Tamed Fury - If you ever wondered what it would be like if a flamethrower went to finishing school, the Lamborghini Diablo VT might just be your answer. Wild, loud, unapologetically dramatic—but also the first time Lamborghini looked at one of its raging bulls and thought, “Hmm, maybe we should teach this thing to behave just a little.”
The Lamborghini Diablo VT, launched in 1993, marked Lamborghini’s bold leap into all-wheel-drive supercars with its “Viscous Traction” system that could send up to 25% of the engine’s power to the front wheels. (Picture from: Cars.Bonham)
Introduced in 1993, the Diablo VT was Lamborghini’s bold leap into the unfamiliar world of all-wheel-drive supercars. “VT” stands for “Viscous Traction”—which might sound like something you'd find in a sci-fi movie, but in reality, it was a viscous coupling that could send up to 25% of the engine’s power to the front wheels. That may not sound revolutionary today, but for Lamborghini at the time, it was practically heresy. Until then, Lambos had a reputation for being beautiful, brutally fast, and borderline unhinged on the road. The Diablo VT changed that narrative—just a bit.
The
Lamborghini Diablo retained its iconic wedge shape and signature scissor doors, combining a sleek, low-slung body that looked fast even at a standstill, menacing in motion, and downright outrageous in red—a bold statement that dismissed conventional car design entirely. (Picture from: Wikipedia)
Powering this mechanical beast was a 5.7-liter V12 engine producing around 492 horsepower and 428 lb-ft of torque. Numbers like that, especially in the early '90s, weren’t just impressive—they were absurd. This wasn’t just a fast car; this was a car that could embarrass most motorcycles. It did 0 to 60 mph in about 4.5 seconds and had a top speed north of 200 mph, which meant the speedometer was really more of a suggestion than a limit.
The
Lamborghini Diablo VT featured a surprisingly refined interior with leather trim, carbon fiber accents, and improved comfort over its predecessors—offering just enough ease to remind drivers they were in an exotic, not a race car.. (Picture from: TomWookieFord in X)
But here’s where things get interesting: the Diablo VT wasn’t just about brute force. Lamborghini added features like power steering, anti-lock brakes, and electronically adjustable suspension—things that today sound standard, but back then were like giving a rock concert stage pyrotechnics and then throwing in a string quartet for balance. The result?A car that still looked and sounded like an untamed creature, but one that could now dance through corners without biting your head off.
The Lamborghini Diablo VT introduced several improvements, including front air intakes below the driving lamps for better brake cooling, larger rear arch intakes, a more ergonomic interior with revised electronically adjustable dampers, four-piston brake calipers, power steering, and minor engine refinements. (Picture from: Wikipedia)
Design-wise, the Diablo VTkept the iconic wedge shape and those glorious scissor doors that basically shouted “supercar” before the engine even started. It looked fast parked, threatening when in motion, and practically criminal when in red. The sleek, low-slung body was more than just a statement—it was a middle finger to anything shaped like a box on wheels.
The Lamborghini Diablo VT Roadster, launched in December 1995, featured a removable carbon fiber targa top stored above the engine lid and a revised front bumper with two rectangular and two round driving lamps replacing the original quad rectangular setup. (Picture from: Wikipedia)
Inside, things took a turn for the surprisingly plush. You’d find leather-wrapped everything, carbon fiber accents, and just enough comfort to remind you that you weren’t driving a race car—you were driving an Italian exotic that happened to also know what legroom was. It wasn’t exactly a living room on wheels, but compared to previous Lambos, it was practically a spa day.
The Lamborghini Diablo VT Roadster featured a substantially redesigned engine lid to ensure adequate ventilation when the removable roof panel was stored above it. (Picture from: RobbReport)
Production ran from 1993 to 1998, with around 400 units built—making the Diablo VT relatively rare, even by supercar standards. Lamborghini, of course, didn’t stop there. They followed up with versions like the Diablo VT Roadster, which let you experience all that thunderous V12 glory with the added bonus of messing up your hair.
