Defiant Futurism - When we think about futuristic cars, most of us imagine sleek concepts locked away in motor shows, prototypes that will never hit the streets. But every now and then, a project comes along that challenges this idea. Enter DragonTT Hero, a machine so radical in its design that it makes ordinary “tuned” cars look like toys. It’s an Audi TT at heart, but at first glance you’d be forgiven for thinking it just rolled out of a sci-fi movie set. Some even joke that it’s too strange to be Batman’s car—and that’s exactly the point.
The DragonTT Hero is so radical in design that while built on an Audi TT, it looks more like a sci-fi movie creation than a tuned car. (Picture from: BlackXperience)
DragonTT, a Spanish-Italian design house that started life back in 1998 modifying motorcycles before moving into car projects, has always had a taste for the unconventional. Based near Madrid, the team wanted to create something that would turn heads, but also send a message about sustainability and innovation. Their answer was Proyecto Hero, a re-imagined Audi TT (8J) that looks like it was inspired by a crossover between Transformers and a space shuttle. Built for the Spain Future Foundation, the car doesn’t just aim to shock with its appearance—it carries an ecological side too, thanks to its LPG hybrid system that actually qualifies it for an Eco label.
The DragonTT Hero transforms the once-sporty coupe into a wide-bodied beast clad in fiberglass or carbon fiber, with sharp edges, exaggerated fenders, a nearly ground-scraping front shield, and doors and mirrors reshaped into dramatic, alien-like appendages.(Picture from: Largus.fr)
The visual overhaul is jaw-dropping. The Hero’sbody has been stretched by over half a meter, measuring 4.71 meters long and more than two meters wide. What used to be a sporty little coupe is now a wide-bodied beast dressed in fiberglass and optional carbon fiber, bristling with sharp edges, exaggerated fenders, and a front shield that practically scrapes the ground. Even the doors and mirrors were redesigned with dramatic, almost alien-like appendages, while the rear is fitted with massive air extractors and pseudo-jet nozzles illuminated in blue. To complete the look, 20-inch rims and adjustable racing suspension make sure the car doesn’t just look like it’s ready for lift-off, but also grips the road with purpose.
The DragonTT Hero stretches over half a meter longer into a 4.71-meter, two-meter-wide beast clad in fiberglass or carbon fiber, with sharp edges, flared fenders, and a front shield that nearly scrapes the ground.(Picture from: BlackXperience)
Yet the Heroisn’t just a crazy costume forthe Audi TT. Beneath the wild skin, DragonTTupgraded the suspension, brakes, and wheels to ensure the car can back up its presence with performance. Depending on the base engine, conversions can be done on TT models ranging from 200 horsepower to the mighty 340-hp TT RS. Despite the swollen dimensions, the Hero manages to stay relatively light—between 1,335 and 1,515 kg—preserving the agility that the TT is known for.
The DragonTT Hero continues its transformation inside with a redesigned dashboard, futuristic touchscreen, and seating for four in a cabin that feels more like a concept car cockpit than a road-legal coupe.(Picture from: BlackXperience)
Step inside, and the transformation continues, though in a slightly calmer tone than the exterior chaos. The dashboard was completely redesigned to house a futuristic touchscreen multimedia system. The cabin still seats up to four people, keeping the practicality ofthe TT, but wrapped in an environment that feels more like the cockpit of a concept car than a road-legal coupe.
