Missed Glory - Before the 2nd World War, Renzo Rivolta had already established a successful refrigerator manufacturing company named Isothermos. In the 1940s, the business shifted into the production of scooters under the Iso brand. This venture later expanded into the development of the small-engined bubble car, the Isetta, produced between 1953 and 1955. Although Iso ceased production afterward, the Isettacontinued under license in other countries until 1964.
The Iso Grifo 90 was appeared with a sleek body lines and intended to mark the Iso's brand reviving in the 1991. (Picture from: OldCarConcept)
After a delay in developing its next automobile, the company eventually entered the four-wheeled vehicle market with a completely different approach. The result was the Iso Rivolta, a rear-wheel-drive saloon with two doors and four seats, powered by a Chevrolet-sourced 5,359 cc V8 OHV engine. Designed by Giotto Bizzarrini and styled by Carrozzeria Bertone, the model set the tone for Iso’s future identity.
The Iso Grifo 90 is designed by Marcello Gandini with the chassis and powertrain developed by Gian Paolo Dellara. (Picture from: OldCarConcept)
Soon after, Iso’s Milan-based factory introduced the Grifo, followed by the Fidia in 1967. The final production model from the brand wasthe Lele. In 1966, company founder Renzo Rivolta passed away, and control of the business was taken over by his son, Piero Rivolta.😭
The Iso Grifo 90 has certain changes to the interior so that the potential customers would feel like they were sitting in a very special car. (Picture from: OldCarConcept)
Entering the 1970s, Iso made a critical misstep by deciding to compete in the Formula One with Frank Williams. Unfortunately, this decision came at a time when the company was already financially strained, compounded by the global oil crisis. These combined challenges ultimately led to the collapse of the Iso brand in 1975.
The Iso Grifo 90 prototype is based on the Corvette C5 Z06 with the aluminium body was fitted to a tubular steel chassis frame, so it weighs only 1,200 kg. (Picture from: OldCarConcept)
In the late 1980s, Piero Rivolta, together with Piero Sala, attempted to revive the marque with a new GT model. They commissioned Gian Paolo Dallara to develop its chassis and powertrain, while Marcello Gandini was tasked with the design. The result was the Iso Grifo 90, which incorporated the styling cues of the 1990s. The prototype was unveiled to the press in 1991, with plans for limited production beginning in 1994.
The Iso Grifo 90 prototype is powered by a front mounted turbocharged 5.7-litre Chevrolet V8 engine (tuned by Callaway). (Picture from: OldCarConcept)
However, the prototype presented was incomplete—it lacked an engine, a functional interior, and even usable wheels. Due to insufficient funding, the project was suspended. The model remained dormant until 2007, when Federico Bonomelli, owner of the “Mako-Shark” composite materials company and an Iso Rivolta collector, rediscovered the original mock-up. Together with his brother, Bonomelli redesigned the car and obtained approval from Piero Rivolta to build a series of 12 units ofthe Iso Grifo 90.
Federico Bonomelli posed along with one of the classic and rare cars of his owned, the Iso Grifo 7Litri. (Picture from: AutoClassMagazine)
The new prototype was based onthe Corvette C5 Z06. It featured an aluminum body mounted on a tubular steel chassis, resulting in a weight of only 1,200 kg. Power came from a front-mounted, turbocharged 5.7-liter Chevrolet V8 engine tuned by Callaway, producing 490 hp. This was paired with a six-speed gearbox, Brembo brakes, and a locking differential. The car was expected to exceed 300 km/h and accelerate from 0 to 100 km/h in just 4.5 seconds.
