Bluebird CN7: A Turbine-Powered Legend That Redefined Speed

Speedcraft Mastery - In a time where speed defines both innovation and prestige, few machines in history have truly earned their legendary status. One of them is the 1967 Bluebird CN7, a car so powerful and advanced that it left even aircraft-powered vehicles in its shadow. Born from a bold ambition to dominate the land speed record, this machine blended aerospace engineering with relentless human drive—an icon that remains unmatched in its class.

The BlueBird CN7 (Campbell Norris) sat on display the National Motor Museum at Beaulieu. (Picture from: Bluebird-Electric.net)

The CN7 was created for Donald Campbell, a man who chased records on both land and water. In 1956, with the land speed benchmark set at 394 mph by John Cobb, Campbell set his sights higher—much higher. With the help of the Norris brothers, the minds behind his successful Bluebird K7 hydroplane, the goal was set: 500 mph on land. This dream took shape in the form of the CN7—short for Campbell–Norris 7.

The 1967 Bluebird CN7 —short for Campbell–Norris 7—born from a bold ambition to dominate the land speed record, this machine blended aerospace engineering with relentless human drive—an icon that remains unmatched in its class. (Picture from: ObscureSupercar in X)

Built by Motor Panels in Coventry under the guidance of Donald Stevens, with the Norris brothers —Ken and Lew— as co-chief designers, the CN7 was completed in 1960. At its heart sat the mighty Bristol-Siddeley Proteus 705 engine, a gas turbine originally made for aircraft. Specially modified to deliver power to both ends of the car, it produced over 4,000 horsepower and propelled all four wheels through a fixed-ratio drivetrain.

The 1967 Bluebird CN7, powered by a 4,000-hp gas turbine, set a land speed record of 403.1 mph (648.7 km/h). (Picture from: GloucestershireTransportHistory)

The CN7’s structure was just as revolutionary. Weighing 4 tons, it used an aluminum honeycomb chassis for strength without bulk. Its suspension was fully independent, with custom Dunlop tires reaching 52 inches in diameter and inflated to as much as 160 psi during record runs. With a drag coefficient of only 0.16 and a frontal area of just 26 square feet, it had an incredibly low drag area—essential for reaching extreme speeds.

Motor Panels of Coventry and Dunlop were major sponsors of the Bluebird CN7 (Campbell–Norris), shown here being prepared for action in the 1960s. (Picture from: Bluebird-Electric.net)

Its braking system was equally advanced, featuring inboard-mounted Girling disc brakes to reduce unsprung weight. These were backed by a pneumatic system and hydraulic air brakes that extended from the rear. The turbine engine also provided around 500 hp of braking at high speed, making slowing down almost as technical as speeding up.

The instruments inside the CN7’s cabin, as they appeared in 1963, reflected the advanced engineering and precision of its record-breaking design. (Picture from: Bluebird-Electric.net)

After a gentle debut at Goodwood in 1960 and again in 1962—where its limited steering made tight corners impossible—the CN7’s real challenge began at Bonneville Salt Flats. There, it hit nearly 400 mph in just 24 seconds using only 80% of its power. But disaster struck when Campbell crashed during a record attempt in September 1960. He suffered severe injuries and a shaken spirit, casting doubt on his future in racing.

 

During recovery in California, Campbell regained his confidence by learning to fly, and by 1961, he was ready to rebuild the CN7. Upgrades included a vertical stabilizing fin and differential locks, and by 1962 it was tested again at Goodwood. The next stop was Lake Eyre in Australia—an ideal 20-mile salt flat untouched by rain for two decades. Ironically, as the car arrived, so did the rain.

A cutaway drawing of the CN7 as used in motoring and educational articles. (Picture from: Bluebird-Electric.net)

In 1963, weather ruined any hopes of a record. The lake flooded, and the CN7 had to be rescued in the middle of the night to avoid submersion. Despite heavy sponsorship and global interest, the attempt failed, and BP pulled its support. Campbell was heavily criticized, even though conditions made the run impossible. Still, he refused to give up.

 

In 1964, with new backing from Australian oil company Ampol, Campbell returned to a still-damp Lake Eyre. By mid-July, a small window opened. On July 17, Campbell set a new record of 403.10 mph—though below the car’s intended top speed. The final stretch of the mile hit over 440 mph, proving that with better conditions, the CN7 could have shattered the 500 mph barrier.

