Bespoke Legacy - There’s a certain magic in cars from the 1950s that modern vehicles simply can’t replicate. It was a time when automobiles were sculpted more than assembled, where form danced with function, and individuality was king. Amidst Italy’s golden era of coachbuilding, a rare gem quietly carved out its legacy—not with brute force or flashy badges, but with timeless beauty and racing pedigree: the Fiat 8V Vignale.
The 1953 Fiat 8V Coupe by Vignale was brought to life with the distinctive touch of gifted designer Giovanni Michelotti, blending performance with artistry.(Picture from: Fierros Oxidados in Facebook)
Known in its homeland as the Otto Vu, the Fiat 8V was a bold departure for a company better known for practical city cars. Built around a compact yet spirited 1,996cc V8 engine, the car delivered far more than its modest size suggested. It wasn’t just fast for its class—it was dominant. So much so that it won the Italian 2-litre GT Championship several years in a row during the 1950s, and earned its stripes with repeated appearances in the legendary Mille Miglia.
The 1953 Fiat 8V Coupe by Vignale was one of 13 cars crafted by the coachbuilder on the standard Otto Vu’s tubular chassis, featuring a compact V8, four-speed gearbox, and independent suspension.(Picture from: ClassicDriver)
Beyond its performance, what truly set the 8V apart was its versatility as a platform for Italy’s finest design houses. Fiat offered the chassis to select coachbuilders, allowing them to create their own interpretations of this small but mighty GT. One of the most captivating of these came from Carrozzeria Vignale, led by the gifted designer Giovanni Michelotti. Vignale crafted just thirteen coupés on the 8V chassis—each a bespoke creation, no two exactly alike.
The 1953 Fiat 8V Coupe by Vignale features a slender cabin, a rounded rear, and finely crafted details that echo the elegance of Ferrari models from the same era.(Picture from: ClassicDriver)
One standout example was delivered in August 1953 to Pietro Melchionni in Northern Italy. It began life in a two-tone livery—beige body, red roof—but changed appearances with each new owner, eventually settling into a sophisticated metallic silver with its original red roof restored. Its slender cabin, rounded rear, and finely executed details echo the elegance of Ferrari models from the same period. But this was no imitation; it was a pure expression of mid-century Italian craftsmanship, elegant and athletic in equal measure.
Inside the 1953 Fiat 8V Coupe by Vignale interior showcases a refined interior with deep red leather, a wood-rimmed three-spoke steering wheel, and a clean, vintage-style dashboard. (Picture from: ClassicDriver)
As exclusive as the Vignale coupés were, an even rarer chapter of the 8V story was quietly unfolding. While most designs kept to fixed roofs and sculpted lines, one example dared to go further—embracing the open air with effortless flair. Among the ten 8V chassis bodied by Vignale, one stood apart as the only cabriolet, a unique creation that brought Michelotti’s signature style into convertible form.
The 1953 Fiat 8V Coupe by Vignale, first delivered to Pietro Melchionni in Northern Italy, debuted in beige with a red roof and, after passing through several owners and color changes, now wears a refined metallic silver with its original red roof restored.(Picture from: Fierros Oxidados in Facebook)
This one-off drop-top, known as chassis 000050, was reportedly commissioned for a mysterious client named Sig. Leone. Though little is known about him, his taste was undeniable. The cabriolet mirrored the coupe’s design language but exuded an easygoing charm that only a convertible can offer. It’s believed the car made its way to the United States soon after completion, with photos surfacing in Florida as early as 1954. | AMqRVU8SYgg |
Its early American years saw a few changes—larger bumpers, a revised dashboard, and painted wire wheels. But in the early 1990s, it was rediscovered in the Utah desert by collector Don Williams, who knew instantly what he’d found.
The 1953 Fiat 8V Cabriolet by Vignale, one stood apart as the only cabriolet, a unique creation that brought Michelotti’s signature style into convertible form on chassis 000050. (Picture from: SportCarMarket)
Despite missing its original engine, he restored it with care, sourcing a correct-period V8 and finishing it in classic Italian red over tan leather. A 5-speed Alfa Romeo transmission was installed in place of the original, known to be delicate, making it more enjoyable to drive while preserving its vintage character.