The rolling prototype of the Iso Grifo 90was completed in 2010. However, the global economic crisis at the time diminished enthusiasm for the project. As a result, Bonomelli decided not to proceed with the full 12-car production run. Thus, Iso’s modern GT effort once again fell victim to unfortunate timing.😐 *** [EKA [21092021] | FROM VARIOUS SOURCES | CARTYPE | OLDCONCEPTCARS | AUTOCLASSMAGAZINE | CURVES-MAGAZIN | CALLAWAY | DYLER ]
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V10 Masterpiece- The automotive world has never been short of fast cars, but only a handful have earned a reputation for being genuinely intimidating. While modern supercars rely heavily on electronics to keep drivers safe and confident, some machines belong to a different era—an era when performance came first and the driver carried most of the responsibility. Among those rare creations is the Porsche Carrera GT, a supercar whose combination of racing technology, breathtaking speed, and demanding nature continues to command respect more than two decades after its debut.
The Porsche Carrera GT is one of those four-wheeled monsters that is wild and hard to tame. (Picture from: Reddit)
The roots of the Carrera GT stretch back to Porsche’s racing programs of the late 1990s. Following the development of the Porsche 911 GT1 and the Porsche LMP1-98, changing FIA and ACO regulations forced the German manufacturer to rethink its motorsport plans. Porsche began working on a new Le Mans prototype for the 1999 season, a project that would unexpectedly become the foundation for one of the most celebrated road cars in the company’s history.
The Interior of the Porsche Carrera GTis trimmed in a soft leather plus with the Bose audio system and a navigation system as the standard features. (Picture from: Wikipedia)
At first, engineers planned to equip the new racer with a turbocharged flat-six engine. As development progressed, however, Porsche chose a far more ambitious path. The company redesigned the project around a newly developed V10 engine, a decision that pushed the timeline further into the new millennium. That V10 itself carried a fascinating story, having originally been created in secret during the early 1990s for a Formula One effort involving the Footwork team before being shelved and later adapted for endurance racing purposes.
The Porsche Carrera GT is powered by a 5.7 liter, V10 engine is capable spewed out the power of 604 hp. (Picture from: Wikipedia)
As qouted of Wikipedia, the V10 engine mentioned above was originally made secretly by Porsche for use on the Footwork's F-1 racing cars in 1992, but was later deferred. This engine was next planned for the Le Mans prototype and was increased in size to 5.7 liters. Once again in mid-1999, the project was canceled after the first car in testing for two days.
The Porsche Carrera GT is built based on carbon fibre monocoque and chassis. (Picture from: Wikipedia)
The racing project eventually encountered serious obstacles. One reason often cited was Porsche’s growing commitment to developing the Porsche Cayenne alongside Volkswagen and Audi. The project demanded significant engineering resources, drawing talent away from the racing division. Another theory pointed to Volkswagen Group chairman Ferdinand Piëch, who reportedly favored Audi’ssuccessful R8 endurance racer and had little interest in seeing it challenged by a new Porsche prototype on the world’s most famous endurance racing stages.
The Porsche Carrera GT was shown for the first time to public at the 2000 Paris Motor Show, as an attempt to draw attention to the company's booth. (Picture from: Wikipedia)
Even with the racing program halted, not everyone inside Porsche was ready to abandon the V10-powered machine. Determined executives kept the concept alive, and their efforts culminated in the unveiling of the Carrera GT Concept at the 2000 Paris Motor Show. Powered by a 5.5-liter V10 producing 550 horsepower, the concept immediately became one of the event’s standout attractions. Enthusiasts responded with overwhelming enthusiasm, convincing Porsche that the car deserved a future beyond the show floor.
The Porsche Carrera GT is produced by the Porsche's new plant in Leipzig in between 2004 to 2007. (Picture from: Wikipedia)
The strong reaction from the public, combined with the financial success generated by the Cayenne, encouraged Porsche to approve a production version. Manufacturing would take place at the company’s new Leipzig facility, where the Carrera GT would be built in limited numbers. The production model preserved the dramatic appearance of the concept, featuring a low, purposeful stance, large side air intakes, and aerodynamic elements designed not merely for style but for managing the immense heat generated by its powerful engine.
