Bold Rarity - During the post-war boom, Europe found itself in the middle of major change. Cities were growing fast, roads were filling up, and people were eager for new ideas in transportation. While most were focused on rebuilding with practicality in mind, a few visionaries dared to dream differently. Among them was Victor-Albert Bouffort—a French engineer who saw cars not just as machines, but as bold expressions of creativity. While many were sticking to the rules, Bouffort was rewriting them.
In 1957, Victor-Albert Bouffort designed and meticulously crafted a stylish, Corvette-inspired roadster that perfectly embodied his continuous pursuit of merging elegant automotive form with inventive, forward-thinking engineering solutions. (Picture from: Classic And Recreation Sportscars in Facebook)
A trained aeronautical engineer, Bouffort had already made a name for himself through quirky inventions like lightweight caterpillar vehicles, compact city cars, and even a suitcase scooter that became a massive hit in Japan. But in 1957, he introduced something completely unexpected—a sleek, futuristic roadster with styling that would remind anyone of an American icon: the Chevrolet Corvette. This rare machine would go on to be one of Bouffort’s most mysterious and fascinating projects.
The 1957 Bouffort Roadster was constructed on a shortened Peugeot 403 chassis, with its doors intentionally eliminated to enhance structural rigidity and give the car a more streamlined, performance-focused design. (Picture from: Classic And Recreation Sportscars in Facebook)
The car, known as the Bouffort Roadster, sat atop a heavily modified Peugeot 403 chassis. The Peugeot 403was a mid-sized sedan, quite popular in France at the time for its reliability and comfort. But Bouffort had something sportier in mind. He took that practical base and transformed it into something far more exciting. He shortened the chassis, removed the doors entirely to improve the vehicle's rigidity, and shaped a low-slung body that exuded elegance and energy.
The 1957 Bouffort Roadster’s bold red paint, gracefully rounded fenders, and sleek, low-set grille created a dynamic presence that conveyed a sense of motion and energy—even when the car was completely at rest.(Picture from: Classic And Recreation Sportscars in Facebook)
From the front, the car’s bold red paint, rounded fenders, and low grille brought a sense of motion even when standing still. The headlights, integrated smoothly into the curved wings, gave it a distinctly American flair, much like the Corvette C1 from 1956. But there’s no mistaking that this was a French interpretation of a sports car. The small details—the craftsmanship, the choice of parts—gave it a unique charm.
The 1957 Bouffort Roadster features a windshield repurposed from the rear glass of a Studebaker, with smoothly integrated headlights in its curved wings that lend it a distinctly American flair reminiscent of the 1956 Corvette C1.(Picture from: Kruzin.Frenchboard)
In fact, the windshield wasn’t custom-made at all; it was repurposed from the rear glass of a Studebaker. The rear end?Borrowed straight from a Renault Frégate. Yet somehow, Bouffort made it all work beautifully. He crafted the design himself in his studio in Blois, before handing off the bodywork to the OLD company in Levallois-Perret—a business known at the time for making roof racks, not roadsters.
The rear end of the 1957 Bouffort Roadster was directly adapted from a Renault Frégate, blending French elegance with clever resourcefulness.(Picture from: Kruzin.Frenchboard)
Powering the vehicle was a modest Peugeot inline-four, either 1290cc or 1468cc, paired with a 4-speed manual transmission. Not particularly fast by modern standards, but more than enough to deliver a spirited drive in such a lightweight, low-bodied machine. The car was a true blend of ingenuity and available resources, something only a designer withBouffort’s imagination could pull off.
Although the 1957 Bouffort Roadster did catch some media attention—including a cover feature in L'Automobile magazine—it never progressed beyond limited production. (Picture from: DailyMotion)
Though it got some attention from the press—including a feature on the cover of L'Automobile magazine—the Bouffort Roadster never went into mass production. Only two examples were ever built. Their whereabouts today are unknown, with only faded memories and scattered stories from a former owner's son to suggest they ever existed. It’s a mystery that only adds to the legend.
