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Cadillac’s Big American Gamble: Entering Formula One for the First Time

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This article originally appeared on Scuderia Fans.

When the lights go out on March 8 next year, Formula One will welcome its first brand-new team in a decade and one of America’s most iconic automakers: Cadillac.

Cadillac’s racing pedigree runs deep. The brand’s motorsport roots stretch back to NASCAR in 1949 and Le Mans in 1950. In recent years, it dominated the IMSA SportsCar Championship, winning four straight Daytona 24 Hours from 2017 to 2020, three IMSA titles and a podium finish at Le Mans in 2023. Clearly, Cadillac knows how to race.

But Formula One is a different beast. No other sport demands such precision, technology, and teamwork – and even massive budgets don’t guarantee success. Toyota, the world’s largest automaker, entered F1 in 2002, made 278 starts over eight seasons, and never won a race.

Today’s F1 grid is tighter than ever. The front rows are often separated by hundredths of a second. Winning requires not just the right car and driver, but flawless coordination across design, engineering and strategy. As Red Bull’s 2024 season showed, even the best can falter: the team won seven of the first ten races, then lost momentum and finished third behind McLaren and Ferrari.

So why would Cadillac take on such a brutal challenge, one where finishing last is almost inevitable at first? The answer is that F1 offers something no other racing series can: a global stage.

For Cadillac, this isn’t just about racing, it’s about visibility. F1’s global audience has exploded in recent years, with Netflix’s Drive to Survive series, which debuted in 2019, playing a pivotal role in that success. The sport now boasts 827 million fans worldwide – up 63% since 2018 – reaching more than 10% of the planet’s population.

F1 also offers a level playing field Cadillac couldn’t have found a decade ago. Simplified 2026 regulations coupled with a spending cap have made the point of entry more realistic for newcomers than ever before. And if Cadillac can eventually make an American team a consistent front-runner, the marketing payoff would be enormous, particularly when its brand recognition is comparatively less in regions beyond North America.

American teams generally haven’t had much success in F1 – another reason to get into the race. Haas, though now in its tenth season, has yet to put a driver on the podium in over 200 races. You’d have to look back almost half a century before finding a champion American team, when Alan Jones won the 1977 Austrian Grand Prix for Shadow. Before that, John Watson’s Penske-Ford triumphed in 1976, and Dan Gurney’s Eagle-Weslake won in 1967. Only those three U.S. teams have ever won a Formula One race.

When it comes to building out the team, Cadillac isn’t taking shortcuts. This isn’t a simple sponsorship deal like the Sauber team changing its name to Alfa-Romeo Racing in 2019 even though it was a purely commercial partnership with no technical involvement from Alfa at all. Quite admirably, Cadillac has gone about it in a completely different way, reliant on none of the existing F1 stakeholders to get it onto the grid. Instead, Cadillac has partnered with TWG Motorsports, which operates Andretti Globael, Walkinshaw Andretti United, and Wayne Taylor Racing.

The new F1 cars will be built at a state-of-the-art facility in Fishers, Indiana, near Indianapolis Motor Speedway, which is where the team will be headquartered as well. The team responsible for the operation and design of the cars will be based in Silverstone, England, in the heart of “Motorsport Valley,” home to seven of the ten current F1 teams. That location is crucial: it provides access to some of the world’s top racing engineers and specialists.

But Cadillac’s biggest technical leap will come from its new factory in Charlotte, North Carolina, where General Motors will design and build its own F1 engines. That’s a major statement of intent. F1 power units remain among the most complex engineering challenges in sport, and most teams – including Red Bull, McLaren, Williams, and Aston Martin – rely on outside suppliers. GM’s decision to build its own engine, expected to debut around 2029, shows this is a long-term commitment. Until then, Cadillac will run Ferrari engines, much like Haas.

Experienced Hands at the Helm

Cadillac has already brought in seasoned leadership to guide its F1 debut. Team Principal Graham Lowdon previously led the Marussia and Virgin F1 teams. Chief Technical Officer Nick Chester once served as Technical Director at Renault F1.

Behind the wheel, Cadillac will field veterans Valtteri Bottas and Sergio Pérez. Both are proven race winners with a combined 527 Grand Prix starts, 16 victories, 109 podiums, 23 pole positions, and 31 fastest laps between them. American Colton Herta and Brazilian-American Pietro Fittipaldi will serve as test drivers.