The Bluebird CN7 shown here being prepared for action in the 1960s at Bonneville Salt Flats. (Picture from: Bluebird-Electric.net)

Despite his disappointment, the achievement was celebrated in Adelaide, where Campbell drove the CN7 through cheering crowds of over 200,000. After that, the car was displayed across Australia and the UK. But its active life wasn’t over yet.

 

In 1966, the CN7 was demonstrated in Essex with stand-in driver Peter Bolton. Another crash caused front-end damage, and although Campbell later drove it again, it was at reduced speed. His attention shifted to a new goal: the Bluebird Mach 1.1, a rocket-powered car. Sadly, Campbell lost his life in January 1967 during a water-speed attempt in Bluebird K7.

The jet-engined Bluebird K7, seen skimming across the water, was the vessel in which Donald Campbell tragically met his fate in January 1967. (Picture from: Bluebird-Electric.net)

The CN7 was restored in 1969 but never ran again. Plans to return it to Bonneville with Craig Breedlove were dropped. In 1972, it found its final home at the National Motor Museum in Beaulieu, where it remains on display today—a silent monument to one of engineering’s most daring dreams. | 6rDspdfhfm0 |

Even decades later, the CN7 continues to impress. Formula One design legend Adrian Newey once said it was the first car to understand ground effect—long before racing embraced it. That’s the kind of legacy the CN7 leaves behind: not just as a fast car, but as a masterpiece of vision, courage, and engineering far ahead of its time. *** [EKA | FROM VARIOUS SOURCES | BLUEBIRD-ELECTRIC.NET | BEAULIEU.CO.UK | GLOUCESTERSHIRE TRANSPORT HISTORY | CNET | WIKIPEDIA | OBSCURESUPERCAR IN X ]

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1-of-1 Arancio Miura 1990 Lamborghini Countach 25th Anniversary

Raging Rarity - Some cars are born to fill a gap in the market. Others are born to make a statement. The 1990 Lamborghini Countach 25th Anniversary somehow managed to be both — conceived as a stop-gap before the Diablo was ready, yet refined and distinctive enough to become one of the most captivating Countach variants ever made. Over three decades later, one particular example — the only one painted in Arancio Miura from new — remains a living snapshot of Lamborghini’s rebellious spirit.

The 1990 Lamborghini Countach 25th Anniversary, chassis KLA12958 with its sole factory Arancio Miura finish, stands as a vivid emblem of the marque’s rebellious spirit. (Picture from: SupercarNostalgia)

Pantera SI: The Last, Loud Roar of De Tomaso’s V8 Dream

Roaring Farewell - It’s easy to romanticize the golden age of supercars—the wild designs, the raw sound of unfiltered V8s, the audacious personalities behind their creation. But tucked between the poster boys of the late '80s and early '90s was a machine that never quite got the fanfare it deserved, despite its exotic looks and rich history: the De Tomaso Pantera SI. By the time it appeared in 1990, the automotive world had already shifted gears, but that didn’t stop this last hurrah from becoming the most ambitious Pantera ever built.

The DeTomaso Pantera SI emerged during the late-1980s exotic car boom, conceived as the model’s final evolution before a full replacement. (Picture from: SupercarNostalgia)

The story begins long before the SI took shape. Back in 1959, a young Argentine-born racing driver named Alessandro de Tomaso founded his own company in Italy with dreams that reached beyond racetracks. For years, he looked for a big partner—someone who could take his boutique operation and turn it into a global player. That dream materialized in 1969 when the Ford Motor Company bought an 80% stake in De Tomaso Automobili. Ford, eager to counter the rise of mid-engined sports cars from domestic competitors, saw potential in De Tomaso’s upcoming project, and that project was the Pantera.

