Racing Legacy - There are few cars in history that can be described as game changers, and for Ferrari, the one that perfectly fits this label is the Enzo. This car wasn’t just another flagship model; it was built at a time when Ferrari stood at the peak of its Formula 1 dominance and wanted to bring that racing DNA straight to the streets. The background leading to its creation makesthe Enzomore than a supercar—it turned into a statement of heritage, technology, and prestige.
The Ferrari Enzo was built at a time when Ferrari stood at the peak of its Formula 1 dominance and wanted to bring that racing DNA straight to the streets. (Picture from: Supercars.net)
Ferrari had already set the tone for hypercars with the 288 GTO, the F40, and the F50. Each of these cars represented an era, mixing raw racing energy with limited production and exclusivity. When the F50ended its production in 1998, the world was left wondering what Ferrari would do next. Rumors floated everywhere—would the new car use a V8 or V12?Would it be stripped-down and aggressive like the F40 or more refined like the F50? By the time Luca di Montezemolo, Ferrari’s president, revealed the answer in 2002, the anticipation had reached its peak.
The Ferrari Enzo was more than a car for the prancing horse; it was a tribute to victories on the racetrack and a way to honor the man who built the brand from scratch. (Picture from: Wikipedia)
The new model was named Enzo, after the company’s legendary founder. This decision wasn’t random—it was tied to Ferrari’s golden era in Formula 1, led by Michael Schumacher, who had already begun his streak of world championships. For Ferrari, the Enzowas more than a car; it was a tribute to victories on the racetrack and a way to honor the man who built the brand from scratch.
The Ferrari Enzo, developed with technology directly borrowed from Formula 1, featured a 200-pound carbon-fiber and aluminum honeycomb chassis topped with aerodynamic bodywork by Ken Okuyama of Pininfarina. (Picture from: Supercars.net)
Developed with technology directly borrowed from Formula 1, the Enzo pushed boundaries in design and engineering. Its foundation was a lightweight carbon-fiber and aluminum honeycomb chassis weighing just 200 pounds, topped with aerodynamic bodywork designed by Ken Okuyama of Pininfarina. The shape resembled a Formula 1 car wrapped in futuristic curves, perfected in a wind tunnel for maximum downforce. Special features like scissor-style doors, 19-inch alloy wheels, and Brembo carbon-ceramic brakes added to its futuristic character. At high speeds, the aerodynamics generated as much as 775 kilograms of downforce at 300 km/h—figures that were almost unheard of at the time.
The Ferrari Enzo housed the F140B engine, a naturally aspirated 6.0-liter V12 with 660 horsepower and 657 Nm of torque, built with racing-inspired components like titanium connecting rods and a telescoping intake system, paired with a six-speed paddle-shift gearbox. (Picture from: Supercars.net)
At the heart of this engineering marvel was the F140B engine, a naturally aspirated 6.0-liter V12 producing 660 horsepower and 657 Nm of torque. It used racing-inspired parts like titanium connecting rods and a telescoping intake system. Combined with a six-speed paddle-shift gearbox, the Enzo could accelerate from 0 to 100 km/h in less than 4 seconds and reach a top speed of 350 km/h. For 2002, those numbers were jaw-dropping and cemented the Enzo as one of the fastest and most advanced road cars in the world.
The Ferrari Enzo, with its various Natural leather seats, comes desirably accompanied by a fitted luggage set and the original window sticker, underscoring its highly original and well-optioned presentation. (Picture from:Hyper.luxe)
Production was intentionally limited to preserve exclusivity. Ferrari announced just 399 units, all offered to loyal customers—especially those who had owned the F40 or F50. Every car was sold before production began. Later, Ferrari decided to build a 400th unit, donated to the Vatican to raise money for tsunami relief efforts, which sold at auction for over $1 million. Alongside production cars, Ferrari also built three prototypes, disguised under the body of the older 348 model, to test its systems. Even these mules became collector items, showing just how significant the Enzo project was.
