Racing Artistry - In a time when car design often feels shaped by algorithms and market forecasts, moments of genuine creative expression stand out. That spirit is exactly what DS Automobiles tapped into when it introduced the DS Taylor Made N°4, a concept car that blurs the line between motorsport passion, personal identity, and contemporary automotive design. Unveiled at the 2026 Brussels Motor Show, the project is less about spectacle and more about storytelling—how a modern performance brand translates racing DNA into something emotional, wearable, and unmistakably human.
The 2026 DS Taylor Made N°4 concept car was revealed at the Brussels Motor Show on January 9, 2026, and was crafted in collaboration with the brand’s Formula E driver, Taylor Barnard.(Picture from: AutoJournal.fr)
At its core, the Taylor made N°4is built onthe DS N°4, a key model in the brand’s lineup, but the transformation is immediately visible. The front grille integrates a bold “N°4” graphic as a central design element, flanked by pixel-inspired headlamps that give the car a distinctly digital, future-facing presence. Its stance is lower and wider than the standard model, enhancing both visual drama and aerodynamic intent. Subtle cues borrowed from racing simulators and video games shape its proportions, making the car feel as if it belongs as much in a virtual world as it does on the road.
The 2026 DS Taylor Made N°4 concept car features a bold “N°4” graphic integrated into the front grille, flanked by pixel-inspired headlamps that create a distinctly digital, forward-looking presence. (Picture from: Independent.co.uk)
The concept was developed by the DS Design Studio in close collaboration with Taylor Barnard, the young British driver who joined the DS PENSKE Formula E Team. Rather than serving as a mere ambassador, Barnard played an active creative role, sharing his preferences and influences with the brand’s Colours, Materials and Finishes specialists. His taste for dark, monochrome tones punctuated by sharp accents led to a layered palette dominated by greys, purples, and metallic textures. The result is a car that reflects its co-creator’s personality while remaining true to DS Automobiles’ design language.
The 2026 DS Taylor Made N°4 concept car uses material choice as a narrative device, with titanium symbolizing lightness and competition through four distinct expressions ranging from raw industrial textures to glossy, motion-enhancing surfaces. (Picture from: AutoJournal.fr)
Material choice becomes a narrative tool throughout the Taylor made N°4. Titanium, a symbol of lightness and competition, appears in four distinct interpretations, ranging from raw, industrial finishes to glossy, reflective surfaces that emphasize motion. One of the most striking elements replaces traditional carbon fiber with a crinkled, metal-like textile inspired by racing equipment, applied by hand in aerodynamic zones. This craftsmanship-driven approach reinforces the idea that performance is not only engineered, but also shaped by skilled human hands.
The 2026 DS Taylor Made N°4 concept car replaces traditional carbon fiber with a hand-applied, crinkled metal-like textile inspired by racing equipment in its aerodynamic zones.(Picture from: AutoJournal.fr)
Details further anchor the concept in Barnard’s racing world. Light gold accents—DS Performance’s signature color—appear on mirrors, wheel centers, and badges, while flashes of purple mark door openers and exterior identifiers. His racing number, 77, is discreetly woven into the lighting elements and body graphics, rewarding close inspection rather than demanding attention. Inside and out, the car feels cohesive, as if every surface and symbol has been deliberately placed rather than added for effect.
The 2026 DS Taylor Made N°4 concept car extends beyond its physical form by reinforcing DS Automobiles’ long-standing Formula E commitment, where racing success continues to shape road-going innovation. (Picture from: Independent.co.uk)
Beyond its physical form, the Taylor made N°4carries broader relevance. It reinforces DS Automobiles’ long-standing involvement in Formula E, a championship where the brand has secured multiple world titles and consistently used competition as a testing ground for road-going innovation. The concept also acts as a bridge to production models, echoing the design philosophy and electrified technology found in the DS N°4 Performance Line editions. | gIKgXU18Jvc |
Even its presence in a virtual driving experience on Roblox speaks to a modern understanding of how audiences connect with cars today—through screens, stories, and shared experiences. In that sense, the DS Taylor made N°4 is not just a concept car, but a snapshot of how performance, personalization, and culture intersect in the current automotive era. *** [EKA | FROM VARIOUS SOURCES | CARSTYLING.RU | NETCARSHOW | INDEPENDENT.CO.UK | AUTOJOURNAL.FR ]
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Hidden Ambition - Car history is often told through big names and mass-produced icons, yet some of the most fascinating stories come from machines built far from the global spotlight. In the late twentieth century, Brazil quietly became a laboratory for inventive, small-scale sports cars that blended ambition with practicality. One of the most intriguing results of that era was the L’Automobile Ventura, a car that still prompts the question many enthusiasts ask today: had you ever seen one before?