The Porsche Carrera GT is produced as many as 1,270 unit world wide and should be ceased due to changes in air bag regulations in the US. (Picture from: RMSothebys)
At the heart of the finished car sat a naturally aspirated 5.7-liter V10 producing 604 horsepower. The engine delivered its power exclusively to the rear wheels through a six-speed manual transmission, a rarity that has become even more appreciated in today’s era of automated gearboxes. One of the car’s most memorable details was its beechwood shift knob, inspired by the legendary Porsche 917 Le Mans racer. The entire structure was built around a carbon-fiber monocoque and chassis, making the Carrera GT one of the most technologically.
The Porsche Carrera GT has large side inlets and air dams that help to cool its large V10 engine framed under the carbon fibre rear bonnet. (Picture from: Wikipedia)
Performance figures were extraordinary. Porsche officially claimed a 0–100 km/h sprint in 3.9 seconds and a top speed of 330 km/h. Independent testing often produced even quicker acceleration results, with some runs reaching 100 km/h in around 3.5 seconds and 160 km/h in only 6.8 seconds. Massive side intakes helped cool the V10, while advanced aerodynamics and an automatically deploying rear wing contributed to stability when traveling at extreme speeds.
The Porsche Carrera GThas an electronically operated large-size rear wing which deploys while the car runs at speeds above 113 kph (70 mph). (Picture from: Wikipedia)
Stopping power matched the car’s astonishing acceleration. Porsche equipped the Carrera GT with its cutting-edge Carbon Fibre-Reinforced Silicon Carbide ceramic braking system. Huge 380 mm carbon-ceramic discs sat behind 19-inch front and 20-inch rear alloy wheels, providing the confidence needed to manage the supercar’s immense capabilities. Every engineering decision reflected Porsche’s determination to transfer racing technology directly to the road.
Inside, the Carrera GTblended performance-focused design with premium craftsmanship. Soft leather covered much of the cabin, while a Bose sound system and navigation unit came as standard equipment. The ignition switch remained mounted to the left of the steering wheel, a detail rooted in Porsche’s Le Mans heritage. Historically, drivers could start the engine with their left hand while selecting first gear with their right during the famous running starts of endurance races. Buyers could choose from several exterior colors, including Guards Red, Fayence Yellow, Basalt Black, GT Silver Metallic, and Seal Grey, while custom finishes were later offered for those seeking something more exclusive.
Production began in 2004 with an original target of 1,500 units and a price tag of approximately $448,000. However, changing airbag regulations and strategic decisions shortened the production run. By May 2006, Porsche had built and sold 1,270 examples worldwide, including 604 delivered to customers in the United States. Yet the numbers tell only part of the story. The Carrera GT became famous not simply because it was rare or powerful, but because it demanded genuine skill. Without traction control and with each car often described as having its own unique behavior at the limit, it earned a reputation as one of the most challenging supercars ever built. That untamed character, combined with its motorsport DNA and unforgettable V10 soundtrack, ensures the Carrera GT remains a legend that continues to captivate enthusiasts in the modern era. *** [EKA [19092021] | FROM VARIOUS SOURCES | WIKIPEDIA | ID.MOTOR1 ]
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Europa Reforged - In the world of classic sports cars, few machines manage to bridge the gap between heritage and modern engineering quite as seamlessly as a completely redesigned alloy 1970 Lotus Europa. At first glance, it still carries the silhouette of a lightweight mid-engined coupe, yet a closer look reveals a far more ambitious transformation beneath the surface. This is not just a restored classic—it is a reimagined interpretation of what the Europa could have become if time, materials, and performance philosophy had evolved in a different direction.
