypsilon measures 4.08 metres and seduces with an original cabin. Bronze accents, a well-drawn dashboard, and comfortable, beautifully upholstered alcantara seats create an upmarket, premium ambience. We liked the tasteful patterns on the dashboard panels, the bronze finishes of ventilation openings and the surrounds of the elegant centrally placed “tavola”.
Highlights include the digital instrument cluster and a large central display with wireless Apple CarPlay and Android Auto. The infotainment, is ok, with a physical “L” button, summoning a shortcut screen with all the main functions, we found a good idea.
Indeed, a central “table” separates the front seats and serves as a rest for objects, a wallet, or a phone. It is a hallmark of the car’s cabin, and we think it’s brilliant.
On the road with the Ypsilon Ibrida: full of panache, but needs a delicate experienced hand (or rather foot) in town…
The car DOES run on electric power alone, and when you drive with anticipation and a very smooth right foot, maintaining constant speeds, it is very well possible to drive your town trip for up to 79 % on electric power. When you drive/coast at small throttle openings, the transition between the engine and battery power is smooth and imperceptible. However, when you push the accelerator pedal more deeply, the 3-cylinder petrol engine makes its torque immediately felt when it sets in.
The photo below amply shows what we mean: we drove the Ypsilon for almost half an our over 6 kilometers in very congested urban traffic, which resulted in a consumption of 5,5 liter/100 km and not less than 79% of the distance being driven under silent and silky smooth E-power. It is the Lancia art of driving, we would say, and it is very refined and also quite rewarding not only for your wallet!
According to WLTP standards, the combined fuel consumption is between 4.5 – 4.6 L/100 km. Indeed, we succeeded on a smooth Sunday drive on country roads to achieve an average consumption of 4,1 liters/100 km. Our average consumption hovered between 5 and 6 litres/100 km. CO2 Emissions, according to WLTP, are between 102 – 105 g/km (varies by trim/wheels).
On the open road, the engine is virtually inaudible and silky smooth, which makes the car an excellent motorway cruiser, one of the best we found in the B segment, not in the least because or the Ypsilon’s very good sound insulation. Listening to the well performing sound system, we were able to hear every single note of Beethovens 4th piano concerto when cruising at the 120 kmh legal limit on the motorway. Overall performance leaves nothing to be desired. It will sprint from 0 to 100 km/h in merely 9,3 seconds and the top speed is a good 190 km/h. Indeed, Lancia driving remains a sporting pleasure…
The six speed auto box is alert and smooth, and in Sport mode will hold the gears much longer, so you can enjoy the pleasant throb of the 3 cylinder engine.
When you lift the throttle and you drive with anticipation, it is well possible to accurately judge the amount of regeneration you get at any given speed, and one pedal driving is easy once you get the hang of it all..
Suspension: dynamic and comfortable
The suspension is well calibrated, offers a very comfortable ride, combined with precise steering and good stability. In this respect, the Ypsilon scores very high indeed. It’s a delight to steer on winding roads, and yes, sporting pleasure is to be had…
Space and Practicality
With a 2.54-metre wheelbase, the Ypsilon offers decent front-seat room. In the back, a taller adult has sufficient legroom, but headroom is rather tight. Two USB-C ports are a good thing, and the 352-litre boot is impressive.
State of the art driving assistance
On this front, there’s little to fault: a comprehensive, well-calibrated ADAS suite, with Lane Assist, Autonomous Emergency Braking, Speed Limiter and an efficient parking Assist. We liked also the smoothness of the easy to use adaptive cruise control, and we used it very much indeed on our Belgian roads with draconian and often too restricted speed limits everywhere. Also the calibration of the steering assistance is just right.
Conclusion
The new Lancia Ypsilon Ibrida convinces with pleasant styling and endearing driving manners.
