Richard Hammond, famed TV presenter and passionate car enthusiast, has quietly amassed an impressive and remarkably eclectic car collection. Recently, DriveTribe took viewers inside Hammond’s secret barn, gathering more of his cars in one place than ever before – including some surprising models even Hammond himself had forgotten he owned.

The tour kicks off with some truly unique classics. One standout is a 1930s Morgan 3-Wheeler, a rare Super Sport model with its signature V-Twin engine mounted at the front. This car highlights an era of British motoring where standardisation was rare and manufacturers, including Morgan, were still experimenting with form and function. The cockpit is filled with mysterious levers and knobs, all designed for fine-tuning fuel and brake systems – a world away from modern controls.

Next up is a pair of crowd-pleasers: Hammond’s heavily modified Subaru and its longtime rival, the Mitsubishi Evo. The Subaru, with its stroked 2.1-litre flat-four producing around 530 horsepower, has proven bulletproof despite its considerable power and history of spirited drives. After careful preparation by specialists, it remains a reliable staple in Hammond’s collection. Its rival, the Evo in “James May spec,” was restored to be a performance equal – featuring around 480 horsepower and tuned to outpace the Subaru on the track with sharper handling and more focused setup.

Among the deeply personal cars is Hammond’s MGB – his last ever Top Gear car – and the much-loved Ford Escort, both stars of various TV escapades. A Porsche 911 Turbo S cabriolet, despite its potential as a daily driver, sits tuxedo-clean since Hammond hesitates to expose it to the British weather.

Another centerpiece is Hammond’s iconic Jaguar XJR. This modern classic, supercharged V8, wooden steering wheel and all, symbolizes his Top Gear heyday and journey as a motoring personality. The car was reacquired after years apart and remains, alongside the Subaru, one of his personal favourites for its timeless style and punch.

Nostalgia runs deep in the barn. A 1931 Lagonda 2-litre supercharged six sits alongside the Morgan, showcasing Hammond’s love of vintage British machines. This elegant pre-war car may not boast headline power, but its charm fits Hammond’s old-school tastes perfectly.

A 1980s Peugeot 205 GTI, once used for a Grand Tour episode, is slated for restoration and potentially a new life in local rallies and hill climbs — provided it survives its rally-worn past. The GTI, along with the legendary Ford Capri (his final Grand Tour car), illustrates Hammond’s penchant for soulful, drivers’ cars, regardless of badge or market.

One of the quirkiest inclusions is the Chevrolet SSR – a convertible V8 pickup from Hammond’s Grand Tour adventures. Scarred by arrow holes and evidence of various production antics, it offers a tongue-in-cheek tribute to oddball American motoring.

The barn is rounded out by Hammond’s Caterham, his father’s treasured Morgan, his Opel “Oliver” from Top Gear Africa, and a host of other machines in various states of restoration and readiness.

With cars spanning from genuine pre-war icons to outrageous TV classics, Richard Hammond’s secret barn is a nod to a life spent with a deep love of driving, collecting, and storytelling. Whether it’s the legendary Subaru, the iconic XJR, or an unsung vintage treasure, each car reveals a chapter of Hammond’s life both on- and off-screen – and there’s always another project waiting to be started.

Driving Impressions

At Boxberg’s demanding Bosch test track, the HWA EVO prototype reveals a mix of rawness and potential. Although the cabin is unfinished, prototype development is ongoing, and the engine is currently limited to 5,000rpm for calibration. Even so, the twin-turbo V6 feels smooth, strong, and linear, sounding more polished and aggressive than any regular Mercedes powerplant. Soft brakes, experimental electronic systems, and ultra-light steering highlight the car's early-stage development—but beneath it all, there’s terrific balance and poise, with body control dialed in even while locked in comfort mode.

Development and Engineering

HWA’s approach is no bolt-on kit. The car rides on a freshly engineered, full-carbon body with massively upgraded crash structures and a stretched wheelbase for better weight distribution—the V6 now sits behind the front axle’s center line for optimal handling. Every prototype is jammed with sensors, data loggers, and custom wiring for continuous development. The final car is intended to weigh about the same as the Evo II (~1,350kg), but with vastly greater power and technical sophistication.

