Windcrafted Elegance - When creativity meets precision engineering, magic tends to happen. In Japan, two names stand out for mastering that delicate balance — MODI and WOW. Though they come from different worlds, one rooted in mechanical craftsmanship and the other in visual artistry, both share a passion for transforming imagination into tangible form.
The Wyvern, seen from a three-quarter front view, reveals sleek, flowing curves, sharp Italian-inspired lines, and an aggressive stance that merges art with aerodynamic precision. (Picture from: ObscureSupercar in X)
MODI, part of the long-established Murakami & Co. Group, has been shaping the future of automotive prototyping since its founding in Ichinoseki City, Iwate, back in 1992. Known for its seamless integration of design, engineering, and production, the company provides complete services — from concept creation to prototype assembly — for clients across the globe. With cutting-edge technologies like dry carbon autoclave processing, metal stamping, and precision milling, MODI has become a benchmark for Japanese craftsmanship in the world of high-end automotive and product design.
When it first debuted at Tokyo Design Week 2012 in the AXIS Building courtyard, the Wyvern captivated onlookers with its sculptural curves, wind-inspired design, and ethereal presence. (Picture from: ObscureSupercar in X)
Meanwhile, WOW is a visual design studio with offices in Tokyo, Sendai, Florence, and London, renowned for turning digital experiences into moments of wonder. Their work spans from motion design and commercial visuals to immersive art installations. For WOW, creativity is not just about what people see — it’s about what they feel. The studio thrives on bringing abstract concepts like light, motion, and air to life through technology and emotion.
The Wyvern’s front fascia features sleek, aerodynamic headlights with blue-tinted illumination, a low-slung grille, sculpted air intakes, and a sharply contoured hood that emphasizes both elegance and performance. (Picture from: DesignBoom)
When these two forces — MODI’s technical mastery and WOW’s artistic vision — came together, something extraordinary emerged. Their collaboration gave birth to a unique creation calledWyvern “Born by the Wind”. Unlike any conventional car, the Wyvern was never meant for sale or racing. It was conceived purely as an art installation, unveiled during Tokyo Design Week 2012 in the courtyard of the AXIS Building, where visitors were invited to witness how wind could take shape.
The sketch of the Wyvern highlights its front with sharp, sculpted headlights, a low nose, and defined air intakes, while subtly hinting at the flowing rear lines and compact overhangs. (Picture from: DesignBoom)
The name “Wyvern” itself carries symbolic meaning — it refers to a mythical dragon with wings and two legs, representing power, agility, and freedom. Directed by Hiroshi Yuki Hoshimiya, the project marked MODI’s 20th anniversary and showcased what happens when technology listens to the rhythm of nature.
The Wyvern’s rear section complements its front with smoothly integrated taillights, a sculpted bumper, subtle diffuser elements, and flowing lines that echo the car’s aerodynamic design. (Picture from: WOW)
Visually, the Wyverntakes cues from classic Italian sports cars, embodying sleekness and sensual curves that feel as if they were sculpted by the air itself. Beneath its stunning form lies the heart of a Lotus-based machine — specifically reminiscent ofthe Elise, powered by a 1.8-liter supercharged Toyota engine delivering 217 bhp (220 PS). At just 870 kg, with compact dimensions of 3,950 mm in length, 1,800 mm in width, and 1,110 mm in height, it’s a lightweight sculpture built for balance and fluidity.
The Wyvern showcases its elegant rear fenders, sculpted diffuser, and tapered roofline that emphasize aerodynamic flow and sporty balance. (Picture from: DesignBoom)
Every surface ofthe Wyvern’sbody was designed through aerodynamic precision processing, ensuring the flow of air enhances not only its speed but also its aesthetic harmony. For MODI, this represented a new level of craftsmanship; for WOW, it was a chance to visualize what’s normally invisible. The studio transformed airflow into an experience — the way the wind moves around the car could be seen through lighting and motion effects. Even the headlights play their part, glowing in soft blue tones before flickering like a heartbeat, hinting thatthe Wyvernis somehow alive.