The 1953 Fiat 8V Cabriolet by Vignale was reportedly commissioned for a mysterious client named Sig. Leone. Though little is known about him, his taste was undeniable. (Picture from: SportCarMarket)
Whether in coupé or cabriolet form, the Fiat 8V by Vignale is far more than a car. It’s a rare expression of artistry and ambition—a snapshot of a time when designers dreamed freely and every car told its own story. Decades later, these machines continue to capture the imagination, not because they shout the loudest, but because they whisper the kind of beauty that never fades. *** [EKA | FROM VARIOUS SOURCES | CLASSICDRIVER | SPORTSCARMARKET | FIERROS OXIDADOS IN FACEBOOK ]
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Street Alchemy - When it comes to automotive dreams becoming reality, few events capture that magic quite like the Goodwood Festival of Speed. Each year, it's a whirlwind of tire smoke, screaming engines, and legendary nameplates from every era imaginable. It’s where nostalgia meets innovation, and where a handful of passionate creators push boundaries in ways few would dare.
Lanzante transforms the extreme, ultra-rare, track-only
Lamborghini Sesto Elemento into a fully road-legal machine without
compromising its raw character. (Picture from: RealitasOnlineid)
This year, amidst all the noise and flash, a quiet revolution rolled through the paddocks. It didn’t arrive with fireworks or a spotlight—but it didn’t need to. Lanzante, known for bending the rules of possibility, brought something so unexpected and extreme that even seasoned enthusiasts paused: a road-legal version of the Lamborghini Sesto Elemento.
The ultra-rare Lamborghini Sesto Elemento, born in 2010 as a track-focused tour de force, was never intended for life on public roads. (Picture from: Autoblog)
Let’s take a step back. The Sesto Elementowas never meant to live on public roads. Born in 2010, it was Lamborghini’s track-focused tour de force—a rolling showcase of carbon fiber mastery, weighing just under a ton and powered by a roaring 5.2-liter V10 lifted straight from the Gallardo. Its name, meaning “sixth element,” was a not-so-subtle nod to the carbon atom, a fitting tribute considering the entire body, chassis, and even the wheels were constructed almost entirely from the ultra-light material. Only 20 were ever slated for production, although some believe as few as 10 actually made it out of the factory. No matter the number, these machines were destined to be locked away in private collections or shredded through track tarmac—never to see a traffic light or a city street..
The first road-going version of the Sesto Elemento, spotted at the 2025 Goodwood Festival of Speed, retained its striking original design in full detail. (Picture from: News.duPontRegestry)
Then Lanzante happened. The UK-based outfit has carved out a name for itself by turning motorsport legends into road-legal monsters. Remember the roofless McLaren P1 or the wild 95-59 homage?Lanzante was behind both. Their attention to detail, engineering prowess, and willingness to embrace the impossible have earned them a special reputation in the car world. This time, their target was Lamborghini’s featherweight ghost. And while the details are still under wraps, what’s been revealed is more than enough to make jaws drop.
The Sesto Elemento spotted at Goodwood looked unmistakably original, with its matte carbon skin shimmering with red flakes, untouched polycarbonate windows, center-lock carbon wheels, and seamless front and rear bodywork. (Picture from: Carbuzz)
The Sesto Elementospotted at Goodwood looked unmistakably like the original, right down to its matte carbon skin shimmering with red crystal flakes. Its polycarbonate windows, center-lock carbon wheels, and one-piece front and rear bodywork remained untouched. But what made it different—what made it quietly monumental—was the presence of license plates. A decal one on the front splitter and a physical one mounted neatly at the back. Not to mention, subtle tweaks like the red transmission cover being repainted in a more understated tone suggested this wasn’t just a display prop. This was real.
The Sesto Elemento spotted at Goodwood kept its original design, with license plates—one visible on the front splitter—and subtle tweaks confirming its road-ready transformation.(Picture from: Carbuzz)
Then came the footage. Turn signals flashing. The Sesto Elemento rolling smoothly on public roads. For a car once deemed too wild for anything but the circuit, this was a surreal sight. And yet, it worked. Against all odds and regulations, Lanzante managed to tame the beast—without neutering its soul. There’s no word yet on how many more might follow or what specific modifications were required to make this happen, but the significance is clear. Someone, somewhere, will now get to experience this engineering marvel not just in short bursts on closed tracks, but out in the world, among stop signs and city lights. | 0XNjdKhKRUY |
This isn't just about power or rarity. It's about feeling the pulse of something raw and untamed in a place it was never meant to exist. While many will still only see the Sesto Elemento behind velvet ropes or in digital photo galleries, one person will now hear that V10 scream echo off tunnels and alleyways. They’ll grip that spartan steering wheel in traffic and feel the absurd, beautiful contrast of racing machinery in everyday life.