The DragonTT Hero features massive rear air extractors with blue-lit pseudo-jet nozzles, complemented by 20-inch rims and adjustable racing suspension that make it look ready for lift-off while ensuring purposeful grip on the road..(Picture from: BlackXperience)
What makes DragonTT Hero fascinating isn’t only its design but its purpose. This wasn’t created as a collector’s one-off or a showpiece destined to stay locked away. The car is approved for road use, and DragonTT even sells the kit for those bold enough to take on the transformation themselves. Its creation for the Spain Future Foundation also ties it to a mission beyond pure aesthetics: the organization supports technology in education and healthcare, so Hero becomes more than a flashy experiment—it’s also a conversation starter about the intersection of wild design, performance, and responsibility toward the environment. | rM6UAqTAm6M |
At a time when car design often plays it safe, DragonTT’s Hero dares to look ridiculous, futuristic, and inspiring all at once. It doesn’t try to blend in; it exists to spark debate, to push limits, and to prove that sustainability doesn’t need to come dressed in bland packaging. Whether viewed as stunning or absurd, the Hero earns its name as a bold presence in the automotive world—too unusual to be a Batmobile yet too real to be dismissed as fantasy, much like the Japanese-built DragStar F1 Dragon. and The Beast. *** [EKA | FROM VARIOUS SOURCES | DRAGONTT | LARGUS.FR | TUNINGBLOG.EU | BLACKXPERIENCE ]
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Flashy Rarity - Back in the days when American roads sparkled with chrome and cars were less about getting from A to B and more about making a statement, the idea of a flamboyant personal luxury vehicle had a strong appeal. The post-war boom years brought not only prosperity but a hunger for innovation and individuality—especially when it came to automobiles. This was an era that celebrated the bold, the new, and the unapologetically flashy. And right in the middle of that cultural moment came Earl “Madman” Muntz, a high-energy entrepreneur with a flair for drama and a deep love for the spotlight.
The Muntz Jet, shown here as a rare 1953 model from America’s first postwar personal luxury car line, showcases its vibrant red body, custom curves, and wire wheels—an icon of limited-run innovation by Earl 'Madman' Muntz.(Picture from: ClassicmotorSports)
Muntz wasn’t your typical carmaker. Before diving into the auto industry, he made a name for himself selling televisions and stereos with outrageous commercials and even more outrageous deals. But in 1950, he took an unexpected turn into the world of sports cars. His muse? A sleek, aluminum-bodied two-seater designed by Frank Kurtis. Muntz had earlier purchased two Ford-powered Kurtis Sports Carsand was so impressed that he bought the rights, the tooling, and everything else—shelling out a cool $200,000. That was just the beginning.
The Muntz Jet features a stylish dual-row interior with plush leather seating and a sleek, aircraft-inspired dashboard that reflects its blend of luxury and forward-thinking design.(Picture from: ClassicmotorSports)
Once Muntz got his hands on the design, he didn’t just tweak it—he transformed it. He extended the wheelbase to make room for a back seat, widened the body, and dropped in a roaring V8 engine—either a Cadillac or later, a Lincoln—depending on availability and budget. The result was the Muntz Jet: a striking personal luxury car that wasn’t shy about being different. Painted in eye-popping shades like candy-apple red and soft pastels, and loaded with lush leather interiors, airplane-inspired dashboards, and even built-in liquor cabinets, the Jet wasn’t just a car—it was a rolling nightclub.
The Muntz Jet is powered by a robust V8 engine, underscoring its emphasis on performance and Muntz’s passion for power-driven innovation.(Picture from: ClassicmotorSports)
Everything about the Muntz Jet screamed individuality. Unlike mass-produced cars of the time, each Jetwas hand-built, a custom piece of automotive art that blended performance, comfort, and showbiz flair. Of course, this level of detail didn’t come cheap. Priced at $5,500—about $1,400 more thana new Cadillac convertible—it was a luxury few could afford, and even fewer were willing to take a chance on. Muntz, always the optimist, claimed to have produced 394 units, but the more realistic number hovers around 198.