The 1970 Custom-Built Lotus Europa. (Picture From: Silodrome)
The original Lotus Europa first appeared in 1966, arriving at a moment when the idea of a mass-produced mid-engined sports car was still relatively new. Built by Lotus, a company already deeply rooted in Formula 1 engineering culture, the Europa carried the brand’s obsession with low weight and mechanical simplicity into the road car world. It was constructed using a steel backbone chassis paired with a fiberglass body, supported by independent suspension at both ends and a remarkably light curb weight of around 1,350 lbs (610 kg). Early versions relied on a 1.5-liter Renault inline-four producing just 82 bhp, while later iterations evolved into more powerful configurations, eventually culminating in a 1.6-liter Lotus-Ford Twin Cam unit delivering up to 126 bhp. Even with modest power figures, the Europa’s lightweight philosophy gave it a lively and engaging character that defined its legacy between 1966 and 1975.
The 1970 Custom-Built Lotus Europa. (Picture From: Silodrome)
The example in focus here is a 1970 Series 2 Lotus Europa, but it has undergone a level of reconstruction that completely redefines its identity. The original fiberglass body has been fully removed and replaced with a hand-formed aluminum alloy shell, shaped carefully over a two-year period to recreate and refine its flowing proportions. The original chassis remains as the foundation, preserving the structural DNA of the car, but everything mounted to it has been reconsidered with modern intent. Even the windscreen is no longer standard glass—it has been redesigned in plexiglass, and the car is accompanied by a mold so that replacements can be fabricated when needed, reflecting a practical yet highly bespoke approach to the build.
The 1970 Custom-Built Lotus Europa. (Picture From: Silodrome)
Mechanically, the transformation is just as dramatic. The original Renault engine has been completely retired, replaced by a 2.0-liter Zetec DOHC inline-four that introduces a significantly higher level of performance and responsiveness. Power is delivered through a Renault-sourced 5-speed manual transaxle, maintaining a subtle link to the car’s origins while accommodating its new output. To support the increased performance, the suspension system has been extensively revised, featuring chromoly steel front arms, a heavier front sway bar mounted on modified points, and AVO adjustable coilovers at all four corners. Braking performance has also been upgraded with Wilwood components at the front, ensuring the car can confidently manage its enhanced speed potential.
The 1970 Custom-Built Lotus Europa. (Picture From: Silodrome)
Further refinements extend into its stance and aerodynamic behavior, where adjustable front and rear wings add a functional layer of tuning rarely seen in the original Europa’s era. The car rides on 13-inch Panasport-style wheels wrapped in 205/60 Toyo Proxes RA1 tires, a combination chosen for grip and precision rather than nostalgia alone. All of these elements work together to preserve the Europa’s core philosophy of lightness while introducing a sharper, more contemporary driving experience. Despite the extensive modifications, the essence of the original Lotus engineering mindset still lingers—minimal mass, purposeful design, and mechanical honesty pushed through a modern lens.
The 1970 Custom-Built Lotus Europa. (Picture From: Silodrome)
Now based in Piedmont, California and carrying a valid California title, this reinterpreted Lotus Europa exists in a space between restoration and reinvention. It respects its lineage without being confined by it, offering a glimpse into how classic engineering principles can evolve when paired with modern materials and performance expectations. In a time where many vintage cars are preserved strictly as they were, this alloy-bodied Europa stands apart as a reminder that heritage can also be a foundation for experimentation, not just preservation. *** [EKA | FROM VARIOUS SOURCES | SILODROME ]
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Sixfold Horizon - At a time when motorcycle design is increasingly defined by efficiency, digital interfaces, and aerodynamic refinement, the arrival of the BMW Vision K18 feels almost like a deliberate interruption to that trend. It is not just another futuristic study shown for attention; instead, it emerges as a bold reminder that mechanical emotion still has a place in modern engineering. Revealed at the prestigious Concorso d’Eleganza Villa d’Este on the shores of Lake Como, this concept from BMW Motorrad immediately shifts focus back to the raw presence of a machine built around one defining idea: the inline-six engine taken to its expressive extreme.