What Lanzante has done isn’t just bold—it’s meaningful. It’s a reminder that cars like these can still evolve, still surprise us, and still find ways to write new chapters even after the ink seems dry. We don’t know what comes next from this team, but after witnessing what they’ve done with Lamborghini’s lightest creation, we’re paying much closer attention. *** [EKA | FROM VARIOUS SOURCES | LANZANTE IN INSTAGRAM | NEWS.DUPONTREGESTRY | AUTOBLOG | CARBUZZ ]
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Southern Spark - Back in the golden age of Italian automotive design, when bold ideas met equally daring execution, the dream of building an independent sports car was more than just a fantasy — it was a pursuit that fueled countless visionary projects. Among them, one of the most intriguing and often overlooked stories belongs to a sleek, ambitious vehicle that made its debut at the 1967 Turin Motor Show: the Siva Sirio. Though the name may have faded into the background of automotive history, the Sirio remains a vivid symbol of passion, ingenuity, and the hurdles faced by regional innovation.
The Siva Sirio was a mid-engined sports car that combined Italian design flair with Ford reliability—conceived by Achille Candido, originally styled by Giovanni Michelotti, and brought to life by the design house Stile Italia. (Picture from: Sccret-Classic)
At the heart of the Sirio’s creation was Achille Candido, a member of a prominent entrepreneurial family from Lecce in southern Italy. Alongside his brother Sergio, Achille ran a successful Ford dealership — a fact that would play a pivotal role in shaping the technical direction of their sports car project. Inspired by contemporary efforts like Bizzarrini's compact GTs and Ferrari’s Dino series, the brothers envisioned a mid-engined sports car that would combine Italian design flair with Ford reliability.
The Siva Sirio was powered by a Ford-sourced 2.3-liter V6 engine, originally delivering 95 horsepower but later tuned to push up to 145 horsepower through the addition of triple Weber carburetors and a more aggressive camshaft. (Picture from: Coachbuilt)
Their idea came to life through collaboration with Virgilio Conrero, a race car engineer known for his expertise in performance tuning. The Sirio was built around a tubular aluminum frame, reinforced with a built-in rollbar and supported by independent suspension on all four wheels. It was powered by a Ford-sourced 2.3-liter V6 engine, originally delivering 95 horsepower but later tuned to push up to 145 horsepower through the addition of triple Weber carburetors and a more aggressive camshaft. This was enough to promise a top speed of 220 kilometers per hour — impressive for a car of its class and time.
The Siva Sirio was built around a tubular aluminum frame, reinforced with a built-in rollbar and supported by independent suspension on all four wheels. (Picture from: Sccret-Classic)
The aesthetic identity of the Sirio was no less ambitious. Giovanni Michelotti, one of Italy’s most celebrated car designers, was initially tasked with styling the vehicle. His first design incorporated futuristic elements such as pop-up headlights and a Targa roof, echoing the shape of the yet-to-be-released Fiat X1/9. However, the Candido brothers had a different vision in mind. They turned to the design house Stile Italia, which had just finished shaping the Bizzarrini 5300 GT Spyder, for a fresh take. The final Sirio prototype featured a refined silhouette with round headlights under glass covers, a pronounced waistline, and a sharp-edged rear — all formed from lightweight aluminum panels. With compact dimensions and a dry weight of just over 800 kilograms, the Sirio had all the ingredients for a nimble and exciting drive.
The final Siva Sirio prototype featured a refined silhouette with round headlights under glass covers, a pronounced waistline, and a sharp-edged rear — all formed from lightweight aluminum panels. (Picture from: Sccret-Classic)
To formally introduce their creation to the world, the Candidos established the Società Italiana Vendita Automobili — or Siva Automobili. Their debut at the 1967 Turin Motor Show was a resounding success. The media, particularly in Italy, greeted the Sirio with enthusiasm. Headlines celebrated the emergence of a “200 kph bomb from the deep south,” a nod not just to its performance, but also to the bold decision to manufacture it in Apulia, far from Italy’s traditional automotive hubs. Interest spanned well beyond Italian borders, drawing attention from the Netherlands, France, Japan, and even the United States.