The Muntz Jet presents a distinctive rear profile with its broad, rounded tail and prominent chrome accents, capturing the bold character of 1950s automotive design. (Picture from: ClassicmotorSports)
Unfortunately, for all its charisma and flash, the Muntz Jet was a tough sell. The limited production meant costs stayed high, and Muntz openly admitted he lost around $1,000 on every car he sold. While his larger-than-life personality made for great advertising, it also worked against the car’s credibility. Many buyers were reluctant to trust a vehicle sold by a man who acted more like a carnival barker than a serious automaker. Add to that the rapid evolution of the auto industry and increasing competition, and by 1954, the dream of the Jet came to a screeching halt. | L56yLYJXNkk |
Still, the Muntz Jet holds a unique place in automotive history. It wasn’t the most practical car, nor the most profitable, but it dared to be different in a time when conformity was king. Built with passion, ambition, and a heavy dose of Hollywood flair, the Muntz Jet remains a rare, charming reminder that sometimes the wildest dreams leave behind the most unforgettable stories. *** [EKA | FROM VARIOUS SOURCES | SPORTSCARMARKET | CLASSICMOTORSPORTS | AMERICANAUTOEMBLEM | ROLLINGARTS IN FACEBOOK | STAN F IN FLICKR ]
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DIY Supercar - Who doesn't want to own a supercar? In today’s world, where innovation meets determination, building your own high-performance car isn’t just a fantasy for the wealthy—it’s a real possibility for passionate enthusiasts. With the right tools, knowledge, and a bit of elbow grease, you can bring a Le Mans-style track machine to life, right from your own garage. One standout that turns this dream into an achievable project is the Superlite SL-C—a head-turning, track-focused beast that blends raw performance, design flair, and surprising affordability.
The Superlite SL-C is an American-built Le Mans-style road racer, reminiscent of the British Ultima GTR, available as a self-build or a turnkey-minus car requiring only the buyer’s chosen drivetrain. (Picture from: SupercarWorld)
Crafted by Race Car Replicas (RCR), a Michigan-based company known for its incredible recreations of motorsport legends like the Ford GT40, the Superlite SL-C is far from your typical kit car. It was born under RCR’s dedicated Superlite Cars division, which focuses on lightweight, high-performance cars built from the ground up. This is no repurposed chassis from a donor vehicle; the SL-C is engineered entirely in-house with precision, using a TIG-welded aluminum semi-monocoque frame that forms the core of its striking presence.
The Superlite SL-C is engineered entirely in-house with precision, using a TIG-welded aluminum semi-monocoque frame that forms the core of its striking presence. (Picture from: SuperliteCars)
What sets the SL-C apart is not just the frame, but the engineering sophistication behind its every component. The suspension setup borrows straight from motorsport technology, utilizing billet aluminum arms and a pushrod system in the rear. Customers can fine-tune their ride using adjustable QA1 shocks and springs, supported by top-tier braking from Brembo four-pot calipers and ventilated discs. Even steering options are flexible, offering both manual and power-assisted racks based on OEM GM parts, giving builders the freedom to match performance with comfort.
The Superlite SL-C offers a customizable cockpit that can be configured for a pure track setup or a more refined, street-legal driving experience to suit any builder’s vision. (Picture from: SuperliteCars)
Interestingly, Superlite leaves the choice of powertrain to the customer, offering compatibility with a broad range of engines—from American V8s like the iconic LS7 to exotic powerplants like Lamborghini V10s or even BMW’s V12. Pairing an LS7 with a Graziano six-speed transaxle transforms the SL-C into a performance monster capable of accelerating from zero to 60 mph in just around 3 seconds. That’s a figure shared with far more expensive and exclusive supercars.
The Superlite SL-C allows customers to choose their own powertrain—ranging from American V8s like the LS7 to exotic options like a Lamborghini V10 or BMW V12—and when paired with a Graziano six-speed transaxle, it delivers blistering performance with 0–60 mph in just about 3 seconds. (Picture from: SuperliteCars)
The exterior of the SL-C is no less impressive. Inspired by endurance racers, its fiberglass body is a visual knockout. Unlike most kit cars that betray their DIY roots, the SL-C’s design feels refined, exotic, and professionally sculpted. Buyers can choose from different rear configurations, ranging from a street-style integrated bumper to a track-ready short tail or even a full-length Le Mans-style version for the ultimate aerodynamic edge. A wide range of optional carbon fiber accessories, including splitters, spoilers, and vents, allows for further customization.
