Inventive Motion - Passion for cars often begins in the smallest, most personal places — a cluttered garage, a childhood sketchbook, a father’s influence. For Zoltán Peredy, that spark lit early and never faded. Born in 1963, he grew up in an environment charged with mechanical creativity. His father, Árpád Peredy, was a man who breathed machinery — a builder of locomotives, trucks, and even jet-powered boats. That inherited energy would later define Zoltán’s life, turning him into a relentless creator whose love for vehicle design refused to be boxed in by convention, budget, or mainstream appeal.
The Brokernet Silver Sting, a racing car designed by Zoltán Peredy for Bovi Motorsport, was built with aerospace-grade materials like kevlar, carbon fiber, and titanium, weighing just 1,100 kg and powered by a 437-horsepower Porsche 911 GT3 engine. (Picture from: DeviantArt)
Electrifying Boldness - Electric cars are rapidly transforming the way we think about speed, design, and driving excitement. In this era of innovation, concept vehicles serve as a window into the future, showcasing what automakers imagine beyond traditional limitations. Hyundai has recently captured attention with one of its most daring creations yet: the Hyundai Insteroid, an electric concept car that fuses aggressive styling with high-performance engineering.
The Hyundai Insteroid is Hyundai’s most daring electric concept car yet, blending aggressive styling with cutting-edge performance engineering. (Picture from: OtoBlitz)
The Hyundai Insteroid marks a bold step in the automaker’s design journey. Its name combines "Inster" and "Steroid,"hinting at a small yet remarkably powerful presence. Although compact in size, the Insteroidcommands attention with a wide, muscular stance reminiscent ofHyundai’s RN24 drift concept. A specially designed body kit enhances its aerodynamic profile, while over fenders seamlessly merge with a redesigned front bumper, projecting both strength and speed.
The Hyundai Insteroid features a specially designed body kit with over fenders that flow into a redesigned front bumper, creating an aerodynamic profile that radiates strength and speed. (Picture from: OtoBlitz)
At the rear, a diffuser contributes to the car’s dynamic silhouette, and the rally-inspired 21-inch wheels wrapped in Pirelli tires underline its performance-oriented personality. Hyundai has openly cited video games, particularly “Need for Speed,” as a source of creative inspiration for the Insteroid, blending virtual thrill with real-world design.
The Hyundai Insteroid marks a bold step in the automaker’s design journey, with a name combining "Inster" and "Steroid" to reflect its compact yet powerful presence. (Picture from: OtoBlitz)
Inside, the Insteroid continues to emphasize excitement and functionality. Racing seats with integrated seatbelts, a roll cage, and a steering wheel equipped with "Boost," "Race," "Track," and Drift modes transform the cabin into a driver-focused cockpit. Hyundai also partnered with Beat House for the car’s audio system, ensuring a premium sound experience. Notably, the charging port has been repositioned from the front to the rear window, reflecting thoughtful design adjustments for practicality and aesthetics.
The Hyundai Insteroid emphasizes excitement inside with racing seats, a roll cage, and a steering wheel offering "Boost," "Race," "Track," and Drift modes for a driver-focused cockpit. (Picture from: Carscoops)
Under the hood—or rather, beneath the sleek body—the Insteroidshares its powertrain withthe Ioniq 5 N. Its dual electric motors, powered by an 84 kWh battery, produce an impressive 478 kW, enabling a 0-100 km/h sprint in just 3.4 seconds. Such performance statistics underscore Hyundai’s commitment to blending electrification with thrilling driving dynamics, even in a concept model.
The Hyundai Insteroid presents a dynamic silhouette with a massive roof-mounted spoiler, a rear diffuser, and rally-inspired 21-inch Pirelli wheels that highlight its performance-driven character. (Picture from: OtoBlitz)
Eduardo Ramirez, Chief Designer at Hyundai Design Europe, describedthe Insteroidproject as a chance to explore “limitless creativity,” leveraging video game-inspired ideas to craft an emotional, engaging vision for the Hyundai brand. While Hyundai has no immediate plans to bringthe Insteroidto production, the concept serves as a compelling invitation for younger audiences to engage with the evolving automotive world. | W2zaCtzUItY |
In essence, the Hyundai Insteroid stands as more than just a concept car—it’s a bold statement of what electric performance can look like when imagination meets technology. Its aggressive design, high-powered drivetrain, and immersive interior reflect a future where electric vehicles are not only sustainable but thrilling, playful, and visually striking. The Insteroid embodies a vision of speed and style that is unmistakably Hyundai, pushing the boundaries of what a modern electric car can be. *** [EKA | FROM VARIOUS SOURCES | HYUNDAI | CARSCOOPS | OTOBLITZ ]
Note: This blog can be accessed via your smart phone.