Within the Stellantis range, it offers a more personal alternative, and overall scores high in the B segment . Given a learning curve on how to understand and use the hybrid drive train, its driving smoothness and frugality is all yours to enjoy too…
Hans Knol ten Bensel
Photographers’ notes: the professional quality of Fujifilm bridge cameras…
The photos shot on this test are taken by my trusted Fujifilm FinePix S100FS, a camera which I bought second hand in 2022 for…59 Euros in totally pristine condition (!). Its design dates back to…2008, and it is a so-called bridge camera with an excellent Fujinon 28-400 mm (35 mm equivalent) lens.
The fact is, Fuji took the design of its bridge cameras totally seriously, with a decent sensor size and a superb lens, with a delightfully smooth manual zoom command.You have understood it: this is a camera which delivers totally professional results, despite its age. Just have a look at the photos of our test car above, which are even reduced in size to adjust for web publication. The photos of the camera itself are shot with my Xiaomi smartphone and the photo of the dashboard with the urban consumption are taken with my Apple iPhone.
Back in 2008, FujiFilm had put its latest, eighth-generation, Super CCD HR technology into the S100FS. This uses octagonal photo-sites that are designed to maximize light collecting efficiency. This, combined with clever noise reduction algorithms, helped to produce excellent results still according to today’s standards, as you can admire here…As said, Fujifilm’s bridge cameras were – and still are – of a totally different league…The second hand aftermarket did not discover this at the time I bought this camera, hence the purchase price for which you can only buy a lens shade...
The new Kia EV4 has many cards upon it s sleeve: very pleasing, extravagant styling, much room and an excellent range. It stands next to the EV3 in the showrooms, and one might ask why Kia launched two models in the same compact class, almost one after the other. Well, the EV4 was launched for all the very good extra reasons, besides what the EV3 already offers..
The EV4 sits 8 centimetres lower, but more importantly, it’s 13 centimeters longer and has a longer wheelbase too, which means you have one of the biggest rear legrooms in its class.
There is also a limousine version, with an extra large luggage space under its stretched tailgate door, but it is rather the classic SUV version which is meant for our European public, and is therefore built in Slovakia.
The electric motor develops 150 kW, and drives the front wheels. You can choose between a 58,3 and a 81,4 kW battery, and this warrants you quite good ranges. On the smaller battery, you have a range of about 410 km, which is in itself a good average for its class. The bigger battery offers a range of close to 600 km, or let’s say at least 500 km under normal driving circumstances. The excellent aerodynamics of the EV4 make this possible: the Cw is merely 0,32 kW, and the car is lower too.
Driving
The EV4 is dynamic with a sprint from 0 to 100 km/h in under 8 seconds, and top speed for both versions is around 170 km/h. The power is smooth and wonderfully progressive, and this results in a quite enjoyable driving experience. It is indeed a joy to drive this Kia over winding and mountainous roads, where the steering could be somewhat more sensitive, but one has to admit that the chassis and suspension engineers had above all a “Zen” driving experience in mind. We have to admit that they achieved this admirably, as sound insulation is excellent, also at high motorway speeds.
Charging the Kia EV4 on a (public) AC point is only possible at a maximum of 11 kW, and DC fast charging is possible up to 128 kW for the larger battery, up to 100 kW for the smaller one. According to Kia, you can charge both batteries from 10 to 80 pct in about 30 minutes. Accord to WLTP standards, consumption is some 14,6 kW /100 km. Driving smoothly and with anticipation, it was well possible to achieve averages between 12-13 kW in town driving. The advantage of the bigger battery is that you can tow up to 1 tonne instead of 500 kg for the smaller one.
Of course, modern times let you use your smartphone the right way. Kia offers a smartphone app which lets you plan your route and send it to the car. It calculates the charging stops. The app also lets you open and start the car, and you can allow up to 15 persons to do the same…
Spacious
The instrumentation and dashboard layout is virtually the same as in the EV3. The central touchscreen is seamlessly integrated with the drivers’ instrument display panel, and there are separate physical touches for ventilation and sound volume, which we liked very much.
