Streamlined Genius - In an age when technology and imagination were racing neck and neck, a few minds dared to dream beyond the limits of their time. The 1930s, a golden era of speed and design, gave birth to many bold ideas — but few as visionary asthe Dubonnet Dolphin, a car that looked more like it belonged to the future than to 1936. It was during this year that French inventor, aviator, and racing driver André Dubonnet brought his most daring automotive experiment to life, a machine that blurred the line between road and sky.
Pedestrians looked on in awe as the 1936 Dubonnet Dolphin glided gracefully through the bustling streets of the French Riviera around 1937. (Picture from: WeirdCarOfTheDay — original black-and-white photo colorized using Krea.ai)
Dubonnet’s story is as fascinating as the car itself. Born into privilege as the son of Joseph Dubonnet, founder of the famous Dubonnet aperitif brand, André had the resources to chase his passions. He was not content to simply drive fast — he wanted to rethink how cars moved through air. With the help of aerodynamicist Jean Andreau, he set out to create a vehicle that borrowed as much from aviation as from traditional motoring.
The 1936 Dubonnet Dolphin of André Dubonnet, and built by the renowned French coachbuilders Latourneur & Marchand. (Picture from: TCCT)
The result, completed in 1936, wasthe Dubonnet Dolphin, built by the renowned French coachbuilders Latourneur & Marchand. Its design was breathtaking — a true sculpture in motion. The entire body was shaped like a teardrop, the most aerodynamic form found in nature, with a large fin sweeping up from the rear as if the car were slicing through invisible waves. Even the front wheel covers turned with the steering, enhancing both efficiency and grace.
This technical drawing illustrates the 1936 Dubonnet Dolphin’s innovative teardrop-shaped body and mid-mounted V8 layout, merging aerodynamics with advanced engineering. (Picture from: WeirdCarOfTheDay)
The Dolphin'scabin accomodated 4 passenggers, and featured an unusual door layout to access it: rear passengers entered from side doors, while the driver and front passenger shared a single, large door built into the right side of the car’s nose, making entry feel almost like stepping into the cockpit of an aircraft. The left front section, shaped purely for aerodynamics, gave the illusion that the car had only three openings instead of four — a design that made the Dolphin look strikingly futuristic even when standing still.
The 1936 Dubonnet Dolphin is shown parked with its sleek teardrop body and rear fin design highlighting its advanced aerodynamic form. (Picture from: CarsThatNeverMadeItEtc in Tumbr— original black-and-white photo colorized using Krea.ai)
Beneath its futuristic curves lay equally advanced engineering. The car was powered by a Matford (Ford of France) 3.6-liter V8 engine mounted just ahead of the rear axle — a rare layout at the time. Power was delivered through a four-speed Cotal electrically actuated gearbox, one of the earliest systems of its kind. On March 24, 1936, the prototype was tested at the Montlhéry track near Paris. The results stunned everyone: it reached a top speed of 174.4 km/h, far surpassing the 128.8 km/h achieved by a standard Ford saloon with the same engine. Even more impressive, it was 37.4% more fuel-efficient — a remarkable feat for an experimental concept car.
The 1936 Dubonnet Dolphin features a distinctive front-opening door that forms part of the car’s aerodynamic nose design. (Picture from: RollingArt in Facebook — original black-and-white photo colorized using Krea.ai)
Shortly after this success, Ford purchased the prototype and shipped it to the United States in 1936, where it was praised as "the car of the future". Its combination of aircraft-inspired styling, clever engineering, and unmatched performance captured the imagination of designers and journalists alike. Unfortunately, the timing couldn’t have been worse. The commercial failure ofChrysler’s Airflowjust two years earlier had made Americans wary of cars that looked too futuristic. As a result, the Dolphin’srevolutionary design never made it into production.