The Siva Sirio, with its compact dimensions and dry weight of just over 800 kilograms, offered all the ingredients for a nimble and exciting drive.(Picture from: WebCarStory)
Plans were ambitious. Achille Candido spoke of producing 300 cars in 1969, with an additional 500 units the following year. Advance orders reportedly reached 1,500 following the Turin showcase — a promising sign for any new carmaker. Yet, despite the excitement, the dream began to unravel. Financial institutions were hesitant to back a production facility in southern Italy, seeing the region as an industrial risk. Local authorities also failed to recognize the potential benefits the project could bring to the Lecce economy, withholding support at a critical moment.
When the Siva Sirio debuted at the 1967 Turin Motor Show, it was met with resounding success.(Picture from: Sccret-Classic)
As other manufacturers released cars that mimicked aspects of the Sirio’s innovative design, market momentum dwindled. Without funding, and with enthusiasm giving way to frustration, the Siva project quietly ended in 1970. Only a handful of prototypes were ever completed. The remaining example — unrestored but still standing — is a rare relic of a dream that almost was.
The media, especially in Italy, enthusiastically welcomed the Sirio, with headlines hailing it as a '200 kph bomb from the deep south'—a tribute not only to its performance but also to the bold plan to produce it in Apulia.(Picture from: Sccret-Classic)
Today, the Siva Sirio serves as a powerful reminder of what passion and vision can achieve, even in the face of overwhelming odds. It stands not only as a lost chapter in the history of Italian sports cars but as a symbol of regional ambition, daring design, and the kind of entrepreneurial courage that still inspires. Though the company behind it may have vanished, the spirit of the Sirio continues to shine — much like the star it was named after. *** [EKA | FROM VARIOUS SOURCES | SECRET-CLASSIC | PINTEREST | COACHBUILT | WEBCARSTORY | ARCHIVIOPROTOTIPI.IT ]
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Pure Machine - Ever get the feeling that cars today are trying too hard? Between overloaded touchscreens, overprotective driver aids, and tech that seems to think it knows better than you do, the simple joy of driving feels like it's slipping away. The road used to be a place to reconnect—with the car, the moment, and yourself. Now, it’s often just another interface. But at the 2025 Goodwood Festival of Speed, something different caught the spotlight. A sleek, roofless machine built not around apps or algorithms, but around driving itself: the Feroxa V8.
The Larkin Feroxa V8, a sleek and roofless sports car built for driving, not digital gimmicks, stole the spotlight at the 2025 Goodwood Festival of Speed. (Picture from: CarBuzz)
The man behind it is Douglas Larkin, a British engineer who’s spent years working at Aston Martin and Jaguar Land Rover. These days, he leads a company called Capture Point, specializing in 3D scanning and reverse engineering for everything from Formula 1 to restomod builds. But this project? This one’s personal. It’s the kind of car Larkin always dreamed of building—a raw, mechanical, driver-focused sports car with roots in classic British motoring.
The Larkin Feroxa V8 is a bespoke sports car developed using the chassis of the Aston Martin V8 Vantage, specifically from the 2006 to 2018 production models, combining proven engineering with a fresh, lightweight design. (Picture from: CarBuzz)
Rather than start from zero, Larkin chose to build the Feroxa V8 using the chassis from the Aston Martin V8 Vantage, specifically the 2006–2018 models. That means it’s based on Aston’s VH platform, a bonded aluminum structure known for its strength and lightness. Of course, he didn’t just drop on a new body and call it a day. The chassis has been re-engineered where needed to suit the Feroxa’s speedster shape and performance goals. Only manual transmissions will be offered, and buyers can choose either left- or right-hand drive layouts.
The Larkin Feroxa V8 features a re-engineered chassis tailored to its speedster form and performance goals, offering only manual transmission with a choice of left- or right-hand drive. (Picture from: CarBuzz)
Visually, the Feroxa calls back to a golden era—when British sports cars were small, low, and full of character. Think AC Ace, early Lotus Elan, or even the racing spirit of an Aston Martin DBR 1. Its carbon fiber bodywork isn’t just about style; it helps the car hit a target curb weight of under 2,866 pounds. That’s significantly lighter than the original V8 Vantage, and a huge win for performance.