The Lamborghini Diablo VT 6.0 introduced in 1999 with major design updates, including Murciélago-style front air intakes, reworked bumper and quarter panels, enlarged turn signals repositioned below the headlights, removal of upper air inlets, and body-colored taillight surrounds with GT-style lamp configuration. (Picture from: MobilLangka.id in Instagram)
And then came the Diablo VT 6.0, which arrived with a larger 6.0-liter engine, sharper looks, and more refined styling—including integrated headlights and carbon fiber trim that made it look ready for both a racetrack and a red carpet. Due to the development of the Murciélago, the Lamborghini Diablo VT 6.0was offered exclusively in coupé form; however, customers could still request a rear-wheel-drive version by special order. | OF621dLzlPY |
At the end of the Diablo's production run, the company introduced the limited-production Lamborghini Diablo VT 6.0 SE, offered exclusively in two colors—gold metallic “Oro Elios” symbolizing sunrise and color-shifting bronze/maroon “Marrone Eklipsis” representing sunset—with additional updates including a new magnesium intake manifold, short-ratio transmission, unique upholstery, “Lamborghini” badged brake calipers, enhanced carbon fiber interior trim, and integrated navigation with road map software, while retaining the same power output asthe standard VT 6.0.
The Lamborghini Diablo VT 6.0 SE shown here is a 2001 model finished in the color-shifting bronze/maroon “Marrone Eklipsis,” featuring major design updates. (Picture from: RMSothebys)
What makes the Diablo VT truly special isn’t just that it was fast, exotic, and dangerously cool—it’s that it marked a turning point. It was the first Lamborghini to embrace a little more control, a little more usability, without sacrificing the drama that made people fall in love with the brand in the first place. It showed that a supercar could evolve without losing its soul. | bD5JF-penCQ |
In short, the Lamborghini Diablo VT was proof that even the wildest machines can grow up—just enough to be usable, but not so much that they stop being thrilling. And let’s be honest: when a car can scare you and make you smile at the same time, it’s probably doing something right. *** [EKA | FROM VARIOUS SOURCES | WIKIPEDIA | DRIVERSOURCE | ROBBREPORT | RMSOTHEBYS | TOMWOOKIEFORD IN X | CARS.BONHAM ]
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Gritwheel Dream - In the world of cars, not every legend is born from a giant corporation or a billion-pound budget. Sometimes, the most fascinating stories come from the smallest garages, driven by ambition rather than profit. One such tale takes us to Washington, a quiet town in County Durham, England—not exactly the place you'd expect a bold automotive dream to take shape. Yet, in the early 1970s, this unlikely setting became home to a car that defied expectations, challenged conventions, and carved its own little corner in motoring history. That car was the Clan Crusader.
The Clan Crusader was a small, lightweight British sports car, designed with the idea that less is more. (Picture from: Clan-Crusader)
What made the Clan Crusader so special wasn’t just its quirky name or compact design. It was the spirit behind it. This car wasn’t the product of a massive assembly line; it was the brainchild of three former Lotus engineers—Paul Haussauer, Brian Luff, and John Frayling—who decided to step away from the corporate world and build something of their own. Fueled by a modest government grant and a lot of determination, they transformed a 24,500-square-foot facility in Washington, Co Durham, England into a factory for their unique creation.
The Clan Crusader featured a sleek, clamshell-shaped body
made from just two molded fiberglass pieces, keeping its weight low and
its look strikingly futuristic for its era. (Picture from: Wikipedia)
At its core, the Clan Crusader was a small, lightweight sports car, designed with the idea that less is more. The car borrowed parts from the Hillman Imp, including its compact 875 cc rear-mounted engine. Paired with a rear-wheel-drive setup, the Crusader delivered a modest 51 horsepower and 52 lb-ft of torque—enough to reach speeds close to 99 mph and do 0 to 60 in about 12.5 seconds. It wasn’t a speed demon, but it was spirited enough to make every drive feel like a thrill.