The 1936 Dubonnet Dolphin displays its striking rear fin and aerodynamic teardrop shape during testing on an open airfield. (Picture from: RollingArt in Facebook — original black-and-white photo colorized using Krea.ai)
What happened next remains one of the great mysteries of automotive history. According to historian Richard Adatto in From Passion to Perfection, the Dubonnet Dolphinvanished before World War II, possibly stolen while in America. Some believe it still hides in a forgotten garage along the East Coast — a silent witness to an era when innovation ran faster than time itself.
The 1936 Dubonnet Dolphin prototype parked in front of 180 East 79th Street, Manhattan, New York City, around 1939. (Picture from: lAutomobileAncienne — original black-and-white photo colorized using Krea.ai)
André Dubonnet’s life continued to reflect his restless creativity. He served as a pilot with the Vichy government during the war, married twice — one of his wives notably disliked that he had named a concept car after the other — and later invested heavily in solar energy, an idea far ahead of its era but one that nearly bankrupted him. He passed away in 1980, at the age of 82, leaving behind a legacy defined by brilliance, boldness, and endless curiosity. | o3HMw0F9jvk |
Vision Ignite - On the streets of Milan, where fashion and design often set the tone for the future, Audi chose the perfect stage to unveil something more than just a car. The arrival of the Audi Concept C is not simply another product launch—it is a declaration that Audi is ready to redefine its place in the sports car world. After years of shifting strategies, declining sales, and the quiet farewell of icons like the TT and R8, the brand is now putting forward a vision that blends history, technology, and bold design thinking into one striking machine.
The Audi Concept C embodies clarity while paying tribute to the legendary 1936 Auto Union Type C racing car, serving as a bridge between the brand’s storied past and its bold “radical next” chapter. (Picture from: Carvaganza)
The Concept C takes inspiration from the spirit of the Audi TT but refuses to be seen as its replacement. Instead, it carves its own path, standing confidently between the TT and the R8, as confirmed by CEO Gernot Döllner. What makes this debut even more symbolic is the timing: it’s been over two decades since Audi has had a true sports car in its lineup, and now, with production scheduled for 2027, the Concept C is poised to fill that void in a way that feels entirely fresh.
The Audi Concept C displays a sleek, minimalist rear profile with sculpted metallic surfaces, bold geometric wheels, and a refined open-top design.(Picture from: Carvaganza)
A major reason the Concept C looks the way it does is Massimo Frascella, Audi’s new head of design, who previously shaped icons at Jaguar Land Rover. His design language is built on simplicity—stripping away unnecessary details while creating forms that are both timeless and bold. That approach is evident here. The car is clean yet characterful, futuristic yet deeply rooted in Audi’s DNA. Even its name carries layers of meaning: “Concept C” is a nod to clarity and a respectful tribute to the legendary 1936 Auto Union Type C racing car. It’s a bridge between Audi’s history and its “radical next” chapter.
The Audi Concept C extends its philosophy of simplicity into the cabin, featuring essential anodized aluminum controls with the signature mechanical “Audi click” and a 10.4-inch display that emerges only when needed to maintain its minimalist character.(Picture from: Carvaganza)
From a technical perspective, the Concept C is every bit as forward-thinking as its design. Riding on the PPE platform developed with Porsche, the car uses a central battery layout rather than one mounted on the floor. This choice creates a balanced weight distribution and a remarkably low center of gravity, ideal for delivering the nimble handling expected from a sports car. The concept version comes with a single rear-mounted motor, while the production model will expand to include a dual-motor setup for those craving more power. And for the first time in Audi’s convertible history, the Concept C introduces a retractable hardtop, blending the thrill of open-air driving with modern practicality.
The Audi Concept C draws inspiration from the spirit of the Audi TT yet confidently forges its own path, positioning itself between the TT and the R8.. (Picture from: Carvaganza)
Audi has made it clear that this car will exist solely as an electric roadster, no internal combustion option in sight. The intention isn’t to create a track monster, but rather a machine that thrives on winding roads, bringing emotional connection back to driving. To enrich the experience, Audi is even exploring features like synthetic sound and a virtual gearbox to emulate the visceral feel of traditional sports cars—an idea sure to spark curiosity among enthusiasts longing for the sensations of a manual transmission.
