Urban Nomad - In the early 1990s, when the automotive world was cautiously stepping into a new decade shaped by fresh design philosophies and shifting lifestyles, some creators chose not to follow the obvious path. Instead of refining what already worked, they reimagined it from the ground up. That spirit of bold reinterpretation gave birth to the Fiat Cinquecento Rush—a concept that dared to turn a familiar Italian city car into something playful, radical, and emotionally charged.
The Fiat Cinquecento Rush emerged in the spring of 1992 during a highly creative period at Carrozzeria Bertone and made its public debut at the Turin Motor Show as far more than a simple styling experiment. (Picture from: SmallCarClub)
The story begins in the spring of 1992, during one of the most inspired creative phases at Carrozzeria Bertone. Unveiled to the public at the Turin Motor Show, the Rush was far more than a styling experiment. It was a deliberate transformation of the standard Cinquecento platform, retaining its mechanical essence while dramatically altering its personality. Bertone’s designers didn’t erase the car’s roots; they amplified them, reshaping the humble urban hatchback into a compact machine that looked ready to break free from city streets.
The Fiat Cinquecento Rush featured a simple two-seat interior that emphasized mechanical purity and a sense of freedom, prioritizing driving sensation and escapism over luxury or refinement. (Picture from: SmallCarClub)
Visually, the Cinquecento Rush was stripped down to its core. Its proportions were exaggerated, and its large, exposed wheels dominated the silhouette, giving the small car an almost toy-like intensity. The influence of 1960s dune buggies—particularly icons likethe Chrysler Shake—could be clearly felt, along with the raw, enthusiastic character of radio-controlled cars. The result was a design that radiated movement even at a standstill. The body appeared lightweight and skeletal, with minimal panels and a structure that celebrated openness rather than enclosure.
The Fiat Cinquecento Rush drew inspiration from 1960s dune buggies like the Chrysler Shake and the energetic spirit of radio-controlled cars, resulting in a lightweight, skeletal design that radiated motion even at a standstill. (Picture from: SmallCarClub)
Inside, the two-seat configuration reinforced its sense of freedom. The interior avoided unnecessary complexity, aligning with the car’s mechanical simplicity. This was not about luxury or refinement; it was about sensation and escapism. With its open layout and sparse components, the Rushfelt imagined for sandy coastlines or rugged paths rather than crowded urban avenues. The focus was on the act of driving itself—wind, terrain, and spontaneity—rather than comfort or practicality.
The
Fiat Cinquecento Rush proportions were exaggerated, and its large,
exposed wheels dominated the silhouette, giving the small car an almost
toy-like intensity.(Picture from: SmallCarClub)
Yet despite its carefree appearance, the project was grounded in serious design thinking. Developed by Bertone’s Style Centre in Caprie, the Cinquecento Rushfunctioned as a credible industrial study. It demonstrated how an established and culturally significant model like the Cinquecento—long associated with accessible Italian mobility—could be reinterpreted without losing its identity. By maintaining the original mechanical spirit while transforming the visual and emotional language, Bertone showcased its ability to merge heritage with experimentation. | XZ9W3fb9MVc |
Today, the Fiat Cinquecento Rushremains a vivid reminder of a time when concept cars were bold statements rather than calculated previews of production models. It captured the optimism and creative confidence of early-1990s Italian design, celebrating an automotive icon while proposing a more adventurous future. Even decades later, its daring proportions and playful minimalism still resonate, proving that reimagining the familiar can sometimes be the most powerful design move of all. *** [EKA | FROM VARIOUS SOURCES | SMALLCARCLUB ]
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Leadcrafted Legacy - The story of American custom cars often begins with imagination rather than factory blueprints. In the 1950s, car culture in the United States became a canvas where builders reshaped ordinary production vehicles into rolling works of art. Chrome, bold paint, and dramatic bodywork transformed everyday cars into showpieces that captured the optimism of the era. Among the many creations that emerged from this golden age of customization, one machine stands apart for both its ambition and its backstory: the 1957 Chevrolet 210 Custom known as the El Capitola, a remarkable custom built by Sam Barris.
The 1957 Chevrolet 210 'El Capitola' Custom, a remarkable custom built by Sam Barris and become the last full custom project he completed before moving on to an entirely different career in public service. (Picture from: Hagerty)
Originallya standard 1957 Chevrolet 210owned by Don Fletcher, the car soon found its way into the hands of Sam Barris, one of the influential figures behind Barris Kustoms. At the time, Barris was stepping away from the busy custom scene in Los Angeles and settling into a quieter life in northern California, operating from a small home workshop in Carmichael near Sacramento. Although he was gradually leaving the industry, Fletcher’s Chevroletbecame a final opportunity for Barris to apply everything he had learned over years of shaping custom cars. The result would become the last full custom project he completed before moving on to an entirely different career in public service.