The De Tomaso Pantera SI retained a steel monocoque but gained a tubular rear subframe for the engine, transmission, and suspension, creating a lighter, more rigid structure that improved handling and delivered a flatter ride through corners. (Picture from: SupercarNostalgia)

Ford planned to sell thousands of Panteras through its Lincoln-Mercury dealerships in the U.S., while De Tomaso himself held distribution rights for the rest of the world. At first, the partnership worked. The Pantera gained traction, even if some early models struggled with reliability. But by 1974, the alliance had soured. Ford pulled out, and De Tomaso bought back the company—along with hundreds of unfinished Panteras. Rather than scrap the project, he reimagined it. Over the years, the Pantera was refined, muscled up, and dressed in wider, meaner bodywork. Models like the GT5 and GT5S turned it into a budget-conscious rival to the Lamborghini Countach.

The De Tomaso Pantera SI's interior was the best-appointed of any of the Panteras, with leather, wood trim, air-conditioning, electric windows, and more. (Picture from: SupercarNostalgia)

As the 1980s closed out and exotic cars became hot commodities among collectors, the Pantera saw a surprise surge in demand. It was during this speculative boom that De Tomaso decided to produce a final evolution of the Pantera before focusing on a full replacement. That evolution was the Pantera SI. Though sometimes referred to as the “Pantera 90 SI” to highlight its 1990 debut, the official name remained simply Pantera SI—short for Serie Imperiale. Both terms describe the same car, with no technical or design differences. The “90” tag was never officially used by De Tomaso, but became a common informal reference to distinguish this final evolution from earlier Pantera models.

The De Tomaso Pantera SI, unveiled at the 1990 Turin Motor Show, was far more than a cosmetic update, representing a ground-up refinement of the Pantera formula. (Picture from: SupercarNostalgia)

Revealed at the 1990 Turin Motor Show, the SI was far more than a cosmetic update. It was a ground-up refinement of the Pantera formula. The car still used a steel monocoque, but now had a tubular rear subframe to cradle the engine, transmission, and suspension. The structure was lighter and more rigid than its predecessors, resulting in better handling and a flatter ride through corners.

Just 41 examples of the De Tomaso Pantera SI would be made, though two of these would be destroyed during crash testing and another was sent directly to the De Tomaso Museum. (Picture from: SupercarNostalgia)

Suspension geometry was updated, too—longer front wishbones, shorter rears, adjustable coilovers, and anti-roll bars gave the SI sharper road manners than any Pantera before it. Braking was modernized with Brembo-supplied discs and calipers, though features like ABS or power steering were absent. The SI wore handsome 17-inch Fondmetal magnesium wheels, wrapped in aggressive Michelin MXX tires, with a fresh 85-liter fuel tank tucked into the rear bulkhead.

 

Under the engine cover sat a Ford-sourced 5.0-liter V8—the same base block used in the Mustang GT of the time—but with an Italian twist. Once the motors arrived in Modena, De Tomaso’s team upgraded nearly everything: camshafts, cylinder heads, pistons, and electronics. The result was a high-revving, 305-horsepower beast with 333 lb-ft of torque—plenty to move the 1580 kg body from 0-62 mph in just 5.4 seconds and on to a claimed top speed of 165 mph.

The 1993 DeTomaso Pantera SI Targa by Carrozzeria Pavesi in Milan, featured a removable roof panel and additional chassis bracing. (Picture from: SupercarNostalgia)

Transmission duties were handled by a five-speed ZF gearbox paired with a limited-slip differential, while the electrical system, radiators, and oil coolers were all newly engineered. This wasn’t just an old car with a bodykit—it was a full reboot of a classic.

 

But perhaps the biggest visual change came courtesy of Marcello Gandini, the designer behind the Lamborghini Miura and Countach. Gandini took the familiar wedge shape and pushed it into the '90s, replacing nearly every body panel except the roof and windows. The SI now wore flared fenders, aggressive bumpers, modern mirrors, and a rear aero setup that included a dramatic spoiler and ground-effect diffuser. Even the taillights were redesigned, replacing the dated Carello units with sleeker clusters. It was unmistakably a Pantera, but one reborn.

The 1993 DeTomaso Pantera SI Targa, stylish but priced 50% higher than the coupe, saw only four units built, two of which received a rare six-speed Getrag gearbox instead of the standard five-speed ZF. (Picture from: SupercarNostalgia)

Inside, changes were more restrained. New bucket seats with fixed backs, wood veneer accents, leather upholstery, and updated switchgear kept things comfortable and refined. The air-conditioning and power mirrors were borrowed from the Maserati Biturbo, while a Momo steering wheel added a touch of sportiness. Some components carried over from earlier models, but the cabin felt suitably upscale for the price point. Airbags were never fitted, but luxuries like power windows and a CD player came standard.

