Toyota GT Concept Duo Stuns at 2025 Goodwood Festival of Speed

Powerplay Stuns - The Goodwood Festival of Speed has always been a spectacle where heritage meets innovation, and this year was no exception. Amid the roar of engines and a crowd buzzing with anticipation, Toyota chose this stage to drop an unexpected yet thrilling surprise: not one, but two high-performance sports cars—the Toyota GT Concept and its track-focused sibling, the GT Racing Concept. With no prior teasers or hints, their sudden debut took center stage and stirred conversations not just about speed, but about the future of performance motoring under the Toyota and Lexus names.

A pair of Toyota concept cars—the GT Concept and its track-focused sibling, the GT Racing Concept—stunned at the 2025 Goodwood Festival of Speed. (Picture from: RoadAndTrack)

These two machines didn’t just sit pretty—they tackled the iconic Goodwood hill with purpose, signaling a clear intent from Toyota to deepen its roots in competitive motorsport. The GT Racing Concept, in particular, isn’t just a showpiece; it’s shaping up to be a serious contender for the FIA GT3 category. That ambition isn't built overnight. According to the drivers behind the wheel, development on these cars has been underway for over four years, with extensive circuit testing taking place over the past 18 months. It’s a slow burn that’s clearly starting to bear fruit. 

The striking bright red interior of the Toyota GT aka. Lexus LFR road version was revealed to the public during its debut at the 2025 Goodwood Festival of Speed. (Picture from: idMotor1)

Interestingly, the two cars—while sharing the same core DNA—are designed with very different goals in mind. The GT Racing Concept screams aggression, flaunting its oversized rear wing, minimalist side windows, dramatic side exhausts, and a commanding vertical wiper that looks straight out of endurance racing. Everything about it is optimized for downforce and speed, and its howling exhaust note leaves no doubt about its pure motorsport intentions.

The Toyota GT, aka the Lexus LFR road version, comes with a predominantly red interior that includes carbon fiber bucket seats divided by a wide center console, and while a manual gearbox was never likely, it features a compact selector for its automatic transmission. (Picture from: idMotor1)

By contrast, the GT, believed to be called the Lexus LFR, adopts a more refined approach. It’s the road-going counterpart, softened just enough to comply with street regulations but still brimming with attitude. The design is sleeker, the noise more measured, and while its core remains performance-focused, it carries itself with the maturity of a grand tourer meant for everyday thrills. | lH6EnbFV5Z0 |

The LFR’s interior, which was glimpsed during the event’s livestream, leans heavily into premium sports car territory. The red-themed cabin is headlined by carbon-fiber bucket seats and a wide center console. A compact gear selector replaces any hope of a manual option, hinting at a high-tech automatic transmission, likely built for precision rather than drama. A large central touchscreen is flanked by physical controls, and digital screens replace both the instrument cluster and rearview mirror. It’s clear this isn’t a revival of the past—it’s a redefinition of Lexus performance going forward.

The Toyota GR GT3 Concept first seen at the 2022 Tokyo Auto Salon will become the Lexus LFR. (Picture from: idMotor1)

What powers these machines? That’s still under wraps, but all signs point to a V8 engine lurking beneath the sculpted hoods—possibly a twin-turbocharged setup or even a hybrid system. The speculation is not without basis; the growl from the exhausts at Goodwood was unmistakably eight-cylinder, and Japanese reports hint at hybrid assistance that could push output close to 700 horsepower. Such figures would place the LFR in the same realm as the world’s top-tier supercars, giving Lexus a true halo vehicle to succeed the legendary LFA.

The Toyota GR GT3 Concept is gearing up the automaker to return to the spotlight with a bold, beautiful, and technologically advanced sports car. (Picture from: idMotor1)

As for the GT Racing Concept, it’s expected to officially enter GT3 racing in 2026, aligning with FIA homologation rules that require a close relationship between the race and road versions. This strategic move will put Toyota and Lexus alongside storied manufacturers like Ferrari, Aston Martin, and Porsche in offering race-ready machines to customer teams globally.

The Toyota GR GT3 Concept expected to officially enter GT3 racing in 2026, aligning with FIA homologation rules that require a close relationship between the race and road versions. (Picture from: idMotor1)

The Goodwood reveal marks the first time the public has seen both of these cars in motion, and while the full spec sheets are still under wraps, the intent behind them couldn’t be clearer. Lexus is gearing up to return to the spotlight with a bold, beautiful, and technologically advanced sports car. Meanwhile, Toyota Gazoo Racing is sharpening its edge for track dominance.

The Toyota GR GT3 Concept supercar boasts a twin-turbo V8 hybrid and is intended to be the successor to the Lexus LFA.. (Picture from: idMotor1)

With the RC and LC coupes now phased out, these new models don’t just fill a gap—they raise the bar. They embody a new chapter in Toyota Motor Corporation’s evolving vision for performance: one that blends raw power with sustainability, race heritage with road sensibility, and excitement with innovation. The road ahead looks thrilling, and it’s only just begun. *** [EKA | FROM VARIOUS SOURCES | TOYOTA | ID.MOTOR1 | ROADANDTRACK ]

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Thurner RS: Germany’s Forgotten Sports Car with a Rebel Soul

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 under the 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 from the 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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How the DiMora JX Coupe Turned a Chrysler into a Custom Icon

Rolling Artistry - There’s something captivating about movie cars. They often become icons, remembered long after the final scene fades. But more often than not, they’re little more than film props—visually stunning but hollow under the hood. DiMora Designs, a division of DiMora Motorcar, took a different route. Instead of building a disposable showpiece for the screen, they created the DiMora JX Coupe: a concept vehicle that didn’t just look good under the lights but had the power, craftsmanship, and road presence to back it up—long after the credits rolled.

