Garage Grit - Not every great car begins in a high-tech factory or a massive design studio. Some start their journey in workshops, powered more by passion than budget, built by people whose imagination goes far beyond the expected. That’s exactly where the story of the Thurner RS begins—but before this German sports car ever hit the road, its roots first took shape in Spain, under the banner of Hispano Alemán.
The Thurner RS was produced by Rudolf Thurner Karosseriebau & Sportwagen between 1969 and 1974, with a total of 121 units built.(Picture from: RareComponentCars)
It was Werner Bernhard Heiderich, founder of Hispano Alemán, who became the first to bring the design to the public eye. Inspired by a prototype originally crafted by German coachbuilder Dieter Kohlmus, Heiderich launched a small production model called the Hispano Alemán Scirocco. Built on the foundation of the NSU TT 1200, the Scirocco combined German engineering with a Mediterranean flair, offering a lightweight fiberglass body and a distinctive silhouette. It wasn’t a mass-market car, but it stood out with a confident blend of sportiness and style—traits that would echo in what came next.
The Thurner RS features gullwing doors and twin headlights from the NSU TT, housed under Plexiglas covers in its flat nose, along with a windshield sourced from the Porsche 904.(Picture from: RareComponentCars)
That original prototype came from the hands of Kohlmus, whose Munich-based firm Kohlmus Kunststofftechnik KG specialized in fiberglass bodywork. Using the compact yet capable NSU TT as a base, he created a sleek sports coupe that balanced innovation with visual punch. But when Kohlmus’s partnership with collaborator Rudolf Thurner ended, the project split in two directions. Kohlmus refined his version, and Heiderich brought it to life in Spain underthe Scirocco name—while Thurner, on the other hand, chose to go his own way and created something entirely new: the Thurner RS.
The Thurner RS's body is made of fiberglass, which was stretched over a tubular steel frame. (Picture from: RareComponentCars)
Rudolf Thurner didn’t come from an automotive background—he worked in insurance—but that didn’t stop him from founding his own company, Rudolf Thurner, Karosseriebau & Sportwagen, in 1969. His vision was ambitious: a German-made sports car with unique styling, modern materials, and a racing spirit. The Thurner RS was the result. Built initially in an old forge near Munich-Riem, and later in a converted spinning mill in Bernbeuren, the RS carried forward some visual DNA from the Kohlmus prototype but took a bold step forward.
The Thurner RS was based on the shortened floorpan of the NSU 1200 C, with the NSU TT engine installed in the rear.(Picture from: RareComponentCars)
This was a car designed to be different. Its body was molded from fiberglass-reinforced plastic and mounted on a tubular steel frame. It featured gull-wing doors, double headlights under smooth plexiglass covers—borrowed from the NSU TT—and even a windshield sourced fromthe Porsche 904. The prototype sat on an NSU TT chassis, while production models were built using a shortened NSU 1200 C platform. Thurner wasn't just thinking of road-going fun; he also had motorsport in mind.
The Thurner RS-R, a race-spec variant featuring an NSU Abt fuel-injected engine, delivering up to 135 horsepower—a respectable figure for such a lightweight machine.(Picture from: Perico001 in Flickr)
A race-spec variant, the Thurner RS-R, was introduced with an NSU engine fitted with fuel injection, delivering up to 135 horsepower—a respectable figure for such a lightweight machine. Some sources claim that only three units of the RS-R were actually produced in 1971. Thurner had even more daring plans: another model built on a VW Beetle 1303 chassis, powered by a Porsche 914/6 engine. Sadly, this version never made it past the planning phase.
The Thurner RS-R, a race-spec variant of the original model, was a highly limited edition with only three units believed to have been produced in 1971.(Picture from: ClassicDriver)
As with many independent efforts of the time, external forces soon took their toll. The oil crisis of the early 1970s drove up production costs, and tragedy struck when Thurner’s chief financial officer died in a car accident. With these setbacks compounding, the company closed its doors in 1974. Only 121 units of the Thurner RS were ever built.
