Fleet of £75m motors gathered at plush event featuring supercar ‘crown jewel' & ‘rarest classic in existence'
The SOC Classic Andermatt event organised by the Supercar Owners Circle recently took place at The Chedi Andermatt in the Swiss Alps.
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Blending luxury hospitality with thrilling alpine drives on legendary routes such as the Furka and Oberalp Passes, the shindig gathered together a sizable collection of rare and historically significant motors.
Standout models included a special edition Lamborghini Diablo SE30, designed to celebrate Lambo's 30th anniversary and a Ferrari 275 GTS - a stunning convertible grand tourer from Ferrari's golden era, celebrated for its timeless design and refined engineering.
Indeed, there was a notable presence of Ferraris at The Chedi Andermatt, with a Ferrari 275 GTB - a high-performance coupe that is widely regarded as one of Ferrari's most beautiful and technically advanced models from the 1960s - also in attendance.
The 275 GTB is perhaps best known for its value, with it priced between £1million to over £3.5million.
A Ferrari F40, often considered the ultimate Ferrari supercar - a turbocharged masterpiece that is a symbol of raw performance and motorsport heritage - was naturally sat alongside.
The Prancing Horse's long-time German rival, Porsche, was also richly represented, with a Carrera GT, a modern supercar legend, famous for its carbon-fibre construction and V10 engine, as well as a Porsche 993 GT2.
This track-focused, high-performance version of the Porsche 911 is revered for its rarity, although it's nothing compared to the 993 GT2 Le Mans winner that was perhaps the showpiece of the weekend.
A true motorsport icon, this Le Mans-winning motor was driven on public roads in the Swiss Alps for the very first time.
Arguably the standout classic was a Bavarian Blue Mercedes-Benz 300 SL 'Alloy,' hailed as one of the rarest cars in existence.
The figure for the collection of motors at the event was revealed to be CHF 80 million - roughly £75 million.
All the money… but still a kn--' Watch boy racer in £3M supercar get instant karma after loudly whizzing down quiet road
The event, held to celebrate automotive history, engineering, design and camaraderie, also maintained a commitment to sustainability.
The Chedi Andermatt, a five-star luxury hotel blending Swiss-Alpine and Asian design, consistently ranks among the best hotels worldwide and was awarded top placement by the Forbes Travel Guide in 2025.
A top spot for petrolheads, it's renowned for its easy access to iconic alpine passes such as the Furka and Oberalp Passes while offering year-round natural beauty.
It's also ideal for skiing, hiking and exploring the Swiss Alps.
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Skip 7 photos in the image carousel and continue reading As with the hard-top Vantage, the Roadster is a strict two seater. The coupe has a big boot that's open through into the cabin, here the cockpit is tighter, more enclosed. But also more welcoming than the Ferrari's. The Roma's high sides and upright console push back towards you, as if you've got T-Rex arms and everything is jostling for attention. Attention it doesn't deserve given the state of the steering wheel's haptic controls. How much longer have we got to put up with this, Ferrari? How can a firm that came up with something as brilliantly simple and logical (and widely copied) as the manettino think this is acceptable? Thank you for subscribing to our newsletter. Look out for your regular round-up of news, reviews and offers in your inbox. Get all the latest news, reviews and exclusives, direct to your inbox. Yes, there's a central touchscreen and that's fine (unless you're viewing in direct sunlight), yet the Aston is easier to operate on the move and, where the Ferrari's cockpit is constantly reminding you of how sporty it is, the Aston asks less of you. Want to just kick back and burble about? It's there for you. The Ferrari pesters you. Its seats are firmer, the steering sharper, the engine note is higher, the responses quicker. Don't get us wrong, it will pootle, but it's a slightly busier, more highly strung car. This all stems back to the engine, a flat plane crank V8 that sounds more nasally than the Aston's cross plane motor. Otherwise both have similar genetics: twin turbos, capacity of about four litres, over 600bhp and oodles of torque. We used to celebrate this Ferrari motor for its astonishing lag free response. Time's moved on. Yes, the Ferrari cleverly manages torque, so each gear gets more than the one before, but the Aston doesn't bother with such intricate niceties, it just opens the floodgates. Aston has realised a powerful truth recently. Too much is very amusing. And 590lb ft at 2,750rpm is way too much. Hilariously too much. You just leave it in fourth and dip into the torque when the mood takes you. Which is often because the rumbling V8 sounds so good and the rear squats and wriggles so enticingly. There's no doubt the Ferrari is more sophisticated and more thoroughly engineered. The torque management is exceptional, the twin clutch gearbox is crisp and precise, its throttle is more accurate, the traction control more subtle – the