Its rear highlights the three exhaust outlets, smoothly integrated taillights, and flowing body lines that merge performance cues with artistic design. (Picture from: ObscureSupercar in X)
In that moment, surrounded by moving light and swirling air, spectators didn’t just see a car — they felt an emotion. It was as if the wind itself had whispered a story into metal and light. The Wyvern wasn’t about horsepower or numbers, but about what happens when creativity breathes into machinery. | sv0TQlBRsXw |
Today, the Wyvern “Born by the Wind” remains a poetic reminder of Japan’s ability to merge art with engineering. It embodies the elegance of motion and the soul of design, standing as proof that innovation doesn’t always roar — sometimes, it simply flows. And in that quiet harmony between air, art, and speed, the Wyvern continues to live up to its name — a dragon born by the wind. *** [EKA | FROM VARIOUS SOURCES | MODI | WOW | DESIGNBOOM | OBSCURESUPERCAR IN X ]
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Cinematic Rebellion - There’s something timeless about a car that doesn’t just drive across the screen but commands it. Every so often, a machine appears in a film that steals the spotlight from even the biggest stars — and in the case of Sylvester Stallone’s Cobra, that honor belonged not to the muscle-bound hero, but to a brooding, steel-bodied masterpiece: the 1950 Mercury Monterey Custom. To moviegoers in the 1980s, it wasn’t just a vehicle — it was attitude on wheels.
Sylvester Stallone’s Cobra movie car, a 1950 Mercury Monterey, tears through the streets in one of the film’s intense chase sequences. (Picture from: Tork.Buzz)
Back when Stallone was basking in post-Rambo fame and shaping his own brand of gritty Hollywood cool, he penned Cobra — a story about a tough Los Angeles cop named Marion “Cobra” Cobretti, who took justice into his own gloved hands. To match that kind of unflinching character, a regular police cruiser wouldn’t do. Stallone needed something raw, rebellious, and unforgettable — a car that didn’t just belong in the movie, but defined it. The result was the custom 1950 Mercury Monterey 'Cobra', a sculpted icon of defiance that perfectly embodied 1980s cinematic bravado.
Sylvester Stallone’s Cobra movie car, the 1950 Mercury Monterey, stands as a sculpted icon of defiance that epitomized 1980s cinematic bravado. (Picture from: HotCars)
The Mercury Monterey had already earned its reputation in car culture long before the cameras rolled. The 1949–1951 Mercury line, with its curvaceous “shoebox” silhouette, became a favorite canvas for hot rodders and custom builders — often nicknamed “lead sleds” because of their heavy, smoothed-down bodies and signature modifications. These cars were never built for subtlety. They were built to make statements. And when Stallone’s production team commissioned Dean Bryant to create four custom Mercurys for Cobra, that statement became louder than ever.
Dean Bryant was commissioned to build four custom 1950 Mercury Monterey models for Sylvester Stallone’s Cobra, each crafted to meet the film’s demanding action and stunt requirements. (Picture from: HotCars)
Each of Bryant’s builds was a unique blend of art and aggression. One was designed for standard driving and close-up interior scenes, while the other three were crafted for the chaos of stunts and chases. They all shared the same DNA — a chopped roofline lowered about an inch and a half, roll cages for safety, and one heart-pounding small-block engine that breathed gasoline like it was oxygen. Of the four, only one would survive the demanding world of filmmaking.
The Mercury Monterey had long held a place in car culture, with the curvaceous 1949–1951 “shoebox” models favored by hot rodders and custom builders who dubbed them “lead sleds” for their heavy, smoothed-down bodies. (Picture from: HotCars)
On screen, the car wasn’t merely a prop — it was a living presence. In one of the film’s most unforgettable sequences, the Mercury thunders through the night, bullets sparking off its glossy frame as it cuts through traffic and corners with surgical precision. It doesn’t simply chase — it moves, spinning, leaping, and even reversing at high speed with the grace of something that breathes. Its bursts of nitrous power add a dash of fantasy, making every maneuver feel almost supernatural. Watching it, you can’t help but forget the villains and fix your eyes on the real star — a dark, gleaming embodiment of defiance.