The L'Automobile Ventura was developed in São Paulo by L’Automobile Distribuidora de Veículos Ltda, a Brazilian grassroots manufacturer. (Picture from: Silodrome)
The Venturawas developed in São Paulo by L’Automobile Distribuidora de Veículos Ltda, a grassroots manufacturer founded in 1976 by Claudio Campuzzano and Guillermo Pardo. After finding early success witha fiberglass replica of the 1931 Alfa Romeo 8C 2300built on Volkswagen underpinnings, the team chose a very different direction for their next project. Instead of revisiting the past, they aimed to create a forward-looking sports car that felt modern for the late 1970s, while remaining affordable and relatively simple to build. The solution was to retain widely available Brazilian-made Volkswagen running gear and wrap it in a completely new fiberglass body.
The L’Automobile Ventura retained widely available Brazilian-made Volkswagen running gear, pairing it with an entirely new fiberglass body.(Picture from: Silodrome)
Visually, the L’Automobile Venturastood apart from the humble VW models it was based on. Its low-slung profile, clean lines, and contemporary proportions reflected mid-1970s design thinking rather than retro nostalgia. The fiberglass body, promoted by the company as a unibody-style construction, helped keep weight down and manufacturing costs manageable. Inside, the Venturawas surprisingly well equipped for a small Brazilian sports car of its time, offering roll-up windows, seating for two, a padded dashboard, full interior panels, carpeting, three-point seatbelts, and even practical touches like a rear-view mirror, windshield wipers, and a front trunk with usable storage space.
The L’Automobile Ventura offered a well-equipped cabin for its time, with roll-up windows, two seats, carpeting, a padded dash, and three-point seatbelts. (Picture from: Silodrome)
Buyers could tailor the car further with optional features that felt genuinely upscale in its segment. Electric windows, air conditioning, and an AM/FM cassette stereo system with multiple speakers were all available, along with a range of wheel and tire choices. This mix of everyday usability and sporty intent was central to the Ventura’s character. It was designed to feel more refined and contemporary than standard Volkswagens, without straying into exotic or unattainable territory.
The L’Automobile Ventura was offered in two primary versions: the SLE with a 1.6-liter air-cooled Volkswagen flat-four and the RS with a 1.6-liter liquid-cooled engine from the VW Passat TS. (Picture from: Silodrome)
The Venturaofficially debuted in 1978 and was offered in two primary versions. The SLEused a familiar 1.6-liter air-cooled Volkswagen flat-four, while the more performance-oriented RSadopted a liquid-cooled 1.6-liter engine sourced from the VW Passat TS. Production continued through the 1980s, and in 1984 the car received a facelift along with the introduction ofa convertible variant. Around the same time, a 1.8-liter air-cooled engine option appeared, eventually becoming standard by 1986. With around 84 horsepower, these later cars were claimed to reach up to 185 km/h, a figure that has since sparked debate among enthusiasts given the modest output and four-speed VW transaxle.