The 1971 Thurner RS-R may have been Rudolf Thurner's personal car, used by him in both hill climb and slalom events.(Picture from: RareComponentCars)
Today, these cars live on as rare and fascinating examples of what can happen when creativity meets courage. They’re celebrated by a small but passionate circle of enthusiasts, especially in Munich and across Europe, where a surprising number of these handmade machines are still running. | kc2S16hOIjQ |
More than just a quirky footnote in automotive history, the Thurner RS represents a time when boundaries were made to be challenged—when visionaries could take big risks and occasionally, just occasionally, bring something truly special to life on four wheels. *** [EKA | FROM VARIOUS SOURCES | RARECOMPONENTCARS | CLASSICDRIVER | PERICO001 IN FLICKR | WIKIPEDIA ]
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Ingenious Fusion - For many car lovers, the idea of a Porsche camper sounds like the punchline to a joke or a wild “what if” daydream. When you think of Porsche, sleek sports cars and roaring engines come to mind—not cozy interiors, sleeping bunks, and portable stoves. But sometimes, history surprises us. And in the case of the Tempo Mikafa Sport Camper, it gifted us with something truly one of a kind: a rare blend of Porsche performance and aircraft-inspired comfort, all rolled into a quirky but fascinating camper van that still raises eyebrows today.
The Tempo Mikafa Sport Camper was a bold reimagining of what a camper could be—quirky, fascinating, and still turning heads today. (Picture from: Revivaler)
The tale begins in post-WWII Germany, a time when industries were forced to adapt or vanish. Amidst this economic reawakening, two unlikely collaborators crossed paths. One was Tempo, officially Vidal & Sohn Tempo-Werke GmbH, a company that had already made a name for itself by transforming the humble Volkswagen Beetle platform intothe utilitarian Matador—a light truck that cleverly positioned a VW engine up front and used a ZF transaxle to drive the front wheels .
The Tempo Mikafa Sport Camper showcases a cockpit with a wooden dashboard equipped with classic VDO instruments. (Picture from: Revivaler)
The other was Mikafa, a former aircraft manufacturer now turning their aeronautical craftsmanship to the road, repurposing their knowledge of aluminum bodywork to create travel-ready vehicles. Mikafa’s early campers carried the lightweight DNA of airplanes. Aluminum alloy panels, minimalist interiors, and even perspex windows all reflected the need for both efficiency and resilience.
The Tempo Mikafa Sport Camper offers a light and airy dining area, made possible by its generous array of windows. (Picture from: Revivaler)
Initially, they relied on Volkswagen’s modest 25-horsepower flat-four engines, which were just barely enough to move the bulky camper vans along at about 50 mph. But the relationship between Tempo and VW soured in 1952, leading to an engine drought that pushed Tempo to look elsewhere—sometimes landing on Austin engines, and in rare cases, BMW V8s.
The Tempo Mikafa Sport Camper includes a twin-burner camping stove, perfectly suited for preparing your venison casserole with deer antler utensils. (Picture from: Revivaler)
Yet, among these clever creations, one version stood out: the Mikafa Sport Camper fitted with a Porsche 356 engine. It wasn’t just a technical upgrade—it was a complete reimagining of what a camper could be. Up front, the Porsche flat-four engine delivered around 60 horsepower—over double the output of the earlier VW versions. Combined with front-wheel drive and wrapped in a body that borrowed more from aircraft than automobiles, this camper wasn't just for vacations—it was a statement.
The Tempo Mikafa Sport Camper features a thoughtfully designed bathroom that also includes fully functional toilet facilities for added convenience. (Picture from: Revivaler)
To add to the mystique, Porsche badging was prominently placed on both ends of the van, making it clear that this wasn’t just a cobbled-together experiment. It was a camper with serious performance heritage, even if it still had to haul around a hefty load of fixtures like a restroom, kitchen, and full sleeping area—adding up to more than 4,000 pounds of rolling mass. It was less about speed and more about style, innovation, and pushing boundaries.
While the Tempo Mikafa Sport Camper was originally fitted with a Porsche 356 engine, it is currently equipped with a more modest Volkswagen engine. (Picture from: Revivaler)
And rare it was. Only three Porsche-powered Mikafa Sport Campers were ever believed to have been built, with just two known to reside in the United States. One surviving example has remained largely untouched over the years, still carrying much of its original cosmetic charm.