Sylvester Stallone’s Cobra movie car — the 1950 Mercury Monterey — featuring a roof chopped by about an inch and a half, reinforced roll cages, and a fierce small-block engine that inhaled gasoline like oxygen. (Picture from: Tork.Buzz)
Behind that cinematic myth, though, stood the real 1950 Mercury Monterey — a machine powered by a 5.0-liter V8 engine with flathead cylinder heads, producing around 110 horsepower. For its time, that was a mark of quiet strength. Off-screen, the car was known not for ferocity, but for refinement: an elegant sedan admired for its smooth ride and solid build. Yet once transformed for Cobra, that poised cruiser evolved into something entirely different. Its refined grace became raw confidence — bolder, louder, and infinitely more alive.
Beneath its cinematic legend, Sylvester Stallone’s Cobra movie car — the 1950 Mercury Monterey — was a real machine driven by a 5.0-liter V8 with flathead cylinder heads that delivered roughly 110 horsepower. (Picture from: FireBallTim)
When filming wrapped, the Mercury’s story was far from over. Of the four cars built for the movie, three met their cinematic fate — wrecked in the name of action. The lone survivor, the so-called “hero car,” found its way into the hands of Eddie Paul, a renowned Hollywood stuntman and customizer whose workshop was a haven for legendary machines. Under his care, the Mercury was reborn, its intimidating stance and rebellious spirit carefully preserved. For a time, it rested in Stallone’s own garage — a steel fragment of his on-screen legacy — until fate decided the story still had one more twist to tell.
Sylvester Stallone’s Cobra movie car — the 1950 Mercury Monterey — emerges on screen as a living presence, thundering through the night with bullets sparking off its glossy frame as it carves through traffic and tight corners. (Picture from: Tork.Buzz)
In 1994, the car was stolen. The very symbol of strength and defiance vanished overnight, leaving Stallone without his prized machine. Years later, in a twist worthy of a movie script, the actor stumbled upon an online listing that looked suspiciously familiar. It was his car — the same 600-horsepower beast that once roared across the screen. Lawyers were called, negotiations followed, and although the finer details remain murky, Stallone ultimately reclaimed the Mercury. According to reports, the car remains in his possession today, a living relic of a time when cinema and car culture collided in the most visceral way.
The 1950 Mercury Monterey Custom isn’t just a beautiful piece of machinery — it’s a symbol of a cinematic era that prized individuality, strength, and style. In a world where modern cars are increasingly sleek, smart, and silent, Stallone’s Mercury stands as a growling reminder of when personality mattered more than perfection. It’s the kind of car that refuses to blend in, that insists on being seen — and maybe that’s why, decades later, people remember the car more vividly than the movie itself.
Because some legends aren’t written in scripts or played out on screens. They rumble, roar, and leave tire marks on the imagination — just like Stallone’s 1950 Mercury Monterey Custom. *** [EKA | FROM VARIOUS SOURCES | HOTCARS | TORK.BUZZ | FIREBALLTIM ]
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Glorious Grit - Few chapters in the history of endurance racing are as thrilling—and ultimately as tragic—as those surrounding the Maserati Tipo 151. In an era where rivalries between manufacturers, racing teams, and even governing bodies could reshape the sport overnight, the Tipo 151 emerged as Maserati’s bold answer to a rapidly changing landscape. The early 1960s saw escalating tensions between the FIA and the ACO over the future of sports car racing.
The 1964 Maserati Tipo 151/3, featuring a Piero Drogo-designed body built by Allegretti, had a lengthened chassis, wider track, and switched to dry sump lubrication. (Picture from: Wikipedia)
Speed Sculpture - Some cars don’t just roll off the production line — they’re crafted, almost like a piece of art. They carry the fingerprints of the people who dreamed them up, shaped them, and brought them to life. The Umdasch Celero R-6.3 is one of those rare creations, a machine that looks like it was sculpted for speed and built with a single goal in mind: to stand apart from anything else on the road.