Only two examples of the 1957 Bouffort Roadster were ever built, and unfortunately, their current whereabouts remain a mystery lost to time. (Picture from: Classic And Recreation Sportscars in Facebook)
Victor-Albert Bouffort may not be a household name, but the car he created in 1957 is a beautiful reminder that some of the most interesting vehicles in history are the ones that dared to be different. The Bouffort Roadster didn’t follow trends—it created its own path, leaving behind a legacy as rare and bold as the man who dreamed it into existence. *** [EKA | FROM VARIOUS SOURCES | CLASSIC AND RECREATION SPORTSCARS IN FACEBOOK | KRUZIN.FRENCHBOARD | CHENILLETTE.CENTREBLOG | DAILYMOTION ]
Note: This blog can be accessed via your smart phone.
Skybound Revolution - Imagine a world where your daily commute doesn’t involve traffic jams, traffic lights, or pothole-ridden roads. Instead, you glide effortlessly through the sky—silent, fast, and free. It sounds like a scene from a sci-fi movie, perhaps something out of Star Wars, where Luke Skywalker races across alien landscapes on his speeder bike. But what if we told you that this vision is inching closer to reality? Enter the Volonaut Airbike—a real-life flying motorcycle that just might change the way we think about personal transportation.
Volonaut, a Polish startup, has successfully turned the Star Wars speeder bike concept into a real-world flying machine. (Picture from: BlackXperience)
Unveiled by the Polish startup Volonaut, the Airbike is far more than a futuristic concept—it's a bold feat of engineering driven by innovation. In a recently released video, the sleek single-seat craft is seen hovering over deserts, gliding through forests, and effortlessly pausing midair, almost as if time itself has stopped. And no—it’s not CGI or AI trickery. According to Tomasz Patan, the visionary founder of Volonaut and previously linked to the Jetson ONE project, the footage is entirely real. Captured using a standard camera and a skilled FPV drone pilot, the video documents the Airbike’s first successful stable flight in Poland, marking the end of its secretive development phase and the dawn of a remarkable new chapter in personal aviation.
The Volonaut Airbike eliminates bulky rotating parts, resulting in a more compact design that's easier to maneuver in tight spaces. (Picture from: RRI.co.id)
What sets the Airbike apart isn't just its ability to fly—it’s how it flies. Instead of spinning propellers or helicopter-like rotors, this flying motorcycle is powered by jet propulsion. The design eliminates the need for bulky rotating parts, making the vehicle significantly more compact and easier to maneuver in tight spaces. This also gives the Airbike a futuristic edge, closer to the clean silhouette of sci-fi hovercrafts than anything we’ve seen before.
Despite its cutting-edge tech, the Airbike is designed with simplicity and user-friendliness in mind. A built-in flight computer helps maintain stability automatically, allowing the rider to hover, take off, and land with ease. Even those unfamiliar with flight mechanics could feel confident after just a short time on board. The cockpit is open and unobstructed, offering a stunning 360-degree view that enhances the feeling of freedom—an experience that’s more immersive than any motorcycle ride on the ground.
The Volonaut Airbike, despite its advanced technology, is designed to prioritize simplicity and user-friendliness.(Picture from: BlackXperience)
Speed lovers will be pleased to know that this machine isn’t just about hovering. The Airbike is engineered to reach speeds of up to 200 km/h (124 mph), giving it some serious power despite its minimalistic appearance. And speaking of minimalism, its frame is made from ultra-light carbon fiber and crafted using advanced 3D printing techniques, making it around seven times lighter than a standard motorcycle. This featherlight body not only contributes to better performance but also makes storage and transportation more practical.
Though full specifications and pricing remain under wraps, Volonaut has hinted that commercial availability is on the horizon. The Airbike might still be a prototype, but the company’s confidence and rapid progress suggest that we won’t have to wait too long. On social media, excitement is already brewing. Comments range from awe-struck admiration to playful urgency, with fans—especially those raised on science fiction—urging the creators to speed things up before they’re too old to enjoy a ride through the clouds.