Some fans were disappointed not to see an American lead driver, but with limited testing and no U.S. drivers currently on the grid, Cadillac prioritized experience over nationality. With both Bottas and Pérez in their mid-30s, they bring the know-how needed to build a competitive foundation – even if they may not be around when Cadillac reaches its peak later in the decade.

What to Expect in 2026

Realistically, Cadillac’s early goal won’t be podiums, it’ll be progress. If the team finishes anywhere other than last in its debut season, it will be cause for celebration. Expectations are modest, and that’s fine. Simply sharing the grid with the likes of Ferrari, McLaren, and Red Bull will boost Cadillac’s image worldwide.

That exposure is already paying off. Since announcing its F1 entry, Cadillac has racked up more than half a billion social media impressions, and its F1 Instagram account has already surpassed 2.5 million followers.

For a brand seeking to redefine itself as a global performance player, that’s a victory in its own right.

For more car stories, check out this one about my Aston Martin V600.

Elliott Broidy Aston Martin V600 Goodwood

Newport Pagnell to Goodwood: Restoring My Aston Martin V600

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This article was originally published on Hemmings.com. All photos are courtesy of Liam Young.

I guess we can blame Bond for this. James Bond. Like so many kids of my generation, I grew up in the 1960s fantasizing about being the man in the immaculate tux with the Silver Birch Aston Martin DB5. That car, for me, was a symbol of elegance, power, and possibility – and a dream that planted itself early.

I remain hooked to this day. There is something about an Aston Martin you find in no other car. They’re not always the fastest, nor the most agile – but they have soul. The interiors feel crafted by hand, not machine. You’re not just buying a car; you’re buying into a story, a legacy. Aston Martin is older than Bentley, while Ferrari and Lamborghini are young upstarts by comparison. Even Rolls-Royce, which predates Aston Martin, never raced, while Aston Martin has been on the track since before it sold road cars to customers.

Racing runs deep in the company’s DNA. Its early entries into motorsport were often underfunded but fiercely determined, with victories snatched from more dominant teams. Today, with a new state-of-the-art factory, wind tunnel, and the legendary Adrian Newey at the design helm, Aston Martin looks poised to write another racing chapter – but it’s the past I’ve always been drawn to.

Of all the Astons, the ones that resonate most with me are those built at Newport Pagnell. This year marks 70 years of production at that iconic factory in Buckinghamshire. It was here that David Brown introduced a new era of Aston Martins, starting with the DB4 in the late 1950s, which evolved into the DB5. These weren’t just new models—they represented a new philosophy: combining speed, elegance, and craftsmanship in a uniquely British way.

In 2023, I bought my own DB5, which is currently undergoing a full nut-and-bolt restoration. That story—as steeped in heritage as it is—will be told another time. Because there was another Aston Martin that haunted me, quietly but insistently, ever since I first saw it over two decades ago: the V8 Vantage Le Mans V600.

In 2000, I found myself standing in a London dealership, staring in awe at a V600. It was unlike anything else. It was shown in 1999 and just 40 were made – one for each year since Aston Martin’s historic win at the 1959 Le Mans 24 Hours. To put that in perspective, that’s just four more cars than the total number of Ferrari 250 GTOs, the most valuable of all Ferraris. The V600 was the company’s first road car to claim a top speed of 200 mph, boasting 600bhp output from a 5.3-litre supercharged V8 engine. At the time, it was the most powerful car offered for sale by a mainstream manufacturer, dwarfing the 479bhp of the 550 Maranello, Ferrari’s post powerful car of the era.

But numbers alone never define an Aston Martin. This car was the final, most potent expression of Tadek Marek’s legendary V8 engine, which first ran in 1965, was installed in the DBS V8 in 1969 and went on to become Aston’s staple motor for the next 25 years. It was also the last engine to be entirely designed in-house by Aston Martin. The V600’s chassis was a direct descendant of the DBS platform, even retaining its wheelbase. The Superleggera construction techniques, first used in the DB4, still lingered beneath the surface. Every piece of it was built by hand at Newport Pagnell, making it not just a swan song, but a summation of everything that had come before. In this one car lay the history of Aston Martin production at Newport Pagnell in the 20th century, as well as a glimpse at the future direction of the company.

