Horsepower Havoc - Some things in life just demand attention—like thunder before a storm or the sound of a V-8 engine echoing off canyon walls. For gearheads and adrenaline junkies, few names command respect quite like the Chevrolet Corvette. And just when you thought Chevy had already turned every possible dial to eleven, they’ve gone and created something completely unhinged: the Corvette ZR1X. This isn't just another sports car; it's the boldest, wildest, most powerful Corvette the world has ever seen.
The Chevrolet Corvette ZR1X is the boldest, wildest, most powerful Corvette the world has ever seen. (Picture from: Drive)
At first glance, the ZR1X might look like it follows the Corvette family lineage, but under the surface, it’s a full-blown revolution. It’s not just about speed, though it has more than plenty. It’s about taking a heritage built on decades of front-engine, rear-wheel-drive tradition and flipping it inside out, then cranking it up with twin turbos and electrification. A mad blend of legacy and innovation, the ZR1X has 1,250 horsepower at its disposal—yes, you read that right.
The Chevrolet Corvette ZR1X shatters tradition by transforming decades of front-engine, rear-wheel-drive legacy into an all-out, twin-turbocharged, electrified powerhouse built for more than just speed. (Picture from: Corvetteuseum in X)
That monstrous figure comes from a fusion of two already fierce performers: the ZR1’s twin-turbocharged LT7 V-8 engine and a dialed-up version of the E-Ray’s hybrid electric motor. The V-8 alone churns out a staggering 1,064 horsepower, sent to the rear wheels through an eight-speed dual-clutch transmission. But things get even wilder at the front, where an upgraded electric motor contributes an additional 186 horsepower, creating a ferocious all-wheel-drive system. With a 0–60 mph time of under 2 seconds, it’s not just fast—it’s borderline surreal.
The Chevrolet Corvette ZR1X extends its performance beyond the powertrain with an aggressively designed exterior—featuring a new front fascia and carbon fiber roof—engineered to enhance both aerodynamics and cooling. (Picture from: MotorTrend)
But sheer numbers don’t tell the full story. The ZR1X doesn’t just launch hard in a straight line. Chevy’s engineers went all-in on control and precision, redesigning the eAWD system from the ground up. That means this Corvette isn’t just capable of brutal acceleration—it’s also got the finesse to carve corners with 1.0 g of simultaneous acceleration and cornering force. With all four tires gripping and a chassis tuned for maximum attack, it handles as furiously as it sprints.
The Chevrolet Corvette ZR1X, with its ZR1X badge embedded in the side intake, hints at the twin-turbocharged, hybrid-assisted beast within—unleashing 1,250 horsepower beneath a striking orange body built for the track. (Picture from: Corvetteuseum in X)
Chevrolet didn’t forget the importance of stopping power either. Recognizing that the car’s outrageous speed demands equally serious brakes, they fitted the ZR1X with a completely new system—massive 16.5-inch carbon-ceramic rotors and Alcon calipers capable of delivering 1.9 g of deceleration. This isn't just safety—it’s engineering aimed at keeping drivers alive while dancing on the edge of what’s physically possible.
The Chevrolet Corvette ZR1X, while extreme in performance, features a cabin rooted in modern Corvette design with three digital screens, improved HVAC layout, and a futuristic yet driver-friendly interface. (Picture from: MotorTrend)
And then there’s the push-to-pass button. Like something from a video game, this little switch unleashes the full 1,250 horsepower for an extra hit of insanity. As long as you're in the right drive mode and brave enough to floor the throttle, the ZR1X will respond like a caged beast finally set free.
The Chevrolet Corvette ZR1X unleashes 1,250 horsepower from a wild fusion of the ZR1’s 1,064-hp twin-turbo LT7 V-8 and an enhanced E-Ray hybrid motor, with power channeled to the rear wheels through an eight-speed dual-clutch transmission. (Picture from: MotorTrend)
Despite all this aggression, the ZR1X doesn't lose sight of its daily-driving DNA. It still offers two configurations: the base version with Michelin Pilot Sport 4S tires and a more comfortable ride, and the optional ZTK Performance Package for track-day warriors. The latter throws in Michelin Cup 2R rubber, a more aggressive suspension setup, and aerodynamic add-ons that make it look like it belongs in a wind tunnel—or a racetrack pit lane.
