Alfa Romeo T33 Periscopio: The Experimental Prototype That Defined a Racing Era

Radical Persistence - In an era when automotive innovation often moves faster than memory, certain machines still manage to slow time down. They do so not through nostalgia alone, but by carrying stories that feel relevant even today. One such machine is the Alfa Romeo T33 Periscopio, a race-bred prototype from the late 1960s that continues to surface in conversations about design purity, experimental engineering, and the restless ambition of Italian motorsport. 

The Alfa Romeo T33 Periscopio, a race-bred prototype from the late 1960s that continues to surface in conversations about design purity, experimental engineering, and the restless ambition of Italian motorsport. (Picture from: PortelloFactory)

Built in 1967, the T33 Periscopio belongs to an exceptionally small circle—only three examples are known to exist worldwide. Its name comes from the striking periscope-like air intake rising from the rear bodywork, a functional solution created to feed air to the engine due to limited airflow over the car’s compact tail. This unusual feature instantly sets the car apart visually, giving it a purposeful, almost scientific appearance. The body itself is a lightweight two-seat prototype, tipping the scales at just 580 kilograms, shaped entirely by the demands of racing rather than aesthetics alone. 

The Alfa Romeo T33 Periscopio is a lightweight two-seat prototype weighing just 580 kilograms, shaped purely by racing demands rather than aesthetics alone. (Picture from: PortelloFactory)

Behind this radical machine was Autodelta, Alfa Romeo’s competition division, operating under the leadership of Carlo Chiti. After success with earlier racing cars like the TZ and TZ2, Autodelta shifted focus toward prototype racing, aiming to compete in Group 6 with a new 2-liter car. The T33 grew out of earlier experimental projects and carried forward an unconventional H-frame chassis design. Made entirely from aluminum and treated to also function as a fuel tank, the chassis reflected aircraft-inspired thinking—no coincidence, as parts were manufactured by an aerospace company with the required expertise.

The Alfa Romeo T33 Periscopio featured a 2.0-liter aluminum V8 producing around 270 horsepower, paired with a six-speed gearbox in a setup that was advanced yet fragile for its time. (Picture from: PortelloFactory)

At the heart of the T33 Periscopio sat a newly developed 2.0-liter aluminum V8 engine, producing around 270 horsepower. Compact yet ambitious, the engine featured a flat-plane crankshaft, dry sump lubrication, and initially used Lucas fuel injection. Mated to a six-speed gearbox with reverse, the setup was advanced for its time but also notoriously fragile. Early drivers and engineers recalled frequent returns to Milan for repairs, underscoring how experimental the car truly was during its debut season. 

The Alfa Romeo T33 Periscopio was developed by Autodelta, Alfa Romeo’s competition division, under the leadership of Carlo Chiti. (Picture from: PortelloFactory)

Despite its developmental struggles, the T33 Periscopio managed to secure a memorable victory. In 1967, driven by Teodoro Zeccoli, it won the hill climb race at Fléron in Belgium—Alfa Romeo’s first competitive success with the Tipo 33. That moment carried symbolic weight, especially for a brand eager to prove itself under government ownership. Decades later, during Autodelta’s 50th anniversary celebrations, Zeccoli personally signed the car, adding a deeply human layer to its racing legacy.

The Alfa Romeo T33 Periscopio earned its name from the striking periscope-like air intake rising from its rear bodywork, designed to channel air to the engine despite limited airflow over its compact tail. (Picture from: CarsexMagazine in Tumblr)

The 1967 season itself was a mix of promise and frustration. The T33 faced fierce competition from Ferrari and Porsche and suffered repeated mechanical failures in endurance events such as the Targa Florio and Nürburgring 1000 km. Aerodynamic challenges also emerged, as the tall air intake caused front-end lift at high speeds. This led Autodelta to experiment with alternative bodywork later in the year, including a long-tail version developed for Mugello. While faster on paper, these evolutions did little to solve reliability issues, pushing Autodelta toward a major redesign for the following season. | wiV5QNcf48s |

