Ultimate Power - The world of supercars has always been dominated by high-priced, exclusive machines crafted for the elite. But every now and then, a car emerges that challenges this notion—offering breathtaking performance without an astronomical price tag. The De Tomaso Pantera was one such machine, earning its reputation as a blue-collar supercar.
The De Tomaso Pantera 90 Si would have its styling significantly updated by Marcello Gandini, the man who designed the Miura, Countach, Stratos, and countless others. (Picture from: Silodrome)
With Italian styling and a reliable American V8, it combined the best of both worlds. However, as the years went by, the Pantera needed an evolution, leading to the ultimate version: the De Tomaso Pantera 90 Si. As the final iteration of the Pantera series, the 90 Si was the culmination of decades of refinement.
The De Tomaso Pantera 90 Si, as the final iteration of the series, represented the ultimate evolution of the model, refined over decades. (Picture from: Silodrome)
It was redesigned by Marcello Gandini, the mastermind behind the Lamborghini Miura and Countach. His expertise gave the car a sharper, more aerodynamic look, bringing it in line with the supercars of the 1990s.
The interior of the Pantera 90 Si was the best-appointed of any of the Panteras, with leather, wood trim, air-conditioning, electric windows, and more. (Picture from: Silodrome)
Underneath the newly sculpted body, the 90 Si featured extensive mechanical improvements, making it the most advanced Pantera ever built. Power came from a 5.0-liter Ford V8, producing 305 bhp—an upgrade over the previous 5.8-liter engine, thanks to modern electronic fuel injection and revised internals. The chassis received reinforcements, while the suspension was thoroughly reworked to improve handling.
The original car used a fuel-injected 5.0 liter Ford V8, but this car has had the fuel injection system replaced with a more traditional carburetor. (Picture from: Silodrome)
Braking was also a major highlight, as De Tomaso equipped the 90 Si with four-wheel ventilated and drilled disc brakes, featuring the same Brembo calipers used on the legendary Ferrari F40. Production numbers for the 90 Si were extremely limited, with only 41 units built.
Just 41 examples of the Pantera 90 Si would be made, though two of these would be destroyed during crash testing and another was sent directly to the De Tomaso Museum. (Picture from: Silodrome)
Of those, two were sacrificed for crash testing, and another was reserved for the De Tomaso Museum, leaving just 38 available to the public. Unlike the original Pantera, which was sold through Lincoln-Mercury dealerships in the United States, the 90 Siwas never officially sold new in the U.S., making it an exceptionally rare sight on American roads. | 4ke56gMTviw |
Looking back, the Pantera’s journey from its debut in 1971 to its final 90 Si variant tells the story of a car that defied convention. It offered Ferrari-like performance at a fraction of the cost and proved that supercars didn’t have to be temperamental or unattainable. The 90 Si may have marked the end of the Pantera lineage, but its legacy as an underdog in the supercar world remains as strong as ever. *** [EKA | FROM VARIOUS SOURCES | SILODROME ]
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Iron Elegance- In the golden era of post-war automotive innovation, car manufacturers across Europe vied not just for market dominance but also for motorsport glory. Italy, already a cradle of automobile artistry, saw its marques like Ferrari, Maserati, and Lancia rise to fame with their two-liter race machines. Amid these legends, Fiat—a name more often associated with practicality than performance—made a surprising and unforgettable impact with a car that redefined its image in motorsport history. This rare icon wasn’t just another racer; it was a bold expression of engineering flair and coachbuilding mastery.This car was the Fiat 8V Zagato Elaborata.
The Fiat 8V Zagato Elaborata quickly became some of the most sought-after, not only for their striking craftsmanship but also for their success in motorsports. (Picture from: UltimateCarPage)
The story of the Fiat 8V begins at the 1952 Geneva Motor Show, where Fiat unveiled a car that few expected. Internally called “8V,” or “Otto Vu” in Italian, this new machine was created specifically to compete in the fiercely competitive two-liter class of the Italian racing circuit. Fiat deliberately avoided using the term “V8” due to possible trademark conflicts with Ford, though ironically, the engine layout was indeed a V8—a rarity in Fiat’s long lineage of vehicles. The company, better known for its practical road cars, had entered an arena dominated by specialized racing outfits.