The Volonaut Airbike features a built-in flight computer that automatically maintains stability, enabling even novice riders to hover, take off, and land with ease.(Picture from: BlackXperience)
What Volonaut is doing isn’t just about creating a cool gadget; it’s about redefining what’s possible. By bringing jet technology into personal aviation and drawing inspiration from beloved sci-fi worlds, the Airbike represents a fusion of imagination and real-world innovation. It's not just a leap in technology—it’s a promise that the future we dreamed of as kids might soon be something we can ride. | gGPCOVcaCoQ |
And maybe—just maybe—the next time you think about hopping on a bike, it won’t be one that hugs the pavement, but one that lifts you into the sky. While Volonaut’s Airbike is leading the charge with its jet-powered innovation, it’s not the only player exploring the skies. Back in 2022, JetPack Aviation from California introduced the Speeder AUV, while Japan’s Air-Mobility wowed audiences in 2020 with its limited edition Xturismo. Even earlier, France’s Lazareth captured imaginations with its bold LMV 496 flying motorcycle.
Brute BEAST - Some cars are built for comfort. Some are built for speed. But every once in a while, a car comes along that doesn’t just chase performance—it redefines it. Welcome to the realm of the 2025 Chevrolet Corvette ZR1, a machine that doesn’t just push boundaries but leaves them burning in its rearview mirror. If you thought American muscle had reached its peak, think again—because Chevy just rewrote the rules.
The 2025 Chevrolet Corvette ZR1, shown here with the ZTK performance package, becomes a true beast on the track. (Picture from: id.Motor1)
The numbers alone are enough to make any car enthusiast’s pulse quicken. With a staggering 1,064 horsepower and 828 lb-ft of torque under the hood, the 2025 ZR1 is the most powerful V-8 production car ever built in America. It rockets past 215 miles per hour and shaves off a quarter-mile in under ten seconds—figures usually reserved for hypercars. And with the ZTK performance package, which includes aerodynamic upgrades delivering over 1,200 pounds of downforce, this Corvette doesn’t just go fast—it sticks to the pavement like it’s angry at it.
The 2025 Chevrolet Corvette ZR1, with the standard version on the right and the ZTK performance package model on the left, is claimed to be the most powerful V-8 production car ever built in America. (Picture from: id.Motor1)
At the heart of this beast is the LT7 engine, a twin-turbocharged evolution of the Z06’s already ferocious LT6. While they share some DNA, the ZR1's powerplant is anything but a copy-paste job. Engineers started with the same 5.5-liter flat-plane-crank V-8 architecture but overhauled key internals: forged pistons, uniquely designed engine heads, a stronger crankshaft, and a notably lower 9.8:1 compression ratio, compared to the Z06’s 12.5:1. All of these tweaks were made with one goal—more boost, more control, and more raw power.
The 2025 Chevrolet Corvette ZR1 interior blends performance and luxury, with deep bucket seats, carbon-fiber details, and bold yellow stitching that echoes its aggressive exterior. (Picture from: id.Motor1)
Two mirror-image ball-bearing turbochargers spin with precision, each featuring a 76-millimeter compressor wheel and single-scroll intake. Their behavior is managed by electronic wastegates, which finely tune boost delivery and virtually eliminate turbo lag. And the turbines? They’re made from MAR, a material that outclasses even the famed Inconel for heat resistance and strength. This is engineering taken to the extreme.
Handling all that output is a reinforced version of Chevy’s eight-speed dual-clutch transmission, tuned for quicker shifts and extra durability. The result is a drivetrain that’s not just powerful, but incredibly responsive—balancing brute force with refined delivery.
The 2025 Chevrolet Corvette ZR1 puts the driver at the center with a race-style flat-bottom steering wheel, digital cluster, and a touchscreen angled perfectly for control at speed. (Picture from: id.Motor1)
The ZR1 isn’t just a monster on straightaways. With or without the optional ZTK package, it shares much of its underpinnings with the Z06, meaning it’s still approachable for spirited driving. Opt for the ZTK, and it becomes track-ready with aggressive suspension tuning, front dive planes, a gurney lip on the hood, and a towering rear wing. It’s built to carve up corners and chew through lap times while wearing sticky Michelin Pilot Sport Cup 2 R tires.
