Abarth 695 Tributo Ferrari: The Wildest Little Performance Car Ever Built

Ferrari-Fused Fury - It’s funny how, in a world now dominated by silent EVs and digital dashboards, some of the most unforgettable cars were the ones that looked almost toy-sized yet carried the heart of a racing machine. The Abarth 695 Tributo Ferrari is a perfect example of that charming contradiction—a tiny hatchback introduced in 2009 that somehow managed to channel the swagger and intensity of far bigger performance legends. It emerged during a time when collaborations between brands felt more personal, and this partnership between Abarth and Ferrari produced a car that was small in footprint but enormous in attitude.

The Abarth 695 Tributo Ferrari, a tiny hatchback introduced in 2009, was built to honor the collaboration between the two brands and managed to channel the swagger and intensity of far larger performance legends. (Picture from: ClassicDriver)

The bond between the two marques didn’t appear overnight. Their histories had crossed decades earlier, including the 1953 Ferrari 166/250 MM Abarth, a one-off racer that competed in major events like the Mille Miglia. Carlo Abarth and Enzo Ferrari themselves shared similar journeys as drivers who became tuners and eventually built racing empires. In the years leading up to the Tributo Ferrari’s debut, the relationship grew even stronger—Ferrari’s European dealers even used customized Abarth 500s as courtesy vehicles, setting the stage for a more ambitious collaboration that would soon follow. 

The Abarth 695 Tributo Ferrari’s interior adopts an elegant, Ferrari-inspired layout and features Sabelt’s black-leather Abarth Corsa seats that hold the driver securely. (Picture from: ClassicDriver)

That ambition took shape under the 695 Tributo Ferrari’s hood, where Abarth extracted over 180 horsepower from a 1.4-liter Turbo T-Jet engine. The power surge transformed the compact chassis into something genuinely mischievous, especially when paired with an MTA paddle-shift transmission inspired by contemporary performance technology. Matching the upgraded engine were reinforced brakes, sharpened suspension tuning, and 17-inch wheels modeled after Ferrari designs, complete with performance tires that helped the car punch well above its weight. 

The Abarth 695 Tributo Ferrari combined a steering wheel with red inserts and a tricolour hub with a Ferrari-inspired Jaeger display, while aluminum footwell plates and Scorpion-badged pedals added a motorsport edge that matched its performance. (Picture from: ClassicDriver)

The mechanical setup was further elevated by the Record Monza exhaust system, which came alive past 3000 rpm and unleashed a sharper, more assertive tone that fit the car’s hyperactive spirit. Paired with its strengthened brakes, retuned suspension, and Ferrari-inspired 17-inch wheels wrapped in performance tires, the 695 Tributo Ferrari delivered a driving character that felt intentionally dialed-in. Every component seemed chosen to make the compact hatchback behave like something far more serious, turning ordinary streets into a playground for anyone behind the wheel.

The Abarth 695 Tributo Ferrari packs over 180 horsepower from its 1.4-liter Turbo T-Jet engine paired with an MTA paddle-shift transmission, complemented by reinforced brakes, sharpened suspension tuning, and 17-inch wheels modeled after Ferrari designs. (Picture from: ClassicDriver)

That same focused energy carried through its design. Abarth coated the exterior in striking Scuderia Red, complemented by carbon-fiber mirrors and Racing Grey accents along the wheels and rear air intakes, giving the car a presence that immediately separated it from everyday city traffic. Inside, the atmosphere grew even more intense: Sabelt’s black-leather Abarth Corsa seats gripped the driver securely, while a steering wheel with red inserts and a tricolour hub emphasized its Italian identity. The Jaeger-designed instrument display nodded to Ferrari’s own layout, and the aluminum footwell plates with Scorpion-badged racing pedals added a motorsport edge rarely found in a car this size—making the interior feel as purposeful as its performance. | H3PX-vbUd4k |

Seen from today’s perspective, the Abarth 695 Tributo Ferrari feels like a celebration of passion-driven engineering—an era when brands built fun, characterful machines not because the market demanded them, but because they believed in them. It proved that performance isn’t always about size or headline numbers, and that even a compact hatchback can carry the DNA of giants. In a landscape now shaped by technology and efficiency, this little firecracker remains a reminder of how thrilling a car can be when it blends heritage, boldness, and a dash of unapologetic eccentricity. *** [EKA | FROM VARIOUS SOURCES | CLASSICDRIVER | PISTONHEADS ]

