Silent Predator - The history of rallying is packed with legends—cars, drivers, and moments that defined generations of motorsport fans. But sometimes, it’s the stories of what didn’t happen that captivate us even more. For every championship win or record-breaking performance, there are vehicles that almost made it to glory but were stopped just short of writing their names in history. Among these rare machines, none perhaps evokes as much curiosity and imagination as the Toyota MR2 222D—a fire-breathing rally prototype built for a series that never saw the light of day.
The Toyota MR2 222D, a wild Group S rally prototype
developed by Toyota Team Europe alongside a one-make MR2 racing series in the UK and USA, never saw competition due to the cancellation of Group S, but its 600bhp, four-wheel-drive design cemented the MR2’s performance reputation. (Picture from: Mag.Toyota.co.uk)
Toyota’s rally journey began in the late 1950s and steadily grew in ambition through the decades. By the 1980s, they weren’t just participating—they were aiming to dominate. The Corolla scored wins in WRC events, and the manufacturer had carved a name for itself with tough, turbocharged machines. Their cars were gritty, successful, and relentlessly engineered. But behind the scenes at Toyota Team Europe (TTE), something far more radical was being built—not just an evolution, but a revolution in rally car design.
This rare black Toyota MR2 222D prototype, preserved at Toyota Motorsport GmbH in Cologne, Germany, showcases the raw, aggressive lines of a rally monster that never got its chance to race. A glimpse into what might have dominated the Group S era. (Picture from: CarThrottle)
That car was the MR2 222D. Designed for the mysterious and never-implemented Group S rally category, the 222Dwas based loosely onthe first-generation Toyota MR2, although calling it a “based on” car is a bit of a stretch. Aside from the general shape of the body panels, the 222D shared virtually nothing with the road car. Beneath its aggressive silhouette lay a lightweight space-frame chassis, a mid-mounted engine, and all the firepower Toyota could cram in.
The Toyota MR2 222D’s interior is a bare-bones rally cockpit, fitted with analog gauges, a racing wheel, bucket seats, and exposed controls. (Picture from: Petrolicious)
The numbers were stunning even by today’s standards. Powered by the 2140cc 503E engine—a turbocharged monster later found in Toyota’s Le Mans cars—the 222D could deliver up to 600 horsepower. All of this in a package that weighed just 750 kilograms. On paper, it had the makings of a champion. With further refinement, it might’ve gone toe-to-toe with the titans of rallying like the Peugeot 205 T16 or the Lancia Delta S4. But fate, as it often does in motorsport, had other plans.
The Toyota MR2 222D featured a lightweight space-frame chassis, a mid-mounted engine, and all the firepower Toyota could pack beneath its aggressive silhouette.(Picture from: Mag.Toyota.co.uk)
The demise of Group B in 1986, following a string of deadly accidents, left Group S stillborn. Group S was supposed to be the next step—a safer, more regulated, yet still incredibly fast series. But with no clear technical guidelines and growing concerns about safety, the FIA never made it past the planning stage. The 222D, born to race under rules that never came, was left without a stage.
The Toyota MR2 222D, powered by the 2140cc 503E turbocharged engine later used in Toyota’s Le Mans cars, delivered up to 600 horsepower in a chassis weighing just 750 kilograms. (Picture from: Petrolicious)
Despite being an abandoned prototype, the 222D wasn’t entirely forgotten. Two versions were developed by Toyota: an all-wheel-drive variant designed with help from transmission specialists Xtrac, and a rear-wheel-drive version with a more straightforward setup. The AWD version, finished in black, was built for loose gravel stages, while the white-painted RWD versionwas designed for tarmac. Both variants showcased Toyota’s commitment to development, preparing for every possibility despite the uncertainty of future regulations.
The Toyota MR2 222D, developed with the turbocharged 503E engine, showed promise but was shelved when Group B was cancelled in 1986.(Picture from: Mag.Toyota.co.uk)
But raw power without control is a recipe for trouble, and that’s exactly what plagued the 222D. According to John Day, one of the few who’s driven and maintained the surviving models, the car is nearly undriveable. It suffers from extreme turbo lag, unpredictable handling, and limited suspension travel—not ideal for rallying, where quick responses and terrain adaptability are everything. At the time, turbo technology wasn’t refined enough to overcome these flaws. Toyota wasn’t alone in this struggle—Lancia even added a supercharger to their S4 to cope with similar lag issues.