The central armrest can fold away and holds also a useful storage space for all the things you might need for all your activities when waiting in the car when charging.
The cabin feels quite roomy, and there is ample leg- and headroom fore and aft. Luggage space is sufficient with a volume of 435 litres.
Infotainment and driving assistance up to scratch…
We live in modern digital times, and this shows of course in our cars. The Kia engineers did also a wonderful job, without going over the top with massive screens everywhere. We are, by the way, still amateurs of physical knobs and buttons for everyday things like sound and ventilation, and we still think the solution of a smart mouse as was adopted by Lexus years ago is the ideal one for the driver. No smudged screens, a much calmer hand to point at and select the functions than an erratic finger in a bouncing car. But this is of course subjective, and preferences can be – and mostly are – a very personal/individual thing.
But back to the EV4. It has virtually everything you could wish for, like distance parking, and you can order some extras like a head up display (we appreciated the one in our test car) and sound aficionados can opt for the formidable 8 speaker Harman/Kardon system.
Indeed, EVs are built for music lovers, as they are so silent; therefore, we always advise spending a good amount of money on a higher-end sound system.
Conclusion
The Kia EV4 has carved a nice niche in EV world: it looks cute and is with its lower profile refreshingly different from the traditional SUV brigade. It offers plenty of room nevertheless, and its range is also quite good to say the least. It responds well to spirited driving, and has a European, tout feeling behind the wheel. So take a long hard look at this one…
When premium French automaker DS Automobiles designs a flagship model, one can expect something very outstanding and unique. This is indeed the case with the N°8, a sleek coupé-SUV, elegant to look at from any angle. Indeed, this car has panache, and this makes it in our eyes truly stand out.
Because, let’s face it: what makes you choose an EV in this day and age? Personally, I would say, the one that scores on style and character. The N°8 has lots of it…
Of course, there is also range, recharging capacity, efficiency and last but not least, handling and comfort. These are also elements which determine your choice. But let’s admit, drivetrain smoothness and performance is what EV’s all have more or less nowadays, so this is in my eyes hardly a determining factor anymore.
So this N°8 scores high, just by looking at it. When I walked around the car and entered the stunning cabin, staring at the four spokes steering wheel, I felt like stepping into the world of Jules Verne, tasting this unique mix of French genius with Victorian age idiosyncrasy. Well done, I would say to the designers and the other people who conceived the model’s mission status and character of the N°8.
A coupé-SUV
Let’s start with the exterior. A timelessly good looking car will have ideal proportions. This is what Pinin Farina and Felice Mario Boano already told us some 70-80 years ago. Just have a look at Boano’s design of the Lancia Aurelia, the GT version and of course the Ferrari 250 GT Low Roof Berlinetta.
The DS Automobiles designers have learned their lessons. Impressive, clean and tall sides, a bold front and rear end, with elegant yet expressively styled horizontal and vertical light elements on the four edges of the car.
We also liked the dual tone paintwork, the aluminum accents and the matte, brushed lettering on the rear end. The large wheels (740 mm in diameter) give the car a unique stance. The elongated and tapered profile that is illustrated by a roof stretching down to the tailgate’s spoiler. Each part of the bodywork has also been scrutinized in the wind tunnel. Its Cx is only 0.24 and its SCx merely 0.64
A premium cabin
Touches of art déco, but with an unmistakable sense of elegance, this is what the eyes meet in the interior. The photo’s tell you the whole story. Just look at the receded dashboard panel, a central screen panel which – refreshingly – is not so enormously big and imposing. The smaller panel in front of you gives you the info which matters, and not more. The design of the odometer is inspired by the world of watchmaking. The readability of the battery charge indicator and the “power meter” take precedence.
Like an airline pilot of France Aéropostal, where instruments were few and readable, as you needed all your senses to fly, like Antoine de Saint Exupéry or Jean Mermoz, on the night routes over the desert and ocean. This is how you feel behind the X-shaped steering wheel, but not hearing the sound of the single 12 V Renault 12JA aircraft engine like these heroes, in their Latécoère 26. Just silence, as the electric motor of your DS is virtually inaudible.