What keeps the Alfa Romeo T33 Periscopio alive today is not just its rarity, but its enduring cultural presence. Its restoration alone took nearly 12 years, a careful process reflecting its historical value. The car regularly appears in international magazines, television programs, and prestigious events such as the Goodwood Festival of Speed and Goodwood Revival, personally invited by Lord March. Even Brian Johnson of AC/DC dedicated a special feature to it on his Discovery Channel show in 2015. More than half a century later, the T33 Periscopio still feels relevant—not as a flawless racer, but as a bold snapshot of a time when engineers were willing to take risks, chase ideas, and accept failure as part of progress. *** [EKA | FROM VARIOUS SOURCES | SUPERCARS.NET | PORTELLOFACTORY | CARSEX MAGAZINE IN TUMBLR ]

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A Modern Tribute to an Icon: The 2006 Lamborghini Miura Concept

Legacy Reforged - In the automotive world, few ideas are as captivating as revisiting a legend without becoming imprisoned by it. Manufacturers constantly balance heritage and innovation, deciding how much of yesterday should shape tomorrow. That tension came vividly to life in the 2006 Lamborghini Miura Concept, a car created not to restart an old chapter, but to reinterpret one of the most influential supercars ever built. 

The 2006 Lamborghini Miura Concept stood proudly alongside the legendary 1966 Lamborghini Miura, visually bridging four decades of design evolution in a single, striking moment. (Picture from: es.Motor1)

Unveiled in 2006 to mark 40 years since the original Miura stunned audiences at the Geneva Motor Show, the project—internally called “Concept M”—began in October 2003. It was the first Lamborghini design overseen by Walter de'Silva after he assumed creative leadership, working closely with Luc Donckerwolke. The car was initially revealed to select guests at the Paley Center for Media before making its public debut at the North American International Auto Show. Even without a full show-floor presence in Los Angeles, it generated immediate discussion among enthusiasts and industry insiders. 

The 2006 Lamborghini Miura Concept was unveiled to mark 40 years since the original Miura stunned audiences at the Geneva Motor Show, a project internally called “Concept M” that began in October 2003 under the creative leadership of Walter de'Silva alongside Luc Donckerwolke. (Picture from: Wikipedia)

Its emotional weight came from history. The original Lamborghini Miura emerged from a bold internal effort led by Gian Paolo Dallara, Paolo Stanzani, and Bob Wallace—initially without the full awareness of founder Ferruccio Lamborghini. Once approved and clothed in dramatic bodywork by Marcello Gandini at Bertone, it reshaped Lamborghini’s identity. The Miura proved that a mid-engined layout combined with daring design could redefine what a supercar meant. 

The 2006 Lamborghini Miura Concept paid tribute with remarkable discipline, echoing the 1966 original through its wraparound cockpit, concealed A-pillars, clamshell body sections, and signature “eyelash” headlights. (Picture from: ConceptCarz)

The 2006 concept paid tribute with remarkable discipline. Its wraparound cockpit, hidden A-pillars, clamshell front and rear sections, and signature “eyelash” headlights echoed the 1966 original. Muscular rear haunches tapered into a crisp Kamm tail, while subtle aerodynamic refinements—such as a carbon-fiber chin spoiler and electronically activated rear wing—addressed the high-speed lift that once challenged the classic model. Despite its nostalgic lines, the concept reportedly achieved a lower drag coefficient than the contemporary Gallardo, blending memory with measurable progress.

The 2006 Lamborghini Miura Concept was based on the Lamborghini Murciélago LP640 platform and, despite being an exterior study, would likely have used its spaceframe chassis, double wishbone suspension, and upgraded brakes in production form. (Picture from: ConceptCarz)

Underneath, the structure was closely related to the Lamborghini Murciélago LP640. Although presented purely as an exterior study without a finished interior, a production version would likely have used the LP640’s tubular steel spaceframe with carbon-fiber reinforcements, double wishbone suspension, and upgraded braking system. Power would have come from the 6.5-liter V12 producing 631 horsepower, paired with either a manual or E-Gear transmission and Lamborghini’s viscous all-wheel-drive system. Estimated performance figures—around 210 mph top speed and 0–62 mph in 3.4 seconds—would have placed it firmly among modern supercar elites. 