The BMW Vision K18 Concept is not just another futuristic study shown for attention; instead, it emerges as a bold reminder that mechanical emotion still has a place in modern engineering. (Picture from: Motoplanete)
At the heart of the BMW Vision K18 lies a familiar yet reimagined powerhouse — an 1,800 cc inline-six engine architecture that has long been associated with BMW’s touring heritage, particularly models like the K1600 GT and GTL. Traditionally known for smoothness, distance capability, and calm refinement, this engine has rarely been associated with aggression or visual drama. The K18 changes that perception entirely by placing the engine not as a component within the bike, but as the emotional and structural center of the entire design language. Everything radiates outward from it, as if the motorcycle was constructed to celebrate every cylinder rather than simply house them.
The BMW Vision K18 Concept bodywork combines hand-shaped aluminum panels formed through planishing techniques with forged carbon elements, producing surfaces that feel both industrial and artisanal. (Picture from: ZigWheels)
Visually, the BMW Vision K18 borrows heavily from aviation inspiration, especially the iconic Concorde, resulting in a silhouette that feels stretched, low, and arrow-like. The body flows with a downward, forward-leaning stance that suggests movement even when stationary, almost like a machine caught mid-takeoff. One of the most distinctive engineering choices is the repositioning of the airbox and tank arrangement, allowing the rear section to be flattened and extended. This creates a striking profile where the bike appears to glide forward as a single continuous form rather than a stack of mechanical parts.
The BMW Vision K18 Concept has a standout feature is a side panel stretching over two meters, formed from a single continuous piece — a feat that highlights the extreme fabrication ambition behind the project. (Picture from: ZigWheels)
What makes the design even more distinctive is the obsessive repetition of the number six throughout its visual identity. Six air intakes channel airflow through individual pathways, six LED headlights define the front signature, and six exhaust outlets complete the rear composition. This “six-by-six” motif is not accidental decoration but a structured design philosophy BMW refers to as “Full Force Forward,” directly referencing the engine’s cylinder count. Whether viewed as symbolic or architectural, it reinforces the idea that every detail is tied back to the mechanical heart of the motorcycle.
The BMW Vision K18 Concept Six air intakes channel airflow through individual pathways, six LED headlights define the front signature, and six exhaust outlets complete the rear composition. (Picture from: ZigWheels)
The construction of the Vision K18 goes beyond conventional concept design and enters the territory of experimental craftsmanship. Its bodywork combines hand-shaped aluminum panels formed through planishing techniques with forged carbon elements, producing surfaces that feel both industrial and artisanal. A standout feature is a side panel stretching over two meters, formed from a single continuous piece — a feat that highlights the extreme fabrication ambition behind the project. Additional surface treatments, including flame-sprayed metallic finishes, are used to evoke the heat-blued character of Formula 1 exhaust systems, reinforcing the idea of controlled intensity within the design. | UuuCTYZfnBI |
Beyond aesthetics, the BMW Vision K18 also explores functional experimentation, featuring hydraulically adjustable suspension that can alter the bike’s stance and an actively cooled headlight system that emphasizes the visible engineering approach rather than hiding it. Even the intake system is intentionally exposed, turning airflow management into a visual performance element. According to BMW Motorrad leadership, including CEO Markus Flasch, the project reflects a desire to push beyond conventional boundaries and reimagine what an inline-six motorcycle can represent. While it remains a one-off creation with no confirmed production path, its true value lies in how it reframes expectations — showing that even the most established engine platforms can still inspire radical design thinking in the present day.
Kept spur your adrenaline on the power of two-wheeled monster and stay alive with the true safety riding. May God will forgive Your sins and so does the cops...... *** [EKA | FROM VARIOUS SOURCES | BMW-MOTORAD | BMWBLOG ]
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Precision Reverie - In an era when supercars are rapidly shifting toward electrification and digital precision, there is something deeply fascinating about machines that still celebrate raw mechanical emotion. That is exactly why the Ferrari HC25 immediately captured attention when it appeared at the Circuit of the Americas in Texas. More than just another exotic model, the HC25represents a rare meeting point between Ferrari’s celebrated V8 heritage and the brand’s evolving modern identity. Built as a one-off creation for a single client, the car reflects how craftsmanship and personal vision can still shape automotive culture in a world increasingly dominated by mass-produced performance.