The Ferrari Enzo featured scissor-style doors, 19-inch alloy wheels, and Brembo carbon-ceramic brakes, while its advanced aerodynamics produced up to 775 kilograms of downforce at 300 km/h—figures nearly unheard of at the time. (Picture from:Hyper.luxe)
Every single Enzowas hand-built in Italy, and production wrapped up in 2004. What was left was not just another supercar but a symbol of Ferrari’s engineering during its peak racing era. The car also laid the foundation for Ferrari’s future flagships, as its F140 engine design later powered models like the 599, the F12 Berlinetta, and even evolved into the system that worked with hybrid technology in LaFerrari. | LascOnxtIvA |
Today, more than 20 years after its debut, the Ferrari Enzo remains one of the most desirable hypercars on the planet. Collectors prize it for its rarity, enthusiasts admire it for its technology and performance, and fans see it as the bridge between Ferrari’s analog past and its high-tech hybrid present. Whether showcased in a museum, kept in pristine collections, or occasionally spotted on the road, the Enzo still captures the imagination just as strongly as it did back in 2002. It was Ferrari’s way of saying thank you to its founder and showing the world how far passion, racing heritage, and innovation could go when brought together in one breathtaking machine. *** [EKA | FROM VARIOUS SOURCES | FERRARI | WIKIPEDIA | SUPERCARS.NET | RMSOTHEBYS | HYPER.LUXE ]
Note: This blog can be accessed via your smart phone.
Dynamic Vision - When you think of Mercedes-Benz, the first image that usually comes to mind is a sleek sedan gliding smoothly down the autobahn, built with precision, safety, and a touch of understated luxury. But every once in a while, this famously conservative German brand surprises the world by going completely off-script. Back in 2001, at the Paris Motor Show, Mercedes unveiled something so unconventional that it felt like a wink and a grin from a company known more for discipline than playfulness. That car was the Mercedes-Benz F400 Carving—a concept so wild that even today, it looks like it rolled straight out of the future.
The Mercedes-Benz F400 Carving Concept while sat on display at the 2001 Tokyo Motor Show. (Picture from: Luxatic)
At first glance, the F400looked like a sharp-edged sports car, all muscles and intent. But beneath the dramatic styling lay its true party trick: wheels that could tilt up to 20 degrees, mimicking the way a skier carves through snow. This was not just a design flourish—it was an advanced suspension system that improved cornering stability by as much as 30%. To make this even more effective, Mercedes fitted each wheel with two separate tires: a 19-inch tire for straight-line driving and a 17-inch tire that engaged during cornering. The result was something completely unheard of at the time, an experiment in redefining the limits of grip and safety.
The Mercedes-Benz F400 Carving Concept combined sharp-edged, muscular sports car styling with a unique suspension that tilted its wheels up to 20 degrees, mimicking a skier’s carve. (Picture from: Below-The-Radar)
Interestingly, the F400 was built not in Stuttgart but by Italian coachbuilder Coggiola, working hand-in-hand with Mercedes-Benz engineers. It wasn’t designed to go on sale; it was a rolling laboratory meant to test how far innovation could be pushed. Mercedes had a tradition of such“F-series” experimental cars—the F100 in 1991, a radical MPV; the F200 Imagination in 1996, a coupé crammed with futuristic tech; and the quirky three-wheeled F300 Life Jet in 1997. Compared to those, the F400may have seemed slightly less eccentric, but only just.
The Mercedes-Benz F400 Carving Concept appeared almost unbalanced from certain angles, especially with its gullwing-style doors open in tribute to the legendary 300SL launched fifty years earlier. (Picture from: Below-The-Radar)
The technology stuffed into this concept read like a wish list for the future. Fiber-optic headlights that were brighter and more compact than conventional units. Carbon ceramic brakes that offered immense stopping power and durability. Electro-hydraulic braking paired with an early version of brake-by-wire. And steering controlled entirely by electronic signals rather than a mechanical column. Even the electrical system ran at 42 volts, preparing for the heavier power demands of modern vehicles. At the time, many of these ideas were considered too exotic—or too ahead of legislation—to make it into production. Yet over the years, bits and pieces filtered into the cars we drive today.