The Chevrolet Corvette ZR1X declares war on air resistance with a massive carbon fiber rear wing that’s more than dramatic flair—it's a precision-engineered tool for delivering serious downforce at triple-digit speeds. (Picture from: MotorTrend)
Inside, it’s familiar territory. While the rest of the ZR1X is pushing limits, the cabin remains rooted in the Corvette’s newest generation of tech and design. There are now three screens, including a massive digital gauge cluster and a dedicated interface for performance settings. Even the HVAC controls have been relocated for better flow. It’s a cockpit that feels futuristic without being overwhelming.
The Chevrolet Corvette ZR1X, despite its extreme performance, stays true to its daily-driving roots with a standard setup featuring Michelin Pilot Sport 4S tires for comfort, and an optional ZTK Performance Package that adds Cup 2R tires, track-tuned suspension, and race-ready aerodynamic enhancements. (Picture from: Corvetteuseum in X)
Though pricing hasn’t been announced yet, expectations place the ZR1X somewhere north of the $250,000 mark. For some, that might seem like heresy for a Corvette. But considering the performance, pedigree, and the kind of numbers it puts down, it’s hard to argue that Chevy hasn't delivered something worthy of the price tag. Hypercar performance, mid-engine layout, hybrid tech, and enough power to tear through time zones—it’s not just a Corvette anymore, it’s a whole new breed. | IkcZHJQWGbk |
The 2026 Chevrolet Corvette ZR1X doesn’t ask for permission to change the game—it just does. It’s the kind of car that makes engineers grin, drivers sweat, and competitors scramble. And as it blurs the lines between sports car and supercar, one thing is certain: the ZR1X isn’t just pushing boundaries—it’s erasing them. *** [EKA | FROM VARIOUS SOURCES | CHEVROLET | CARANDDRIVER | DRIVE | MOTORTREND | CORVETTEMUSEUM IN X ]
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Turbo Legacy - When people talk about supercars, names like Ferrari, Lamborghini, or McLaren often dominate the conversation. But the dream of building a world-class supercar wasn’t confined to Europe. Back in the early 1970s, an ambitious young American named Jerry Wiegert set out to prove that the United States could build a machine just as exotic, powerful, and desirable.
The Vector M12, loosely based on the WX-3, was powered by a version of the Lamborghini Diablo's V12 engine and became the first model produced under MegaTech's new management in 1996. (Picture from: RMSothebys)
That dream eventually became reality—albeit with plenty of twists and turns—culminating in one of the most intriguing cars ever produced: the Vector M12. It all began in 1971 when Jerry Wiegert teamed up with Lee Brown, a skilled auto body expert, to form a company they called Vehicle Design Force. Their goal? Create the first true American supercar. Just a year later, their striking Vector concept landed on the cover of Motortrend magazine, putting their bold vision in the spotlight.
The Vector M12 fused Vector’s bold, wedge-shaped design with the proven performance of Italian engineering.(Picture from: RMSothebys)
But bold ideas come with bold price tags—the early projections for the Vector's production cost hovered around $100,000, while a brand-new Lamborghini Miura at the time sold for just $20,000. That massive price gap made it tough for the small California-based startup to gain traction. Wiegert's passion never wavered, but his journey through the supercar world was anything but smooth.
The Vector M12's interior was also based on the Diablo, resulting in the removal of the aircraft-inspired features that had made the W8 iconic.(Picture from: RMSothebys)
By the mid-1990s, the original Vector dream had come crashing down, overtaken by corporate maneuvering and international power plays. The company, now under the control of MegaTech—a firm owned by the son of an Indonesian ruler—shifted its base of operations to Florida and took a new direction. Yet, out of all this chaos emerged the Vector M12, the first model produced under the new management.