The Clan Crusader, powered by a compact 875 cc rear-mounted engine borrowed from the Hillman Imp, was paired with a rear-wheel-drive setup. (Picture from: Classic-Kitcars)
What truly set it apart, though, was its construction. The entire body was made from just two molded fiberglass pieces, forming a sleek clamshell shape. This not only kept the weight down—hovering between 1,277 and 1,356 pounds—but also gave the car a distinct, almost futuristic appearance for its time. It looked more at home on a race track than a suburban street, which made it stand out instantly. | __ciOoJEQRU |
The Crusadermade its debut in London in 1971, and people took notice. Offered as either a complete car or a kit (which you could assemble yourself), it had a unique appeal for those who loved both driving and tinkering. But just as things were picking up, a mix of bad timing and bad luck hit hard. A new value-added tax on kits increased prices, the oil crisis raised costs even higher, and parts became harder to find. By 1973, after building around 315 to 340 units, the factory doors closed.
The Clan, a revived version of the original sports car, was brought back in 1980s Northern Ireland by Peter McCandless after the original company closed in 1973. (Picture from: Clan-Crusader)
That might have been the end of the story—but it wasn’t. In the 1980s, Peter McCandless revived the brand in Northern Ireland, giving the Crusader a second chance. The new versions, simply called the Clan, featured more powerful engines (up to 78 hp), retractable headlights, disc brakes, and other modern upgrades.
The Clan featuring stronger engines, retractable headlights, disc brakes, and other modern enhancements. (Picture from: Wikipedia)
There was even a high-performance prototype, the Clan Clover, powered by a 1.5-liter Alfa Romeo engine. Although only around 120 of these new models were built before production ended again in 1987, they kept the spirit of the original alive.
This is the Clan Clover, a high-performance prototype showcased here with a 1.5-liter Alfa Romeo engine. (Picture from: Clan-Crusader)
Despite its short production run, the Clan Crusader left its mark—especially in the world of rally racing. It surprised many by performing impressively in events like the 1972 Le Mans Rally, the Tour of Mull, and the Derwent Star Rally. Drivers like Andy Dawson and Alan Conley proved that this little fiberglass fighter could punch well above its weight.
The Clan Clover variant was produced only around 120 units before production ended again in 1987, they kept the spirit of the original alive. (Picture from: Wikipedia)
Today, the Clan Crusader may not be a household name, but it lives on through dedicated enthusiasts, a passionate owner’s club, and a handful of surviving models still roaming the roads. It's a car that speaks to those who love simplicity, ingenuity, and a little bit of rebellion. In a time when cars seem to be getting bigger, heavier, and more complicated, the Crusader remains a reminder that sometimes, the best things come in the lightest packages. *** [EKA | FROM VARIOUS SOURCES | CLAN-CRUSADER | HAGERTY | WIKIPEDIA ]
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Retro-Futuristic - There are certain cars that go beyond being machines on wheels—they become symbols of creativity, ambition, and the times in which they were born. One of those rare examples is the California Star, a one-off vision that dared to reimagine whatthe legendary Ford Model T Roadstermight look like if it had been reborn for a new generation. What emerged wasn’t a copy of the past but a bold reinterpretation that blurred the lines between hot rod tradition and futuristic innovation.
The California Star was a one-off creation that boldly reimagined how the legendary Ford Model T Roadster might look if reborn for a new generation. (Picture from: ObscureSupercar in X)
The story began with the idea of building a modern take on the Model T Roadster while still using as many original parts as possible. But once the project was underway, the reality set in: the original components simply didn’t fit with the radical new design direction. The car would be mid-engined, highly advanced for its time, and dressed in a body that nodded to the past while leaning firmly into the future. The project became less about reusing parts and more about carrying forward a spirit of reinvention.
