Hybrid Foresight - Urban mobility has always reflected the rhythm of its era, shaped by shifting expectations about efficiency, space, and sustainability. Long before compact EVs and shared micro-mobility became everyday features of modern cities, Pininfarina had already been exploring what an eco-conscious urban vehicle could look like. That decades-long pursuit set the stage for one of the most intriguing concepts of the 1990s: the Pininfarina Eta Beta, a project that blended research, engineering, and imaginative design into a single forward-thinking experiment.
The Pininfarina Eta Beta was born in 1996 from a collaboration between Pininfarina and Italy’s National Research Council (CNR), representing the culmination of work that began back in 1970. (Picture from: CarStylingru)
The Eta Betawas born in 1996 from a collaboration between Pininfarina and Italy’s National Research Council (CNR), representing the culmination of work that began back in 1970. This partnership allowedPininfarinato channel years of study into a prototype tailored for the needs of congested cities—reduced emissions, adaptable space, and intelligent packaging. Their shared objective was not simply to build another concept car but to explore how small vehicles could evolve to coexist more harmoniously with growing urban environments.
The Pininfarina Eta Beta was a radical city car concept using an aluminum space
frame with aluminum doors, bonnet, and tailgate. Other body panels were
plastic, keeping weight to a minimum and unveiled at the 1996 Turin Motor Show. (Picture from: Garagex.de)
At the heart ofthe Eta Betawas its hybrid powertrain, an unusually sophisticated setup for its time. The front wheels were driven by a 1.1-liter Fiat gasoline engine, while two electric motors mounted in the rear wheels provided additional power and eliminated the need for a conventional transmission. Together they produced a combined output of 66 horsepower from the engine and 25 from the electric motors, creating an efficient dual-power system aimed at lowering emissions without compromising everyday drivability.
The Pininfarina Eta Beta combined its compact 3.12–3.32-meter mini-MPV shape with upward-opening doors and rear-pillar handles to maximize space and function within a tight urban footprint. (Picture from: Pininfarina in Instagram)
The vehicle’s compact form supported that mission. Measuring between 3.12 and 3.32 meters in length depending on configuration, it embraced a mini-MPV silhouette designed to maximize cabin space within a minimal footprint. The upward-opening doors with handles integrated into the rear pillars were more than a stylistic flourish—they allowed occupants to enter and exit easily in tight parking spaces, reinforcing the Eta Beta’s role as a purpose-built city companion.
The Pininfarina Eta Beta pairs deep blue seats with organic shapes and warm accents, while its distinctive steering wheel and sculpted gear selector create an inviting, imaginative cabin that feels remarkably forward-thinking for its time. (Picture from: Pininfarina in Instagram)
One of its most inventive features was its telescopic rear section, which could extend by up to 20 centimeters. This single mechanism enabled three distinct cabin arrangements: a short 2+2 layout for everyday urban travel, a longer four-seat configuration for family use, and a two-seat format with expanded cargo capacity for longer trips. That adaptability made the Eta Beta unusual even by modern standards, anticipating the growing interest in modular interiors that can shift with the driver’s needs.
The Pininfarina Eta Beta features a playful yet functional dashboard with an orange-lit instrument cluster, a sculpted warm-toned steering wheel, and bold, color-coded controls that reflect its experimental ergonomic design. (Picture from: Pininfarina in Instagram)
Construction choices further underscored the project’s environmentally conscious vision. The car used an aluminum space frame paired with aluminum doors, bonnet, and tailgate, while the remaining body panels were molded from lightweight plastic. Nearly every component was recyclable, reflecting an early awareness that sustainability extends beyond powertrains and into the materials that form a vehicle’s structure.
