Lone Racer - Some cars are built to win championships, others to make a statement—and a rare few manage to do both, even if their time in the spotlight is heartbreakingly short. The De Tomaso Sport 5000 Spyder by Fantuzzi sits in that last, most elusive category: a one-off creation with the style of a dream, the engineering of a racing thoroughbred, and a story that blends ambition, artistry, and a little bit of tragedy.
The DeTomaso Sport 5000 Spyder by Fantuzzi differed from its P70 Spyder companion with a taller windscreen featuring a wiper and more conventional doors to meet FIA racing regulations. (Picture from: AmazingClassicCars in Facebook)
Its roots stretch back to a man whose own life read like a film script. Alejandro de Tomaso, born into a wealthy and politically connected family in Argentina, was more than just a talented racing driver—he was a man on the run, having fled to Italy in 1955 after being implicated in a plot against President Juan Perón. In Modena, the beating heart of European motorsport, he married American heiress Isabelle Haskell, herself a racing enthusiast and the granddaughter of General Motors founder William C. Durant. Surrounded by Italy’s finest craftsmen and engineers, de Tomaso set out to create machines that were as daring in design as they were in performance.
The 1965 De Tomaso Sport 5000 Spyder by Fantuzzi, a singular prototype with an open-top design featuring covered rear wheels and a driver-adjustable rear wing, embodied cutting-edge aerodynamics. (Picture from: AmazingClassicCars)
His early masterpiece, the 1963 Vallelunga coupe, might have been powered by a humble Ford Cortina engine, but its pressed steel backbone chassis and advanced engineering gave it the agility and stiffness of a purebred racer. That success lit the fuse for a bolder project: in 1965, the P70 Spyder. Conceived with American racing icon Carroll Shelby and designer Pete Brock, it was meant to storm the Can-Am series and European endurance races. The chassis carried the DNA ofthe Vallelunga, but with a snarling Shelby-tuned 289-cubic-inch Ford V8, a Colotti five-speed transaxle, and a futuristic Fantuzzi-crafted body.
The 1965 De Tomaso Sport 5000 Spyder by Fantuzzi has a stripped-down cockpit with blue bucket seats, a wooden steering wheel, and a simple race-ready dashboard.(Picture from: RMSothebys)
The partnership with Shelby, however, crumbled when he left to focus on Ford’s struggling GT40 program. Yet de Tomaso didn’t abandon the vision entirely. He pressed on, giving birth to a sibling machine: the Sport 5000 Spyder. Built on the same backbone chassis as the P70 but tailored to meet FIA rules, it gained a taller windscreen, wipers, and conventional doors. Fantuzzi’s curves remained, but now they framed a car destined for official international racing.
The 1965 De Tomaso Sport 5000 Spyder by Fantuzzi powered by a snarling Shelby-tuned 289-cubic-inch Ford V8, a Colotti five-speed transaxle.(Picture from: RMSothebys)
Its big day came on July 17, 1966 at the Mugello 500 KM in Italy. Behind the wheel was Roberto Bussinello, a trusted De Tomaso ally and works Alfa Romeo driver. The race was grueling, the competition fierce—and heartbreak struck early when a mechanical failure forced the lone Sport 5000 Spyder to retire. That single outing would be both its debut and swan song.
The 1965 De Tomaso Sport 5000 Spyder by Fantuzzi used a mock-up chassis with a poor interpretation of Pete Brock’s design, prompting a dissatisfied Carroll Shelby to send Brock to Italy to personally oversee the construction of the first running car’s body. (Picture from: RMSothebys)
After Mugello, the unique chassis SP5000-001 returned quietly to Modena, gathering dust for nearly forty years until de Tomaso’s death in 2003. From there, it passed into the hands of a Belgian enthusiast before finding a new home with a collector in the United States. Unlike its sibling P70, which has been fully restored, the Sport 5000 Spyder remains strikingly original, almost as if frozen in time. | 9vKqTl4Xp-E |
Today, this one-of-a-kind car is more than a relic—it’s a living snapshot of what Italian sports prototype racing could have been if Shelby had stayed in the project. Its untouched condition tells of an era when craftsmanship, courage, and collaboration were everything. Though it raced only once, the De Tomaso Sport 5000 Spyder by Fantuzzi has achieved something few cars ever do: it has transcended the track to become pure legend, a singular piece of motorsport history that will always inspire those who believe in chasing impossible dreams. *** [EKA | FROM VARIOUS SOURCES | RMSOTHEBYS | RMSOTHEBYS IN X | AMAZINGCLASSICCARS | AMAZINGCLASSICCARS IN FACEBOOK | ULTIMATECARPAGE ]
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Bold Oddity - Back in 2004, something unexpected happened in the world of concept cars. While major manufacturers were polishing their precision-tuned prototypes, a small design studio in North Macedonia—AGV Design—unveiled something that looked like it came straight from a science fiction sketchbook. The Veda Concept was not built for practicality, mass production, or even functionality. It was built to turn heads—and maybe scratch a few in confusion.
