Sculpted Elegance - There is a certain appeal in revisiting cars from a time when performance and design were shaped more by creativity than by technology. Long before modern systems took over the driving experience, some vehicles stood out simply because they dared to be different. One of those examples emerged from Italy in the late 1950s, where a compact coupé evolved into something far more distinctive through collaboration and experimentation.
Between 1956 and 1963, Lancia developedthe Appiaas a refined small car, while also exploring sportier variations through partnerships with well-known coachbuilders. Pininfarina was assigned to create a coupé, and Vignale worked ona 2+2 Lussoanda convertible. At the same time, Zagato entered with a different vision, producing lightweight bodies such asthe GTZin 1957andthe GTin early 1958. These cars were built on chassis supplied by Lancia customers, which meant they were initially treated as special editions rather than official factory models.
The first Zagato-bodied versionappeared at the Turin Motor Show and immediately drew attention. Its two-tone blue finish and unusual raised sections on the roof, hood, and rear gave it a unique silhouette. These shapes earned it the nickname “Cammello,” or camel, reflecting its hump-like contours. Beyond aesthetics, the design followed Zagato’s aerodynamic philosophy, aiming to reduce drag while maintaining a lightweight structure.
A more defined identity took shape in 1957whenthe GTZwas presented at the Geneva Motor Show. Built on a shortened chassis fromthe Appia’s third series, it offered improved agility and sharper handling. This compact and lightweight configuration made it suitable for both road use and racing, helping establish a line of sporty berlinettas that remained active for nearly a decade.
Official recognition from Lancia only arrived toward the end of 1958, at the same timethe GTE (Gran Turismo Esportazione)andthe final Sport versionwere introduced. While the rear design ofthe Sport Zagatoclosely resembled that ofthe GTE, the GTZmaintained its own identity through its shorter chassis and more agile character. This moment marked its transition from a niche, customer-driven creation into a recognized part of the Appia lineup. | x_zWYZm-Ilg | JNG9T4iQVR4 |
What continues to make this car interesting today is not just its appearance, but the way it came to exist. It represents a period when manufacturers, designers, and even customers played active roles in shaping a vehicle’s final form. With its distinctive exterior, purposeful interior, and unconventional development path, it captures a spirit of innovation that still resonates, showing that true character often comes from bold ideas rather than conformity. *** [EKA | FROM VARIOUS SOURCES | CARROZZIERI-ITALIANI ]
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Forged Dream - For many car enthusiasts, passion often starts with admiration from afar. Dream cars feel untouchable, locked behind price tags and rarity. But for some, that distance becomes motivation rather than limitation. Instead of chasing ownership in the traditional sense, they choose a more personal route—building something that captures the essence of what they love.
A tribute to the classic Ferrari 250 GT Berlinetta, reimagined on a Pontiac Solstice by Bart Jones. (Picture from: Hagerty)
That mindset took root early in Bart Jones’ life. At just ten years old, he realized the classic grand tourer he admired would likely remain out of reach. Rather than letting go, he began quietly planning. Over the next 30 years, he studied design, worked as a boat builder, and developed deep knowledge of composite materials. Even his first attempt—a fiberglass sports car inspired by an iconic Italian model built ona Pontiac Fiero—became a learning experience after it failed during mold production. That setback pushed him toward creating something truly one-off.
A Pontiac Solstice chassis begins its transformation, wrapped in a precise wooden mock-up that defines the будущ silhouette of a handcrafted classic-inspired body. (Picture from: Hagerty)
When he finally began the project in 2018, Jones approached it with clarity. He chose a Pontiac Solstice chassis, mainly because its proportions closely matched the car he had envisioned for decades. The wheelbase, cabin position, and engine layout allowed him to recreate the right silhouette without extreme compromises. Finding a clean, stripped chassis by chance gave him the perfect starting point, and from there, the transformation moved quickly.