The heroes I described here also flew in an open cockpit, and had no radio. Things have changed for us. Just have a look at the beautiful speakers close to you on the front sides of both doors, part of a premium Focal Electra sound system with 14 speakers, a 515watt amplifier, and custom acoustic tuning developed specifically for DS interiors. You can enjoy music in this EV, for sure.
Then there are the wonderfully designed and sculpted seats. Inspired by the DS AERO SPORT LOUNGE concept, the seats have fully integrated head restraints. The front seats are massaging, cooled and heated. Need we say more? Well, close-up thermal comfort is enhanced by the DS NECK WARMER, a device that favors heating as close to the body as possible to enhance energy consumption. These neck warmers fitted into the backrests of the front seats are illuminated by a backlit DS logo with a crystal appearance.
The rear seat comfort is nothing else but superb. There is ample knee room, 84cm of headroom and backrests inclined at 30°, without compromising their 40/20/40 modularity. Cooled and heated seat bases and backrests complete the comfort.
Driving
When you start moving behind the wheel of a DS Automobile, the expectations are high. The N°8 fully meets them. Whatever version you choose, there is utter drive train smoothness and power. The DS N°8 uses the Stellantis Group’s STLA Medium platform. This has been optimized in length and width to accommodate batteries up to a capacity of 97.2 kWh.
DS N°8 is available with a choice of three 100 % electric drive trains developing 230 hp, 245 hp and 350 hp, the latter being fitted with two electric motors for four-wheel drive. All motors enjoy excess power that periodically gives an extra 30 hp to the FWD version – 260 hp, 35 hp to the FWD LONG RANGE version 280 bhp, and 25 bhp to the AWD LONG RANGE model 375 bhp.
Performance is more than adequate: even the 230hp version accelerates in merely 7.7s from 0 to 100 km/h. Top speed is a respectable 190 km/h. The 245hp version which has the larger 97.2 kWh battery has virtually the same performance, but rewards you with a bigger range. According to WLTP figures, the 245 HP version has a range of 750 km, instead of the 572 km of the “base” version. The 350 hp version has of course close to superpower performance, with an acceleration from 0 to 100 km/h in 5,4 seconds. The range of this AWD DS is 686 km.
Of course one can count on impeccable road manners and comfort. We found the DS quite responsive and tout, tending towards sportiness and it copes very well with a more enthusiastic driving style. Country roads can be driven with verve, and also in urban low speed traffic the N°8 feels well at home. Nevertheless, the steering feel is not too responsive, and car will not invite you to throw it around, but lets you rather adopt a comfortable, relaxed driving style. At high motorway speeds, the good road and tyre insulation as well as the sound deadening laminated glass keeps noise at bay, so you can enjoy the fantastic sound system and seat comfort.
DS N°8 is fitted as standard with DS ACTIVE SCAN SUSPENSION, a variable damping system linked to a camera positioned at the top of the windscreen. Supported by attitude sensors and 3 accelerometers, it analyses the road surface in a few milliseconds and transmits its information to a computer that acts on each wheel. Noblesse oblige, we would say again here.
Practical
Despite the coupe-SUV profile which makes the roof arch somewhat lower, over the rear seats, but headroom is acceptable for most passengers. The floor of the car is rather high, and this raises your legs and knees a bit, reducing thigh support by the otherwise excellent rear seats. We enjoyed the clever thermal glass roof in the “Etoile” equipment version we tested.
Boot space is more than sufficient with 581 liters, and offers also a small under-floor compartment. When it comes to charging speed, it is worth to mention that the N° 8 features a 400-volt electrical system, and the maximum DC charging rate is 160kW. This means that the 74kWh battery can be charged from 20-80 per cent capacity in 26 minutes, with the 97.2kWh pack taking just a minute longer to charge to the same amount. Note that EV Routing via DS IRIS SYSTEM 2.0 simplifies trip planning.