The Pininfarina Eta Beta used a telescopic rear section that extended up to 20 centimeters, enabling three adaptable cabin layouts ranging from a short 2+2 setup to a longer four-seat arrangement or a two-seat configuration with added cargo space. (Picture from: Garagex.de)
Seen from today’s perspective, the Pininfarina Eta Beta stands out not just as an experiment but as a preview of developments that would later define the automotive landscape. Hybrid propulsion, lightweight materials, and flexible interior concepts have since become central to modern design, yet the Eta Beta explored them when they were still unconventional ideas. Its existence captures the moment when vision and research converged, producing a prototype that quietly sketched the outlines of the mobility solutions we now consider essential. *** [EKA | FROM VARIOUS SOURCES | PININFARINA IN INSTAGRAM | STORY-CARS | ALLCARINDEX | CARSTYLING.RU | GARAGEX.DE ]
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Retro Brilliance - In a time when the automotive world was rapidly shifting toward computer-driven precision, the Chrysler Atlantic emerged as a reminder that some of the most captivating ideas begin with nothing more than imagination. The mid-1990s were filled with bold experiments, yet few carried the emotional pull of a car shaped not by wind tunnels, but by dreams of the grand touring machines of the 1930s. That spirit of nostalgia—filtered through modern ambition—became the foundation for one of Chrysler’s most audacious creations.
The Chrysler Atlantic stood as the decade’s most spectacular concept car, designed by Bob Hubbach and inspired by the Bugatti Type 57SC Atlantic. (Picture from: Carstyling.ru)
Its origin story is as unconventional as the car itself. Bob Lutz, then a Chrysler executive, sketched an evocative coupe on a napkin during a flight home from Europe, letting the curves flow from memory rather than measurement. He shared it with design chief Tom Gale, who relayed only the mood of the drawing to the design team to avoid confining their creativity. Inspired by pre-war French coupes, designer Bob Hubbach shaped that atmosphere into metal, channeling the romance ofthe Bugatti Type 57SC Atlanticwhile allowing the form to evolve naturally into something distinctly American.
The Chrysler Atlantic rode on a modified Dodge Viper platform and featured a rear-mounted four-speed automatic transaxle linked by a torque tube, a layout later echoed in the Plymouth Prowler. (Picture from: Carstyling.ru)
The result was a silhouette that made no attempt to hide its dramatic personality. A sharp central ridge traced the length of the car, echoing the iconic Bugatti while givingthe Atlantic a visual spine. Oversized arches wrapped around 21-inch front and 22-inch rear wheels, and the body—hand-formed in steel—flowed in long, uninterrupted lines that seemed sculpted by motion itself. The gold finish accentuated those curves, letting the light sweep across them the way the sun dances across vintage coachbuilt cars.
The Chrysler Atlantic featured a Bugatti-inspired central ridge and oversized wheels beneath flowing, hand-formed steel bodywork, with a gold finish that let light glide across its curves like sunshine on classic coachbuilt designs. (Picture from: R/Spotted in Reddit)
The interior mirrored that same devotion to period aesthetics without feeling trapped in it. A single linear accent connected the dashboard to the center console, linking the cabin’s four seats with a sense of deliberate symmetry. Mother-of-pearl gauges glowed softly against beige and deep red upholstery, creating an Art Deco atmosphere that felt luxurious but not theatrical. Unlike many concept interiors of its era, it carried restraint, allowing artistry to speak through materials instead of excessive ornament.
The 1995 Chrysler Atlantic powered by a 4.0-liter straight-eight engine—a configuration nearly extinct by the 1990s—by joining two 2.0-liter Dodge Neon blocks end-to-end. (Picture from: BelowTheRadar)
What lay beneath the long hood was even more unexpected. Chrysler engineered a 4.0-liter straight-eight engine—a configuration nearly extinct by the 1990s—by joining two 2.0-liter Dodge Neon blocks end-to-end.Producing around 360 horsepower, it paid direct homage to the smooth, elegant eights that powered pre-war luxury cars. More than a clever engineering trick, it was a declaration that the Atlantic honored its inspirations not just visually, but mechanically.