 

The timing, however, couldn’t have been worse. By the time the SI reached production in late 1990, the exotic car market had collapsed. The bubble that once had collectors clamoring for supercars had popped, and a global recession was tightening wallets. High-end carmakers across Europe were hit hard—and De Tomaso was no exception.

The DeTomaso Pantera 200, a twin-turbocharged version built by British concessionaires as a single right-hand drive model for the UK, produced 500 bhp, reached 200 mph, and was tested on Top Gear in 1993. (Picture from: Supercars.net)

In a last-ditch effort to spark interest, a Targa version of the SI was introduced in 1993. Built by Carrozzeria Pavesi in Milan, the SI Targa featured a removable roof panel and additional chassis bracing. Though stylish, the Targa carried a 50% price premium over the coupe, limiting demand even further. Only four were ever made.

 

Production of the Pantera SI ended quietly in late 1993, with the final Targa completed in early 1994. De Tomaso had intended to build up to 75 cars per year, but reality proved harsher. Only 41 Pantera SIs were completed in total—38 sold to customers, two used for crash testing, and one kept by the factory. Of the four Targas produced, two received a rare six-speed Getrag gearbox instead of the standard five-speed ZF.

The DeTomaso Pantera SI GT1 saw success in British motorsport throughout the mid-1990s. (Picture from: Forum.Forza.net)

There were some interesting one-offs: a single right-hand drive version was turbocharged and sold in the UK as the Pantera 200, while another SI chassis became a GT1 race car and saw success in British motorsport throughout the mid-1990s. | Ohu5SYPH8AE |

Although it never achieved commercial success, the Pantera SI stands as a bold and beautiful swan song to one of the most charismatic nameplates in Italian motoring. It embodied the persistent spirit of Alessandro de Tomaso—a man who, despite countless obstacles, kept finding ways to bring his vision to life. The SI may have marked the end of the Pantera’s story, but what a striking finale it was. *** [EKA | FROM VARIOUS SOURCES | SUPERCARNOSTALGIA | SUPERCARS.NET | FORUM.FORZA.NET | ITALIAUTO IN X ]

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Volkswagen Beutler 1.2 Coupe: A Rare Coachbuilt Classic with Timeless Elegance

Elegant Rarity - In a world where cars often look and feel the same, it’s always refreshing to stumble upon a machine that dares to be different—one that breaks the mold not by shouting, but by whispering elegance. The Volkswagen Beutler 1.2 Coupe is exactly that kind of car. A hidden gem from a past era, this rare coupe tells a story not just of automotive innovation, but of passion, craftsmanship, and quiet rebellion against the ordinary.

The Volkswagen Beutler 1.2 Coupe, designed by brothers Fritz and Ernst Beutler in 1954, was crafted atop the humble VW Beetle platform. (Picture from: RetroMania4Ever in X)

Long before the arrival of the sleek Karmann-Ghia, the Beutler brothers—Fritz and Ernst—were already dreaming up something special. In March 1954, at the Geneva Motor Show, they introduced a car that stood apart from the utilitarian designs of the day. Built on the humble foundation of a VW Beetle, their creation brought a touch of refinement and flair to a platform more commonly known for its simplicity. Wrapped in an aluminum body with graceful lines and stylized rear wings, the Beutler Coupe was undeniably handsome. But it wasn’t just about looks—it was also larger, more aerodynamic, and surprisingly nimble despite weighing 40 kilograms more than its base model.

The Volkswagen Beutler 1.2 Coupe featured an aluminum body with graceful lines and stylized rear wings, making it undeniably handsome. (Picture from: RetroMania4Ever in X)

The brothers were no strangers to fine craftsmanship. Ernst had trained at Carrosserie Worblaufen, a coachbuilder renowned for elegance and detail, even producing award-winning designs for high-end marques like Isotta Fraschini. In 1946, the Beutlers opened their own workshop in Thun, Switzerland, and just two years later, were trusted with building bodies for the earliest Porsche 356s—a sign of their growing reputation in automotive circles.