The Tempo Mikafa Sport Camper features a sleek two-tone gray color scheme, evoking the look of New York Central Railroad’s streamlined Hudson locomotives from the 1930s and 1940s. (Picture from: Revivaler)
Though the Porsche engine has been swapped for a Volkswagen unit for now—likely for practical reasons—it still retains features that made it a dream machine for the adventurous driver: pop-up fresh air roof, sliding and pop-out plexiglass windows, original VDO gauges, whitewall tires with chrome hubcaps, and the proud 1955 Porsche title that ties it all together. | HCRBWPMs5TM |
The Tempo Mikafa Sport Camper isn’t just a curiosity—it’s a rolling piece of design ingenuity that defies categories. It carries the legacy of three distinct brands: Porsche’s engineering excellence, Tempo’s forward-thinking vehicle architecture, and Mikafa’s aircraft roots—all converging in a form that’s as practical as it is poetic. It's a reminder that even in the world of high-performance motoring, there's room for a little imagination, a bit of comfort, and a lot of personality. *** [EKA | FROM VARIOUS SOIRCES | SILODROME | REVIVALER | MOTORIUOS | AUTOMOBILISTA IN X | QUIRKYRIDES IN X ]
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Defiant Speed - Every so often in automotive history, a machine emerges that doesn’t just chase victory—it redefines how the race is run. Born from bold ideas and built with a craftsman’s eye for detail, these cars don’t rely on flashy badges or corporate muscle to make an impression. Instead, they earn respect the hard way: by being faster, smarter, and often more daring than their rivals. That’s exactly where the Lola T70 fits in—a car that may not be a household name, but on the race tracks of the 1960s, it spoke louder than most.
The Lola T70 earned respect the hard way—by being faster, bolder, and more capable than many of its better-known rivals on the race tracks of the 1960s. (Picture from: Cars.Bonham)
Lola Cars, the company behind this masterpiece, was never about mass production or marketing glitz. Founded in 1958 by Eric Broadley in the quiet town of Bromley, just outside London, Lola quickly carved out a reputation for building focused, competitive race cars. What started as a small workshop creating front-engined sports cars evolved rapidly into one of the most feared names in international motorsport. And by the mid-60s, Lola wasn't just participating—it was dominating.
The Lola T70 stood out not just for its results, but for its head-turning design—low, wide, and aggressive in all the right ways. (Picture from: Cars.Bonham)
The turning point came in 1966 with the introduction of the T70, a machine purpose-built for the brutal demands of Group 7 and Can-Am racing. With John Surtees behind the wheel, the T70 thundered through the competition, securing a commanding win in the inaugural Can-Am series. That same year, Graham Hill powered a Lola T80-based car to victory at the Indianapolis 500, proving that Lola’s engineering was not just quick—it was versatile and world-class.
The Lola T70 marked a major breakthrough in 1966, when, purpose-built for the fierce demands of Group 7 and Can-Am racing, it powered John Surtees to a dominant victory in the inaugural Can-Am series. (Picture from: Cars.Bonham)
What made the T70 truly special wasn’t just its results, but its design. It had the kind of styling that made you stop and stare—low, wide, and aggressive in all the right ways. Beneath the bodywork was a lightweight yet rigid chassis, and under the rear deck sat the heart of a lion: a Chevrolet V8 that delivered relentless power and a soundtrack that echoed through the paddocks. Whether sprinting down straightaways or diving into corners, the T70 had the kind of balance and confidence that made it feel alive in a driver’s hands.
The Lola T70 featured a lightweight yet rigid chassis beneath its striking bodywork, with a roaring Chevrolet V8 under the rear deck that delivered relentless power and an unforgettable soundtrack. (Picture from: Cars.Bonham)
But Eric Broadley wasn’t done. In 1967, he pushed Lola into new territory, challenging the likes of Ferrari, Ford, and Porsche in endurance racing. The result was the T70 Mk III Coupe—a sleek evolution of the original, now wearing a roof and refined for longer, grueling events like Le Mans and the Nürburgring. Though it looked like a missile, the Coupe was more than just fast—it was the first Lola to benefit from wind tunnel testing, thanks to the aerodynamic expertise of Tony Southgate.