The California Star was a mid-engined creation, remarkably advanced for its era, with a design that honored the past while boldly embracing the future.(Picture from: Silodrome)
Designer Don Verner and master builder Ron Covell took on the task with relentless dedication. Over 2,400 hours of work stretched from 1981 until the car was finished in 1983. Before laying down a single piece of aluminum, they crafted a full-scale mockup to nail down proportions and details. From there, a custom chrome-moly space frame came to life, engineered to hold two seats in the center and a Chevrolet V6 mounted behind them. The decision to go mid-engine was radical, ensuring excellent balance and weight distribution, more reminiscent of race cars than the hot rods that inspired it.
The California Star was engineered to feature two seats within its cabin, complemented by a four-spoke steering wheel and a clean, minimalist dashboard layout.(Picture from: Silodrome)
That Chevy V6 was turbocharged and tilted for a lower center of gravity, though no precise performance figures were ever documented. Still, turbocharged versions of the engine were known to push between 200 and 300 horsepower—a remarkable amount of power for such a lightweight creation. To keep it all under control, the build incorporated Porsche 911 steering components, Strange Engineering brake rotors, Wilwood calipers, Spax shocks, and a cleverly hidden pushrod suspension. This wasn’t a backyard project cobbled together from leftovers; it was a meticulous blend of race-inspired engineering and hot rod imagination.
The California Star was powered by a turbocharged Chevy V6 engine capable of producing between 200 and 300 horsepower, an impressive output for such a lightweight creation.(Picture from: Silodrome)
The design itself spoke volumes about the 1980s. From the faux front wing to the tinted wraparound windshield, the California Star looked like something equally at home on the road or in a sci-fi film. The body was entirely hand-formed from aluminum alloy, featuring dramatic side intakes, a subtle rear wing, and doors that sat unusually high due to the chassis layout. Getting in might have been tricky, but the structure delivered superb rigidity. Inside, the tan Connolly leather by Dave Putnam wrapped around twin bucket seats and a center console complete with a stereo system and shifter—reminders that this car was both radical and refined.
The California Star combined Porsche 911 steering parts, Strange Engineering rotors, Wilwood calipers, Spax shocks, and a neatly hidden pushrod suspension to keep everything perfectly in control. (Picture from: Silodrome)
The California Star made its public debut at the Oakland Roadster Show in 1984, competing for the prestigious “America’s Most Beautiful Roadster” award. Its presence turned heads immediately. Unlike most entries, it wasn’t based on a production car, and its futuristic styling set it apart from anything else on display. Judges agreed, and it walked away with the top honor, cementing its place as not just a custom car, but a landmark creation that pushed the genre forward.
The California Star featured a fully hand-formed aluminum alloy body with dramatic side intakes, a subtle rear wing, and unusually high doors shaped by its unique chassis design.(Picture from: ObscureSupercar in X)
From there, the California Starbecame a piece of hot rod history. It was featured in numerous magazines, celebrated for daring to break conventions while still carrying the DNA of the Model T’s pioneering hot rod spirit. Later, it found its way into private collections, eventually joining the Blackie Gejeian collection in 2014. Remarkably, despite its four-decade history, the odometer shows only about six miles—a testament to how carefully it has been preserved rather than driven. | nF0aa-7OMxU |
Today, looking back at the California Star feels like peering into a time capsule that still looks futuristic. It may have been built in the early ’80s, but its styling and engineering continue to impress in an era where custom cars often struggle to surprise. What Don Verner and Ron Covell created wasn’t just a reimagined Model T; it was a vision of what hot rodding could become when imagination is given complete freedom. The California Star didn’t just win trophies—it left behind an enduring reminder that the best cars aren’t only built to move, they’re built to inspire. *** [EKA | FROM VARIOUS SOURCES | SILODROME | MECUM | WEIRDWHEELS IN REDDIT | OBSCURESUPERCAR IN X ]
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Curious Silhouette - Sometimes, the world of vehicles feels like a never-ending quest to push boundaries—whether it’s through speed, efficiency, or sheer design flair. Back in the 1930s, a period bursting with bold creativity, one remarkable creation rolled onto the streets of Scotland and England: the Holland Coachcraft Streamline Delivery Van. This was not just a workhorse on wheels; it was a moving piece of Art Deco sculpture, blending practical utility with head-turning beauty.