The interior blends vintage character with modern structure, featuring quilted leather, a wood-rim steering wheel, and a driver-focused manual setup. (Picture from: Hagerty)
The body was shaped by hand using fiberglass, refined through experience and persistence. The exterior echoed the flowing lines of a classic grand tourer, while the interior followed a more functional approach, adapting to the modern platform underneath. The biggest challenge came from something many builders avoid—windows. Jones insisted on fully functional, weather-tight side and rear glass, complete with roll-up mechanisms. It was a difficult and time-consuming process, but it elevated the car beyond a typical home build. | KzlZH-Z43SY |
After decades of planning, the actual build took only about 18 months to complete. What stands out is not just the result, but the discipline to finish it properly—something many ambitious projects never achieve. The car represents more than a replica; it’s a realization of patience, skill, and determination. And while this dream has taken shape in metal and fiberglass, it’s clear that for Jones, the journey of building is far from over. *** [EKA | FROM VARIOUS SOURCES | HAGERTY ]
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Quirky Resilience - The early 1960s marked a turning point for the American auto industry, when practicality began to challenge the long-standing obsession with size and flash. Families were starting to look for smaller, more efficient cars, and manufacturers scrambled to respond. In that shifting landscape, Dodge introduced something that felt both timely and strangely out of place—a compact car that didn’t quite follow the rules, yet tried to redefine them in its own way.
The 1962 Dodge Lancer 170 2-Door Sedan. (Picture from: Wikipedia)
This car emerged not from bold ambition alone, but from necessity. Under Dodge, the project was driven by a gap in the lineup. While Plymouth Valiant had already secured a strong foothold in the compact segment, Dodgedealers were left without a comparable offering. The solution was to build a new model on the same foundation but give it a distinct identity. It was a calculated move—less about innovation for its own sake and more about keeping pace in an increasingly competitive market.
The 1962 Dodge Lancer 770 2-Door Sedan. (Picture from: ConceptCarz)
The result was a car shaped by both creativity and compromise. Designed under Virgil Exner, its exterior broke away from the sharp, fin-heavy aesthetic of the late 1950s. Instead, it embraced rounded contours, a sloping rear, and a compact, almost inflated stance that many found unusual. It didn’t resemble the clean-cut silhouettes people were used to; rather, it stood as an experiment in form. Nearly every body panel was uniquely crafted, showing that even within constraints, there was room for originality.
The 1962 Dodge Lancer GT 2-Door Hardtop.(Picture from:Wikimedia)
Inside, however, the approach was far more grounded. The cabin prioritized function over flair, offering a layout that felt intuitive and uncluttered. By pushing the dashboard forward, designers subtly improved the sense of space, making the compact interior feel more open than expected. The instrumentation was straightforward but complete, and the inclusion of an alternator system hinted at forward-thinking engineering. It wasn’t luxurious, but it was practical in a way that aligned with the needs of its time.