Despite all the added aero, cooling, and hardware, the ZR1 manages to keep its weight impressively low. Thanks to carbon fiber wheels and carbon ceramic brakes—exclusive to this model—the coupe tips the scales at just 3,670 pounds dry, while the convertible is only slightly heavier at 3,758 pounds. That gives the ZR1 a power-to-weight ratio that beats out even legends like the Bugatti Veyron.
The 2025 Chevrolet Corvette ZR1 shows off its aggressive rear design and massive carbon-fiber wing, built to deliver extreme downforce on track. (Picture from: id.Motor1)
Compare it to its rivals and the Corvette flexes hard. It produces more horsepower than a Tesla Model S Plaidwhile weighing nearly half a ton less. Against the Lucid Air Sapphire, it gives up some power but still undercuts it by over 1,600 pounds. No matter the competition, the ZR1 plays in a league of its own when it comes to the balance of weight and performance—all without the help of electrification.
Speaking of which, Chevy’s been quiet about the E-Ray hybrid system’s absence here. It’s a notable omission, but it leaves the door wide open for future possibilities. Could we see a ZR1 hybrid or even an all-wheel-drive variant? Chevy hasn’t said. But with the way the C8 platform is evolving, nothing feels off the table.
The 2025 Chevrolet Corvette ZR1 commands the track with its wide stance, aggressive quad exhaust, and aero-sculpted design built for high-speed stability. (Picture from: id.Motor1)
Pricing is still a mystery, but expectations are high. With the Z06already brushing $114,000, the ZR1will likely push north of $150,000—making it the most expensive Corvette ever built. And yet, when you stack up its performance figures, its engineering pedigree, and the raw excitement it delivers, it starts to feel like a bargain in the exotic car world. | SP_yxBq4O7g |
The 2025 Corvette ZR1 isn’t just another step forward—it’s a giant leap in American performance. It’s a reminder that combustion still has plenty of fight left, and that when Chevy sets out to build something extraordinary, they don’t just meet expectations—they demolish them. *** [EKA | FROM VARIOUS SOURCES | ID.MOTOR1 ]
Note: This blog can be accessed via your smart phone.
Techno Daring - In the ever-curious world of automotive design, every so often a car comes along that makes you wonder whether the engineers were fueled by caffeine, inspiration, or a dangerously high dose of 1980s sci-fi. Enter the Toyota FX-1 Concept—a dazzling creation from the neon-tinted imagination of Japan’s brightest minds at the time when synth-pop was peaking and everyone thought we’d be flying cars by the year 2000. Spoiler alert: we're still stuck in traffic.
The Toyota FX-1 Concept was a technological buffet of bold ideas and clever engineering, all wrapped in a wedge-shaped shell that looked ready for its own laser-powered soundtrack.(Picture from: CarStyling.ru)
But back in the early '80s, Toyota wasn’t just thinking about tomorrow—they were trying to build it. And they weren’t going to do it halfway. No, the FX-1 wasn’t your average “concept” car made just to sit pretty at a showroom. This thing was a technological buffet of wild ideas and clever engineering, all packed into a wedge-shaped shell that looked like it came with its own laser soundtrack.
The Toyota FX-1 Concept was unveiled to the public in 1983 at the Tokyo Motor Show.. (Picture from: Nosweb.jp)
The FX-1 was unveiled to the public in 1983 at the Tokyo Motor Show and then strutted its stuff again in Geneva in early 1984. And boy, did it make a statement. Toyota’s message was clear: the future was here, and it had a very dramatic entrance. The car’s exterior wasn’t just built for looks; it was science in motion. With a drag coefficient of 0.25, the FX-1 was more aerodynamic than your average house cat slipping off a polished table. That’s nearly neck-and-neck with today’s Tesla Model S—except the FX-1 managed that feat decades earlier, without the benefit of modern wind tunnel wizardry.