The Ferrari HC25 one-off supercar was developed through Ferrari’s exclusive Special Projects program, the same division responsible for some of the company’s rarest custom-built creations. (Picture from: CarAndDriver)
The HC25was developed through Ferrari’s exclusive Special Projects program, the same division responsible for some of the company’s rarest custom-built creations. Under the direction of Ferrari Design Studio led by Flavio Manzoni, the project reportedly took around two years from concept sketches to final execution. Unlike limited-production models that are eventually repeated for wealthy collectors, the HC25exists as a singular creation with no duplicates planned. Ferrari based the car onthe F8 Spider.itself already considered historically important as the final mid-engined Ferrari powered by a non-hybrid twin-turbocharged V8 engine. That foundation alone gives the HC25 unusual significance in Ferrari’s timeline, especially now that hybrid technology is becoming central to the company’s future.
The Ferrari HC25 one-off supercar finished in matte Moonlight Grey paint and paired with diamond-cut five-spoke wheels. (Picture from: CarAndDriver)
Rather than merely modifying the F8 Spider, Ferrari completely reshaped the car’s identity. The HC25 was designed to act as a visual bridge between older V8 Ferraris and newer models such as the F80 and the 12Cilindri. One of the clearest examples is the bold black horizontal band stretching across the bonnet, a design cue that instantly links the car with Ferrari’s current styling language. The body itself balances muscular proportions with cleaner, more futuristic detailing. Sharp creases along the sides, lowered visual shoulder lines, and carefully sculpted surfaces give the roadster a more aggressive and planted appearance without losing Ferrari’s trademark sensual curves.
The Ferrari HC25 one-off supercar's cabin contrasting elegantly against grey technical fabric upholstery and giving interior a cohesive visual identity. (Picture from: CarAndDriver)
From the side profile, the HC25 becomes even more dramatic. A gloss black three-dimensional central band visually divides the car into front and rear sections while also housing the air intakes. The feature flows smoothly toward the sharply angled rear screen, which was redesigned to place greater emphasis on the exposed engine beneath it. Ferrari also integrated a long aluminium blade through the center of the black section, subtly incorporating the door handles into the structure itself. The effect is both futuristic and functional, giving the car a stronger cab-forward stance while making it appear lower and more aerodynamic even at a standstill.
The Ferrari HC25 one-off supercar stands almost like a farewell letter to Ferrari’s pure non-hybrid V8 era while simultaneously embracing the design direction of the company’s future. (Picture from: CarAndDriver)
The details continue through every corner of the vehicle. The HC25 uses completely unique headlamps with slim lenses and lighting modules never previously seen on a Ferrari. Vertical daytime running lights create a more technical and modern face, while the rear adopts equally narrow taillights integrated into a full-width graphic stretching across the back. Mesh cooling openings and a dramatic diffuser surrounding twin trapezoidal exhaust outlets reinforce the car’s purposeful character. Finished in matte Moonlight Grey paint and paired with diamond-cut five-spoke wheels, the exterior avoids excessive flamboyance and instead leans toward understated sophistication. Inside, Ferrari carried yellow accents from the brake calipers and shields into the cabin, contrasting elegantly against grey technical fabric upholstery and giving the interior a cohesive visual identity. | 5CGA3S-S3T8 | IFoA5u_FwmE |
What makes the HC25 especially compelling today is not simply its exclusivity, but what it represents culturally. The automotive industry is entering a transition period where analog sensations are gradually disappearing behind software-driven performance systems. The HC25 stands almost like a farewell letter to Ferrari’s pure non-hybrid V8 era while simultaneously embracing the design direction of the company’s future. It is recognizably Ferrari from every angle, yet unmistakably individual in execution. In Texas, surrounded by modern supercars and racing spectacle, the HC25 did not need outrageous theatrics to stand apart. Its presence alone told a story about craftsmanship, heritage, and the enduring appeal of machines built with emotion at their core. *** [EKA | FROM VARIOUS SOURCES | FERRARI | CAR AND DRIVER ]
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Rare ONES - If you are a supercar enthusiast who grew up in the 1990s, you probably know almost all the Lamborghini Diablo variants. There are SV, VT, SE30 Jota, even GTR. But have you ever heard of the Lamborghini 132 GT1?