The Larkin Feroxa V8 prototype, shown at Goodwood with an unfinished interior, clearly remains a work in progress rather than a polished showpiece. (Picture from: CarBuzz)
Under the hood, Larkin plans to retain the V8 Vantage’s 4.3-liter naturally aspirated V8, but with meaningful upgrades. A new exhaust system, custom headers, and a lightened flywheel help push output from the original 380 horsepower to around 420. It’s not about chasing the biggest numbers—it's about maximizing the connection between driver and machine. That said, there will be options. For those who want even more punch, Larkin intends to accommodate donor cars with V12 engines, raising output beyond 500 horsepower. He’s also in talks with Bamford Rose, a respected Aston Martin tuner, to offer enhanced V8 builds for even more excitement.
The Larkin Feroxa V8 features carbon fiber bodywork that not only enhances its style but also helps achieve a target curb weight under 2,866 pounds—significantly lighter than the original V8 Vantage and a major advantage for performance. (Picture from: CarBuzz)
Inside, the prototype is still under construction. The car shown at Goodwood didn’t yet have a finished interior—proof that this is a work in progress, not just a concept for the cameras. But what’s already clear is the intent: simplicity, performance, and presence. No screens, no fluff—just the essentials needed for a great drive.
The Larkin Feroxa V8 retains the 4.3-liter naturally aspirated V8 from the original Vantage, enhanced with a new exhaust system, custom headers, and a lightened flywheel to boost output from 380 to around 420 horsepower. (Picture from: CarBuzz)
Only ten units are planned for production, making the Feroxa V8 a truly rare machine. Pricing hasn’t been finalized, and will likely depend on donor car choice and final configuration. Development is ongoing, but Larkin expects to complete the prototype by the end of the year, with a full reveal set for next spring. | R816bsueEDM |
In a market crowded with fast cars that feel more like gadgets than machines, the Feroxa V8 offers something refreshingly honest. It’s light, analog, and built with a clear purpose: to put the driver back at the center of the experience. Whatever shape the final version takes, the vision is already loud and clear—and for those who still crave a proper drive, that’s more than enough to get excited about. *** [EKA | FROM VARIOUS SOURCES | LARKIN | CARBUZZ | HAGERTY | HOTCARS ]
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Fiberglass Fever - In the wild days of the 1970s, when car design was unchained and garages were playgrounds for dreamers armed with wrenches and ambition, a small company from Michigan dared to think differently. This was an era when the scent of gasoline mixed with fiberglass resin filled suburban neighborhoods, and visions of exotic machines took shape in backyards. Among all the creations of this gearhead golden age, one stood out for its boldness, creativity, and slightly eccentric execution: the Kelmark GT. Part Ferrari fantasy, part muscle car monster, and all homegrown ingenuity, the Kelmark GT wasn’t just a kit car—it was a personal adventure on four wheels.
The Kelmark GT—possibly a 1974 Model 1 pictured—featured a sleek fiberglass body inspired by the Ferrari Dino 206 and 246, powered by a big-block Olds 455, yet was built in home garages using scavenged parts. (Picture from: RareCarNetwork)
The story begins in 1969 with two men: Russ Keller and Randy Markham. Combining their last names, they formed Kelmark, a company based in Okemos, Michigan, with the audacious mission to help everyday people drop big, growling engines into small cars—most notably, the humble Volkswagen Beetle and the Chevrolet Corvette. Their early effort, the Kelmark Sleeper, was a brilliant bait-and-switch: a Beetle that looked stock from the outside but hid a roaring V8 under the rear hood.
The Kelmark GT—possibly a 1979 Model 2 pictured—had a body widened by five inches and, in true kit car spirit, used unexpected parts like a Ford Pinto windshield and flipped side windows from a Chevrolet Caprice or Impala.(Picture from: Pinterest)
But it was in 1974 that Kelmark made its most lasting mark. That year, the first Kelmark GT hit the scene, also known as the Kelmark 1 GT. With a sleek fiberglass body that nodded lovingly towardthe Ferrari Dino 206 and 246, this car looked like a million bucks—yet it was built in home garages, often with parts scavenged from scrapyards. Designed originally to be mounted on a Corvair platform or a custom mid-engine V8 layout, the Kelmark GT gave its builders options that ranged from merely ambitious to absolutely outrageous.