The Lola T70 delivered a sense of balance and confidence—whether charging down straights or attacking corners—that made it feel truly alive in a driver’s hands. (Picture from: Cars.Bonham)
This development led to some radical choices. Instead of following the trend of sloping rear ends for aerodynamic drag reduction, Lola went in the opposite direction, opting for a high, flat tail with a lip spoiler. The result? More drag, yes—but also three times the downforce of its rivals. That extra grip translated into superior handling and high-speed stability, traits that mattered far more than theoretical top speeds during an endurance race.
The Lola T70 took a radical aerodynamic approach by rejecting the common sloping rear design in favor of a high, flat tail with a lip spoiler—resulting in increased drag but generating three times the downforce of its rivals. (Picture from: Cars.Bonham)
Powering the T70 Coupe was still the tried-and-true Chevy V8, available in 5.5 to 6.0-liter configurations. Delivering around 460 horsepower, it offered a near-perfect blend of muscle and reliability. And because Lola designed the car with private teams in mind, it was surprisingly accessible for a vehicle of its capability. It allowed smaller outfits to take part in the world’s most prestigious endurance races without needing the deep pockets of a factory-backed team. | PcQmOzrpZpg | hXg8NjoPbDE |
What the Lola T70 achieved was rare: a harmony between beauty, brawn, and balance. It wasn’t built to be a legend—it became one because it dared to challenge convention. With every lap, it proved that brilliance doesn’t need a big name or a big budget. It just needs a bold idea, a dedicated team, and the courage to build something different. That’s the legacy the T70 left on the tarmac—and it’s one that still inspires racers and dreamers today. *** [EKA | FROM VARIOUS SOURCES | MOTORSPORTSMAGAZINE | CARS.BONHAM| SUPERCARS.NET | CLASSICDRIVER | HOTROD | CARS.BONHAM | SBARRO.PHCALVET.FR ]
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Brutal Elegance - There’s something timeless about machines engineered with one clear mission: pure domination. In a time when supercars often blur the line between luxury and performance, one machine stood out as a raw, unfiltered expression of power and purpose. While names like the Skyline GT-R, AMG GT R, and BMW M3 GTR have made their mark in automotive history, one GTR redefined what it means to be born for the track — the Lamborghini Diablo GTR.
The Lamborghini Diablo GTR was born from Lamborghini’s fiery motorsport ambition and made its debut at the 1999 Geneva Motor Show. (Picture from: RoadAndTrack)
Born from the fiery passion of Lamborghini’s motorsport ambition, the Diablo GTR didn’t exist to cruise city boulevards or grace red carpets. It was bred in the pit lanes and designed to crush lap times. Introduced in 1999 at the Geneva Motor Show, this fierce evolution of the Diablo was more than just another variant. It was Lamborghini’s answer to the growing hunger for an elite, no-compromise race machine. Just 30 units were ever produced between 1999 and 2000, making it one of the most exclusive machines to carry the Raging Bull emblem.
The Lamborghini Diablo GTR features striking aluminum bodywork enhanced by dramatic carbon fiber add-ons, including massive intakes and roof scoops.(Picture from: RoadAndTrack)
Underneath the striking aluminum bodywork and dramatic carbon fiber add-ons lies the beating heart of a naturally aspirated 6.0-liter V12 engine, producing an earth-shaking 590 horsepower and 640 Nm of torque. Those numbers translate into blistering performance: 0–96 km/h in just 3.5 seconds and a top speed reaching 339 km/h. These aren’t just stats — they’re a reflection of what happens when engineering meets obsession. All that power is channeled through a six-speed manual gearbox, giving the driver full command of every ounce of fury that V12 can summon.
The Lamborghini Diablo GTR's side profile is adorned with NACA ducts that channel cooling air to the engine and brakes, while its signature sliding plexiglass windows and fresh air tubes integrated into the mirrors highlight its pure racing DNA.(Picture from: RoadAndTrack)
Everything about the Diablo GTR screams function over form. The massive fixed rear wing is bolted directly to the chassis, not for show, but to generate real downforce on the track. Massive intakes, roof scoops, and NACA ducts feed cooling air to the engine and brakes, while the signature sliding plexiglass windows and fresh air tubes snaking through the mirrors reveal its racing DNA. Inside, creature comforts were sacrificed for the sake of speed. The luxurious leather of the standard Diablo is stripped away in favor of exposed carbon fiber, lightweight racing seats with 6-point harnesses, and a roll cage — not exactly your typical Sunday cruiser.
