Supersized Precision - When you think of a Lamborghini Gallardo, you probably imagine a sleek, low-slung supercar zipping through the streets, its engine howling with power and its design practically oozing Italian craftsmanship. But what if that car needed to fit someone who stands at a staggering 7-foot-1? That’s where this story takes a wild turn—one only a larger-than-life personality like Shaquille O’Neal could pull off.
Shaquille O’Neal’s one-of-a-kind Lamborghini Gallardo was custom-built to fit the 7-foot-1 giant himself. (Picture from: CelebCars in X)
Shaq is no stranger to bold moves, whether he’s slam-dunking on the court or collecting a garage full of exotic rides. But his experience with the Gallardo wasn’t about flaunting wealth or chasing headlines. It was about solving a genuine problem—his size. The Lamborghini Gallardo, like most supercars, wasn’t built with giants in mind. For someone of Shaq’s height, just getting inside one of these machines is nearly impossible. So, rather than give up on his dream ride, he decided to bend the rules—and some metal—just a little.
To
build this custom ride, Shaq purchased two Gallardos—one brand new and
one used—and merged them into a longer, Shaq-sized supercar.(Picture from: Jalopnik)
The solution? Buy two Gallardos—one brand new and one used—and combine them into a single, longer, more Shaq-friendly machine. That’s exactly what he did, dropping a jaw-dropping $600,000 in the process. He handed the challenge over to Gaffoglio Family Metalcrafters, an expert coachbuilder known for aerospace-level precision and custom automotive wizardry. Based in the U.S. but with roots in Argentina, Gaffoglio took on the task with the kind of craftsmanship that makes the whole thing feel more like art than mechanics.
Shaquille O’Neal’s one-of-a-kind Lamborghini Gallardo custom-built car creation cost him a staggering $600,000, as he entrusted the project to Gaffoglio Family Metalcrafters—renowned for their aerospace-grade precision and custom automotive craftsmanship. (Picture from: Jalopnik)
To get the job done, Gaffoglioessentially stretched theGallardo’sbody by 12 inches. This meant extending the doors, roofline, and side windows—all without ruining the unmistakable look of the car. The team worked carefully to make sure the final product looked as close to the originalGallardoas possible. According to George Gaffoglio himself, the goal was for people to look at the car and not even realize anything had changed. And from most angles, they succeeded. Well, almost.
Shaquille O’Neal’s one-of-a-kind Lamborghini Gallardo custom-built car creation features a noticeable mid-section tweak that may reduce agility in tight corners, but prioritizes comfort for its larger-than-life driver. (Picture from: TheDrive)
If you look closely enough, there’s an obvious mid-section tweak that hints at its transformation. It’s a compromise that might make the car less nimble around tight corners, but for Shaq, comfort came first. After all, what’s the point of owning a Lambo if you can’t even sit in it? just a little.
In one of his books, Shaq shared the hilarious truth behind the modification, saying, “They had to chop them both in half and then superglue it together.” That might sound like a joke, but there’s some real automotive genius behind the humor.
Shaquille O’Neal’s one-of-a-kind Lamborghini Gallardo custom-built car creation was stretched by 12 inches by Gaffoglio, requiring extended doors, roofline, and side windows—all while preserving the car’s unmistakable design. (Picture from: MotorForms in X)
Eventually, Shaq sold the car for just over $110,000—a huge loss compared to what he spent. But when your net worth is somewhere around $400 million, it’s a drop in the bucket. The real value was never about resale. It was about building something unique, something that worked for him, and something that no one else could quite replicate. | qzeJeAKaRA8 |
Shaq’s customized Gallardomight not be the fastest or most elegant Gallardo ever made, but it just might be the most memorable. It's a one-of-a-kind creation that shows what happens when passion meets possibility—when even the limits of design are stretched, quite literally, to make room for someone who refuses to settle for anything less than extraordinary. Curious to see another custom car built for a 7-foot giant?Click here. *** [EKA | FROM VARIOUS SOURCES | METALCRAFTERS | THEDRIVE | JALOPNIK | MOTORAUTHORITY | SUPERCARBLONDIE | MOTORFORMS IN X | CELEBCARS IN X ]
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Elegant Resilience - The story of automobiles is often told through icons that define eras, but few vehicles can claim the legendary status of the Citroën DS. Born from the bold vision of the French manufacturer Citroën, this car immediately stood out with its fluid, teardrop-shaped body—a design so advanced it seemed to arrive from the future. Its name, “DS,” comes from the French word déesse, meaning “goddess,”reflecting the perfect balance of elegance, strength, and innovation that made the car unforgettable.