Conclusion
If you are looking for a refined car which truly stands out from the rest and which is a proud four wheeled statement of French refinement and savoir vivre, then this N°8 merits a long hard look.
It is smooth and refined for eyes and senses, looks and drives beautifully, offering up to date practicality in its class. The N°8 soothes you with style and comfort, with performance and range to match, even in the base 230 HP version with the 74 kWh battery.
The iconic Aston Martin DB5 used by film character James Bond: this factory-made replica on, the show is an example of the “continuation” series of the original James Bond Aston Martin.
The lovers of iconic British classics can enjoy a beautiful exhibition in the heart of Brussels: until Sunday 21st of June they stand eye to eye with the iconic cars which embody the history of this wonderful brand.
You will admire at your leisure the rare 1925 Grand Prix car, of which only 3 exist in the world today, and the one you will see in Brussels is the last one produced… Another F1 gem awaits you in the magnificent hall of Autoworld: the legendary DBR4.
But every enthusiast just loves the DB5, the iconic James Bond car. The car on the show is a replica, but it is in almost every aspect equal to the original. Did you know that the total series production of the DB5 was only 1,059 units?
On the show, iconic Aston’s from the ‘50s and ‘60s can also be admired. What to think of the gleaming black DB1, nicknamed “Spa Special”, as this is the very car that raced to victory in 1948, with team drivers Jock Horsfall and Leslie Johnson behind the wheel.
Engineer Claude Hill had designed the 2 litre four cylinder engine for the revolutionary 1939 Atom, because of the wardid not really survive the prototype s. Key to the concept was the integral construction of body framing and chassis, which were made from rectangular steel tubes.
Looking at this photo, you can easily imagine yourself sitting behind the wheel of the Aston DB1, racing towards victory in the Spa Francorchamps 24 race…
The 1948 Motor Show saw the launch of the first car to be produced under the ownership of David Brown, thTwo Litre Sports, retrospectively named ‘DB1’. It used the Atom chassis construction, by the way…
There is also a Bordeaux coloured DB2/4 to be seen, which was originally owned by Belgian king Baudouin, see the photo here above. He drove not less than four Aston Martins in his life. A true connoisseur!
Noblesse oblige, and this means that an Aston Martin exhibition cannot do without a Zagato bodied example. We admired the DB4 Zagato, which was again a factory recreation of the original. The DB4 Zagato was produced between 1960 and 1963.
Originally, 25 units were planned, but the interest proved not to be large, resulting in only 19 copies being produced. Later, the popularity of the Zagato version was increasing, and two subsequent series were, “Sanction II” with 4 copies, and “Sanction III” with a further 2 copies.
The car on the show is produced in a new series of 19 , built in 2019 on the occasion of the centenary of Zagato. is a true racing car, and is not allowed to drive on public roads…
We also found the Aston Martin 2022 Speedster-type supercar, the DBR22, totally stunning. We will return soon to this beauty, which is an homage to the legendary Aston Martin DBR1 Sports Racing Car. On the photo below, you see the cockpit details of this speedster, with the Aston Martin Victor in the background.
Below we show you a photo of the cockpit and steering wheel of the DBR22, with the steering wheel of the original 1925 Grand Prix Car in the background, with almost a century between them…
The show also includes modern creations like the Aston Martin Victor (see photo earlier) and the rare One-77. More on these cars soon…
Everybody knows that the name Aston Martin is tied to casino glamour and film, and this was also very much the case at the magnificent opening night of this exhibition, where your servant was invited by the very dynamic team of Autoworld.
On the opening night, invitées could enjoy a game of roulette…in the true James Bond tradition!
Sebastien de Baere, General Manager of Autoworld, welcomed the public…
and Autoworld Curator Leo Van Hoorick commented expertly on the displayed cars…
More soon on this Aston Martin exhibition, but in our columns we will also come back on the previous Lancia exhibition, with more stories and photos of Lancia’s legendary Grand Prix car, the D50…
Multibrand oldtimer clubs face a different challenge than marque-specific groups: without a single brand identity to unite members, they must define a broader, more flexible “DNA.”
