Ferrari HC25 One-Off Supercar: A Bespoke V8 Masterpiece

Precision Reverie - In an era when supercars are rapidly shifting toward electrification and digital precision, there is something deeply fascinating about machines that still celebrate raw mechanical emotion. That is exactly why the Ferrari HC25 immediately captured attention when it appeared at the Circuit of the Americas in Texas. More than just another exotic model, the HC25 represents a rare meeting point between Ferrari’s celebrated V8 heritage and the brand’s evolving modern identity. Built as a one-off creation for a single client, the car reflects how craftsmanship and personal vision can still shape automotive culture in a world increasingly dominated by mass-produced performance.

The Ferrari HC25 one-off supercar was developed through Ferrari’s exclusive Special Projects program, the same division responsible for some of the company’s rarest custom-built creations. (Picture from: CarAndDriver)

The HC25 was developed through Ferrari’s exclusive Special Projects program, the same division responsible for some of the company’s rarest custom-built creations. Under the direction of Ferrari Design Studio led by Flavio Manzoni, the project reportedly took around two years from concept sketches to final execution. Unlike limited-production models that are eventually repeated for wealthy collectors, the HC25 exists as a singular creation with no duplicates planned. Ferrari based the car on the F8 Spider. itself already considered historically important as the final mid-engined Ferrari powered by a non-hybrid twin-turbocharged V8 engine. That foundation alone gives the HC25 unusual significance in Ferrari’s timeline, especially now that hybrid technology is becoming central to the company’s future.

The Ferrari HC25 one-off supercar finished in matte Moonlight Grey paint and paired with diamond-cut five-spoke wheels. (Picture from: CarAndDriver)

Rather than merely modifying the F8 Spider, Ferrari completely reshaped the car’s identity. The HC25 was designed to act as a visual bridge between older V8 Ferraris and newer models such as the F80 and the 12Cilindri. One of the clearest examples is the bold black horizontal band stretching across the bonnet, a design cue that instantly links the car with Ferrari’s current styling language. The body itself balances muscular proportions with cleaner, more futuristic detailing. Sharp creases along the sides, lowered visual shoulder lines, and carefully sculpted surfaces give the roadster a more aggressive and planted appearance without losing Ferrari’s trademark sensual curves.

The Ferrari HC25 one-off supercar's cabin contrasting elegantly against grey technical fabric upholstery and giving interior a cohesive visual identity. (Picture from: CarAndDriver)

From the side profile, the HC25 becomes even more dramatic. A gloss black three-dimensional central band visually divides the car into front and rear sections while also housing the air intakes. The feature flows smoothly toward the sharply angled rear screen, which was redesigned to place greater emphasis on the exposed engine beneath it. Ferrari also integrated a long aluminium blade through the center of the black section, subtly incorporating the door handles into the structure itself. The effect is both futuristic and functional, giving the car a stronger cab-forward stance while making it appear lower and more aerodynamic even at a standstill.

The Ferrari HC25 one-off supercar stands almost like a farewell letter to Ferrari’s pure non-hybrid V8 era while simultaneously embracing the design direction of the company’s future. (Picture from: CarAndDriver)

The details continue through every corner of the vehicle. The HC25 uses completely unique headlamps with slim lenses and lighting modules never previously seen on a Ferrari. Vertical daytime running lights create a more technical and modern face, while the rear adopts equally narrow taillights integrated into a full-width graphic stretching across the back. Mesh cooling openings and a dramatic diffuser surrounding twin trapezoidal exhaust outlets reinforce the car’s purposeful character. Finished in matte Moonlight Grey paint and paired with diamond-cut five-spoke wheels, the exterior avoids excessive flamboyance and instead leans toward understated sophistication. Inside, Ferrari carried yellow accents from the brake calipers and shields into the cabin, contrasting elegantly against grey technical fabric upholstery and giving the interior a cohesive visual identity. | 5CGA3S-S3T8 | IFoA5u_FwmE |

