Heritage Hybrid - In a world where car design is constantly evolving—especially with the help of AI—it's not unusual to see digital mashups that blur the lines between reality and imagination. Platforms like social media are full of creations that look almost believable: a Citroën front, a Renault 8 rear, and a name like Citronault 8 that sparks curiosity.
The Citronault 8 is believed to be an AI-generated imaginary car, blending the front of a Citroën 2CV with the rear of a Renault 8. (Picture from: phn16 in X)
Yet behind these AI-generated fantasies lies the story of a real hybrid, a charming oddity born not from digital dreams, but from practical needs and creative thinking—meet the Citroneta, a classic French-Chilean crossbreed that once ruled the roads of South America.
The first version of the Citroneta was launched in 1957, featuring only two doors and a simple, utilitarian design tailored to meet the basic transportation needs of the time. (Picture from: Citroenet.org.uk)
The tale of the Citroneta begins in the mid-20th century, during a time when Citroën was spreading its wings beyond France. While the company had already begun selling cars in several countries, the 1950s marked a new era of global ambition. By 1955, Citroën had officially landed in Chile, setting up a local subsidiary called Citroën Chilena S.A.in the city of Arica. What started as a typical overseas operation quickly turned into a unique chapter in automotive history.
The Citroneta—its name blending “Citroën” and “camioneta” (Spanish for small truck or van)—was more than a modified 2CV, emerging as a distinct vehicle of its own, with early models powered by a modest 425 cc engine producing around 13.5 horsepower. (Picture from: Citroenet.org.uk)
By 1957, Citroën's Chilean team was not content with simply assemblingthe standard 2CV. They had a bigger vision—one that reflected the everyday lives of Chileans. The designers got to work crafting a body that could handle both urban commutes and rural tasks. Chilean farmers needed to carry produce, animals, and supplies, while city residents sought a reliable and affordable way to get around. So, the engineers ditched the convertible roof and created something new: a two-door pickup-style vehicle with an open boot—practical, sturdy, and undeniably quirky.
The manufacture of the Citroneta began in Arica toward the end of the 1950s, marking a unique chapter in Chile’s automotive history. (Picture from: en.Escuderia)
The result was the Citroneta, a name combining “Citroën” and “camioneta” (Spanish for small truck or van). It wasn’t just a modified 2CV; it was a new character altogether. The first models came with a modest 425 cc engine pushing out around 13.5 horsepower, but that was enough to win hearts. In a time when massive American V8s dominated fantasies, the little Citronetamade people laugh—but then, it made them proud. It became the first car many Chileans could afford, and in time, the one they’d never forget.
In the 1960s, a new version of the Citroneta was introduced, featuring four doors and a trunk lid, offering greater convenience and practicality. (Picture from: en.Escuderia)
Locally made parts helped keep production costs low, while the chassis and engine still arrived from France. That mix of local ingenuity and French engineering proved to be a recipe for success. Chilean streets began to fill with these unique pickups, and soon, nearly everyone had a story involving a Citroneta. Whether hauling fruit or driving families through town, the car was more than transportation—it was part of the cultural fabric.
The Citroneta’s 4-door version came equipped with a functional trunk lid, giving the vehicle a more refined and complete appearance while still maintaining its rugged utility and practical design suited for everyday use. (Picture from: Citroenet.org.uk)
As the years went by, the Citroneta evolved. In the early 1960s, it gained four-door versions and a trunk lid, giving it a more refined look while maintaining its rugged utility. Later, a more traditional pickup-style version emerged, with squared-off edges more in line with European van designs. But it never lost its charm or its identity as something distinctly Chilean.
The Chilean factory also developed this distinctive pick-up version of the Citroneta, which was manufactured locally in the late 1960s to suit regional demands. (Picture from: Citroenet.org.uk)
By the end of the 1970s, however, the winds of change were blowing through the global car market. Japanese and Korean automakers were rising fast, offering vehicles that were hard to beat in price and performance. Despite its beloved status, the Citroneta couldn’t keep up. Production finally stopped in 1979, but by then, it had already secured its place in history.