The L’Automobile Ventura was designed to feel more refined and contemporary than standard Volkswagens, without straying into exotic or unattainable territory. (Picture from: Silodrome)
Over its roughly ten-year production run, which came to an end in 1988, the L’Automobile Ventura consistently occupied a niche position within Brazil’s growing sports car scene. It was offered both as a fully assembled, factory-built vehicle and as a kit car, a flexible approach that appealed to hands-on enthusiasts who could complete the build themselves in a surprisingly short timeframe. While the majority of Venturas remained on Brazilian roads, a small number of kits were exported to markets such as Germany, Argentina, and the United States, where limited distribution and modest sales figures ultimately kept the model largely unknown outside its country of origin. | F4vZWJlePmo |
Today, the Ventura’srarity outside its home country only deepens its sense of intrigue and appeal among collectors and enthusiasts who value the unusual. It serves as a quiet reminder that meaningful automotive innovation does not always emerge from large, well-funded manufacturers, and that even in overlooked corners of the global car industry, bold ideas, creative engineering, and local ambition can still leave a lasting impression over time. *** [EKA | FROM VARIOUS SOURCES | SILODROME | UNDISCOVEREDCLASSICS | AUTOEVOLUTION ]
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Rotary Ascendancy - Motorsport history is often shaped by moments when engineering ambition meets perfect timing, and few stories illustrate that better than the rise of the Mazda RX-7 GTO. At the turn of the 1990s, endurance racing in North America was fiercely competitive, dominated by large-capacity turbocharged rivals and factory-backed programs. Mazda entered this arena not by following convention, but by refining its long-standing belief in rotary power and transforming it into a purpose-built GTO-class machine that would quietly redefine what was possible in IMSA competition.
The Mazda RX-7 GTO projected a controlled yet aggressive presence through its Lee Dykstra–styled carbon composite body over a steel spaceframe, achieving a wide, planted stance at a remarkably low 1,020 kilograms.(Picture from: ProjectMotorRacing)
Visually, the RX-7 GTOcarried a presence that balanced aggression with discipline. Its body, styled by Lee Dykstra, was formed from carbon composite panels laid over a steel spaceframe, giving the car a wide, planted stance while keeping weight remarkably low at around 1,020 kilograms. With a length just over 4.3 meters and a width exceeding two meters, the car looked compact yet muscular, designed to cut through air efficiently rather than rely on brute force. Inside, there was no room for excess—only the essentials of a pure racing cockpit: a focused driving position, exposed structure, and instrumentation built for endurance and precision rather than comfort.
The Mazda RX-7 GTO appeared compact yet muscular at just over 4.3 meters long and more than two meters wide, shaped for aerodynamic efficiency rather than brute force. (Picture from: HSRRace)
At the heart ofthe RX-7 GTOsat Mazda’s most ambitious rotary engine of the era, the 13J four-rotor unit mounted at the front. Producing approximately 600 horsepower at 8,500 rpm from just 2.6 liters of displacement, it delivered an extraordinary specific output and a weight-to-power ratio of under 2 kg per PS. Electronic fuel injection ensured sharp throttle response, while a Hewland five-speed manual transmission sent power to the rear wheels. Advanced suspension layouts with wishbones and inboard dampers allowed the chassis to fully exploit the engine’s high-revving character, resulting in a car that was both brutally fast and mechanically composed.
The Mazda RX-7 GTO was driven by Mazda’s most ambitious front-mounted 13J four-rotor engine, producing around 600 horsepower at 8,500 rpm from 2.6 liters with an exceptional sub-2 kg-per-PS power-to-weight ratio. (Picture from: MazdaMotorSport in Facebook)
The RX-7 GTO’scompetitive debut at the 1990 Daytona Sunbank 24 Hours immediately signaled Mazda’s intent. With Pete Halsmer—already a GTO champion—leading the effort, the car secured pole position against formidable rivals such asthe Mercury Cougar XR7 and Nissan 300ZX. Victory narrowly slipped away, but a second-place finish at Daytona set the tone for the season. Consistency followed across Miami, Sebring, and Long Beach, where the RX-7 repeatedly hovered just shy of the top step, proving that its performance was no fluke.