The Superlite SL-C offers multiple rear-end configurations—from a street-style integrated bumper to a short tail or full-length Le Mans-style version for maximum aerodynamics—along with optional carbon fiber accessories like splitters, spoilers, and vents for added customization. (Picture from: SuperliteCars)
Inside, the cockpit can be tailored to serve either as a full-on track setup or a more livable street-legal environment. Whether you're aiming for racing minimalism or a more refined cabin experience, the SL-C offers the flexibility to match your vision.
To make the build process accessible, Superlite offers the SL-C in sixteen separate packages. Only the body and chassis need to be purchased together, while the rest can be acquired piece by piece—ideal for builders working within a budget. Of course, buying all at once saves on shipping, but there’s no pressure to do so. It’s a system that encourages progress at your own pace.
The Superlite SL-C isn’t just about impressive specs—it proved its real-world performance in 2011 by dominating the NASA Super Unlimited National Championship with a fully off-the-shelf build, securing pole position and winning every race it entered. (Picture from: Autoevolution)
Now, how much does this all cost? While the base components start around $67,000, adding a new LS7 engine and a used transaxle still keeps the total well under $100,000—a price point that’s remarkable when compared to traditional supercars offering similar performance. If you’re resourceful and source used parts wisely, the total investment can drop even lower. Alternatively, going all-out with exotic materials and new hardware can take the cost closer to $200,000, but even then, you're building something that can rival the best from Stuttgart or Maranello on the track.
The first Australian electric supercar, Varley evR450 is built on the American Superlite SL-C kit base. (Picture from: Autoevolution)
The SL-C isn’t all about impressive specs—it’s backed by real-world performance. In 2011, a version built entirely with off-the-shelf parts dominated the NASA Super Unlimited National Championship, taking pole position and winning every race it entered. The platform even served as the foundation for the Varley evR-450, celebrated as Australia’s first electric supercar. That’s the kind of pedigree most kit cars can only dream of. | pOkKM4ZRvP8 |
Built in the spirit of iconic endurance racers and tuned to outperform, the Superlite SL-C offers more than just excitement—it offers ownership of something truly personal and purpose-built. It’s not about imitating what’s already out there. It’s about creating something uniquely yours, without compromising on thrill, speed, or presence. For those who’ve always wanted a car that feels like it belongs on the Mulsanne Straight but still turns heads at the local coffee shop, the SL-C is an extraordinary gateway into that world. *** [EKA | FROM VARIOUS SOURCES | SUPERLITE CARS | AUTOEVOLUTION | SUPERCARWORLD ]
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Driven Imagination - Stories about cars often begin on a racetrack or in a manufacturer’s workshop, but sometimes they start in the pages of a comic book. The Vaillante Le Mans GT is the perfect example of this unusual journey. Born from the imagination of artist Jean Graton in his famous Michel Vaillant comics, it remained a dream for decades—until one man decided that paper and ink were not enough. In 2020, that dream became a tangible, roaring machine thanks to French craftsman Marcel Sylvand, who built the car almost entirely by hand.
The Vaillante Le Mans GT, brought to life by Marcel Sylvand, was inspired by the car that first appeared in Jean Graton’s Michel Vaillant comics of the 1960s. (Picture from: ObscureSupercar in X)
For Sylvand, the spark was lit in childhood. Growing up in Sallanches, a small Alpine town in Haute-Savoie, he devoured Tintin magazine, where Michel Vaillant stories were published. Without television at home, the comic became his gateway to high-speed adventures. Among all the machines that appeared in the series, one stood out: the Vaillante Le Mans GT, with its flowing curves and dynamic design. From that moment, Sylvand carried a secret wish—to one day bring this car to life. That wish would wait more than half a century before becoming reality.
