Cultural Fusion - The 1980s were a decade that refused to blend in. It was a time when cars became louder in shape, color, and personality — when every curve and crease tried to outdo the next. From this landscape of wild imagination emerged one of the rarest and most striking reinterpretations of a French sports car: the 1984 Plenk & Ringswandl Renault A310 Breitbau. Born from a German tuning house with an eye for excess, it transformedthe sleek Alpine A310 into something more aggressive, more theatrical, and unmistakably more daring. The base A310, built by Alpine under Renault’s wing, was already admired
for its lightweight fiberglass body and mid-engined balance.
The 1984 Renault A310 'Breitbau' by Plenk & Ringswandl. (Picture from: ObscureSupercar in X)
But in the hands of Plenk & Ringswandl, the modest French coupe evolved into a machine that looked ready to storm a racetrack or at least steal every glance on the autobahn. Introduced in 1984, their “Breitbau” — or wide-body — conversion was defined by radical new bodywork: massive flared arches, deep air channels sculpted into the sides, and a dramatic rear wing that gave the car an unmistakable silhouette. Some details, like the side slats along its widened haunches, subtly echoed the era’s exotic design trends — the same spirit that made cars like the Ferrari Testarossa iconic — though here they carried a distinctly German sense of precision rather than Italian flamboyance.
Underneath the flamboyant skin, the mechanical heart remained familiar. The 2.7-liter PRV V6 engine, shared with other Renault and Peugeot models of the time, produced about 150 horsepower — not overwhelming by today’s standards, but plenty for a car that prioritized weight balance and engagement over brute force. The engine’s placement at the rear gave it a lively, tail-happy character, while the widened track of the Breitbau added stability and visual drama in equal measure.
The 1984 Renault A310 'Breitbau' by Plenk & Ringswandl. (Picture from: ObscureSupercar in X)
Documentation from the A310 owners’ registry confirms that the Plenk & Ringswandl version was exceptionally rare — only four cars are believed to have been converted. One of them, finished in a vivid metallic blue, resurfaced in Germany in 2022 and appeared on eBay the following year with a price hovering around €32,000 to €37,000.
Registry records even identify it by chassis number (VAE0001597), marking it as one of the few verified “PR2” conversions in existence. Beyond those entries, however, the trail of Plenk & Ringswandl as a company fades quickly. Little is known about the duo or their workshop — no brochures, no production figures, only a few surviving cars and a handful of photographs that capture their vision in fiberglass and steel.
That sense of mystery adds to the car’s charm. The A310 Breitbau stands today as more than a modified Renault; it’s a snapshot of a fearless design era when small workshops could take creative liberties unimaginable in modern times. Its exaggerated curves, slotted sides, and monumental rear wing reflect a philosophy of design driven by emotion, not data — a spirit of experimentation that’s nearly extinct in the automotive world today.
The 1984 Renault A310 'Breitbau' by Plenk & Ringswandl. (Picture from: ObscureSupercar in X)
Decades later, the Plenk & Ringswandl A310 Breitbau still commands attention not because it was perfect, but because it was bold. It bridged nations and ideas — a French chassis infused with German engineering confidence, shaped by the aesthetics of a generation obsessed with performance and flair. It’s the kind of car that reminds us how the best machines don’t just move; they make us feel something. And in that sense, this rare, wide-bodied Alpine remains a beautifully eccentric echo of an age when cars were allowed — even expected — to go a little too far. *** [EKA | FROM VARIOUS SOURCES | AUTOPUZZLES | CLASSICTRADER | EBAY.DE | OBSCURESUPERCAR IN X | REALUNICARNS IN X | REALUNICARNS IN INSTAGRAM | TAFFY_C_S_145 IN INSTAGRAM ]
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Clarity Born - When people think of Ferrari today, they often picture sleek, high-tech machines tearing through racetracks or gleaming under the lights of luxury showrooms. But long before the brand became a symbol of modern performance and prestige, it was an ambitious dream built on the roar of a small V12 engine and the artistry of Italian craftsmanship. One of the earliest expressions of that dream came in 1949, wrapped in aluminum and plexiglass: the Ferrari 166 MM Panoramica.