The Volkswagen Beutler 1.2 Coupe offered a handcrafted interior with foldable leather-trimmed rear seats, custom seats and door cards, a heater, indicator lights, and even a headlamp flasher—a rare luxury in the mid-1950s.. (Picture from: ClassicDriver)

The Volkswagen Beutler 1.2 Coupe wasn’t built to be a people’s car. It was built to be something more—a bespoke, coachbuilt interpretation of what a Volkswagen could be if luxury and design took center stage. Measuring 4.35 meters in length and 1.59 meters in width, it commanded more presence than a standard Beetle, and its lower center of gravity made it handle with surprising grace. It wasn’t fast—its 1.2-liter engine pushed out just 31 horsepower—but speed wasn’t the point. This was about beauty, quality, and exclusivity. 

The Volkswagen Beutler 1.2 Coupe, powered by a 1.2-liter engine producing just 31 horsepower, prioritized beauty, quality, and exclusivity over speed. (Picture from: ClassicDriver)

And exclusivity came at a price. Priced at CHF 14,950, the Beutler Coupe cost more than twice as much as a Beetle de Luxe, and even more than a Porsche 356. But for those few willing to invest, the rewards were substantial. Buyers received a handcrafted interior with foldable leather-trimmed rear seats, custom-designed seats and door cards, a heater, indicator lights, and even a headlamp flasher—a rare luxury in the mid-1950s. Some customers went further, opting to equip their car with Porsche mechanicals, including the more powerful 356 engine and brakes.

The Volkswagen Beutler 1.2 Coupe wasn’t just about looks—it was also larger, more aerodynamic, and surprisingly nimble despite weighing 40 kilograms more than its base model. (Picture from: ClassicDriver)

The Beutler Coupe's production numbers remained small. After a light facelift in 1957, only around 28 units were ever built, with just six of those fitted with Porsche engines. Each one was unique, carefully assembled to the customer’s wishes. One such example, originally ordered by a VW garage in Vevey, Switzerland, came finished in light brown metallic with a contrasting black roof and beige interior—subtle and sophisticated. Over the years, it would eventually undergo a full restoration, thanks to a dedicated team that included a former Beutler apprentice, preserving the car’s spirit down to the smallest detail. | zv_DEIzZhE8 |

Today, the Volkswagen Beutler 1.2 Coupe stands as a reminder of what’s possible when vision meets skill. It didn’t follow trends—it set its own quiet path, far from the noise of mass production. For collectors and enthusiasts, it’s not just a car—it’s a time capsule of design purity and coachbuilt charm, a small but meaningful chapter in automotive history that continues to captivate, long after its wheels first touched the road. *** [EKA | FROM VARIOUS SOURCES | AMAZINGCLASSICCARS | CLASSICDRIVER | RETROMANIA4EVER IN X ]

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Jaguar E-Type V12: A Timeless Icon Supercharged for Today

Legacy Revved - There’s something almost poetic about how some cars age. While most vehicles slowly fade into the background with the passing years, a rare few manage to grow even more iconic. The Jaguar E-Type is one of those few—born with striking beauty, celebrated by legends like Enzo Ferrari, and now, decades later, reborn with even more attitude. If timeless design ever needed proof it could evolve without losing its soul, this might be it.

The Jaguar E-Type was the most powerful Jaguar E-Type ever created—a stunning reincarnation of a Series 3 model. (Picture from: Autoblitz)

Meet the most powerful Jaguar E-Type ever created—a stunning reincarnation of a Series 3 model, now breathing fire through a thoroughly re-engineered 6.1-liter V12 engine. Jaguar proudly calls it the most powerful E-Type in history, and the claim isn’t made lightly. This beast roars with a corrected output of 284 horsepower, thanks to a meticulous restoration project that didn’t just return the car to glory—it launched it into a new performance league.

The Jaguar E-Type showcases an array of custom upgrades both visually and technically, reflecting meticulous attention to detail in every aspect of its design and engineering. (Picture from: Autoblitz)

Originally powered by a 5.3-liter engine, the V12 under the hood has been expanded with precision engineering. The cylinder bore has been increased, now offering 6.1 liters of raw muscle. Fuel delivery has been completely revamped with a high-performance Jenvy throttle body setup, tied to a sophisticated Emerald ECU system and enhanced by a custom electrical package. Everything from spark to combustion is perfectly tuned for maximum output and throttle response.

