Before anything is made, the car has to be understood. For the 250GTO Revival that meant travelling across Europe to see originals and replicas in the metal, and reading some 20 books on the model, because the photographs and the technical notes are scattered across all of them.

 

Every part is then drawn in 3D, from the chassis tubes to the gauges and the switches, because nothing for a car like this can be bought. The 3D study is what makes a series possible: without it the same car would take 4 years instead of 2, and each one would come out slightly different.

 

The drawings outlive the car. They are what allows the tenth to be built exactly like the first.

Engines arrive as donors. A genuine 330 gives its V12 to the 250GTO Revival, recovered, rebuilt and reworked to the 1964 specification. On the 911 Revival, an air-cooled flat-six is taken to 3.8 litres, with a racing injection system and single throttle valves.

The mapping is programmable and set car by car, and every owner leaves with the performance diagram of their own engine. The bay around it is treated as a visible surface: weld seams levelled, wiring hidden, panels painted in body colour.

Whatever leaves here, we keep running. Service is guaranteed worldwide, because engines like these are rarely anyone else’s speciality.

The first road test is the milestone of a build, and it is also the moment the car comes apart again. Every panel is removed, the shell goes to paint, and the whole thing is assembled a second time.

Colour is chosen with the owner, without restriction. Then come the details that take the longest: the glazing and the window surrounds, where a millimetre shows, and the 1,130 rivets of the interior panelling, set one at a time by hand.

Under the colour, the shell is given a cathodic dip coating before anything else, so the finish has something to hold on to in 30 years. The parts nobody photographs are done to the standard of the ones that end up in the brochure.

A car runs before it is finished. The first road test happens before paint, and it is where brakes, suspension, steering and gearbox are judged for the first time. What the road reveals is corrected on the bench.

 

The engine is tested on its own, run and mapped individually, and the performance diagram it produces is the one handed to the owner. The body is checked the same way: every gap and every line is measured against the 3D model before the car is signed off.

 

The final tests come after the second build, on the roads around the workshop: narrow, turning, and empty most of the week. A car leaves when it is right, and it comes back to us for service wherever in the world it ends up.