Beneath the surface, the engineering told its own story. Equipped with Chrysler’s durable Slant-Six engine, the car prioritized reliability over outright excitement. Buyers could choose between two trim levels, the Lancer 170 as the basic option or the more upscale Lancer 770, both available with either a smaller 170-cubic-inch unit or a more capable 225-cubic-inch version—engines known for their longevity and efficiency. There were even attempts to introduce lightweight aluminum versions, though those proved difficult to perfect. In everyday use, what mattered most was that the engine simply worked—and kept working long after others might fail. | g6POzM-jPmI |
In hindsight, the 1961–1962 Dodge Lanceroccupies a curious place in automotive history. It wasn’t a commercial triumph, nor did it become a design icon. Sales struggled, and it was quickly replaced by the Dart just a year later. Yet its brief existence captures something more meaningful than success: it reflects an industry in transition, experimenting under pressure and adapting in real time. What once seemed awkward now feels distinctive, a reminder that even the most overlooked cars can carry stories worth rediscovering. *** [EKA | FROM VARIOUS SOURCES | AUTOEVOLUTION | CONCEPTCARZ | NEWS.CLASSICINDUSTRIES | WIKIPEDIA ]
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Silent Phantom - In a world where supercars are often shaped by long-established European giants, it’s easy to overlook the bold ideas emerging from less expected places. Yet, every so often, a project appears that challenges that pattern—blending ambition, identity, and engineering into something genuinely different. The Laraki Borac stands as one of those rare attempts, a Moroccan-born supercar concept that aimed to bridge continents through design and performance, even if it never reached the roads it was built for. | https://youtu.be/y_Wt9cVlngI?si=vxI3mvPz51opyjof |
The Laraki Borac stands as one of those rare attempts, a Moroccan-born supercar concept that aimed to bridge continents through design and performance, even if it never reached the roads it was built for. (Picture from: UltimateCarPage)
The Borac didn’t arrive out of nowhere. Laraki had already introduced the Fulgura, a mid-engined supercar that served as the brand’s first serious statement. Equipped with Mercedes-sourced engines ranging from a 5.4-liter V8 producing around 570 horsepower to a more ambitious V12 option reaching roughly 660 horsepower, the Fulgura proved that Laraki was not just experimenting—it was aiming high. Whenthe Boracfollowed, first as a design study in Paris in 2004 and later as a complete concept in Geneva, it marked a shift in philosophy. Instead of a raw mid-engined machine, Larakimoved toward a front-engined grand tourer, positioning the Boracas a more mature and refined flagship abovethe Fulgura.
The Laraki Borac presents a striking presence with its long hood leading into an aggressive front defined by slim headlights and large air intakes. (Picture from: ConceptCarz)
Visually, the Boraccarried a strong and unmistakable presence. Its long, stretched hood flowed into a sharp, aggressive front end defined by narrow headlights and large air intakes, creating a bold and almost dramatic expression. The sculpted bodywork, paired with a smooth, flowing roofline, gave the car a sense of motion even at rest. At the rear, wide fenders emphasized its muscular stance, complemented by modern LED taillights and an integrated diffuser. Measuring nearly 4.8 meters long, the Boracbalanced elegance and aggression, and while its interior details remained largely undisclosed, it was expected to mirror the exterior’s blend of luxury and performance intent.
The Laraki Borac features sculpted bodywork and a flowing roofline that suggest motion even at rest, while its wide rear fenders, LED taillights, and integrated diffuser emphasize a muscular stance. (Picture from: UltimateCarPage)
Under the surface, the Boracwas built to compete. Powered by a 6.0-liter Mercedes-derived V12 producing around 540 horsepower and 750 Nm of torque, it delivered performance figures that placed it firmly among serious supercars of its time. With a weight of about 1,500 kilograms, it could accelerate from 0 to 100 km/h in roughly 4.5 seconds and reach a top speed of 310 km/h. A 6-speed manual transmission sent power to the rear wheels, while its 20-inch wheels—fitted with 265/35 tires at the front and 290/35 at the rear—ensured stability and grip, reinforcing its grand touring capabilities. | 0IttfB7ZukI |
Despite its promise, the Laraki Borac never made the leap into production. The challenges of transforming an ambitious concept into a road-ready vehicle proved difficult to overcome. Years later, Laraki returned with the Epitomein 2013, a far more extreme hypercar that pushed the brand’s vision even further. Still, the Borac remains a crucial link in that journey—bridging the experimental energy of the Fulgura and the bold ambition of the Epitome, capturing a moment when a Moroccan manufacturer dared to stand alongside the world’s most established names. *** [EKA | FROM VARIOUS SOURCES | SPEEDHEADS.DE | ULTIMATECARPAGE | CONCEPTCARZ | CARSTYLING.RU ]
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Curious Recraft - In today’s car culture—where restorations often aim for factory-perfect authenticity—there’s a quieter corner of creativity that prefers to ask “what if?” instead of “what was.” That spirit of curiosity is exactly what gave birth to the Citroën Keski Coupé 2CV, a machine that feels less like a restoration and more like a personal experiment on wheels. It takes a familiar automotive icon and reshapes it into something that sparks confusion, intrigue, and admiration all at once.