The Fiat 8V Zagato Elaborata features a rounded grille with two prominent headlights, flanked by smaller auxiliary lights in the fenders. (Picture from: UltimateCarPage)
At the heart of this engineering marvel was a compact 2.0-liter V8 engine, meticulously crafted by merging two inline-four blocks onto a shared crankcase. To keep the engine’s footprint small, the V angle was restricted to 70 degrees, far narrower than the conventional 90 degrees typically seen in larger V8s. This narrow layout not only saved space but also contributed to better weight distribution and aerodynamics. The centrally placed camshaft operated the valves through pushrods, and the power output evolved across its development—from 105 horsepower initially, to 115 horsepower with the addition of an extra Weber carburetor, and eventually reaching an impressive 127 horsepower in racing trim.
The Fiat 8V Zagato Elaborata benefited from additional tuning and a lightweight aluminum body by Zagato, which together delivered a clear performance edge on the track. (Picture from: UltimateCarPage)
The technical elegance of the 8V wasn’t limited to its engine. It rested on a steel tubular chassis and featured independent suspension on all four wheels—advanced for its time and ideal for the rigors of circuit and endurance racing. The first series wore a factory body designed by Fiat’s head stylist Fabio Luigi Rapi, whose approach blended functionality with elegance. Its rounded grille housed two prominent headlights, flanked by smaller auxiliary lights in the fenders. A second series was later introduced, with four headlights integrated into the fenders to meet GT regulations.
The Fiat 8V Zagato Elaborata showcases a refined interior with deep red leather, a wood-rimmed three-spoke steering wheel, and a clean, vintage-style dashboard. (Picture from: UltimateCarPage)
It was at this point that the genius of Zagato entered the picture. The Milanese coachbuilder, known for crafting lightweight, aerodynamic bodies, took the Fiat 8V to the next level. Initially modifying five of Fiat’s original designs, Zagato eventually produced a limited run of around 25 bespoke 8Vs, each a blend of art and engineering. These vehicles, collectively referred to as the 8V Zagato Elaborata, benefited from additional tuning and significant weight reduction thanks to Zagato’s feather-light aluminum bodywork. These enhancements translated directly into track performance, giving the Zagato variants a competitive edge over their rivals.
The Fiat 8V Zagato Elaborata featured a compact 2.0-liter V8 engine, created by merging two inline-four blocks on a shared crankcase, producing 115 horsepower with a third Weber carburetor and up to 127 horsepower in racing trim. (Picture from: UltimateCarPage)
These refined 8Vs were not just beautiful—they were winners. Their nimble handling and power-to-weight ratio enabled them to clinch the Italian Championship in 1954, firmly establishing their place in racing history. Perhaps more impressively, one of these rare machines managed to win its class in the 1957 Mille Miglia, the final edition of the legendary endurance race. Despite their limited production—just 114 Fiat 8Vs were ever made—these cars left a lasting impression.
The Fiat 8V Zagato Elaborata features the now-iconic Zagato double-bubble roof, a distinctive design element that increased structural rigidity while providing additional headroom for helmeted racing drivers. (Picture from: UltimateCarPage)
Today, the Fiat 8V Zagato Elaborata stands as a symbol of an exceptional chapter in Fiat’s story—a moment when the brand, typically associated with utilitarian excellence, embraced performance and elegance in one of the most competitive automotive arenas. | oX7jfdVMhRU |
These cars remain highly coveted by collectors and enthusiasts, not only for their rarity but also for the distinct blend of engineering innovation and artisanal craftsmanship they represent. The 8V may have been a brief detour from Fiat’s usual path, but it was a glorious one, culminating in a vehicle that continues to fascinate and inspire generations later. *** [EKA | FROM VARIOUS SOURCES | ULTIMATECARPAGE | CARS.BONHAM | CARROZZIERI-ITALIANI ]
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Glorious Oddity - It’s not every day you stumble upon a car that looks like it was imagined in a dream—equal parts vintage science fiction and postwar fantasy. In the golden era of design experimentation, when chrome was king and fins stretched like the wings of jet planes, some cars broke molds so dramatically, they carved out a legacy of their own. One such example is the 1957 Spohn DV-13 Convertible—an eccentric, unforgettable creation that continues to raise eyebrows and spark conversations wherever it goes.
