Coachwork by Scaglietti. The grandaddy. Fourth TR of 34 built (21 like this with pontoon fenders), and the second customer car. Originally finished in white for Piero Drogo, who added the brake scoops. Not huge period race history, but won SCCA events in this color scheme with second owner Alan Connell. Lost then reunited with original engine, in Japan from 1984. Following restoration back to Connell's colors, pretty much perfect with deep paint and seat leather just settling in.

Rarer than a GTO, and after being heavily marketed by RM including magazine features, it was expected to make a new world record price. The result wasn't too shabby, and it re-establishes the benchmark we all knew but were getting nervous about. A crucial sale: sighs of relief all around.

Number 13 of 56 SWB Californias built, fitted with highly praised covered headlights. Black hue applied some years ago with swirling in most areas, some minor chips to hood. Delivered new to Belgium, sold in 1964 to actor James Coburn who kept the car up to 1987 and had it repainted in different colors many times. A very nice example of the currently most admired Ferrari topless road car. Drives well as shown on the Fiorano track prior to the auction.

Sold at twice the estimate through the most crazy frenzy bidding I have ever seen. There were at least six bidders fighting with $250,000 increments every 5 seconds up to $8m, when things started to cool off. This sale price was twice the money of the two LWBs sold in Monterey in ’07: RM's alloy Le Mans racer at $4.95m (SCM# 46249), and Gooding's steel, covered-headlight ’59 at $4.45m (SCM# 46559). Owners of those two cars are now all smiles. A great example of several people just needing to own it at any price.

Coachwork by Fantuzzi. The Phil Hill/Olivier Gendebien 1962 Le Mans winner. Also owned by NART, then raced by Pedro Rodriguez to win the Bridgehampton Double 500. Rodriguez/Graham Hill 3rd 1963 Sebring, crashed at Le Mans the same year. Rebodied first as spider, then a coupe. Driven daily in NYC from ’65-’74. 2004 Pebble Beach Concours, 2006 Copper State 1000, regularly used for commuting. Windscreen frame looks heavier in period pics. Stone-peppered nose paint, lack of seatbelts correct.

Last seen at Sotheby's Maranello sale in June ’05, where it didn't sell at $8,050,000 (SCM# 38638). Being unique, Le Mans winning, capable of transporting two around circuits or on the road, and one of most important Ferraris ever to cross the auction block, it was hardly surprising that 0808 achieved a new record high price at more than mid-estimate money here. RM and their client should be delighted, and over time the new owner should see further appreciation—albeit at a slower rate.

U.K. owned before and during WWII, later refurbished by M-B. Spent 30 years in Brook Stevens' Wisconsin Museum, converted from R to current LHD, restored in the mid-1980s. Acquired by Ecclestone in ’95. Panel fit good, chips to some edges, some localised shrinkage and minor bubbling, radiator shell and trim strip wavy. Underneath and engine bay spotless, interior apparently still period correct. switch handles possibly original, retrimmed leather only lightly used.

Of the 406 540Ks built, the 25 Special K models were rated as being the ultimate version to have both in period and ever since. Deservedly commanding poll position during viewing and given the power-plinth treatment to much audio-visual hullaballoo when its turn to cross the block came, Ecclestone's 540K Special Roadster was the undisputed star lot of the night. Inevitably, at such a high profile auction as this, it cost the new owner more than the top estimate of $8m to take it home.

Converted to SC specs either by the factory or one of its early owners. Dry-sump supercharged 200-hp engine, lowered frame with rear axle passing through it. Known history, beautifully restored in 1974 with 100% of its original components. Thirty-five-year-old restoration has aged well, although some paint cracks are visible. Driver's door slightly off, interior with excellent patina and complete Jaeger dash. Some pitting inside headlights. Engine bay detailed. A 120-mph car in 1937. From the Williamson Collection.

A "regular" Atalante is worth $1m, and rumor has it that $16m will be required to acquire the 57SC Atlantic—which is one of three built from new. Let's agree that a 57S Atalante with the compressor at $8m is reasonable.

289-ci V8, 4x2-bbl, 4-sp. One of six Shelby Cobra Daytona Coupes. Won FIA championship for Shelby American in 1965. Subsequently owned by Bob Bondurant and used in movie "Redline 7000." Fully restored with a faultless exterior. AC pedals, Halon fire system, new lettering for switches. Loose lighting wire in driver's door, some wear on driver's seat edge and some minor paint blemishes by door. Brakes show some crystallized fluid near bleeders. Rock chips inside fenders. Driven onto the auction stage by Bondurant and authenticated by him and designer Peter Brock.

Last seen at Mecum's Indianapolis sale in May ’09, where it failed to sell at $6.8m (SCM# 120528). The auctioneer invited a $7m opening bid to no avail, with bidding eventually starting at $4m, then jumping to $5m, and up from there in $250,000 increments. Reserve came off at gavel price of $7,250,000. Restored to perfection—some might say too perfect—but with the help of testimony of Bondurant and Brock, this Cobra took the honors as the highest-price American car ever auctioned.

First sent from German factory in unbodied form for custom U.K. bodywork that is still present. Largely unrestored, though early 1950s-installed cylinder block plus some liners sourced from another 38/250 SS-LWB (bought as a $134 spares car in 1944) and repainted years ago. Panels bumpy, paint much marked and flat, exhaust chrome burned. Original leather dry and holed.

Cost 11th owner Milligen $700 in 1941. Not even the best-informed pundit had any idea what this well-preserved SSK with British bodywork and fully charted provenance was really going to make on auction day. Bonhams PR line to the Daily Telegraph for their preview piece, "expected to fetch at least 2 million pounds [about $3.6m]," was most probably deliberately conservative. The actual price paid by continental private buyer (versus some determined under-bidders!) was not only positively stratospheric, but established new world records not only for the marque and model but also for a British collector vehicle sale total, too.

1800-cc twin. The oldest surviving Rolls-Royce, with body changes over the years and a non-original steering column. Fitted with streamlined coachwork in the ’20s, restored in the ’50s. In good shape with excellent brass fittings. The only R-R eligible to take part in the VCC London to Brighton run.

Bidding quickly rose from the $2m opener and kept going, so auctioneer Jamie Knight moved up from $100k to $200k increments. The final bid on the phone bought the car to much applause at roughly three times over the low estimate... but as Knight said, "There is only one." (See the English Profile, March ’08, p.50).

One of 32 built. Although 5845 had a busy racing life, with numerous owners all over the world, many colors, and some transformation including windows, nose, and interior (as it had been used as a New York City commuter), it was able to keep its original key components, chassis, engine, and gearbox. The pinnacle of its racing history was a win at the Austrian Grand Prix in 1965. Today restored back to its original racing specifications, it is a well-sorted example of a significant automobile.

First seen at the Tokyo Auction in March ’92, where it failed to sell at $1,424,000 (SCM# 13130), later seen again at World Classic's Monterey sale in August ’93, where it failed to sell again at $800,000 (SCM# 15334) with a claimed lack of race history. 250LMs do not come often on the market, and they're both attractive and historically significant as well as welcome at all events. 5845 is ready for the track, and all parties should be happy with the price.