The Vaillante Le Mans GT first took shape as a striking design in Jean Graton’s Michel Vaillant comics, capturing the imagination of readers long before it became reality.(Picture from: EuropeComics)
The path to creating the Le Mans GT was anything but straightforward. With no official blueprints or technical data, Sylvand had to reverse-engineer the car from comic panels. Working like Graton himself—pencil in hand, no computer, no digital modeling—he set about turning imagination into metal. The foundation came from a 1978 Datsun 260Z, chosen for its proportions that roughly matched the illustrated design. The Japanese chassis was trimmed and reshaped to match the fantasy proportions of the Vaillante, and the inline-six engine was carefully restored to breathe new life into the project. From there, countless details had to be invented or adapted.
French craftsman Marcel Sylvand proudly stood in front his creation, the Vaillante Le Mans GT, while holding Jean Graton’s Michel Vaillant comics.. (Picture from: EuropeComics)
The build demanded 2,500 hours spread over five years, with Sylvand dedicating up to six hours a day in his carefully arranged workshop. Each step brought a new obstacle, pushing him to think like both an engineer and an artist. Even basic elements such as the doors and side panels had to be adapted, in this case from a Peugeot 404, while the windshield—arguably the most difficult challenge—called for a custom Lexan mold that Sylvand designed himself after traditional glass proved too costly.
The Vaillante Le Mans GT was built on a 1978 Datsun 260Z, selected for its proportions that closely matched the car’s original comic design. (Picture from: FanClub-Vaillante)
His solutions were never limited to the automotive world. Parts arrived not only from other cars but also from nautical and aviation suppliers, reflecting his inventive spirit and refusal to compromise. The rear hatch, headlights, and roof all required one-off designs, since no existing component could capture the exact proportions of the car imagined decades earlier in the pages of a comic book.
The Vaillante Le Mans GT relied on parts not only from other cars but also from nautical and aviation suppliers, showcasing Sylvand’s inventive spirit and refusal to compromise.. (Picture from: ObscureSupercar in X)
Even though much of the work was solitary, Sylvand was far from alone. Skilled friends and local specialists joined in at key stages: Stan’s Custom in Saint-Gervais, Aurélien from Degenève Classics, and even a young seamstress who sewed the tan imitation leather seats. Family pitched in as well, with his sister-in-law helping on upholstery. Encouragement also flowed from the digital world once Sylvand began sharing progress on Facebook, sparking admiration from strangers around the globe.
The Vaillante Le Mans GT required one-off designs for the rear hatch, headlights, and roof, as no existing components could match the exact proportions envisioned decades earlier in the comic book.(Picture from: FanClub-Vaillante)
The result is a car unlike any other—a faithful, one-off recreation of a fictional racer, materialized through passion and craftsmanship. For Sylvand, authenticity mattered most. He didn’t want a car merely “inspired by” the comics; he wantedthe Vaillante Le Mans GT, as if Michel Vaillant himself might step out of the cockpit. Staying true to Graton’s vision meant relentless attention to detail, even when it meant discarding easier solutions.
The Vaillante Le Mans GT was finally completed and showcased at Degenève Classics, a space converted from an old carpentry workshop into a collector’s showroom.(Picture from: ObscureSupercar in X)
When the car was finally completed, it was showcased at Degenève Classics, a space transformed from an old carpentry workshop into a collector’s showroom. But Sylvand never intended the GT to sit quietly behind velvet ropes. For him, a car is meant to be driven, not preserved as an ornament. He wants people to see it in motion, tackling the twisting Alpine roads, alive in the way Graton first imagined.
The story of the Vaillante Le Mans GT is not just about metal and mechanics; it’s about how imagination can inspire reality across decades. From a boy reading comics in the 1960s to a man in his sixties finishing a five-year labor of love, it proves that some childhood dreams are worth holding on to. And while speculators might wonder if the car will ever be for sale, Sylvand makes it clear: the Vaillante is not a commodity, but a story on wheels—one still unfolding, with new adventures waiting just around the bend. *** [EKA | FROM VARIOUS SOURCES | MICHEL VAILLIANT IN FACEBOOK | FANCLUB-VAILLANT | VAILLANTE LE MANS GT CONSTRUCTION IN FACEBOOK | VAILLANTE.FANDOM | AUDISPORT | EUROPECOMICS | WIKIPEDIA | OBSCURESUPERCAR IN X ]
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Racing Heritage - For many car enthusiasts, the thrill of motorsport isn’t just about speed—it’s about finding that rare blend of performance, agility, and uniqueness. In the world of grassroots racing and affordable endurance machines, one name continues to fly slightly under the radar, yet leaves a lasting impression on those lucky enough to drive—or even just witness—it: the Saker GT.