Displayed at the Toyota Mega Web showroom in Tokyo, Japan, this white Toyota MR2 222D prototype stands as a striking reminder of Toyota’s bold rally ambitions, frozen in time before they could be unleashed.(Picture from: Mag.Toyota.co.uk)
Then there was the problem of parts. As an R&D project, the 222D was never meant for mass production. Only eleven were built, and due to tax laws in Japan, most were ordered to be destroyed. A few visionary engineers, however, saw the car’s historical value and quietly hid away three of them. Today, just one of those cars remains fully operational. But keeping it alive isn’t easy. Many of its parts are unique, and no longer manufactured. Even something as simple as a fuel pump malfunction can cause catastrophic consequences.
The Toyota MR2 222D, a 750bhp rally machine built with the potential to dominate the stages, never had the chance to prove itself as fate stepped in and brought its journey to an abrupt halt.(Picture from: Mag.Toyota.co.uk)
Still, the 222D has made rare appearances, such as at the Goodwood Festival of Speed and the Eifel Rally Festival, where fans get a glimpse of what might have been. With enormous rear tires, wide bodywork, and exhaust pipes winding like a sculpture around its midsection, the 222Dlooks more like a Le Mans prototype than a rally car. It’s an extraordinary sight—both beautiful and brutal.
The Toyota MR2 222D’s rear showcases a wide stance, large vents, and a bold wing, all emphasizing its purpose-built rally design.(Picture from: Mag.Toyota.co.uk)
It’s tempting to imagine an alternate timeline. One where the Group S rules were finalized, where Toyota brought the 222D to Monte Carlo in 1988, and where legends like Juha Kankkunen or Björn Waldegård guided it to championship glory. If that had happened, the MR2 222D might now be remembered as one of the greatest rally cars ever made. | gM7bIx-iu-o |
But instead, it sits in a special category of motorsport lore—a machine full of potential, brilliance, and bold ambition, but also marred by the limits of its time and the uncertainty of its purpose. The MR2 222D was built for a race that never ran, for a series that never existed, and for a legacy that was never fully written. And perhaps that’s why it still fascinates us—because sometimes, the greatest legends are the ones we never got to see. *** [FROM VARIOUS SOURCES | MAG.TOYOTA.CO.UK | PETROLICIOUS | CARTHROTTLE | EVO.CO.UK | AUTOEVOLUTION ]
Note: This blog can be accessed via your smart phone.
Hidden Masterpieces - In the world of hypercars, beauty often comes with brutal power—and no name captures that combination quite like Bugatti. With its long legacy of engineering marvels and jaw-dropping designs, this French icon has consistently pushed the boundaries of speed and style. Every so often, Bugatti unveils something so rare and distinct that it slips quietly into the brand’s legend.
These three examples reveal Bugatti’s quieter genius—crafted for connoisseurs
who see automotive design as pure emotion and exclusivity, proving that the most breathtaking performances aren’t always the loudest. (Image Reimagined by ChatGPT | Prompt by EKA)
Take the Brouillard, for example—a one-of-one masterpiece with sculpted lines and elegant touches, based on the now-retired W-16 platform. Though it caught the eye of enthusiasts recently, it also served as a perfect reminder of how many extraordinary Bugatti creations have quietly existed over the years, away from the spotlight.
The Bugatti Brouillard takes coupe form inspired by the Mistral roadster, built on the Chiron’s carbon-fiber tub and legendary 8.0-liter quad-turbocharged W16 engine.(Picture from: Carscoops)
Bugatti's tradition of crafting ultra-limited editions began long before the Brouillard. Over the last two decades, the marque has released a series of hyper-exclusive Veyrons, each one with its own story, inspiration, and identity. While names like Chiron and La Voiture Noire might dominate headlines, a handful of Veyron-based models remain surprisingly unknown to the wider public—despite being among the most visually and technically unique cars Bugatti has ever built.
The 2010 Bugatti 16.4 Veyron Sang Noir. (Picture from: Wikipedia)
Among the earliest was the Bugatti 16.4 Veyron Sang Noir, a dark and striking interpretation of the iconic Veyron. Combining a high-gloss black exterior with polished chrome accents and a vivid Tangerine leather interior, this model was aimed at true automotive purists. Just 15 were ever made, each one blending understated menace with rich, bespoke craftsmanship.
The 2009 Bugatti Veyron 16.4 Grand Sport Soleil de Nuit. (Picture from: Supercars.net)
Equally rare is the Bugatti Veyron 16.4 Grand Sport Soleil de Nuit, revealed at the 2009 Dubai Auto Show and built exclusively for the Middle East. Its polished aluminum bodywork was contrasted by a deep Black Blue Metallic finish, while a flash of Italian Red was hidden under the rear wing—visible only when the car was in motion. Though Bugatti never confirmed how many were made, only a handful are believed to exist, including one delivered to the Kuwaiti royal family.