The 2006 Lamborghini Miura Concept featured muscular rear haunches flowing into a crisp Kamm tail, while subtle aerodynamic refinements such as a carbon-fiber chin spoiler and electronically activated rear wing helped counter the high-speed lift that once challenged the classic model. (Picture from: Wikipedia)

Lamborghini made it clear that the Miura Concept was strictly a tribute, not a signal of revival. Under CEO Stephan Winkelmann, the company emphasized that retro production cars were not part of its long-term vision, which remained focused on future-oriented design and performance. After completing its show appearances, the concept was preserved and placed on display at the Lamborghini Museum as part of the brand’s historical collection. But the story is not over yet. | -nRPrhmCa7g |

A decade later, however, Lamborghini briefly revisited the theme with the limited 50-unit Lamborghini Aventador Miura Homage, based on the Aventador and created to mark the Miura’s 50th anniversary. Retaining standard Aventador performance, it featured exclusive two-tone color schemes and commemorative detailing—a subtle reminder that while Lamborghini always looks ahead, it never entirely forgets the car that changed its course. *** [EKA | FROM VARIOUS SOURCES | SUPERCARNOSTALGIA | CONCEPTCARZ | CARBUZZ | ES.MOTOR1 | WIKIPEDIA ]

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The 1956 GM XP-500: America’s Forgotten Free-Piston Car Experiment

Mechanical Daydream - When the mid-1950s automotive world was buzzing with optimism about futuristic mobility, carmakers were not only designing bold shapes but also quietly questioning the very heart of the automobile: the engine. In that atmosphere of experimentation, General Motors introduced a concept that felt both radical and strangely overlooked. Revealed in May 1956 alongside the opening of GM’s Technical Center in Warren, Michigan, the GM XP-500 emerged as a rolling laboratory—an attempt to imagine propulsion beyond the limits of conventional pistons and crankshafts. 

The 1956 GM XP-500 Concept emerged as a rolling laboratory—an attempt to imagine propulsion beyond the limits of conventional pistons and crankshafts. (Picture from: MacsMotorCityGarage)

At first glance, the XP-500 looked like it belonged to the same visual family as GM’s famous Firebird turbine cars. This similarity was no accident. The vehicle’s smooth, aircraft-inspired form echoed the era’s fascination with jet-age design, reinforcing the idea that the future of driving might resemble flying. While the XP-500 was not as widely publicized as its turbine-powered siblings, its exterior carried the same promise of progress: clean lines, a low-slung profile, and an unmistakably experimental character that set it apart from production cars of its time. 

The 1956 GM XP-500 Concept exterior carried the same promise of progress: clean lines, a low-slung profile, and an unmistakably experimental character that set it apart from production cars of its time. (Picture from: MacsMotorCityGarage)

Beneath that futuristic skin sat the true reason for the XP-500’s existence: its free-piston powertrain. Unlike traditional engines, this system abandoned the crankshaft entirely. Inside the engine, pistons moved freely within cylinders, compressing and igniting the air-fuel mixture. Instead of converting that motion directly into rotation, the resulting gases were channeled toward a turbine connected to a gearbox. The idea was elegant in theory—simpler mechanical motion, fewer moving parts, and a new way to turn combustion into forward movement.

The 1956 GM XP-500 chassis layout, with piston unit in front and turbine unit driving rear wheels. (Picture from: MacsMotorCityGarage)

The heart of this experiment was the Hyprex 4-4 free-piston unit, often referred to as a gasifier in engineering terms. It was designed by Swiss engineer Robert Huber, a figure widely credited with shaping modern free-piston engine theory, and built by GM’s own technicians in Detroit. The layout itself was unconventional: the double-cylinder, four-piston gasifier sat at the front of the car, while the turbine and gearbox were placed at the rear. This split configuration highlighted how far GM was willing to go in rethinking vehicle architecture for the sake of innovation. 