The Umdasch Celero R-6.3, born in Austria from the workshop of Umdasch Sportwagenmanufaktur, is a Corvette-based creation sculpted for speed and built with a singular purpose. (Picture from: GTPlanet)
Born in Austria from the workshop of Umdasch Sportwagenmanufaktur, a company usually known for tuning everything from Volkswagens to Ferraris, this one-off sports car marked a bold step into making something truly their own. Six years went into turning the idea into reality. The name itself is a small story: “Celero”comes from the Latin word for “hurry,” the “R” stands for “Race,” and “6.3” tells you exactly what’s under the hood.
The Umdasch Celero R-6.3 made its public debut at the 2015 Essen Motor Show, a perfect stage for such an unapologetically unique creation. (Picture from: Autogen.pl)
The starting point was the chassis of a Chevrolet Corvette, but this wasn’t a simple rebody job. The Corvette’s engine and transmission were completely dismantled, reworked, and paired with a freshly engineered structure. The body was made entirely from lightweight, glass-fiber-reinforced plastics, giving the car both rigidity and a striking, exotic appearance.
The Umdasch Celero R-6.3 houses a 6.3-liter small-block V8 producing 504 horsepower in its base form, paired with a six-speed manual gearbox and rear-wheel drive. (Picture from: Autogen.pl)
The Celero R-6.3’s dimensions are low and wide — 4.46 meters long, 2.06 meters wide, and just 1.2 meters tall — with a fighting weight of 1,420 kilograms. It rides on forged, three-piece Umdasch wheels wrapped in Hankook rubber, 19 inches at the front and 20 inches at the back. Braking is handled by an in-house Umdasch system, with huge 356-millimeter front discs and eight-piston calipers for serious stopping power.
The Umdasch
Celero R-6.3 features a cockpit with two bucket racing seats, a three-spoke steering wheel,
and a simple dashboard equipped with instrument panels for water
temperature, oil temperature, hydraulic gauges, and various knobs.(Picture from: GTPlanet)
Up front sits the heart of the beast: a 6.3-liter small-block V8 producing 504 horsepower in its base form, paired with a six-speed manual gearbox and rear-wheel drive. That output might sound “modest” by today’s extreme supercar numbers, but the Celero wasn’t about chasing outrageous specs.
The Umdasch Celero R-6.3 features a body crafted entirely from lightweight, glass-fiber-reinforced plastics, providing both rigidity and a striking, exotic look.(Picture from: GTPlanet)
Umdasch hinted at several planned tuning stages to increase power, but even in its initial form, it promised a visceral, old-school driving experience. The prototype was first shown to the public at the 2015 Essen Motor Show, a fitting stage for something so unapologetically unique. Only one example ofthe Celero R-6.3
was ever built, making it as rare as they come. Back when it surfaced,
it even went to auction, though the final result remains a mystery. | Wn1XT6Hq1fo | D2L6eNDzGTM | N14PI3xh5AA |
Today, it stands as a reminder of what can happen when a tuning house decides not just to improve someone else’s vision, but to create their own from the ground up. It’s a car that blends passion, craftsmanship, and a refusal to follow trends — a snapshot in time when one Austrian workshop decided to put its name on something that could never be mistaken for anything else. *** [EKA | FROM VARIOUS SOURCES | UMDASCH-TUNING IN X | AUTOGEN.PL | GTPLANET | ALLCARINDEX ]
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Radical Versatility - In the world of cars, some creations come along that feel less like machines and more like wild experiments—bold statements that challenge what we expect a vehicle to be. Back in 2003, one such machine stole the spotlight at the Geneva Motor Show: the Rinspeed Bedouin. At first glance, it seemed familiar, rooted in the unmistakable DNA ofthe Porsche 911 Turbo. But spend even a few seconds looking closer, and it became obvious that this was no ordinary sports car—it was something stranger, more playful, and in many ways ahead of its time.