An impressive fleet of Castlebank Laundry vans lined up together, their unusual design creating a futuristic parade on the streets of Scotland. (Picture from: OldBritishCars in Facebook)
Holland Coachcraft, the Glasgow-based company behind the design, opened its doors around 1930. For a decade, it captured attention with daring ideas before moving operations to Gateshead in 1936, only to shut down by 1940. Although its run was short, the company left a legacy of vehicles that were anything but ordinary. These vans, crafted with striking aerodynamic lines, perfectly reflected the optimism and artistic ambition of the era. Even today, they stand as an unexpected fusion of design language borrowed from high-style architecture and aviation, repurposed into something as humble as a delivery vehicle.
A glimpse inside the workshop, where craftsmen carefully shaped the wooden frame that would later define the van’s flowing, futuristic curves. (Picture from: OldBritishCars in Facebook)
Underneath that elegant skin sat an Albion type-BL119 chassis, tying the vans firmly to Glasgow’s proud engineering roots. Albion Motors, founded in 1899, had already made its mark as a trusted manufacturer of sturdy trucks. The company’s future saw it taken over by Leyland Motors in 1951, and while Albion-branded vehicles continued until 1972, the Scotstoun factory kept building trucks under Leyland until 1980.
A Castlebank Laundry van showing off its dramatic grille and sweeping bodywork, blending elegance with a sense of bold experimentation. (Picture from: OldBritishCars in Facebook)
But during the 1930s, when Holland Coachcraft was busy reimagining delivery vans, Albion provided the robust platform that allowed this stylish experiment to take shape. The craftsmanship of the van’s bodywork is where its magic truly lies. Designed to Holland Coachcraft’s registered patterns, one notable example was constructed by S. H. Bond of Manchester.
The Pioneer Laundry van stood out with its smooth teardrop silhouette, a streamlined form that looked more like sculpture than utility. (Picture from: Quirkyrides in X)
Built with an ash frame, birch plywood lining, and hand-beaten silver steel panels, it showcased a mix of strength and artistry. Polished aluminum mouldings added a refined gleam, while the bold white enamel finish made it impossible to miss on the road. Details like raised wooden lettering, carefully painted in black, gave it a distinctive, almost bespoke touch. Even the design of the rear—with a low-loading well behind the axle and access via folding doors—demonstrated a thoughtful balance between aesthetics and practicality.
This striking van, with its bold Art Deco lines and metallic finish, turned an everyday delivery vehicle into a rolling piece of modernist art. (Picture from: Quirkyrides in X)
Interestingly, these vans weren’t made to carry glamorous cargo; they were often employed by laundries. Universal Laundry in Rochdale, Lancashire, used them, while Castlebank Laundry in Glasgow ran a fleet of bright yellow vans, zipping around neighborhoods collecting and returning freshly washed clothes. The sight of such futuristic vehicles delivering everyday services must have been both surprising and delightful for people at the time. In a way, the vans made ordinary errands feel a little more modern, a little more special. | IMcB1dErZtY |
Looking back, it’s hard not to admire how Holland Coachcraft managed to transform something as utilitarian as a delivery van into a rolling showcase of the Art Deco spirit. It was an era when designers dared to make functional objects beautiful, and this van is proof of how far that ambition could go. Today, in a world where utility often trumps artistry, these streamlined vehicles remind us that practicality and beauty don’t have to be opposites—they can exist in perfect harmony, even in something as simple as a laundry van. *** [EKA | FROM VARIOUS SOURCES | FLASHBAK | ARCHIVE.COMMERCIALMOTOR | OLDBRITSHCARS IN FACEBOOK | QUIRKYRIDES IN X ]
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Shark Aesthetic - In an automotive world dominated by uniform designs and computer-generated perfection, there’s something deeply refreshing about a car born purely from imagination and human touch. One such machine came to life in a modest workshop in West Leicester, built not by a corporation, but by a craftsman with vision. His name is Paul Bacon, and his very first custom creation — a striking car known asthe Dualatron — remains one of the most fascinating transformations ever to come out of Britain’s custom scene.