Exterior & Interior

Despite stunning looks, the test mule’s interior is rough: big harnesses, unfinished panels, exposed cabling, and development hardware everywhere. Eventually, rear seats and a concealed roll cage will be installed. The all-carbon design includes huge single-piece fenders and panels for strength, light weight, and motorsport cred.

Comparison to the Original

The original 190E Evo II was built for DTM glory: 2.5L naturally aspirated four, 230hp, 0-60 in ~7 seconds, and only 500 units ever made. Today, originals fetch ~£350,000 but don’t deliver modern performance. HWA’s recreation starts with a standard 190E shell—cheap and plentiful—then rebuilds it from the ground up, leaving little untouched.

Interview & Racing Ambitions

HWA’s CTO confirms that “mission creep” has taken hold; they initially planned modest power but have revised almost every component for higher margins and more performance. The final target is well above their original 450hp goal, and efforts are underway to take the EVO into competitive racing alongside the limited road car production.

Conclusion

Still in early development, the HWA EVO already promises to merge vintage DTM magic with a modern technical edge, representing a flagship restomod for collectors and enthusiasts alike. First customer cars are expected next year—a new icon in the making, purpose-built by masters of the Mercedes racing world.

Cevert, admired for both his racing skill and magnetic personality, had become Stewart’s protégé and close friend. Watkins Glen 1973 was meant to be a changing of the guard, with Stewart planning his retirement and the expectation that Cevert would become France’s first F1 world champion. But during qualifying, Cevert chased every fraction of a second through the high-speed S-curves, taking a more aggressive gear selection than his teammate. The car lost control, struck poorly installed Armco barriers, and was torn apart in a crash so devastating that Stewart couldn’t even be allowed to see the scene. Cevert, just five months shy of his 30th birthday, was gone. Jackie Stewart, stunned, retired on the spot, never even starting what would have been his 100th Grand Prix.

The video reveals the eerie details and the legacy Cevert left behind—not just in speed, but as a symbol. A psychic had once warned Cevert’s girlfriend that she would fall in love with a man with blue eyes who would leave a deep mark on her life but wouldn’t live past 30 and would die in a broken machine with wheels. Cevert himself had heard similar predictions but dismissed them, believing he’d be world champion first.

The impact of Cevert’s death went far beyond personal tragedy. Stewart, devastated, dedicated himself to transforming Formula 1’s approach to safety. Just a year later, at the same track, tragedy struck again when another young driver, Helmuth Koinigg, was killed in almost identical circumstances due to another barrier failure. The pattern of fatalities highlighted the urgent need for safer circuits—a call reinforced by the earlier death of Peter Revson in South Africa, also linked to inadequate infrastructure.

Stewart’s push after Watkins Glen led to new chicanes at dangerous spots, better medical response, improved equipment (like full-face helmets), and more stringent standards for barriers and car construction. These measures, controversial at first, are now seen as foundational to modern F1’s safety philosophy. The legacy of Cevert—and the relentless advocacy of Stewart—helped pave the way for life-saving technologies like the Halo, rapid trackside medical intervention, and the much safer sport enjoyed by today’s drivers.

Through rare footage and thoughtful narration, the video captures how the heartbreak of Watkins Glen changed F1 forever, making safety a central pillar of the sport and ensuring that the losses of Cevert, Koinigg, and Revson would never be forgotten.

After years of tantalising teasers and rumors, the all-electric Range Rover has finally emerged, and its debut drive at the Goodwood Motor Circuit puts an exclamation mark on Land Rover’s ambitions. At first glance, this electric Range Rover looks nearly identical to its combustion siblings, and that’s entirely intentional. The design is understated, with only subtle cues like dual charging ports, unique wheels, and a modified grille hinting at the cutting-edge tech beneath the surface. True to form, there’s no flashy EV badge—owners already know what they’re getting.

Underneath, though, it’s a complete revolution. The EV prototype packs a massive 118kWh double-stacked battery, feeding two electric motors (one at each axle) for a combined punch of 542bhp and 627 lb-ft of torque. Built on an 800-volt architecture, charging is ultra-rapid: a compatible charger brings the battery from 10% to 80% in about 20 minutes. There’s also smart AC charging on both sides of the car, designed for ultimate convenience on city streets full of lamppost chargers.