The Spohn DV-13 Convertible, with its strikingly unique design, is believed to have been commissioned by American GIs stationed in postwar Germany and built by the renowned coachbuilder Hermann Spohn Karosseriebau in Ravensburg. (Picture from: Story-Cars)
Built in Ravensburg, Germany, by the renowned coachbuilder Hermann Spohn Karosseriebau, this car emerged from a company once trusted to shape the bodies of legendary names like Maybach, Mercedes-Benz, and Bugatti. After WWII, Spohn shifted gears—literally and creatively. American GIs stationed in postwar Germany began commissioning custom cars that reflected their bold, stateside tastes. The result? Machines like the DV-13, where pre-war engineering meets outrageous imagination.
The 1957 Spohn DV-13 Convertible front end features double-stacked headlights and a grille and bumpers that feels more sci-fi than showroom. (Picture from:Silodrome)
At its core, the DV-13 is a Frankenstein of eras. Underneath its flamboyant skin lies a 1939 Ford chassis, complete with pre-war mechanicals—front and rear live axles, transverse leaf springs, and drum brakes. Power comes from a robust 5.4-liter Cadillac V8 engine paired with a Ford 3-speed manual transmission. It’s a combination that tells you this car wasn’t just about looks—it was built to run.
The 1957 Spohn DV-13 Convertible rides on a 1939 Ford chassis, featuring pre-war mechanicals like live axles, transverse leaf springs, and drum brakes. (Picture from: Silodrome)
But let’s talk about those looks. With its steel body shaped into curves and contours that seem to defy logic, the DV-13 is anything but shy. The front end features double-stacked headlights and a grille that feels more sci-fi than showroom. The rear is topped with towering fins that became something of a Spohn signature by the late 1950s. Some say it looks like two cars squashed into one, others claim it made professional designers question their careers—but no one ever calls it boring.
The 1957 Spohn DV-13 Convertible features a left-hand-drive cabin with black upholstery, color-matched carpeting, roll-up windows, a lockable glovebox, a dash-mounted cigar lighter and ashtray, and a bright dashboard housing a 140-mph speedometer and worn auxiliary gauges. (Picture from: Silodrome)
Despite its polarizing appearance, the DV-13 has grown into a cult classic. In 2012, it was purchased by Wayne Carini of Chasing Classic Cars along with his friend Ralph Marano, who found it in the Miami-based Dezer Collection. The car later appeared on the show, then went on to win the Camille Jenatzy Award for “Most Audacious Exterior” at the Amelia Island Concours d’Elegance in 2013. It didn’t stop there—it continued its victory lap at events like the 2014 Boca Raton Concours and even made a stop at the AACA Library.
The 1957 Spohn DV-13 Convertible powered by a robust 5.4-liter Cadillac V8 engine paired with a Ford 3-speed manual transmission. (Picture from: Silodrome)
That kind of exposure turned the DV-13 into something more than just a strange car—it became a symbol of automotive individuality. Now being offered for sale on Bring a Trailer with no reserve and a clean New Jersey title, it comes with spare gauges and a story you couldn’t make up if you tried.