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Fiat Abarth 2000 OT America Coupe: A Forgotten Italian Rocket

Rare Rage - There was a time in the 1960s when European sports cars were locked in a battle for both speed and style. The Porsche 911 had just arrived, instantly redefining what a performance road car could be. But while the German icon took the spotlight, a man named Carlo Abarth—famous for transforming small Fiats into fire-breathing machines—was not about to sit quietly in the shadows. His response came in the form of one of the most fascinating yet little-known creations in automotive history: the Fiat Abarth 2000 OT America coupe. 

The Fiat Abarth 2000 OT America Coupe was created to be a rival to the Porsche 911, one that was lighter, wilder, and brimming with Italian character which was originally aimed at the American market. (Picture from: VintageLife in Facebook)

 

 

Carlo Abarth’s idea was simple but bold—create a rival to the Porsche 911, one that was lighter, wilder, and brimming with Italian character. The addition of the word “America” to its name was no accident. At that time, the United States was the biggest and most lucrative sports car market, and Porsche had already gained a foothold there. Abarth wanted his car to be seen as a direct competitor, not just in Europe but also overseas, and giving it the name *America* was a deliberate move to capture attention in that vital market. It also helped set the car apart from other OT or 'Omologato Turismo' models in Abarth’s lineup, giving it an international identity and emphasizing its ambition.

The Fiat Abarth 2000 OT America Coupe helped set the car apart from other OT or 'Omologato Turismo' models in Abarth’s lineup, giving it an international identity and emphasizing its ambition. (Picture from: Jalopnik)

What makes this story even more incredible is the rarity of the car. In 1966, only three examples were originally built, and all of them were quickly spoken for: one went to a young Niki Lauda, another to a Japanese collector, and the third to a buyer in Switzerland. Despite the immediate demand, the project stalled almost as quickly as it began. Each car cost about $3,000 more to produce than a 911T sold for in the United States at the time, which made the program financially unsustainable. So Abarth, known for his pragmatism as much as his passion, shut it down.

The Fiat Abarth 2000 OT America Coupe ultimately totaled just four units after the 1967 continuation, ending production entirely and becoming one of the rarest cars ever to wear the scorpion badge. (Picture from: MyCarQuest)

But the story didn’t end there. Two years later, Belgian enthusiast Guy Moerenhout decided to keep the flame alive. With Abarth’s blessing and access to leftover parts and original blueprints, he constructed a continuation model in 1967 for collector Leo Aumüller. This was not a copy but rather an authentic extension of the original vision, carrying all the DNA of Abarth’s daring concept. With that car, the total number of Fiat Abarth 2000 OT America coupes built came to just four. Production stopped completely after this continuation, making the model one of the rarest creations to ever wear the scorpion badge. 

The Fiat Abarth 2000 OT America Coupe evolved from a modest Fiat 850 shell into an aggressive little rocket with flared arches, extra hood intakes, and a stance ready to attack the road. (Picture from: MyCarQuest)

The car itself was a masterclass in transformation. Underneath, it began life as a humble Fiat 850 Coupe body shell. By the time Abarth was done, though, it looked like something entirely different—an aggressive little rocket with flared wheel arches, extra air intakes carved into the hood, and the kind of stance that made it seem permanently ready to attack the road. Imagine seeing such a car in the mid-1960s, when many coupes still looked tame; this machine was nothing short of radical. 

The Fiat Abarth 2000 OT America Coupe powered by a 2.0-liter, twin-cam, four-cylinder engine producing around 175 to 185 horsepower. (Picture from: MyCarQuest)

Beneath the sculpted bodywork sat the real magic: a 2.0-liter, twin-cam, four-cylinder engine producing around 175 to 185 horsepower. That may not sound like much in today’s world of turbocharged supercars, but paired with a featherweight chassis—just 710 kg—it was explosive. Reports from the time claimed a top speed of 248 km/h (155 mph), numbers that placed it right in line with, and in some cases ahead of, its German rival. It was a car that could embarrass a Porsche 911 on a back road and even take on a Corvette for good measure. The phrase “911s for breakfast, Corvettes for lunch” wasn’t just marketing bravado—it was a reality for this tiny Italian missile.