The Arica factory produced this special Citroneta ambulance version in the mid-1970s, designed to meet local emergency transport needs. (Picture from: Citroenet.org.uk)
Today, the Citronetalives on in the memories of those who drove it, in vintage photos, and in the occasional well-preserved example rolling down a Chilean road. It was more than a car; it was a symbol of creativity, adaptation, and a bit of rebellion against automotive norms.
Unlike the AI-born hybrids that fill our feeds with curiosity, the Citroneta was a real, working, practical miracle—a rolling testament to what happens when design meets real-world necessity with a dash of local soul. *** [EKA | FROM VARIOUS SOURCES | CITROENET.ORG.UK | EN.SCUDERIA | PHN16 IN X ]
Note: This blog can be accessed via your smart phone.
Pure Mastery - A new chapter in American automotive craftsmanship is unfolding, and it comes roaring in the form of an extraordinary hypercar. Hennessey has once again pushed the boundaries of speed, design, and personalization with the launch of the one-of-a-kind Venom F5 Revolution LF. This isn’t just another supercar; it’s a bold statement of engineering excellence and pure driving passion, made tangible through power, precision, and individuality.
The Venom F5 Revolution LF, unveiled at Monterey Car Week 2025’s The Quail, is a 2,031 bhp masterpiece built for American enthusiast Louis Florey, embodying Hennessey’s new Maverick division where engineering brilliance meets bespoke creativity. (Picture from: Hennessey in X)
The Venom F5 Revolution LF, revealed at Monterey Car Week 2025’s The Quail, is a breathtaking 2,031 bhp machine built for the American enthusiast Louis Florey. It embodies the essence of Hennessey’s new Maverick division, where the company’s engineering prowess meets bespoke creativity. Every detail of this hypercar, from its Cocoa Brown exposed carbon fiber to its horology-grade switchgear, has been crafted to ensure an intimate connection between car and driver.
The Venom F5 Revolution LF showcases meticulous details, from Cocoa Brown exposed carbon fiber to horology-grade switchgear, all designed to create an intimate bond between car and driver. (Picture from: Autoevolution)
Underneath its sculpted body lies a fully upgraded 6.6L twin-turbo Fury V8, now delivering a staggering 2,031bhp—an increase from the previous 1,817bhp. This raw power is channeled through a rare gated six-speed manual gearbox, giving the driver an analog, visceral experience that is increasingly rare in the world of hypercars. Complementing this powerhouse is an all-new carbon monocoque chassis, designed to be stiffer, lighter, and more accommodating, with improved seating ergonomics and a more spacious footwell, making the extreme performance more manageable and engaging.
The Venom F5 Revolution LF stands apart through Maverick’s unmatched personalization, blending solid aluminum center consoles, bespoke finishes, and meticulously crafted details into a driving experience that is deeply personal and unmistakably American in spirit.(Picture from: Autoevolution)
Aerodynamics have received a careful, thoughtful evolution. The LF features a redesigned front splitter, reshaped dive planes, newly integrated louvres, and a rear deck with a subtle lip spoiler, topped by a significantly taller rear wing. These enhancements work in harmony to increase downforce and stability, allowing the car to harness its newfound horsepower safely and effectively. Hennessey’s commitment to performance doesn’t stop at brute strength; the LF’ssuspension has been upgraded to match, providing an environment that is both responsive and exhilarating.
The Venom F5 Revolution LF houses a fully upgraded 6.6L twin-turbo Fury V8 producing 2,031bhp—up from 1,817bhp—channeled through a rare gated six-speed manual that delivers an analog, visceral driving experience uncommon in today’s hypercars. (Picture from: Hennessey in X)
What truly sets this Venom F5 apart is the level of personalization made possible through the Maverick division. From solid aluminum center consoles to bespoke interior finishes, the LF is a showcase of what happens when automotive craftsmanship meets client imagination. Each switch, each contour, and each surface has been considered to maximize engagement, offering a driving experience that is intensely personal and unmistakably American in spirit.