The Chrysler Atlantic showcased its period-inspired interior through a clean linear layout and glowing mother-of-pearl accents that created a refined Art Deco ambiance. (Picture from: MotorCities.org)
The car wasn’t merely a showpiece, either. Built on a modified Dodge Viper platform, it used a rear-mounted four-speed automatic transaxle connected by a torque tube, a setup echoed in the Plymouth Prowler. Even though its gearing wasn’t optimized for its massive wheels, the Atlantic could drive with poise, surprising many who expected a static sculpture. Chrysler even allowed select journalists to get behind the wheel on closed roads, further blurring the line between concept and reality.
The Chrysler Atlantic showed how far Chrysler’s designers and engineers could go when given the freedom to explore the emotional side of carmaking. (Picture from: Carstyling.ru)
Talk of production surfaced briefly, with whispers ranging from a limited run of 100 units to full-scale manufacturing, but the logistics and potential pricing made the dream unlikely. Still, the Atlantic demonstrated how far Chrysler’s designers and engineers could stretch when given freedom to explore the emotional side of carmaking. It stood as proof that creativity didn’t need to be diluted by practicality to have impact. | bW0ArGs2xJU |
Today, the Chrysler Atlanticresides within Stellantis’ heritage collection, occasionally appearing at concours events where it continues to draw crowds almost three decades after its debut. In a modern landscape dominated by electrification and efficiency, the Atlantic feels like a reminder of a different kind of daring—one rooted in artistry, nostalgia, and a belief that even in a high-tech world, there is still room for cars born from pure imagination. *** [EKA | FROM VARIOUS SOURCES | MOTOR1 | STORY-CARS | CARSTYLING.RU | BELOWTHERADAR | MOTORCITIES.ORG | WIKIPEDIA | BRIANROEMMELE IN X ]
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Reimagined Relic - There’s a special kind of energy in machines that refuse to disappear quietly, especially when their second lives come from pure creativity rather than factory-correct restoration. The 1974 Chevrolet Corvette C3 Sportwagon known as the “Glasser” belongs in that rare category. It didn’t emerge from a high-budget shop or a carefully curated museum plan—it began as a wreck on the verge of being scrapped, only to be reborn through imagination, wartime aviation influence, and the unmistakable spirit of gasser drag cars. In today’s world of digital precision, the Glasser feels like a reminder that bold ideas still matter.
The 1974 Corvette C3 “Glasser” Sportwagon crafted by Paul and Keith Ray, finished in olive green paint and accented with hand-crafted nose art and jagged front teeth, pays direct tribute to WWII fighter planes. (Picture from: LSXMag)
Its story stretches back to the 1980s, when the car belonged to Augie Giovanni. After wrecking it and getting only as far as primer during repairs, he eventually sold it to finance other builds. Decades later, in September 2016, Paul Ray stumbled across photos of the battered Corvette through a friend. What he saw was a true basket case—far too gone to restore in any traditional sense. Instead of letting it head to the crusher, he bought it, and with his son Keith, committed to building something entirely different. Beginning March 4th, 2017, and working continuously through August 8th of the same year, the father-son duo transformed the disassembled Vettein just six months, an astonishing pace considering its condition.
The 1974 Corvette C3 “Glasser” Sportwagon crafted by Paul and Keith Ray uses torpedo-style side pipes to intensify its WWII fighter-plane theme, giving the car a sense of motion even at rest.(Picture from: FrontANdRearEndSwap in Facebook)
What emerged was a sportwagon conversion that instantly signaled its intentions through its exterior. The olive green paint, the hand-crafted “nose art,” and the jagged teeth along the front pay direct tribute to WWII fighter planes. Even the roof was reimagined as a pseudo-canopy, with blacked-out panels and painted window lines that mimic aircraft glazing. Torpedo-style side pipes amplify that theme, adding a sense of motion even when the car sits still. While the design can appear ungainly or even shocking at first glance, it leans fully into its fighter-plane personality rather than trying to blend in.