The Mazda RX-7 GTO used advanced wishbone suspension with inboard dampers to harness its high-revving engine, delivering both raw speed and mechanical stability. (Picture from: MazdaMotorSport in Facebook)
Persistence finally paid off at Topeka, Kansas, where the RX-7 GTOclaimed its first long-awaited win, quickly followed by another triumph at Mid-Ohio. Later in the season, at the San Antonio round, Halsmer fought through a hard-charging field from the front row to secure Mazda’s 100th IMSA victory—an achievement reached only 12 years after the brand’s first IMSA appearance at Daytona in 1979. By season’s end, the RX-7 GTOhad not only delivered six race wins and an IMSA GTO Championship, but also etched five track records that remarkably still stand today.
Looking back from a modern perspective, the Mazda RX-7 GTO remains more than a successful race car; it represents a high point of rotary-engine development and a bold engineering philosophy that dared to be different. Built in Japan in just two examples, it stands as the most successful model in IMSA history, not because it overwhelmed the field with size or budget, but because it blended innovation, balance, and relentless refinement. In an era now dominated by hybrid systems and strict regulations, the RX-7 GTO continues to resonate as a reminder that creative engineering, when executed with conviction, can leave a legacy that outlasts its time on the track. *** [EKA | FROM VARIOUS SOURCES | SUPERCARS.NET | PROJECTMOTORRACING | HSRRACE | MAZDAMOTORSPORT IN FACEBOOK ]
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Unfinished Legacy - In the long conversation between Italian design and open-top sports cars, some stories remain quietly tucked away, waiting for the right moment to be told. The Fiat 124 Spider is usually remembered as a cheerful classic of the 1960s, but behind its familiar silhouette lies a lesser-known chapter that feels surprisingly relevant today. That chapter is the Fiat 124 Spider Rondine, a car that reconnects past ambition with modern craftsmanship and finally reveals what its original designer had once imagined without compromise.
The Fiat 124 Spider Rondine, a car that reconnects past ambition with modern craftsmanship and finally reveals what its original designer had once imagined without compromise. (Picture from: ClassicMotorSports)
The mind behind this car was Tom Tjaarda, the Dutch-American stylist who led Pininfarina’s design studio during a golden era of automotive creativity. Known for shaping icons like the De Tomaso Pantera, Ferrari 330 GT 2+2, and even the Chevrolet Corvette Rondine concept, Tjaarda approached design with a strong sense of proportion and restrained drama. When he worked onthe Fiat 124 Spiderin the mid-1960s, many of his bolder ideas were softened for production realities. Decades later, near the end of his life, he finally had the chance to revisit those ideas through a deeply personal project, working side by side with Turin-based lawyer and longtime friend Filippo Disanto.
The Fiat 124 Spider Rondine shows its boldest departure at the front, with retractable eyelids concealing four headlights and a wide chrome grille inspired by Tjaarda’s earlier Corvette Rondine. (Picture from: Carrozzieri-Italiani)
The result was the 124 Spider Rondine, a true one-off built between 2009 and 2013 usinga U.S.-market Fiat 124 Spideras its foundation. Although its proportions remain instantly recognizable, nearly every visible surface was reimagined. The front end is the most striking departure, featuring retractable eyelids that conceal four headlights instead of two, paired with a wide chrome grille that echoes the spirit ofTjaarda’s earlier Corvette Rondine. New fenders, bespoke bumpers, and a forward-opening hood complete a face that feels both vintage and refreshingly unapologetic. At the rear, the signature “Rondine” tail treatment returns with inward-tapered forms and custom smoked taillights, a subtle nod to the designer’s lifelong visual language.
The Fiat 124 Spider Rondine replaces the original cabin with a refined interior in light beige leather, accented by dark brown inserts and three flowing stripes that extend across the seats and door panels. (Picture from: ClassicMotorSports)
Inside, the transformation is just as deliberate. The original Fiat cabin gives way to a refined yet expressive interior trimmed in light beige leather, contrasted by dark brown inserts and three distinctive stripes that flow from the footwells across the seats and door panels. Tjaarda’s philosophy of visible mechanics continues here, with no cover hiding the folded convertible top. Disanto personally built the dashboard, creating a layout to house chrome-bezel instruments sourced froma Fiat Dino, while relocating the ignition to the center of the car in the tradition of classic British sports cars. Even practical elements were reconsidered, including a larger stainless-steel fuel tank relocated to the trunk and a centrally placed fuel filler behind the passenger seat.