The Venom F5 Revolution LF is more than a hypercar, serving as the pinnacle of Hennessey’s vision while previewing the upcoming Venom F5 Evolution with its 2,031bhp and advanced aerodynamics that bridge one-off mastery with future production standards. (Picture from: Hennessey in X)
This unique F5 LF is more than a hypercar; it represents the peak of Hennessey’s vision for the future. It previews the innovations of the upcoming Venom F5 Evolution, where every vehicle will incorporate 2,031bhp and improved aerodynamic features from the outset, bridging the gap between one-off mastery and future production standards. The LF stands as both a benchmark and an inspiration—proof that American hypercar engineering can rival the best in the world while remaining unapologetically individual. | atL8KKrkhp0 |
With the Venom F5 Revolution LF, Hennessey has redefined what it means to create an American hypercar. It’s not just about speed or power; it’s about the seamless fusion of innovation, artistry, and personal expression. In every curve, every rev, and every shift, the LF delivers a driving experience that is rare, thrilling, and distinctly monumental—ushering in a new era of American hypercar excellence. *** [EKA | FROM VARIOUS SOURCES | HENNESSEY IN X | HENNESSEY | TOPGEAR | AUTOEVOLUTION ]
Note: This blog can be accessed via your smart phone.
Undercover Muscle - Sometimes, the journey to greatness takes the most unexpected path—one filled with disguise, ingenuity, and a little bit of Aussie muscle. In the case of the Chevrolet Corvette C8, that journey began not in the wind tunnels of Detroit or the sketchbooks of stylists, but in the body of an Australian utility vehicle—specifically, a Holden SS-V Ute. This unassuming pickup truck became the unlikely foundation for what would evolve into one of America's most celebrated modern supercars. And if you were on the road during its early testing days, chances are you wouldn’t even know what you were looking at.
The Holden SS-V Ute, nicknamed Blackjack, became the unexpected foundation for what would eventually evolve into one of America's most celebrated modern supercars — the Chevrolet Corvette C8. (Picture from: CarBuzz)
It was called Blackjack, and it looked like something out of a Mad Max fever dream. With swollen fenders, a wide stance, and a massive rear wing, it barely resembled the Holden it was based on. Yet, it still carried its original badges, masking its true identity from the world. Beneath its chopped-up sheet metal, however, was the skeleton of the future: Chevrolet's first-ever mid-engined Corvette.
The Holden SS-V Ute, nicknamed Blackjack, retained its original front-end design, but as the eye moved toward the rear, the illusion gradually unraveled, revealing the unconventional engineering hidden beneath its modified body.(Picture from: Drive)
Blackjack wasn’t just a camouflaged mule. It was a Frankenstein creation, made to push the limits of what the next-generation Corvette could be. From the front, it kept the Holden’s original design, but as you moved toward the rear, the illusion began to unravel. The back end was all business, pieced together with Corvette parts and a mid-engine layout hidden where a bed should’ve been. Inside, the dashboard and interior components were pulled fromthe C7 Corvette, giving engineers the environment they needed to test performance in real-world scenarios.
The
Holden SS-V Ute, nicknamed Blackjack, wore its original badges while
hiding swollen fenders, a massive rear wing, and the disguised skeleton
of Chevrolet’s first mid-engined Corvette beneath its wild, Mad
Max-style bodywork. (Picture from: TorqueCafe)
The vehicle's underpinnings were just as wild. The chassis was crafted from milled aluminum, designed to mimic the future Corvette’s platform. Coil-over dampers on all four corners helped Chevy fine-tune the suspension geometry. And powering this mechanical beast was a 6.2-liter LT1 V8—the same engine found in the C7 Corvette and Camaro SS—paired not with a traditional transmission, but with Porsche’s lightning-fast PDK dual-clutch gearbox. It was a mix no one expected, but it gave Chevy the insights they needed to build a car that could go toe-to-toe with the world’s finest.