The olive green color of the 1974 Corvette C3 “Glasser” Sportwagon, accented with hand-crafted nose art and jagged front teeth, draws direct inspiration from WWII fighter planes.(Picture from: LSXMag)
The rear carries the same bold approach. Instead of stock Corvette lights, the Rays installed 1961 Ford Galaxie taillights—an unconventional choice that gives the back end a jet-engine vibe, even though the wartime planes inspiring the build used propellers rather than turbines. These taillights, along with the wagon conversion, set the Glasser apart visually while anchoring it firmly in its chosen stylistic universe. Protruding side exhausts and large tires push the car toward hot-rod territory, bridging the gap between military aesthetics and mid-century American performance culture.
The 1974 Corvette C3 “Glasser” Sportwagon roof was reimagined as a pseudo-canopy, with blacked-out panels and painted window lines that mimic aircraft glazing. (Picture from: LSXMag)
Underneath, the Rays reinforced that connection by replacingthe Corvette’sindependent front suspension with a primitive beam axle, giving the car the raised stance typical of gasser drag cars. Moon disc caps on the rear wheels complete the period-correct look. The name “Glasser” itself plays on this crossover—part “gasser,” part nod tothe Corvette’sfiberglass body. The deeper influence comes from the history of nose art: unofficial, expressive, emotional, and often created with whatever materials were available. It allowed WWII crews to assert individuality in uniformed environments, and its folk-art qualities mirror the personal, handmade nature of the Rays’ build. | Ub0D61MfNcY |
In the end, the Glasser stands as a labor of passion rather than polish. It may look awkward in everyday life, but it embodies the belief that even the most hopeless cars can become something meaningful if given vision and effort. Paul and Keith Ray didn’t resurrect the Vette by restoring it—they revived it by reimagining it. Their six-month build turneda wrecked Corvettewith a fragmented past into a roadworthy expression of creativity, history, and father-son collaboration. In that way, the Glasser is more than a strange custom; it’s proof that forgotten machines can still find new purpose when someone sees potential where others see scrap. *** [EKA | FROM VARIOUS SOURCES | LSXMAG | BLACKTOP OUTLAW IN FACEBOOK | FRONT AND REAR END SWAP IN FACEBOOK | QUIRKYRIDES IN X ]
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Design Reverberation - In the shifting landscape of late-1960s automotive design—an era caught between fading curves and the rising fascination with sharp geometric forms—there emerged a concept car whose brief existence still sparks curiosity today: the Alfa Romeo P33 Roadster. It was a moment when designers were rethinking the very language of form, moving from sensual, rounded silhouettes toward crisp wedges and angular minimalism. Into this creative pivot stepped Paolo Martin of Pininfarina, tasked with imagining a new kind of roadster at a time when ideas were evolving almost faster than they could be sketched.
The 1968 Alfa Romeo Pininfarina P33 Roadster was debuted at the 1968 Turin Motor Show.(Picture from: AllCarIndex)
The P33 Roadster was developed immediately after the Ferrari Dino Berlinetta Competizione, a dramatically curvy machine that stood in stark contrast to the straight-edged attitude Martin was about to adopt. Unveiled at the 1968 Turin Motor Show, the P33 delivered an unexpected fusion of sharp lines and selective softness, acting almost as a stylistic bridge between two automotive generations.
The 1968 Alfa Romeo Pininfarina P33 Roadster was debuted at the 1968 Turin Motor Show.(Picture from: Speedholics)
Its very foundation came from one ofthe 18 Alfa Romeo 33 Stradalechassis, originally part of a plan to build 50 examples before Alfa redirected its resources towardthe Montreal project. The five unused chassis—each paired with a potent 2.0-liter, 230-horsepower V8—were sent to Italy’s top coachbuilders so they could craft dream cars destined for prestigious motor shows.