What makes the HC25 especially compelling today is not simply its exclusivity, but what it represents culturally. The automotive industry is entering a transition period where analog sensations are gradually disappearing behind software-driven performance systems. The HC25 stands almost like a farewell letter to Ferrari’s pure non-hybrid V8 era while simultaneously embracing the design direction of the company’s future. It is recognizably Ferrari from every angle, yet unmistakably individual in execution. In Texas, surrounded by modern supercars and racing spectacle, the HC25 did not need outrageous theatrics to stand apart. Its presence alone told a story about craftsmanship, heritage, and the enduring appeal of machines built with emotion at their core. *** [EKA | FROM VARIOUS SOURCES | FERRARI | CAR AND DRIVER ]

Note: This blog can be accessed via your smart phone.

The first car owner in Indonesia

Did U Know? - Indonesia, a sprawling archipelago in the southern hemisphere of the Earth, situated precisely in Southeast Asia, holds a captivating history in the realm of automobiles. Curiosity might lead some to ponder who owned the very first car in this diverse nation. If you're among those who can provide an answer, then your knowledge of Indonesia's automotive past is commendable. The distinguished figure associated with being the first car owner in Indonesia is none other than His Highness Sri Susuhunan Pakubuwono X.

Sri Susuhunan Pakubuwono X, known as the first car owner in Indonesia, posed with one of his automobiles in Solo while wearing a fedora hat. (Picture from: PriceArea)

Interestingly, His Highness Pakubuwono X could also be considered the owner of one of the world's inaugural cars. During the initial stages, car ownership was a privilege limited to a select few. Only the aristocracy and affluent individuals had the means to acquire these groundbreaking vehicles. 

His Highness Sri Susuhunan Pakubuwono X, the monarch of Surakarta Hadiningrat, stands as a historical icon as the first person to own a car in Indonesia, dating back to the year 1894. The vehicle in question was the Benz Victoria Phaeton, a car so exclusive that it required a special order due to the scarcity of car manufacturers at the time.

His Highness Sri Susuhunan Pakubuwono X’s Benz Victoria Phaeton was last seen in 1924 before departing from Tanjung Mas Port in Semarang for the Netherlands. (Picture from: OtoDetik)

His Highness Sri Susuhunan Pakubuwono X directly placed an order with Benz & Companie Rheinische Gasmotoren-Fabrik, a German car manufacturer (precursor to the Mercedes-Benz today) through Pröttle & Co., a company located in Passer Besar, Surabaya and a renowned car salesman John C. Potter. Interestingly, the British gentleman also holds the distinction of being the first individual in Indonesia to own a motorcycle. 

A 1894 Benz Victoria Pheaton like this was commissioned directly by His Highness Sri Susuhunan Pakubuwono X to Benz & Company Rheinische Gasmotoren-Fabrik, a German car manufacturer. (Picture from: ZigWheels)

In those early days, the process of crafting such an automobile took an entire year, and the cars had specifications that varied based on individual orders. Don't imagine a sleek modern design; these cars resembled regular carriages. The wheels, crafted from wood, were paired with airless tires akin to those used in horse-drawn carriages or "andong," commonly seen among the Javanese in Yogyakarta.

Is this the Benz Victoria Phaeton of His Highness Sri Susuhunan Pakubuwono X displayed at the Louwman Museum, a private automotive museum in Leidschendam, in the southern Netherlands? (Picture from: OtoDetik)

At the time, it priced at ƒ10,000 (approx. Rp. 83 millions), this car had the capacity to accommodate eight passengers. Its power source was a single-cylinder engine with a 2,000 cc capacity, generating up to 5 horsepower. Dubbed the "Kreta Setan" or the "Devil Carriage," it earned the nickname because it could move without horses.