Ferocious Elegance - Car culture has always thrived on reinvention. Just when it feels like the boundaries of automotive design and performance have been pushed to their limit, along comes a creation that redefines the rules once again. That’s exactly what happened when Mansory unveiled its latest project in 2024: a radical reimagining of Ferrari’s first-ever crossover, the Purosangue. The result has been christened the Mansory Pugnator—a name that already sets the tone for a machine built to dominate.
The Mansory Pugnator, unveiled in 2024 as a radical reimagining of Ferrari’s first-ever crossover Purosangue, carries a name that sets the tone for a machine built to dominate. (Picture from: Mansory)
“Pugnator,” drawn from Latin and meaning “competitor,” is a fitting badge for this extraordinary transformation. Mansory is known for its fearless approach to tuning, often blurring the line between elegance and aggression, and this project is no exception. Wrapped in a striking Vermillion red and dressed in a full carbon-fiber body kit, the Pugnatorhas been stripped of all Ferrari logos and proudly wears Mansory’s own emblem instead. It’s a bold move that turns the Purosangue into something altogether different, a creation that embodies Mansory’s identity more than Ferrari’s.
The Mansory Pugnator showcases a meticulously sculpted body with a dominating front bumper, functional intakes, muscular lines, carbon-fiber hood, flared arches, fender vents, and bold side fins that emphasize its athletic performance. (Picture from: Carvaganza)
Every surface of the Pugnator has been sculpted with intention. The front bumper dominates with cavernous intakes and ducts that aren’t just for show—they channel airflow to improve downforce. Lines, creases, and vents run across the body like muscle fibers, giving it a taut, athletic stance. The hood bulges in carbon fiber and blends seamlessly into flared arches, while the side profile boasts fender vents and large fins that scream performance. Even the rear doors feature faux vents, an unapologetic flourish typical of Mansory’s audacious design language. At the back, the visual drama peaks with a massive diffuser cradling dual exhaust tips and a towering spoiler that demands attention. This isn’t just a widebody; it’s a stage presence.
The Mansory Pugnator, an ultra-exclusive masterpiece limited to just seven units, made its grand debut at the 2024 Monaco Yacht Show. (Picture from: Carvaganza)
The rolling stock further underlines its power. Mansory fitted the Pugnator with FC.5 forged alloy wheels—22 inches at the front and 23 inches at the rear—designed with aggressive simplicity. Beyond aesthetics, they reveal the braking system and are matched with high-performance tires that promise grip to match the car’s ferocity. While Mansory has yet to share details about suspension tweaks, the wheel setup alone suggests that this Purosangue is ready for more than just a parade of stares.
The Mansory Pugnator continues its transformation inside with an ivory leather cabin highlighted by red accents, carbon fiber inserts, perforated patterns on seats and panels, plus aluminum pedals, custom mats, and signature branding for a touch of exclusivity. (Picture from: Hyper.luxe)
Beneath the hood, Mansory resisted the temptation to overdo things, instead opting for measured but meaningful enhancements. The stock 6.5-liter V12 already pushes out 715 horsepower and 715 Nm of torque, but with a remapped ECU, a new valve-controlled exhaust, and a sports catalytic converter, the numbers climb to 745 horsepower and 730 Nm. It’s not a leap into hypercar territory, but the gain ensures sharper response and a soundtrack that matches the visual aggression. Driving it isn’t just about numbers on paper—it’s about the raw experience Mansory is known for delivering.