The Lamborghini Diablo GTR’s cabin features lightweight racing seats with 6-point harnesses, a roll cage, a sporty three-spoke steering wheel, a simple dashboard, and a racing gear shifter, while the center console houses racing knobs and buttons.(Picture from: RoadAndTrack)
It wasn’t just built to impress — it was built to compete. The Diablo GTR was developed for Lamborghini’s one-make race series, the Supertrophy. With track-only ambitions, it came factory-equipped with a fire suppression system, racing jacks, and free-flow exhausts that would make any purist grin. Some of these cars, like one unit known to have raced at Monza, left their mark on the circuit, showcasing not only speed but resilience.
The Lamborghini Diablo GTR is powered by a naturally aspirated 6.0-liter V12 engine, delivering a staggering 590 horsepower and 640 Nm of torque.(Picture from: RoadAndTrack)
But perhaps the most captivating part of the Diablo GTR story is not just what it achieved on the track, but what it represented off it. It was among the last analog Lamborghinis — a raw, untamed beast with no digital filters or electronic helpers. This car demands respect, punishes hesitation, and rewards bravery. It's the kind of machine that whispers to a select few who understand that driving should be visceral.
The Lamborghini Diablo GTR features a massive fixed rear wing, bolted directly to the chassis—not for show, but to deliver genuine downforce on the track.(Picture from: RoadAndTrack)
Today, surviving units are rare collectibles, often tucked away in private museums or exclusive collections. Some have barely seen the track, with mileage figures under 1,000 kilometers. Others, once warriors of the circuit, wear their racing scars like badges of honor. Wherever they are, one thing is certain — the Diablo GTR is no ordinary car. It’s a symbol of an era when Lamborghini dared to build something purely for the thrill of speed, the purity of competition, and the roar of a V12 unleashed without restraint.
I don’t know what it is about the “GTR” name, but out of all the manufacturers that have used it—like the Skyline GT-R, AMG GT R, M3 GTR, and a few others—we can all agree that the Lamborghini Diablo GTR is the coolest one. pic.twitter.com/ILEUZean76
To own a Lamborghini Diablo GTR is to own a chapter of automotive rebellion. Not many cars can claim that, and even fewer have the pedigree, rarity, and sheer audacity to do it with such unmistakable style. *** [EKA | FROM VARIOUS SOURCES | ROADANDTRACK | PATINARESEARCH ON X | CARVAGANZA ]
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Regal Engineering - In a world where car design was rapidly evolving and nations vied to showcase their cultural and technological advancements through luxury, the mid-20th century gave birth to some of the most extraordinary automotive creations. Among these, one car still manages to turn heads and spark conversation even decades later: the 1956 Chrysler K300 Special by Ghia. A harmonious blend of American power and Italian craftsmanship, this vehicle wasn’t just a mode of transport—it was a royal statement on wheels, born from a unique fusion of prestige, innovation, and international collaboration.
One-of-a-Kind Chrysler K300 by Ghia Built for the Shah of Iran. (Picture from: ExclusiveCarRegestry)
The story of the Chrysler K300 begins not in Detroit, but in Turin, Italy, where the renowned coachbuilder Carrozzeria Ghia was tasked with creating something extraordinary. Ghia, already known for their artistry and custom builds, as commissioned by none other than the Shah of Iran. The car was intended as a gift fowr Queen Soraya, the Shah's second wife, and it needed to reflect nothing less than opulence and forward-thinking design. The result was a luxury coupe that would become an emblem of royal sophistication and mechanical prowess.
One-of-a-Kind Chrysler K300 by Ghia Built for the Shah of Iran. (Picture from: Carrozzieri-Italiani)
Before it found its way to the royal garage in Tehran, the K300 made its grand debut at the 1955 Paris Motor Show, capturing the admiration of enthusiasts and designers alike. Its striking silhouette, inspired by both American muscle and Italian elegance, immediately set it apart. Built on a customized Chrysler New Yorker chassis, it housed a formidable 5.8-liter Hemi V8 engine pushing 375 horsepower—a staggering output for its time, placing it among the most powerful road cars of the era.