The Benz Victoria Phaeton was powered by a single-cylinder 2,000 cc engine that produced up to 5 horsepower. (Picture from: GridOto)

Regrettably, the last known sighting of the Kyai Maruto (this is the designation given to the His Highness Pakubuwono X's Benz Victoria Phaeton by the Surakarta Hadiningrat Palace) was in 1924, when it embarked on a journey to the Netherlands by sea. Departing from Semarang, it was slated to be showcased at the RAI Amsterdam Motor Show at the time. Since then, the car seemed to vanish into the folds of time. Its current whereabouts remain a mystery, although rumors persist that it might be displayed at the Louwman Museum, a private car museum in Leidschendam, southern Netherlands.

As the years progressed, the acquisition of cars in Indonesia burgeoned. Beyond serving as a mode of transportation, cars became a symbol of prestige among the affluent, nobility, and monarchs of the era. The rarity of large-scale car production and the high cost meant that only the truly wealthy could indulge in the luxury of car ownership. And so, the wheels of time turned, marking the evolution of Indonesia's automotive landscape. ***  [EKA [28062016] | FROM VARIOUS SOURCES | PRICEAREA | ZIGWHEELS ]

Note: This blog can be accessed via your smart phone.

The Rare Swiss Sports Microcar of 1954: AGEA de Toledo

Phantom Motoring - In the years after World War II, Europe became a playground for unusual automotive ideas. Small manufacturers appeared across the continent with bold concepts, lightweight engineering, and handcrafted designs that often disappeared almost as quickly as they arrived. Among those forgotten creations was the 1954 AGEA de Toledo, a little-known Swiss sports microcar that quietly carried an ambitious spirit far larger than its compact body. Today, it survives as one of the rarest automotive curiosities from Geneva, a machine that reflects both the creativity and uncertainty of postwar independent car production.

The 1954 AGEA de Toledo Coupe. (Picture from: ClassicAndRecreationSportscar In Facebook)

The car was developed by Pierre de Toledo, the founder of Ateliers Genevois d'Études Automobiles, better known simply as AGEA. Based in Geneva, Switzerland, the company operated for only a brief period between 1954 and 1955, yet it managed to produce a vehicle unlike almost anything else on the road at the time. The AGEA de Toledo was designed as a compact two-seater coupe, balancing sporty styling with practical dimensions suited to narrow European streets. Despite its tiny footprint, the car carried a surprisingly modern appearance, especially for a low-volume independent project created outside the mainstream automotive industry.

The 1954 AGEA de Toledo Coupe. (Picture from: Coachbuild)

One of the most fascinating aspects of the 1954 AGEA de Toledo was its construction. Instead of relying on heavy traditional coachbuilding methods, the car used a fiberglass body mounted on a tubular frame, a forward-thinking solution during the early 1950s when fiberglass was still considered experimental in many automotive circles. Its sleek body lines, rounded proportions, and wire-spoke wheels gave the car a refined personality that blended elegance with lightweight efficiency. The Swiss Geneva license plate added another subtle reminder of its exclusive local origins. Inside, the cabin remained simple and driver-focused, reflecting the practical philosophy of small European sports cars from that era rather than luxury-oriented grand tourers.

The 1954 AGEA de Toledo Coupe. (Picture from: ClassicAndRecreationSportscar In Facebook)

Mechanically, the AGEA de Toledo combined components sourced from several manufacturers, showing how small companies often relied on creative engineering partnerships to survive. Power came from a 721 cc Crosley four-cylinder overhead-cam engine producing around 48 horsepower, a respectable figure considering the car’s compact size and lightweight structure. The transmission used a five-speed gearbox from the Lancia Ardea, while the suspension borrowed Fiat components, including a Fiat 500 front setup and a Fiat 1100 rear arrangement. This mix of parts may sound unconventional today, but during the 1950s it represented an inventive approach that allowed niche builders to create unique automobiles without the resources of major manufacturers.