The Ferrari 166 MM Panoramica emerged in 1949 as one of the earliest realizations of that dream, shaped in lightweight aluminum and bold expanses of plexiglass. (Picture from: AutomotiveMasterpieces)
Emerging just after World War II, the 166 series marked Ferrari’s first true stride into competitive racing. The 1948 season had already shown that Enzo Ferrari’s fledgling company was capable of challenging established giants. The new “Tipo 166” models carried the spirit of innovation that would define Ferrari for decades. Beneath the hand-built bodywork was a 2.0-liter V12 engine designed by Gioacchino Colombo, a mechanical masterpiece that managed to balance raw power and reliability. With around 140 horsepower, it was agile, responsive, and surprisingly versatile—qualities that made it a favorite among gentleman drivers who sought both elegance and performance.
The Ferrari 166 MM Panoramica was a car that felt airy and open, with enhanced visibility for the driver, a rarity among coupes of its era. It was as if the road itself became part of the cabin’s panorama, hence the name.(Picture from: Classic-Trader)
By 1953, the 166s were refined even further, with upgrades such as a higher compression ratio, improved carburetion through triple Weber intakes, and synchronized gears. These enhancements pushed its output to 160 horsepower, allowing it to stay competitive against stronger rivals like Maserati. Yet, beyond mechanical numbers, what truly set the 166 MM Panoramica apart was its design philosophy—a story of collaboration between the minds of Ferrari and Zagato.
The Ferrari 166 MM Panoramica was a story of collaboration between the minds of Ferrari and Zagato.(Picture from: Classic-Trader)
Ugo Zagato, an aeronautical engineer turned automotive designer, was fascinated by the relationship between lightness, visibility, and aerodynamics. His “Panoramica” body concept, developed in the late 1940s, reimagined what a sports coupe could be. Drawing inspiration from aircraft cockpits, Zagato experimented with plexiglass—an innovative material at the time—to replace traditional glass, creating sweeping transparent surfaces that extended into the roof. The result was a car that felt airy and open, with enhanced visibility for the driver, a rarity among coupes of its era. It was as if the road itself became part of the cabin’s panorama, hence the name.
The Ferrari 166 MM Panoramica came to life when Elio Zagato and gentleman racer Antonio Stagnoli proposed to Enzo Ferrari a bold pairing of the proven 2.0-liter chassis with Zagato’s avant-garde body for the Mille Miglia.(Picture from: Classic-Trader)
The Ferrari 166 MM Panoramica came to life when Elio Zagato, Ugo’s son and a skilled driver himself, envisioned the design as not just beautiful but inherently competitive. Partnering with Antonio Stagnoli, a respected gentleman racer, he approached Enzo Ferrari with a bold proposal: to merge Ferrari’s proven 2.0-liter chassis with Zagato’s avant-garde body for the upcoming Mille Miglia. Enzo, who affectionately called Elio “Zagatino,” agreed. The chassis numbered 0018M was sent from Maranello to Milan, where Zagato’s craftsmen hand-shaped thin aluminum panels into a lightweight, curvaceous form that seemed to anticipate the aerodynamic designs of the decades to come.
The Ferrari 166 MM Panoramica drew inspiration from aircraft cockpits as Zagato used then-innovative plexiglass in place of traditional glass to create sweeping transparent surfaces that extended into the roof.(Picture from: Classic-Trader)
It’s believed that Gioacchino Colombo himself played a quiet but pivotal role in the project, advising on technical integration and ensuring the collaboration between Ferrari and Zagato ran seamlessly. The completed coupe debuted in the summer of 1949 and soon took to the track at Senigallia, signaling a new era of artistry in racing. Its true breakout came the following year, in 1950, when it claimed victories at the Coppa Intereuropa, Parma–Poggio di Berceto, and Aosta–Gran San Bernardo. The Mille Miglia, however, proved less forgiving—the Panoramicafinished 36th overall, fourth in its class. Still, even in defeat, it displayed a spark of brilliance that hinted at what Italian design and engineering could achieve together.