The Fiat 124 Spider Rondine carries its signature “Rondine” tail at the rear, defined by inward-tapered forms and custom smoked taillights that reflect Tjaarda’s enduring design language. (Picture from: ClassicMotorSports)
Beyond aesthetics, the Fiat 124 Spider Rondine was designed to be driven, not preserved behind ropes. Its original U.S.-spec engine was reworked with a Weber carburetor and supporting upgrades, significantly improving output and torque without altering the car’s approachable character. Paired with the standard five-speed manual transmission, the driving experience remains engaging and mechanical, enhanced by an ANSA exhaust that gives the four-cylinder engine a deeper, more confident voice. Narrow tires and unassisted steering keep the feedback honest, reinforcing Tjaarda’s belief that enjoyment comes from balance rather than excess. | _cnuyYTRPhg |
What makes this car especially meaningful today is not just its rarity, but its message. The Rondine is a reminder that design ideas can outlive corporate limitations and that passion-driven projects still have a place in a world dominated by digital processes and mass production. Built decades after the original Fiat 124 Spider debuted at the Turin Motor Show, this one-off stands as a living dialogue between eras, shaped by friendship, memory, and unfinished dreams. In motion, with the wind rushing past and the engine echoing off stone walls, the Rondine feels less like a reinterpretation and more like a conversation finally allowed to continue. *** [EKA | FROM VARIOUS SOURCES | CLASSICMOTORSPORTS | CARROZZIERI-ITALIANI ]
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Crossbred Elegance - In the modern era, when automotive design is increasingly shaped by software, regulations, and global platforms, it is easy to forget a time when cars were deeply personal creations—born from instinct, ambition, and cultural exchange. The Ghia 450 SS Spyder comes from that forgotten chapter. Conceived in the mid-1960s, it represents a rare meeting point between Italian artistry and American power, a roadster imagined not by a corporate boardroom but by designers and dreamers working across continents. Handbuilt in Italy and powered by Detroit muscle, the 1967 Ghia 450 SS Spyder stands as a fascinating symbol of transatlantic creativity.
The 1967 Ghia 450 SS Spyder was a bespoke automobile built on a custom frame, blending Italian coachbuilding traditions with dependable American engineering. (Picture from: Supercars.net)
The car took shape under the hand of Giorgetto Giugiaro during his tenure as head of design at Carrozzeria Ghia, a period when his influence was beginning to reshape automotive aesthetics worldwide. The 450 SS reflected his disciplined yet expressive approach: smooth, uninterrupted body sides, carefully resolved proportions, and a visual calm that conveyed confidence rather than aggression. Every steel body panel was formed by hand, with complex curves fitted into a cohesive whole. The functional hood scoop was not an add-on but an integrated feature, while the chrome bumpers flowed naturally into the surrounding bodywork. Borrani wire wheels added a subtle flash of elegance without disturbing the car’s restrained character.
The 1967 Ghia 450 SS Spyder emphasized open-air motoring, yet practicality was not ignored. In addition to the folding soft top, Ghia offered a removable steel hardtop, crafted with the same attention as the body itself. (Picture from: MyCarQuest)
As a Spyder, the car emphasized open-air motoring, yet practicality was not ignored. In addition to the folding soft top, Ghia offered a removable steel hardtop, crafted with the same attention as the body itself. When installed, it transformed the roadster into a refined closed GT, while the soft top folded neatly beneath it. This was not a separate hardtop variant but a factory option—rare, valuable, and very much in keeping with the car’s dual personality as both a stylish convertible and a long-distance grand tourer.
The
1967 Ghia 450 SS Spyder emphasized open-air motoring, yet practicality
was not ignored. In addition to the folding soft top, Ghia offered a
removable steel hardtop, crafted with the same attention as the body
itself.(Picture from: VeloceToday)
Inside, Giugiaro’s design language continued with clarity and purpose. A flat, wood-paneled dashboard carried a logical array of Italian gauges and minimalist switches, creating a cockpit that felt modern yet warm. Leather-upholstered bucket seats, vertically pleated and fully adjustable, provided comfort suited for extended journeys. Thick carpeting and generous sound insulation reinforced the car’s refined intentions. Although Chrysler’s TorqueFlite automatic transmission looked unmistakably American in such an Italian setting, it aligned with the car’s focus on ease and composure rather than raw sportiness.