So it became a goal: one day, I would own a V600. But with only 40 in existence, it would need to be the right one. No compromises.

That car didn’t emerge until 2024. On the 25th anniversary of the V600’s creation – after over two decades of waiting – I finally found it. Chassis #09 of 40, just 8,000 miles on the odometer since it was released from the Aston Martin works on December 15, 1999. Named after its original owner, Eric Wright, the car is painted in a deep, dark green hue (often confused with what some call “British Racing Green”, though no such color exists) unique to this car, with piped green trim, green Wilton carpets edged in Onslow Forest Green with a green Alcantara headliner. Factory fit optional extras included Burr Elm facias, a fuel filler key and personalized sill plaques naming the original owner and confirming it to be car #09 of 40.

Even among this already rare breed, it stood apart. But for me, it wasn’t enough for it to be great. It had to be flawless. The restoration wasn’t about modification – it was about precision, about bringing it back to exactly how it left Newport Pagnell, only better. And because I planned to drive it regularly in the U.S. – since a car like this is only at its most beautiful when it’s doing what it was designed to do – a left-hand drive conversion was essential.

I turned to trusted hands in England. My friend Gil Holt introduced me to Matthew Hill Coach Trimming, who undertook the meticulous conversion process. Beyond the LHD change, they were tasked with redoing the electrics, decoking the engine and replacing its valve seals. Every detail mattered.

Cosmetically, the car was in very good condition, but not perfect. Minor corrosion on the doors and wheel arches, a few stone chips – all typical, but unacceptable in a car of this pedigree. Shaun Hayward at Hayward Classics took over. He executed a complete respray, re-applied the protective underbody coating, and restored the Dymag magnesium alloy wheels. He also refurbished the clutch, fine-tuned the suspension, and rebuilt the massive AP Racing brakes.

Then there was the under-bonnet cover needed for the left-hand drive conversion. None could be sourced—not from Aston Martin, not from original suppliers. So Jon Davy of CD Equipment created one from scratch, reverse-engineering a mirror image of the original and even making the tooling required to fabricate it. It took an enormous amount of time and work, but perfection has no shortcuts. It had to be done to get it right.

With everything complete, there was only one thing left to do: drive it. And there was only one place worthy of that first outing – Goodwood.

The Goodwood Motor Circuit is hallowed ground. It’s where Aston Martin’s racing team achieved true greatness in the most implausible circumstances. In 1959, having skipped the World Sports Car Championship to focus on Le Mans, the company unexpectedly found itself in contention for the title. Stirling Moss offered to pay personally for a car to be sent to the Nürburgring round – and won. Then, as if by serendipity, Carroll Shelby and Roy Salvadori delivered victory at Le Mans. The World Champion title suddenly hinged entirely on the final round, at that would take place at Goodwood.

During the race, after taking an early lead and poised to win, Moss’ car suddenly caught fire during a pitstop, sending the Aston Martin garage up in flames with it. In a stunning display of determination, the team persuaded a private Aston Martin customer to withdraw from the race so his pit could be taken over. Then, another Aston further back was called in and its driver was replaced by Moss with instructions to drive flat out. He did, securing both the race and the World Sportscar Championship for Aston Martin, beating Ferrari, Porsche, Maserati and Alfa Romeo.

Driving my V600 on that same track was surreal, a bucket-list moment I will never forget. The thunder of the V8, amplified by the whine of the twin superchargers, filled the air. Despite its sheer power, the car was predictable, planted, and communicative. It didn’t intimidate – it inspired. In those moments, pushing it through Goodwood’s fast, flowing corners, I felt entirely connected to the machine and the legacy it carried.

To be certain everything was as it should be, I invited a journalist who had tested the V600 back when it first launched 25 years ago to drive it. After his drive, he turned to me and said it felt exactly the same. That was all the confirmation I needed.

Others may be faster, lighter, more advanced. But I don’t care. What I want is a car where the passion of its creators can be heard in the exhaust note, seen in the craftsmanship, and felt in the steering wheel. I want a car with a story that stretches back generations. On that day at Goodwood, behind the wheel of my V600, I didn’t just drive a car – I fulfilled a dream a quarter century in the making.