The 1957 Chevrolet 210 “El Capitola” Custom featured a dramatically reshaped roof chopped three inches in front and five in the rear, with the B-pillar, badges, emblems, and door handles removed for a sleek hardtop silhouette. (Picture from: Hagerty)
What emerged from Barris’ workshop barely resembled the original Chevrolet that rolled in. The roofline was dramatically reshaped, chopped three inches in the front and five inches in the rear, giving the car a lower, more aggressive silhouette. The B-pillar was removed to create a sleek hardtop profile, while badges, emblems, and even door handles disappeared to smooth the body’s lines. Barris blended parts from several other American cars into the design, incorporating elements from DeSoto, Lincoln, Pontiac, Oldsmobile, and Studebaker. Custom-built details such as unique taillights and sculpted fender skirts further separated the car from its origins. The raised magenta body panels contrasted against the rest of the sheet metal, and in an era before modern fillers, the shaping process relied heavily on traditional lead work—reportedly totaling around 630 pounds.
The 1957 Chevrolet 210 “El Capitola” Custom featured a futuristic interior by renowned upholsterer Eddie Martinez, combining rolled Naugahyde faux leather and gold frieze fabric for a dramatic cabin texture. (Picture from: Hagerty)
Inside, the car carried the same spirit of experimentation and flair. Renowned upholsterer Eddie Martinez crafted an interior that felt almost futuristic for its time. Rolled Naugahyde faux leather combined with gold frieze fabric created a dramatic visual texture across the cabin. The dashboard was chromed for extra sparkle, and the conventional bench seating was replaced with four individual swiveling bucket seats. Perhaps the most surprising detail was a color-matched television mounted in the rear—an almost science-fiction feature in the late 1950s that hinted at the era’s fascination with new technology and luxury.
The 1957 Chevrolet 210 “El Capitola” Custom was powered by its original 265 V8 engine, delivering period-correct performance that matched the car’s bold custom identity. (Picture from: Hagerty)
Completing the car took roughly two years, and once finished it quickly gained attention in enthusiast magazines such as Car Craft and Customs Illustrated. Don Fletcher eventually sold the car in 1961, after which it passed through several owners over the decades. In 2019, collector Tim McMann became its caretaker with a clear philosophy: restore classic customs as closely as possible to the way they were first built. Some modifications added in later years were removed during the process. For instance, the small-block 350 engine that had been installed at some point was replaced with the car’s original 265 V8, which had fortunately survived in storage. | eqRBu9S5K0E |
That careful dedication to authenticity helped return the car to the form envisioned by Sam Barris decades earlier. Today, the El Capitolais remembered not just as an extravagant show car but as a snapshot of custom culture at its most creative. It represents the moment when a skilled builder decided to pour every trick, idea, and artistic impulse into one final project—turning a humble 1957 Chevrolet into a machine that still captures the imagination of enthusiasts many decades later. *** [EKA | FROM VARIOUS SOURCES | KUSTOMRAMA | HAGERTY | CLASSICAL DEPOT IN FACEBOOK | LINA IN FACEBOOK ]
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Crossbred Precision - In the vast landscape of European performance cars, attention often gravitates toward Italy, Germany, or the United Kingdom. Yet every so often, a smaller nation quietly produces something that challenges expectations. That is precisely the story behind the ISIS AM01, a Dutch sportscar that blends European craftsmanship with Japanese engineering muscle. At first glance, it may seem like another obscure boutique project, but a closer look reveals a bold attempt to carve out space in a fiercely competitive supercar arena.
The ISIS AM01 was developed by the Dutch manufacturer ISIS Cars, led by Anton van Nunen and Max Alting Siberg, and unveiled at the 2011 Auto RAI exhibition in Amsterdam. (Picture from: AutoGespot.nl)
The AM01 was developed by the Dutch manufacturer ISIS Cars, led by Anton van Nunen and Max Alting Siberg. For many enthusiasts, the brand name barely rings a bell, and that anonymity makes the project even more intriguing. Publicly unveiled at the 2011 Auto RAI exhibition in Amsterdam, the AM01 was not built entirely from scratch. Instead, it evolved from the platform of the Saker GT, a lightweight sports car produced by the small Dutch company Saker. Rather than hiding this lineage, ISIS Cars embraced it, refining and reshaping the foundation to create a more assertive and distinctive machine.