The 1968 Citroën DS 21 Presidentielle, one of the rarest and most luxurious variants, was crafted to the president’s exact specifications, featuring the longest presidential car length of its time, a front design by Opron and Dargent, and an elegant two-tone gray exterior accented with a gold-plated Citroën logo. (Picture from: Wikipedia)
When the DS debuted at the 1955 Paris Motor Show, it astonished visitors with features far beyond the standard of the day. The car’s aerodynamic design, hydropneumatic suspension, and innovative engineering sparked fascination, leading to over 80,000 reservations before the event even closed—a testament to the immediate impact it had on the automotive world.
The 1968 Citroën DS 21 Presidentielle featured an interior of stretched leather, rare wood detailing, a minibar, refrigerator, reading lights, and even a foldable desk, seamlessly blending luxury with functionality. (Picture from: Wikipedia)
Among all DS models, one particular version etched its place into history. On August 22, 1962, the standard 1962 Citroën DS 19became more than just a luxury car—it became a lifeline. President Charles de Gaulle was targeted in an assassination attempt at Le Petit-Clamart, near Paris, by Jean-Marie Bastien-Thiry, a veteran of the Algerian colonial war.
The standard 1962 Citroën DS 19 that belonged to former French President Charles de Gaulle was displayed on March 8, 2012, at a Citroën showroom during an exhibition of France's presidential cars.(Picture from: Yahoo!News)
The DSabsorbed dozens of 9 mm bullets, its tires flattened and body punctured, yet the car remained remarkably stable thanks to its hydropneumatic suspension. The driver managed to escape the ambush, and this extraordinary performance solidified the DS’s reputation not just as an elegant vehicle but as an engineering marvel capable of withstanding extreme conditions. From that day on, de Gaulle committed to using Citroën cars exclusively.
The French President Charles de Gaulle, riding in his iconic Citroën DS 19, was warmly greeted by crowds lining the streets as his car passed by. (Picture from: CintaMobil)
By 1968, Citroën and the distinguished coachbuilder Chapron collaborated to producethe Citroën DS 21 Presidentielle, one of the rarest and most luxurious variants of the model. Designed with the president’s specific requirements in mind, this limousine was the longest presidential car in the world at the time. Its front styling reflected the vision of designers Opron and Dargent, while its exterior showcased a refined two-tone gray finish with a gold-plated Citroën logo.
During the 1962 assassination attempt, the French President Charles de Gaulle's Citroën DS 19 was struck by dozens of 9 mm bullets, leaving its body riddled with holes and its tires flattened, yet remarkably maintaining its stability. (Picture from: Wikipedia)
Inside, stretched leather, rare wood detailing, a minibar, refrigerator, reading lights, and even a foldable desk combined luxury with functionality. Despite its grandeur, de Gaulle preferred the regular DS sedan for daily use, valuing direct conversation with his driver. Only onePresidentielle was ever constructed, later replaced by the Citroën SM Presidentielle in 1972. | 5sBsNgClRvM |
Today, the Citroën DS continues to captivate enthusiasts, collectors, and admirers of automotive innovation. Beyond its striking design, it represents a fusion of beauty, technological brilliance, and historical significance. This legendary vehicle stands as a reminder that a car can be more than transportation—it can embody artistry, courage, and an enduring legacy that continues to inspire generations. *** [EKA | FROM VARIOUS SOURCES | HAGERTY | CARSTYLING.RU | FRENCHCLASSICS | YAHOO!NEWS | WIREDPEN | WIKIPEDIA ]
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Hyper Revival - Every once in a while, the automotive world witnesses a rebirth of greatness—an evolution where the past and present collide to produce something truly exceptional. When it comes to supercars that embody legacy, innovation, and artistry, few stories are as captivating as that of the McLaren P1 HDK. It is not just a modern masterpiece, but a living tribute to one of the most iconic vehicles in motorsport history: the McLaren F1. Through the hands of British specialists at Lanzante Ltd, this extraordinary machine has been reborn with a sharp new identity, redefining what it means to own and experience a hypercar in today’s world.
The McLaren P1 HDK288 and the Verde Ermes example represent the first and second units created by Lanzante as part of the exclusive HDK program, both completed prior to 2022. (Picture from: Evo.co.uk)
Lanzante, a name already etched in motorsport prestige thanks to their victorious run at Le Mans and deep-rooted expertise with McLaren vehicles, has pushed the boundaries once again with the P1 HDK. Drawing inspiration from the ultra-rare McLaren F1 HDK (High Downforce Kit), Lanzante has introduced a limited series of reimagined P1s that blend heritage cues with extreme performance upgrades. Each unit undergoes a meticulous transformation, turning what is already a world-class hypercar into a piece of rolling art with a historical soul.