And for a brief moment I felt I had stepped into the frame of a Bond film, only this time, it was real.

About Elliott Broidy

Elliott Broidy is an entrepreneur with over 40 years of experience founding, investing in, and mentoring more than 160 companies. He is Chairman and CEO of Broidy Capital Holdings, LLC, founded in 2022 in Boca Raton, FL. Mr. Broidy’s passion for cars began as a young teenager in Los Angeles, where he learned how to restore and repair cars. Today, he is a luxury car aficionado and collector, with over a dozen cars in his collection, including an Aston Martin V600 and DB5 and Ferrari 330 GTC and 365 GTC.

Elliott Broidy Aston Martin

Elliott Broidy: Newport Pagnell to Goodwood: Restoring My Aston Martin V600

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I guess we can blame Bond for this. James Bond. Like so many kids of his generation, Elliott Broidy grew up in the 1960s fantasizing about being the man in the immaculate tux with the Silver Birch Aston Martin DB5. That car, for him, was a symbol of elegance, power and possibility – and a dream that planted itself early.

He remains hooked to this day. And who can blame him? There is something about an Aston Martin that you don’t find in any other car. They’re not always the fastest, nor the most agile – but they have soul. The interiors feel crafted by hand, not machine. You’re not just buying a car; you’re buying into a story, a legacy. Aston Martin is older than Bentley, while Ferrari and Lamborghini are young upstarts by comparison. Even Rolls-Royce, which predates Aston Martin, never raced, while Aston Martin has been on the track since before it sold road cars to customers.

Racing runs deep in the company’s DNA. Its early entries into motorsport were often underfunded but fiercely determined, with victories snatched from more dominant teams. Today, with a new state-of-the-art factory, wind tunnel and the legendary Adrian Newey at the design helm, Aston Martin looks poised to write another racing chapter – but it’s the past Broidy has always been drawn to.

Of all the Astons, the ones that resonate most with him are those built at Newport Pagnell. This year marks 70 years of production at that iconic factory in Buckinghamshire. It was here that David Brown introduced a new era of Aston Martins, starting with the DB4 in the late 1950s, which evolved into the DB5. These weren’t just new models – they represented a new philosophy: combining speed, elegance and craftsmanship in a uniquely British way.

In 2023, Broidy bought his own DB5, which is currently undergoing a full nut-and-bolt restoration. But that story – as steeped in heritage as it is – will be told another time. Because there was another Aston Martin that haunted him, quietly but insistently, ever since he first saw it over two decades ago: the V8 Vantage Le Mans V600.

In 2000, Broidy found himself standing in a London dealership, staring in awe at a V600. He recalls realizing immediately it was unlike anything else he had ever seen. It was shown in 1999 and just 40 were made – one for each year since Aston Martin’s historic win at the 1959 Le Mans 24 Hours. To put that in perspective, that’s just four more cars than the total number of Ferrari 250 GTOs, the most valuable of all Ferraris. The V600 was the company’s first road car to claim a top speed of 200 mph, boasting 600bhp output from a 5.3-litre supercharged V8 engine. At the time, it was the most powerful car offered for sale by a mainstream manufacturer, dwarfing the 479bhp of the 550 Maranello, Ferrari’s most powerful car of the era.

But numbers alone never define an Aston Martin. This car was the final, most potent expression of Tadek Marek‘s legendary V8 engine, which first ran in 1965, was installed in the DBS V8 in 1969 and went on to become Aston’s staple motor for the next 25 years. It was also the last engine to be entirely designed in-house by Aston Martin. The V600’s chassis was a direct descendant of the DBS platform, even retaining its wheelbase. The Superleggera construction techniques, first used in the DB4, still lingered beneath the surface. Every piece of it was built by hand at Newport Pagnell, making it not just a swan song but a summation of everything that had come before. In this one car lay the history of Aston Martin production at Newport Pagnell in the 20th century, as well as a glimpse at the future direction of the company.

So, it became his goal: One day, Broidy would own a V600. But with only 40 in existence, it would need to be the right one. No compromises.