The Saker SVS GT, introduced in 1999 as a major evolution of the earlier SV1, featured a lengthened chassis and broader engine compatibility. (Picture from: Wikipedia)
Originally crafted by New Zealander Bruce Turnbull in the early 1990s, the Saker GT began life with the SV1, a road-legal machine that didn’t shy away from competitive use. Its flexibility in engine options—from V6s to V8s—made it an appealing choice for both amateur and experienced builders. The SV1 proved that performance didn’t need to come from a high-end badge, especially when that performance was built on a lightweight, race-focused platform.
The Saker SV1, the first production model introduced in 1992, was road legal, used for touring and competition, and designed to accommodate various engines—including V6 and V8—before being sold in the UK, Japan, and New Zealand. (Picture from: FastestLaps)
In 1999, Saker introduced the SVS GT, a significant evolution from the earlier SV1. The Saker GT, as it's now more commonly known, featured a lengthened chassis and new engine compatibility. This new iteration came alongside an open-top version called the Sprint. These updates allowed the cars to accommodate a wider variety of engines, most notably the turbocharged flat-four from the Subaru Impreza WRX. Some even went further with Subaru flat-sixes, providing smoother power delivery with a unique sound and character.
The Saker Sprint, introduced in 1999 as the open-top counterpart to the SVS GT, is powered by a turbocharged Subaru flat-four engine. (Picture from: Auta5p.eu)
Among the Saker builds that made their way to the United States, one road-going SVS imported from New Zealand in 2004 became a standout. Originally equipped with a Lexus V8 and Renault transaxle, it was later transformed with a highly tuned 5.7-liter Chevy LS6 engine and an Audi six-speed transaxle, producing nearly 500 horsepower. The body was also modified with updated headlights, tail lights, and aerodynamic elements for a more modern look.
The Saker RapX and Sniper models were introduced in 2010 as new additions to the lineup, offering updated bodywork while retaining the core mechanicals of the original GT and Sprint. (Picture from: Wikipedia)
But it wasn’t just individual tuners who saw the potential in the Saker. In 2002, Dutch motorsport figures Huub Vermeulen and Robbert Visser recognized the car’s racing potential and secured the rights to manufacture it in Europe. This led to the formation of Saker Sportscars in the Netherlands. Under their new stewardship, the GT and Sprint models continued production and were joined in 2010 by two visually refreshed variants: the RapX and the Sniper. While these new versions shared the GT’s core mechanicals, their updated bodywork gave them a fresh, aggressive identity.
The Saker RapX, powered by a Subaru-based engine producing 272 hp (tunable up to 400), may not match GT3 output, but its lightweight construction enables impressive performance, including a 0–100 km/h sprint in just 3.4 seconds.(Picture from: Wikipedia)
The Saker GT soon earned its place on the track. The Saker Sportscars Challenge, launched in 2004, provided a dedicated racing series where these lightweight machines could battle it out across some of Europe’s most iconic circuits. The Challenge became a highlight of DNRT (Dutch National Racing Team) , with races at Spa-Francorchamps, TT Circuit Assen, Brands Hatch, and Zandvoort. Though the last full season of the Challenge wrapped in 2013, the legacy of Saker’s racing spirit lived on.
