The Audrain Concours d’Elegance 2026: A Deep Dive into Automotive Splendor
The crisp salt air of Newport, Rhode Island, once again hummed with the low thrum of engines and the polished clinking of champagne flutes. As a veteran automotive analyst with over a decade spent immersed in the rarefied atmosphere of classic car events, I have had the distinct privilege of attending the Audrain Concours d’Elegance since its inception. This jewel of the American automotive calendar, founded as a direct counterpoint to Hagerty’s Broad Arrow acquisition of Amelia Island, has rapidly cemented its place as a truly world-class event. When the inimitable Donald Osborne—the charismatic maestro clad in his trademark bowtie and sporting a fluency in Italian that belies his passion for American iron—extended an invitation to join the judging panel for the 2026 edition, the answer was swift and unequivocal: “Consider me in.”
The Evolution of Audrain: Pebble Beach 2.0?
When one first steps foot onto the hallowed lawns of an event like Audrain, the ghosts of Pebble Beach Past are ever-present. Twenty years ago, during my inaugural visit to the Monterey Car Week, I was struck by a jarring sense of displacement. Navigating a landscape populated by Pulitzer Prize–winning journalists and old-world collectors, I was as unprepared for the sartorial requirements as I was for the scale of the proceedings. My early assumption that the Sunday Concours was merely an expanded version of a casual Cars & Coffee was a humbling lesson in humility, one I assure you has not been repeated.
The Jay Leno Factor
Perhaps no single individual embodies the spirit of the Audrain more profoundly than Jay Leno. A man who possesses not only an unparalleled collection of automobiles but also a residence in Newport—which he laughingly refers to as his “ridiculous house”—Leno is integral to the Audrain’s DNA. During The Gathering, the exclusive pre-Concours salon held at Doris Duke’s stunning “summer cottage,” Rough Point, I joined my Spike’s Car Radio co-host, Spike Feresten, for a live recording. Our special guest? None other than Jay Leno himself.
Leno articulated a sentiment that resonates deeply with those who follow the modern Concours scene. He remarked that the Audrain Motor Week reminds him of Pebble Beach fifteen years prior—a period before the era of ubiquitous social media and the homogenization of automotive culture. He spoke of a time when the event was less about celebrity and more about the shared passion for the automobile. In fact, such is Leno’s association with the event that the Mayor of Newport officially declared October 2, 2026, as “Jay Leno Day,” a testament to his influence and support.
The Art of Concours Judging: A Question of Expertise
The prospect of judging a premier Concours d’Elegance often conjures images of rigid adherence to obscure technical specifications and arcane minutiae. However, the reality, particularly at an event like Audrain, is far more nuanced. At the judges’ breakfast, the head judge, Phil Neff, candidly surveyed the assembled panel. With a mischievous glint in his eye, he inquired, “Is there anyone here who hasn’t judged a concours?”
To my mild embarrassment, not a single hand was raised. Now, to be fair, my experience has been primarily limited to the realm of Concours d’LeMons, the delightfully anarchic parody event where the more imperfect, the more triumphant. I have judged Concours d’LeMons so many times that I have lost count and, frankly, have sworn to never do so again. Should I have raised my hand? Perhaps. But at the end of the day, isn’t it all just about cars? How challenging could it possibly be? Spoiler alert: it is very challenging.
The Unlikely Partnership
Neff’s team paired me with Ray Evernham, a bona fide legend of motorsports. For those unfamiliar with his legacy, Evernham is a NASCAR Hall of Fame crew chief who guided Jeff Gordon to multiple championships. The synergy was immediate. We discovered a shared history—both of us having raced at Pikes Peak, the legendary “Race to the Clouds.” Our task was to award the Sporting Choice Award, a prize for the most sporting automobile on the field.
I sought clarification from Neff: “Should we focus more on sports cars or actual race cars?” He replied with a simple, knowing smile, “Yes.” This meant we were responsible for scrutinizing every car with two doors or no doors—a staggering number well over 100—in a mere two hours.