The Vector M12 was powered by a mid-mounted Lamborghini V12 engine—the same one used in the Diablo—making it a true American-Italian hybrid.(Picture from: RMSothebys)
Though the M12 looked every bit a continuation of Wiegert’s futuristic designs, its DNA had shifted. It was born from the Vector WX-3 Concept that debuted at the Geneva Motor Show in 1993. That prototype used Vector’s homegrown 7.0-liter twin-turbo V8 engine. But once MegaTech took over in 1994, the plan pivoted. Rather than sticking with Vector's in-house powerplants, the M12 adopted a more international flavor—specifically, a mid-mounted Lamborghini V12 engine, the same used in the Diablo, making this new creation a true American-Italian hybrid.
The Vector M12's rear end, which housed the massive powertrain, was overly long, giving the car a futuristic pickup-like appearance with an aggressive tonneau cover and a large spoiler mounted on top.(Picture from: RMSothebys)
Revealed in production form at the 1996 Detroit Auto Show, the M12 combined Vector’s aggressive, wedge-shaped styling with the proven performance of Italian engineering. It shared its chassis with the Diablo, but MegaTech fine-tuned the body and interior, blending Lamborghini components with Vector’s vision. The result was a 500-horsepower beast that could hit 60 mph in under five seconds—impressive by any standard, especially for the time.
The Vector M12 saw a total of only 14 cars sold, with an additional 3 prototypes—including a race car—built before production ended in 1999.(Picture from: RMSothebys)
Still, the M12’s story is about more than speed. It was a car born from drama, built with international parts, and shaped by a deep desire to challenge the automotive elite. Even though only 17 were ever made—14 of them true production models—each one tells a story of what might have been. Among them, one car stands out: the fifth M12 ever built, finished in a striking purple shade, with only 6,000 miles on the clock. It's not just a collector's item; it’s a piece of automotive folklore. | Im0OaGJVWHk | GWJvOQuN7p8 |
Today, the Vector M12 is more than a rare machine. It’s a rolling reminder of one man’s vision to shake up an industry, the global forces that shaped its destiny, and the passion that kept it alive, even against the odds. For those who get behind the wheel—or even just admire it from a distance—it’s a powerful symbol of ambition, perseverance, and the wild ride that comes with chasing a dream. *** [EKA | FROM VARIOUS SOURCES | RMSOTHEBYS | AUTOEVOLUTION | CARBUZZ | WIKIPEDIA ]
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Microcar Evolution - In the mid-20th century, automotive ingenuity flourished as engineers sought to create unique, compact vehicles for a rapidly evolving market. One such endeavor led to the creation of the Spatz, a small car with an unconventional charm that stood out in its time. This story, however, is not just about a car; it’s about the visionaries behind it, the innovations they introduced, and the challenges they faced.
The 1957 Victoria 250 was a nearly complete redesign of the original, created by renowned Tatra engineer Dr. Hans Ledwinka, featuring a central backbone tube and an upgraded suspension system. (Picture from: BelowTheRadar)
The Spatz began as the brainchild of Egon Brütsch, a forward-thinking engineer and fiberglass enthusiast. His company Egon Brütsch Fahrzeugbau, usually shortened to Brütsch initially developed the three-wheeled Brütsch Mopettaand also the Brütsch Type 200, a lightweight vehicle known for its distinctive egg-shaped design. Brütsch licensed the design to Alzmetall, a machine tool company headed by Harald Friedrich. While the Spatz's aesthetic appeal attracted attention, its engineering left much to be desired, particularly in terms of suspension and stability.
The 1957 Victoria 250 featured design upgrades such as cooling grilles, a redesigned dashboard, and a sturdier windscreen, powered by a 248cc two-stroke engine.(Picture from: Autostories on X)
Determined to address these issues, Friedrich enlisted the expertise of Dr. Hans Ledwinka, a renowned Tatra constructor. Despite being in his seventies, Ledwinka brought fresh ideas to the table, transforming the Spatz into a four-wheeled vehicle with a central backbone tube and an improved suspension system. Hydraulic brakes and a sturdier frame further enhanced its functionality. Retaining the original Fichtel & Sachs engine, the redesigned Spatz featured swing axles and a split-glass windshield, signaling a significant departure from its predecessor.