That car didn’t emerge until 2024. On the 25th anniversary of the V600’s creation – after over two decades of waiting – he finally found it. Chassis #09 of 40, just 8,000 miles on the odometer since it was released from the Aston Martin works on December 15, 1999. Named after its original owner, Eric Wright, the car is painted in a deep, dark green hue (often confused with what some call “British racing green” though no such color exists), unique to this car, with piped green trim, green Wilton carpets edged in Onslow Forest Green with a green Alcantara headliner. Factory-fit optional extras included Burr Elm facias, a fuel filler key and personalized sill plaques naming the original owner and confirming it to be car #09 of 40.

Even among this already rare breed, it stood apart. But for Broidy, it wasn’t enough for it to be great. It had to be flawless. The restoration wasn’t about modification – it was about precision, about bringing it back to exactly how it left Newport Pagnell, only better. And because he planned to drive it regularly in the U.S. – since a car like this, he says, is only at its most beautiful when it’s doing what it was designed to do – a left-hand drive conversion was essential.

Broidy turned to trusted hands in England. His friend Gil Holt introduced him to Matthew Hill Coach Trimming, who undertook the meticulous conversion process. Beyond the LHD change, they were tasked with redoing the electrics, decoking the engine and replacing its valve seals. Every detail mattered.

Cosmetically, the car was in very good condition, but not perfect. Minor corrosion on the doors and wheel arches, a few stone chips – all typical, but unacceptable in a car of this pedigree. Shaun Hayward at Hayward Classics took over. He executed a complete respray, re-applied the protective underbody coating and restored the Dymag magnesium alloy wheels. He also refurbished the clutch, fine-tuned the suspension and rebuilt the massive AP Racing brakes.

Then there was the under-bonnet cover needed for the left-hand drive conversion. None could be sourced – not from Aston Martin, not from original suppliers. So, Jon Davy of CD Equipment created one from scratch, reverse-engineering a mirror image of the original and even making the tooling required to fabricate it. It took an enormous amount of time and work, but perfection has no shortcuts. It had to be done to get it right.

With everything complete, there was only one thing left to do: Drive it. And there was only one place worthy of that first outing – Goodwood.

The Goodwood Motor Circuit is hallowed ground. It’s where Aston Martin’s racing team achieved true greatness in the most implausible circumstances. In 1959, having skipped the World Sports Car Championship to focus on Le Mans, the company unexpectedly found itself in contention for the title. Stirling Moss offered to pay personally for a car to be sent to the Nürburgring round – and won. Then, as if by serendipity, Carroll Shelby and Roy Salvadori delivered victory at Le Mans. The World Champion title suddenly hinged entirely on the final round, and that would take place at Goodwood.

During the race, after taking an early lead and poised to win, Moss’ car suddenly caught fire during a pit stop, sending the Aston Martin garage up in flames with it. In a stunning display of determination, the team persuaded a private Aston Martin customer to withdraw from the race so his pit could be taken over. Then, another Aston further back was called in, and its driver was replaced by Moss with instructions to drive flat out. He did, securing both the race and the World Sportscar Championship for Aston Martin, beating Ferrari, Porsche, Maserati and Alfa Romeo.

Driving his V600 on that same track was surreal, a bucket-list moment Broidy will never forget. The thunder of the V8, amplified by the whine of the twin superchargers, filled the air. Despite its sheer power, the car was predictable, planted and communicative. It didn’t intimidate – it inspired. In those moments, pushing it through Goodwood’s fast, flowing corners, he felt entirely connected to the machine and the legacy it carried.

To be certain everything was as it should be, Broidy invited a journalist who had tested the V600 back when it first launched 25 years ago to drive it. After his drive, he turned to him and said it felt exactly the same. That was all the confirmation he needed. A bucket-list moment, indeed.

Others may be faster, lighter, more advanced. But he doesn’t care. What Broidy wants is a car where the passion of its creators can be heard in the exhaust note, seen in the craftsmanship and felt in the steering wheel. He wants a car with a story that stretches back generations. On that day at Goodwood, behind the wheel of his V600, he knew he didn’t just drive a car – he fulfilled a dream a quarter century in the making.

And, for a brief moment, he felt like he had stepped into the frame of a Bond film, only this time, it was real.