The 1956 GM XP-500 featured the Hyprex 4-4 free-piston unit at its core, commonly known in engineering circles as a gasifier and holds a distinct place in automotive history as the world’s first free-piston automobile.  (Picture from: MacsMotorCityGarage)

On paper, the XP-500 promised impressive advantages. The powerplant was rated at around 250 horsepower and could operate on an unusually wide range of fuels, from kerosene and bunker oil to even vegetable oil. Without a crankshaft, vibration was reportedly minimal, and thermal efficiency figures between 32 and 36 percent sounded compelling for the era. Yet real-world engineering proved less forgiving. Persistent challenges with starting, lubrication, and precise control ultimately overshadowed the theoretical benefits, and after roughly three years of development, the project was quietly shelved. | ExNWXC6ipm0 | Anbm8a-HT9s |

Today, the GM XP-500 survives more as an idea than a machine, reportedly still owned by GM but far from museum-ready condition. Its technology never reached production, and its story was often blurred by confusion with turbine-powered concepts. Even so, the XP-500 holds a distinct place in automotive history as the world’s first free-piston automobile—a reminder that progress is built not only on successes, but also on brave experiments that dared to ask uncomfortable questions about how cars might work in the future. *** [EKA | FROM VARIOUS SOURCES | MACSMOTORCITYGARAGE | STORY-CARS | CARSTYLING.RU ]

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Peugeot RC Spades and Diamonds: Proving Diesel Could Be as Desirable as Petrol

Driven Contradiction - At the beginning of the 2000s, the automotive world was saturated with concept cars designed more for spectacle than substance. Many dazzled briefly under show lights, only to disappear without leaving a meaningful trace. Peugeot chose a more ambitious route, using the concept stage to challenge entrenched ideas about performance and pleasure. That ambition took shape in two closely related cars—the RC Spades and RC Diamonds—which were created not just to be seen, but to be driven, tested, and debated in real conditions. 

The Peugeot RC Spades and Diamonds—which were created not just to be seen, but to be driven, tested, and debated in real conditions.. (Picture from: Story-Cars)

Unveiled in 2002, the RC Spades and RC Diamonds were conceived as a matched pair with a clear purpose: to confront the belief that diesel engines had no place in driver-focused sports cars. Designed by Nicolas Brissoneau, both cars shared the same compact 2+2 coupé layout and mid-engine configuration, differing only in color and powertrain. The RC Spades appeared in black with a 2.0-liter petrol engine, while the RC Diamonds wore red and featured a 2.2-liter turbocharged diesel. This deliberate symmetry allowed direct comparisons, making the experiment impossible to ignore. 

The Peugeot RC Diamonds sported a striking red exterior and was powered by a 2.2-liter turbocharged diesel engine, combining bold style with efficient performance. (Picture from: Story-Cars)

Driving enjoyment sat at the core of the RC concepts, and their engineering reflected that priority. Mounting the engines amidships provided near-ideal weight distribution, resulting in composed, neutral handling. Peugeot also committed to lightweight construction, forming the bodyshells from carbon material impregnated onto honeycomb panels and cured in an autoclave. The structure was exceptionally rigid yet light, with a roll cage integrated directly into the shell, reinforcing the idea that these were serious machines rather than decorative prototypes. 

The Peugeot RC Diamonds and its sibling, the Spades, balanced brand identity with creative freedom, featuring profiles and rear views shaped more by functional proportions than by branding. (Picture from: Story-Cars)

Visually, the RC Spades and Diamonds struck a careful balance between brand identity and creative freedom. Teardrop-shaped headlights referenced Peugeot’s production models, grounding the cars in familiar design language. Beyond that, the profiles and rear views felt more universal, benefiting from proportions dictated by function rather than branding. With the cabin pushed far forward to accommodate the mid-mounted engine and four seats, practicality was clearly not the priority; the space ahead of the windshield served safety and structure more than storage. 