The Ferrari 166 MM Panoramica made its debut in the summer of 1949 and quickly hit the Senigallia track, signaling a new era of artistry in racing.(Picture from: Classic-Trader)
After the Mille Miglia, Zagato reimagined the coupe into a barchetta “siluro” configuration—a streamlined, open-bodied racer better suited for endurance and hillclimb events. It was an evolution that mirrored Ferrari’s own journey: constantly refining, experimenting, and redefining what performance meant.
The Ferrari 166 MM Panoramica stands today as more than a vintage race car, embodying a bridge between eras by capturing the moment when art, technology, and ambition blended into one seamless form.(Picture from: Classic-Trader)
Today, the 1949 Ferrari 166 MM Panoramica stands as more than a vintage race car; it is a bridge between eras. It captures a moment when the lines between art, technology, and ambition blurred into one seamless form. Its plexiglass canopy and featherweight body might seem quaint in a world of carbon fiber and hybrid drivetrains, yet its spirit remains strikingly modern—the pursuit of beauty through performance, and performance through imagination. | Q7Ia52STmSo |
Every Ferrari that thunders down a track or graces a boulevard owes something to this early vision of balance and boldness. The 166 MM Panoramica wasn’t just built to win races; it was built to show that driving could be an experience of clarity, elegance, and emotion all at once. In that sense, its panoramic view of the road ahead still feels remarkably clear. *** [EKA | FROM VARIOUS SOURCES | AUTOMOTIVEMASTERPIECES | CLASSIC-TRADER ]
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Rare Rage - There was a time in the 1960s when European sports cars were locked in a battle for both speed and style. The Porsche 911 had just arrived, instantly redefining what a performance road car could be. But while the German icon took the spotlight, a man named Carlo Abarth—famous for transforming small Fiats into fire-breathing machines—was not about to sit quietly in the shadows. His response came in the form of one of the most fascinating yet little-known creations in automotive history: the Fiat Abarth 2000 OT America coupe.
The Fiat Abarth 2000 OT America Coupe was created to be a rival to the Porsche 911, one that was lighter, wilder, and brimming with Italian character which was originally aimed at the American market. (Picture from: VintageLife in Facebook)
Carlo Abarth’s idea was simple but bold—create a rival tothe Porsche 911, one that was lighter, wilder, and brimming with Italian character. The addition of the word “America” to its name was no accident. At that time, the United States was the biggest and most lucrative sports car market, and Porsche had already gained a foothold there. Abarth wanted his car to be seen as a direct competitor, not just in Europe but also overseas, and giving it the name *America* was a deliberate move to capture attention in that vital market. It also helped set the car apart from other OT or 'Omologato Turismo' models in Abarth’s lineup, giving it an international identity and emphasizing its ambition.
The Fiat Abarth 2000 OT America Coupe helped set the car apart from other OT or 'Omologato Turismo' models in Abarth’s lineup, giving it an international identity and emphasizing its ambition. (Picture from: Jalopnik)
What makes this story even more incredible is the rarity of the car. In 1966, only three examples were originally built, and all of them were quickly spoken for: one went to a young Niki Lauda, another to a Japanese collector, and the third to a buyer in Switzerland. Despite the immediate demand, the project stalled almost as quickly as it began. Each car cost about $3,000 more to produce than a 911T sold for in the United States at the time, which made the program financially unsustainable. So Abarth, known for his pragmatism as much as his passion, shut it down.
The Fiat Abarth 2000 OT America Coupe ultimately totaled just four units after the 1967 continuation, ending production entirely and becoming one of the rarest cars ever to wear the scorpion badge. (Picture from: MyCarQuest)
But the story didn’t end there. Two years later, Belgian enthusiast Guy Moerenhout decided to keep the flame alive. With Abarth’s blessing and access to leftover parts and original blueprints, he constructed a continuation model in 1967 for collector Leo Aumüller. This was not a copy but rather an authentic extension of the original vision, carrying all the DNA of Abarth’s daring concept. With that car, the total number of Fiat Abarth 2000 OT America coupes built came to just four. Production stopped completely after this continuation, making the model one of the rarest creations to ever wear the scorpion badge.