That same year, Kelmark introduced the Kelmark 2 GT. To make it compatible with the widely available VW Beetle chassis, the company widened the body by five inches. In true kit car spirit, components came from unexpected sources: a Ford Pinto donated its windshield, while Chevrolet Caprice or Impala side windows were flipped to fit. This creative parts mash-up gave the car a signature charm and an unmistakably DIY character. | fpnZpth8AeE |
Kelmark didn’t stop there. The lineup soon expanded with variations that each offered their own personality. The Kelmark GT Independencewas tailored for Volkswagen and Porsche Type 4 engines, offering a lighter and more European-feeling driving experience. The GTS editioncame in silver and often housed a Buick 231 cubic inch V6, bringing more muscle to the mix. For those seeking a bit more comfort, the Kelmark GT Chairmanoffered air conditioning, leather seats, and a stereo system—though its rear-heavy weight distribution, especially with the Buick V6, made handling a bit of an adventure.
The Kelmark GT—possibly an Independance model pictured—was tailored for Volkswagen and Porsche Type 4 engines, offering a lighter and more European-feeling driving experience. (Picture from: Wikimeida)
Then came the beast: the Kelmark Toronado GT. Built on a custom tubular frame, it housed enormous Oldsmobile Toronado powerplants—either 425 or 455 cubic inch engines—paired with the durable THM 425 transmission. One version reportedly used a monstrous 700 horsepower ZL1 big-block engine, managing a mind-blowing top speed of 202.7 mph in 1977. That feat made it the fastest street-legal car documented at the time, outpacing even Ferraris and Lamborghinis, though likely with a fair bit more rattle.
The interior view of this Kelmark GT—possibly a 1979 Model 2—reveals a blend of comfortable luxury and a more refined, European-style driving experience.(Picture from: Wikimeida)
The Kelmark Liberatorwas another ambitious entry, designed to accept anything from VW engines to burly V8s. Around 200 units were built, contributing to an overall production run that’s estimated to fall somewhere between a few hundred and 1,200 cars across all variants. By the 1980s, Kelmarkproduction wound down, with the final units reportedly assembled in Holt, Michigan.
Even long after the last Kelmark GT rolled out of a garage, the car has continued to inspire a passionate niche of enthusiasts. Some families built them together as weekend projects, others spent years restoring their Kelmarks piece by piece.
The rear view of this V8-engined Kelmark GT—possibly a Liberator model—shows an ambitious design built to accommodate everything from VW engines to powerful V8s.(Picture from: Wikipedia)
Today, the Kelmark GT still pops up at classic car shows and online forums, its owners sharing tips, tales, and the occasional complaint about cracked fiberglass. Debates about whether it outshines rivals like the Bradley GT still bubble up, but those conversations only add to the legend. | Hr9dKDfOJ1c |
The Kelmark GT wasn’t just a car—it was an idea made real with hand tools and heart. In a time when building a dream car in your own driveway seemed almost reasonable, this strange, beautiful machine gave hundreds of people the chance to live that dream, even if just for a Sunday drive. *** [EKA | FROM VARIOUS SOURCES | WIKIPEDIA | WEB.ARCHIVE.ORG | FIBERCLASSICS.ORG | RARECARNETWORK | HOTROD | CLASSICAUTOMALL | GRASSROOTSMOTORSPORTS ]
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Roofless Masterpiece - There’s something undeniably magical about open-top driving. The way the wind rushes past, the engine's roar reverberates under the sky, and the road becomes a stage for raw, unfiltered speed. It’s an experience that goes beyond performance metrics and spec sheets—one that’s more visceral, more alive. That might explain why certain cars just feel destined to shed their roofs, even if they weren’t originally designed that way. Enter the McLaren P1 Spider by Lanzante—a rare, unexpected twist on a modern hypercar icon that took the spotlight in the most unforgettable way at the 2022 Goodwood Festival of Speed.
The McLaren P1 Spider by Lanzante—a rare, unexpected twist on a modern hypercar icon that took the spotlight in the most unforgettable way at the 2022 Goodwood Festival of Speed. (Picture from: BlackXperience)
While the original McLaren P1was never offered in a Spider configuration, Lanzante’s vision has reimagined it in a form so convincing, it feels like it always should’ve existed. Prior to its unveiling at Goodwood, the British firm teased a few early sketches. Yet, even the most detailed renderings couldn’t quite capture what it’s like to witness the real thing in the flesh. Sleek, aggressive, and elegant in equal measure, the P1 Spider commands attention with a presence that doesn’t scream—it simply owns the road.