The 1954 AGEA de Toledo Coupe. (Picture from: ClassicAndRecreationSportscar In Facebook)

What makes the 1954 AGEA de Toledo truly captivating now is not only its rarity, but also the story surrounding it. Only a very small number were produced, and many enthusiasts believe just a single fully realized example may still be known today. In a modern automotive world dominated by mass production and digital technology, the AGEA de Toledo feels deeply personal — a reminder of a time when individual visionaries could still shape an entire car by hand, blending imagination with available parts and sheer determination. Its obscurity is part of its charm, turning the little Swiss coupe into more than just a forgotten vehicle; it becomes a snapshot of a daring moment in automotive history when experimentation mattered more than commercial success. *** [EKA | FROM VARIOUS SOURCES | COACHBUILD | SWISS CAR REGISTER | CLASSIC AND RECREATION SPORTSCAR IN FACEBOOK ] 

Note: This blog can be accessed via your smart phone.

The odd and angular Mantis XP beast raced only once

Most Oddly Kind - The end of the 1960s in the perspective of the racing world was the heyday for the Ford GT40 in various world racing events. This tough racing car made by the American automotive giant Ford Motor Company is said to have triumphed over a number of tough rivals such as Ferrari, Porsche and others.

Marcos Mantis XP is a uniquely shaped car developed in the 1968 by a British automotive manufacturer named Marcos Engineering Ltd. (Picture from: Motor1)

So it is not surprising that Ford's race car, which was built by adopting future designs and combined nicely with this high-performance engine, then invites many parties to make like those Ford's race cars. One of them is a uniquely shaped car called the Marcos Mantis XP developed by a British automotive manufacturer named Marcos Engineering Ltd. in 1968.

The front and rear ends of the Marcos Mantis XP is open upward, giving it a look that this Mantis is shedding a layer of skin. (Picture from: FavCars)

At the time, the British car manufacturer is intended to fight for footing in the world's performance car market. Although at the end the manufacturer has never shown any of its own cars in the global high performance car market. Many said that the Mantis XP is designed by Dennis Adams who at the time worked for the car company.

Marcos Mantis XP's plexiglass cabin and engine compartment are its signature feature, a design trait that give the Mantis its futuristic appeal. (Picture from: Motor1)

The Marcos Mantis XP is truly one-of-a-kind, and its strange styling makes it one of the most visually striking automobiles we’ve seen today. So the car design was breathtaking for 1968, if not unconventional, and it remains so today. It could be seen of its plexiglass cabin and engine compartment are its signature feature, a design trait that give the Mantis its futuristic appeal.

Marcos Mantis XP is powered by a mid-mounted BRM-Repco V8 Formula 1 engine, whose cylinders rose into the clear-covered engine compartment in the rear of the vehicle. (Picture from: Motor1)

The vertical plexiglass doors swing upward and a small window slides forward for a bit of fresh air. The front and rear ends also open upward, giving it a look that this Mantis is shedding a layer of skin. The body design is at once angular and curvy, with a chopped rear end and curvy front fenders that give it an aggressive appearance. The Marcos Mantis XP fit this formula well, as its future-forward design and muscle-heavy heartbeat earned it a debut on the world championship racing circuit.

Marcos Mantis XP is truly one-of-a-kind, and its strange styling makes it one of the most visually striking automobiles we’ve seen today. (Picture from: Motor1)

The Marcos Mantis XP was powered by a mid-mounted BRM-Repco V8 Formula 1 engine, whose cylinders rose into the clear-covered engine compartment in the rear of the vehicle. This powertrain was enough to compete with the world’s top race cars, despite the electrical problems which stopped it at the Spa 1000km.😢