The Fiat Abarth 2000 OT America Coupe evolved from a modest Fiat 850 shell into an aggressive little rocket with flared arches, extra hood intakes, and a stance ready to attack the road. (Picture from: MyCarQuest)
The car itself was a masterclass in transformation. Underneath, it began life as a humble Fiat 850 Coupe body shell. By the time Abarth was done, though, it looked like something entirely different—an aggressive little rocket with flared wheel arches, extra air intakes carved into the hood, and the kind of stance that made it seem permanently ready to attack the road. Imagine seeing such a car in the mid-1960s, when many coupes still looked tame; this machine was nothing short of radical.
The Fiat Abarth 2000 OT America Coupe powered by a 2.0-liter, twin-cam, four-cylinder engine producing around 175 to 185 horsepower. (Picture from: MyCarQuest)
Beneath the sculpted bodywork sat the real magic: a 2.0-liter, twin-cam, four-cylinder engine producing around 175 to 185 horsepower. That may not sound like much in today’s world of turbocharged supercars, but paired with a featherweight chassis—just 710 kg—it was explosive. Reports from the time claimed a top speed of 248 km/h (155 mph), numbers that placed it right in line with, and in some cases ahead of, its German rival. It was a car that could embarrass a Porsche 911 on a back road and even take on a Corvette for good measure. The phrase “911s for breakfast, Corvettes for lunch” wasn’t just marketing bravado—it was a reality for this tiny Italian missile.
The Fiat Abarth 2000 OT America Coupe evolved from a modest Fiat 850 shell into an aggressive little rocket with flared arches, extra hood intakes, and a stance ready to attack the road. (Picture from: ConceptCarz)
What makes the Fiat Abarth 2000 OT America coupe so captivating today is not just its speed, but its rarity. With only four examples ever produced between 1966 and 1967, it is a unicorn in the automotive world. It represents a moment when passion pushed boundaries, even if practicality pulled them back. Carlo Abarth wasn’t afraid to dream big, even if the market wasn’t ready to reward him for it. The car stands as proof that innovation often comes from risk-takers who refuse to settle for the ordinary. | BqdcMZQFWYA |
More than fifty years later, the OT 2000 America continues to turn heads, not just as a rare collector’s gem but as a reminder of what happens when creativity and determination meet. It may not have outsold the Porsche 911, but it carved its own place in history as one of the boldest and rarest little coupes ever built. And for anyone lucky enough to see one in person today, it still carries that same mischievous grin—a car built not for balance sheets, but for pure, unfiltered joy. *** [EKA | FROM VARIOUS SOURCES | MOTORTREND | MYCARQUEST | JALOPNIK | VINTAGELIFE IN FACEBOOK | CONCEPTCARZ ]
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Heritage Reignited - There’s something refreshing about seeing a performance car emerge at a moment when much of the automotive world feels increasingly quiet and electrified. Every once in a while, a brand reaches back to its roots and introduces something built to excite the senses again. Toyota’s GR GT is that kind of machine—drawing from decades of heritage while embracing the engineering demands of today’s performance landscape.
The Toyota GR GT stands alongside its track-focused GR GT3 counterpart, highlighting the striking contrast between road-going sophistication and full racing aggression in a shared performance-driven design language. (Picture from: RoadAndTrack)
Toyota frames the GR GT as a successor to the 2000GT and the Lexus LFA, two icons that helped define Japanese sports-car identity across different generations. Like its predecessors, the GR GTsticks to a front-engine, rear-wheel-drive layout but reinvents it with a new 4.0-liter twin-turbo V8 paired to a hybrid system. With a projected output beyond 478kW and 850Nm, the powertrain sends force through an eight-speed wet-clutch automatic and an electric motor integrated into the rear transaxle. Achieving a low center of gravity was a major theme during development, leading to a redesigned dry-sump system and strategic placement of heavy components deep within the chassis.
The Toyota GR GT debuts Toyota’s first full aluminum frame—set to underpin a future electric Lexus LFA—and, combined with carbon-fiber-reinforced plastic and other lightweight materials, targets a curb weight of 1750 kilograms or less.(Picture from: Drive.com.au)
The GR GTalso marks Toyota’s first use of a full aluminum frame, a structure that will later supporta revived electric Lexus LFA. With the help of carbon-fiber-reinforced plastic and lightweight composites, the car aims for a curb weight of 1750 kilograms or less. Aerodynamics shaped its form from early development. Only after performance targets were met did designers sculpt the exterior, resulting in a long, low, and wide stance, with narrow LED headlights, high-set vents, sculpted side intakes, a ducktail rear, and thin taillights stretching across the car’s width.