The 1954 Brütsch Type 200 'Spatz', a three-wheeled creation by Egon Brütsch Fahrzeugbau known for its distinctive egg-shaped design, inspired Dr. Hans Ledwinka's redesigned 4-wheels microcar, later evolving into the Victoria 250. (Picture from: Wikipedia)
The new Spatz debuted at the 1955 Frankfurt Motor Show, drawing attention with its elegant and sporty design. Manufactured in Traunreuth and managed by Victoria Werke, a Nurnberg-based motorcycle firm for sales and service, the car showed potential. However, criticism arose over its high price and modest performance, compounded by a lawsuit from Brütsch over design disputes. In 1956, Friedrich established Bayerische Autowerke GmbH (BAG), producing the car under the name BAG Spatz. By 1957, BAG transferred production rights to Victoria, marking the end of the BAG Spatz's run after 859 units were built.
The 1956 BAG Spatz powered by a familiar 191cc Sachs (Messerschmitt) drivetrain. (Picture from: MicrocarMuseum)
Victoria sought to reinvent the vehicle by addressing its shortcomings. The company introduced a more powerful 248cc two-stroke engine, which increased the car’s top speed and usability. Design upgrades included cooling grilles, a redesigned dashboard, and a heavier windscreen. The Spatz was rechristened the Victoria 250, a near-complete reimagining of the original.
The Burgfalke FB250 consisted of remaining stock from the Victoria 250, sold by Burgfalke Flugzeugbau after production ceased in 1958. (Picture from: MicrocarMuseum)
The Victoria 250 also featured an innovative electric pre-selector transmission, offering five speeds controlled via dash-mounted pushbuttons and a small lever. Released in 1957, the revamped car was met with enthusiasm. However, the microcar market was becoming increasingly saturated, and competition was fierce. Despite its improvements, production ceased in early 1958, with only 729 units built. Remaining inventory was later sold under the name Burgfalke FB250 by Burgfalke Flugzeugbau. | 3twKmr_E0wM |
The Spatz's journey, from its humble beginnings as a three-wheeled curiosity to its refined iteration as the Victoria 250, is a testament to the determination of its creators. Though it faced challenges and ultimately succumbed to market pressures, the Spatz remains a symbol of mid-century innovation, showcasing the blend of creativity and resilience that defined an era. Its legacy lives on, reminding us of a time when bold ideas drove automotive progress, even in the face of adversity. *** [EKA | FROM VARIOUS SOURCES | BELOW THE RADAR | MICROCAR MUSEUM | AUTOSTORIES ON X | WIKIPEDIA ]
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Hidden GEMS - In the dynamic world of automotive history, the 1950s is remembered for its intense competition and remarkable innovation. While established brands like Porsche, Jaguar, Ferrari, and Alfa Romeo dominated the racing scene, lesser-known manufacturers also made significant strides to establish their legacies. Among these ambitious challengers was Borgward, a German automaker that created the Borgward 1500 Rennsport—an impressive roadster that aimed to compete with the industry's best.
One of the 1958 Borgward 1500 Rennsports presented at the 2015 Bonhams auction at the Grand Palais in Paris. (Picture from: Wikipedia)
At the heart of the Borgward 1500 Rennsport was a sophisticated 1500cc, 4-cylinder Hansa engine, engineered by the talented Karl-Ludwig Brandt. This engine featured a high-performance cylinder head developed by Borgward’s experimental department, enabling it to produce between 90 and 110 horsepower, depending on its tuning.