The Mansory Pugnator features a unique towering roof spoiler that enhances its aerodynamic performance while amplifying its commanding stance. (Picture from: Carvaganza)
Inside, the transformation continues. Mansory reimagined the cabin in ivory leather with vibrant red accents, accented further by carbon fiber inserts. The seats, armrests, and panels now feature fresh perforated patterns, while aluminum pedals, custom floor mats, and signature Mansory branding reinforce the exclusivity. The Pugnatorisn’t bound by this configuration alone; each car can be tailored entirely to the buyer’s taste, ensuring no two will ever feel the same.
The Mansory Pugnator commands attention at the rear with a massive diffuser housing dual exhausts and a towering spoiler that turns its widebody into a true stage presence. (Picture from: Hyper.luxe)
Price remains undisclosed, but given Mansory’s portfolio, it’s certain to carry several commas, as this ultra-exclusive run of only seven units—an engineering and design masterpiece—made its grand debut at the 2024 Monaco Yacht Show, a stage reserved for the world’s most extravagant creations. | UNGGNNdSghM |
The Mansory Pugnator is not just a tuned Ferrari; it’s a statement. It’s proof that even a groundbreaking car like the Purosangue can be reinterpreted with more drama, more personality, and more presence. Where Ferrari aimed to blend practicality with performance, Mansory has unleashed a creation that is pure theater on wheels—designed for those who want their car not only to move fast, but also to command every eye it passes. *** [EKA | FROM VARIOUS SOURCES | MANSORY | CARVAGANZA | HYPER.LUXE ]
Note: This blog can be accessed via your smart phone.
Dynamic Vision - When you think of Mercedes-Benz, the first image that usually comes to mind is a sleek sedan gliding smoothly down the autobahn, built with precision, safety, and a touch of understated luxury. But every once in a while, this famously conservative German brand surprises the world by going completely off-script. Back in 2001, at the Paris Motor Show, Mercedes unveiled something so unconventional that it felt like a wink and a grin from a company known more for discipline than playfulness. That car was the Mercedes-Benz F400 Carving—a concept so wild that even today, it looks like it rolled straight out of the future.
The Mercedes-Benz F400 Carving Concept while sat on display at the 2001 Tokyo Motor Show. (Picture from: Luxatic)
At first glance, the F400looked like a sharp-edged sports car, all muscles and intent. But beneath the dramatic styling lay its true party trick: wheels that could tilt up to 20 degrees, mimicking the way a skier carves through snow. This was not just a design flourish—it was an advanced suspension system that improved cornering stability by as much as 30%. To make this even more effective, Mercedes fitted each wheel with two separate tires: a 19-inch tire for straight-line driving and a 17-inch tire that engaged during cornering. The result was something completely unheard of at the time, an experiment in redefining the limits of grip and safety.
The Mercedes-Benz F400 Carving Concept combined sharp-edged, muscular sports car styling with a unique suspension that tilted its wheels up to 20 degrees, mimicking a skier’s carve. (Picture from: Below-The-Radar)
Interestingly, the F400 was built not in Stuttgart but by Italian coachbuilder Coggiola, working hand-in-hand with Mercedes-Benz engineers. It wasn’t designed to go on sale; it was a rolling laboratory meant to test how far innovation could be pushed. Mercedes had a tradition of such“F-series” experimental cars—the F100 in 1991, a radical MPV; the F200 Imagination in 1996, a coupé crammed with futuristic tech; and the quirky three-wheeled F300 Life Jet in 1997. Compared to those, the F400may have seemed slightly less eccentric, but only just.
The Mercedes-Benz F400 Carving Concept appeared almost unbalanced from certain angles, especially with its gullwing-style doors open in tribute to the legendary 300SL launched fifty years earlier. (Picture from: Below-The-Radar)
The technology stuffed into this concept read like a wish list for the future. Fiber-optic headlights that were brighter and more compact than conventional units. Carbon ceramic brakes that offered immense stopping power and durability. Electro-hydraulic braking paired with an early version of brake-by-wire. And steering controlled entirely by electronic signals rather than a mechanical column. Even the electrical system ran at 42 volts, preparing for the heavier power demands of modern vehicles. At the time, many of these ideas were considered too exotic—or too ahead of legislation—to make it into production. Yet over the years, bits and pieces filtered into the cars we drive today.