The Mercedes-Benz F400 Carving Concept featured a stripped-back, race car–like cabin with an aeroscreen instead of a windshield, minimal dials for the driver, and four-point harnesses for both occupants. (Picture from: Below-The-Radar)
Design-wise, the F400 was as bold as its mechanics demanded. Active camber control meant the body had to accommodate extreme wheel movements, a nightmare for designers trying to keep it looking sleek. The solution came through an internal competition among Mercedes’ design studios in Germany, Japan, and the U.S., resulting in a shape that was muscular, aggressive, and athletic. From some angles, it looked almost unbalanced, especially when its gullwing-style doors were flung open—a deliberate nod to the legendary 300SL, which had debuted exactly fifty years earlier.
The Mercedes-Benz F400 Carving Concept packed futuristic technology, including fiber-optic headlights, carbon ceramic brakes, electro-hydraulic braking, brake-by-wire steering, and a 42-volt electrical system built for modern power demands. (Picture from: Below-The-Radar)
Inside, the F400 was stripped back to the bare essentials. Forget plush wood trim or luxury comforts—this cabin was closer to a race car’s cockpit. An aeroscreen replaced a full windshield, a pair of clean dials sat in front of the driver, and both occupants were strapped in with four-point harnesses. The details might have been minimal, but the execution screamed quality, with brushed metal accents and purposeful design everywhere you looked.
The Mercedes-Benz F400 Carving Concept now feels like a snapshot of Mercedes at its most daring, never intended to be practical or for production. (Picture from: Below-The-Radar)
Looking back now, the F400 Carving feels like a snapshot of Mercedes at its most daring. It wasn’t meant to be practical, and it certainly wasn’t meant for production. Instead, it showed how far the company was willing to push its engineering imagination when freed from the rulebook. The wobbly-wheel trick might never have made it to a dealership, but the spirit of experimentation and many of the smaller innovations found their way into the DNA of future Mercedes models. | Rk4LvoYP3DY |
More than two decades later, the F400 Carving still sparks fascination. It was proof that even the most disciplined automaker in the world has moments of pure creative madness—moments that keep the automotive world exciting, and remind us that sometimes, the best ideas start with a crazy one. *** [EKA | FROM VARIOUS SOURCES | CARROZZIERI-ITALIANI | BELOW-THE-RADAR | LUXATIC ]
Note: This blog can be accessed via your smart phone.
Outrageous Ingenuity - In a world where pickup trucks are no longer just rugged utility vehicles but bold expressions of power and personality, it's fascinating to see how far enthusiasts and builders are willing to push the limits. Whether it’s about function or pure flair, creativity in the automotive world has no boundaries — and the transformation of a Porsche 928 GTS into a six-wheeled pickup might just be one of the most eye-catching examples of all.
The 6-wheeled Porsche 928 GTS pickup stands as one of the wildest and most innovative custom builds by Harry Thoma, reflecting his unbridled creativity and technical ingenuity. (Picture from: Autoforum.cz)
Meet the wild brainchild of German mechanic Harry Thoma, a man who looked at a sleek, powerful Porsche 928 GTS and thought, "This could use two more wheels and a truck bed." What began as an ordinary grand tourer ended up as something extraordinary — a full-on custom 6-wheeled pickup that’s part Porsche, part utility monster, and entirely unique.
The 6-wheeled Porsche 928 GTS pickup in a front-side view, highlighting how the original Porsche styling blends surprisingly well with the radical 6-wheel conversion and utility-focused design. (Picture from: Sixmania.fr)
Thoma isn’t new to the world of performance and exotic cars. His garage is already home to a host of high-end speed machines, including Ferraris, Lamborghinis, and Mercedes. But even surrounded by such automotive royalty, he still craved something different. Something not just fast, but outrageous. So, instead of waiting for inspiration to strike, he rolled up his sleeves and decided to build it himself — a Porsche that could carry cargo and turn heads like no other.
