10 Of The Coolest Homologation Specials Ever Made
The best cars are the ones built to go racing. We’ve picked out our favourite homologation specials, but feel free to tell us yours…
Ryan Hirons
11 Nov 2025
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Audi Sport Quattro
Audi Sport Quattro
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Fast road cars are very cool. Race cars are even cooler. You know what’s cooler than both of those? Fast road cars built with the sole intention of taking them racing. Welcome, the homologation special.\n\n\nBe it for rallying or circuit racing, homologation specials are designed explicitly to allow a car to go racing in a manufacturer’s chosen category, leading to some truly special cars. Picking the coolest of them all is a big debate, but we’ve had a crack.\n\n\n\nPorsche 911 GT1 Strassenversion\nPorsche 911 GT1 Strassenversion\nPorsche 911 GT1 Strassenversion\nGT1 regulations introduced in the ‘90s brought along some of the best endurance racing ever seen, and some of the best cars too. Spoiler alert: There’s more than one GT1 homologation special on this list.\n\n\nMost recognisable of the lot is probably the Porsche 911 GT1. With the German manufacturer wanting to return to the top class of endurance and ultimately have another crack at winning the 24 Hours of Le Mans overall, it found a neat little caveat in the rule book for homologating a car.\n\n\nRather than needing to build a race car based on a road car, it could put together some road-going versions of a race car. That led to the mid-engined Porsche 911 GT1 GT1 Strassenversion.\n\n\nInitially, regulations required 25 road cars to be made, but Porsche made two examples that used 993 911 parts in 1996 and a pinky promise with rulemakers that it would build more. 1997 came, and more were produced using 996 headlights to homologate the ‘Evo’ race car before two more followed in 1998. All used a 3.2-litre twin-turbocharged flat-six, tuned to 536bhp.\n\n\nRead More\nDid These 10 Poorly-Received Sports Cars Deserve Better? \n10 Surprising Cars With BMW Engines \nOh, and about that 25? It’s thought the final figure fell short of that by a handful, with Porsche quitting GT1 before it was required to make more.\n\n\nAudi Sport Quattro\nAudi Sport Quattro\nAudi Sport Quattro\nWhen Audi turned up to the World Rally Championship with the Quattro in 1981, it changed the face of rallying forever. As the first all-wheel drive rally car, it won three rallies in its first season before going on to dominate the 1982 season and carry Hannu Mikkola to the title in 1983.\n\n\n\nRead More\n8 Cars That Prove 3 Cylinders are All you Need to Have Fun \n10 Flawed Hot Hatches, and Whether They Deserved Better \nBy 1984, though, its chief rivals had caught up. Peugeot, in particular, had debuted the short-wheelbase 205 Turbo 16, which looked like it would seriously threaten Audi’s dominance in the following years.\n\n\nAs proved the case in 1985, when Timo Salonen won five rallies and carried the French firm to the manufacturer’s title.\n\n\nWhile that was happening, Audi had a response of its own. Developed in 1984 and fully introduced in 1985, the Sport Quattro shortened the car’s wheelbase by a massive 320mm, while also offering 302bhp in road-going form from its 2.1-litre five-cylinder.\n\n\nWhile the Sport Quattro would never win a title, owing to the cancellation of Group B in 1986 following a string of high-profile fatal accidents, we were blessed with 224 road-going examples.\n\n\nToyota GT-One\nRemote video URL\n\n\nYou know how Porsche had pinky-promised it would make 25 versions of the 911 GT1 and never did? It wasn’t the only one avoiding the full quota.\n\n\nJapanese manufacturers in particular took advantage of the FIA’s leniency, Nissan twice with the R33 Nismo LM and R390. Meanwhile, there was the Toyota GT-One.\n\n\nAlthough it wore German-registered licence plates, the GT-One was a road car by legality rather than by design. Sure, it had some elements toned down, swapping straight-cut gears for helical in its sequential gearbox, running a quieter exhaust and taking leather seats from a Lotus Elise, but it still ran a barely-touched version of the 3.6-litre twin-turbo V8 found in the race car.\n\n\nIt was also never sold. Toyota held on to the sole road-legal car and still owns it to this day.\n\n\nLancia Stratos HF Stradale\nLancia Stratos HF Stradale\nLancia Stratos HF Stradale\nLancia has built some of the most incredible rally cars to ever grace stages: Think the Delta Integrale, 037 and Fulvia, although one stands above them all.\n\n\nThe Lancia Stratos was born out of a desire to replace the ageing, front-driven Fulvia and was widely considered to be the first car designed from the outset to go rallying.\n\n\nIt was among the first mid-engined rally cars at a time the layout had barely been seen outside of formula and sports car racing, using a 2.4-litre Ferrari Dino V6, with a beautiful Bertone-styled fibreglass body draped over the top of a spaceframe chassis.\n\n\nIt was a huge success in motorsport, winning three consecutive WRC manufacturers’ titles from 1974 to 1976. Meanwhile, it’s thought that around 490 versions of the road-going HF Stradale were made.\n\n\nFord RS200\nFord RS200\nFord RS200\nWhile the Ford Escort had absolutely dominated Group 3 and Group 4 rallying with the Mk1 and Mk2 Escorts, building a Mk3 to be competitive in Group B proved a real problem. The car itself was stuck in development hell from 1980 until 1982, and meanwhile, Ford’s marketing team took issue with a rear-driven Escort on a rally stage at a time the road cars had moved to front-wheel drive.\n\n\nFord eventually threw in the towel and followed Audi and Peugeot with an all-wheel drive car instead. The RS200 was born with a tiny 2.5-metre wheelbase and a boost-heavy, single turbo 1.8-litre Cosworth engine.\n\n\nThe road-going version produced a healthy 250bhp, while rallying versions could have as much as 450bhp. It took on WRC for the first time in 1984, but any long-term success was curtailed by Group B’s cancellation, with an RS200 involved in a dramatic accident during the 1986 Rally de Portugal, which proved to be the final straw for the category.\n\n\nSubaru Impreza WRX STI Type RA\nSubaru Impreza WRX STI Type RA – first generation\nSubaru Impreza WRX STI Type RA – first generation\nAlthough Subaru had made a name for itself in rallying with the Legacy RS, it was the Impreza that really established the brand as one of the legends of WRC.\n\n\nGroup A followed on from Group B to bring the speed of the cars down, and bring things a bit more back to earth. After some decent results with the adapted Legacy in the category in the early ‘90s, Subaru decided the smaller, lighter new Impreza would make for a better base for its rally cars.\n\n\nIt had a lot going for it already, with its boxer engine’s low centre of gravity and a symmetrical all-wheel-drive system. More oomph was needed, though, leading to the WRX STI.\n\n\nEarly versions saw the road-going EJ20 2.0-litre unit producing 247bhp, but it was the homologation Type RA that was truly special with 271bhp and a driver-controlled centre differential.\n\n\nAs the Impreza stormed to three WRC manufacturers’ and drivers’ titles over the years, more versions of the WRX STI kept coming, including the incredible 22B (often mistaken as a homologation car, but in reality a tribute to its WRC efforts), but the Type RA gets a spot here as the one to start it all.\n\n\nBMW M3 GTR\nBMW M3 GTR\nBMW M3 GTR\n\n\nWhile the E46 BMW M3 launched in