The 1969 Citroën Keski Coupé 2CV stands out from the front with its subtly sporty stance, combining classic simplicity with an unexpectedly refined and aerodynamic design. (Picture from: LeParkingfr)
The story begins in the late 1960s with Erkki Keskinen, a Finnish builder who wasn’t interested in compromise. He envisioned a car tailored precisely to his lifestyle: compact enough for two people, yet practical enough to carry camping gear, tools, and luggage. It needed to be durable, economical, easy to maintain, and comfortable over long distances—but also visually appealing. Rather than searching endlessly for such a vehicle, he took a more radical route and built it himself, usingthe humble Citroën 2CVas his foundation.
The 1969 Citroën Keski Coupé 2CV presents a sleek side profile, where its lowered roofline and smooth curves transform the humble 2CV into a compact, coupe-like silhouette. (Picture from: Citroner@s de la Patagonia in Facebook)
Originally created by Citroën as a no-frills solution for everyday mobility, the 2CVwas never about style or performance. It was practical, lightweight, and engineered to handle rough rural roads with ease. The Keski Coupétransforms that philosophy into something far more expressive. Even its name—“Keski,” loosely translating to “what is this?”—captures the reaction it often provokes. It’s not an official model, nor a product of mass production, but rather a one-off reinterpretation that blurs the line between function and imagination.
The 1969 Citroën Keski Coupé 2CV reveals its handcrafted charm from the rear, blending a rounded body, minimalist interior, and practical luggage rack into a uniquely personal creation. (Picture from: Citroner@s de la Patagonia in Facebook)
Visually, the changes are impossible to ignore. The once upright and utilitarian shape ofthe 2CVis reworked into a lower, sleeker silhouette. The roofline is trimmed or reshaped, the windshield leans back at a sharper angle, and the rear flows into a subtle coupé-like slope. Some versions even feature broader wheel arches and adjusted proportions, giving the car a more assertive stance. Yet despite these alterations, its origins remain visible. It still looks like a 2CV—but with a twist—creating a fascinating contrast between its sportier exterior and its simple, almost unchanged interior. | eqf3ApXQFa4 | 6fpn1ZLYmTU |
Mechanically, the transformation is far less dramatic. Beneath its custom bodywork, the Keski Coupéretains the original air-cooled, two-cylinder engine, typically producing modest power figures. The driving experience remains true tothe 2CV’scharacter: soft suspension, noticeable body roll, and a pace that encourages patience rather than speed. This isn’t a car built to outperform its predecessor—it’s built to reinterpret it. Today, encountering one is rare, and owning one feels less like possessing a classic car and more like holding onto a bold idea. It stands as a reminder that sometimes, the most memorable creations aren’t the fastest or the most refined, but the ones that dare to be different. *** [EKA | FROM VARIOUS SOURCES | LEPARKING.FR | CITRONER@S DE LA PATAGONIA IN FACEBOOK ]
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Mythic Prototype - In the years just after World War II, the American auto industry was bursting with ambition. Engineers and entrepreneurs were eager to redefine what a modern car could be, blending bold design with forward-thinking technology. Among the many names that surfaced during this era, one stood out for both its brilliance and its controversy: the Tucker Corporation. While its flagship sedan made headlines for innovation, an even more mysterious creation—the Tucker 48 Convertible—continues to spark debate decades later.