The Saker Sportscar GT TDI competed in the 2011 24 Hours of Barcelona and secured a class victory in the SP3 category.(Picture from: Wikipedia)
Its track capabilities were further proven in international endurance racing. The Saker GT competed in the grueling 24 Hours of Dubai and secured a class victory in the 24 Hours of Barcelona. In the Britcar Endurance Championship, drivers Alan Purbrick and David Brise brought the Saker RAPX into the spotlight with a race win in 2018—highlighting the car’s ability to outperform expectations. (Some of you might remember the Isis RapX-S we discussed earlier, a car that also shares its roots with the original Saker platform.)
The Dutch Saker RapX of Alan Purbrick and Tony Brise competed at Brands Hatch as part of the Britcar Endurance Championship, achieving a race victory at the end of the 2018 season.(Picture from: Wikipedia)
In 2023, a new chapter began for Saker Sportscars as the company relocated to Germany under new owner Tobias Moehring. This shift brought fresh energy to the brand. Production resumed, and the company became active in organizing track days and participating in racing events across Europe. With the inclusion of Sakers in the Sportwagen Sprint Series and the promise of a dedicated championship if participation grows, the future looks bright. | AIZbG6qJIBk |
Today, the Saker GT stands as a testament to focused engineering and motorsport passion. It’s not a household name, but maybe that’s the point. For those who truly understand what makes a car special—its ability to connect with the driver, to deliver thrills lap after lap—the Saker GT continues to deliver, with a unique mix of simplicity, power, and purpose. *** [EKA | FROM VARIOUS SOURCES | SAKERSPORTSCARS | GTPLANET | NZHERALD.CO.NZ | FASTESTLAPS | AUTA5P.EU | WIKIPEDIA ]
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Rare Icon - Every once in a while, the automotive world produces a car so rare and so daring that it feels more like a piece of rolling sculpture than something designed to be driven. The De Tomaso Mangusta Spyder is exactly that kind of machine—a one-off creation that carries with it a story of ambition, rivalry, and design genius. Born in the late 1960s, it represents a moment when Italian flair and American muscle collided in the most unexpected way.
The elusive De Tomaso Mangusta Spyder, bearing VIN 8MA512, represents the 7th chassis ever produced, making it an exceptionally rare and remarkable example. (Picture from: VeloceToday)
The Mangusta, which means “mongoose” in Italian—a deliberate nod to its intended rivalry with Carroll Shelby’s Cobra—was a car that almost shouldn’t have happened. The design originated at Iso, where Giorgetto Giugiaro and his team first toyed with the idea of crafting a sleek companion to the luxury Fidia sedan. What emerged was a pure, uncompromising shape that barely bothered with regulations: bumpers that were more decorative than functional, headlights mounted too low to be legal, and a presence that looked more like a showpiece than a production car.
The De Tomaso Mangusta Spyder, bearing VIN 8MA512, represents the 7th chassis ever produced, making it an exceptionally rare and remarkable example. (Picture from: Carrozzieri-Italiani)
But Alejandro de Tomaso wasn’t the kind of man to let a bold design gather dust. Already fresh off the Vallelunga project and still nursing frustration from Shelby abandoning their joint Ford V8 project, he saw an opportunity. With Giugiaro’s bodywork in hand and Ghia under his ownership, he dropped the Ford small-block V8 into an enlarged Vallelunga spine chassis, effectively creating the Mangusta. It was raw, aggressive, and carried a touch of defiance aimed squarely at Shelby.
The De Tomaso Mangusta Spyder, bearing VIN 8MA512, represents the 7th chassis ever produced, making it an exceptionally rare and remarkable example. (Picture from: Carrozzieri-Italiani)
Among the Mangustas built, one in particular stood apart: the Spyder by Ghia. Believed to be chassis number 8MA512, this car was never meant for the road—it was envisioned as a showpiece. Unlike Detroit’s cautious habit of hiding away prototypes, this car actually escaped into private hands. Its first buyer, a Greek shipowner, improvised a canvas top stretched across the fixed window frames, though it was hardly in line with Giugiaro’s clean vision. Later, additional quirks like a hood scoop—despite the engine sitting behind the driver—added to its eccentric history.