The 2012 Bugatti Veyron 16.4 Grand Sport Venet. (Picture from: Wikipedia)
A few years later, the Bugatti Veyron 16.4 Grand Sport Venet proved that hypercars could cross into the world of conceptual art. Inspired by French artist Bernar Venet, the car’s paint faded from a rust-like orange to black, adorned with mathematical formulas derived from Bugatti’s own engineering notes. The theme continued into the interior, creating a hypercar that looked like it belonged in a gallery as much as it did on a racetrack.
All three ultra-rare Bugatti hypercars—Veyron-based models that remain surprisingly unknown to the public—stand side by side as some of the most visually and technically unique creations the brand has ever built. (Image Reimagined by ChatGPT | Prompt by EKA)
These three examples showcase the quieter side of Bugatti’s genius—models not built for mass attention, but for those who see automotive design as a language of emotion and exclusivity. They remind us that some of the most breathtaking expressions of performance aren't always the loudest. | jH01-0XxdVQ |
Desert Dominator - In a world where the boundaries between luxury, speed, and off-road capability are getting blurrier by the year, carmakers are constantly pushing the envelope to surprise and inspire. From electric hypercars that whisper instead of roar, to rugged luxury SUVs that climb mountains in designer trim, there seems to be no limit to what can be done when creativity meets performance. And speaking of bold ideas, imagine a Ferrari—not just ripping up a track—but kicking up sand, bouncing over dunes, and doing it all with unmistakable Italian flair.
The Ferrari Sand is an unofficial virtual concept that could be the Prancing Horse’s most adventurous design yet, built to rival the Sterrato and Dakar with more than just rugged looks. (Picture from: Autoevolution)
While Lamborghini has made waves with models like the Huracán Sterrato and Porsche with the 911 Dakar, Ferrari has largely stayed in its lane—until now, at least in the realm of imagination. Step into the world of Luca Serafini, a visionary digital car designer from Modena, Italy, who goes by the name lsdesignsrl on social media. He’s well known for reimagining icons, and this time, he’s turned his gaze to the one place Ferrari hasn’t dared to tread: the off-road frontier.
Enter the Ferrari Sand, an unofficial and purely virtual concept that might just be the Prancing Horse’s most adventurous idea yet. Designed to go head-to-head with the Sterrato and Dakar, this creation isn’t just about looking tough. It embodies a seamless fusion of racing DNA, GT comfort, and rugged functionality. Picture a machine sculpted with Ferrari’s signature aggressive lines, yet adapted for dirt, gravel, and sand with higher ground clearance, muscular fender flares, and all-terrain tires that practically beg for a desert sprint.
The Ferrari Sand is an unofficial virtual concept that could be the Prancing Horse’s most adventurous design yet, built to rival the Sterrato and Dakar with more than just rugged looks. (Picture from: Autoevolution)
What sets the Ferrari Sand apart is that it doesn't compromise the brand’s core essence—speed and elegance—for the sake of toughness. The design language stays loyal to Ferrari’s latest cues. You’ll notice a sleek front visor and compact headlights, nods to recent models like the 12Cilindri and the new Amalfi. In the rear, a bold, full-width LED light bar gives it that futuristic edge, while the body’s proportions are optimized with short overhangs to enhance its off-road angles.
The Ferrari Sand is an unofficial virtual concept that could be the Prancing Horse’s most adventurous design yet, built to rival the Sterrato and Dakar with more than just rugged looks. (Picture from: Autoevolution)
Functionality hasn’t taken a back seat either. Serafini imagined this vehicle with detachable bumpers, higher ride height, and a more practical approach to rugged driving—all wrapped in a package that still turns heads at Monte Carlo’s waterfront just as much as it carves paths through the Sahara.
This isn't Serafini’s first venture into the alternate reality of automotive design. He previously penned a fictional Ferrari 333 SP revival in the vein of the brand’s exclusive Icona SP line, and even took a shot at a grand touring Lamborghini aimed directly at Ferrari’s 12Cilindri. But the Ferrari Sand stands out as the most grounded of his works—not just because it feels real, but because the world it’s designed for actually exists. A world where the elite don’t just want to go fast; they want to go anywhere.