The 1989 Citroën BX Custom ‘Dualatron’ by Paul Bacon shows off its dramatic rear fins and sculpted tail design, blending 1950s flair with modern craftsmanship. (Picture from: PostWarClassic)
Mechanical Whimsy - There’s something endlessly charming about how post-war Europe embraced creativity on wheels. Scarcity gave rise to innovation, and few examples better capture that spirit than the enchanting yet obscure Citroën 2CV Radar — a unique creation by Belgian Citroën dealer Robert Radar. It's a car born not from a major automaker’s drawing board, but from the mind of a passionate man with racing roots, mechanical precision, and an eye for unconventional beauty.
The Citroën 2CV Radar in its full form, showcasing the two-tone fiberglass body with distinctive flowing lines and compact proportions. (Picture from; QuirkyRides in X)
Robert Radar, a trained mechanic with racing experience from the roaring ‘20s, poured his ingenuity into creating something exceptional. After years of hands-on experience with Citroën and running his own garage in Liège, he designed a roadster in 1956 that was unlike anything else on the road — sleek, curvy, and distinctly French, yet built on the famously utilitarian Citroën 2CV chassis. His creation was so unconventional that it still turns heads today with its surreal, almost dreamlike shape.
A closer look at the front profile reveals the smooth bonnetless nose and rounded curves that give the 2CV Radar its whimsical character. (Picture from; Facebook)
Visually, the 2CV Radar is a car that seems torn between the world of engineering and artistic sculpture. From certain angles, it looks like it belongs in a museum of modern art rather than on a city street. Its exaggerated curves, wing-like rear fenders, and bulbous proportions might strike some as odd or even whimsical. But that’s precisely what makes it stand out. It's not trying to mimic the sports cars of its time; it boldly carves its own path, unafraid of looking different.
Robert Radar originally built the car as a minimalist open-top roadster, like the one shown here, with later versions gradually evolving into fixed-roof coupés.(Picture from; Corfo.JouwWeb.be)
Robert Radar initially built the car as a minimalist open-top roadster, with later versions evolving into fixed-roof coupés like the one shown here. This is the kind of car that walks the fine line between “weird” and “wonderful,” and ends up owning both labels with confidence.
Front view of a bonnetless red Citroën 2CV Radar roadster, showcasing its fluid fiberglass curves, distinctive grille with Citroën chevrons, and exposed headlamps—an example of Robert Radar’s minimalist, hand-built design.(Picture from; Corfo.JouwWeb.be)
The body is crafted entirely from polyester — a cutting-edge material at the time — with an organic flow that almost seems to melt into the road. From the exaggerated, flowing rear fenders to the low-slung nose and minimalistic grille, this car radiates aerodynamic ambition and creative freedom. One of the most distinctive features is its roofline: a fixed hardtop that seamlessly curves into the body, contrasting in color (usually white over deep red or burgundy) and housing what appears to be a rear window froma Citroën DS, cleverly repurposed as a windshield. Even the bumpers and side trims feel custom-made, cleanly integrated into the design without distracting from the smooth surface. Every curve, every bulge, serves both form and function, a visual poem written in fiberglass.
Robert Radar behind the wheel of his creation, the ‘Radar’, a uniquely styled vehicle based on the Citroën 2CV platform.(Picture from; TotalKitCar)
Step inside, and you’ll find the simplicity of the 2CV still present, but wrapped in a slightly more elegant shell. The dashboard and interior layout remain faithful to the original, but with subtle upgrades like improved trim and modest upholstery enhancements to match the Radar’s grander presence. Don’t expect luxury, though — this was still an affordable, lightweight roadster designed to retain the spirit of the 2CV’s simplicity.
