N°01
TUNER
Bodo's €1M Tag Is Out. 77 Units. V12. Done.
Brabus finally puts hard numbers on the Bodo: €1,000,000, 77 units, 1,000 hp V12 — the most serious thing to leave Bottrop in decades.
Carbon body over Vanquish bones, twin-turbo 5.2L V12 at 1,000 hp/1,200 Nm, 0-100 in 3.0s, 360 km/h top speed, €1M base ex-VAT. CarBuzz and the Pistonheads crowd are split between 'finally a proper coachbuilt GT' and 'it's just a rebodied Aston at Bugatti money.'
The Brabus Bodo made its world debut at FuoriConcorso on Lake Como on May 16, 2026 — fitting venue for a car that positions itself squarely against the Bugatti Solitaire programme and Pagani's coachbuilt one-offs. At its heart is the Aston Martin Vanquish's 5.2-litre twin-turbo V12, reworked by Brabus with new turbos, revised cylinder heads, upgraded fuel management and a bespoke exhaust — pushing it from 823 hp to exactly 1,000 metric hp and 1,200 Nm of torque. The full-carbon body is manufactured via pre-preg process, retaining only the Vanquish roofline; everything else — bonnet, flanks, boattail rear — is bespoke. Brabus calls it the pinnacle of its coachbuilt ambition, named directly after founder Bodo Buschmann and limited to 77 units in tribute to 1977, the company's founding year. The €1,000,000 export base price (ex-German VAT) was confirmed with the full spec sheet. At that price point it battles the Pagani Utopia (€2.2M) and lower-spec Koenigsegg production cars, occupying an interesting gap in the market for buyers who want GT elegance over outright hypercar theatre. Brabus CEO Constantin Buschmann has spoken of his father's unfulfilled dream of building exactly this kind of car — and it shows in the restrained, all-black execution.
TUNER · N°01
N°02
BOUTIQUE
Bugatti Is Building a Third One-Off. Already.
The FKP Hommage isn't even delivered and Bugatti's Solitaire division is already drawing up a third commission — Chiron-based, Tourbillon-styled, no further comment.
Programme Solitaire is committed to two one-offs per year: the Brouillard came first, the FKP Hommage (Veyron tribute) followed in May 2026, and a third Chiron-based car is already in development drawing design DNA from the Tourbillon and Bolide. Carscoops notes the Mistral was supposed to be the last W16 Bugatti — Solitaire has quietly kept the engine alive via special order.
Bugatti's Programme Solitaire was established after the firm recognised that demand for truly bespoke one-off hypercars was not going away — evidenced by Pagani and Koenigsegg's own thriving commission businesses. The division is capped at two creations per year, each hand-built around the Chiron platform. The FKP Hommage, which debuted in early 2026, pays tribute to Prof. Dr. Ferdinand Karl Piëch, the VW Group chairman who sketched the original W16 layout on a bullet train in Japan and bankrolled Bugatti's revival — a story so cinematic it practically writes the press release itself. Now, before that car has been delivered, a third Solitaire is confirmed in development, reportedly blending Tourbillon design language with the track-weapon aesthetic of the Bolide. The W16 lives on in all three, despite the Mistral officially being declared the engine's farewell. Bugatti has committed to no production number for the third car yet; at Solitaire pricing (understood to start well above €5M), the client list is presumably short. The broader implication is that Bugatti has found a commercially elegant way to monetise its most legendary hardware indefinitely while the Tourbillon V16 ramps up to production.
BOUTIQUE · N°02
N°03
NEW MODEL
992.2 Turbo S Raises the Bar. Every Bar.
The 992.2-generation 911 Turbo S arrives with sharper performance, revised aerodynamics and design updates — and no apologies for being the benchmark it's always been.
The 992.2 Turbo S lifts performance across all metrics versus the 992.1; specific output and 0-100 figures to be confirmed at market launch. The Rennlist crowd notes this is the car that makes the TechArt and SSR kits redundant for most buyers — though that's never stopped anyone on that forum from ordering a kit anyway.
The Porsche 911 Turbo S has occupied its own bracket of the performance car market for twenty years — quick enough to embarrass nearly anything, refined enough to be daily-driven, and just analogue enough that the enthusiast crowd forgives it for not being a GT3. The 992.2 generation represents the most significant mid-cycle update the Turbo S has received, touching performance, aerodynamics and design simultaneously. The twin-turbocharged 3.8-litre flat-six carries over but with revised management; updated aerodynamic elements include a more sophisticated active front splitter and rear wing calibration. The car sits on the same bones as the GT3-adjacent 992.2 range but is calibrated for a broader brief — fast enough to embarrass the Turbo S's own predecessor on a wet autobahn, comfortable enough for the Gotthard in January. For Alpine-region buyers, the all-weather performance argument is the strongest in the class: no Ferrari, no McLaren and certainly no Lamborghini matches the Turbo S's combination of pace and accessibility across a full calendar year of Pass driving. The tuning ecosystem that surrounds it — TechArt, SSR, Gemballa — means the 992.2 will remain the most customised performance platform in Europe within eighteen months of delivery.
NEW MODEL · N°03