The expected range is upward of 300 miles on a full charge, though the production car’s official figures will tell the real story. One smart touch is that if you find a slower 400V rapid charger, the car can split its battery architecture so both halves fill up at once, Porsche-style. Vehicle-to-Load and bidirectional charging, perfect for powering tools or even your home, are likely features—final confirmation is just pending.

Land Rover’s engineers have spent considerable time perfecting this car’s thermal management. Range Rover drivers won’t want to deal with sluggish charging or performance dips in extreme heat or cold, so this model uses a heat pump standard, drawing energy efficiently even down to -15°C. The result? JLR says this is 40% more efficient than any previous model.

Despite the big battery and all the plush, tech-laden equipment you’d expect, the new electric Range Rover reportedly weighs just a little more than the current plug-in hybrid model. Land Rover is promising that off-road capability hasn’t suffered: approach, departure, and fording depth match or surpass the petrol models.

And what’s it like to drive? The debut at Goodwood focused on a man-made off-road obstacle course, not track blasts, emphasising what makes a Range Rover unique. The instant torque of electric motors means tricky climbs are effortless and controllable—no gear changes, no engine lag, just smooth, silent, drama-free progress, even on the toughest surfaces. It handles descents with seamless precision thanks to strong regenerative braking and clever software, giving a new level of one-pedal control, especially off-road.

JLR claims the electric system’s traction management reacts 100 times faster than the internal combustion versions, delivering supreme control and composure in all conditions. And, yes, the cabin is eerily quiet—a surreal experience for anyone used to a throaty V8.

The performance figures put the electric Range Rover right up with the SUV elite, rivaling the likes of the BMW iX, Volvo EX90, and Kia EV9—though, as ever, Range Rover sits in a class of its own, with pricing starting north of £130,000.

The verdict after this first drive at Goodwood? The electric Range Rover offers classic capability and refinement, now with silent, instant electric thrust. There are still big questions about real-world range and efficiency, but for tech, comfort, and sheer presence, Range Rover’s first electric offering looks every bit a future flagship. There’s plenty more to come as the production version nears its 2026 launch, but for now, Range Rover has proved this all-electric first step is worth the wait.

The Miura in question isn’t just any vintage Lambo. This is a painstakingly restored, concours-level example, brought back to life by the artisans at Lamborghini Polo Storico. Every curve, every stitch, every note from that legendary V12 has been returned to its original glory, making it as close as you can get to stepping back into the swinging sixties.

Chris Harris wastes no time putting the Miura through its paces. From the moment he fires up the engine, the car’s character is unmistakable. There’s a rawness and immediacy to the Miura that modern supercars just can’t replicate. The V12 barks to life, settling into a metallic symphony that echoes through the Italian countryside. Harris, ever the enthusiast, can’t help but grin as he rows through the classic gated shifter, feeling every vibration and nuance the car has to offer.

Out on the open road, the Miura is a revelation. It’s compact, agile, and surprisingly usable, with a balance that belies its age. Harris marvels at the car’s willingness to dance through corners, its light steering, and the sheer sense of occasion that comes with every mile. There are quirks, of course-this is a car from an era before driver aids and digital wizardry-but that’s all part of the charm. The Miura demands respect, and in return, it delivers an experience that’s pure, unfiltered, and utterly unforgettable.

But what really sets this drive apart is the sense of history. The Miura isn’t just a car; it’s a rolling piece of art, a symbol of a time when Lamborghini dared to dream bigger and bolder than anyone else. Harris’s verdict is clear: driving the ultimate Miura isn’t just about speed or style-it’s about connecting with the very soul of motoring.

For car enthusiasts and dreamers alike, Chris Harris’s time with the ultimate Lamborghini Miura is a reminder of why we fall in love with cars in the first place. It’s passion, heritage, and adrenaline, all wrapped up in one glorious, V12-powered package.

For more information on the Porsche 911's history and current models, visit the official Porsche website at https://www.porsche.com/. To dive deeper into the technical aspects and performance capabilities of various 911 models, check out comprehensive reviews on automotive enthusiast sites like https://www.caranddriver.com/ or https://www.motortrend.com/.