The 1968 Alfa Romeo Pininfarina P33 Roadster was debuted at the 1968 Turin Motor Show.(Picture from: Speedholics)
This initiative produced a remarkable sequence of experimental showpieces. Bertone’s 33 Carabo appeared first in Paris in October 1968, followed a month later by Martin’s P33 Roadster for Pininfarina at the Turin show. Soon after came Leonardo Fioravanti’s P33 Coupé Prototipo Stradale in Geneva in 1969, Giugiaro’s Iguana at the Turin show later that year, and ultimately the P33 Spider “Cuneo” in Brussels in 1971—a design that would directly replace the Roadster. The lineage closed in 1976 with Gandini’s futuristic 33 Navajo. Within this sequence, the P33 Roadster held a unique place as the concept that marked the dramatic stylistic shift from flowing forms to assertive angularity.
The 1968 Alfa Romeo Pininfarina P33 Roadster was debuted at the 1968 Turin Motor Show.(Picture from: Carstyling.ru)
Martin createdthe P33 Roadsterunder tight deadlines, working from dimensional drawings rather than a complete physical chassis. This constraint encouraged a simplified yet innovative approach: a wedge profile beginning at an unusual black rubber front bumper—an aesthetic and aerodynamic experiment for its time—and tapering to a K-tail at the rear. Adjustable side appendices, added at the suggestion of Renzo Carli, contributed to the visual intrigue, while Fioravanti’s preference for a single retracting headlight unit led to a distinctive lighting solution. Tiny upward-opening doors compensated for the high chassis spars that made conventional entry nearly impossible, and a low wrap-around windscreen served both style and aerodynamic purpose.
The 1968 Alfa Romeo Pininfarina P33 Roadster was debuted at the 1968 Turin Motor Show.(Picture from: Carstyling.ru)
The car’s sides were kept clean and disciplined after Martin abandoned the idea of NACA ducts, while the rear featured eight intake trumpets emerging from a rectangular opening above a vertical tail section fitted with four slim, longitudinal taillights. Beneath them sat a heat-dissipating aluminum frame surrounding the exhaust. The interior was as radical as the exterior: two anatomical seats and a transverse structural frame that doubled as both dashboard support and part of the ventilation system, paired with a futuristic steering wheel that echoed the design language of the entire project.
The 1968 Alfa Romeo Pininfarina P33 Roadster was debuted at the 1968 Turin Motor Show.(Picture from: Carstyling.ru)
One of the Roadster’s most daring innovations was its hydraulically adjustable cast-aluminum fin integrated into the roll bar. This element served as an aerodynamic stabilizer, a heat exchanger for the oil circuit, and theoretical rollover protection—an ambitious combination that ultimately proved impractical, as any malfunction risked dumping hot oil onto the occupants. Nonetheless, it showcased the kind of experimental thinking that defined concept cars of the era. Combined with the racing-derived mechanics of the 33 Stradale, the P33 Roadster was reportedly as exhilarating to drive as it was to look at. As no proper video of the prototype has surfaced, this video of its base model—the legendary Alfa Romeo 33 Stradale—serves as the closest reference. | xluAEuBDhRA |
Despite its promise, the Roadster survived less than three years. It was ultimately dismantled so its chassis could be reused for the 1971 P33 Spider “Cuneo,” a decision typical of coachbuilding practices at the time but one that Paolo Martin never fully accepted. Today, the car exists only in archived photographs, original sketches, and Martin’s own recollections. Its disappearance has only amplified its mystique, leaving behind the impression of a concept that captured a pivotal stylistic transition: the fading elegance of postwar curves giving way to the sharp-edged futurism that would define the next decade. *** [EKA | FROM VARIOUS SOURCES | STELLANTISHERITAGE | SPEEDHOLICS | ALLCARINDEX | CARSTYLING.RU ]
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Stalled Ambition - Every era in automotive history has its nearly forgotten experiments—machines envisioned to redefine performance yet overshadowed by forces beyond engineering. The Porsche 965 belongs to that elusive category, a car conceived during a period of bold imagination and economic uncertainty. While modern performance cars wear their innovation openly, the 965 exists more like an echo of what might have been, created at a time when Porsche was trying to bridge its storied past with an increasingly complex future.