The 6-wheeled Porsche 928 GTS pickup features a rear section that was cut and extended to accommodate a second axle, transforming it into a true custom beast. (Picture from: Sixmania.fr)
The build began with a standard Porsche 928 GTS, a model already known for its front-mounted V8 and muscular design. But Thoma had bigger plans — literally. The rear of the car was cut and extended to make space for a second rear axle, turning the car into a 6-wheeled beast. The chassis was stretched by roughly 70 centimeters, and galvanized steel plates were used to reinforce the newly formed pickup bed. This wasn’t just a cosmetic change; the modification involved serious structural work and a lot of trial and error.
At the heart of this Frankenstein-like creation remains the 5.4-liter V8 engine. While the original output of 350 horsepower was nothing to scoff at, Thoma pushed it even further to 390 horsepower to compensate for the added weight and ensure the car still performed like a proper Porsche. Initially, traction was a major issue — understandable, considering the unconventional drivetrain setup — but after a few tweaks and test runs, the car ran smoothly, even with the added wheels.
The 6-wheeled Porsche 928 GTS pickup showcases its elongated chassis, functional custom bed, and dual rear axles with polished multi-piece wheels — all defining features of its bold transformation. (Picture from: Autoforum.cz)
There’s still some mystery around the drivetrain. It’s not entirely clear whether all six wheels are driven or if only four are active. Either way, it’s safe to say this isn’t your average 928 GTS. With polished multi-piece wheels, a functional pickup bed, and a body that somehow maintains Porsche’s flowing lines despite the radical transformation, the end result is surprisingly cohesive.
The 6-wheeled
Porsche 928 GTS pickup seen from the rear three-quarter angle,
showcasing its elongated chassis, custom bed, and dual rear axles that
define its bold transformation. (Picture from: Sixmania.fr)
What makes this car even more fascinating is the story behind its debut. The project kicked off around 2003 and took nearly two years to complete, culminating in its first public appearance at the 2005 Wörthersee Tour in Austria — a legendary gathering that draws custom car enthusiasts from across Europe. In a sea of modified machines, Thoma’s six-wheeled Porsche instantly grabbed attention as a bold expression of creativity and hands-on engineering.
Its arrival at Wörthersee wasn’t just a reveal — it was a full-blown statement. While some Porsche purists may have flinched at the sight of a grand tourer turned pickup, there’s no ignoring the sheer craftsmanship, originality, and vision behind the build. With its wild proportions and unmissable presence, the car manages to blend sports car DNA with utility-inspired attitude — or at least the visual drama of it. | YClqEQftcdY |
This custom Porsche 928 GTS pickup isn’t just a car — it’s a conversation starter, a crowd-stopper, and a brilliant example of what happens when passion meets craftsmanship. Harry Thoma didn’t just modify a car; he created something that lives on as one of the most outrageous and memorable custom builds to ever wear the Porsche badge. *** [EKA | FROM VARIOUS SOURCES | BLACKXPERIENCE | AUTOEVOLUTION | FLATSIXES | SIXMANIA.FR | AUTOFORUM.CZ ]
Note: This blog can be accessed via your smart phone.
Pure Velocity - Some cars aren’t just built to be driven; they’re built to make every second behind the wheel feel alive. The 1997 Renault Sport Spider Coupé belongs to that rare breed. While most sports cars of the late ’90s tried to blend performance with luxury, Renault went the other way. They stripped away everything that wasn’t necessary and left only what mattered most: speed, precision, and driver engagement. Even today, it stands out as a car designed for those who don’t just want to drive—they want to feel connected to the machine.
The Renault Sport Spider Coupé shows off its rare coupe conversion, wide stance, and oversized rear wing in unmistakable motorsport style. (Picture from AdamGarage in Flickr)
This particular Spider, identified by its VIN VMKAF0H0516754940, began its life in Dieppe, at the Alpine factory that was famous for producing agile, lightweight performance cars. It carried Alpine’s DNA in every detail, from the hard-back racing seats and safety harnesses to the full roll cage and a brake-bias system more commonly seen in competition cars. Unlike the open-top versions that became Renault Sport icons, this one gained a custom hard-top, giving it a sharper profile while keeping the focus firmly on performance.