The 1958 Borgward 1500 Rennsport was not only showcased Borgward’s engineering capabilities but also played a key role in helping racing icon Stirling Moss achieve significant victories in Formula 2. (Picture from: Silodrome)
This powerful engine not only showcased Borgward’s engineering capabilities but also played a key role in helping racing icon Stirling Moss achieve significant victories in Formula 2, demonstrating that smaller manufacturers could deliver performance that rivaled their larger competitors.
The 1958 Borgward 1500 Rennsport's low profile and unpainted exterior were engineered for speed. (Picture from: Pinterest)
The design of the 1500 Rennsport was striking, with a lightweight aluminum body that reflected the sleek, aerodynamic forms of the era’s top race cars, including the Porsche 550 Spyder. Its low profile and unpainted exterior were engineered for speed, but the Borgward faced challenges due to its heavier chassis compared to some of its rivals. Despite this disadvantage, the car made a memorable impact during its debut season, securing victory at Grenzlandring with Hans-Hugo Hartmann at the wheel, establishing the 1500 Rennsport as a serious contender on the racing circuit.
The
1958 Borgward 1500 Rennsport featuring with a striking, with a
lightweight aluminum body that reflected the sleek, aerodynamic forms of
the era’s top race cars. (Picture from: Silodrome)
As the technology in motorsport continued to advance, the Borgward 1500 Rennsport evolved as well. The following season saw the introduction of a new 16-valve, fuel-injected engine that could deliver up to 150 horsepower. This upgrade demonstrated Borgward’s commitment to enhancing performance and staying competitive. However, the racing landscape was rapidly changing, and the Borgward faced increasingly fierce competition from newer, more advanced models. While it never fully regained its previous glory, the 1500 Rennsport left an enduring mark on automotive history.
The 1958 Borgward 1500 Rennsport features a minimalist, sporty two-seat cabin, complete with a three-spoke steering wheel and a straightforward, driver-focused dashboard.(Picture from: Silodrome)
In recent years, the legacy of the Borgward 1500 Rennsport has seen a revival thanks to dedicated enthusiasts committed to preserving its story. One remarkable example is a recreation built by Marcus Burke, a noted specialist in Borgward and Porsche vehicles based in Germany. This restored model was meticulously assembled using original parts sourced from Borgward’s former racing department. It retains its authentic 16-valve, fuel-injected engine, along with components such as the original gearbox, rear axle, differential, front axle, steering assembly, wheels, and brakes. The aluminum body was hand-hammered to factory specifications, making this reconstruction a true tribute to the original design.
The 1958 Borgward 1500 Rennsport powered by a sophisticated 1500cc, 4-cylinder Hansa engine, engineered by the talented Karl-Ludwig Brandt. (Picture from: Silodrome)
After four years of dedicated work, this tribute car has garnered attention from automotive enthusiasts and collectors alike, showcasing the enduring appeal of the Borgward brand. While the current auction landscape may feature various classic cars, the Borgward 1500 Rennsport represents a unique opportunity for collectors to own a piece of racing history that reflects the ambition, craftsmanship, and engineering prowess of a brand that dared to challenge the giants.
As we reflect on the Borgward 1500 Rennsport today, it stands as a testament to the innovative spirit of its time. This remarkable roadster serves not only as a reminder of the thrilling competition that characterized 1950s motorsport but also as an inspiration for current and future generations of automotive engineers and enthusiasts. In a rapidly evolving automotive landscape, where electric and autonomous vehicles are becoming the norm, the Borgward 1500 Rennsport remains a cherished symbol of an era defined by raw power and the relentless pursuit of excellence on the track. *** [EKA | FROM VARIOUS SOURCES | SILODROME | WIKIPEDIA ]
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Unseen Legacy - The 1980s were a defining decade for the automotive industry, with manufacturers pushing boundaries in technology, performance, and design. It was an era of ambition, where brands sought to redefine their identities through groundbreaking projects. Among these ambitious ventures was the Jaguar XJ41, a sports car envisioned to be the modern embodiment of the brand’s heritage. However, despite its potential, this project met an unfortunate fate, becoming a cautionary tale of over-engineering and shifting priorities. Yet, its legacy would unexpectedly shape the future of both Jaguar and Aston Martin.