The Jaguar E-Type supports iPod and Bluetooth connectivity—rare features for a classic of its era—complemented by XJS-sourced heated seats for added modern comfort. (Picture from: Autoblitz)

To match its muscle, a specially designed stainless steel exhaust was fitted, channeling gases from twelve individual pipes—one for each cylinder. Not only does it ensure cleaner emissions, it delivers an exhaust note that’s both ferocious and refined. Visually and technically, custom upgrades are present throughout the car. The inner sill has been strengthened, a new air intake has been integrated into a raised hood hump, and airflow management has been subtly, yet effectively improved. 

The Jaguar E-Type supports iPod and Bluetooth connectivity—rare features for a classic of its era—complemented by XJS-sourced heated seats for added modern comfort. (Picture from: Autoblitz)

Handling and control have also been brought into the modern era. A sports steering wheel gives a firmer, performance-oriented grip, while adjustable suspension and sport torsion bars ensure the ride is sharp and responsive. The braking system now features AP Racing’s four-piston calipers, providing stopping power worthy of the E-Type’s new heart. And shifting gears? That’s now handled by a modern five-speed aluminum transmission, chosen to match the driver’s unique character with perfectly calibrated internal ratios.

The Jaguar E-Type was powered by a re-engineered 6.1-liter V12 engine producing 284 horsepower, paired with a modern five-speed aluminum transmission featuring precisely calibrated internal ratios to match the driver’s unique character. (Picture from: Autoblitz)

Even the wheels on this E-Type aren’t standard fare. The 62-spoke design is exclusive, wrapped around 16-inch rims that are unlike any others seen on a Jaguar. To enhance the sports car feel, the seating position has been dropped lower. The seats themselves are borrowed from the XJS line, fitted with a heating system for modern comfort. Noise insulation has been taken seriously too, with Dinamat soundproofing wrapped around the cabin for a quieter, more refined ride.

The Jaguar E-Type featured exclusive 62-spoke wheels wrapped around unique 16-inch rims and a lowered seating position to enhance the sports car feel. (Picture from: Autoblitz)

Yet for all its vintage lines, this E-Type has no problem keeping up with the digital age. Inside, it supports iPod and Bluetooth connectivity—rare features in any classic, let alone one from this era. Lighting has been fully upgraded to LED, with smart touches including underbody and interior lights placed strategically in the doors, footwells, and even the trunk. On the outside, Daytime Running Lights add a futuristic touch without disturbing its nostalgic silhouette. Please note that the following video features a different 1961 Jaguar E-Type and is not related to the specific car discussed above. | j_y4wzR1Y70 |

Seeing this Jaguar glide down the road today feels like watching history flex its muscles in real-time. It’s not just a restoration—it’s a rebirth. A fusion of heritage and high-performance engineering, modern comfort and classic charm. It's proof that a legend can evolve without losing its magic, and sometimes, the past really is just the beginning. *** [EKA | FROM VARIOUS SOURCES | CLASSICCARS | CARANDCLASSIC | JAGMANSCARMAGAZINE IN X  ]

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Škoda Favorit Makes a Comeback as Sleek Electric Concept

Electric Heritage - In a world where automotive design constantly evolves to meet new technological and environmental standards, it’s always exciting when a car from the past finds its way into the future with a fresh twist. Nostalgia may drive interest, but it’s innovation that gives it staying power. One such example comes from Škoda, a brand that’s often quietly consistent, yet surprisingly bold when it wants to be. Their latest creation is a loving yet forward-thinking nod to a classic: the Škoda Favorit EV Concept.

The Škoda Favorit EV Concept is reimagined as a modern electric car, blending the original Bertone-designed lines with the brand’s new Modern Solid design language. (Picture from: Autocar)

Originally launched in the late 1980s, the Favorit was Škoda’s compact hatchback designed by none other than Bertone, the Italian design house known for its automotive flair. It stood apart from the crowd with a boxy charm that carried a practical soul. Fast forward to today, and the Favorit is back—but this time as a sleek, all-electric vision of what the car could be in a modern world. This isn't a simple retro revival. It’s a reinterpretation meant to respect its roots while fully embracing the present.