The Fiat Abarth 2000 OT America Coupe evolved from a modest Fiat 850 shell into an aggressive little rocket with flared arches, extra hood intakes, and a stance ready to attack the road. (Picture from: ConceptCarz)

What makes the Fiat Abarth 2000 OT America coupe so captivating today is not just its speed, but its rarity. With only four examples ever produced between 1966 and 1967, it is a unicorn in the automotive world. It represents a moment when passion pushed boundaries, even if practicality pulled them back. Carlo Abarth wasn’t afraid to dream big, even if the market wasn’t ready to reward him for it. The car stands as proof that innovation often comes from risk-takers who refuse to settle for the ordinary. | BqdcMZQFWYA |

More than fifty years later, the OT 2000 America continues to turn heads, not just as a rare collector’s gem but as a reminder of what happens when creativity and determination meet. It may not have outsold the Porsche 911, but it carved its own place in history as one of the boldest and rarest little coupes ever built. And for anyone lucky enough to see one in person today, it still carries that same mischievous grin—a car built not for balance sheets, but for pure, unfiltered joy. *** [EKA | FROM VARIOUS SOURCES | MOTORTREND | MYCARQUEST | JALOPNIK | VINTAGELIFE IN FACEBOOK | CONCEPTCARZ ]

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The Suminoe Flying Feather: Japan’s Forgotten Postwar People’s Car

Feathered Resilience - In the years following World War II, Japan was a nation rebuilding not only its cities but its confidence in innovation. Amid the shortages and the slow pulse of recovery, a new generation of engineers and dreamers sought to redefine what mobility could mean for ordinary people. Among them was a man with a vision as light as air yet grounded in practicality. The Suminoe Flying Feather, displayed at the Petersen Automotive Museum, was born from both necessity and imagination during a time when Japan in the late 1940s struggled to restart production of even the most basic consumer goods.

The Suminoe Flying Feather, displayed at the Petersen Automotive Museum, was born from both necessity and imagination during a time when Japan in the late 1940s struggled to restart production of even the most basic consumer goods. (Picture from: Hagerty)

Its creator, Yutaka Katayama, had long worked at Nissan, guiding the company’s advertising and promotional efforts. But as Nissan resumed building cars after the war—largely British-derived Austin models—Katayama saw a problem. Japan’s people were not ready for large, expensive sedans when food and fuel were scarce. What the nation needed, he believed, was a car that was small, affordable, and approachable. His vision mirrored the logic that had produced Germany’s Volkswagen Beetle and France’s Citroën 2CV: a “people’s car” designed for survival, not status.

The Suminoe Flying Feather, an early 350cc cycle-car crafted by Yuaka Katayama and Ryuichi Tomiya for Suminoe Manufacturing back in 1954. (Picture from: Flickr-MrScharroo)

To bring his idea to life, Katayama joined forces with Ryuichi Tomiya, a designer renowned for his creativity and precision. Tomiya, who would later establish the Tomiya Research Institute and design the distinctive Fuji Cabin three-wheeler, shared Katayama’s conviction that mobility should be simple, efficient, and within reach of ordinary citizens. Together, they imagined a car that stripped away everything unnecessary, leaving only what was essential to move people forward—both literally and symbolically.

Yutaka Katayama posed along with the Suminoe Flying Feather in 1954. (Picture from: Hagerty)

By 1950, their imagination had materialized into the first prototype of the Flying Feather. It was a tiny, doorless convertible that resembled a toy Jeep, perched on motorcycle wheels and powered by a small air-cooled Nissan engine mounted at the rear. The design was radically minimalist, yet spirited. When Katayama presented it to Nissan executives, they were intrigued by its novelty and considered adding it to the company’s lineup as a complement to the larger Austin sedans. For a brief moment, it seemed Japan’s postwar “people’s car” might become a reality.