The Holden SS-V Ute, nicknamed Blackjack, featured a C7 Corvette dashboard and interior components, providing engineers with a realistic environment to test performance in real-world conditions. (Picture from: Drive)
But let’s not forget the donor itself—the Holden SS-V Ute. A vehicle that, on its own, was no stranger to performance. Born out of Australia’s love for utes that could do more than just haul lumber, the SS-V was fitted with a naturally aspirated V8 and the kind of sporty upgrades that made it feel more like a muscle car than a work truck. From upgraded brakes to a tuned suspension and stylish 19-inch wheels, it was a proper performance machine—just one with a cargo bed.
The Holden SS-V Ute, nicknamed Blackjack, came equipped with upgraded brakes, a tuned suspension, and stylish 19-inch wheels, transforming it into a true performance machine—albeit one that still carried the unmistakable silhouette of a cargo-hauling pickup. (Picture from: HotRodMagazine)
In fact, the Holden VE Ute platform was good enough to spark GM’s interest in bringing it stateside under the Pontiac brand. That plan never made it past the chopping block, as Pontiac’s fate was sealed before it could happen. Yet, a few lucky examples have found their way to the U.S., standing as rare pieces of automotive culture that connect two different continents in a shared love of horsepower and rear-wheel drive.
The
Holden SS-V Ute, nicknamed Blackjack, featured a rear end that meant serious business, pieced
together with Corvette components and concealing a mid-engine layout
precisely where its cargo bed once belonged.(Picture from: CarBuzz)
Eventually, all the wild experiments, camouflaged road tests, and weird parts mashups paid off. The Chevrolet Corvette C8 debuted to immediate acclaim in 2019, marking a new era for the iconic nameplate. With its engine now sitting behind the driver, the C8 was no longer just a fast American car—it was a proper mid-engined sports car. The Stingray alone delivered blistering performance and precision handling, but it was just the start.
The
Holden SS-V Ute, nicknamed Blackjack, was equipped with a mid-mounted naturally aspirated V8
and performance-focused upgrades that made it feel more like a muscle
car than a practical work truck.(Picture from: HotRodMagazine)
Chevy didn’t stop there. The Z06 raised the bar with naturally aspirated ferocity, posting Nürburgring lap times that humbled far pricier machines. Then came the ZR1, where Chevrolet broke from tradition—adding turbocharged power, all-wheel drive, and advanced technology that elevated the Corvette into true supercar territory, even brushing up against hypercars, all while staying well below their price tags. While there’s no footage of the specific test mule, here’s a look at the original Holden SS-V Ute in its untouched, stock form. | cx-FTpMOSnk |
Behind it all, the Holden Ute played its part. An unexpected hero. A secret testbed. A tool that allowed Chevrolet to go undercover and build something revolutionary without tipping its hand. It’s funny how a vehicle designed to be practical and rugged helped give birth to one of the boldest performance cars in American history. Sometimes, brilliance comes wrapped in the most unlikely packaging. *** [EKA | FROM VARIOUS SOURCES | CARBUZZ | TORQUECAFE | CARANDDRIVER | DRIVE | HOTRODMAGAZINE ]
Note: This blog can be accessed via your smart phone.
Legend Reborn - The thrill of motorsport history has just received a modern encore. Thirty years afterGordon Murray’s F1 GTR stormed to victory at the 1995 24 Hours of Le Mans, Murray has unveiled something that bridges past and present: the S1 LM. This stunning supercar, built by Gordon Murray Special Vehicles (GMSV), is a road-legal homage to the legendary race car, reimagined with the technology and engineering of the GMA T.50 and T.50s.
The GMSV S1 LM, a stunning supercar, is a road-legal homage to the legendary race car, reimagined by Gordon Murray Special Vehicles (GMSV) using the advanced technology and engineering of the GMA T.50 and T.50s. (Picture from: BBC_TopGear in X)
For a bit of context, the original McLaren F1 was never intended for racing. It was designed as the ultimate road car, yet demand from wealthy enthusiasts and encouragement from McLaren’s Ron Dennis nudged Murray to enter the track world. Limited modifications were made to the F1, but the results were extraordinary: a 1st, 3rd, 4th, and 5th place finish at its Le Mans debut. The car instantly became a racing icon, and McLaren soon followed up with a handful of LM road cars that captured the spirit of the track machine while offering more power and luxury for road use.