The 1968 Marcos Mantis XP looked quite out-of-place at its debut during the Spa 24 Hours race in Belgium. Flanked by the curvy Fords, Porsches and Ferraris of the late 60s, unfortunately this odd and angular beast is failed to participated the Spa race due to electrical problems, and has been warehoused since then until its recent resurrection by a careful restoration in California by the current owner, Ned Morris. *** [EKA [10082021] | FROM VARIOUS SOURCES || 24H-LEMANS  PORNOWHEELS | CLASSICDRIVER | MOTOR1 | DRIVETRIBE | SUPERCARS.NET | WIKIPEDIA ]

Note: This blog  can be accessed via your smart phone

Meet the Lamborghini 132 GT1: The Diablo You've Never Heard Of

Rare ONES - If you are a supercar enthusiast who grew up in the 1990s, you probably know almost all the Lamborghini Diablo variants. There are SV, VT, SE30 Jota, even GTR. But have you ever heard of the Lamborghini 132 GT1?

1998 Lamborghini 132 'Diablo' GT1. (Picture from: Motor.es)

At the end of the 1990s, high-end racing was the trend. This surge in interest was partly due to the sheer excitement it brought, and partly because it was theoretically possible to race at the top level with a legally street-car-based racing car. Many famous automotive brands tried their hand at it. Even Ferrari, usually focused on Formula One alone, made an attempt with their Ferrari F50 GT. Some succeeded spectacularly, like McLaren with their F1 GTR, which claimed overall victory at the 24 Hours of Le Mans.

Right side view of 1998 Lamborghini 132 'Diablo' GT1. (Picture from: Motor.es)

Seeing all this excitement, Lamborghini decided to join the fray. This was unusual because Lamborghini didn’t have a strong racing pedigree at the time. Despite this, Lamborghini embarked on an ambitious sports car racing program to compete with the Porsche 911 GT1, McLaren F1 GTR, and others.

Left side view of 1998 Lamborghini 132 'Diablo' GT1. (Picture from: Pinterest)

Lamborghini collaborated with a French company, Signes Advanced Technology (SAT), to design and build a racing car. Initially, everything went well. The collaboration succeeded in building a single road-going example to complement the racing car, and they managed to get homologation approval from the FIA, making it all legal.

Unfortunately, this project was suddenly canceled. However, by that time, two units of the Diablo racing cars had already been built. The reasons for the program's end are unclear, though we can make a few reasonable guesses. The cars were built in early 1998, but by September of that year, Audi had bought Lamborghini, and the program was brought to a halt.

Interior view of 1998 Lamborghini 132 'Diablo' GT1. (Picture from: LoveCars)

In the end, the race version of the Lamborghini 132 GT1 ended up competing a little bit in Japan. The road car, such as it is, actually still exists, and one look is enough to understand that it is a true classic Lamborghini beast.

Engine view of 1998 Lamborghini 132 'Diablo' GT1. (Picture from: LoveCars)

The car's exterior was typical of the 1990s design, with strong lines wrapped in carbon fiber, dramatically changing the look of Lamborghini's flagship car of the time. The interior was also very different from the standard version, equipped with a custom pedal box, open shifters, and all the buttons, compact switches, bucket seats, and roll cages you would expect from the best race car ever.

Rear three-quarter of 1998 Lamborghini 132 'Diablo' GT1. (Picture from: Motor.es)

The car's powertrain was a 6.0-liter V12 naturally aspirated engine capable of producing up to 655 horsepower. This meant that the car was not only recognized for its appearance and performance but also for its sound. The roar of this Yellow Devil was fierce and unmistakable.

Supercar enthusiasts are always on the lookout for unique and rare models, and the Lamborghini 132 GT1 is one of those hidden gems. While its racing career was short-lived, its legacy continues to captivate those who appreciate the blend of raw power and sleek design. For those curious about other unique Diablo variants, the Strosek offers another fascinating chapter in Lamborghini's storied history. *** [EKA [08112019] | FROM VARIOUS SOURCES | UPOST | LOVE CARS | FIA HISTORIC DATABASE | MOTOR.ES | AUTOYAHOO ]

Note: This blog can be accessed via your smart phone.