A sketch of the McLaren P1 Spider by Lanzante reveals a sleek, aggressive, and elegant design that quietly commands the road with confidence. (Picture from: id.Motor1)
The idea wasn’t born from a boardroom, but from the passion of a single McLaren P1 owner who approached Lanzante with a bold request: turnthe hardtop P1 into an open-air masterpiece. Rather than producing this as a one-off, Lanzante chose to create just five examples ofthe Spider, each a bespoke piece of automotive art. One of them wears the legendary Gulf livery—a nod to racing history that feels right at home on such a futuristic machine.
The McLaren P1 Spider by Lanzante demanded intricate engineering revisions, as removing the roof and its central scoop required a complete redesign of airflow dynamics, including a reshaped decklid to keep the 3.8-liter twin-turbo V8 cool without compromising its striking silhouette. (Picture from: BlackXperience)
Transforming a hypercar likethe P1 into a Spiderwasn’t as easy as slicing off the roof. Lanzante faced complex engineering challenges, particularly since the original design relies on the central roof scoop to cool its potent 3.8-liter twin-turbocharged V8. With that gone, the team had to completely rethink the airflow dynamics, reshaping the decklid to maintain engine temperatures without disturbing the car’s stunning silhouette.
The McLaren
P1 Spider by Lanzante required a complete structural overhaul,
including a reworked carbon fiber monocell and reinforced A-pillars for
stability. (Picture from: BlackXperience)
Structural integrity also needed a serious rethink. The carbon fiber monocell had to be reworked to handle the lack of a roof, and the base of the A-pillars was reinforced to keep everything solid at speed. The doors—famous for their dramatic dihedral opening—were also redesigned, as their original mechanics depended on the roof’s presence. Every element had to blend function with form, maintaining the P1’s unmistakable lines while accommodating the open-air design. | MXUfFKnPB2U |
Inside, Lanzante continued the transformation with a mix of purpose and luxury. The cabin now features weather-resistant superfabric upholstery that’s both stylish and durable. Matte and gloss black carbon fiber accents give the cockpit a modern, high-tech feel without overpowering the design. It’s clear that no detail was overlooked, and every change feels intentional rather than ornamental.
Lanzante chose to build only five bespoke P1 Spiders, including one finished in the iconic Gulf livery—a tribute to racing heritage on a futuristic canvas. (Picture from: F1rstMotors)
Though there’s no official word yet on when—or if—these rare Spider variantswill be made available to potential buyers, what’s certain is that Lanzante has achieved something truly remarkable. They’ve taken a modern hypercar that already pushed the envelope and elevated it with a fresh perspective, all while honoring its core identity. The P1 Spideris more than a rework; it’s a reimagination done with precision, taste, and deep respect for the car’s legacy.
The McLaren P1 Spider by Lanzante, finished in the iconic Gulf livery, features an interior color scheme that perfectly complements its exterior. (Picture from: F1rstMotors)
Lanzante’s limited-run creation is a masterclass in how vision and craftsmanship can breathe new life into something already considered a modern classic. It may have taken one owner's dream to set things in motion, but the result is a car that speaks to anyone who understands what makes driving so exhilarating in the first place. And with the sky above and the twin-turbo V8 behind, the McLaren P1 Spiderdoesn’t just look better in the flesh—it feels more alive than ever.*** [EKA | FROM VARIOUS SOURCES | FROM VARIOUS SOURCES | BLACKXPERIENCE | ID.MOTOR1 | F1RSTMOTORS | CARSCOOPS | MOTORAUTORITY ]
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Known in its homeland as the Otto Vu, the Fiat 8V was a bold departure for a company better known for practical city cars. Built around a compact yet spirited 1,996cc V8 engine, the car delivered far more than its modest size suggested. It wasn’t just fast for its class—it was dominant. So much so that it won the Italian 2-litre GT Championship several years in a row during the 1950s, and earned its stripes with repeated appearances in the legendary Mille Miglia.
Whether in coupé or cabriolet form, the Fiat 8V by Vignale is far more than a car. It’s a rare expression of artistry and ambition—a snapshot of a time when designers dreamed freely and every car told its own story. Decades later, these machines continue to capture the imagination, not because they shout the loudest, but because they whisper the kind of beauty that never fades. *** [EKA | FROM VARIOUS SOURCES | CLASSICDRIVER | SPORTSCARMARKET | FIERROS OXIDADOS IN FACEBOOK ]