The 1957 Spohn DV-13 Convertible's rear is topped with
towering fins that became something of a Spohn signature by the late
1950s. (Picture from: Story-Cars)
And if you thought the DV-13 was Spohn’s only wild creation, there’s more. Another standout from the same workshop is the 1950 Spohn-bodied Veritas, featuring dramatic tailfins and faux jet intakes—a bold example of how far postwar styling could go when imagination was in charge. Curious to see just how far Karosseriebau Hermann Spohn pushed the envelope? You can take a look right here. | Mw8P4wRprz0 |
In the end, cars like the Spohn DV-13 Convertible are a reminder that sometimes the best designs don’t aim to please everyone—they aim to be remembered. This is one of those cars you don’t just see. You experience it. And once you do, you’ll never forget it. *** [EKA | FROM VARIOUS SOURCES | BRINGATRAILER | SILODROME | STORY-CARS ]
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Forgotten ONES - If the moon could speak, it would have countless stories of innovative automotive creations. Some of these vehicles quietly disappear, while others briefly shine before vanishing from public view. Among these, the 1989 Nissan 300XM (NTC IF) Concept, commonly known as the Nissan IF, is one of the lesser-known gems. It may not be widely recognized to public, but it represents a fascinating chapter in automotive history ahead of its time.
The 1989 Nissan 300XM or Nissan IF (ニッサン IF) Concept initially designed by Satoshi Wada, and won the prestigious New Concept Car Contest organized by Nissan. (Picture from: Facebook)
The story of the Nissan IF begins in 1987, when a talented Japanese designer, Satoshi Wada, sketched a unique concept. His design won the prestigious New Concept Car Contest organized by Nissan. The Nissan IF, or ニッサン IF in its original Japanese name, was conceived as a mid-engine sports car that prioritized exceptional handling and agility.
The 1989 Nissan 300XM or Nissan IF (ニッサン IF) Concept initially designed by Satoshi Wada, and won the prestigious New Concept Car Contest organized by Nissan. (Picture from: Facebook)
To turn this vision into reality, a dedicated team was assembled in October 1988, under the leadership of Saneatsu Hashimoto. The team’s mission was clear: to create a compact, high-performance sports car that would stand out in terms of both design and engineering.
The
1989 Nissan 300XM or Nissan IF (ニッサン IF) Concept initially designed by Satoshi Wada, and won the prestigious New Concept Car Contest organized by Nissan. (Picture from: Facebook)
The development of the Nissan IF was no small feat. Over 140 employees from the Department of Body Design of the Nissan’s Technical Center (NTC) in Atsugi were involved in bringing the concept car to life. It all started with a 1:4 scale model, which quickly progressed to a full-size 1:1 mock-up.
The 1989 Nissan 300XM or Nissan IF (ニッサン IF) Concept initially designed by Satoshi Wada, and won the prestigious New Concept Car Contest organized by Nissan. (Picture from: Facebook)
The process took months, but by May 1989, the Nissan IF prototype was ready to be shown to a select group of business insiders. Contrary to some reports, the concept car was never publicly displayed at the 1988 Tokyo Motor Show, a fact often misrepresented since no such event was held that year.
The 1989 Nissan 300XM or Nissan IF (ニッサン IF) Concept initially designed by Satoshi Wada, and won the prestigious New Concept Car Contest organized by Nissan. (Picture from: Facebook)
Technically speaking, the Nissan IF was ahead of its time. The car featured a floor and frame made entirely of aluminum, a material choice that contributed to its lightweight construction. The IF's suspension system consisted of a double wishbone setup at the front and a multi-link configuration at the rear, ensuring a balanced and smooth ride.
The 1989 Nissan 300XM or Nissan IF (ニッサン IF) Concept initially designed by Satoshi Wada, and won the prestigious New Concept Car Contest organized by Nissan. (Picture from: Facebook)
Under the hood, or more accurately, behind the seats, the Nissan IF housed a mid-mounted 930cc four-cylinder engine borrowed from the Nissan Micra. This small yet efficient powerplant was intended to deliver a nimble driving experience, perfectly aligned with the car's emphasis on handling. Although the Nissan IF never reached mass production, it remains a testament to the creativity and vision of Nissan’s design and engineering teams. Since there isn’t a video specifically about this car, here’s a video featuring Nissan concept cars in Shinjuku, Japan.