The 1948 Tucker 48 Convertible is believed to have begun before the company’s closure and later continued with Lencki Engineering, requiring major structural reinforcements to support its open-top design.(Picture from: MotorAuthority)
The story begins with Preston Tucker, a visionary determined to challenge Detroit’s dominance. His company introducedthe Tucker 48 sedanin 1948, a car that felt years ahead of its time. It featured safety glass, a padded dashboard, a central swiveling headlight that turned with the steering wheel, and a rear-mounted flat-six engine originally adapted from a helicopter design. Even the doors extended into the roofline for easier entry, reflecting Tucker’s obsession with practicality. Despite this ingenuity, only a limited number of cars were completed before legal troubles and financial pressure forced the company to shut down.
The 1948 Tucker 48 Convertible features a long, sculpted profile with smooth curves, a distinctive side intake, and classic whitewall tires that highlight its elegant and unconventional design. (Picture from: MotorAuthority)
Amid that collapse, attention later turned to a single unfinished unit—chassis number 57—which would become the center of one of the most debated stories in automotive history. This particular car is widely claimed to be the foundation of a convertible prototype, allegedly part of a secret project.Unlike the sedan, however, no official factory documentation confirms that such a convertible was ever planned or approved by Tucker Corporation.
The 1948 Tucker 48 Convertible showcases a sleek, flowing rear design with smooth curves, chrome accents, and a refined open-top elegance that reflects its rare and distinctive character. (Picture from: Jalopnik)
According to various accounts, work on this unique vehicle may have started before the company shut down and later continued outside the factory with the involvement of Lencki Engineering, the same firm that assisted in developing Tucker’s early prototypes. Converting the sedan into an open-top design required significant structural reinforcement, including stronger steel framing to maintain rigidity after the roof was removed. Over time, the unfinished car passed through multiple hands, each contributing to its gradual completion, blending original Tucker components with reconstructed elements.
A recent picture of the mysterious Tucker as it appeared whenpurchased by Benchmark Classics. (Picture from: OldCarsWeekly)
The car’s reappearance ignited intense debate among enthusiasts and historians. Some view it as a genuine piece of lost history, tied directly to Tucker’s unfinished ambitions. Others remain skeptical, pointing to the absence of factory records and inconsistencies in its construction. Even organizations dedicated to preserving Tucker’s legacy have stated that there is insufficient evidence to confirm the convertible as an official design. Despite supporting documents and testimonies, the car’s origins remain open to interpretation. | y_Wt9cVlngI | 8ZVyhkR6xPg |
Still, the Tucker 48 Convertibleoccupies a distinctive place in automotive culture. Whether viewed as a genuine relic or a thoughtful reconstruction of an unrealized vision, it continues to draw attention as a one-of-a-kind creation tied to chassis #57. Its significance goes beyond rarity—it represents possibility, a lingering idea that never fully materialized yet refuses to disappear, leaving each generation to interpret its meaning in their own way. And perhaps, it also sparks curiosity about other hidden chapters ofthe Tucker Torpedostory waiting to be uncovered. *** [EKA | FROM VARIOUS SOURCES | MOTORAUTHORITY | HEMMINGS | OLDSCARSWEEKLY | JALOPNIK ]
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Between 1956 and 1963, Lancia developed the Appia as a refined small car, while also exploring sportier variations through partnerships with well-known coachbuilders. Pininfarina was assigned to create a coupé, and Vignale worked on a 2+2 Lusso and a convertible. At the same time, Zagato entered with a different vision, producing lightweight bodies such as the GTZ in 1957 and the GT in early 1958. These cars were built on chassis supplied by Lancia customers, which meant they were initially treated as special editions rather than official factory models. 
What continues to make this car interesting today is not just its appearance, but the way it came to exist. It represents a period when manufacturers, designers, and even customers played active roles in shaping a vehicle’s final form. With its distinctive exterior, purposeful interior, and unconventional development path, it captures a spirit of innovation that still resonates, showing that true character often comes from bold ideas rather than conformity. *** [EKA | FROM VARIOUS SOURCES | CARROZZIERI-ITALIANI ]