The Mercedes-Benz F400 Carving Concept featured a stripped-back, race car–like cabin with an aeroscreen instead of a windshield, minimal dials for the driver, and four-point harnesses for both occupants. (Picture from: Below-The-Radar)
Design-wise, the F400 was as bold as its mechanics demanded. Active camber control meant the body had to accommodate extreme wheel movements, a nightmare for designers trying to keep it looking sleek. The solution came through an internal competition among Mercedes’ design studios in Germany, Japan, and the U.S., resulting in a shape that was muscular, aggressive, and athletic. From some angles, it looked almost unbalanced, especially when its gullwing-style doors were flung open—a deliberate nod to the legendary 300SL, which had debuted exactly fifty years earlier.
The Mercedes-Benz F400 Carving Concept packed futuristic technology, including fiber-optic headlights, carbon ceramic brakes, electro-hydraulic braking, brake-by-wire steering, and a 42-volt electrical system built for modern power demands. (Picture from: Below-The-Radar)
Inside, the F400 was stripped back to the bare essentials. Forget plush wood trim or luxury comforts—this cabin was closer to a race car’s cockpit. An aeroscreen replaced a full windshield, a pair of clean dials sat in front of the driver, and both occupants were strapped in with four-point harnesses. The details might have been minimal, but the execution screamed quality, with brushed metal accents and purposeful design everywhere you looked.
The Mercedes-Benz F400 Carving Concept now feels like a snapshot of Mercedes at its most daring, never intended to be practical or for production. (Picture from: Below-The-Radar)
Looking back now, the F400 Carving feels like a snapshot of Mercedes at its most daring. It wasn’t meant to be practical, and it certainly wasn’t meant for production. Instead, it showed how far the company was willing to push its engineering imagination when freed from the rulebook. The wobbly-wheel trick might never have made it to a dealership, but the spirit of experimentation and many of the smaller innovations found their way into the DNA of future Mercedes models. | Rk4LvoYP3DY |
More than two decades later, the F400 Carving still sparks fascination. It was proof that even the most disciplined automaker in the world has moments of pure creative madness—moments that keep the automotive world exciting, and remind us that sometimes, the best ideas start with a crazy one. *** [EKA | FROM VARIOUS SOURCES | CARROZZIERI-ITALIANI | BELOW-THE-RADAR | LUXATIC ]
Note: This blog can be accessed via your smart phone.
Ingenious Minimalism - In a world where supercars often steal the spotlight, the quiet brilliance of a tiny city car might seem easy to overlook. Yet, when that city car comes from the mind of Gordon Murray—the same genius who brought us the McLaren F1 and the V12 symphony of the GMA T.50—it deserves a closer look. While most people associate Murray with thundering engines and cutting-edge race tech, one of his most curious creations was designed not for the racetrack, but for the narrow, crowded streets of modern cities.
The GMA T.25 three-seater microcar was meant to revolutionize urban transport—but it never saw the light of day.(Picture from: CarThrottle)
The GMA T.25, introduced in 2010, wasn’t just another quirky compact. It was a radical rethink of what a city car could be. Designed with urban efficiency in mind, it aimed to tackle congestion, reduce emissions, and streamline the production process. From the outside, it looked almost like a toy, but underneath that compact shell lay an engineering mindset as advanced as any of Murray’s high-performance machines.
The GMA T.25 three-seater microcar was powered by a 660cc petrol engine, the same one used in a Smart Fortwo, delivering a modest 51 horsepower.(Picture from: CarThrottle)
Smaller than a Smart Fortwo, the T.25 borrowed its engine from the same source—a 660cc unit delivering a modest 51 horsepower. That might not sound impressive, but the T.25weighed just 575kg, thanks to a lightweight composite body. And in typical Murray fashion, the seating layout was anything but typical: three seats, with the driver front and center, flanked by two passengers slightly behind. It was a layout first seen in the legendary McLaren F1, and later revived in the T.50. That detail alone tells you this wasn’t just another city runabout.
Gordon Murray also designed an electric version of the T.25, called the T.27, though it required more advanced battery technology.(Picture from: CarThrottle)
What really set the T.25 apart, though, was the innovative iStream production method behind it. This approach was designed to cut down both the cost and environmental impact of building a car. With fewer parts, lighter materials, and simplified manufacturing processes, iStream wasn’t just a technical experiment—it was a potential game-changer for how small cars could be built around the world. So, what actually happened to it? The truth is, no one really knows. Back in 2013, Murray confirmed that the rights to both the petrol-powered T.25 and its electric sibling, the T.27, had been sold to a customer.