The Jaguar XJ41, a sleek coupe-styled sports car, was envisioned as a bold revival of the brand’s heritage, blending classic elegance with modern performance.. (Picture from: r/Jaguar on Reddit)
Jaguar initiated Project XJ41 in 1980, with production plans approved two years later. The vision was clear: a true sports car, unlike the heavier, V12-powered XJ-S. It would feature a sleek design, a straight-six engine, and double-wishbone suspension, aligning with the marque’s classic sports car philosophy. Adding to its significance, XJ41 was the last project blessed by Jaguar’s legendary founder, William Lyons, before his passing in 1985. His endorsement gave the car a sense of destiny, earning it the informal title of "the F-type." Unfortunately, destiny had other plans.
The Jaguar XJ41 was the last project blessed by Jaguar’s legendary founder, William Lyons, before his passing in 1985. (Picture from: HonestJohnClassics)
Jaguar’s limited resources became the first major hurdle. The company’s small engineering team was already stretched thin, especially with the development of the XJ40 saloon. Unlike competitors such as Mercedes-Benz, which had ample budgets to refine individual components, Jaguar had to split its modest funds across multiple projects. The result was delays, with the XJ41 falling behind as priorities shifted to launching the overdue XJ40 in 1986. By the time attention returned to the sports car, it had been in development for six years—an eternity in an industry that rapidly evolved.
The Jaguar XJ41 was crafted with a clear vision in mind: to create a true sports car that stood in stark contrast to the heavier, V12-powered XJ-S, offering a more agile and dynamic driving experience.(Picture from: AutoDidakt)
Concerns grew that the XJ41 would be outdated upon release. To stay competitive, Jaguar began adding more features: a twin-turbocharged 330bhp straight-six engine, four-wheel drive, airbags for U.S. regulations, a targa top, and a wider body to accommodate these upgrades. Each new addition moved the car further from its original vision, bloating it into an 1800-kilogram machine—a far cry from the lightweight sports car initially conceived. Inconsistent decision-making plagued the project further, with Jaguar repeatedly adding and removing features in an attempt to salvage the design.
The Jaguar XJ41’s interior blended the elegance and practicality of a luxury car, featuring modern trim dashboard, a leather steering wheel, and a refined center console.(Picture from: AROnline)
When Ford acquired Jaguar in 1989, the new management conducted a thorough review of ongoing projects. XJ41, now a decade old and still incomplete, was deemed unviable. In March 1990, the project was officially canceled. Only a handful of prototypes remained, including a few built by Karmann in 1989. While Jaguar’s ambitious "F-type" never reached production, its influence did not vanish.
The Jaguar XJ41’s early full-size styling model featured design elements such as the C-pillar, door handle, and swage line, which clearly echoed the distinctive styling of the XJ220.(Picture from: Evo.co.uk)
Tom Walkinshaw, the head of TWR and a key figure in Jaguar’s motorsport division, saw potential in XJ41’s design. He directed his team to adapt its styling onto the narrower XJ-S chassis, proposing this reworked version to Jaguar as a cost-effective alternative. When Jaguar declined, Walkinshaw pivoted, repackaging the concept for Aston Martin. The result was the DB7, a model that revitalized the brand and became one of its most successful cars.
The Jaguar XJ41’s early full-size styling model showcased unfinished details, with the "F-Type" badge, and its blacked-out rear lamps appearing strikingly modern even today. (Picture from: HonestJohnClassics)
Meanwhile, Jaguar found inspiration in the remnants of XJ41. The decision to repurpose the XJ-S chassis led to the birth of the XK8 in 1996, which enjoyed widespread acclaim. The success of this model paved the way for its 2005 successor, the aluminum-bodied XK. Eventually, in 2013, Jaguar introduced the car it had long desired—a true "F-type" sports car. Notably, Ian Callum, the designer responsible for the DB7, played a pivotal role in shaping both the XK and the eventual F-type, bringing the XJ41’s DNA full circle.