In today’s context, that DNA is, in my opinion, less about what cars people own and more about why they care.
There are quite obviously several possible DNA’s for Multibrand Oldtimer Clubs Today. The emphasis can be on shared passion for older cars over co-called Brand Loyalty. Indeed, unlike single-marque clubs, multibrand communities thrive on diversity.
An early post-war Riley parked next to a Hillman or Sunbeam Rapier becomes a conversation starter rather than a dividing line.
The fundamental, core idea is a fundamental interest in older cars and their ingenuity and panache, openness, and mutual respect across styles, eras, and origins.
Automotive Culture as Heritage
Multibrand clubs are well positioned to frame themselves as custodians of mobility history, not just specific brands. This aligns with broader efforts by organizations like the Fédération Internationale des Véhicules Anciens.
This is a fundamental element in their DNA: considering cars as cultural artifacts. But this not alone, there is much more: there is also a keen interest in so-called “Storytelling” (about design, engineering, social context)
Another element is the importance of inter-generational knowledge transfer
Caring for the club community comes first, cars second.
In modern club life, the social aspect is often more important than the technical one. To be successful, a typical club will emphasize inclusive events (not only for experts) and informal formats (road trips where all members are invited to participate). The general environment is clearly family-friendly.
The DNA of a multibrand club shifts from a mostly technical circle towards a true “community platform.”
Larger accessibility for new members?
Multibrand clubs can lower barriers by embracing a wider definition of “classic.” This is a very important and sometimes thorny issue. Important decisions have to be made here, taking into account the history and historic DNA of the club.
This would include:
Youngtimers (80s/90s cars) and affordable entry-level classics. The soul-searching question is whether non-perfect, “driver-quality” vehicles would also be allowed. It would make the club more approachable for newcomers who may not yet own a fully restored car. But there might be other possibilities if the club decides to maintain the narrower definition of “classic” combined with mechanical purity. Co-ownership, renting, and inventive financial solutions have to be developed.
A constructive dialogue with the present…
Clubs that survive don’t position themselves against modern mobility — they engage with it. Topics shaping their identity: Environmental responsibility, synthetic fuels vs. electrification.
The question about urban restrictions and usage.
Indeed, working with institutions such as BEHVA or similar bodies can reinforce legitimacy. The club should be strive towards increased relevance in contemporary mobility debates.
The (external) communication of the club
One should seek a new balance between analog and digital identity. Indeed, today’s club exists both physically and digitally. Whats-app for daily exchanges, social media for visibility and recruitment, digital archives for preservation, a yearly analog publication, ex. Almanach.
Experience is more important than ownership
This is a subtle but important shift: identity is no longer tied strictly to owning a car. One could welcome enthusiasts without cars, offer shared experiences (rides, events, conferences, storytelling). The focus lies more on participation rather than possession. The other option would be a co-ownership or co-investment in a “classic”, as we told earlier
Conclusion in one sentence…
The modern DNA of multibrand oldtimer clubs is: a diverse, inclusive community built around shared automotive culture, where heritage, experience, and openness matter more than brand loyalty, around a well defined wider or narrower “classic status” of the cars, combined eventually with a well described level of technical purity.
For decades, oldtimer clubs have been guardians of automotive history. What began as small circles of enthusiasts preserving pre-war and post-war vehicles, has evolved into a dynamic scene balancing tradition with modern realities.
Today, classic car clubs stand at a crossroads— challenged by demographic change, environmental debates, and digital transformation, yet energized by new generations and fresh interpretations of “classic.”
Today, even one brand classic car clubs are turning towards more recent classic cars, and “youngtimers”, serving as a basis for rejuvenated “resto-mods” with everyday practicality and sporting driving appeal to a younger generation of older car lovers…
Historically, oldtimer clubs were built around mechanical expertise.