The GMSV S1 LM is a visual masterclass of homage and modern reinterpretation, featuring slim, futuristic headlights that nod to the original F1 GTR, complemented by lozenge-shaped vents and a bridge wing at the front..(Picture from: TopGear)
Fast forward to 2025, and the S1 LM emerges as a modern interpretation of that iconic machine. Only five of these cars will be built, all commissioned by a single passionate collector who wanted a street-legal F1 GTR tribute. The S1 LM fuses the best elements of the T.50 and T.50s: the lightweight body panels and the innovative three-seat layout with six-speed manual transmission. Every component reflects a careful balance of heritage and cutting-edge engineering.
The GMSV S1 LM features a sharp, three-seat cockpit design and a reworked 4.3-liter V12 producing over 700 horsepower, with upgraded suspension and a solid-mounted engine for precise handling and everyday drivability.(Picture from: TopGear)
The heart of the car, a naturally aspirated V12, has been extensively reworked. Originally a 4.0-liter engine, it now boasts a 4.3-liter capacity with lighter internals and a larger bore, allowing it to scream past 12,000 rpm while producing over 700 horsepower. Suspension upgrades make the car lighter and stiffer thanthe T.50, and the engine is solid-mounted to deliver razor-sharp handling—all while retaining the refinement needed for everyday driving.
The GMSV S1 LM’s cabin honors Murray’s principles of lightweight engineering while adding playful touches like tartan seats, a wooden shifter, and ear defenders, emphasizing that this is a car to be truly experienced, not just admired.(Picture from: TopGear)
Visually, the S1 LM is a masterclass in homage and modern reinterpretation. Its front features slim, futuristic headlights with nods to the original F1 GTR, along with lozenge-shaped vents and a bridge wing. The side profile combines sharp angles and air intakes with the distinctive three-seat cockpit, while the rear is a showstopper: dual-plane fixed wing, four circular taillights with neon slats, and quad Inconel exhausts.
The GMSV S1 LM’s rear is a showstopper, featuring a dual-plane fixed wing, four circular taillights with neon slats, and quad Inconel exhausts. (Picture from: TopGear)
Inside, the cabin pays tribute to Murray’s legendary principles of lightweight engineering while injecting playful touches—tartan seats, wooden shifter, and ear defenders—that remind you this is a car meant to be experienced, not just admired.
Here’s the GMSV S1 LM’s sibling, the SV Le Mans GTR, a longtail supercar inspired by classic endurance racers such as the Matra-Simca MS660, Porsche 917, and Alfa Romeo Tipo 33/3, finished in brilliant ocean wave blue and featuring contemporary aerodynamics.th contemporary aerodynamics. (Picture from: RoadAndTrack)
The S1 LMis not GMSV’s only offering. Alongside it, the SV Le Mans GTR has been introduced, a longtail supercar inspired by classic endurance racers such asthe Matra-Simca MS660, Porsche 917 and Alfa Romeo Tipo 33/3. The Le Mans GTR finished in a brilliant, ocean wave blue, incorporates contemporary aerodynamics.
The SV Le Mans GTR is an elegant road-track beast powered by an optimized V12 engine and six-speed manual transmission, featuring Passive Boundary Layer Control for low-drag efficiency, a deep full-width rear wing, and a stiffer, lighter suspension setup.(Picture from: RoadAndTrack)
The elegant road-track beast powered by an optimized V12 engine, and a six-speed manual transmission. It features Passive Boundary Layer Control for low-drag efficiency, a deep full-width rear wing, and a stiffer, lighter suspension setup. Only 24 units will be produced, each tied to a specific moment in the Le Mans race, and all have already found their owners. | Sda_IW28TCM |
With the S1 LM and the Le Mans GTR, Gordon Murray has once again demonstrated why he is regarded as one of the most visionary minds in automotive design. By blending the legendary past of the F1 GTR with the advanced engineering of the T.50, he has created a car that celebrates history, thrills the senses, and remains eminently road-worthy. The S1 LM and the Le Mans GTR are more than a tribute; it’s a living, breathing connection between one of motorsport’s most iconic victories and the future of supercar innovation. So, what would you like to see next? *** [EKA | FROM VARIOUS SOURCES | BBC_TOPGEAR IN X | TOPGEAR | ROADANDTRACK | ]
Note: This blog can be accessed via your smart phone.