The Toyota FX-1 Concept while sat on display at the 1985 Chicago Motor Show. (Picture from: CarStyling.ru)
Some of the FX-1's body panels were made from materials that could literally "remember" their shape. Got a minor dent from a jealous admirer’s shopping cart? No problem—just let the body flex its memory muscles and snap back into place. Try explaining that to your insurance agent.
Pop open those spaceship-style doors (gently, of course—they swing out after a subtle side-shift like they’re trying not to wake the neighbors), and you’re greeted with a dashboard that looks more like a command center than a car interior. Digital CRT displays showed everything from speed to fuel levels, making analog dials feel like stone tools by comparison. It was the '80s, and Toyota gave us the Millennium Falcon on wheels.
The Toyota FX-1 Concept featured uniquely designed spaceship-style doors that subtly shifted sideways before swinging open, as if trying not to wake the neighbors.(Picture from: ClassicCars.Fandom)
Under the hood—or somewhere in the middle of all the magic—was a monster: the LASREα-X engine. Now, this wasn’t just any inline-six engine. This was a 24-valve, twin-cam, dual-turbocharged, fuel-injected beast equipped with an intercooler and more computer controls than an '80s arcade. At just under two liters in displacement, the FX-1's engine came with futuristic dreams like variable valve timing and cylinder deactivation. Yes, half of the engine would take a nap at low speeds to save fuel, which is more discipline than most of us have during a Netflix binge. Sadly, much of that tech was too ambitious for its time and never saw mass production—although bits and pieces eventually trickled down into the 1G-GTE engine, in a much less dramatic outfit.
The Toyota FX-1 Concept had a pneumatic suspension system that could individually raise or lower the front and rear of the car depending on your speed. (Picture from: Nosweb.jp)
The FX-1 also had a pneumatic suspension system that could individually raise or lower the front and rear of the car depending on your speed, because nothing says "I'm serious about cornering" like a car doing the limbo on the highway. That suspension, paired with Toyota's TEMS system—short for Toyota Electronic Modulated Suspension—gave drivers a taste of computer-tuned ride comfort long before it became industry standard. Imagine rolling over a pothole and the car just politely refusing to notice.
The Toyota FX-1 Concept featured a cabin with a dashboard resembling a command center, where digital CRT displays made analog dials seem prehistoric.(Picture from: CarStyling.ru)
Even the brakes got the royal treatment. Toyota used ceramic materials for the rotors, which sounds more like cookware than automotive tech, but hey, who are we to question genius? Light, heat-resistant, and performance-friendly—just like a good stir-fry pan.
The Toyota FX-1 Concept was powered by the LASREα-X engine—a 24-valve, twin-cam, dual-turbocharged, fuel-injected beast with an intercooler and more computer controls than an '80s arcade.(Picture from: CarStyling.ru)
Despite all this, the FX-1 never made it to production. And honestly, maybe that was the point. It wasn’t about giving the public a car to drive; it was about giving engineers and designers a playground. A moonshot of a machine that let them flex their imaginations without a boring thing like a budget dragging them down. | NR1E4LdcxaY |
Today, looking back at the FX-1 is like reading a love letter to the future written in the language of wild ideas and chrome. It was the automotive equivalent of wearing a jetpack to a bicycle race—not entirely necessary, but undeniably awesome. And while we didn’t get flying cars by 2000, we did get a glimpse of what they might have looked like if Toyota had their way. *** [EKA | FROM VARIOUS SOURCES | GLOBAL TOYOTA | 2000GT.NET | NOSWEB.JP | WIKIPEDIA | STORY-CARS | CARSTYLING.RU | CLASSICCARS.FANDOM ]
Note: This blog can be accessed via your smart phone.
Raw Rarity - Some cars arrive with a bang, their presence announced through teasers, magazine covers, and roaring ad campaigns. Others, like the 1971 Corvette ZR2, slip onto the scene quietly, known only to those who truly understand what they’re looking at. Chevrolet never hyped it up, never ran flashy advertisements, and never sent it to journalists for testing. It simply appeared, a hidden monster waiting to be unleashed.