The Sporting Choice Award: A Methodology
Equipped with our navy blazers, clipboards, medallions, and #2 pencils, Evernham and I ventured onto the lawn. The standard Concours structure divides vehicles into classes. Our strategy was simple: evaluate each class, identify the cars that stood out, and select our top four or five favorites. Crucially, we were instructed to bypass the nitpicking that plagues some judging panels. Who truly cares if the trunk lining is not period-correct? In fact, we were told not to open the trunks.
While this approach sounds straightforward, the reality is that selecting the most “sporting” car is a deeply subjective exercise. It requires a holistic understanding of a vehicle’s intent, its provenance, and its visual presence. We quickly realized that this assignment was not going to be a cakewalk.
Navigating the Classes: A Test of Expertise
Two classes in particular highlighted the absurdity of my earlier “Why not me?” fantasy. Class D featured six Ford GT40 Mk1 homologation specials. The quality was so uniformly exceptional that picking a winner, without scrutinizing carb-bolt alignment (which we were specifically instructed not to do), was virtually impossible. The individuals judging Class D must be subject matter experts capable of making these minute distinctions.
The same held true for Class A, the prewar Alfa Romeo division. This class comprised six mind-blowingly excellent 8Cs. I confess, I could not articulate precisely why the winning car was selected, though the burgundy beauty did go on to win Best of Show. In hindsight, that outcome feels entirely correct, but the selection process itself was far beyond my capabilities.
Despite the challenges, we managed to curate a shortlist of favorites. In the process, we had to make difficult sacrifices. There was a Lamborghini 3500 GTZ Zagato Coupe that left me awestruck. I had never encountered one before, and I later learned that only two were ever built, with one being intentionally hidden from the public. While the Zagato was certainly novel, I knew it wouldn’t win the Sporting Choice Award.
Evernham, for his part, was fixated on a spectacularly rare Allard JR that raced at the 1952 24 Hours of Le Mans. However, I quickly discovered that he owns three Allards, meaning we should have struck this JR off our list. Regardless, it was a magnificent vehicle—fitted with a Jaguar C-Type body to meet the new Le Mans regulations while retaining its potent 5.3-liter Cadillac V8 engine. It remains the most successful of the seven Allard JRs ever constructed.
The Struggle for Third Place
The hardest decision we faced was for third place. It came down to a 1949 Alfa Romeo 6C 2500 SS Touring Superleggera Coupe and a 1940 Cadillac Series 62 Bonham & Schwartz Convertible Victoria. I am an unabashed fan of postwar Alfas. I cannot pinpoint the exact reason, but I adore them. The Bakelite switchgear, the elegant lines—it all speaks to me. This particular 6C was painted a handsome blue and possessed a fantastic backstory. Its current owner had not driven it since 1973, having recently completed the Audrain Tour d’Elegance the day before the Concours.
However, we found the Caddy more sporting. It was one of only two custom-bodied by Bonham & Schwartz in Pasadena, California—the same firm responsible for Clarke Gable’s Duesenberg. The candy-red Series 62 simply popped. It had that intangible “Wow!” factor, the know-it-when-you-see-it quality that separates the ordinary from the extraordinary. It was one of two ever built, but sadly, the only survivor, as its sibling was lost in a fire. This particular Caddy was commissioned by the wealthy Californian oil barons, the Doheny clan—founders of the very town of Beverly Hills. We awarded it our third-place vote, or in Audrain parlance, Honorable Mention.
The Final Verdict: Talbot-Lago vs. Cisitalia
For Evernham and me, the Sporting Choice Award ultimately came down to two extraordinary machines: an oligarchic 1938 Talbot-Lago T150 C Lago Figoni et Falaschi Teardrop Coupe and a light green 1951 Cisitalia 202SC Pinin Farina Cabriolet.
The Talbot, also known as the “Goutte d’Eau” (Teardrop), certainly had the provenance to win. Aside from being the only long-wheelbase T150 C ever built (15 regular wheelbase versions were produced), this particular car holds a racing record that is unlikely to ever be broken. Built in 1938, this T150 C won the Belgian Grand Prix at Spa in 1948, making it the oldest car ever to win a Grand Prix race. Imagine a ten-year-old car winning an F1 race today? That alone was almost enough to swing the decision in