The Toyota GR GT showcases a bold performance stance with its intricate multi-spoke wheel, bright red Brembo brake caliper, and Michelin Pilot Sport Cup 2 tire hinting at serious track-ready capability.(Picture from: Drive.com.au)
The interior reflects Toyota’s latest design philosophy but amplified for a supercar environment. The cabin blends red leather, Alcantara, and aluminum accents for a dramatic yet functional atmosphere. Two deep carbon-fiber bucket seats anchor the driving space, supported by a wide center console filled with physical buttons and a large touchscreen running Toyota’s Arene software.
The Toyota GR GT delivers a dramatic, functional cabin with red leather, Alcantara, aluminum accents, carbon-fiber bucket seats, and a wide console centered around an Arene-powered touchscreen.(Picture from: Drive.com.au)
A fully digital instrument cluster sits ahead of the driver, while the steering wheel integrates switches for traction settings, power delivery adjustments, braking control, drive modes, paddle shifters, and a dedicated Sport Boost button. It’s a cockpit built for focus, with modern software wrapped in materials that still feel mechanical and tactile.
The Toyota GR GT sticks to a front-engine, rear-wheel-drive layout but reinvents it with a new 4.0-liter twin-turbo V8 paired to a hybrid system..(Picture from: RoadAndTrack)
The path to production has been long. The original GR GT3 concept appeared in 2022, hinting at Toyota’s ambition to rejoin the supercar arena. Recent Japanese teasers once again showed the GR GT alongside the 2000GT and LFA, reinforcing the lineage Toyota wants this car to carry. Shadowed previews reveal aggressive aerodynamics, thin lighting signatures inspired by the latest GR010 race car, and a deeper V8 soundtrack that confirms Toyota’s direction for the model.
The Toyota GR GT’s rear showcases a sculpted ducktail paired with thin, full-width taillights that emphasize the car’s broad stance and aerodynamic focus.(Picture from: Drive.com.au)
Some finer points remain undecided publicly—such as market availability or whether a right-hand-drive version will exist. Early expectations place pricing in the six-figure range, still far below the LFA but firmly within flagship territory. Prototypes have been benchmarked against performance giants like the AMG GT, signaling where Toyota intends to position its new halo model. | 2iCEpVGs8R4 |
As Toyota prepares to unveil the GR GT on December 5 and bring it to the 2026 Tokyo Auto Salon ahead of its anticipated 2027 global launch, the car stands as more than a technological milestone. It represents a deliberate effort to preserve the emotional qualities of driving—sound, feel, presence—even as the industry pivots toward quieter, cleaner mobility. The GR GT shows that there’s still room for a performance car that blends innovation with soul, and Toyota appears determined to make that balance matter. *** [EKA | FROM VARIOUS SOURCES | DRIVE.COM.AU | ROADANDTRACK | ID.MASHABLE | CARANDDRIVER IN X ]
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Racing Masterpiece - There’s something magical about cars that came out of the golden era of motorsport. They weren’t just machines built for speed; they carried the spirit of craftsmanship, ambition, and a relentless desire to push the boundaries of engineering. Among the legends born in that era, few can rival the mystique of the 1964 Ferrari 275 GTB/C Speciale by Scaglietti—a car that was created not just to race, but to write its own chapter in Ferrari’s history.
The 1964 Ferrari 275 GTB/C Speciale by Scaglietti—a car that was created not just to race, but to write its own chapter in Ferrari’s history. (Picture from: Motortrend)
In the early 1960s, Ferrari was facing a turning point. The 250 GTO, already an icon in endurance racing, had reached the limits of its dominance. Ferrari looked ahead with the radical mid-engined 250 LM, but rules and homologation challenges meant the car couldn’t be approved for GT racing in 1964. The solution was twofold: update the 250 GTO for one more season and develop something new based on the 275 GTB road car. Out of that challenge emerged the 275 GTB/C Speciale, a car built in incredibly small numbers yet carrying the soul of Ferrari’s racing heritage.