The 2004 AGV Design Veda Concept stands out with its striking orange bodywork, dramatic split windshield, exposed multi-lens headlights, and sweeping, futuristic curves that challenge conventional car design. (Picture from: AllCarIndex)
The Veda’s shape was unmistakable: a bright orange body, massive black side scoops, and a sleek, one-piece windshield that flows seamlessly across the cockpit. It wasn’t subtle. It didn’t try to be. Its headlights—four of them, arranged in symmetrical stacks—jut out like the eyes of an alien insect. The whole thing looked like it belonged in a video game or on a movie set, not a real-world parking lot.
The 2004 AGV Design Veda Concept featuring a dramatic front fascia with a pronounced central crease, teardrop fenders, and four protruding headlights on each side that resemble insect eyes — a bold, unconventional design that drew curious stares and plenty of questions. (Picture from: AllCarIndex)
There were no official engine specs, no performance figures released, leaving the car’s true capabilities a mystery. But that air of ambiguity only added to its allure. Whether it was built to roar down highways or simply to spark imagination, the Veda Concept stood out as a daring expression of design freedom—unbound by convention and driven by vision, not specification sheets.
The 2004 AGV Design Veda Concept shown from the side, revealing its exaggerated wheel arches, ultra-low stance, and dramatic blacked-out side intakes that dominate the flowing orange bodywork—an eccentric and theatrical design that captures attention from every angle. (Picture from: AllCarIndex)
North Macedonia isn’t exactly known for its automotive contributions, which makes the Veda even more intriguing. For a small team from a lesser-known corner of Europe to create something this wild is a reminder that creativity knows no borders. The Veda Concept may not have changed the industry, but it stood out in a world that often plays it safe.
The 2004 AGV Design Veda Concept, seen from a bold rear three-quarter view, showcases its sculpted haunches, dual central exhausts, minimalist round taillights, prominent rear wing, and wide stance—all combining to deliver an aggressive, futuristic look accentuated by black details and an exposed engine cover. (Picture from: AllCarIndex)
In the end, the AGV Design Veda Concept wasn’t made to be driven—it was made to be noticed. And even if the world didn’t notice much at the time, it’s hard to forget once you’ve seen it. *** [EKA | FROM VARIOUS SOURCES | ALLCARINDEX | CCDISCUSSION ]
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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 CN7could 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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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 beforethe Diablowas 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)
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 SIwore 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 SInow 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 fromthe 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 Targacarried 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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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 likeIsotta Fraschini. In 1946, the Beutlers opened their own workshop in Thun, Switzerland, and just two years later, were trusted with building bodies forthe 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 Coupecost more than twice as much asa 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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His early masterpiece, the 1963 Vallelunga coupe, might have been powered by a humble Ford Cortina engine, but its pressed steel backbone chassis and advanced engineering gave it the agility and stiffness of a purebred racer. That success lit the fuse for a bolder project: in 1965, the P70 Spyder. Conceived with American racing icon Carroll Shelby and designer Pete Brock, it was meant to storm the Can-Am series and European endurance races. The chassis carried the DNA of the Vallelunga, but with a snarling Shelby-tuned 289-cubic-inch Ford V8, a Colotti five-speed transaxle, and a futuristic Fantuzzi-crafted body.
Today, this one-of-a-kind car is more than a relic—it’s a living snapshot of what Italian sports prototype racing could have been if Shelby had stayed in the project. Its untouched condition tells of an era when craftsmanship, courage, and collaboration were everything. Though it raced only once, the De Tomaso Sport 5000 Spyder by Fantuzzi has achieved something few cars ever do: it has transcended the track to become pure legend, a singular piece of motorsport history that will always inspire those who believe in chasing impossible dreams. *** [EKA | FROM VARIOUS SOURCES | RMSOTHEBYS | RMSOTHEBYS IN X | AMAZINGCLASSICCARS | AMAZINGCLASSICCARS IN FACEBOOK | ULTIMATECARPAGE ]
