Zagato’s legacy stretches back to 1919, when Ugo Zagato – an aeronautical engineer – set up his Milan workshop to apply aircraft techniques (light aluminum construction, aerodynamic form) to car bodies. From the 1920s onward the atelier crafted lean, race-bred coachwork (famous for its lightweight Alfa Romeo racers) and later pioneered styling hallmarks like the twin “double-bubble” roof. Over its century-long history Zagato has collaborated with 44 different marques and produced more than 440 bespoke “fuoriserie” models, virtually all of which are now prized collectors’ cars. (Alfa Romeo was its great early partner, and Aston Martin has been its modern-day collaborator.), Zagato’s influence on Italian coachbuilding is unmatched, and its enduring design philosophy of “essential beauty” – light, aerodynamic, sculptural bodies – remains a reference point.
Zagato Today: New Creations at Villa d’Este
At the 2025 Villa d’Este Concours (Como Car Week), Zagato proved that coachbuilding is still alive and cutting-edge. In one weekend it revealed three new coachbuilt projects, each blending heritage and innovation. The Alfa Romeo 8C DoppiaCoda Zagato (a concept built on the classic 8C platform) is “a love letter to one of Italy’s most storied racing bloodlines”, fusing classic rounded forms with a Kamm tail. Its sculpted, carbon-fiber body evokes Zagato’s historic 8C and 6C Zagato racers, capturing “not just motion, but emotion” in a “rolling architecture alla Milanese.”
Equally notable was the unveiling of the Bovensiepen Zagato GT. Presented at the FuoriConcorso show, this car marks a new German-Italian collaboration: Andreas and Burkard Bovensiepen (sons of Alpina’s founder) have launched a coachbuilt grand tourer based on the BMW M4. The Bovensiepen Zagato “marks the official debut of a new automotive brand – and the beginning of what promises to be a compelling German-Italian alliance”. With Bavarian engineering (a BMW M4 chassis and 611 hp engine) married to a Milanese-designed body, the result is “elegant, purposeful, and deeply evocative”. Key Zagato elements abound – double-bubble roof, frameless windows and stainless-steel detailing – blending Teutonic solidity with Mediterranean flair. This GT underscores how Zagato’s cachet extends into Germany (the Bovensiepen family being legendary for Alpina) and beyond.
Finally, 2025 saw the production debut of the AGTZ Twin Tail (a Zagato–La Squadra Alpine project). One year after its dramatic prototype debut, the Twin Tail was delivered to its first customer – a Mille Miglia-liveried Alpine A110 remade by Zagato – at Villa d’Este. Its signature feature is a modular rear end: a single car can switch between a “long-tail” or “short-tail” body, echoing the 1969 Alpine A220 racer. In Zagato’s words, it’s “a love letter to the golden age of French racing” and “a bold manifesto for the future of customizable, emotionally-driven automotive design”. With deliveries now underway, the Twin Tail shows Zagato still pushing creative boundaries: it’s “not just a design experiment, [but] a refreshing choice for customers longing for something truly different”.
These recent unveilings – a homegrown Alfa Romeo concept, a Bavarian-bred grand tourer, and a Franco-Italian restomod – illustrate Zagato’s continued relevance. The firm leverages its strong heritage (e.g. the century-old Alfa–Zagato story) while embracing new ideas. Even its one-off specials (like last year’s Alfa Romeo Giulia SWB Zagato) exemplify its ethos. The Giulia SWB Zagato – a one-off 533 hp coupé with a custom manual gearbox – drew praise for its distinct identity: “if there’s one thing you can guarantee with a Zagato build, it’s a distinct design identity… the new Giulia SWB Zagato emphatically ticks both of those boxes”. Powered by the 540 hp twin-turbo Alfa V6 (from the GTA/GTAm) paired with a rare 6-speed manual, that car showed that Zagato can reinterpret modern Alfa performance with unmistakable style.
Zagato’s Sanction Lost Series
Beyond one-offs and concepts, Zagato has also launched the “Sanction Lost” program, a series of ultra-limited recreations of lost 1950s Zagato designs. In January 2024 Zagato delivered its first Porsche 356B Carrera GT/L Zagato “Sanction Lost”, completing a trilogy of recreations based on pre-war Porsche–Zagato racing cars. This “ongoing project” began over a decade ago to build faithful reproductions of long-lost Zagato-bodied cars. Each Sanction Lost 356 is hand-formed in Zagato’s Milan workshop using period-accurate methods (even 3D-laser scanning original patterns), blending advanced tech with vintage craftsmanship. As one description puts it, the 356B Zagato coupe is “an utterly beautiful… object, with a sharklike nose and voluptuous hips. It’s textbook Zagato”, created “just as [it] would have been built in 1959.” These projects underscore Zagato’s devotion to its heritage: the Sanction Lost cars are literally legacy Zagatos reborn, showing off meticulous handwork and historical accuracy. The very idea – only dozens of cars, each a rolling Zagato design that never was – reinforces Zagato’s image as a steward of classic coachbuilding.