The Suminoe Flying Feather features a minimalist gray body with a cheerful front design, round headlights, and a compact stance that perfectly reflects its lightweight, postwar Japanese engineering spirit. (Picture from: RoadAndTrack)

That hope quickly faded when Katayama’s sense of humanity collided with corporate politics. During a factory strike over poor working conditions, he brought food to hungry workers—a gesture that, while compassionate, angered Nissan’s management. The incident ended his tenure at the company, but not his determination. He and Tomiya continued refining their vision independently, creating a second prototype that embodied their design philosophy with greater sophistication and grace.

The Suminoe Flying Feather features an extremely simple interior with a bare metal dashboard, two basic gauges, a thin steering wheel, and plaid-upholstered seats that emphasize its minimalist postwar design philosophy. (Picture from: RoadAndTrack)

This evolved Flying Feather featured an air-cooled 350cc V-twin engine producing 12.5 horsepower, independent suspension at both ends, and a curb weight of just 935 pounds. It gained real doors, a cleaner silhouette, and a playful, aerodynamic shape highlighted by its bug-eye headlights and tapered rear vents. The car’s windows didn’t roll down—they swung upward like wings—while the interior was stripped to the bone, its seat frames and springs left exposed beneath a thin fabric pad. It was not luxury; it was liberation on wheels.

The Suminoe Flying Feather's interior was stripped to the bone, its seat frames and springs left exposed beneath a thin fabric pad. It was not luxury; it was liberation on wheels. (Picture from: RoadAndTrack)

After approaching several suppliers, Katayama finally found a partner in Suminoe Engineering Works, a company that specialized in interiors and components for Nissan. Suminoe agreed to produce the Flying Feather, and the project soon caught the attention of Japan’s Ministry of International Trade and Industry (MITI), which expressed interest in nurturing it as a domestic “people’s car.” In 1954, the production version made its public debut at the Tokyo Auto Show, where it was hailed as “the smallest, cheapest, and most economical practical car in the world.” For a moment, it seemed that the Flying Feather might truly take flight.

The Suminoe Flying Feather featured an air-cooled 350cc V-twin engine producing 12.5 horsepower, independent suspension at both ends, and a curb weight of just 935 pounds. (Picture from: RoadAndTrack)

But that moment was short-lived. The promised government backing never arrived, and when Suminoe lost its contract with Nissan, financial ruin followed. Production halted after only about 200 cars were built. A handful of them survived, some restored decades later as rare relics of an era defined by both hardship and hope. The Flying Feather’s wings were clipped before it could soar, yet its story refused to fade. | h3T8nSRLfDo |

Katayama’s own story, however, continued to rise. He reconciled with Nissan and went on to transform the company’s fortunes abroad, bringing the Datsun brand to the United States and overseeing the birth of icons like the Datsun 510 and the legendary 240Z. By the time of his passing at 105, his name had become synonymous with Japan’s automotive ascent. And though the Flying Feather occupies only a small corner of his legacy, it remains a symbol of postwar resilience—a reminder that progress often begins not with grandeur, but with a light, fragile idea daring to lift off the ground. *** [EKA | FROM VARIOUS SOURCES | TOYOTA AUTOMOBILE MUSEUM | HAGERTY | ROADANDTRACK ]

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The DAF Rijdende Regenjas: A Clown Car with a Big Story

Ingenious Whimsy - When people today think of futuristic car design, they often imagine sleek electric vehicles, self-driving systems, and AI-assisted dashboards. Yet, over eight decades ago, in the middle of wartime Europe, one Dutch inventor envisioned a very different kind of future on wheels — one that could literally fit through the front door of your house. That peculiar yet brilliant idea materialized as the DAF Rijdende Regenjas, or “Driving Raincoat,” a one-of-a-kind microcar that remains one of the most eccentric yet innovative creations in automotive history. 

The DAF Rijdende Regenjas or “Driving Raincoat,” a one-of-a-kind microcar crafted by Hubert van Doorne that remains one of the most eccentric yet innovative creations in automotive history. (Picture from: Thingies in Facebook)

The story begins in the early 1940s, during a time when resources were scarce and the Netherlands was under occupation. Hubert van Doorne, a mechanical genius and the founder of Van Doorne’s Aanhangwagenfabriek N.V. — later known simply as DAF — was not the type to sit still, even during a war. His factory, originally dedicated to trailers and machinery, became the birthplace of an idea both whimsical and practical: a tiny, single-person car that could serve as an alternative to bicycles for elderly nurses and factory workers who still needed to travel efficiently.