The Audi Concept C showcases its forward-thinking engineering on the Porsche co-developed PPE platform, featuring a centrally mounted battery that ensures balanced weight distribution and a low center of gravity for agile, sports car–like handling.(Picture from: Carvaganza)
Step inside, and the Concept C’s philosophy of simplicity continues. The cockpit focuses on the essentials: physical anodized aluminum controls with that satisfying mechanical “Audi click,” and a 10.4-inch display that only appears when necessary, preserving the minimalist vibe. The classic round steering wheel carries a genuine metal Audi logo, reminding the driver that this car was built with authenticity in mind. Frascella himself recalls the moment he first saw the Audi TT in 1998, noting how it stood out not through loudness but through purity and courage—values he has carried into this new creation. | 7lDTQDQZyDU |
Seen in this light, the Audi Concept C is far more than a stylish prototype shown under the Milan spotlight. It is a statement of revival, an answer to the absence left by the TT and R8, and a glimpse into what Audi believes a modern sports car should be. With mass production set for 2027, the Concept C is poised not only to redefine Audi’s sports car identity but also to show that electric performance can still be deeply emotional, timeless, and exciting. For a brand with such a rich history, this debut feels less like a beginning and more like a powerful return. *** [EKA | FROM VARIOUS SOURCES | AUDI | CARANDDRIVER | CARVAGANZA ]
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Quiet Thrill - In a world where speed, style, and heritage often collide in the most extravagant ways, it's easy to overlook the quieter legends. While today's supercar conversations are dominated by roaring Ferraris and futuristic electric hypercars, there’s a gem tucked away from the limelight that deserves just as much admiration. Meet the Banks Europa — a machine that doesn’t shout for attention, but effortlessly earns respect the moment it roars to life.
The 1985 Banks Lotus Europa S2 is one of Europa Engineering’s creations, inspired by the original Lotus Europa S2 and distinguished by its prominent rear wing. (Picture from: GoodwoodSportscar in Facebook)
Back in 1966, the original Lotus Europa made its mark as a revolutionary sports car. It was built for long-distance comfort without sacrificing the signature Lotus charm of lightness and responsive handling. With its mid-engine layout and a Renault-sourced inline-four engine, the Europa was a forward-thinking design in its day. But like many cars from that era, it had its quirks — charming to some, frustrating to others. That’s where Banks steps in.
The Banks Europa 47R stays largely true to the original Lotus 47 silhouette, with a popular variation featuring reshaped wheel arches and a rear under spoiler.(Picture from: Banks Europa)
Owned and operated by Richard Winter, Europa Engineering is the only business in the world dedicated to the classic Europa marque, based in Southport, England. Rather than simply restoring old cars, Banks takes things further — reimagining the Europa with modern engineering while staying true to its timeless design.
The Banks Europa 62S stays largely true to the "super rare" Lotus Type 62 racer, with a popular variation featuring reshaped wheel arches and a rear under spoiler. (Picture from: Banks Europa)
The Banks Europa comes in two core variants: the 47R, inspired by the legendary Lotus 47 Sports Racing car, and the 62S, based on the Lotus 62 2.0-litre sports prototype—both of which earned notable success on the track during the late 1960s and early 1970s. The outcome is nothing short of exceptional: a car that blends vintage driving excitement with modern-day reliability and performance. Each vehicle is hand-built to the highest standards, using contemporary materials and components, and tailored precisely to the customer’s individual specifications.