The 1971 Corvette ZR2 created by Chevrolet as a direct successor to the L88, a car that had already cemented itself as one of the most formidable Corvettes of all time. (Picture from: CorvetteForum)
This Corvette wasn’t just another high-powered variant—it was a machine built with a singular purpose: raw performance. Chevrolet created the ZR2 as a direct successor to the L88, a car that had already cemented itself as one of the most formidable Corvettes of all time. The formula was familiar but even more refined. Under the hood sat the brutal 454-cubic-inch LS6 V8, officially rated at 425 horsepower and 475 lb-ft of torque. Anyone familiar with GM’s history knows these numbers were often conservative, meaning the real output was likely much higher.
Mated to the Muncie M22 “Rock-Crusher” four-speed manual transmission, this powerhouse delivered an experience that was not for the faint of heart. The ZR2 wasn’t just about straight-line dominance—it was engineered to handle. With the F41 Special Suspension, including heavy-duty springs, shocks, and upgraded front and rear sway bars, it had the balance and grip to back up its immense power.
The 1971 Corvette ZR2 shared key specs with the race-ready ZL1 but featured a cast-iron 454 block with aluminum heads, solid lifters, and four-bolt main bearings. (Picture from: CorvetteForum)
Comfort was not a priority. Chevrolet stripped out luxuries like air conditioning and a radio, reinforcing the ZR2’s status as a performance-first machine. Instead, buyers got a heavy-duty aluminum radiator to keep temperatures in check, transistorized ignition for reliability at high RPMs, and power disc brakes capable of handling the car’s aggressive performance. It was a no-nonsense muscle machine, built for those who valued speed above all else.
Despite its capabilities, the ZR2 remained incredibly rare. Chevrolet built only 12 of them, and just two were convertibles. The price tag of $7,672.80 was steep in 1971—far more than most people were willing to spend on a gas-hungry muscle car. For comparison, that money could buy multiple Chevy Vegas or a fully loaded Chevelle. The ZR2 was a car for the few who truly understood its potential.
The 1971 Corvette ZR2 prioritized performance over comfort, eliminating luxuries like air conditioning and a radio to enhance its track-focused design. (Picture from: CorvetteForum)
The journey of the ZR2 to production wasn’t without its challenges. A factory union strike delayed its release, and the original plan to equip it with the LS7 engine was scrapped due to tightening emissions regulations. Despite this setback, Chevrolet engineers ensured that the LS6-powered ZR2 still packed enough punch to leave a lasting impression.
One of the biggest influences behind the ZR2 was Corvette’s legendary chief engineer, Zora Arkus-Duntov. His name carries immense weight among Corvette enthusiasts, and for good reason. He was obsessed with making the Corvette a world-class performance machine, and the ZR2 was a reflection of that vision. Though not as extreme as some of the race-ready Corvettes before it, the ZR2 still shared components with the track-focused ZL1, including heavy-duty brakes, a dual-plate clutch, and reinforced suspension. It was a machine built to perform at the highest level.
The 1971 Corvette ZR2 powered by the brutal 454-cubic-inch LS6 V8, officially rated at 425 horsepower and 475 lb-ft of torque. (Picture from: CorvetteForum)
By 1971, the muscle car era was reaching its peak. Big-block V8s ruled the streets, and the ZR2 embodied that era’s wild, unfiltered power. But unlike many of its rivals, it flew under the radar. GM never heavily promoted it, never placed it in commercials, and never boasted about its LS6 engine. It was a car built for those who sought performance, not publicity.
Like all big-block C3 Corvettes, the ZR2 had its flaws. Overheating issues were common, and the high price kept most buyers away. But for the few who got their hands on one, the trade-offs were worth it. This was a Corvette that delivered an unfiltered, uncompromising driving experience—one that has only grown more legendary over time.