The ISIS AM01 features a front fascia that blends exotic-inspired styling, with rounded headlights reminiscent of the Pagani Zonda and a wide grille similar to the Spyker C8. (Picture from: CarBuzz)
Visually, the AM01 carries an aggressive presence that immediately signals its ambitions. The front fascia combines cues reminiscent of established exotics, with rounded headlights that evoke the spirit ofthe Pagani Zondaand a wide grille layout similar in character tothe Spyker C8. From the side, pronounced air intakes and sharp, rigid body lines reinforce its muscular stance. The rear design, however, is more conservative; its squared-off form and absence of a spoiler give it a slightly retro impression compared to more contemporary hypercars.
The ISIS AM01, when viewed from the side, showcases pronounced air intakes and sharp, rigid body lines that emphasize its muscular stance and purposeful sports car character. (Picture from: AutoGespot.nl)
Beneath the styling lies a lightweight composite body shell, helping the AM01maintain a remarkably low weight of just 850 kilograms—an impressive figure that plays a crucial role in its dynamic performance. Powering the car is a 2.0-liter turbocharged boxer engine sourced fromthe Subaru Impreza WRX STI. This four-cylinder unit produces 275 horsepower and up to 350 Nm of torque, delivered to the wheels through a five-speed manual gearbox.
The ISIS AM01 features a more conservative rear design, where its squared-off shape and the absence of a spoiler create a slightly retro impression when compared with more contemporary hypercars. (Picture from: AutoGespot.nl)
In an era increasingly dominated by dual-clutch automatics and electronic driving aids, the AM01’smechanical simplicity feels refreshingly analog. ISIS Cars claimed a 0–100 km/h sprint of just 4.2 seconds and a top speed of 260 km/h—figures that place it firmly within serious sports car territory. The combination of a lightweight chassis and a proven Japanese performance engine created a compelling formula focused on raw driving engagement rather than technological excess. Priced at €120,000 at launch, the AM01 positioned itself in a challenging segment, competing with more established names and broader dealer networks. | J2krLxgTGlc |
Still, its existence speaks to the enduring spirit of independent automotive creators who dare to build something different. Today, when the industry is rapidly shifting toward electrification and digital integration, the ISIS AM01 stands as a reminder of a time when lightweight construction, manual gearboxes, and cross-continental engineering collaborations defined the thrill of driving. It may not be a household name, but it embodies the courage and creativity of small manufacturers determined to leave their own mark on the performance car world. *** [EKA | FROM VARIOUS SOURCES | CARBUZZ | PISTONHEADS | OTOMOTIFNET.GRIDOTO | AUTOGESPOT.NL ]
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Featherweight Racer - In the years immediately following World War II, Italy’s automotive landscape was driven as much by creativity as by necessity. Materials were scarce, budgets were tight, and yet the passion for racing never faded. Small workshops and ambitious engineers began transforming humble road cars into lightweight competition machines, often crafted almost entirely by hand. Out of this inventive environment emerged the Zanussi Fontebasso Sport, a rare Italian barchetta built in 1948 that perfectly captures the spirit of postwar ingenuity and grassroots motorsport.
The 1948 Zanussi Fontebasso Sport, a rare Italian barchetta built in 1948 that perfectly captures the spirit of postwar ingenuity and grassroots motorsport. (Picture from: Carrozzieri-Italiani)
The project was developed through the collaboration between engineer Fioravante Zanussi and racing driver Antonio Fontebasso, combining technical ambition with a driver’s practical understanding of competition needs. Th, ir approach followed a common Italian tradition of the era: start with a simple mechanical base and transform it into something far more specialized. In this case, the foundation came from the compact Fiat 500B Topolino chassis, which was reinforced and adapted to handle stronger performance components. The car’s distinctive aluminum bodywork was crafted by Carrozzeria Vendrame in Mareno di Piave, a coachbuilder known for shaping lightweight competition bodies for small displacement sports cars.