Heritage and a Global Fanbase
Zagato’s reputation is not limited to Italy. It enjoys a devoted following worldwide, particularly in markets that revere classic European exotica. In the USA many collectors prize rare Zagatos (e.g. Alfa SZ, 8C, Aston Martin DBs), and American ownership is prominent in Zagato history. A telling example: at the 2019 centenary event in Kyoto, 33 Zagato-bodied cars were on display and the Best of Show went to a 1965 Lamborghini 3500 GTZ Zagato owned by an American collector, Bill Pope. That Japanese showcase (coinciding with the Kyoto Concours) celebrated Zagato’s designs globally, and highlighted exactly this cross-continental appeal – it was also America’s Zagato that won the prize. In Japan itself, Zagato has many admirers of Italian design, and its centenary tour included Tokyo and Kyoto events. Germany too is fertile ground (remember, Zagato just teamed with the Alpina legacy there) – German enthusiasts respect both the technical pedigree and romance of Zagato bodied cars (Alpina’s Bavarian tuning heritage and Zagato’s Milanese styling make a natural fusion). In fact, Zagato’s Bovensiepen project explicitly bridges Germany and Italy. In summary, Zagato isn’t niche to one country; its legacy Alfa racers, Lancias, Aston Martins, etc. are prized in the US, Germany, Japan and beyond. Over its history Zagato produced 440 special models with 44 marques – today all are collectors’ items, fueling international fan clubs and events. Zagato’s consistent visibility (centennial celebrations in Kyoto and Tokyo; annual “Zagato Day” rallies) speaks to a fanbase that spans continents.
Zagato’s dominance is even more apparent when we compare it to other Italian/European coachbuilders in recent years:
Coachbuilding Today: How Others Compare
Touring Superleggera: The Milanese atelier has earned respect for retro-styled restomods (e.g. Disco Volante) and bespoke projects. Its latest is the Veloce12 – a restomod of the Ferrari 550 Maranello (upgraded V12, adaptive suspension). While technically impressive, some enthusiasts felt it lacked the spark of Zagato’s best work. Top Gear dryly observed that “Touring… has cranked out a few stone-cold classics… but this [Veloce12] threatens to be the stoniest and coldest of all” – a hint that reception has been mixed. In other words, Touring’s launches have not generated the same buzz or emotional excitement that Zagato’s do. Touring itself markets the Veloce12 as “Pure Italianità,” but in a field where Zagato sets the creative bar, it has struggled to grab headlines beyond enthusiasts.
Pininfarina: The celebrated design house recently returned to coachbuilding with projects like the Morgan Midsummer barchetta. This roofless Morgan Plus Six, trimmed in teak and hand-shaped aluminum, is a well-executed homage to 1930s–40s Pininfarina design language. It highlights the firm’s enduring strengths in elegance and craftsmanship. However, Pininfarina today is a highly diversified design group, deeply involved in architecture, mobility, and industrial projects—ranging from airports to high-rise buildings. As CEO Silvio Angori confirmed at the company’s recent 95th anniversary celebration, Pininfarina will focus on “less automotive, more architecture” in the coming years. This strategic shift means coachbuilding is now more of a sideline than a core mission. While the Midsummer has been widely praised for its graceful proportions and artisanal detail, the company’s reduced automotive output contrasts sharply with Zagato’s steady stream of bespoke vehicles. That said, a recent partnership with Mercedes-AMG on a limited-run model suggests Pininfarina hasn’t exited the coachbuilding stage entirely. The AMG project could signal a renewed, if selective, presence in the high-end car world. Yet for now, despite its legendary name, Pininfarina lacks the singular focus and prolific coachbuilt portfolio that continues to define Zagato.
Bertone: Once a titan of Italian automotive design, with icons like the Countach and Miura to its name, Bertone went through a difficult chapter with its 2014 bankruptcy. However, its story took a new turn in 2020, when French entrepreneurs Jean-Franck and Mauro Ricci brought the brand back to life. Since then, they’ve revealed the striking GB110—a wedge-shaped supercar celebrating Bertone’s 110th anniversary—as well as the sleek new Runabout concept. While it’s still early days and full production details remain under wraps, these unveilings suggest an exciting future ahead. The revival under new ownership has naturally sparked discussion, especially regarding whether Bertone can retain its distinctly Italian spirit. Yet, the Ricci brothers describe their efforts as “the dawn of a new era” for the brand—an ambitious vision that, if realized, could mark a strong comeback. Zagato may currently hold the crown for consistent coachbuilding excellence, but Bertone’s return adds a compelling new contender to the scene. Time will tell how this new chapter unfolds.