Its sleek and sporty appearance, combined with its innovative engineering, continues to captivate those lucky enough to learn about it. Despite its limited exposure, the Nissan IF serves as a reminder of what could have been – a remarkable small coupe that might have made a significant impact on the automotive world. While the car may have stayed in the shadows, its legacy endures among enthusiasts who appreciate the beauty of forgotten concept cars. *** [EKA | FROM VARIOUS SOURCES | SWDESIGN-TOKYO | GTPLANET FORUM | CARSTYLING.RU | ALLCARINDEX | 1989 NISSAN IF IN FACEBOOK ]
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Transatlantic Brilliance - In the early 1950s, the automotive world was undergoing a period of rapid transformation. World War II had ended, and manufacturers were pushing the boundaries of design and engineering. In America, large, powerful cars dominated the roads, while European automakers focused on lighter, more agile machines. This era of innovation also saw an increasing number of international collaborations, blending the strengths of different automotive traditions. Among the most remarkable results of this cross-border creativity was the Arnolt-Bristol Bolide—a car that fused British engineering, Italian design, and American entrepreneurial ambition into one striking package.
The Arnolt-Bristol Bolide was the brainchild of Stanley “Wacky” Arnolt, blending Bertone’s bold Italian styling with the proven engineering of the Bristol 404 chassis. (Picture from: RM Sothebys)
The Arnolt-Bristol Bolide was the brainchild of Stanley “Wacky” Arnolt, a Chicago-based businessman who initially made a name for himself as an importer of British cars. However, his ambitions went beyond mere distribution. After encountering Nuccio Bertone’s work at the 1952 Turin Motor Show, Arnolt saw an opportunity to create something extraordinary. He envisioned a sports car that combined Bertone’s bold Italian styling with the proven mechanical foundation of the Bristol 404 chassis.
The Arnolt-Bristol Bolide's bodywork by Franco Scaglione truly set it apart, sculpting a form that was both elegant and aggressive. (Picture from: RM Sothebys)
Under the hood, the Bolide featured a 2.0-liter inline-six engine built by Bristol, derived from a BMW design. With a hemi-head configuration and triple carburetors, it produced 130 horsepower, delivered through a four-speed gearbox. However, it was the bodywork by Franco Scaglione that truly set the Bolide apart. Scaglione, who would later design the iconic Alfa Romeo B.A.T. concept cars, sculpted a form that was both elegant and aggressive. The car’s high hood, necessary to accommodate the tall engine, was seamlessly integrated into a flowing design with swooping fenders and a compact grille, giving the Bolide an unmistakable presence.
The Arnolt-Bristol Bolide by Bertone features two sporty racing buckets in its compact cabin, paired with a three-spoke steering wheel and a minimalist dashboard. (Picture from: RM Sothebys)
Arnolt’s automotive venture produced several variations of the car, including the stripped-down Competition model for racing, the more refined Bolide, and the road-friendly Deluxe. A handful of coupes were also built, featuring distinctive pop-up headlights. Despite their limited production numbers, Arnolt-Bristols quickly made a name for themselves in motorsports, securing class victories at the 12 Hours of Sebring in 1955 and 1960, as well as multiple Team Trophy wins.
The Arnolt-Bristol Bolide by Bertone features two sporty racing buckets in its compact cabin, paired with a three-spoke steering wheel and a minimalist dashboard.(Picture from: RM Sothebys)
Among the 142 Arnolt-Bristols produced, one holds particular historical significance—the very first prototype, chassis number 3000. According to Arnolt’s personal records, this car was the first completed example of the model. It received its Bertone-designed bodywork in late 1953 before being returned to Bristol in England for final fitting and testing. Originally equipped with an FNS-specification engine, it was soon upgraded to a BS1 MK II-type engine, matching the units used in the production versions.