The 1948 Zanussi Fontebasso Sport was built on a reinforced Fiat 500B Topolino chassis and featured distinctive aluminum bodywork crafted by Carrozzeria Vendrame in Mareno di Piave. (Picture from: Carrozzieri-Italiani)
Mechanically, the Zanussi Fontebasso Sportbegan life with a modified engine prepared by Siata, based on the Topolino’s tiny 569 cc inline-four. Equipped with an aluminum performance cylinder head and twin carburetors, the engine produced an estimated 30 to 35 horsepower—an impressive figure for such a small displacement at the time. Later, the car received a more powerful upgrade: a 750 cc engine sourced fromthe Lancia Ardea. This unit delivered around 50 horsepower at 5,000 rpm, sending power to the rear wheels through a four-speed manual gearbox. The suspension combined independent front transverse leaf springs with a rear live axle supported by semi-elliptic springs, while drum brakes were installed on all four wheels to manage the car’s modest but lively performance.
The 1948 Zanussi Fontebasso Sport features a minimalist racing cockpit with a large three-spoke steering wheel, simple round gauges, and brown leather bucket seats focused purely on driving performance. (Picture from: Carrozzieri-Italiani)
Visually, the car embraced the minimalist philosophy typical of postwar Italian sports racers. Its hand-formed aluminum panels were mounted over a tubular structure, resulting in a remarkably low weight of roughly 480 kilograms. The design featured open cycle fenders, a sharply cut-down windscreen, and an exposed external fuel filler, all leading toward a slender, tapering rear end that defined the classic barchetta silhouette. The emphasis on a low frontal area and reduced mechanical resistance reflected the racing priorities of the period—simplicity, lightness, and efficiency often mattered more than raw horsepower.
The 1948 Zanussi Fontebasso Sport embraced the minimalist philosophy of postwar Italian sports racers, featuring hand-formed aluminum panels over a tubular structure and weighing just around 480 kilograms. (Picture from: Carrozzieri-Italiani)
Only three examples ofthe Zanussi Fontebasso Sportwere ever constructed, making it one of the rarer small-capacity Italian racing cars of its era. Just a single car is known to survive today, identified by chassis number 5500748. Originally owned and raced by Antonio Fontebasso alongside co-driver Diego Zanotto, it competed in the 1949 and 1950 editions of the Coppa d’Oro delle Dolomiti, a demanding mountain road race in northern Italy. | JW2iWQrNbgc |
Decades later, the same car was certified for participation in historic editions of the Mille Miglia, supported by documentation from FIA and ASI archives. As one of the few surviving examples of early postwar 750 cc racing craftsmanship, the Zanussi Fontebasso Sport remains a vivid reminder of a time when determination, ingenuity, and hand-built engineering defined the soul of Italian motorsport. *** [EKA | FROM VARIOUS SOURCES | CARROZZIERI-ITALIANI ]
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Digital Manifesto - The automotive world is no stranger to bold experiments, but in recent years the most daring ideas have emerged not only from racetracks and design studios, but also from digital arenas. As technology companies continue to blur the line between hardware, software, and mobility, cars are becoming extensions of connected ecosystems. It is within this evolving landscape that the Xiaomi Vision Gran Turismo steps forward—a machine born not for highways, but for high-speed circuits inside a game console, yet carrying ambitions that stretch far beyond the screen.
The Xiaomi Vision Gran Turismo, developed under chief designer Li Tianyuan, follows a “less is more” philosophy where every contour is shaped for aerodynamic purpose rather than mere visual drama. (Picture from: GTPLanet)
Unveiled at MWC Barcelona, held from March 2–5, 2026 in Barcelona, the Vision GT marked another milestone in Xiaomi’s rapid expansion into the automotive sphere. Developed under the creative direction of chief designer Li Tianyuan, the two-door concept embraces a “less is more” philosophy. Every contour and surface was sculpted with aerodynamic intent, not merely visual drama. Its wide, low stance and carbon fiber rear spoiler emphasize stability and speed, while the clean bodywork reflects a design language that favors function-driven minimalism over ornamentation.
The Xiaomi Vision Gran Turismo projects modern supercar confidence with a bold front splitter and sharp T-shaped headlights that create a focused, predatory front profile. (Picture from: GTPLanet)
Visually, the car speaks the language of modern supercars with unmistakable confidence. A pronounced front splitter dominates the fascia, paired with sharp T-shaped headlights that give the nose a focused, almost predatory expression. Scissor doors add theatrical flair, opening upward to reveal an interior that feels closer to a futuristic cockpit than a traditional cabin. Open wheel arches highlight performance intent, and Xiaomi’s signature C-shaped taillights anchor the rear. Interestingly, those halo-like rear lights double as cooling ducts, demonstrating how even decorative elements serve a technical role in the overall aerodynamic strategy.