The Renault Sport Spider Coupé stands low and aggressive in blue, its aerodynamic nose and roof scoop hinting at track-born intent. (Picture from: AdamGarage in Flickr)
And then there’s the gearbox—the feature that turns this Spider Coupé into something truly special. Instead of the standard manual, it was fitted with a Sadev 6-speed sequential transmission, the same type of system used in Renault’s Trophy race cars. For those unfamiliar, this isn’t just a gimmick; a sequential gearbox allows for gear changes that are lightning fast, precise, and far more direct than a traditional H-pattern shifter. You simply push or pull the lever to go up or down through the gears, making every shift feel like a piece of race engineering brought straight to the road. On track, it means less time spent shifting and more time applying power. For a road-going car in 1997, this was a serious upgrade that completely redefined the driving experience.
The Renault Sport Spider Coupé features a stripped, race-ready cockpit with the full roll cage, bucket seats, harnesses, and a towering sequential shifter. (Picture from: AdamGarage in Flickr)
With its 2.0-liter engine, rear-wheel drive layout, and compact proportions, the Spider Coupéwas already a lightweight rocket. Add the sequential gearbox, and it became something few cars of its time could match: a street-legal machine that felt as raw and responsive as a race car. Finished in blue with a stripped black interior, every detail speaks to its single purpose—driving without compromise.
The Renault Sport Spider Coupé reveals its mid-mounted 2.0-liter F7R engine flanked by race-spec suspension, a setup built purely for performance. (Picture from: AdamGarage in Flickr)
This rare Spider Coupéwas once located in Nagoya, Japan—a fitting place given the country’s passion for unique performance cars. The world feels smaller today than it did in the ’90s, with overseas shipping still straightforward; roll-on/roll-off delivery to Le Havre, France costs around €1000, and container options are also available. Yet the exact whereabouts of this particular Spider Coupébecame uncertain after it was sold through an online auction in 2017, adding a final touch of mystery to its story.
The Renault Sport Spider Coupé’s minimalist rear highlights its bold wing, exposed vents, and unmistakable Renault Sport badging. (Picture from: AdamGarage in Flickr)
What makes this car captivating isn’t just its rarity or its origins at Alpine—it’s the way it blends road-legal usability with genuine motorsport technology. More than two decades later, the 1997 Renault Sport Spider Coupé remains a reminder of what happens when a manufacturer chooses purity over compromise, and why cars like this continue to excite anyone lucky enough to experience them. *** [EKA | FROM VARIOUS SOURCES | SODO-MOTO | RACECARDIRECT | ADAMGARAGE IN FLICKR | WIKIPEDIA | CARSIGHTING IN X ]
Note: This blog can be accessed via your smart phone.
Ingenious Minimalism - In a world where supercars often steal the spotlight, the quiet brilliance of a tiny city car might seem easy to overlook. Yet, when that city car comes from the mind of Gordon Murray—the same genius who brought us the McLaren F1 and the V12 symphony of the GMA T.50—it deserves a closer look. While most people associate Murray with thundering engines and cutting-edge race tech, one of his most curious creations was designed not for the racetrack, but for the narrow, crowded streets of modern cities.
The GMA T.25 three-seater microcar was meant to revolutionize urban transport—but it never saw the light of day.(Picture from: CarThrottle)
The GMA T.25, introduced in 2010, wasn’t just another quirky compact. It was a radical rethink of what a city car could be. Designed with urban efficiency in mind, it aimed to tackle congestion, reduce emissions, and streamline the production process. From the outside, it looked almost like a toy, but underneath that compact shell lay an engineering mindset as advanced as any of Murray’s high-performance machines.
The GMA T.25 three-seater microcar was powered by a 660cc petrol engine, the same one used in a Smart Fortwo, delivering a modest 51 horsepower.(Picture from: CarThrottle)
Smaller than a Smart Fortwo, the T.25 borrowed its engine from the same source—a 660cc unit delivering a modest 51 horsepower. That might not sound impressive, but the T.25weighed just 575kg, thanks to a lightweight composite body. And in typical Murray fashion, the seating layout was anything but typical: three seats, with the driver front and center, flanked by two passengers slightly behind. It was a layout first seen in the legendary McLaren F1, and later revived in the T.50. That detail alone tells you this wasn’t just another city runabout.