Under the hood, the Bolide featured a 2.0-liter inline-six engine built by Bristol, derived from a BMW design. (Picture from: RM Sothebys)
The car arrived in New York in early 1954 and was delivered to Columbus Sports Cars in Ohio, where it was demonstrated on the racetrack by dealer Robert Fergus before being sold to its first private owner. Over the years, it changed hands several times, with some owners modifying it for performance. Walter Tormohlen of Indiana, for example, swapped out the original engine for a fuel-injected Chevrolet V8, installed a Chevrolet gearbox, and repainted the car white with dark racing stripes. Later, another owner painted it blue and modified the grille slightly.
The Arnolt-Bristol Bolide by Bertone’s high hood, necessary to accommodate the tall engine, was seamlessly integrated into a flowing design with swooping fenders and a compact grille. (Picture from: RM Sothebys)
Eventually, the Bolide prototype fell into long-term storage, its drivetrain removed but otherwise largely intact. In the mid-1990s, an enthusiast took on the challenge of restoring it to its original factory specification. Over nearly two decades, and at a cost exceeding $220,000, the car was meticulously brought back to life. A period-correct Bristol engine and gearbox were sourced, and the steel Bertone bodywork was carefully restored to its original red finish with a tan interior. Every detail, from the Lockheed brakes to the hand-crafted trunk latches, was painstakingly re-created to match its original condition.
The
Arnolt-Bristol Bolide by Bertone’s high hood, necessary to accommodate
the tall engine, was seamlessly integrated into a flowing design with
swooping fenders and a compact grille. (Picture from: RM Sothebys)
By the mid-2010s, the Bolide had undergone further refinements under new ownership. In 2018, it was acquired by a collector specializing in Bertone-bodied Arnolt models, ensuring that this piece of automotive history would be preserved. With its fully documented history, factory-correct restoration, and extreme rarity—far more exclusive than contemporary sports cars from Jaguar or Austin-Healey—the Arnolt-Bristol Bolide stands as a unique and highly desirable collector’s item. It remains eligible for prestigious vintage racing and rally events, including the Mille Miglia Storica. | lVRYP64nR8c |
For enthusiasts drawn to rare and beautifully engineered automobiles, the prototype Bolide represents more than just a car—it is a testament to Stanley Arnolt’s bold vision, Franco Scaglione’s artistic genius, and Bristol’s engineering excellence. A fusion of performance, design, and heritage, it continues to be celebrated as one of the most fascinating sports cars of its era. *** [EKA | FROM VARIOUS SOURCES | RM SOTHEBYS | SUPERCARS.NET ]
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Exotic Legacy - In a world where cars often blur together in a sea of similarity, there's something captivating about a machine that dares to be different. The 1950s were brimming with automotive charm, a golden era where bold ideas and international collaborations gave birth to some of the most distinctive vehicles ever made. Among the glittering lineup of post-war dream machines, the Hudson Italia Coupe stands out—not just for its futuristic style, but for its rare blend of American ambition and Italian craftsmanship.
1955 Hudson Italia Coupe bodied by Carrozzeria Touring and built based on the Hudson Jet platform. (Picture from: HymanLtd)
The story of the Hudson Italia begins not as a production vehicle, but as a bold styling experiment. Born from the creative minds at Hudson Motor Car Company in Detroit, this two-door luxury coupe was never meant to be ordinary. It was envisioned as a halo car, a showcase of design and engineering potential. To bring this vision to life, Hudson turned to none other than Carrozzeria Touring, an acclaimed coachbuilder from Milan, Italy, known for shaping some of Europe’s most elegant automobiles.