Gordon Murray posed alongside his brilliant city car concepts: the petrol-powered T.25 and its electric sibling, the T.27. (Picture from: Autoevolution)
The concept made enough waves that it even caught the attention of Shell, who eventually acquired the rights and unveiled their own take on the T.25 in 2016, calling it Project M. Despite promising discussions with several manufacturers, however, the car never reached mass production. Whether due to market timing, business priorities, or simply the risk-averse nature of the auto industry, the T.25 remains a prototype with untapped potential.
The GMA T.25 made such an impact that it caught Shell’s attention, leading them to acquire the rights and unveil their own version in 2016, called Project M. (Picture from: CarThrottle)
It’s hard not to wonder what cities might look like if the T.25 had made it to the streets. Compact, efficient, and refreshingly original, it was the kind of car urban environments desperately needed but never fully embraced. At the same time, it’s possible that stepping away from such side projects allowed Murray to channel his energy into creating masterpieces like the GMA T.33 and T.50—vehicles that pushed the limits of what performance cars can be.
In the end, the T.25 stands as a reminder that great ideas don’t always roar. Sometimes, they hum quietly through side streets, offering smart solutions in small packages. And even if the world wasn’t quite ready for it, the brilliance of the T.25 still shines as a symbol of what happens when big thinking meets small spaces. *** [EKA | FROM VARIOUS SOURCES | CARTHROTTLE | AUTOEVOLUTION | CARBUZZ ]
Note: This blog can be accessed via your smart phone.
Defiant Masterpiece - Car shows often bring together the best of both worlds—new ideas and timeless legends that remind us why certain machines never fade from memory. At the 2025 Tokyo Auto Salon, one of the most talked-about highlights was a bright red Ferrari Testarossa parked near the Liberty Walk booth. At first glance, it looked like a classic piece of 1980s supercar history, but this particular car told a much deeper story. It was a rare and radical Ferrari Testarossa modified by Koenig Specials, a name that has long fascinated enthusiasts and divided purists.
The Ferrari Testarossa by Koenig Specials, showcased in bright red near the Liberty Walk booth at the 2025 Tokyo Auto Salon, drew attention as a rare and radical 1980s icon that appeared at first like a classic supercar but revealed a deeper story that continues to fascinate enthusiasts and divide purists. (Picture from: NMAA.CO.ID)
To understand why this car drew so much attention, it helps to look back. In the 1980s and early 1990s, supercars like the Lamborghini Countach, Ferrari F40, and the original Testarossa were icons of desire. They offered raw performance and demanded courage from drivers, long before electronic aids softened the experience. Around this time, German tuner Koenig Specials, founded by Willy König in 1977, began rewriting the rules.
The Ferrari Testarossa by Koenig Specials features a bold red interior with racing-style bucket seats equipped with Koenig-branded harnesses. (Picture from: NMAA.CO.ID)
Dissatisfied with the performance of his own Ferrari 365 GT4, König developed modifications that turned already fast cars into monsters, both in looks and power. Ferrari purists often bristled at these creations, and even Enzo Ferrari himself reportedly demanded badges be removed from certainKoenig-modified models, but that didn’t stop them from becoming legends in their own right.
The Ferrari Testarossa by Koenig Specials on display in Tokyo featured all the tuner’s bold hallmarks, including a twin-turbo system that lifted output from 390 hp to about 710 hp. (Picture from: NMAA.CO.ID)
The Testarossa on display in Tokyo carried all the hallmarks of Koenig’s bold approach. Under its engine cover sat a twin-turbo system that boosted output from the standard 390 hp to around 710 hp. Some of the most extreme versions, like the Koenig Competition Evolution, were pushed even further, with power figures reaching an astonishing 1,000 hp—numbers that rival modern hypercars. These weren’t just tweaks; they were complete transformations that turned Ferrari’s sleek grand tourer into a machine that felt closer to a race car.