One-of-a-Kind Chrysler K300 by Ghia Built for the Shah of Iran. (Picture from: Carrozzieri-Italiani)
Visually, the K300 was unlike anything else on the road. Its bold front grille took cues from Ghia’s earlier GS-1 concept, while the rear fins evoked the dramatic flair of jet-age design. The two-tone body—silver matched with metallic blue—was fashioned entirely from steel, reflecting Ghia’s meticulous attention to detail. Inside, the craftsmanship continued with plush white leather seats, brushed aluminum panels, and features that were years ahead of their time. Power windows, power seats, and even a push-button transmission made it feel futuristic in the 1950s.
One-of-a-Kind Chrysler K300 by Ghia Built for the Shah of Iran. (Picture from: mralma30i on X)
Yet what truly set the K300 apart was its retractable hardtop—a feature that was almost unheard of back then. Controlled via a dashboard switch, it was a marvel of engineering that added both aesthetic charm and mechanical intrigue. Complementing this innovation was a suite of luxury appointments rarely seen in any car at the time: a record player discreetly tucked into the glove box, a mini fridge behind the seats, a radio telephone, a full air conditioning system, and gold-plated interior instruments—each detail tailored for royalty.
One-of-a-Kind Chrysler K300 by Ghia Built for the Shah of Iran. (Picture from: Wikimedia)
The original car shipped to Iran came with an unassembled engine as per the Shah’s request for a larger 392 cubic inch motor with dual four-barrel carburetors. This upgrade was completed by Reza Dardashti, the head mechanic of the Royal Garage. The K300 then became Queen Soraya’s personal vehicle, used regularly until an unfortunate crash damaged its front section. Not long after, in 1958, Queen Soraya left Iran following her divorce, and the car was essentially forgotten.
One-of-a-Kind Chrysler K300 by Ghia Built for the Shah of Iran. (Picture from: mralma30i on X)
As political tides shifted, the car’s fate also changed dramatically. During the 1979 revolution, it was confiscated along with other vehicles from the royal fleet and stored away in a hangar. For years, it remained hidden from public view, a relic of a vanished era. But in 1991, a team led by Iranian restoration expert Mansour Kamranfar breathed new life into the K300, painstakingly reviving it to its former glory. It now resides at the National Car Museum of Iran in Tehran, serving as both an artifact of automotive brilliance and a window into a remarkable historical narrative. | NHnSojdkda8 |
The Chrysler K300 Special by Ghia is much more than a rare classic—it is a symbol of cross-cultural ambition, design excellence, and royal prestige. With only two examples ever produced, and just one surviving today, it holds a unique place in automotive history. It tells a story not only of luxury and performance but of the people and moments that shaped its journey. Even now, its presence continues to captivate those who see it, a timeless reminder of what happens when passion, power, and artistry come together in the name of elegance. *** [EKA | FROM VARIOUS SOURCES | STORYCARS | CARROZZIERI-ITALIANI | EXCLUSIVECRREGESTRY | CARSTYLING.RU | THEFOUDRE ]
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Unlikely Savior - For many car enthusiasts, the name Porsche instantly brings to mind images of the iconic rear-engined 911 slicing through corners with a distinct exhaust note echoing in the distance. But hidden in the brand’s fascinating history is a less celebrated chapter—one that’s equally important to Porsche’s survival. Enter the Porsche 924, a car that didn't start as a Porsche at all, yet became the foundation for some of the most beloved front-engined models the company ever produced.
The Porsche 924 was originally a joint project between Volkswagen and Porsche, created by the Vertriebsgesellschaft (VG), as a two-door 2+2 coupé intended to replace the 912E and 914 as the company's entry-level model. (Picture from: Wikipedia)
The story of the 924 began in the 1970s, during a financially difficult period for Porsche. The company needed more than just the 911 to stay afloat, so it leaned on engineering contracts with other automakers. One of the most significant of these partnerships was with Volkswagen. VW wanted a new, affordable sports car and turned to Porsche for help. The task was to design a front-engined, rear-wheel-drive car using components already in VW’s parts bin to keep development costs in check.