1955
Hudson Italia Coupe was designed by Frank Spring, the Hudson’s design chief along with the Carrozzeria Touring's auto designer named Carlo Felice Bianchi Anderloni. (Picture from: OtoBlitz)
At the heart of the Italia was the leadership of Frank Spring, Hudson's head of design, who teamed up with Carlo Felice Bianchi Anderloni, the artistic force at Carrozzeria Touring. Together, they sculpted a car that was not just eye-catching, but outright exotic by American standards. Built on the humble Hudson Jet platform, the Italia emerged with curves, creases, and details that made it look like it had rolled off the set of a sci-fi movie rather than a Detroit assembly line.
Unveiled for the first time on January 14, 1954, the Italia was Hudson’s answer to the high-style concept cars being churned out by rivals in collaboration with Italian stylists—think Chrysler’s Ghia specials or Ford’s flirtation with Cisitalia. The plan? Build a sleek, sporty machine that would echo the Hudson Hornet’s performance heritage while turning heads with continental flair. The result was stunning, but it came at a cost.
1955 Hudson Italia Coupe powered by an S6 202 cubic-inch engine with a capacity of 3,303 cc, which can generate power up to 114 hp (85 kW) at 4,000 rpm with a maximum torque of 214 Nm (158 lb.ft) at 1,400 rpm. (Picture from: OtoBlitz)
Despite being assembled in Italy, where labor was cheaper at the time, each hand-crafted Hudson Italia came with a steep price tag of $4,800—far more than the $3,995 you’d pay fora Cadillac Coupe de Ville. And while it certainly looked like a million bucks, the market wasn’t quite ready to embrace such a high-priced outlier from a mid-tier American brand.
1955 Hudson Italia Coupe's engine sourced power chaneled through a three-speed manual gearbox to drive the rear wheels, so could be made it running to a maximum speed of 95 mph (153 kph). (Picture from: OtoBlitz)
Underneath that gorgeous skin was a 202-cubic inch straight-six engine, capable of producing 114 horsepower and 214 Nm of torque. Mated to a three-speed manual gearbox, the Italia could hit a respectable top speed of 95 mph. It wasn’t blisteringly fast, but it had plenty of character, and its driving experience matched its dramatic looks.
Sadly, timing was not on Hudson’s side. The company was in the midst of a merger with Nash-Kelvinator, forming what would become American Motors Corporation (AMC). With priorities shifting and resources stretched thin, the Italia project was quietly shelved. Only 26 units were ever built, making it one of the rarest post-war coupes ever produced.
1955 Hudson Italia Coupe bodied by Carrozzeria Touring and ever built as many as 26 unit during its short prodution periods. (Picture from: Pinterest)
Today, the Hudson Italia is a rolling piece of art, a collector’s gem that continues to dazzle at concours events around the world, from Pebble Beach to Villa d’Este. Its limited production, striking design, and cross-continental origin have made it a highly sought-after classic, with values climbing steadily over the years.
Whether you're a die-hard car enthusiast or simply someone who appreciates beauty in motion, the Hudson Italia serves as a reminder of what can happen when creativity takes the wheel. It's not just a car—it’s a masterpiece born from ambition, style, and a touch of Italian magic. And if you ever spot one in person, consider yourself lucky. You’re looking at a legend that almost never was. *** [EKA [23022021] | FROM VARIOUS SOURCES | WIKIPEDIA | CLASSICDRIVER.COM | BONHAMS.COM | HYMANLTD.COM ]
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With Italian styling and a reliable American V8, it combined the best of both worlds. However, as the years went by, the Pantera needed an evolution, leading to the ultimate version: the De Tomaso Pantera 90 Si. As the final iteration of the Pantera series, the 90 Si was the culmination of decades of refinement. 
Looking back, the Pantera’s journey from its debut in 1971 to its final 90 Si variant tells the story of a car that defied convention. It offered Ferrari-like performance at a fraction of the cost and proved that supercars didn’t have to be temperamental or unattainable. The 90 Si may have marked the end of the Pantera lineage, but its legacy as an underdog in the supercar world remains as strong as ever. *** [EKA | FROM VARIOUS SOURCES | SILODROME ]