The
De Tomaso Mangusta Spyder, bearing VIN 8MA512, represents the 7th
chassis ever produced, making it an exceptionally rare and remarkable
example. (Picture from: Modell-Fahrzeug)
Technically, the Mangusta wasn’t perfect. Test driver Jonathan Williams, a seasoned racer, could tame its tendency toward sudden oversteer, but regular owners often found it more challenging. A structural weakness in the rear sub-frame meant that under heavy cornering, the handling could switch abruptly from understeer to oversteer. Some owners later reinforced the chassis, but many simply accepted its limits and kept the driving within safer bounds. Despite these flaws, the car’s raw appeal never waned.
The
De Tomaso Mangusta Spyder, bearing VIN 8MA512, represents the 7th
chassis ever produced, making it an exceptionally rare and remarkable
example. (Picture from: Carrozzieri-Italiani)
Power came from the Ford 4.7-liter small-block V8, producing around 302 horsepower, paired with a five-speed manual transmission and rear-wheel drive. Underneath, its single-girder aluminum frame clad in steel bodywork struck a balance between rigidity and style. The Spyder carried all the mechanical drama of the coupe version, but with the added allure of open-air motoring—something no other official Mangusta could offer.
The De Tomaso Mangusta Spyder, bearing VIN 8MA512, represents the 7th chassis ever produced, making it an exceptionally rare and remarkable example. (Picture from: Carrozzieri-Italiani)
Over the years, the Spyder’s journey has been as fascinating as the car itself. After its time in Europe, it made its way to Los Angeles, where it was purchased and restored by two enthusiasts, Steve Nanny and Steve Wilkinson. Unfortunately, their timing in selling it wasn’t ideal; the car changed hands for just $90,000—an amount that feels almost laughable today given its exclusivity. Considering that only 402 Mangustas were ever built, and only one true Ghia Spyder exists, its rarity now places it among the most valuable Italian exotics of its era, easily worth several million dollars.
The De Tomaso Mangusta Spyder, bearing VIN 8MA512, represents the 7th chassis ever produced, making it an exceptionally rare and remarkable example. (Picture from: Carrozzieri-Italiani)
What makes the Mangusta Spyder even more intriguing is the way it has influenced design thinking. Giugiaro’s work on the car helped solidify his reputation before he launched Italdesign, while the unconventional side-window treatment inspired later prototypes, such as one by Karmann decades later. The car also benefitted from a little-known legal loophole in the U.S., which allowed boutique manufacturers producing fewer than 500 cars to bypass certain safety regulations. That’s the only reason its low headlights and other “non-conforming” details ever made it stateside. | yGh2UFB57r0 |
Today, the De Tomaso Mangusta Spyder stands as a true anomaly in automotive history. It was never meant to be mass-produced, never intended to be tamed, and yet it remains one of the most coveted collector’s items in existence. More than just a convertible version of the Mangusta, it’s a symbol of fearless experimentation—an artifact from an era when carmakers weren’t afraid to take risks just to make a statement. For enthusiasts and collectors, it represents something more than rarity or value: it embodies the spirit of a time when cars were not only built to be driven but also to provoke, to inspire, and to stand apart forever. *** [EKA | FROM VARIOUS SOURCES | CARROZZIERI-ITALIANI | MYCARQUEST | VELOCETODAY | MODEL-FAHRZEUG ]
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At a time when car design often plays it safe, DragonTT’s Hero dares to look ridiculous, futuristic, and inspiring all at once. It doesn’t try to blend in; it exists to spark debate, to push limits, and to prove that sustainability doesn’t need to come dressed in bland packaging. Whether viewed as stunning or absurd, the Hero earns its name as a bold presence in the automotive world—too unusual to be a Batmobile yet too real to be dismissed as fantasy, much like the Japanese-built DragStar F1 Dragon. and The Beast. *** [EKA | FROM VARIOUS SOURCES | DRAGONTT | LARGUS.FR | TUNINGBLOG.EU | BLACKXPERIENCE ]