The Škoda Favorit EV Concept features a taller body structure to better accommodate the floor-mounted battery pack, highlighting not just style but function—a key aspect in the evolution of electric vehicles. (Picture from: Autocar)

At the heart of this transformation is Ljudmil Slavov, a designer who poured around 120 hours of his own time into the project. Rather than copy-and-paste vintage elements or rely on nostalgic gimmicks, he focused on capturing the spirit of the original. The idea was clear: maintain the essence of the 1987 model, while giving it the presence and relevance to stand among today’s crossover-heavy market. Slavov emphasized a taller body structure to better accommodate the battery pack in the floor, reflecting not just style but function—a key trait in the evolution of electric vehicles. 

The original Favorit was Škoda’s compact hatchback, designed by none other than Bertone and launched in the late 1980s.. (Picture from: Carrozzieri-Italiani)

Visually, the updated Favorit smartly sidesteps the gloss-black “Tech Deck” face found on some of Škoda's latest models like the Elroq and Enyaq. Instead, Slavov chose to refine the original’s simplicity, elevating its minimalist DNA into something more streamlined and purposeful. From experimenting with different grille designs and headlight shapes to countless sketches and peer reviews, the process was anything but simple. And yet, the result feels effortlessly balanced—modern, but not disconnected from its heritage.

The front three-quarter view of the Škoda Favorit EV Concept in design sketches by Ljudmil Slavov features new grille designs and revised headlight shapes. (Picture from: Autocar)

There are subtle nods throughout the exterior to remind fans of the original. The LED running lights and cleverly hidden main-beam lamps echo the distinct shape of the classic Favorit’s lighting. The illuminated Škoda badging front and rear adds a futuristic glow, while the wheel designs reflect the placeholders traditionally used in design proposals—another quiet nod to the development process itself.

Left side view of the Škoda Favorit EV Concept in design sketches by Ljudmil Slavov, who chose to refine the original’s simplicity, elevating its minimalist DNA into a more streamlined and purposeful form. (Picture from: Autocar)

Even with no clear images of the interior, small but thoughtful touches speak volumes. The headrests, for instance, mimic the open-centred ones found in the original, and the choice of brown leather upholstery hints at the fashion sensibilities of the late '80s, marrying past and present in a way that feels neither forced nor outdated. 

Rear three-quarter view of the Škoda Favorit EV Concept in design sketches by Ljudmil Slavov features subtle nods to the original throughout the exterior, while the illuminated Škoda badging front and rear adds a futuristic glow. (Picture from: Autocar)

But the passion project didn’t stop at the passenger model. Slavov also designed a rally-inspired version, paying tribute to the Favorit’s underappreciated success in the World Rally Championship’s F2 class during the early '90s. With a wider stance, raw plastic bumpers, and a classic livery in white, green, and red, this version channels the spirit of the iconic Favorit 136 L/A, reinforcing that performance and heritage still matter, even in an electric era.

The front three-quarter view of the Škoda Favorit EV Concept, as illustrated in design sketches by Ljudmil Slavov, pays tribute to the Favorit’s underappreciated success in the World Rally Championship’s F2 class during the early ’90s, featuring a wider stance, raw plastic bumpers, and a classic white, green, and red livery. (Picture from: TopGear)

Škoda has explored reimagining other classic models before—like the 1203 van, the Popular Monte Carlo, and the 130RS—but this new Favorit might be the most balanced yet. It's not just about visual throwbacks or tech showcases. It’s about understanding what made the original special and using today’s tools to express that in a new, forward-looking way. 

The rear three-quarter view of the Škoda Favorit EV Concept, depicted in design sketches by Ljudmil Slavov, channels the spirit of the iconic Favorit 136 L/A, underscoring that performance and heritage remain relevant—even in the electric era. (Picture from: TopGear)

This reimagined Škoda Favorit isn’t destined for production—at least not yet—but its existence is a refreshing reminder of how history and innovation can coexist. It’s proof that even a practical hatchback from the past can be reborn as something entirely new, yet still unmistakably itself. *** [EKA | FROM VARIOUS SOURCES | SKODA STORYBOARD | AUTOCAR | CARSCOOPS | TOPGEAR | CARROZZIERI-ITALIANI ]

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