The Ferrari Testarossa by Koenig Specials featured a wide body kit with flared arches that framed 17-inch wheels and huge 335 mm rear tires, giving it a muscular stance. (Picture from: NMAA.CO.ID)
Equally dramatic was the appearance. Koenig’s wide body kit gave the Testarossaa menacing stance, with flared arches accommodating 17-inch wheels and massive 335 mm rear tires. The bodywork added extra vents for cooling, aggressive aerodynamic touches, and a towering rear spoiler that made it instantly recognizable as something far more radical than the car that rolled out of Maranello. It was loud, unapologetic, and dripping with 1980s excess.
The Ferrari Testarossa by Koenig Specials also showcased extra vents, sharp aerodynamic elements, and a towering rear spoiler that emphasized its radical character beyond Maranello’s design. (Picture from: NMAA.CO.ID)
What makes this particular car even more special is its rarity. Only around 12Koenig Testarossaswere ever produced, with just three reportedly imported into Japan. That scarcity alone elevates it into the realm of collectors’ dreams. But beyond the numbers, it represents a fascinating chapter in automotive history—where passion, engineering bravado, and defiance of convention came together to create something unforgettable. | Oow3lHI7CrQ | FFHBy52yLiA |
Seeing the Koenig Testarossa resurface at the Tokyo Auto Salon 2025 was more than just a nostalgic moment. It was a reminder of how daring tuners like Koenig helped shape car culture, challenging even giants like Ferrari in pursuit of speed and individuality. And while Ferrari may not have officially approved of these creations, the enduring excitement they spark among enthusiasts proves their place as true icons of the supercar world. *** [EKA | FROM VARIOUS SOURCES | NMAA.CO.ID | ]
Note: This blog can be accessed via your smart phone.
Unsung Spark - For all its twists and turns, the automotive world has always had a soft spot for bold experimentation. And sometimes, the cars that don’t quite hit their commercial targets are the ones that quietly shape the future. That’s exactly where the story of the 2006 Lotus Europa S begins — not with roaring applause from showroom floors, but with an understated presence that eventually echoed across the electric revolution.
The Lotus Europa S, unveiled at the 2006 Geneva Motor Show, rode on a stretched Elise chassis and added real-world comfort with lower sills, extra headroom, a quieter cabin — and even carpeting.(Picture from: UltimateCarPage)
When Lotus brought back the Europa nameplate in 2006, it wasn’t trying to break speed records or win design awards. Instead, the legendary British automaker was taking a slightly different path, offering something closer to a grand tourer — a car that balanced performance with comfort. The Europa S was built on a stretched version ofthe Elise’sbonded aluminum chassis, retaining the lightweight philosophy that Lotus founder Colin Chapman held so dear. But unlike the bare-bones Elise, the Europa S made room for real-world usability: lower sills for easier access, more headroom, a quieter ride, and yes — even carpeting.
The Lotus Europa S came standard with leather upholstery, air conditioning, and even carpeting — a touch of comfort the Elise never offered.(Picture from: UltimateCarPage)
Under the hood, Lotus opted for a turbocharged 2.0-liter four-cylinder engine from General Motors, producing 200 horsepower and sending it all to the rear wheels through a five-speed manual gearbox. On paper, that might not scream excitement, but in practice, it was just enough to keep the Europa S in the realm of proper sports cars, all while trying to court those who wanted a bit of civility with their speed.
The Lotus Europa S was powered by a turbocharged 2.0-liter four-cylinder engine from General Motors, delivering 200 horsepower to the rear wheels through a five-speed manual gearbox, while making room in the back for a modest but practical luggage compartment.(Picture from: UltimateCarPage)
But here’s where things got complicated. The Europa S was caught between identities. It wasn’t raw enough to satisfy the purists who loved the Elise and Exige, yet it didn’t quite offer the polish and prestige of the German grand tourers it was priced against. Its design was also divisive — the front was tame, while the rear looked like it was trying too hard to channelan Audi TTthrough a foggy lens. Despite its good intentions, the Europa S failed to find a true home in the market.
The Lotus Europa S faced an identity crisis, lacking the raw edge to please Elise and Exige purists while falling short of the refinement expected at its price point among German grand tourers, all wrapped in a design that felt mismatched — tame up front and awkwardly aspiring to be an Audi TT at the rear. (Picture from: UltimateCarPage)
In an effort to salvage the model, Lotus introduced a stripped-down variant simply called theEuropa, as well as an upgraded SE trim. While these versions attempted to broaden the appeal, the momentum was already gone. Production ended quietly in 2010, with fewer than 10,000 units made. On the surface, it looked like a missed opportunity. But beneath the fiberglass body and modest specs, the Europa S was quietly writing a new chapter for the future of mobility.