The Xiaomi Vision Gran Turismo departs from conventional layouts with a butterfly-inspired steering wheel that frames a panoramic display stretching across the dashboard. (Picture from: GTPLanet)
Inside, the Vision GT abandons conventional automotive layouts. The steering wheel takes on a butterfly-inspired form, framing a panoramic display that stretches across the dashboard. Xiaomi refers to the seating concept as a “cocoon-shaped sofa,” designed to envelop occupants in a lounge-like atmosphere rather than a rigid racing bucket. The digital experience is just as immersive: a feature called Xiaomi Pulse adjusts ambient lighting and sound profiles according to the driver’s mood, seamlessly integrating with the brand’s broader smart ecosystem. It feels less like stepping into a car and more like entering a responsive digital environment tailored to the individual.
The Xiaomi Vision Gran Turismo features halo-like rear lights that also function as cooling ducts, showing how even decorative elements contribute to its aerodynamic strategy. (Picture from: GTPLanet)
The Vision GT’s technical specifications reinforce that this is no superficial styling exercise. It boasts a drag coefficient of 0.29, downforce measured at -1.2, and an aerodynamic efficiency ratio of 4.1. Advanced features such as an Active Wake Control System and specially designed “Accretion Rims” manage airflow around the body to optimize stability and cooling.
The Xiaomi Vision Gran Turismo features halo-like rear lights that also function as cooling ducts, showing how even decorative elements contribute to its aerodynamic strategy. (Picture from: GTPLanet)
The project was realized through the Vision Gran Turismo program in collaboration with Sony Interactive Entertainment, bringing the car exclusively into Gran Turismo 7. The program’s creator, Kazunori Yamauchi, even describedthe Vision GTas a model for the modern era, placing it in the same conceptual league as legendary marques like Ferrari and Porsche. Prior to this, Xiaomi had already signaled its digital ambitions when founder Lei Jun confirmed in June 2025 thatthe SU7 Ultra would join the game—the first Chinese production car to appear in the iconic racing franchise. | DlmeEk4wQEw |
Yet perhaps the most fascinating aspect of the Xiaomi Vision GT is that it will never occupy a physical showroom or private garage. It exists entirely in the virtual world, accessible only through a PlayStation console. Still, its purpose extends beyond entertainment. The aerodynamic experiments, software integration, and user-interface concepts explored in this digital supercar hint at possible directions for Xiaomi’s real-world electric vehicles. In an era where boundaries between reality and simulation are increasingly fluid, the Vision GT stands as a bold declaration: the future of automotive innovation may very well be prototyped in pixels before it ever touches asphalt. *** [EKA | FROM VARIOUS SOURCES | GTPLANET | THEVERGE | ARENAEV | TIMESINDONESIA | JAGATREVIEW ]
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Racing Relic - In the golden decades of motorsport innovation, many remarkable cars emerged not from massive manufacturers but from determined engineers and small workshops driven by passion. These projects often blended experimentation, creativity, and a willingness to challenge conventional thinking. Among the fascinating creations from that era is the Lenham-Hurst GT, a rare sports racing machine that reflects the ambitious spirit of independent British engineering in the late 1960s.
The 1968 Lenham-Hurst GT, a rare sports racing machine that reflects the ambitious spirit of independent British engineering in the late 1960s. (Picture from: en.Springbook.de)
The story begins with Julian Kingsford-Booty, founder of the Lenham Motor Company in 1962. Initially, the company gained recognition for producing fiberglass body kits designed to transform the modest Austin-Healey Sprite into a more aerodynamic fastback known as the Lenham Sprite. These conversions demonstrated Kingsford-Booty’s fascination with lightweight materials and streamlined shapes—concepts that would later influence more ambitious racing designs.
The Lenham-Hurst GT, built in 1968, featured a lightweight space-frame chassis with a central aluminium tub and fiberglass bodywork, appearing either as a gullwing-door coupe or an open sports racer. (Picture from: en.Springbook.de)
A major turning point came in 1969 when Kingsford-Booty partnered with racing enthusiast Roger Hurst to establish Lenham-Hurst Racing. Their aim was to develop a new generation of sports racing cars using advanced design thinking of the time. The resulting machines, including the P69 and P70 racers, were built on lightweight space-frame chassis with a central aluminium tub and fiberglass bodywork. Some versions featured distinctive gullwing doors on the coupe models, while others were configured as open sports racers. Power typically came from mid-mounted four-cylinder engines supplied by Ford, Lotus, or Cosworth, providing strong performance while keeping weight to a minimum.