The 2003 Rinspeed Bedouin Concept. (Picture from: Rinspeed)
The Bedouin started its life as a 996-generation Porsche 911 Turbo, but Rinspeed’s vision took it in an entirely new direction. This Swiss design house, led by Frank M. Rinderknecht, has long been known for dreaming up vehicles that bend the rules, and the Bedouin might be one of their most daring ideas. It wasn’t just about looks or novelty. Rinspeed set out to prove that a performance car could be both environmentally forward-thinking and versatile enough to thrive where few sports cars dared to tread. Its engine was still a twin-turbocharged 3.6-liter flat-six, but it had been reimagined to run on natural gas—something that, even today, feels remarkably progressive for a concept car more than two decades old.
The 2003 Rinspeed Bedouin Concept. (Picture from: GridOto)
Visually, the Bedouin looked like it had stepped out of a parallel universe. The body, made entirely from lightweight composite materials, kept echoes of the 911’s silhouette but sat a full 15 centimeters higher on a specially designed Eibach adjustable off-road suspension. Large air intakes, widened fenders, and a functional diffuser gave it an aggressive stance, while 18-inch Rinspeed alloys wrapped in Continental SportContact 4x4 tires hinted that this Porsche-based creation wasn’t afraid of dirt trails or gravel roads.
The 2003 Rinspeed Bedouin Concept. (Picture from: CollectionCars)
And then there was its party trick—the roof. Unlike anything seen on a sports car before, the Bedouin’sroof could literally reshape the vehicle’s character. With the help of two electric motors, the entire upper structure lifted and folded in an elaborate motion. In a matter of seconds, a sleek coupe-like profile could transform into a pickup truck, complete with an extendable cargo bed stretching up to 185 centimeters. It wasn’t just clever engineering; it was theater on wheels.
The 2003 Rinspeed Bedouin Concept. (Picture from: GridOto)
Inside, Rinspeed didn’t hold back either. The cabin mixed Porsche familiarity with eccentric touches that felt more like jewelry than car trim. Rich Poltrona-Frau leather in Cotto brown wrapped the seats and panels, while Swarovski crystals were inlaid across the doors and even embedded into the shift knob, which itself was made of solid crystal. A Blaupunkt infotainment setup—complete with a fold-out 7-inch display, DVD playback, reversing camera, and the ability to connect a Sony PlayStation—turnedthe Bedouininto something of a rolling entertainment lounge.
The 2003 Rinspeed Bedouin Concept. (Picture from: CollectionCars)
For all its extravagance, the Bedouin wasn’t dismissed as a gimmick. Even Porsche itself acknowledged the creativity behind it, with Rinderknecht recalling that Stuttgart’s engineers appreciated how the transformation respected the 911’sessence without compromising its engineering soul. That’s saying something, considering how fiercely protective Porsche has always been of its flagship sports car.
The 2003 Rinspeed Bedouin Concept. (Picture from: GridOto)
Looking back now, the Bedouin feels almost prophetic. It hinted at a world where performance cars didn’t have to be tied down by tradition—where flexibility, sustainability, and sheer imagination could coexist in a single machine. While the recently launched Porsche 911 Dakar is a far more polished and production-ready take on the “all-terrain sports car,” the Bedouin remains a reminder of how bold concepts can spark ideas long before the market is ready to embrace them. | R_GR3RjDnWU |
Two decades on, the Rinspeed Bedouin still stands out as one of those rare concept cars that wasn’t just futuristic for its time, but almost futuristic for ours. It might never have made it to showrooms, but its spirit lingers in every unconventional sports car that dares to go off-road or rethink what performance should look like. For a fleeting moment in 2003, the Bedouin showed the world that a Porsche could be part desert explorer, part luxury lounge, and part sci-fi experiment—and somehow, it all worked. *** [EKA | FROM VARIOUS SOURCES | RINSPEED | COLLECTINGCARS ]
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Driven Vision - Every now and then, the automotive world gives us a story that feels more like a personal journey than a business venture. One that’s driven not just by horsepower or carbon fiber, but by passion, stubborn vision, and an almost childlike fascination with what makes a great car truly special. The story of John Parradine is one of those rare tales—where engineering dreams collided with raw ambition to create machines that still make enthusiasts smile today.