The Peugeot RC Spades debuted in a sleek black finish and was equipped with a 2.0-liter petrol engine, blending elegant design with responsive performance. (Picture from: Story-Cars)

One of the most distinctive exterior features was the sharply kinked A-pillar, which enabled an unusually wide, panoramic windscreen. This design choice also allowed Peugeot to rethink something as mundane as windscreen wipers. Instead of a conventional linked system, each wiper arm had its own electric motor and rain sensor, synchronized electronically to operate automatically when needed. It was a small but telling detail, underscoring how deeply the concepts explored innovation beyond headline features. 

The Peugeot RC Spades and its sibling, the Diamonds, featured a sharply kinked A-pillar that allowed for an unusually wide, panoramic windscreen. (Picture from: Story-Cars)

Inside, the cabins embraced simplicity and focus. There was little visual clutter, dominated instead by a prominent central console running the length of the interior. Red and black leather wrapped most surfaces, contrasted by aluminium and stainless-steel accents that added a modern, technical edge. 

The Peugeot RC Diamonds featured an interior of focused simplicity, dominated by a central console and wrapped in red and black leather with aluminum and stainless-steel accents for a modern, technical touch. (Picture from: Story-Cars)

Both cars shared identical mechanical hardware aside from their engines, including a six-speed sequential manual gearbox with an automatic mode, double wishbone suspension front and rear, and 18-inch magnesium wheels fitted with Michelin Sport tires. The true statement, however, came from the numbers and how they translated on the road. The petrol-powered RC Spades produced 178 horsepower and 149 lb-ft of torque, while the diesel RC Diamonds delivered a similar 173 horsepower but an imposing 295 lb-ft of torque. | id8JxWm3EQ4 |

Far from being a lesser alternative, the diesel proved itself equally engaging, if not more forceful in everyday driving. Through the RC Spades and Diamonds, Peugeot didn’t just present a concept—it staged a quiet but confident challenge to automotive prejudice, one that still resonates in today’s evolving performance landscape. *** [EKA | FROM VARIOUS SOURCES | BELOW-THE-RADAR | STORY-CARS | WIKIPEDIA ]

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FEI X-20: Brazil’s Experimental Roadster That Pioneered Autonomous Driving

Engineered Vision - In an era when cars are increasingly defined by software as much as steel, experimental vehicles often act as quiet milestones rather than loud revolutions. Long before autonomous driving became a global obsession, Brazil had already planted a bold flag in that territory through an academic project that blended engineering ambition with design freedom. That project was The FEI X-20, a roadster created not by a commercial automaker, but by a university environment willing to treat the automobile as both a research platform and a cultural statement.

The FEI X-20 concept car, a roadster created not by a commercial automaker, but by a university environment willing to treat the automobile as both a research platform and a cultural statement. (Picture from: GTPlanet)

The FEI X-20 emerged as the twentieth experimental vehicle developed by Centro Universitário da FEI (Fundação Educacional Inaciana), and was unveiled at the 25th São Paulo International Motor Show 2008. Its most defining trait was not raw performance alone, but the fact that it became the first Brazilian car capable of autonomous driving under controlled conditions. Designed to recognize road markings and steer itself without continuous driver input, the system represented FEI’s early exploration into vehicle safety and artificial intelligence, positioning the X-20 as a forward-looking answer to questions the automotive world is still refining today.

The FEI X-20 concept car emerged as the twentieth experimental vehicle developed by Centro Universitário da FEI (Fundação Educacional Inaciana), and was unveiled at the 25th São Paulo International Motor Show 2008. (Picture from: FEI in Facebook)

Visually, the X-20 embraced the classic spirit of a modern roadster while refusing to look conventional. Conceived by Professor Ricardo Bock, the two-seat, roofless body was shaped with smooth, fluid lines inspired by organic forms, particularly the motion of a fish through water. The front presented a striking contrast between a large air intake and distinctive LED headlights formed by illuminated acrylic rings, giving the car an almost enigmatic expression. 