The 1971 Corvette ZR2 stands as one of the rarest and most sought-after Corvettes ever built. (Picture from: CorvetteForum)
Today, the 1971 Corvette ZR2 stands as one of the rarest and most sought-after Corvettes ever built. Only a dozen were made, and even fewer remain intact. It represents an era when muscle cars were at their peak, when automakers pushed the limits without concern for regulations or fuel economy. It was fast, it was loud, and it was built with one goal: to be the ultimate big-block Corvette. | V0YmJ_l2sYU |
While the ZR2 may not have been a household name back in its day, those who knew, knew. It wasn't a car for everyone—it was built for the select few who wanted the most aggressive, most capable Corvette GM had to offer. Today, it remains an elusive icon, a machine that still commands respect, and a reminder of what American muscle was at its best. *** [EKA [07032025] | FROM VARIOUS SOURCES | CORVETTEFORUM | SLASHGEAR | SUPERCARS.NET | MOTORTREND ]
Note: This blog can be accessed via your smart phone.
Royal Chariot - Every so often, the automotive world tosses us a story so elegant, so rare, and just the right amount of royal that it makes a Bugatti look like it’s trying too hard. In an era where cars nag you for sneezing too loudly, it’s refreshing to revisit a time when automobiles weren’t just machines—they were tailor-made suits on wheels. Enter the Ferrari 250 GT Coupé Speciale—a slice of luxury, speed, and regal flair, hand-built with the kind of attention usually reserved for palace renovations and fine Italian espresso. Of all the Coupé Speciales ever built, only three were commissioned specifically for royalty.
The first 'royal' Ferrari 250 GT Coupé Speciale by Pininfarina, originally built for Prince Bernhard of the Netherlands in 1957, made a stunning appearance at the prestigious Pebble Beach Concours d’Elegance in 2001. (Picture from: ConceptCarz)
Now, before anyone accuses this Ferrari of being just another pretty face with a horse on the hood, let’s make one thing clear: this isn't your average 250 GT. No offense to the "standard" 250 GTs out there (if owning one of those can even be called "standard"), but the Speciale lived in a class of its own. A class so exclusive, only three seats were available—and even then, you had to be royalty just to get your name on the list. No RSVP, no V12.
The first 'royal' Ferrari 250 GT Coupé Speciale by Pininfarina, commissioned by Prince Bernhard of the Netherlands, was built on the 508C chassis number 0725GT, was powered by a specially revised 128MMC engine producing up to 260 horsepower.(Picture from: PaulRussell)
The story kicks off with Prince Bernhard of the Netherlands, a man who clearly believed in living life at 240 horsepower. Having already owned two Ferraris from the 212 series, the Prince wasn’t exactly new to Maranello magic. But in the mid-1950s, he decided it was time for something even more extraordinary—because, you know, being royalty without a custom Ferrari is basically just camping with better linens.
The first 'royal'Ferrari 250 GT Coupé Speciale by Pininfarina, commissioned by Prince Bernhard of the Netherlands, featured a front-end design that echoed earlier Pinin Farina beauties like the 250 Cabriolet Series I and the one-off 410 Superamerica, complete with those cheeky front bumperettes.(Picture from: PaulRussell)
Thanks to his personal friendship with Enzo Ferrari (imagine having Enzo on speed dial), Prince Bernhard’s wish was granted in the form of chassis 0725GT. Built on the 508C chassis and powered by a specially revised 128MMC engine, it was not only larger in displacement—3.1 liters thanks to a 75mm bore—but also beefier under the bonnet, delivering up to 260 horsepower. You could probably tow a crown with that, but that would be uncouth.
The second 'royal' Ferrari 250 GT Coupé Speciale by Pininfarina was commissioned in 1957 by Princess Liliane de Rethy of Belgium, resulting in the creation of chassis 0751GT. (Picture from: Retromania4Ever on X)
The styling? Think of it as haute couture for cars. Pinin Farina—Italy’s top automotive fashion house—gave this machine the same bespoke treatment usually reserved for Ferrari’s Superamerica line, which is like being dressed by Armani when everyone else is shopping off the rack. The front end design echoed earlier Pinin Farina beauties like the 250 Cabriolet Series I and a lone 410 Superamerica, complete with those cheeky front bumperettes that say, “Yes, I’m royalty, but I still enjoy a good drive down the Riviera.”