The 1988 Porsche 965 Prototype exists more like an echo of what might have been, created at a time when Porsche was trying to bridge its storied past with an increasingly complex future. (Picture from: WhichCar.au)
The project began in the early 1980s, when Porsche sought a successor to the 911 Turbo that could sit confidently above the upcoming 964 Carrera. The idea was to take everything learned from the technologically advanced 959—its twin-turbo philosophy, water-cooled four-valve heads, adaptive suspension, and even the possibility of a dual-clutch transmission—and reinterpret those ideas into something more attainable. The planned design resembled a more modern, streamlined evolution of the 959, carrying hints of its silhouette but shaped with a clear priority on cost efficiency rather than extravagance.
The 1988 Porsche 965 Prototype was designed to share its chassis and floorpan with the concurrently developed 964 to keep development grounded and costs under control. (Picture from: StittCars)
Under the skin, engineers aimed for a 3.5-liter twin-turbo flat-six producing around 365 horsepower, making the car both powerful and practical. To keep development grounded, it would share its chassis and floorpan withthe 964, which was being developed in parallel. For a brief moment, everything appeared to move smoothly. Porsche had found a sweet spot between performance ambition and production feasibility, crafting a car that promised cutting-edge capability without stepping into 959 territory.
The 1988 Porsche 965 Prototype powered by a water-cooled Audi V8 mounted in the rear. (Picture from: VintageEuropean in Facebook)
Then reality arrived in the form of engineering roadblocks. The original 3.5-liter engine couldn’t deliver the expected power, and unlike the 959, the 965 wasn’t allowed access to expensive race-derived components. This forced the team to explore alternatives, including a turbocharged V6 derived from Hans Mezger’s Indy racing V8 and even an all-new V8 intended to be shared withthe ill-fated 989 saloon project. The most viable solution turned out to be a water-cooled Audi V8 mounted in the rear—a pragmatic choice that aligned with budget constraints while providing the necessary output.
The 1988 Porsche 965 Prototype was envisioned with a more modern, streamlined evolution of the 959’s design, echoing its silhouette while prioritizing cost efficiency over extravagance.(Picture from: WhichCar.au)
Just as the technical challenges piled up, the global financial crash of 1987 hit Porsche hard. The market for a pricier, more experimental 911 evaporated almost instantly. The company tightened spending, shelved speculative programs, and reluctantly scaled back the 965’s ambitions. Engineers had to abandon the fully water-cooled flat-six concept in favor of repurposing the existing Turbo motor, a compromise that undermined the very innovation the project had been built upon. By 1988, the 965 was no longer viable, and the program was canceled.
The 1988 Porsche 965 Prototype survives today in the Porsche Museum, powered by an Audi V8 and standing as the sole physical reminder of what the project might have become.(Picture from: VintageEuropean in Facebook)
Sixteen prototypes had been completed during development, but fifteen were destroyed after the project’s termination. The lone survivor—powered by the Audi V8—now rests in the Porsche Museum as the only physical reminder of whatthe 965 could have been. Its legacy, however, continued in less visible ways. The lessons learned during its development influenced Porsche’s gradual shift toward water-cooled engines and informed technological decisions in the evolution of later 911 models. Even the creation of the 964 Turbo—rushed into production after the 965’s cancellation—was shaped directly by this abandoned project. | SHBEEiXTL0U |
Today, the 965 occupies a curious but meaningful corner of Porsche lore. It’s often misunderstood, with some enthusiasts mistakenly associating its designation with the 3.6-liter 1994 911 Turbo, which actually belongs to the 964 series. The real 965, though never sold, represents a moment when Porsche dared to imagine a technologically advanced future under tight constraints. Its story still resonates because it reflects the tension between innovation and practicality—proof that even the prototypes that never make it to the road can leave a lasting imprint on a brand’s identity. *** [EKA | FROM VARIOUS SOURCES | STUTTCARS | WHICHCAR.AU | VINTAGE EUROPEAN IN FACEBOOK ]
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Hidden Thrillcraft - Racing culture is full of unexpected corners where fascinating machines quietly exist beyond mainstream attention, and Japan has always excelled at nurturing these niche worlds. Among them is a series that surfaced in the early 2010s with an unusually bold approach: instead of relying on familiar production cars, it introduced a purpose-built machine crafted solely for competition. That choice set the Inter Proto Race Series apart from the moment it arrived, even if most enthusiasts outside Japan never realized it existed.