The McLaren P1 HDK, shown at the 2024 London Concours, is the third of nine P1s to be converted by Lanzante to HDK specification, effectively creating a road-going P1 GTR. (Picture from: LondonConcours in X)
The process begins with a full disassembly of the P1, stripping it down to its carbon fiber monocoque tub. This foundational step allows Lanzante to reconstruct the car with precision, equipping it with bespoke components designed to handle an aggressive increase in aerodynamic load. To do this, they install completely new suspension elements and uprights. The bodywork, too, sees a dramatic evolution—borrowing directly from the P1 GTR with a more prominent rear wing, louvered front fenders, and wider rear body panels that both echo the original HDK design and serve a functional performance role.
The McLaren P1 HDK drawing inspiration from the ultra-rare McLaren F1 HDK (High Downforce Kit). (Picture from: Carscoops)
What truly elevates the P1 HDK beyond visual enhancements, however, lies beneath the rear engine cover. At the request of discerning clients, Lanzante has partnered with legendary engineering firm Cosworth to develop a completely revised powertrain. The standard 3.8-liter twin-turbo V8 makes way for a reengineered 4.0-liter version. This isn’t a simple remap or bolt-on upgrade—the engine internals are thoroughly reworked, featuring a long-stroke crankshaft, new pistons and liners, titanium valves, con rods, and ported cylinder heads. Even the turbochargers are serviced and recalibrated to handle the increase in force. The result? A staggering jump in output to nearly 1000 brake horsepower, accompanied by a torque increase to 1050Nm. The powerband is smoother and more linear, offering a more engaging and responsive driving experience across the rev range.
The McLaren P1 HDK288 bodywork, sees a dramatic evolution—borrowing directly from the P1 GTR with a more prominent rear wing, louvered front fenders, and wider rear body panels that both echo the original HDK design and serve a functional performance role. (Picture from: Mouse-Motors)
In terms of aesthetics and material detail, Lanzante has taken no shortcuts. Each P1 HDK is adorned with exquisite, handcrafted elements that pay tribute to the legendary F1. Gold heat shielding wraps the engine bay—a nod to the gold foil used in the McLaren F1for thermal management. Satin gold brake calipers with red accents reference the original HDK cars, while the carbon fiber wheels and ceramic exhaust system take performance and weight savings into the modern era. Even the bonnet badge and HDK-specific rear badging are unique pieces, curated to distinguish this version from any other P1 ever made.
The McLaren P1 HDK in Verde Ermes, as the second example, captured the attention of enthusiasts at the 2022 Goodwood Festival of Speed. (Picture from: Evo.co.uk)
The interior continues this theme of tailored excellence. Gloss black switchgear contrasts beautifully with exposed carbon fiber surfaces. Unique HDK headrest embossments, custom sill plaques, and Daytona-style seating inspired by the F1 HDK offer a direct link to its ancestor while ensuring the driver feels cocooned in something rare and purposeful. Small details, like the replacement of the factory IRIS button with Lanzante’s own emblem, underline the brand’s attention to crafting a cohesive, luxury-centered identity.
The McLaren P1 HDK—pictured here in the Verde Ermes example—features a prominent rear wing and a ceramic exhaust system that bring modern performance and weight-saving innovations to the forefront. (Picture from: Evo.co.uk)
So far, only a handful of P1s have undergone this exquisite transformation. The Verde Ermes-colored P1 HDK288 made waves during its debut at Pebble Beach, while a second example caught the eyes of enthusiasts at the Goodwood Festival of Speed. With a total production cap of just nine units, each one is a collector’s dream—an ultra-rare embodiment of performance, beauty, and automotive history. These are not cars simply made to be driven; they are built to be revered. | jVmYRS40TUU |
At its core, the McLaren P1 HDK is more than just a reinterpretation of an icon—it is a celebration of legacy with a contemporary heartbeat. It proves that even in a world where electric and hybrid technology leads the charge, there is still room for craftsmanship, passion, and performance-driven engineering. With Lanzante’s signature vision and McLaren’s racing DNA as its foundation, the P1 HDK is a stunning reminder that some stories never really end—they just evolve into new legends. *** [EKA | FROM VARIOUS SOURCES | EVO.CO.UK | MOUSE-MOTORS | LONDONCONCOURS IN X | CARSCOOPS ]
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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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Shaq’s customized Gallardo might not be the fastest or most elegant Gallardo ever made, but it just might be the most memorable. It's a one-of-a-kind creation that shows what happens when passion meets possibility—when even the limits of design are stretched, quite literally, to make room for someone who refuses to settle for anything less than extraordinary. Curious to see another custom car built for a 7-foot giant? Click here. *** [EKA | FROM VARIOUS SOURCES | METALCRAFTERS | THEDRIVE | JALOPNIK | MOTORAUTHORITY | SUPERCARBLONDIE | MOTORFORMS IN X | CELEBCARS IN X ]