Members shared restoration knowledge, sourced rare parts, and organized rallies long before online forums existed. Their work contributed significantly to the preservation of automotive heritage.
International organizations such as the FIVA or Fédération Internationale des Véhicules Anciens continue to advocate for the recognition and protection of historic vehicles worldwide.
However, many clubs now face an aging membership base. Traditional enthusiasts are often over 60, while younger generations grow up in an era shaped by digital mobility, car-sharing, and, last but not least, electrification.
The archetypal gentleman driver and 60+ classic and historic car enthusiast is now increasingly joined by a new generation…
of historic car lovers who want to use and drive their iconic car even more in their daily active life…
At the same time, urbanization limits garage space and hands-on mechanical experience.
Yet the outlook is not purely pessimistic.
Younger enthusiasts are increasingly drawn to vehicles from the 1980s and 1990s — the so-called “youngtimers.” Models such as the BMW E30 or the Volkswagen Golf GTI have become icons for a new generation, offering both nostalgia and affordability. There is also increasing interest in so-called “resto-mods.” More about this trend in a separate article.
Environmental and political pressures also shape the landscape. Low-emission zones and stricter regulations challenge classic car owners, particularly in urban areas.
Nevertheless, historic vehicles typically represent a very small percentage of total traffic and are driven only occasionally. Automobile associations, such in Belgium the BEHVA, and in Germany the ADAC often collaborates with classic car groups to ensure fair regulatory treatment.
Meanwhile, digital transformation has also reshaped club life.
Young classic car lovers are looking increasingly for former mass-produced and less exotic, smaller cars…although this Fiat Millecento has already acquired an enviable cult status…
Newsletters have moved to messaging apps, restoration tutorials circulate on YouTube, and events are coordinated via social media. What once depended on local networks now thrives in global communities.
Oldtimer clubs are unlikely to disappear — but they are changing. The future may bring more flexible, event-based communities, greater diversity among members, and perhaps even debates about synthetic fuels and the role of electric classics.
A small Austin A 30 is the perfect choice for the younger amateur as his first classic…
What remains constant however, is the fascination with mechanical authenticity and the emotional connection to “analog” driving. In a rapidly evolving mobility landscape, classic car clubs continue to offer a space where history is not only remembered, but experienced, and young generations are more than ever keen on enjoying regularly and really driving almost the year round their historic and “classic” cars…
We continue here our report about this stunning exhibition of 12 absolutely iconic Lancias, which we can admire until April 19 at Brussels Autoworld.
A car which set Lancia apart as a brand with a unique enineering excellence is the Lambda. It was intoduced in 1922 and featured not only a revolutionary and compact V4 engine. This V-4 was banked at a tiny 13-degree angle (later 14 degrees), with a flat cylinder-head face and combustion chambers in the block. Nobody had ever seen anything like it.
But there were other surprises: it also had a load-bearing unitary body. Indeed, and here we cite the famous connoisseur Michael Frostick: “its unique unitary construction, in which body and chassis were one, came a good ten years before Mr. Budd succeeded in selling his idea for a monocoque to Andre Citroen.”
As if this were not enough, it also introduced an independent front suspension. This sliding pillar suspension was a trademark of all subsequent Lancias, used not only for all the cars before the Aurelia, but also for the Appia, up until its replacement in 1963 by the Fulvia. The suspension has an integral spring and shock absorber (all made by Lancia in house) working around a large vertical set pin internal to the assembly.
The pin is anchored into a beam axle at a particular angle, and camber and caster are fixed at the factory. The shock setting is easily adjustable by hand at the top of the pillar, and one can change it from soft to hard in a moment, or even (as the Lancia Owner’s Manual suggests) summer/winter. Absolute genius!
Lancia also introduced powerful four wheel brakes on the Lambda. All this resulted in a car with excellent handling, and indeed the Lambda proved faster over a winding track than anything Lancia had hitherto produced, including the big Tri Kappa, an eight cylinder with twice the horsepower.