Elliott Broidy at Cavallino Classic

Speed, Style, And Philanthropy At The Cavallino Classic

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This article was originally published at The Supercar Kids on March 25, 2025.

Elliott Broidy: “Ferrari’s craftmanship is second to none in the automotive world.”

Ferrari enthusiasts, luxury car collectors and notable figures from around the world gathered in Palm Beach, Florida for the 34th Cavallino Classic to celebrate the enduring legacy of the world-class brand.

“Being part of the Cavallino Classic is always an incredible experience,” said entrepreneur and philanthropist Elliott Broidy, who also owns two Ferraris. “It’s about beautiful, extraordinarily made cars, but also about connecting with people who share a deep appreciation for Ferrari’s history and its significance as an iconic brand.”

The event, which took place from January 23-26, highlights some of the world’s most unique and meticulously restored Ferraris. The showcase has garnered attention from Ferrari aficionados since its inception in 1992 and is hosted annually at the Breakers hotel as a celebration of the brand’s evolution.

To kick off the weekend, attendees gathered for a welcome reception, where they shared stories about their experiences with the Ferrari brand. The following day, participants had the opportunity to see their Ferraris in motion during the Tour d’Eleganza, a scenic drive along Florida’s coastline. The glamorous weekend concluded with the Party Under the Stars, a night of fine dining and live entertainment that embodied the luxury associated with the Ferrari brand

Ferrari F80 Unveiled as Star of the Show, Concorso d’Eleganza Celebrates Marque’s Legacy

The most special moment of the night was the unveiling of Ferrari’s newest hybrid sports car – the F80, which was designed and built to commemorate Ferrari’s 80th anniversary. Car and Driver magazine explains “the F80 is powered by a plug-in-hybrid powertrain that makes an incredible 1184 horsepower and features technology gleaned from Ferrari’s Formula 1 racing team.” Ferrari has said this car will have a very limited production run – only 799 are scheduled to be made – and will join the ranks of iconic models from the 1984 GTO to the 2016 LaFerrari, making it Ferrari’s newest “hybrid supercar.”

The other centerpiece of the weekend was the Concorso d’Eleganza – the judged car show – where expert judges evaluated each car based on the International Advisory Council for the Preservation of Ferrari Automobiles (IAC/PFA) guidelines. Classic and contemporary vehicles lined the lawns of The Breakers in preparation for the competition, each representing a unique Ferrari era and style.

Every entry started with 100 points, and judges deducted from that initial score with every issue they discovered, ranging from fractional points for small details to five points for major problems like a fake body. The judging process was extremely detail oriented and meticulous to ensure the winners upheld Ferrari’s values of authenticity and preservation and reflected the evolution of design and engineering that has been essential to the brand’s history. Prestigious awards such as the Platinum Awards, Best in Class, and the coveted Best of Show were awarded to the best entries. Of the 100 cars that were evaluated, 70 achieved a Platinum award, receiving 97 points or more.

The Best of Show Winner – a red 1967 Ferrari Dino 206 S – gained further recognition by participating in the Peninsula Best of the Best, a global concours event honoring the top automobiles from major international shows. The event was hosted by Sir Michael Kadoorie, co-founder of the award and chairman of The Hong Kong and Shanghai Hotels – the global luxury chain that includes the Peninsula Hotels.

But for Ferrari enthusiasts and collectors like Broidy, attending the prestigious annual event is more than just entertainment, it’s about a commitment to supporting philanthropic causes. Included in most tickets to the event is a significant contribution to the Cavallino Classic Foundation, a charity that donates to various causes including scholarships for the Palm Beach Police and Fire Foundation and support for the A.W. Dreyfoos School of Art in West Palm Beach. Its goal is to support and inspire younger generations.

“Ferrari has truly set the standard for luxury brands,” Broidy said. “Here we’re reminded that excellence and giving back go hand in hand, and I’m proud to support Cavallino’s mission for this reason.”

As the Cavallino Classic looks ahead to its 35th anniversary in 2026, the event continues to embody the spirit of craftsmanship, elegance, and generosity. It remains a testament to the enduring allure of Ferrari and the vibrant community that celebrates not just the cars, but also the philanthropic efforts that contribute to its legacy.