The DAF Rijdende Regenjas or “Driving Raincoat,” was a tricycle-like car so compact that could serve as an alternative to bicycles for elderly nurses and factory workers who still needed to travel efficiently. (Picture from: WeirdWheels in Reddit)

Van Doorne’s challenge was as peculiar as it was ambitious. The vehicle had to be small enough to fit inside a hallway — literally. The result was a tricycle-like car so compact that it earned the affectionate nickname “Rijdende Regenjas,” or “Driving Raincoat,” because, in essence, it was like wearing a machine rather than sitting in one. At roughly 80 centimeters wide, the three-wheeler could pass through most Dutch front doors with ease.

The DAF Rijdende Regenjas was powered by a 125 cc single-cylinder motorcycle engine connected to a hydraulic torque converter developed by DAF itself — a system that would later evolve into the CVT (Continuously Variable Transmission). (Picture from: Thingies in Facebook)

Despite its modest appearance, the Rijdende Regenjas was far from a toy. It was powered by a 125 cc single-cylinder motorcycle engine connected to a hydraulic torque converter developed by DAF itself — a system that would later evolve into the CVT (Continuously Variable Transmission) still used in millions of cars today. The car’s front wheel could rotate a full 180 degrees, allowing it to reverse without the need for a traditional gear system, and even pivot in place if turned 90 degrees. In essence, it was an early exercise in maneuverability and design efficiency that most modern city cars still aspire to achieve.

Van Doorne thought through every detail. The car had only one door, but he anticipated the risk of it tipping over — after all, it was a three-wheeler — so he fitted it with a folding roof that could serve as an emergency exit. The ingenuity was typical of his practical engineering style: function first, but always with a touch of human consideration. 

The DAF Rijdende Regenjas’s front wheel could rotate a full 180 degrees, allowing it to reverse without the need for a traditional gear system, and even pivot in place if turned 90 degrees. (Picture from: Thingies in Facebook)

Production plans were on the table once the war ended, but reality had other ideas. Europe was rebuilding, priorities had shifted, and the Rijdende Regenjas never went into mass production. Still, its story was far from over. In 1947, the whimsical little car found a new purpose at the children’s circus ’t Hoefke in Deurne, a local troupe co-founded with Van Doorne’s support. His twin daughters, Anny and Tiny, performed there with their horses, and it’s likely that the car was either donated or loaned to the circus rather than sold.

The DAF Rijdende Regenjas had only one door, yet its design cleverly included a folding roof that doubled as an emergency escape in case of a rollover. (Picture from: WeirdWheels in Reddit)

At the circus, the Rijdende Regenjas became part of a comedic act starring clowns Rits and Rats — Fried van Moorsel and Piet van Hoof — who were famously “chased” around the ring by the tiny car, driven either by Van Doorne’s chauffeur Harrie van der Heijden or Frans Baarends. The car that was once conceived as a wartime mobility solution now brought laughter to children — an unexpected second life for a machine born out of necessity.

 

A decade later, when the circus closed its tent for good in 1957, the little car returned home. Van Doorne had it restored, and it eventually found a permanent place in the DAF Museum in Eindhoven, where it still sits today — a compact testament to imagination, adaptability, and the joy of invention.  | vkwlM2QXCV4 | z3XFYskqe14 |

Looking at it now, the DAF Rijdende Regenjas feels both quaint and visionary. It may look like something from a cartoon, yet its design principles — efficiency, compactness, and mechanical innovation — are surprisingly aligned with the values of today’s urban mobility. Electric scooters, microcars, and foldable e-bikes all chase the same goal Van Doorne had in the 1940s: freedom of movement in a crowded world.