Curated Perfection - When we think of beauty in motion, we often imagine sleek lines, roaring engines, and rare craftsmanship—qualities that only a few classic cars truly possess. In the golden age of automotive design, when bold ideas met brilliant engineering, something extraordinary happened. Among those shining stars was a car that still turns heads today: the Aston Martin DB2/4 Berlinetta by Bertone. It's more than just a beautiful vehicle—it's a one-of-a-kind creation that captures a moment in time when innovation and artistry came together in perfect harmony.
The Aston Martin DB2/4 Berlinetta by Bertone is the only known example, built on chassis LML/765 and transformed into a coupe in 1954. (Picture from: Carrozzieri-Italiani)
The roots of this automotive gem trace back to the post-war revival of Aston Martin. With new leadership under David Brown, the company steered away from its purely racing DNA and embraced a bold future. The first post-war models like the DB1 and DB2 set the tone, merging elegance with performance. But it was the DB2/4 that truly redefined what an Aston Martin could be—especially when visionary Italian coachbuilder Bertone got involved.
The Aston Martin DB2/4 Berlinetta by Bertone features sculpted fenders and a gracefully curved roofline, blending Italian flair with Aston Martin’s signature spirit. (Picture from: Carrozzieri-Italiani)
Among the limited chassis built, only one was transformed into a Berlinetta coupe by Bertone, making it truly unique. The car, known as chassis LML/765, was crafted in 1954 and designed by Franco Scaglione, the creative genius behind many of Bertone’s most celebrated works. The DB2/4 Bertone stands apart with its sculpted fenders, gracefully curved roofline, and a striking wraparound rear window—design elements that hint at its Italian flair yet remain true to the Aston Martin spirit.
The Aston Martin DB2/4 Berlinetta by Bertone designed by Franco Scaglione, the creative genius behind many of Bertone’s most celebrated works. (Picture from: Carrozzieri-Italiani)
Originally commissioned by the eccentric American car importer Wacky Arnolt, the car may have been destined for Henri Pigozzi, founder of Simca, a theory supported by design cues like the Simca-style rear lights. Bertone hoped this car would spark a full production run of Berlinetta-bodied Aston Martins, but when Aston Martin declined to supply more chassis, that dream faded—leaving this model as a precious singularity.
The Aston Martin DB2/4 Berlinetta by Bertone features a refined interior with tan leather upholstery, a three-spoke steering wheel, and a clean, vintage-style dashboard. (Picture from: Motor1)
Its early days were spent dazzling showgoers at the 1957 and 1958 Salone dell’Automobile in Torino, first painted white, then blue. Eventually, it crossed the Atlantic, becoming part of several private collections in the United States. Over the years, it passed from one enthusiast to another, including Chicago-based sports car dealer Bill Jacobs and collector Roger Karlson, who poured time and effort into refining its restoration.
The Aston Martin DB2/4 Berlinetta by Bertone features tail fins with bold rear lights and a short rear deck, all contributing to its dramatic silhouette. (Picture from: Carrozzieri-Italiani)
But it was in recent years that the DB2/4 Bertone truly reclaimed the spotlight. After being entrusted to Aston Martin experts Kevin Kay Restorations, the car underwent a meticulous, concours-level restoration. The result was nothing short of breathtaking. At the 2023 Pebble Beach Concours d’Elegance, one of the most prestigious automotive events in the world, this rare beauty earned First in Class—an honor that not only celebrated its craftsmanship but also cemented its legacy.