The Inter Proto Kuruma. (Picture from: RoadAndTrack)
Established in 2013, the series invited both seasoned professionals and gentleman drivers to challenge each other on legendary Japanese circuits under truly equal conditions. Achieving that competitive balance required more than choosing a common platform—it required creating one. The organizers commissioned their own dedicated race car, ultimately known as the Inter Proto Kuruma, built not from any road-going template but entirely from scratch to deliver a pure and consistent driving experience.
The Inter Proto Kuruma. (Picture from: RoadAndTrack)
The engineering behind the Kurumareflects a commitment to straightforward performance. It features a carbon-fiber monocoque for rigidity and lightness, a naturally aspirated V6 producing 335 horsepower, and a sequential transmission designed for quick, purposeful shifts. Every element of the car exists for the track, from its tightly focused mechanical setup to the way its structure prioritizes responsiveness over comfort. Yet despite its racing intentions, the car visually reads as far more approachable than most dedicated competition machines.
The Inter Proto Kuruma. (Picture from: RoadAndTrack)
Unlike many modern race cars covered in wings, vents, and aggressively sculpted aerodynamics, the Kuruma carries a subtle exterior that almost echoes the proportions of a street car. Its smooth bodywork and minimal aero details make it look like something that might slip into traffic unnoticed—at least until the engine fires and the illusion is broken. A road-legal version was never produced, leaving fans to imagine what it might have been like to drive such a balanced, lightweight machine beyond track boundaries. | s_dIGTW_qWI |
When it debuted in 2012, Japan’s iconic automotive program Best Motoring offered a rare deep look at the Kuruma, walking through its design and capturing onboard footage that revealed just how lively and communicative it could be in motion. Today, the car stands as a snapshot of a time when the idea of building a bespoke one-make racer still felt daring and personal. Even as modern motorsport trends toward electrification and aerodynamic complexity, the Inter Proto Kuruma remains a reminder of how compelling a simple, focused machine can be—an obscure but captivating piece of Japan’s racing landscape. *** [EKA | FROM VARIOUS SOURCES | ROADANDTRACK ]
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Ferrari-Fused Fury - It’s funny how, in a world now dominated by silent EVs and digital dashboards, some of the most unforgettable cars were the ones that looked almost toy-sized yet carried the heart of a racing machine. The Abarth 695 Tributo Ferrari is a perfect example of that charming contradiction—a tiny hatchback introduced in 2009 that somehow managed to channel the swagger and intensity of far bigger performance legends. It emerged during a time when collaborations between brands felt more personal, and this partnership between Abarth and Ferrari produced a car that was small in footprint but enormous in attitude.
The Abarth 695 Tributo Ferrari, a tiny hatchback introduced in 2009, was built to honor the collaboration between the two brands and managed to channel the swagger and intensity of far larger performance legends.(Picture from: ClassicDriver)
The bond between the two marques didn’t appear overnight. Their histories had crossed decades earlier, including the 1953 Ferrari 166/250 MM Abarth, a one-off racer that competed in major events like the Mille Miglia. Carlo Abarth and Enzo Ferrari themselves shared similar journeys as drivers who became tuners and eventually built racing empires. In the years leading up to the Tributo Ferrari’s debut, the relationship grew even stronger—Ferrari’s European dealers even usedcustomized Abarth 500s as courtesy vehicles, setting the stage for a more ambitious collaboration that would soon follow.