Gordon Murray also designed an electric version of the T.25, called the T.27, though it required more advanced battery technology.(Picture from: CarThrottle)
What really set the T.25 apart, though, was the innovative iStream production method behind it. This approach was designed to cut down both the cost and environmental impact of building a car. With fewer parts, lighter materials, and simplified manufacturing processes, iStream wasn’t just a technical experiment—it was a potential game-changer for how small cars could be built around the world. So, what actually happened to it? The truth is, no one really knows. Back in 2013, Murray confirmed that the rights to both the petrol-powered T.25 and its electric sibling, the T.27, had been sold to a customer.
Gordon Murray posed alongside his brilliant city car concepts: the petrol-powered T.25 and its electric sibling, the T.27. (Picture from: Autoevolution)
The concept made enough waves that it even caught the attention of Shell, who eventually acquired the rights and unveiled their own take on the T.25 in 2016, calling it Project M. Despite promising discussions with several manufacturers, however, the car never reached mass production. Whether due to market timing, business priorities, or simply the risk-averse nature of the auto industry, the T.25 remains a prototype with untapped potential.
The GMA T.25 made such an impact that it caught Shell’s attention, leading them to acquire the rights and unveil their own version in 2016, called Project M. (Picture from: CarThrottle)
It’s hard not to wonder what cities might look like if the T.25 had made it to the streets. Compact, efficient, and refreshingly original, it was the kind of car urban environments desperately needed but never fully embraced. At the same time, it’s possible that stepping away from such side projects allowed Murray to channel his energy into creating masterpieces like the GMA T.33 and T.50—vehicles that pushed the limits of what performance cars can be.
In the end, the T.25 stands as a reminder that great ideas don’t always roar. Sometimes, they hum quietly through side streets, offering smart solutions in small packages. And even if the world wasn’t quite ready for it, the brilliance of the T.25 still shines as a symbol of what happens when big thinking meets small spaces. *** [EKA | FROM VARIOUS SOURCES | CARTHROTTLE | AUTOEVOLUTION | CARBUZZ ]
Note: This blog can be accessed via your smart phone.
Raw Legend - There are some cars that don’t just exist as machines, but as legends that carry a story bigger than their own horsepower numbers. One of those legends is the Ferrari F40. Born in the late 1980s, this car was never just about speed or design—it was about marking a milestone in Ferrari’s history, a celebration of 40 years since Enzo Ferrari founded the brand. What makes it fascinating is how raw and unapologetic it is, especially compared to the safety-packed, technology-heavy supercars we see today.
The Ferrari F40 unveiled in 1987—looked like a spaceship that had just landed from the racetrack with styling influences drawn from the Ferrari 308 GT/M IMSA racer. (Picture from: PermaisuriBan)
Unveiled in 1987, the F40—internally known as Type F120—looked like a spaceship that had just landed from the racetrack, with styling influences drawn from the Ferrari 308 GT/M IMSA racer. Serving as the successor to the 288 GTO, also engineered by Nicola Materazzi, it was created to mark Ferrari’s 40th anniversary and became the final model personally approved by Enzo Ferrari himself.
The Ferrari F40 serving as the successor to the 288 GTO, also engineered by Nicola Materazzi, it was created to mark Ferrari’s 40th anniversary and became the final model personally approved by Enzo Ferrari himself. (Picture from: Wikipedia)
It wasn’t designed to spoil drivers with modern comforts—instead, it stripped everything down to the essentials and put pure performance front and center. Safety features we take for granted today, like ABS brakes or traction control, were nowhere to be found. The F40 came only with a 5-speed manual transmission, demanding complete concentration from whoever sat behind the wheel. That raw, uncompromising character is exactly what made it a dream machine for enthusiasts—driving it was never about convenience, but about the adrenaline rush of mastering it.