The Porsche 924 Baustufe is the prototype sports car developed by Porsche in 1974 under 'Projekt 425' for Volkswagen, serving as the forerunner to the production 924. (Picture from: Wikipedia)
What Porsche came up with was clever: a transaxle layout for better weight distribution, a four-cylinder engine sourced from a VW van, suspension parts from a Beetle, and a manual gearbox taken from a VW sedan. The prototype showed real promise. But just as the car was ready to move forward, Volkswagen pulled the plug on the project, choosing instead to pursue its own Scirocco coupe. That could have been the end of the 924 story—but Porsche saw potential and decided to take full ownership of the project.
The Porsche 924 Turbo, launched in 1979, brought a significant performance upgrade by adding a turbocharger to the 2.0-liter engine, boosting output to 168 hp and transforming the driving experience compared to the standard model. (Picture from: GridOto)
Production was set up at a VW-run Audi plant in Neckarsulm, Germany, and in 1976, the Porsche 924 officially launched. It was a new kind of Porsche: affordable, practical, and unlike the traditional rear-engined models enthusiasts were used to. Though purists initially scoffed at the idea of a Porsche using so many VW parts, journalists and drivers were pleasantly surprised. The 924’s well-balanced chassis and crisp handling won over many critics, even if its 2.0-liter Audi-sourced engine wasn’t particularly powerful.
The Porsche 924 S, launched in 1986, was powered by a 2.5-liter engine derived from the 944, producing 150 hp, and offered smoother power delivery, improved refinement, and marked a key step in the model’s evolution into a true Porsche. (Picture from: GridOto)
In 1979, Porsche introduced the Porsche 924 Turbo, a much-anticipated upgrade that addressed early criticisms of the standard model’s modest performance. By adding a turbocharger to the existing 2.0-liter engine, Porsche boosted output to 168 hp, significantly enhancing acceleration and overall driving dynamics. This version not only delivered the extra power enthusiasts had been waiting for but also reinforced the 924’s position as a serious contender in the world of entry-level sports cars.
The Porsche 924, shown here as the 1981 2.0 UK model, features a European-spec rear bumper, small wing-mounted side-marker lights, and no rear spoiler. (Picture from: Wikipedia)
In 1986, the Porsche 924 Sfollowed with a 2.5-liter engine derived fromthe 944. Though its 150 hp output was slightly lower than the Turbo’s, the 924 Soffered smoother power delivery, greater refinement, and marked another step in the model’s evolution into a true Porsche.
The Porsche 924, shown from the rear as the 1981 2.0 UK model, features a European-spec rear bumper with an optional spoiler. (Picture from: Wikipedia)
In time, the original 924 also received some of these upgrades. When Volkswagen ceased production of the 2.0-liter engine in the mid-1980s, Porsche swapped in a detuned version of the 944’smore powerful inline-four and rebranded the model as the 924S. This version brought the car closer than ever to Porsche’s engineering standards, while still keeping it as the brand’s entry-level option.
The Porsche 924 interior from the 1981 model showcases a three-spoke Porsche-branded steering wheel, analog gauges, and a manual gear shifter. (Picture from: Wikipedia)
Despite its rocky start and mixed heritage, the Porsche 924 achieved something remarkable: it sold over 150,000 units and kept Porsche alive during a financially unstable period. It bridged the gap between the air-cooled past and the front-engined future, allowing the company to experiment, grow, and eventually thrive. | 6qLwd44C4iU |
What began as a canceled Volkswagen project turned into a cornerstone of Porsche’s history. The 924 proved that performance, innovation, and vision don’t always need to start from prestige—they just need the right team to see the potential. Today, while it may not draw the same attention as its siblings, the 924 holds its place in Porsche's legacy as the car that refused to be forgotten. *** [EKA | FROM VARIOUS SOURCES | PORSCHE | ID.MOTOR1 | WIKIPEDIA | ]
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More than just a quirky footnote in automotive history, the Thurner RS represents a time when boundaries were made to be challenged—when visionaries could take big risks and occasionally, just occasionally, bring something truly special to life on four wheels. *** [EKA | FROM VARIOUS SOURCES | RARECOMPONENTCARS | CLASSICDRIVER | PERICO001 IN FLICKR | WIKIPEDIA ]