 

So, while the Rijdende Regenjas never rolled off a production line, it rolled into history with quiet significance. It stands as a delightful reminder that true innovation doesn’t always roar — sometimes, it hums softly through a 125 cc engine, wearing a raincoat. *** [EKA | FROM VARIOUS SOURCES | WIKIPEDIA | THINGIES IN FACEBOOK | WEIRDWHEELS IN REDDIT ]

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The Quirky Little Legend: Fiat Abarth Multipla and Its Italian Charm

Mini Masterpiece - There’s something endlessly fascinating about cars that dared to be different. Long before SUVs and minivans became the go-to family transporters, a few brave innovators imagined compact vehicles that could carry both people and spirit — blending function, character, and an unmistakable charm. Among those visionaries stood Fiat, and perhaps one of its most captivating creations was the Fiat Abarth Multipla, a tiny yet spirited machine that managed to be practical, playful, and surprisingly ahead of its time. 

The Fiat Abarth Multipla, a tiny yet spirited machine that managed to be practical, playful, and surprisingly ahead of its time. (Picture from: Wikimedia)

The 1950s Citroën 2CV Radar: A Unique French Hand-Built Car by Robert Radar

Mechanical Whimsy - There’s something endlessly charming about how post-war Europe embraced creativity on wheels. Scarcity gave rise to innovation, and few examples better capture that spirit than the enchanting yet obscure Citroën 2CV Radar — a unique creation by Belgian Citroën dealer Robert Radar. It's a car born not from a major automaker’s drawing board, but from the mind of a passionate man with racing roots, mechanical precision, and an eye for unconventional beauty.

The Citroën 2CV Radar in its full form, showcasing the two-tone fiberglass body with distinctive flowing lines and compact proportions. (Picture from; QuirkyRides in X)

Robert Radar, a trained mechanic with racing experience from the roaring ‘20s, poured his ingenuity into creating something exceptional. After years of hands-on experience with Citroën and running his own garage in Liège, he designed a roadster in 1956 that was unlike anything else on the road — sleek, curvy, and distinctly French, yet built on the famously utilitarian Citroën 2CV chassis. His creation was so unconventional that it still turns heads today with its surreal, almost dreamlike shape.

A closer look at the front profile reveals the smooth bonnetless nose and rounded curves that give the 2CV Radar its whimsical character. (Picture from; Facebook)

Visually, the 2CV Radar is a car that seems torn between the world of engineering and artistic sculpture. From certain angles, it looks like it belongs in a museum of modern art rather than on a city street. Its exaggerated curves, wing-like rear fenders, and bulbous proportions might strike some as odd or even whimsical. But that’s precisely what makes it stand out. It's not trying to mimic the sports cars of its time; it boldly carves its own path, unafraid of looking different.

Robert Radar originally built the car as a minimalist open-top roadster, like the one shown here, with later versions gradually evolving into fixed-roof coupés. (Picture from; Corfo.JouwWeb.be)

Robert Radar initially built the car as a minimalist open-top roadster, with later versions evolving into fixed-roof coupés like the one shown here. This is the kind of car that walks the fine line between “weird” and “wonderful,” and ends up owning both labels with confidence.

Front view of a bonnetless red Citroën 2CV Radar roadster, showcasing its fluid fiberglass curves, distinctive grille with Citroën chevrons, and exposed headlamps—an example of Robert Radar’s minimalist, hand-built design. (Picture from; Corfo.JouwWeb.be)

The body is crafted entirely from polyester — a cutting-edge material at the time — with an organic flow that almost seems to melt into the road. From the exaggerated, flowing rear fenders to the low-slung nose and minimalistic grille, this car radiates aerodynamic ambition and creative freedom. One of the most distinctive features is its roofline: a fixed hardtop that seamlessly curves into the body, contrasting in color (usually white over deep red or burgundy) and housing what appears to be a rear window from a Citroën DS, cleverly repurposed as a windshield. Even the bumpers and side trims feel custom-made, cleanly integrated into the design without distracting from the smooth surface. Every curve, every bulge, serves both form and function, a visual poem written in fiberglass.

Robert Radar behind the wheel of his creation, the ‘Radar’, a uniquely styled vehicle based on the Citroën 2CV platform. (Picture from; TotalKitCar)

Step inside, and you’ll find the simplicity of the 2CV still present, but wrapped in a slightly more elegant shell. The dashboard and interior layout remain faithful to the original, but with subtle upgrades like improved trim and modest upholstery enhancements to match the Radar’s grander presence. Don’t expect luxury, though — this was still an affordable, lightweight roadster designed to retain the spirit of the 2CV’s simplicity.