The Banks Europa (pictured: the 1985 Banks Lotus Europa S2) is a modern reinterpretation by Europa Engineering, featuring an upgraded chassis, engine, and interior—and earning acclaim from Top Gear as “the British supercar you’ve never heard of.”(Picture from: GoodwoodSportscar in Facebook)
The Banks Europa may look like the original at a glance, but under the skin, it's a thoroughly enhanced machine. This particular version features a Vauxhall-sourced 2.0L 16-valve “Red Top” XE engine — a powerplant well-known for its balance of durability and performance. In addition to the Vauxhall unit, Banks have fitted a number of different engines ranging including Lotus, Vauxhall SOHC, Renault, Alfa and a Chevy. Other options include turbo and super-chargers.
The Banks Europa (pictured: the 1985 Banks Lotus Europa S2) retains its classic silhouette with subtly refined bodywork, and every detail—from the updated chassis to the upgraded interior—is carefully crafted to make it not just a car to drive, but one to truly live with. (Picture from: CarsonlineBonham)
And while it keeps the classic silhouette, the bodywork has been subtly tweaked, not to change its identity, but to refine it. Every detail, from the updated chassis to the upgraded interior, is crafted with care, making it not just a car to drive, but a car to live with.
The 1985 Banks Lotus Europa S2 powered by a Vauxhall-sourced 2.0L 16-valve “Red Top” XE engine — a powerplant well-known for its balance of durability and performance.(Picture from: CarsonlineBonham)
With over 400 cars hand-built to individual customer specs, the Banks Europa has quietly made its way into garages across the world — including Japan, where many have found new homes. Each one is a reflection of the driver’s vision, brought to life by a builder who understands what makes a great car not just fast, but unforgettable.
The 1985 Banks Lotus Europa S2 is one of Europa Engineering’s creations, inspired by the original Lotus Europa S2 and distinguished by its prominent rear wing.(Picture from: GoodwoodSportscar in Facebook)
Despite their rarity and the craftsmanship involved, these cars still fly under the radar. Priced around £30,000 and up, the Banks Europa offers a truly unique ownership experience that feels like a steal compared to other boutique sports cars. And it’s not just enthusiasts who’ve taken notice — even Top Gear dubbed it “The British supercar you’ve never heard of,” a title that perfectly captures the spirit of this underappreciated icon.
For those who crave something different — something with history, heart, and soul — the Banks-built Lotus Europa isn’t just another classic reborn. It’s a rolling reminder that passion, precision, and performance don’t always need a spotlight to shine. Sometimes, the best stories are the ones whispered between true believers, on winding roads where the car and driver connect like old friends rediscovering the joy of the journey. *** [EKA | FROM VARIOUS SOURCES | BANKS-EUROPA | LOTUS-SUPPLIES | DRIVE-MY | CARSONLINE.BONHAM | GOODWOODSPORTSCAR IN FACEBOOK ]
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Icon Reborn - There’s something timeless about the way Ferrari turns dreams into machines. Every era has its masterpiece — a car that doesn’t just move people but stirs their souls. Decades ago, that car was the Ferrari F40, a raw, unfiltered expression of power and precision that defined what a supercar could be. Today, in an age of hybrid innovation and electrified performance, Ferrari has done something extraordinary: it has reimagined that legend for the modern world through a one-of-a-kind creation calledthe Ferrari SC40.
The Ferrari SC40, created through Ferrari’s Special Projects program, is a one-off tribute to the legendary F40 built for a customer seeking more than nostalgia.(Picture from: ObscureSupercar in X)
This stunning one-off model is not just a tribute — it’s a bridge between past and future. Crafted under Ferrari’s Special Projects program, the SC40was built exclusively for a single customer who wanted more than nostalgia. The team didn’t simply revivethe F40; they infused its spirit into the beating heart of Ferrari’s modern engineering. Beneath its striking wedge-shaped silhouette lies the soul ofthe Ferrari 296 GTB, one of the most advanced supercars on the planet.