The 1964 Ferrari 275 GTB/C Speciale by Scaglietti was the very first of only three ever built, debuting as chassis number 6701 in a striking silver-and-gray finish that highlighted Scaglietti’s masterful aluminum craftsmanship. (Picture from: RobbReport)
Only three of these Berlinetta Competizione machines were ever created between late 1964 and early 1965. Each one was unique, carefully designed to be lighter, faster, and more agile than the road-going 275 GTB. The first car to roll out was chassis number 6701, a dazzling silver-and-gray beauty that showed off the clean lines and timeless elegance of Scaglietti’s hand-formed aluminum work.
The 1964 Ferrari 275 GTB/C Speciale by Scaglietti was built in just three examples, each uniquely engineered to be lighter, faster, and far more agile than the standard road-going 275 GTB.(Picture from: RobbReport)
Another example, chassis number 6885, achieved fame at the 1965 24 Hours of Le Mans by finishing first in the GT class and third overall—an extraordinary result for a front-engined car during an era when mid-engined racers were rising to dominance. This same car was later acquired in 1970 by collector Preston Henn, who meticulously restored it and displayed it as part of his celebrated supercar collection in Fort Lauderdale, where it remains admired as a true work of automotive art.
The 1964 Ferrari 275 GTB/C Speciale by Scaglietti features an interior trimmed in genuine leather and offers a more spacious cabin than the standard 275 GTB.(Picture from: RobbReport)
What made the 275 GTB/C Speciale so extraordinary wasn’t just its rarity, but the way every detail was engineered with performance in mind. The aluminum bodywork was crafted to be thinner than the panels of the standard road cars—so thin, in fact, that they were prone to denting at the slightest touch. The chassis itself was reimagined with lighter tubing, reducing weight by nearly 300 pounds compared tothe standard 275 GTB.
The 1964 Ferrari 275 GTB/C Speciale by Scaglietti powered by a reworked 3.3-liter V12 engine, armed with six Weber carburetors and capable of producing 315 horsepower—nearly 70 more than the road car. (Picture from: RobbReport)
Beneath the long hood sat a reworked 3.3-liter V12 engine, armed with six Weber carburetors and capable of producing 315 horsepower—nearly 70 more than the road car. It wasn’t just about power, though. The car featured double-wishbone independent suspension at all four corners and four-wheel disc brakes, giving it the agility and stopping power to match its raw speed.
The 1964 Ferrari 275 GTB/C Speciale by Scaglietti bridges two eras of Ferrari racing, carrying the spirit of the 250 GTO while pointing toward the innovations that would define the mid-engined era.(Picture from: RobbReport)
There’s a certain poetry in how this car bridges two eras of Ferrari racing. On one side, it carries the spirit ofthe 250 GTO—a front-engined warrior built for endurance and beauty. On the other, it points toward the future of Ferrari engineering, hinting at the innovations that would define racing in the mid-engined era. Yet the 275 GTB/C Speciale stands apart, not overshadowed by its predecessors or successors, but celebrated as a singular creation that dared to exist against the odds. | k4KEs6KV_cA |
Today, almost six decades later, the 1964 Ferrari 275 GTB/C Speciale is more than just a collectible—it’s a reminder of how ambition can shape legends. With only three ever built, and one carrying a race result that remains unmatched, it’s a masterpiece that reflects both artistry and engineering genius. For car lovers, it represents the perfect intersection of beauty, rarity, and performance. And for Ferrari, it remains one of the brightest jewels in a crown already filled with icons. *** [EKA | FROM VARIOUS SOURCES | MOTORAUTORITY | MOTORTREND | ROBBREPORT ]
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Reborn Precision - Even in an age dominated by electrification and software-defined driving, there’s still a special thrill in seeing a familiar silhouette return to the spotlight. That feeling began some time ago, when a mysterious teaser circulated and hinted at a new project from JAS Motorsport. Recently, the company finally revealed the name behind that long-rumoured creation: Tensei, a Japanese word meaning “rebirth.”It’s a fitting title for a collaboration between JAS and Pininfarina — Honda’s longtime motorsport partner joining forces with Italy’s renowned design studio to revisitthe Mk1 Honda NSX, a car forever linked to Ayrton Senna and the purity of early-1990s engineering.