The FEI X-20 concept car showcased a bold contrast between its oversized front air intake and distinctive LED headlights shaped by illuminated acrylic rings, creating an almost enigmatic expression. (Picture from: AutoeMecanica)

At the rear, FEI revived its signature bifurcated tail design, exposing mechanical components and reinforcing the vehicle’s experimental identity. Chrome paint accented with blue details, transparent wheel centers, and upward-sliding circular doors completed an exterior that felt both technical and expressive.

The FEI X-20 concept car featured a purposeful minimalist interior with sculpted leather sport seats and six-point harnesses, plus a straightforward dashboard integrating essential controls and a dedicated compartment for its autonomous driving computer. (Picture from: AutoeMecanica)

Inside, the X-20 balanced minimalism with purpose. The cockpit featured leather sports seats sculpted to tightly support the occupants, secured by six-point racing harnesses. The dashboard was intentionally straightforward, housing switches for essential systems such as lighting, engine start, and the autonomous driving function, along with a dedicated compartment for the onboard computer that controlled the self-driving system. Designed by automotive engineering student Fernando Hideyuki Fukunaga, the interior reflected a hands-on academic approach where form followed function without sacrificing visual cohesion.

The FEI X-20 concept car used a 550-horsepower 7.0-liter V8 paired with a six-speed manual transmission, delivering remarkable performance for its 980-kilogram weight. (Picture from: AutoeMecanica)

Beneath its sculpted bodywork, the FEI X-20 was engineered with remarkable seriousness. A lightweight aluminum tubular chassis formed the structural backbone, complemented by carbon fiber and fiberglass body panels generated entirely through advanced computational simulations, eliminating the need for traditional clay modeling. Power came from a rear-mounted, mid-engine 7.0-liter V8 sourced from the Corvette Z06, re-mapped to produce 550 horsepower. Paired with a modified six-speed manual transmission originally developed for the Porsche 993 Turbo, the setup propelled a car weighing just 980 kilograms, resulting in an exceptional power-to-weight ratio. Suspension geometry inspired by Formula 1 concepts, high-performance brakes, and premium tires reinforced its technical credibility.

The FEI X-20 concept car revived FEI’s signature bifurcated tail design at the rear, exposing its mechanical components and emphasizing its experimental character. (Picture from: GTPlanet)

What truly set the X-20 apart, however, was its role as a living laboratory. Developed collaboratively by students and researchers from mechanical engineering, electrical engineering, and computer science, the autonomous driving system relied on a camera-based vision setup to identify lane markings and maintain steering control on a dedicated test track. Multiple safety overrides ensured immediate human control if needed, underscoring FEI’s emphasis on responsible experimentation.  

The FEI X-20 concept car was finalized in white after being repainted between 2010 and 2011, replacing its original silver color. (Picture from: Pinterest)

Although limited in speed and scope, the system laid the groundwork for future research into full vehicle automation, image recognition, and human-machine interaction. It’s believed that this car was originally painted in silver and sometime around 2010/2011 the color was changed to white. Today, the FEI X-20 stands as a reminder that meaningful innovation often begins outside commercial showrooms, driven by curiosity, collaboration, and the courage to imagine what mobility could become. *** [EKA | FROM VARIOUS SOURCES | AUTOEMECANICA | GTPLANET | ALLCARINDEX | GAZETADOPOVO | FEI IN FACEBOOK ]

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The Concept Centaur GT: Britain’s Ultra-Low 1970s Kit Car Experiment

Quiet Radicalism - The history of British sports cars is often told through famous badges and mass-produced legends, but some of its most interesting stories live quietly on the margins. During the 1970s, a time when creativity frequently outpaced financial stability, small manufacturers explored radical ideas with limited resources. One such idea became the Concept Centaur GT, a compact, striking kit car that embodied the experimental spirit of its era while remaining largely unknown outside enthusiast circles. 