whole way along the powertrain, from combusting fuel at one end to smearing rubber on road at the other, the Ferrari is intellectually superior. But Aston make good noise, go fast, beat chest, ug, ug, ug. It's a more primal experience. You'd be forgiven for now imagining the Vantage Roadster is a car with looks to die for and appalling manners. That's not quite it. Look past the elegance of those lines and spot the more brutish proportions – the short wheelbase, the wide stance. It sits on the road like a boxer. And moves like one too. Loves a hook into corners, a jab out the other side, a punch up the straights. The Ferrari is more martial arts. Think balance and harmony, a sense of precision and flow. I haven't come across many roads that buck and weave, toss and turn as much as the road over Whipperdale Bank. In many ways this is the perfect testing ground for a convertible, because the chassis is in a constant state of flex. Aston has reinforced the Vantage's aluminium chassis with extra shear panels, changes to the way it connects with the body, recalibrated rear dampers and retuned gearbox mounts. Although Ferrari is a little coy about exactly what's been done, it does admit the whole sill is new, the pillars and windscreen surround strengthened. All told it comes in at 84kg heavier than the coupe, the Aston's up 60kg. Skip 8 photos in the image carousel and continue reading Across this moorland road the Aston loses its composure first. It wants to get its teeth into a road, but can't cling on to itself as well as the coupe when it does. It doesn't do anything alarming, but its movements become a little vague and your confidence ebbs a bit. Ramping up the modes helps. In Sport Plus the ride doesn't deteriorate much, but body control is significantly tauter, the slack and delay curtailed. The Ferrari is more together, the chassis resisting flex better, the steering retaining its precision. If you want to drive hard on tricky roads, have the Ferrari. In less trying conditions the Aston is, narrowly, the top choice. Neither is a super silent cruiser with the roof up – background hum and buzz penetrates both the Roma's five layer lid and the Vantage's eight (presumably thinner) layers. But on top of that the Aston's ride is always a little busier, has more unwanted movement in it – it's only when the dampers are pressurised in corners that the Vantage genuinely settles. Its manners, however, are generally calmer. The Ferrari is constantly reminding you it's a Ferrari, the Aston is better at switching off and just cruising. If you want to rumble satisfyingly across the Dales, it's there for you. The Ferrari doesn't settle down and allow distance to slip by as easily, but this is a notably calmer car to drive than the Roma coupe – Ferrari says it was intentional for the Spider to be a mite softer. And it does have a very neat trick. Roof down I thought that the Aston had easily the less turbulent cockpit, as I assumed the Roma's flip up tray that forms the rear seat backrest and springs up through 90° to create a flat deck would do nothing. Emphatically wrong. It actually turns out that this might be the best bit of work that Ferrari's aerodynamicists have ever done. The Ferrari feels the better built, more thoroughly engineered car. But then so it should for a list price some £35,000 above the Aston's. And that's before options, where this car is bejeweled to the tune of £113,000. Like the multilayer Rosso Portofino paint? Us too, but not for £23,976. The pop up spoiler on the back deck looks daft as it is without paying £3,919 to have it in carbon fibre. The costs are bananas: £3,214 for a front radar, £3,695 for the (admittedly excellent) Magneride dampers, £4,142 for the tinny 'premium' hi-fi. The Ferrari is the hardcore driver's choice, but is that what you want from a super roadster? All told this Aston is £241,000, although we do think the £10k carbon ceramics should be standard and the £15k for this Q Provenance paint looks suspiciously like Aston is learning bad habits. But overall it seems to offer significantly better value. On residuals, nearly new Roma Spiders with a few hundred miles are listing at around £220k – they're losing whatever options value they're carrying almost immediately. Year old Vantage coupes (the roadster is too new to feature) are also being listed at around their pre-options new price. On balance the Aston is probably doing a bit better, but either way you are going to be losing tens of thousands of pounds in the first year. That Vantage coupe we rate as a 9/10 car – we love it. The hard-top Roma is a 7/10. The soft-top Ferrari is a better car than its coupe cousin, while Aston's latest roadster isn't quite as complete and well rounded as the coupe version. Which all makes this test a close run thing. We're giving victory – as we did late last year when the Vanquish beat the 12Cilindri – to the Aston Martin, and for similar reasons. The Ferrari is the hardcore driver's choice, but is that what you want from a super roadster? More likely you just want a good time, and the Aston delivers that better. We could point to value or cabin ergonomics as reasons for the win, but as much as anything it comes down to charisma and that thumping, thunderous engine.