The Ferrari SC40 combines the 296’s architecture, chassis, and powertrain with a sharper, more angular design that echoes the F40’s iconic wedge profile. (Picture from: ObscureSupercar in X)
At its core, the SC40borrows the architecture, chassis, and powertrain fromthe 296. That means it’s powered by a V6 hybrid engine producing 830 horsepower, capable of launching from zero to 60 mph in under three seconds. It’s an astonishing combination of speed and sophistication — a car that honors Ferrari’s racing DNA while embracing the electrified performance demanded by this era.
The Ferrari SC40 pairs beautifully with a deep red interior reminiscent of the F40’s iconic cabin, featuring futuristic yet familiar craftsmanship enhanced by Kevlar elements that echo the lightweight materials of the 1987 classic. (Picture from: Carbuzz)
But the magic ofthe SC40 lies not just in numbers or mechanics. It’s in the way it looks — and the story that shape tells. Unlike the smooth, curvy lines ofthe 296 GTB, the SC40wears a sharper, more angular body that nods directly tothe F40’sunmistakable wedge profile. Ferrari didn’t aim for a carbon copy of the classic; instead, they created something that stands confidently on its own. The front nose carries the sharpness ofthe original F40, while the fixed rear wing delivers both aesthetic nostalgia and aerodynamic purpose.
The Ferrari SC40 powered by a V6 hybrid engine producing 830 horsepower, capable of launching from zero to 60 mph in under three seconds. (Picture from: Carbuzz)
To make this tribute even more distinctive, Ferrari finished the car in a bespoke shade called“SC40 White”, a clean and modern tone that glows under light yet pairs beautifully with the deep red interior reminiscent ofthe F40’siconic cabin. Inside, the craftsmanship feels both futuristic and familiar. Kevlar elements echo the lightweight materials of the 1987 classic, while the engine cover, massive and dramatic, lifts to reveal the hybrid heart beneath — a modern marvel inspired by one of history’s greatest engines. Eventhe SC40logo, placed subtly on the right side of the rear wing, feels like a secret signature — a quiet reminder that this isn’t just a Ferrari, it’s the Ferrari.
The Ferrari SC40 features a fixed rear wing that not only enhances aerodynamic performance but also evokes a strong sense of aesthetic nostalgia inspired by the original F40. (Picture from: ObscureSupercar in X)
Of course, the SC40 isn’t something you’ll ever see in showrooms. As a one-off commission, it’s a singular expression of Ferrari artistry — part engineering masterpiece, part rolling sculpture. The Special Projects program exists precisely for moments like this, where passion meets personalization, and history meets innovation. For enthusiasts hoping to capture even a glimpse of that magic, Ferrari’s lineup continues to evolve. The 849 Testarossa, for example, carries on the spirit of bold, wedge-like design, while the 296 GTB remains a technological marvel in its own right. | AWYHHHgQSYo |
The SC40reminds us why Ferrari continues to captivate the world — because it never stops creating emotion through motion. It’s not just about horsepower or heritage; it’s about how every curve, every sound, and every spark of innovation keeps the legend alive. the F40 once defined a generation of dreamers, and now, the SC40whispers to a new one: the passion that fuels Ferrari never fades, it simply finds a new way to roar. *** [EKA | FROM VARIOUS SOURCES | ROADANDTRACK | CARBUZZ | OBSCURESUPERCAR IN X ]
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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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Today, the 1936 Dubonnet Dolphin stands as a lost masterpiece — a glimpse into what the future looked like through the eyes of a dreamer. Every curve and contour still speaks of a time when imagination had no limits, and when one man dared to believe that cars, too, could learn to fly. *** [EKA | FROM VARIOUS SOURVCES | SIMANAITTISSAYS | WORTHPOINT | WEIRDCAROFTHEDAY | LAUTOMOBILEANCIENNE | ALLCARINDEX | ROLLING ART IN FACEBOOK | THINGIES IN FACEBOOK | ART DECO AUTOMOBILE IN FACEBOOK | CARSTHATNEVERMADEITETC IN TUMBLR ]