The
Aston Martin DB2/4 Berlinetta by Bertone is also adorned with a
striking wraparound rear window that enhances its distinctive and
elegant profile. (Picture from: Carrozzieri-Italiani)
Beneath its elegant skin lies a 2922cc twin-cam six-cylinder engine delivering 140 bhp, a reminder that this car was designed to drive as beautifully as it looks. The long bonnet, tail fins with bold rear lights, and short rear deck all contribute to its dramatic silhouette—there’s simply nothing else quite like it. | 5yo-uWA_9WQ |
The Aston Martin DB2/4 Berlinetta Bertone is more than a rare collector’s car; it's a symbol of what happens when British engineering meets Italian design. With only one ever built, it remains a timeless expression of individuality, vision, and craftsmanship. Today, it stands not just as a showpiece, but as a living story of ambition and artistry—forever etched in the history of classic motoring. *** [EKA | FROM VARIOUS SOURCES | ASTONMARTIN | ULTIMATECARPAGE | CARROZZIERI-ITALIANI | MOTOR1 | ]
Note: This blog can be accessed via your smart phone.
Analog Renaissance - There’s a certain kind of magic in cars that put the driver at the center of everything — no distractions, no overcomplicated interfaces, just raw mechanical connection between human and machine. In an era where hypercars are increasingly defined by hybrid systems, touchscreens, and algorithms deciding how much of the car’s performance you’re allowed to use, one small team has decided to go in the complete opposite direction. Meet the Garagisti and Co GP1 — a naturally aspirated, manual V12 hypercar that looks like it time-traveled from a parallel universe where the golden age of analogue supercars never ended.
The Garagisti and Co GP1 — a naturally aspirated, manual V12 hypercar that looks like it time-traveled from a parallel universe where the golden age of analogue supercars never ended. (Picture from: TopGear)
The story starts with Mario Escudero, a man who once racked up 13,000 km in a single year onhis 'Arancio Miura' Lamborghini Countach 25th Anniversary, tripling its mileage just for the joy of driving. That passion for seat time, rather than garage time, became the foundation of Garagisti and Co.Escudero’s vision was to create a hypercar shaped not by lap times or marketing trends, but by the sheer thrill of being behind the wheel. Even their name carries a rebel streak — “Garagisti” was the dismissive label Enzo Ferrari gave to upstart British Formula 1 teams in the 1950s who had the nerve (and the innovation) to beat him at his own game. Garagisti and Co now aim to channel that same spirit in the hypercar world.
The Garagisti and Co GP1, penned by Angel Guerra — channels the wedge-shaped icons of the ’80s and ’90s with a sleek, minimalist front inspired by the 1970 Lancia Stratos Zero, featuring a full-width light bar and a sculpted S-duct flowing into the windshield. (Picture from: TopGear)
From the first glance, the GP1feels like a love letter to the wedge-shaped icons of the ’80s and ’90s, penned by Angel Guerra — the designer behindthe Bugatti Mistral, Tourbillon, and Rimac Nevera. Guerra took inspiration from Marcelo Gandini’s Lancia Stratos Zero concept of 1970, giving the GP1a sleek, minimalist front framed by a full-width light bar and a sculpted S-duct that flows seamlessly into the windshield.
The Garagisti and Co GP1, viewed from the side, showcases sharp lines, a cab-forward stance, and impossibly wide hips, complemented by a vertical rear window and bold buttresses that nod to the Countach LP500 prototype. (Picture from: TopGear)
Viewed from the side, it’s all sharp lines, cab-forward stance, and impossibly wide hips, with a vertical rear window and bold buttresses nodding tothe Countach LP500 prototype. The rear is pure theatre: exposed gearbox housing, quad exhausts, massive diffuser, and tyres so broad they look ready to rewrite the laws of physics. From above, twin NACA ducts and aerodynamic curves make the car look like it could slip into orbit.