Ares Modena: The story of Ares began with bold ambition. Founded in 2014 by former Lotus CEO Dany Bahar, the brand set out to revive Italian coachbuilding in Modena. Its first major project, the Ares Panther Progetto Uno, paid homage to the De Tomaso Pantera using a Lamborghini Huracán as its base. This was followed by the S1 Project and the Ares S1 (530 hp, ~24 units), a Corvette C8 reimagined with Italian flair, launched in 2023. Despite early promise, momentum slowed. No new models followed, and founder Bahar exited the scene. By mid-2024, Ares faced financial trouble—unpaid wages, a reduced workforce, and debt led to a court-supervised restructuring. However, as of October 2024, the outlook has improved. In a meeting with union FIOM-CGIL, Ares confirmed it would pay back wages, cover missing contributions, and fund severance packages. New shareholder capital is expected to close the restructuring by November 18, with full operations resuming in early December. Some staff may even return earlier to fulfill pending orders for 2025. FIOM-CGIL welcomed the plan, which preserves jobs and sets the stage for a fresh start. Ares now has a chance to reignite its vision of modern Italian craftsmanship.
GFG Style: Giorgetto Giugiaro’s GFG (GFG Style) brand is very young. Its latest car, the one-off Peralta S, was a showpiece: a mirror-polished, wedge-bodied supercar on an MC20 chassis. Designed by Fabrizio Giugiaro as a tribute to 1970s style (and the Giugiaro “Boomerang”), the Peralta S turned heads with its giant windshield canopy and gullwing windows. Underneath it had a 621 hp Maserati V6. The Peralta’s debut (at a Mexican invitational) sent a message that GFG Style is very capable of standout design. But it’s a one-off; GFG Style has no production series, and output so far is measured in singular show cars. The name carries Giugiaro’s pedigree, but Zagato’s century-old marque and ongoing programs still overshadow it.
Italdesign: Italdesign’s design studio remains respected in the industry for its engineering and styling work, but its coachbuilding division, Automobili Speciali, has struggled to gain sustained traction. The Zerouno supercar, based on the Audi R8 V10 platform, was originally announced as a run of five coupés and five roadsters. However, only five coupés and a single roadster were ultimately produced—suggesting that customer demand fell short of expectations. Likewise, the Nissan GT-R50 by Italdesign, conceived as a 50-unit limited edition to celebrate the GT-R’s 50th anniversary, reportedly saw only five units actually built. While the COVID-19 pandemic certainly impacted production, a lack of sufficient buyer uptake also played a role.
These projects generated initial media interest but failed to establish Italdesign as a serious force in the modern coachbuilding landscape. Since then, the firm has not launched any new custom-built series cars, and its coachbuilt offerings remain sporadic and commercially underwhelming compared to Zagato’s regular unveilings and bespoke programs.
Moreover, recently confirmed rumors suggest an uncertain future for Italdesign: the Volkswagen Group, which owns the brand, is reportedly seeking to sell it. This potential divestment adds further ambiguity to Italdesign’s direction and casts doubt on the viability of any continued presence in the niche world of high-end coachbuilding.
Castagna: A small Milanese carrozzeria, Castagna today is best known for Spiaggina beach-cars. It has built open-air “Spiaggina” conversions of tiny Fiats (e.g. the 500 and now the new Topolino EV). The latest Castagna Topolino Spiaggina completely strips the little EV of doors and roof, adding teak deck panels and a canvas top. It’s cute and lovingly made, but reflects a focus on novelty mini-cars rather than grand touring coupes. Castagna’s expertise seems confined to these playful coastal runabouts, not high-performance GTs.
Emerging Revivals (Frua, Garavini, etc.): A few legacy names have been revived on paper. For example, Pietro Frua, and Torino’s historic Carrozzeria Garavini exists as a boutique. However, neither has produced any new vehicles to rival Zagato’s output. These “heritage” brands still lack projects or recognition.
Ultimately, Zagato’s lead remains clear. It combines a century of heritage with an active pipeline of new designs and programs. No other independent coachbuilder today has the same mix of historical prestige, continuous global fan engagement, and frequent new unveilings. Touring and Pininfarina both do interesting work but on smaller scales (Touring with restomods, Pininfarina now mostly architecture). Newer outfits like Ares or GFG Style can show creative promise, but their influence is dwarfed by Zagato’s legacy and fan base. Even storied names like Bertone are in limbo. In contrast, Zagato keeps delivering high-profile projects (from villa unveiling concepts to exclusive series like Sanction Lost) that reaffirm its “Milanese coachbuilder” identity. Its designs continue to wow collectors and critics alike, earning comments like “scarce coachbuilders carry the gravitas of Zagato”. For car enthusiasts, Zagato isn’t just a historical footnote; it’s a living standard-bearer – a atelier that still crafts bespoke, adventurous cars, year after year, which is why it currently holds the crown of the coachbuilding world.