The Lotus Europa S, despite its good intentions, struggled to find its place in the market, prompting Lotus to release a stripped-down variant simply called the Europa in 2008. (Picture from: AutoExpress)
Around the same time, American automaker Dodge saw an opportunity to leap into the electric age. Its engineers took theEuropaplatform and turned it intothe Dodge Circuit EV Concept — a bold experiment dressed in familiar Lotus styling but powered by a fully electric drivetrain. It featured a 268-horsepower electric motor, rear-wheel drive, and performance figures that were ahead of its time.
The Lotus Europa came with only basic kit, allowing the company to lower the entry-level price by several thousand dollars. (Picture from: AutoExpress)
It promised a sub-five-second sprint to 60 mph and a range between 150 to 200 miles. Inside, Dodge gave it more than just performance upgrades — leather upholstery, premium sound, power windows, air conditioning, and cruise control aimed to add everyday livability to the electric dream.
The Dodge Circuit EV Concept was a bold experiment, blending familiar Lotus styling with a fully electric drivetrain that delivered 268 horsepower to the rear wheels and performance figures well ahead of its time.(Picture from: Carbuzz)
While the concept sparked plenty of intrigue, it was short-lived. Fiat’s acquisition of Chrysler led to the abrupt cancellation of Dodge’s electric ambitions, taking the Circuit EV down with it.
The Tesla Roadster EV transformed Lotus-supplied gliders—essentially Europa bodies without drivetrains—into a groundbreaking machine powered by a 248-horsepower electric motor that launched it from 0 to 60 mph in under four seconds, with an EPA-rated range of over 200 miles.(Picture from: Carbuzz)
Though it never made it to production, the Circuit highlighted how adaptable the Europa chassis really was — and how close Dodge came to launching its own sporty EV before it became a mainstream trend.
The Lotus Europa SE, positioned at the higher end of the range, featured lighter alloy wheels, an updated interior, and enhanced trim details.(Picture from: Carbuzz)
But of all the Europa’s silent achievements, the most groundbreaking was still to come. Tesla, still a fledgling company back then, needed a reliable platform for its first production car — and it found it in the modified underpinnings of theEuropa. The result was the 2008 Tesla Roadster. This wasn’t just another electric prototype. It was a fully realized performance EV that proved electric cars could be fast, fun, and desirable.
The Lotus Europa SE derivative offered a more refined package, featuring stylish lightweight wheels, an upgraded interior, and improved trim details for a touch of added sophistication. (Picture from: Carbuzz)
Tesla took the gliders from Lotus — basic Europa bodies without drivetrains — and reworked them into something revolutionary. A 248-horsepower electric motor pushed the Roadsterfrom 0 to 60 in under four seconds, with an EPA-rated range of over 200 miles. It came loaded with features like heated leather seats, air conditioning, cruise control, and even a "Valet Mode" to limit performance when needed.
The Lotus Europa SE arrived too late to make a difference, as customers had already moved on and sales remained weak, leading to the model’s discontinuation in 2010 after around 10,000 units were produced. (Picture from: Carbuzz)
Despite production hurdles, every unit found a buyer. When the partnership with Lotus ended in 2011, so did the first-gen Roadster, but its legacy was already locked in. The Europa S may not have made waves when it first hit the road, but it quietly laid the groundwork for something much greater. | kbbgofhEiUE |
It inspired Dodge to explore electric ambitions and gave Tesla the launchpad it needed to redefine the automotive landscape. Eventually, even Lotus followed that current, introducing its own line of EVs like the Evija. Not every car needs to top sales charts to leave a mark — some just need to be in the right place at the right moment. And in the case of the Europa, the winding road it traveled wasn’t a detour — it was the beginning of an entirely new direction. *** [EKA | FROM VARIOUS SOURCES | CARBUZZ | ULTIMATECARPAGE | AUTOEXPRESS ]
Note: This blog can be accessed via your smart phone.