The second 'royal' Ferrari 250 GT Coupé Speciale by Pininfarina was finished in Grigio Fumo Max Meyer and trimmed with naturale Connolly Vaumol leather. (Picture from: Retromania4Ever on X)
Just months later, in 1957, another VIP joined the party. Princess Liliane de Rethy of Belgium commissioned her own version, and thus chassis 0751GT was born—a sister car to the Prince’s ride, though perhaps with more elegance and fewer racing gloves. This one, too, was draped in the same regal styling cues, proof that Pinin Farina knew how to keep it classy no matter whose crest was on the glove box.
The second 'royal' Ferrari 250 GT Coupé Speciale by Pininfarina received styling treatment similar to that of the Dutch Prince’s 0725GT sibling.(Picture from: Retromania4Ever on X)
But wait, the throne wasn’t complete just yet. In 1958, a third Ferrari 250 GT Coupé Speciale appeared, this time for Prince Bertil of Sweden. His royal steed, chassis 0853GT, galloped through the south of France before settling down in Paris for what can only be described as a very long nap—over 40 years, in fact. At some point during this automotive hibernation, its original engine was swapped out (possibly by a very confused valet), but in a delightful plot twist, the current owner managed to reunite the engine with its rightful chassis after also acquiring the car it had ended up in. A love story, really—just one with a lot more oil. | 4vxKL0nNze4 |
These cars were never mass-produced, never advertised, and never meant for the common driveway. They were whispers between kings, sketches passed under tables in Italian cafés, and pieces of rolling sculpture meant to be seen by the few who knew where to look.
The third 'royal' Ferrari 250 GT Coupé Speciale by Pininfarina was commissioned in 1958 by Prince Bertil of Sweden, resulting in the creation of chassis 0853GT. (Picture from: Retromania4Ever on X)
Fast forward to 2001, and the two royal chariots (Prince Bernhard’s 0725GT and Princess Liliane de Rethy's 0751GT) reunited on the green velvet stage of the Pebble Beach Concours d’Elegance. There, amidst champagne flutes and breathless collectors, the Dutch and Belgian Ferraris stood side by side like long-lost cousins at a family reunion—if your family happens to be European aristocracy and your cousins roar like V12s.
The third 'royal' Ferrari 250 GT Coupé Speciale by Pininfarina with chassis 0853GT, appeared in a striking light blue finish.(Picture from: Retromania4Ever on X)
Today, in an era of algorithms and autonomous driving, the Ferrari 250 GT Coupé Speciale remains a reminder of what happens when passion, artistry, and a dash of monarchy meet at the crossroads of design and speed. Sure, you might not be able to afford one unless you find a long-lost royal lineage in your family tree—but hey, dreaming is free, and this one’s worth every imaginary penny. *** [EKA | FROM VARIOUS SOURCES | RMSOTHEBYSS | SUPERCARS.NET | CONCEPTCARZ | PAULRUSSELL | RETROMANIA4EVER ON X ]
Note: This blog can be accessed via your smart phone.
A trained aeronautical engineer, Bouffort had already made a name for himself through quirky inventions like lightweight caterpillar vehicles, compact city cars, and even a suitcase scooter that became a massive hit in Japan. But in 1957, he introduced something completely unexpected—a sleek, futuristic roadster with styling that would remind anyone of an American icon: the Chevrolet Corvette. This rare machine would go on to be one of Bouffort’s most mysterious and fascinating projects.
Victor-Albert Bouffort may not be a household name, but the car he created in 1957 is a beautiful reminder that some of the most interesting vehicles in history are the ones that dared to be different. The Bouffort Roadster didn’t follow trends—it created its own path, leaving behind a legacy as rare and bold as the man who dreamed it into existence. *** [EKA | FROM VARIOUS SOURCES | CLASSIC AND RECREATION SPORTSCARS IN FACEBOOK | KRUZIN.FRENCHBOARD | CHENILLETTE.CENTREBLOG | DAILYMOTION ]