A rare coupé-style variant of the 2CV Radar, featuring a two-tone fiberglass body and elegant roofline, photographed at a vintage car gathering. (Picture from: M124a.LiveJournal)

Under the skin, things get more interesting. Originally powered by a standard 425cc flat-twin engine, Robert Radar didn’t stop there. He boosted the performance by upgrading to a 500cc displacement and fitting a dual-carburetor setup. With a reinforced suspension system and the addition of a stabilizer bar, the Radar wasn’t just a showpiece — it could reach up to 120 km/h, a genuinely impressive feat for a car that started life as a humble people’s vehicle. Light weight, clever aerodynamics, and a peppy heart turned it into a surprisingly spirited drive.

Rear view of the Radar, highlighting its sculpted fenders, minimalist taillights, and the DS-sourced rear window repurposed as the windshield. (Picture from; QuirkyRides in X)

What truly sets the 2CV Radar apart is how rare and it is. After Radar built a few bodies himself — some assembled in his own garage, others sold as kits — Citroën Belgium became intrigued. From 1959 to 1962, they produced about 60 fiberglass bodies, of which only 20 were completed as full vehicles. The production process was split between facilities in Belgium and even extended into northern France, involving several craftsmen who ensured the assembly quality met the unique vision.

This is one of the earlier models of the 2CV Radar, shown with a bonnet, with an optional windscreen available to customers at the time. (Picture from; TotalKitCar)

Changes were made during this limited production run: some lost the original bumpers in favor of sleeker side bars, the door handles disappeared, and the body was slightly reworked to ease access to mechanical parts. But the soul remained intact — a quirky, sculptural reinterpretation of the 2CV that was both accessible and unlike anything else Citroën ever offered.

These are two roadster variants built by Robert Radar on the Citroën 2CV chassis—one on the left featuring a bonnetless nose with smooth curves, and the other on the right equipped with a full bonnet and lacking a windshield. (Picture from; Classic And Recreation Sportscars in Facebook)

The 2CV Radar even played a minor role in history. It appeared at the 1958 Brussels World's Fair and in showrooms, proudly wearing its uniqueness like a badge of honor. For 75,000 Belgian francs — around 25% more than a regular 2CV — buyers could own something exceptionally rare, fun, and fashionably French. 

Rear view of a pastel-blue Citroën 2CV Radar roadster lacking a windshield, highlighting its fluid fiberglass curves, exposed cockpit, and minimalist rear styling. (Picture from; PreWar)

Only a handful of these rolling sculptures survive today, with perhaps fewer than six known examples still in existence. Each remaining car is a rolling tribute to Radar's vision and the post-war spirit of creativity. They may look a bit odd today, parked among modern machines, but that’s exactly what makes them so captivating — they were never meant to fit in. | ovoIP1fIXmI |

In a world full of vehicles designed to blend in, the Citroën 2CV Radar is the automotive equivalent of a whimsical sketch come to life. It’s not just a car. It’s a story — of passion, persistence, and a little eccentricity — built on one of the world’s most modest platforms. And thanks to the daring spirit of Robert Radar, it continues to roll through history with a smile on its fiberglass face. *** [EKA | FROM VARIOUS SOURCES | LESFILLESDEFOREST.BE | MI24A.LIVEJOURNAL | TOTALKITCAR | CORFO.JOUWWEB.BE | PREWAR | QUIRKYRIDES IN X | WOUTER BREGMAN IN FLICKR | OLDCAR.IT IN FACEBOOK | CITROËN 2CV OWNERS' CLUB IN FACEBOOK | WEIRD WHEELS IN FACEBOOK | CITRINA GARAŽAS - CITROËN CLUB LITHUANIA IN FACEBOOK | CLUB VÉHICULES ANCIENS "SOUPAPES ET PISTONS" BAYONNE ET HASPARREN IN FACEBOOK | CLASSIC AND RECREATION SPORTSCARS IN FACEBOOK ]

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