The Abarth 695 Tributo Ferrari’s interior adopts an elegant, Ferrari-inspired layout and features Sabelt’s black-leather Abarth Corsa seats that hold the driver securely. (Picture from: ClassicDriver)
That ambition took shape underthe 695 Tributo Ferrari’shood, where Abarth extracted over 180 horsepower from a 1.4-liter Turbo T-Jet engine. The power surge transformed the compact chassis into something genuinely mischievous, especially when paired with an MTA paddle-shift transmission inspired by contemporary performance technology. Matching the upgraded engine were reinforced brakes, sharpened suspension tuning, and 17-inch wheels modeled after Ferrari designs, complete with performance tires that helped the car punch well above its weight.
The Abarth 695 Tributo Ferrari combined a steering wheel with red inserts and a tricolour hub with a Ferrari-inspired Jaeger display, while aluminum footwell plates and Scorpion-badged pedals added a motorsport edge that matched its performance. (Picture from: ClassicDriver)
The mechanical setup was further elevated by the Record Monza exhaust system, which came alive past 3000 rpm and unleashed a sharper, more assertive tone that fit the car’s hyperactive spirit. Paired with its strengthened brakes, retuned suspension, and Ferrari-inspired 17-inch wheels wrapped in performance tires, the 695 Tributo Ferrari delivered a driving character that felt intentionally dialed-in. Every component seemed chosen to make the compact hatchback behave like something far more serious, turning ordinary streets into a playground for anyone behind the wheel.
The Abarth 695 Tributo Ferrari packs over 180 horsepower from its 1.4-liter Turbo T-Jet engine paired with an MTA paddle-shift transmission, complemented by reinforced brakes, sharpened suspension tuning, and 17-inch wheels modeled after Ferrari designs. (Picture from: ClassicDriver)
That same focused energy carried through its design. Abarth coated the exterior in striking Scuderia Red, complemented by carbon-fiber mirrors and Racing Grey accents along the wheels and rear air intakes, giving the car a presence that immediately separated it from everyday city traffic. Inside, the atmosphere grew even more intense: Sabelt’s black-leather Abarth Corsa seats gripped the driver securely, while a steering wheel with red inserts and a tricolour hub emphasized its Italian identity. The Jaeger-designed instrument display nodded to Ferrari’s own layout, and the aluminum footwell plates with Scorpion-badged racing pedals added a motorsport edge rarely found in a car this size—making the interior feel as purposeful as its performance. | H3PX-vbUd4k |
Seen from today’s perspective, the Abarth 695 Tributo Ferrari feels like a celebration of passion-driven engineering—an era when brands built fun, characterful machines not because the market demanded them, but because they believed in them. It proved that performance isn’t always about size or headline numbers, and that even a compact hatchback can carry the DNA of giants. In a landscape now shaped by technology and efficiency, this little firecracker remains a reminder of how thrilling a car can be when it blends heritage, boldness, and a dash of unapologetic eccentricity. *** [EKA | FROM VARIOUS SOURCES | CLASSICDRIVER | PISTONHEADS ]
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Seen from today’s perspective, the Pininfarina Eta Beta stands out not just as an experiment but as a preview of developments that would later define the automotive landscape. Hybrid propulsion, lightweight materials, and flexible interior concepts have since become central to modern design, yet the Eta Beta explored them when they were still unconventional ideas. Its existence captures the moment when vision and research converged, producing a prototype that quietly sketched the outlines of the mobility solutions we now consider essential. *** [EKA | FROM VARIOUS SOURCES | PININFARINA IN INSTAGRAM | STORY-CARS | ALLCARINDEX | CARSTYLING.RU | GARAGEX.DE ]
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