The DiMora JX Coupe, a concept vehicle built from a 1999 Chrysler Concorde LXi, combined striking looks with real power, craftsmanship, and lasting road presence. (Picture from: HotRodHotLine)

The JX Coupe was no ordinary creation. It started as a 1999 Chrysler Concorde LXi, a comfortable and practical family sedan. With its front-wheel drive, roomy five-passenger seating, and a 235-horsepower V6 engine, it was built for everyday reliability. But Alfred DiMora saw something more. He envisioned a two-passenger coupe that fused movie magic with real-world performance. By late 2006, that transformation began—and the result was nothing short of remarkable.

The DiMora JX Coupe began as a 1999 Chrysler Concorde LXi, a practical and comfortable family sedan. (Picture from: DiMoraMotorcar)

Gone were the rear seats and family-friendly design. In its place stood a long, dramatic coupe with the utility of a modern-day El Camino. The trunk was massive, topped with a lockable electric lid, adding a practical twist to the concept’s bold styling. Underneath that sculpted steel was a new heart: a 3.2-liter V6 engine from ATK, upgraded with a Tornado air intake component that delivered a boost in both horsepower and fuel efficiency. With an estimated 260 horsepower and a smoother, more dynamic response, this was not just a design experiment—it was made to drive.

The DiMora JX Coupe featured a bold exterior enhanced by a shimmering House of Kolor “Sunrise Pearl” finish from San Diego, California. (Picture from: DiMoraMotorcar)

Alfred DiMora didn’t stop at performance. The JX Coupe became a modern homage to a nearly forgotten era of American automotive history—when coachbuilders shaped steel by hand, giving each car a soul. Inspired by the metalwork of the late '30s and '40s, DiMora and his team—especially Concept Car Project Manager Jim Willis—reshaped the Concorde’s body through countless hours of handcrafted steelwork. The result? A car with presence, elegance, and unmistakable individuality.

The DiMora JX Coupe achieved a grounded, muscular look with Intrax lowering springs and 18-inch American Racing Euro-Chrome wheels wrapped in BF Goodrich performance tires. (Picture from: DiMoraMotorcar)

The transformation was literal. They “coupe-d” the Concorde, sealing the rear doors and lowering the roof to fit custom rear glass. The tail end received a performance-inspired makeover with a Camaro Z28 dual-outlet muffler, set into a carefully modified rear fascia. Every cut, weld, and bolt was done with purpose. The JX Coupe’s stance was fine-tuned with Intrax lowering springs, while new 18-inch American Racing Euro-Chrome wheels wrapped in BF Goodrich performance tires gave it a grounded, muscular look.

The DiMora JX Coupe was powered by a 3.2-liter V6 engine from ATK, enhanced with a Tornado air intake for increased horsepower and fuel efficiency. (Picture from: DiMoraMotorcar)

Inside, the team upgraded the interior with plush leather seating, giving the cabin a luxury feel worthy of the car’s bold exterior. And then there was the paint—a shimmering House of Kolor “Sunrise Pearl” finish from San Diego, California. Depending on the light and time of day, the JX Coupe seems to change color, adding to its surreal charm.

 

The response? Overwhelming. When Jim Willis took the JX Coupe on its first drive, people stopped in their tracks. Cell phones came out. Restaurant diners left their meals just to get a closer look. The car wasn’t just turning heads—it was sparking conversations. “Where did you buy it?” “How much does it cost?” “Is it available?” The answer: there’s only one.

The DiMora JX Coupe was powered by a 3.2-liter V6 engine from ATK, enhanced with a Tornado air intake for increased horsepower and fuel efficiency. (Picture from: DiMoraMotorcar)

Though the JX Coupe was a one-off masterpiece, the concept didn’t stop there. By 2009, DiMora announced a follow-up vehicle with similar ambitions under a new name—Scattare. Built on the Oldsmobile Aurora platform, this evolution carried forward the spirit of the JX Coupe with its own unique interpretation, showcasing that the vision behind the original movie car was just the beginning of a larger design philosophy. | iGAXSLZUdTA |

The JX Coupe had already made its mark by then—featured in CarVision, a premier Korean auto publication, and welcomed warmly at the Spring Rod Run in Temecula, California. With appearances lined up for both television and cinema, it continues to dazzle wherever it goes. And if you ever spot it on the road, know that you’re looking at more than a car. It’s a rolling expression of creativity, craftsmanship, and the belief that even an everyday sedan can be transformed into something unforgettable. *** [EKA | FROM VARIOUS SOURCES | DIMORA MOTORCAR | STORYCARS IN X | AUTOCAR | HOTRODHOTLINE ]

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Lola T70: The Bold British Racer That Challenged Legends

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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One-of-a-Kind Chrysler K300 by Ghia Built for the Shah of Iran

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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The Porsche 924: The VW-Born Sports Car That Saved Porsche

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 S followed with a 2.5-liter engine derived from the 944. Though its 150 hp output was slightly lower than the Turbo’s, the 924 S offered 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’s more 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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