The Garagisti and Co GP1 keeps things focused inside with a driver display, a raised central tunnel creating a twin-cockpit feel, and a gear lever sitting proudly where it belongs. (Picture from: TopGear)
But the GP1 isn’t just about looking fast — it’s built for it. Its carbon monocoque helps keep weight down to just 1,000 kg, yet clever aerodynamics still generate a staggering 850 kg of downforce without relying on oversized wings or fussy aero appendages. This balance of purity and performance makes it stand out in a segment that often chases drama over discipline.
The Garagisti and Co GP1 features a sleek tan leather and carbon fibre dashboard flowing into a minimalist center console with a prominently placed manual gear lever, complemented by a three-spoke steering wheel for a pure driver-focused feel. (Picture from: TopGear)
At its heart is the soul of the car: a 6.6-litre, 65-degree naturally aspirated V12, crafted by the boutique Italian engine maestros at Italtecnica, known for their work on the Maserati MC12 GT1 and Ferrari 550 GTC. This masterpiece spins to a 9,000 rpm redline, delivering no less than 800 hp at 8,500 rpm and 700 Nm of torque. It’s old-school in all the right ways — gear-driven timing, dry sump lubrication, dual overhead cams — but wrapped in fresh engineering. And here’s the real treat: no paddles. Instead, you get a six-speed manual from Xtrac, forged from motorsport know-how, so every shift is yours to command.
Inside, the GP1 keeps things focused. There’s a driver display, a raised central tunnel creating a twin-cockpit feel, and a gear lever sitting proudly where it belongs. No flashy vents, no gimmicks — even the ventilation works in unconventional ways that feel like modern-day sorcery. Each car will be bespoke, tailored to its owner, ensuring no two GP1s are the same.
The Garagisti and Co GP1 delivers pure theatre at the rear with its exposed gearbox housing, quad exhausts, massive diffuser, and tyres so broad they seem ready to rewrite the laws of physics. (Picture from: TopGear)
The engineering team is stacked with heavy hitters: Brembo for brakes, Öhlins for suspension, and DEXET Technologies for advanced composite design, drawing from Formula One and WEC expertise. This isn’t a case of a dream car built in a shed — it’s a carefully orchestrated collaboration between the best in the business.
The The Garagisti and Co GP1, viewed from above, reveals twin NACA ducts and flowing aerodynamic curves that make it look ready to slip into orbit. (Picture from: TopGear)
Only 25 GP1s will ever be made, each carrying a price tag of £2.94 million before tax. The first 12 buyers get to be part of the car’s creation, meeting the designers, engineers, and builders in an immersive masterclass in hypercar craftsmanship. After that, an even rarer track-only version will follow, promising an even wilder experience. | wl95iXAwOMc |
It’s rare to see a car that so confidently rejects the current formula for what a hypercar “should” be. The GP1 doesn’t want to drive for you, think for you, or filter the experience until it’s palatable for the masses. It exists for the driver who still believes that perfection isn’t found in lap times alone, but in the sound of a V12 climbing toward redline, the feel of a perfectly weighted gearshift, and the knowledge that they’re piloting a machine built with heart as much as horsepower. In a world that’s moving toward silence, the GP1 is a roar from the past, heard clearly in the future. *** [EKA | FROM VARIOUS SOURCES | GARAGISTIANDCO | GARAGISTIANDCO IN INSTAGRAM | CLASSICDRIVER | TOPGEAR | THESUPERCARBLOG ]
Note: This blog can be accessed via your smart phone.
Yet behind these AI-generated fantasies lies the story of a real hybrid, a charming oddity born not from digital dreams, but from practical needs and creative thinking—meet the Citroneta, a classic French-Chilean crossbreed that once ruled the roads of South America.
Unlike the AI-born hybrids that fill our feeds with curiosity, the Citroneta was a real, working, practical miracle—a rolling testament to what happens when design meets real-world necessity with a dash of local soul. *** [EKA | FROM VARIOUS SOURCES | CITROENET.ORG.UK | EN.SCUDERIA | PHN16 IN X ]