The JAS Tensei is built on an original first-generation NSX chassis, a deliberate choice that preserves the structural essence of the legendary model. (Picture from: JASMotorsport)
The project starts from an authentic place: eachTenseiis built on an original first-generation NSX chassis, a deliberate choice that preserves the structural essence of the legendary model. From this foundation, Pininfarinaconstructs an all-new carbon-fibre body using advanced composite manufacturing techniques. The exterior keeps the original car’s compact mid-engined stance but expresses it with updated proportions, sharper surfacing, and significantly refined aerodynamics. Airflow has been completely re-evaluated using motorsport-grade simulations to enhance cooling efficiency, increase stability, and reduce drag — all while maintaining a form that still resonates with the spirit of the 1990 icon.
The JAS Tensei, set for a 2026 unveiling, emerges as a modern reinterpretation of the iconic NSX, offering a renewed yet authentic character in an era rapidly shaped by new technologies.(Picture from: TopGear)
Beneath the sculpted carbon fibre sits a powertrain that honours Honda’s engineering roots. JAS Motorsport has developed a naturally aspirated V6 inspired by the C30A architecture of the original NSX, tuned for high responsiveness, linear delivery, and a wide rev range that rewards enthusiastic driving. This engine sends power to the rear axle through a six-speed manual gearbox, a conscious decision to retain the analog, mechanically connected feel that made the first NSX so admired. It reflects JAS’s stated philosophy that Tensei should blend modern capability with a driving experience rooted in direct engagement rather than electronic filtering.
The JAS Tensei exterior keeps the original car’s compact mid-engined stance but expresses it with updated proportions, sharper surfacing, and significantly refined aerodynamics. (Picture from: JASMotorsport)
The influence of JAS’s three decades of competition work is just as evident in the chassis. The suspension, steering, and braking systems draw from the brand’s touring car and endurance racing development, integrating lightweight forged aluminium parts, carbon-composite elements, and competition-grade damping. These choices aim to deliver precise handling, consistent braking, and confident behaviour on both road and track. Inside, Pininfarina applies a driver-focused redesign using leather, Alcantara, and exposed carbon fibre. The cockpit embraces contemporary ergonomics while keeping analog instrumentation and a clean, decluttered layout that mirrors the philosophy of the original NSX.
The JAS Tensei carries a sculpted carbon-fibre body over a powertrain that honors Honda’s engineering roots, featuring a naturally aspirated V6 developed by JAS Motorsport and inspired by the original NSX’s C30A architecture.(Picture from: JASMotorsport)
For JAS Motorsport, Tensei represents a major milestone: the company’s first street-legal vehicle after more than 30 years dedicated exclusively to racing. Each example will be hand-assembled in limited numbers at JAS’s Arluno facility, reflecting a commitment to craftsmanship as much as performance. With the official unveiling scheduled for 2026, the Tensei stands as a modern interpretation of a beloved supercar — neither a mere recreation nor a nostalgic echo, but a thoughtful renewal of a machine whose character still resonates in a world rapidly shifting toward new technologies. *** [EKA | FROM VARIOUS SOURCES | JASMOTORSPORT | JASMOTORSPORT IN X | CARROZZIERI-ITALIANI | TOPGEAR | TIME ATTACK MANILA IN FACEBOOK ]
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Decades later, the Plenk & Ringswandl A310 Breitbau still commands attention not because it was perfect, but because it was bold. It bridged nations and ideas — a French chassis infused with German engineering confidence, shaped by the aesthetics of a generation obsessed with performance and flair. It’s the kind of car that reminds us how the best machines don’t just move; they make us feel something. And in that sense, this rare, wide-bodied Alpine remains a beautifully eccentric echo of an age when cars were allowed — even expected — to go a little too far. *** [EKA | FROM VARIOUS SOURCES | AUTOPUZZLES | CLASSICTRADER | EBAY.DE | OBSCURESUPERCAR IN X | REALUNICARNS IN X | REALUNICARNS IN INSTAGRAM | TAFFY_C_S_145 IN INSTAGRAM ]