Paul Vallée's Rare French Scooter Legacy

Not Easy to Come By - Whether we realize it or not, in reality, that the presence of the scooter that begun in the early 20th century has given its own color and style to the automotive world. How not, a type of vehicle that initially only has a very simple construction, which is a board, two wheels, and a handlebar in such a way then can develop into a vehicle with various shapes (while maintaining its basic characteristics) and made by many manufacturers around the world. For example, look at how's unique the scooter below...

The 1954 Paul Vallée's SICRAF BO 54 175 cc 'Grand Luxe' scooter. (Picture from: CyberMotorcycle)

This unique scooter was made by a French company named SICRAF in 1954. The company founded by a Frenchmen named Paul Vallée in 1949. Paul Vallée was a wealthy industrialist with a complex and interesting personality. He could anticipate novel ideas before others, yet sometimes he did not carry them through in practical ways. Known, he ran a successful transport business, married into wealth, and opened a mechanical shop called SICRAF (Société Industrielle de Constructions et de Réparation des Automobiles Francaises). 

The 1949 Paul Vallée's SICRAF S 149 scooter. (Picture from: CyberMotorcycle)

Besides that, he founded and ran a successful Grand Prix team named the Écurie France, which fielded the magnificent Talbot-Lago T26 racing cars driven by legendary drivers like Louis Chiron. However, he regarded the Grand Prix team not as an end in itself, but as a way of promoting his other businesses, scooters included. That's proved shortly then he's left and abandoned his racing team and gets more seriously involved in his business.

The 1954 Paul Vallée's SICRAF BO 54 125 cc 'Grand Tourisme' scooter. (Picture from: Gramho)

The company produced commercial three-wheeled vehicles, light motorcycles, microcars, and two-stroke-engined scooters by using 125cc and 175cc engines from Aubier-Dunne and Ydral. And the company's early scooters have similarity styled with the early Lambretta, but there was apparently no contract related to the Italian company.

The 1954 Paul Vallée's SICRAF BO 54 125 cc 'Grand Tourisme' scooter. (Picture from: Gramho)

Sales brochure of Paul Vallée Triporteur.  
(Picture from:  PickClick.fr)

The company's first scooter was the P.Vallée S 149 appeared at the 1949 Paris Salon de l'Auto fitted with a 125cc Aubier-Dunne 3-speed engine and bore a resemblance to the first Lambretta 124M (A) scooter.

While the next version presented at the 1952 Salon de l'Auto had a 4-speed Ydral 125, and the following year the P.Vallée BO 54 model appeared in the 'Grand Tourisme' and 'Grand Luxe' versions with 125 or 175cc engines. Later the scooters were made in a different style with two-tone paint.

The company-made S 149 scooter then evolved into a three-wheeled utility vehicle and about 5,000 examples ever made at the time. At the 1952 Salon de l'Auto, besides shows off the S 149 scooter,  the company also showed off the Chantecler, a very cute microcar. Unfortunately, it did not enter production lines until 1956, and only around 200 units were ever produced.

The 1956 Paul Vallée Chantecler microcar. (Picture from: RMSothebys)

But his business journey did not go smoothly. The scooter's relative failure in the market was far from devastating loss to Monseigneur Vallée. He simply shrugged and moved on, buying into ownership of a large Rolls-Royce and Ferrari dealership. But who can avoid death? On April 3, 1957, Paul Vallée unexpectedly died. Left everything behind and once again sad-ending happened.😢

Kept spur your adrenaline on the power of the two-wheeled monster and stay alive with true safety riding. May God will forgive Your sins and so does the cops...... *** [EKA [24112019] | FROM VARIOUS SOURCES | CYBERMOTORCYCLE | GRAMHO | RM SOTHEBYS | GOOGLE SEARCH ]

Note: This blog  can be accessed via your smart phone