John Parradine’s first creation, the Proteus, made its debut in 1985 under the Deltayn Cars badge, blending Jaguar engineering with his own fresh vision of a handcrafted British sports car. (Picture from: TotalKitCar)
John Parradine (1950 - 2023) (Picture from: TotalKitCar)
Back in the mid-1980s, long before electric cars and digital dashboards became the norm, John made his mark with something rather unexpected: the Deltayn Proteus. Built under the Deltayn Cars name—a small independent car maker founded by John himself in Essex, England—the Proteus marked his first leap into the world of automotive creativity. Based
on Jaguar XJ components, the car was available in kit form because John
couldn’t find anything on the market that matched his taste, so he
decided to make one himself.
The Deltyn Proteus built based upon a ladder frame chassis with mechanical components from the Jaguar XJ and powered by Rover V8 engine with a 5-speed manual transmission. (Picture from: Classic And Recreation Sportscars in Facebook)
Its most distinctive feature was its triple-headlight layout on each side, giving it a striking front end that refused to blend into the crowd. A Citroën CX windshield added a touch of French flair, hinting—perhaps unknowingly—at the international chapter his story would later take.
The Deltayn Proteus stood out with its triple headlights and Citroën CX windshield, adding French elegance that hinted at John Parradine’s future ventures abroad. (Picture from: TotalKitCar)
The Deltayn Proteus might not have become a household name, but it reflected something remarkable about John’s spirit. He wasn’t chasing fame or fortune; he was chasing perfection. After producing only a handful of cars, he returned to his earthmoving equipment business—but that desire to build something beautiful never really went away.
Richard Oakes crafted the Pegasus as a meticulous styling exercise and detailed scale model, capturing John Parradine’s vision for a refined, high-performance grand tourer. (Picture from: TotalKitCar)
Engineering, it seems, ran in the family. John’s father once built a life-sized mechanical elephant powered by a Ford engine back in 1949. The elephant even became part of John’s company logo later on, a small but touching nod to his father’s inventive legacy.
The brilliant Pegasus made its debut at the 1990 Geneva Motor Show under the Parradine Motor Company banner, marking John Parradine’s bold entry into the world of advanced, handcrafted supercars. (Picture from: TotalKitCar)
When John came back to the automotive scene, he was ready to do things differently. This time, under a new banner—Parradine Motor Company—he introduced the Parradine Pegasus, a car that would rewrite what small-scale manufacturing could look like. Designed by Richard Oakes and still carrying Jaguar DNA under its skin, the Pegasus stunned everyone. It wasn’t just sleek—it was advanced. The car featured a full Kevlar and carbon-fiber body, making it the world’s first production car to do so. Underneath, a robust spaceframe chassis supported a tuned Jaguar XJ12 engine delivering around 350 horsepower.
The Parradine Pegasus featured a lavish interior crafted by ace trimmers Callow & Maddox, who brought their expertise from working on Bentleys and Rolls-Royces to create a cabin of true bespoke luxury. (Picture from: TotalKitCar)
Inside, luxury took center stage. Crafted by Callow & Maddox—the same team known for upholstering Bentleys and Rolls-Royces—the cabin was wrapped in Italian saddle leather and buckskin. With a launch price of £92,000 (about £142,000 in today’s money), the Pegasus wasn’t just a car; it was an experience. When it debuted at the 1990 Geneva Motor Show, it caused a sensation—nearly 400 orders poured in, each backed by a £5,000 deposit. For a boutique automaker from England, that was the stuff of dreams.
John Parradine deserved to see thousands of Pegasus cars on the road, but political pressures and the Gulf War abruptly ended production before his vision could truly flourish. (Picture from: TotalKitCar)
Even France took notice. The French government, keen to bring such innovation onto its soil, offered John the chance to relocate his operations to a new facility near the Magny-Cours race circuit. It was an incredible opportunity—so much so that even Jaguar’s own leadership gave their blessing, offering discounted parts and engineering support.