The 1967 Ghia 450 SS Spyder features a clean, Giugiaro-designed interior with a flat wood-paneled dashboard, Italian gauges, minimalist switches, adjustable leather bucket seats, and rich insulation that emphasize refined long-distance comfort. (Picture from: VeloceToday)
Behind the scenes, the 450 SS was the product of an unusually complex collaboration. Carrozzeria Ghia, founded in 1918 and rebuilt after World War II, supplied the craftsmanship and creative environment. Chrysler contributed the mechanical core, including the high-output 273-cubic-inch V8 fromthe Plymouth Barracuda Formula S, producing around 235 horsepower. Hollywood producer Burt Sugarman provided the momentum, pushing the concept into limited production and arranging U.S. sales through his company, Ghia of America. The result was a bespoke automobile built on a custom frame, blending Italian coachbuilding traditions with dependable American engineering.
The 1967 Ghia 450 SS Spyder debuted publicly at the 1966 Turin International Auto Show and entered production shortly thereafter, continuing into 1967. (Picture from: MyCarQuest)
The Ghia 450 SS Spyderdebuted publicly at the 1966 Turin International Auto Show and entered production shortly thereafter, continuing into 1967. Output remained extremely limited, with just 52 examples completed. Its price—reaching as high as $13,000 with options—placed it well above most American cars of the era and close to established European exotics. Buyers were not purchasing speed alone; they were buying craftsmanship, exclusivity, and a distinctive identity that set the car apart from both Detroit muscle and traditional Italian sports cars. | JDfiDQnCGBg |
On the road, the 450 SSdelivered exactly what its appearance promised. It was not a lightweight, track-focused machine but a composed grand tourer built for smooth highways and sustained cruising. With a top speed near 125 mph, it was capable without being extreme, favoring stability and comfort over sharp reflexes. Today, the car’s relevance feels renewed. In a world that increasingly values authenticity, cross-cultural design, and limited-production artistry, the Ghia 450 SS Spyder endures as a reminder that some of the most compelling automobiles are born when elegance and power are allowed to coexist—without compromise. *** [EKA | FROM VARIOUS SOURCES | HEMMINGS | VELOCETODAY | SCHMITT | SUPERCARS.NET ]
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Rare Exception - Stories about great cars often begin with technology, speed, or design, but the most memorable ones usually start with people. The Ferrari 365 GTB/4 NART Spider sits exactly at that intersection, where ambition, craftsmanship, and timing collide. Born from a transatlantic collaboration and shaped by personalities as much as by metal, this open-top Daytonais not just a rare Ferrari variant—it is a narrative frozen in aluminum, leather, and legacy.
The Ferrari 365 GTB/4 NART Spider, an open-top Daytona is not just a rare Ferrari variant—it is a narrative frozen in aluminum, leather, and legacy. (Picture from: Carbuzz)
The idea came from Luigi Chinetti, Ferrari’s long-time importer to the United States and the founder of the North American Racing Team (NART). Chinetti was far more than a businessman; he was a seasoned racing driver with victories at Le Mans, Spa-Francorchamps, and the Carrera Panamericana. After the success of the earlier 275 GTB/4 NART Spider, he envisioned a similarly exclusive open version of the newer Ferrari 365 GTB/4 Daytona. To bring that vision to life in 1974, Chinetti turned to Giovanni Michelotti, one of Italy’s most versatile designers, whose resume ranged from Ferraris and Maseratis to Triumph and BMW. Michelotti was tasked with reimaginingthe Daytonaasa Spiderwithout diluting its aggressive character.