The Lenham-Hurst GT, built in 1968 by Roger Hurst and initially known as the Hurst GT, was designed primarily for racing despite company literature suggesting possible road use.(Picture from: Fahrzeuge.rezbach.de)
Within this experimental environment emerged the car known as the Lenham-Hurst GT, originally built in 1968 by Hurst and initially referred to asthe Hurst GT. Although company literature occasionally suggested the possibility of road use, the car’s design clearly reflected its racing ambitions. Its bodywork was shaped for aerodynamic efficiency, while the chassis emphasized rigidity and balance. Inside, the cockpit was sparse and functional, prioritizing driver focus rather than comfort, which was typical of competition-focused sports prototypes of the period.
The 1968 Lenham-Hurst GT bodywork was shaped for aerodynamic efficiency, while the chassis emphasized rigidity and balance. (Picture from: en.Springbook.de)
The car quickly proved its competitive potential. In 1969, Roger Hurst partnered with Ray Calcutt and successfully won the STP Motorsport Championship withthe GT. When racing regulations later allowed open-top cars, the vehicle was converted intoa Spider configurationby the end of that season. For the 1970 campaign, French driver François Libert took the wheel. Unfortunately, the car suffered a severe accident at the Autodrome de Linas-Montlhéry, after which it was transferred to the Lenham-associated company Société Darnval. Decades later, in 1994, British collector David Methley acquired the damaged car and carried out a meticulous restoration. The revived machine returned to racing events in 2002 and, by 2005, managed to win its class at every event it entered. The car runs with a Cosworth FVA engine and is currently owned by a racing car collector from Denmark.
The 1973 Lenham-Hurst GTR was conceived as a street-capable grand touring version of the lightweight racing platform. (Picture from: en.Springbook.de)
Alongsidethe racing GT, another intriguing derivative appeared: the Lenham-Hurst GTR, a road-legal interpretation ofthe P69 race car concept. Developed by Kingsford-Booty, Hurst, and engineer David Miall-Smith, the GTRwas conceived as a street-capable grand touring version of the lightweight racing platform. Originally, three cars were planned, but only a single example was completed in 1973. Like the racing model, the GTRused a space-frame structure with a central aluminium tub designed by Peter Coleman and fiberglass bodywork. Its mid-mounted engine layout originally featured a Lotus twin-cam unit, later replaced with a 1.6-litre Lotus twin-cam producing around 140 horsepower, paired with a Renault four-speed transaxle.
The Lenham-Hurst GTR used a mid-mounted Lotus twin-cam engine, later upgraded to a 1.6-litre version producing about 140 horsepower and paired with a Renault four-speed transaxle. (Picture from: en.Springbook.de)
The lone GTReventually made its way to Sweden in 1987, where it remained for decades before attracting the attention of retired aircraft engineer Tom Karlsson. In 2017 he purchased the car in poor condition and embarked on a demanding three-year restoration that consumed roughly 2,500 hours of work. The project included replacing the original perspex windscreen with laminated glass, improving the door mechanisms, refining body components, and installing a heater and defrost system to make the car more usable on public roads.
The Lenham-Hurst GTR, completed as a single example in 1973, featured a space-frame structure with a central aluminium tub designed by Peter Coleman and fiberglass bodywork similar to its racing counterpart. (Picture from: en.Springbook.de)
Seen together, the Lenham-Hurst GT and its rare GTR sibling represent two sides of the same vision: one born for the racetrack and the other adapted for the road. Both cars capture the restless creativity of a time when small engineering teams dared to imagine their own performance machines. Even today, their rarity and unconventional design keep them alive in the memories of enthusiasts who appreciate the bold experimentation that shaped motorsport’s most intriguing chapters. *** [EKA | FROM VARIOUS SOURCES | EN.SPRINGBOOK.DE | ULTIMATECARPAGE | HYDE184L | CLASSIC AND RECREATION SPORTSCARS IN FACEBOOK | RACE CARS DIRECT IN FACEBOOK ]
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Today, the Fiat Cinquecento Rush remains a vivid reminder of a time when concept cars were bold statements rather than calculated previews of production models. It captured the optimism and creative confidence of early-1990s Italian design, celebrating an automotive icon while proposing a more adventurous future. Even decades later, its daring proportions and playful minimalism still resonate, proving that reimagining the familiar can sometimes be the most powerful design move of all. *** [EKA | FROM VARIOUS SOURCES | SMALLCARCLUB ]