Though the XJ41 never made it to production, its impact was profound. It indirectly gave rise to two of the most iconic British sports cars of the modern era, influencing the direction of both Jaguar and Aston Martin. What began as a stillborn project ultimately became the foundation for a new generation of automotive excellence, proving that even failed ideas can leave a lasting legacy. *** [EKA | FROM VARIOUS SOURCES | EVO.CO.UK | HONESTJOHNCLASSICS | ROADANDTRACK | ARONLINE | AUTO-DIDAKT ]
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Lost Legend - The world of custom car building is filled with hidden gems—unique, handcrafted machines built not for mass production, but for passion. One such rarity is Warp 8, a vehicle that emerged from the creative mind of Owen Williams, an art teacher from Wales in the early 1970s. Unlike mainstream sports cars, this was not a product of an established automaker but a labor of love, designed and built in a home garage with sheer dedication.
The Warp 8, a unique creation by Owen Williams, an art teacher from Wales, first took shape in the early 1970s. (Picture from: Paul Bull's posting on Facebook)
Warp 8 was constructed on a Volkswagen Beetle chassis, modified with a box-frame and outriggers to support its sharp-edged fiberglass body. Power came from a 1600cc air-cooled four-cylinder engine, a simple yet reliable choice for a lightweight custom car. Williams never intended for it to be a commercial project, though at some point, there might have been consideration for kit or component car production. However, only two units were ever built, making Warp 8 an exceptionally rare piece of automotive history.
The Warp 8 was built on a Volkswagen Beetle chassis, enhanced with a box-frame and outriggers to support its angular fiberglass body. (Picture from: Paul Bull's posting on Facebook)
The story of its creation is as unusual as the car itself. The first body mold didn’t set properly, leaving large portions of the gel coat missing. Instead of abandoning the project, Williams cast a second body, which became the final version of Warp 8. Interestingly, the defective first body was not discarded—it was later used to build a second car. The origins of this second build remain somewhat mysterious. There are photos of both cars together, and though the builder of the second unit remains unknown, the vehicle itself remained unfinished for over 35 years.
The Warp 8 was powered by a 1600cc air-cooled four-cylinder engine, a simple yet reliable choice for a lightweight custom car. (Picture from: Paul Bull's posting on Facebook)
In 2008, efforts began to restore the second Warp 8. However, it was far from an easy task. The car had been sitting incomplete for decades, and bringing it back to life required extensive work. The restoration process faced numerous setbacks, and at times, it seemed impossible to complete. Yet, the rarity of Warp 8 meant that giving up was never an option. By 2015, the partially restored vehicle was passed to a new owner in Germany, who took on the responsibility of completing the rebuild.
One of only two Warp 8s ever built, featuring a Lamborghini-like shape with gull-wing doors, is being rebuilt by Mark Jenkins and Andrew Hopes after years of being unfinished. (Picture from: SouthwalesArgus)
Despite its obscurity, Warp 8 is a testament to the creativity and determination of independent car builders. It may not have the recognition of mass-produced classics, but for those who appreciate the artistry of custom cars, it stands as a symbol of perseverance. Whether the last remaining Warp 8 will ever hit the road again remains uncertain, but its story has cemented its place in automotive history as a truly one-of-a-kind creation. *** [EKA | FROM VARIOUS SOURCES | PAUL BULL'S POSTING ON FACEBOOK | RODSNODS | SOUTHWALESARGUS ]
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The 2026 Chevrolet Corvette ZR1X doesn’t ask for permission to change the game—it just does. It’s the kind of car that makes engineers grin, drivers sweat, and competitors scramble. And as it blurs the lines between sports car and supercar, one thing is certain: the ZR1X isn’t just pushing boundaries—it’s erasing them. *** [EKA | FROM VARIOUS SOURCES | CHEVROLET | CARANDDRIVER | DRIVE | MOTORTREND | CORVETTEMUSEUM IN X ]