The Ferrari 365 GTB/4 NART Spider features with a striking orange leather interior, complemented with the original Daytona instruments. (Picture from: Carbuzz)
The resulting design was unmistakably bold. The 365 GTB/4 NART Spiderretained the sharp, angular proportions ofthe Daytona coupe, but introduced low-cut doors, a more open silhouette, and a removable roof solution. Early examples experimented with a targa-style top, while later cars featured a fully foldable fabric roof. The bodywork remained dramatic and purposeful, emphasizing length and width in a way that suited American tastes while staying true to Ferrari’s racing DNA. Beneath the skin, the familiar 4.4-liter V12 delivered around 360 horsepower, pushing the car from a standstill to 100 km/h in roughly six seconds—impressive numbers then and still respectable today, especially considering its grand touring nature.
The Ferrari 365 GTB/4 NART Spider powered by an 4.4-liter V12 delivered around 360 horsepower, pushing the car from a standstill to 100 km/h in roughly six seconds. (Picture from: Carbuzz)
One particularly well-documented example began life asa standard 365 GTB/4 coupebuilt for the American market in 1971. Originally finished in grey with a red interior, it was delivered through Chinetti before eventually returning to his possession. Rather than selling it on, he chose it as the basis for a personal project: a Spider conversion intended as a gift for his wife, Marion. Once transformed, the car featured a blue-toned exterior, a matching blue fabric roof, and a striking orange leather interior. While Michelotti reused the original Daytona instruments, he rearranged them into a newly designed dashboard and even created a bespoke hardtop painted in body color, adding another layer of exclusivity.
The Ferrari 365 GTB/4 NART Spider featured a blue-toned exterior, a matching blue fabric roof. (Picture from: Carbuzz)
The car’s life after conversion was as eventful as its creation. Completed in Italy and returned to Chinetti in Connecticut in 1977, it later traveled back to Europe, where Michelotti displayed it at the Turin Auto Show and exhibited it at the Le Mans Museum until the early 1980s. It also appeared at prestigious concours events, reinforcing its status as both a design object and a historical artifact. Following Marion Chinetti’s passing, Luigi Chinetti decided to part with the car, and it passed through several respected collectors over the decades. During long-term ownership in the United States, it received Ferrari Classiche certification, confirming its authenticity and historical integrity.
The Ferrari 365 GTB/4 NART Spider retained the sharp, angular proportions of the Daytona coupe, but introduced low-cut doors, a more open silhouette, and a removable roof solution. (Picture from: Carbuzz)
Today, the Ferrari 365 GTB/4 NART Spideroccupies a singular place in automotive history. It remains the only occasion when Ferrari formally allowed an external organization to reinterpret a Maranello road car, blending Italian engineering discipline with an American sense of scale, freedom, and ambition. More than an open-top Daytona, it reflects a period when individuality and personal trust still carried real weight, when a small group of people could shape a machine through vision rather than committee decisions. In an era now defined by carefully scripted limited editions, the NART Spider feels strikingly human—born from passion, confidence, and a willingness to challenge convention. | ui_eOEifAoQ |
Seen from that perspective, the car also helps explain why later references to NART Spiders evolved in more than one direction. The same mindset that allowed the 365 GTB/4to become a Spider outside Maranello encouraged bolder, less formal experiments based on earlier 365 GT platforms. Those cars, often referred to informally as Grintosa, leaned closer to raw performance and racing instinct than refined grand touring. They were not direct descendants, nor official counterparts, but they carried the same rebellious DNA. Together, they form a small but telling chapter in Ferrari history—one where creativity briefly outran structure, and where emotion left marks as lasting as engineering. *** [EKA | FROM VARIOUS SOURCES | CARBUZZ | SECRET-CLASSICS | DRIVE-MY ]
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Even its presence in a virtual driving experience on Roblox speaks to a modern understanding of how audiences connect with cars today—through screens, stories, and shared experiences. In that sense, the DS Taylor made N°4 is not just a concept car, but a snapshot of how performance, personalization, and culture intersect in the current automotive era. *** [EKA | FROM VARIOUS SOURCES | CARSTYLING.RU | NETCARSHOW | INDEPENDENT.CO.UK | AUTOJOURNAL.FR ]