The Lambda became the car to win races with, and in 1927, when Italy’s famous open road race, the Mille Miglia, was first held, a trio of Lambda’s took the first three places overall. Note on the photo above the short, sporting gear lever!
Another pre-war Lancia that won my heart was the Aprilia. Just look at its classic, timeless, compact proportions. It was born in 1936, but the car on the show is a 1947 2nd series example. It was Lancia’s first berlinetta aerodinamica. Indeed, it was one of the first designed using a wind tunnel in collaboration with Battista Farina and Polytechnic University of Turin, achieving for those days a record low drag coefficient of 0.47.
It was to be Vicenzo Lancia’s very last car, as the founder died in 1937, when series production started. It was indeed designed by Vicenzo, and featured four pillarless doors. Just look at the door handles, which are in the same position as in the pillarless 4-door Lancia Florida, which I showed you in part one. The Aprilia also featured an independent rear suspension, with inboard brakes…
The Lancia story will go further in part 3. We will tell you then more about the Lancia PF200 prototype and the legendary D50 racing car…
Hans Knol ten Bensel
Practical info: The exhibition runs until April 19 at Autoworld, Parc du Cinquantenaire 11 1000 Brussels, Belgium.
Please note, the museum is closed Wednesday 11 March, Thursday 12 March and Monday 16 March 2026.
Autoworld Brussels has again an exquisite exhibition ready for us: until April 19 we can admire a carefully curated selection of about 12 absolutely iconic Lancias. It shows us the elegance and innovation through design, as the title of the exhibition indicates. But we would add, the pop-up exhibition also showcases innovation through ingenuity and engineering excellence.
The cars are beautifully displayed at the beginning of the vast and inviting central hall of Autoworld, taking you on a journey of more than a century of technical innovation, refined design, and engulfing you in its rich motorsport heritage.
My eyes first fell on, at least to my taste, the absolute beauty of the show, the Lancia Astura Roadster by Pinin Farina. This 1935 Astura is a technical gem. The V8 engined car was introduced on the Paris Motor Show in 1931. This Astura on the show belongs to the third series, built between 1933 and 1937, with 1,243 units made.
The third-generation Astura was offered in short-wheelbase and long-wheelbase variants, and was powered by a new, larger engine. Indeed, it was enlarged from 2,6 to 3 litres, and the 17° narrow angle V8 single overhead camshaft engine now developed 82 hp. This short wheelbase you see on the photos was ideal for coachbuilders to show their talent.
ounded with the moral and financial support of Vicenzo Lancia, the Carrozzeria of Battista “Pinin” Farina witnessed a revival and produced breathtaking bodies. Of the just 328 “Corto” chassis built, many were clothed by Pinin Farina. The contours of this roadster are from the artistic hand of Mario Revelli di Beaumont, an independent stylist who worked actually for several “carrozzerie”…
Another car by the hand of Pinin Farina was for me the Lancia Flaminia. I was therefore elated to see the conceptual predecessor of the Flaminia, the Florida. The “bellezza” and elegance of this car deeply moves me. Just look at the photos. The car was built by Pinin Farina on an Aurelia B56 chassis, and it was a technically quite daring four-door pillarless saloon.
It was shown on the 1956 Brussels salon, and as a young boy, I dreamt about it. Just like the Boano styled Ferrari’s, it was for me the pinnacle of what human art, intellect and craftmanship could reach in terms of sheer contemporary beauty.
The pillarless doors had to go in the production version, the Flaminia, therefore the elegance of this Florida truly stands out.
Much more to follow on this Lancia show at Autoworld soon, about the D50 racing car, the iconic rally cars like the Stratos… just remember, go and see it, it is on show until April 19.
Practical info: Autoworld, Parc du Cinquantenaire 11 1000 Brussels, Belgium.
Please note, the museum is closed Wednesday 11 March, Thursday 12 March and Monday 16 March 2026.