The Ferrari F40, styled by Leonardo Fioravanti of Pininfarina, combined advanced composite materials for lightness and strength with a design that was as functional as it was beautiful.(Picture from: Motortrend)
Under the hood, Ferrari equipped the F40 with a 3.0-liter twin-turbocharged V8. It wasn’t just any engine—it was a reimagined version of the powerhouse found in the Ferrari 288 GTO. The engineers at Maranello pushed it to its limits, squeezing out 478 horsepower at 7,000 rpm and an impressive 574 Nm of torque at 4,500 rpm. Numbers like these allowed the car to sprint from 0 to 100 km/h in just 3.8 seconds, a figure that still feels sharp even by today’s standards. At the time, it was mind-blowing, making the F40 not just a fast car of the 1980s, but a benchmark for performance in the decades that followed.
The Ferrari F40 was one of the first supercars to have a 'stripped out' interior in order to maximise weight savings and achieve ultimate performance. (Picture from: Motortrend)
Every part of the F40 was designed with intention. Its wheels were unusually wide for the era, measuring 245/40R17 in the front and 335/35R17 at the back. Inspired by Formula 1 technology, Ferrari gave the car a single-bolt wheel system for quicker changes. Its suspension was equally performance-oriented: an independent tubular setup combined with a strong anti-roll bar. Braking, however, was completely old-school. Brembo disc brakes were fitted, but without servo-assist. Each axle had its own system, reminding the driver that control was entirely in their hands.
The Ferrari F40 powered by a 3.0-liter twin-turbocharged V8 for squeezing out 478 horsepower at 7,000 rpm and an impressive 574 Nm of torque at 4,500 rpm. (Picture from: Motortrend)
The F40’s creator, Leonardo Fioravanti from Pininfarina, ensured that the car’s design wasn’t only functional but strikingly beautiful. The body was built from advanced composite materials, reducing weight while maintaining strength. The shape was engineered for aerodynamics—long, flat, and flowing, with that massive rear wing sealing its identity as a true supercar. When Enzo Ferrari himself revealed the car, the world saw not just a vehicle, but what many still consider the purest Ferrari ever made.
The Ferrari F40 production ended in 1992, with 1,315 cars had rolled out of Maranello, that number made it the most-produced Ferrari supercar of its time, which is remarkable considering its exclusivity and performance focus. (Picture from: PermaisuriBan)
Back then, owning one wasn’t cheap. Its price hovered around $1.2 million or the equivalent of nearly Rp 21 billion today, but that didn’t stop buyers from lining up. Demand was so high that Ferrari ended up producing far more units than originally planned. By the time production ended in 1992, 1,315 cars had rolled out of Maranello. That number made it the most-produced Ferrari supercar of its time, which is remarkable considering its exclusivity and performance focus. | 5vTtwSb1Ais |
Today, almost four decades later, the Ferrari F40 hasn’t lost any of its magic. It remains a symbol of a different era in car culture, when analog driving and raw engineering created machines that demanded respect. For collectors and enthusiasts alike, the F40 is more than just a Ferrari—it’s a piece of history, a car that captured the spirit of its time and continues to inspire passion across generations. And perhaps that’s the most powerful thing about it: even in a world full of advanced hybrid hypercars, the F40 still stands tall as a timeless icon. *** [EKA | FROM VARIOUS SOURCES | MOTORTREND | CARSIGHTING IN X ]
Note: This blog can be accessed via your smart phone.
Today, more than 20 years after its debut, the Ferrari Enzo remains one of the most desirable hypercars on the planet. Collectors prize it for its rarity, enthusiasts admire it for its technology and performance, and fans see it as the bridge between Ferrari’s analog past and its high-tech hybrid present. Whether showcased in a museum, kept in pristine collections, or occasionally spotted on the road, the Enzo still captures the imagination just as strongly as it did back in 2002. It was Ferrari’s way of saying thank you to its founder and showing the world how far passion, racing heritage, and innovation could go when brought together in one breathtaking machine. *** [EKA | FROM VARIOUS SOURCES | FERRARI | WIKIPEDIA | SUPERCARS.NET | RMSOTHEBYS | HYPER.LUXE ]