It was a pivotal moment when the Pegasus began its transformation into the Parradine 525, evolving from a bold concept into a more refined expression of John Parradine’s enduring design vision. (Picture from: TotalKitCar)
But like many brilliant but fragile ventures, the Pegasus dream was short-lived. By the early 1990s, shifting political tides, pressure from French carmakers, and the shadow of the Gulf War brought everything to a halt. Around nineteen cars were built before production ended abruptly. For John, it was a heartbreaking moment. He refunded deposits, packed up, and returned to England, his dream of becoming a global supercar maker cut short by circumstance, not by lack of vision.
John Parradine made a remarkable comeback with the 525S under the JJR Automobiles name, which took center stage at the 2000 British Motor Show as a long-awaited modern evolution of his visionary craftsmanship. (Picture from: TotalKitCar)
Still, you can’t keep a true creator down. A few years later, John returned once again—this time trading under a new company name, JJR Automobiles. With fresh energy and ideas, he set out to build his most ambitious car yet: the Parradine 525S. It made its public debut at the 2000 British International Motor Show and immediately drew attention—not only for its design but for its innovation. | OIwrTaMwBmo |
The 525S was years ahead of its time. Long before modern supercars adopted similar tech, it replaced traditional mirrors with cameras and dashboard monitors, offering a futuristic driving experience. Its retractable roof system, designed by Harvey Wooldridge, and Quantum H4-style doors gave it both sophistication and flair. Under the hood, it carried a supercharged 4.6-litre Ford Mustang V8, available in 430- and 525-horsepower versions, paired with a six-speed gearbox. Weighing only 1,350 kilograms, the 525S promised thrilling performance wrapped in elegant curves and craftsmanship.
The Parradine 525S was ahead of its time, featuring camera-based mirrors, a Harvey Wooldridge retractable roof, and Quantum H4-style doors that blended technology with elegance. (Picture from: AllCarIndex)
The car wasn’t offered in kit form—just like the Pegasus, it was a complete, ready-to-drive machine. Prices started around £130,000, with later announcements of the 525SC (Coupé) and 525SE (Estate) modelsin the following years. Production continued until the mid-2000s, when the company quietly closed its doors and John finally decided to take life at a gentler pace after decades of pouring his energy, vision, and resources into his creations.
The Parradine 525S Coupé, introduced in 2000 as a refined variant of the original 525S, showcased a sleeker profile and further emphasized the car’s blend of power and elegance. (Picture from: AutoPuzzles)
Looking back today, the Deltayn Proteus, Parradine Pegasus, and Parradine 525S stand as milestones in the story of one man’s relentless pursuit of innovation. Each car captured a different stage of his dream: the curiosity of creation, the excitement of success, and the wisdom of refinement. John Parradine didn’t just build cars—he built pieces of himself into every one of them.
The Parradine 525S Estate, introduced alongside the Roadster and Coupé, offered a unique blend of practicality and performance while maintaining the signature elegance of the 525S line.(Picture from: TotalKitCar)
Even now, these rare machines remind us that great cars aren’t only born in vast factories with big budgets. Sometimes, they come from a single person with a clear vision, a strong will, and the courage to build something the world hasn’t seen before. *** [EKA | FROM VARIOUS SOURCES | TOTALKITCAR | AUTOPUZZLES | ALLCARINDEX | CYBERNETICZOO | OBSCURESUPERCAR IN X | CLASSIC AND RECREATION SPORTSCARS IN FACEBOOK | RARECOMPONENTCARS IN FACEBOOK ]
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Today, the Wyvern “Born by the Wind” remains a poetic reminder of Japan’s ability to merge art with engineering. It embodies the elegance of motion and the soul of design, standing as proof that innovation doesn’t always roar — sometimes, it simply flows. And in that quiet harmony between air, art, and speed, the Wyvern continues to live up to its name — a dragon born by the wind. *** [EKA | FROM VARIOUS SOURCES | MODI | WOW | DESIGNBOOM | OBSCURESUPERCAR IN X ]