The 1974 Concept Centaur GT, a compact, striking kit car that embodied the experimental spirit of its era while remaining largely unknown outside enthusiast circles.. (Picture from: Imps4ever.info)

The Concept Centaur GT entered the market between 1974 and 1977, developed by Concept Cars Ltd. in Northampton, with construction beginning a year earlier. It relied on the Hillman Imp platform, a sensible choice for a lightweight sports car project. Production numbers were never high; estimates suggest somewhere between 26 and 52 kits were produced, depending on whether closely related projects are included. This low output was typical of British kit cars at the time, but it also ensured the Centaur would become a rare sight almost immediately. 

The 1974 Concept Centaur GT's structure combined glass-reinforced plastic and plywood in a monocoque form, strengthened by box-section profiles and tubular steel.. (Picture from: Imps4ever.info)

What truly set the Centaur GT apart was its extraordinary body design. At just 94 centimeters tall, it ranked among the lowest cars ever built for the road. Its structure combined glass-reinforced plastic and plywood in a monocoque form, strengthened by box-section profiles and tubular steel. This unusual construction delivered rigidity and safety while keeping weight down, demonstrating a level of engineering ambition that exceeded expectations for a small-scale kit car. 

The 1974 Concept Centaur GT’s shape did not appear out of thin air. Its styling traced back to an experimental design exercise by the Adams brothers known as the Probe. (Picture from: Imps4ever.info)

The Centaur’s shape did not appear out of thin air. Its styling traced back to an experimental design exercise by the Adams brothers known as the Probe. Rather than letting the concept fade, they passed it on to Peter Timpson of Concept Cars, who recognized its potential. In 1970, Timpson acquired the second Probe 15 bodyshell and reworked it extensively, widening the body and increasing its height to 37 inches to make it more practical without losing its futuristic character. 

The Concept Centaur Mk2 was developed in 1978 as a larger 2+2 version of the original car, created to expand the concept beyond its initial two-seat configuration. (Picture from: Imps4ever.info)

Functionality played a larger role than the Centaur’s dramatic looks might suggest. It was designed as a rear-engined, two-seat sports car with an integral roll structure, a large laminated flat windscreen, and cleverly arranged storage. Luggage space sat behind the seats, while a front boot housed the fuel tank. Perspex side windows doubled as doors, hinged at the front for entry and offering wide-angle visibility. A removable rear deck allowed easy access to the engine, reflecting a thoughtful approach to maintenance and usability. 

The Concept Centaur Mk2 featured a sophisticated multi-tubular chassis designed by Frank Costin, incorporating a de Dion rear suspension layout. (Picture from: Imps4ever.info)

Inside, the Centaur GT was far from spartan. The cabin featured a leather-covered aluminium steering wheel, a full set of instruments and switches, carpeting, and upholstery throughout. The gearstick and handbrake were mounted between the seats, and essential systems such as wiring, hydraulics, wipers, washers, lighting, heating, and ventilation were all included. Buyers could specify any manufacturer’s paint color, while major mechanical components like the engine, transaxle, suspension, wheels, and tyres were sourced separately, consistent with kit-car traditions of the time. 

The Concept Centaur Mk2 featured a mid-mounted Leyland Maxi 2.2-liter engine as a key element of its redesigned performance layout. (Picture from: Imps4ever.info)

The Centaur story briefly extended beyond the original GT. In 1978, a larger 2+2 version known as the Centaur Mk2 was developed, featuring a mid-mounted Leyland Maxi 2.2-liter engine and a sophisticated multi-tubular chassis designed by Frank Costin with de Dion rear suspension. Although its fiberglass body clearly echoed the original Centaur, the project eventually evolved into the Mirage Pulsar, while only one larger Centaur-related car, the Timera, was completed. Seen today, the Concept Centaur GT stands as a reminder of a fearless moment in British automotive history, when innovation thrived not in factories of scale, but in small workshops driven by imagination and resolve. *** [EKA | FROM VARIOUS SOURCES | CLASSICCARS.FANDOM | SLATFORD.CO.UK | IMPS4EVER.INFO | KFZ-BETRIEB.VOGEL | WIKIPEDIA | CARSEX MAGAZINE IN TUMBLR ]

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