A rare coupé-style variant of the 2CV Radar, featuring a two-tone fiberglass body and elegant roofline, photographed at a vintage car gathering.(Picture from: M124a.LiveJournal)
Under the skin, things get more interesting. Originally powered by a standard 425cc flat-twin engine, Robert Radar didn’t stop there. He boosted the performance by upgrading to a 500cc displacement and fitting a dual-carburetor setup. With a reinforced suspension system and the addition of a stabilizer bar, the Radar wasn’t just a showpiece — it could reach up to 120 km/h, a genuinely impressive feat for a car that started life as a humble people’s vehicle. Light weight, clever aerodynamics, and a peppy heart turned it into a surprisingly spirited drive.
Rear view of the Radar, highlighting its sculpted fenders, minimalist taillights, and the DS-sourced rear window repurposed as the windshield.(Picture from; QuirkyRides in X)
What truly sets the 2CV Radar apart is how rare and it is. After Radar built a few bodies himself — some assembled in his own garage, others sold as kits — Citroën Belgium became intrigued. From 1959 to 1962, they produced about 60 fiberglass bodies, of which only 20 were completed as full vehicles. The production process was split between facilities in Belgium and even extended into northern France, involving several craftsmen who ensured the assembly quality met the unique vision.
This is one of the earlier models of the 2CV Radar, shown with a bonnet, with an optional windscreen available to customers at the time.(Picture from; TotalKitCar)
Changes were made during this limited production run: some lost the original bumpers in favor of sleeker side bars, the door handles disappeared, and the body was slightly reworked to ease access to mechanical parts. But the soul remained intact — a quirky, sculptural reinterpretation of the 2CV that was both accessible and unlike anything else Citroën ever offered.
These are two roadster variants built by Robert Radar on the Citroën 2CV chassis—one on the left featuring a bonnetless nose with smooth curves, and the other on the right equipped with a full bonnet and lacking a windshield. (Picture from; Classic And Recreation Sportscars in Facebook)
The 2CV Radar even played a minor role in history. It appeared at the 1958 Brussels World's Fair and in showrooms, proudly wearing its uniqueness like a badge of honor. For 75,000 Belgian francs — around 25% more thana regular 2CV — buyers could own something exceptionally rare, fun, and fashionably French.
Rear view of a pastel-blue Citroën 2CV Radar roadster lacking a
windshield, highlighting its fluid fiberglass curves, exposed cockpit, and minimalist rear styling. (Picture from; PreWar)
Only a handful of these rolling sculptures survive today, with perhaps fewer than six known examples still in existence. Each remaining car is a rolling tribute to Radar's vision and the post-war spirit of creativity. They may look a bit odd today, parked among modern machines, but that’s exactly what makes them so captivating — they were never meant to fit in. | ovoIP1fIXmI |
Introduced in 1993, the Diablo VT was Lamborghini’s bold leap into the unfamiliar world of all-wheel-drive supercars. “VT” stands for “Viscous Traction”—which might sound like something you'd find in a sci-fi movie, but in reality, it was a viscous coupling that could send up to 25% of the engine’s power to the front wheels. That may not sound revolutionary today, but for Lamborghini at the time, it was practically heresy. Until then, Lambos had a reputation for being beautiful, brutally fast, and borderline unhinged on the road. The Diablo VT changed that narrative—just a bit.
In short, the Lamborghini Diablo VT was proof that even the wildest machines can grow up—just enough to be usable, but not so much that they stop being thrilling. And let’s be honest: when a car can scare you and make you smile at the same time, it’s probably doing something right. *** [EKA | FROM VARIOUS SOURCES | WIKIPEDIA | DRIVERSOURCE | ROBBREPORT | RMSOTHEBYS | TOMWOOKIEFORD IN X | CARS.BONHAM ]