At the end of the 1990s, high-end racing was the trend. This surge in interest was partly due to the sheer excitement it brought, and partly because it was theoretically possible to race at the top level with a legally street-car-based racing car. Many famous automotive brands tried their hand at it. Even Ferrari, usually focused on Formula One alone, made an attempt with their Ferrari F50 GT. Some succeeded spectacularly, like McLaren with their F1 GTR, which claimed overall victory at the 24 Hours of Le Mans.
Right side view of 1998 Lamborghini 132 'Diablo' GT1. (Picture from: Motor.es)
Seeing all this excitement, Lamborghini decided to join the fray. This was unusual because Lamborghini didn’t have a strong racing pedigree at the time. Despite this, Lamborghini embarked on an ambitious sports car racing program to compete with the Porsche 911 GT1, McLaren F1 GTR, and others.
Left side view of 1998 Lamborghini 132 'Diablo' GT1. (Picture from: Pinterest)
Lamborghini collaborated with a French company, Signes Advanced Technology (SAT), to design and build a racing car. Initially, everything went well. The collaboration succeeded in building a single road-going example to complement the racing car, and they managed to get homologation approval from the FIA, making it all legal.
Unfortunately, this project was suddenly canceled. However, by that time, two units of the Diablo racing cars had already been built. The reasons for the program's end are unclear, though we can make a few reasonable guesses. The cars were built in early 1998, but by September of that year, Audi had bought Lamborghini, and the program was brought to a halt.
In the end, the race version of the Lamborghini 132 GT1 ended up competing a little bit in Japan. The road car, such as it is, actually still exists, and one look is enough to understand that it is a true classic Lamborghini beast.
The car's exterior was typical of the 1990s design, with strong lines wrapped in carbon fiber, dramatically changing the look of Lamborghini's flagship car of the time. The interior was also very different from the standard version, equipped with a custom pedal box, open shifters, and all the buttons, compact switches, bucket seats, and roll cages you would expect from the best race car ever.
The car's powertrain was a 6.0-liter V12 naturally aspirated engine capable of producing up to 655 horsepower. This meant that the car was not only recognized for its appearance and performance but also for its sound. The roar of this Yellow Devil was fierce and unmistakable.
Supercar enthusiasts are always on the lookout for unique and rare models, and the Lamborghini 132 GT1 is one of those hidden gems. While its racing career was short-lived, its legacy continues to captivate those who appreciate the blend of raw power and sleek design. For those curious about other unique Diablo variants, the Strosek offers another fascinating chapter in Lamborghini's storied history. *** [EKA [08112019] | FROM VARIOUS SOURCES | UPOST | LOVE CARS | FIA HISTORIC DATABASE | MOTOR.ES | AUTOYAHOO ]
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The rolling prototype of the Iso Grifo 90 was completed in 2010. However, the global economic crisis at the time diminished enthusiasm for the project. As a result, Bonomelli decided not to proceed with the full 12-car production run. Thus, Iso’s modern GT effort once again fell victim to unfortunate timing.😐 *** [EKA [21092021] | FROM VARIOUS SOURCES | CARTYPE | OLDCONCEPTCARS | AUTOCLASSMAGAZINE | CURVES-MAGAZIN | CALLAWAY | DYLER ]