The Ferrari Sand is an unofficial virtual concept that could be the Prancing Horse’s most adventurous design yet, built to rival the Sterrato and Dakar with more than just rugged looks. (Picture from: Autoevolution)
And as we look around the current automotive landscape—where sales numbers and innovation are equally vital—it’s worth noting that Ferrari has kept busy. With models like the SF90 XX, the hybrid 296 GTB, the luxury-laden Purosangue SUV, and the anticipated F80 hypercar, the brand shows no sign of slowing down. Still, while Lamborghini boasts higher delivery figures and Porsche continues to tap into niche segments, something like the Ferrari Sand could be the perfect wildcard to shake things up.
Sure, it’s a digital concept born from a designer’s wild vision, but sometimes, the best ideas begin where reality ends. And with off-road luxury sports cars no longer being just a novelty, maybe it’s time for Ferrari to kick up some sand of its own. Whether or not the Ferrari Sand ever leaves the realm of pixels, one thing’s clear—it’s a powerful reminder that imagination still drives innovation. *** [EKA | FROM VARIOUS SOURCES | AUTOEVOLUTION | ]
Note: This blog can be accessed via your smart phone.
Voltage Craft - In the ever-growing landscape of electric vehicles, the motorcycle scene is experiencing a quiet revolution. While sleek electric cars dominate headlines, a new breed of electric superbikes is starting to make waves — and not with loud engines or flashy promises, but with substance, style, and serious engineering. One name that’s gaining attention, albeit modestly, is Diem Motors, a startup hailing not from the usual hubs of automotive innovation, but from Norway — with a machine that’s turning heads for all the right reasons: the Diem X-01.
The Diem X-01 combines axial-flux electric power with clean, purposeful Scandinavian design, resulting in a stunning and forward-thinking concept bike. (Picure from: NewAtlas)
At first glance, the X-01 is a stunner. With its futuristic silhouette and uncluttered design, it doesn’t just blend in with today’s electric motorcycles — it confidently sets itself apart. Rather than copy what’s already out there, the X-01 dares to chart its own course. It features a single-beam frame, a hub-mounted axial flux motor, and a single-sided swingarm. The result is a minimalistic yet aggressive look, clean lines that hint at speed, and an overall aesthetic that feels like it belongs more in a design museum than in a parking lot.
The Diem X-01 takes a fresh and thoughtful approach to engineering and design, eliminating exposed sprockets, chains, and even the gearbox for a cleaner, low-maintenance riding experience. (Picure from: NewAtlas)
Behind this elegant piece of machinery are its founders, Daniel Kemnitz and Manvendra Shaktawat. These aren’t wide-eyed newcomers — they’re seasoned designers who’ve worked with heavyweights like Red Bull Advanced Technologies, BMW, Tata, and Piaggio. Their experience shows not just in the styling but in the bike’s engineering decisions. The Diem X-01 isn’t a science experiment disguised as a motorcycle. It’s a serious concept with thought poured into every inch.
One of its boldest features is the use of an axial-flux hub motor that drives the rear wheel directly. This isn’t the most common configuration, and it’s certainly not the easiest to implement. But in exchange, it offers a beautifully simplified drivetrain. With no exposed sprockets, no chain, and no gearbox, riders can expect far less time spent on maintenance — and more time on the road. The motor generates around 47 horsepower, which is solid for urban riding and weekend adventures alike. There may be some curiosity — or concern — about the impact of unsprung weight from the motor placement on handling, but that’s a question only real-world riding can truly answer.
The Diem X-01 made its quiet debut on stage at the MBE trade show in Verona this past January, before being presented more recently in Berlin last month, continuing its low-key yet confident introduction to the public. (Picure from: NewAtlas)
What’s particularly refreshing is that Diem hasn’t taken shortcuts. The X-01 isn’t one of those flashy prototypes that look great in concept but fall apart in execution. It’s equipped with a proper TFT display, sharp LED lighting, a Showa inverted fork, and trusted Brembo brakes. These are not placeholder components; they’re choices that signal Diem’s intent to build something real, something roadworthy.
Even more impressive is how much of the bike is developed in-house. Diem has taken charge of the frame, motor, and battery — a rare move for a startup. This level of control ensures that the hardware and software are optimized together, which is essential in electric vehicles where integration often makes or breaks the product experience. Styling-wise, some may see echoes of the Ultraviolette F99 from India or the short-lived Aston Martin AMB 001, but the X-01 stands confidently in its own lane. There’s a harmony to its proportions and a kind of quiet confidence in its design. It doesn’t shout; it doesn’t need to.
The Diem X-01 is equipped with an axial-flux hub motor that directly powers the rear wheel, offering a unique and efficient drivetrain layout rarely seen in electric motorcycles. (Picure from: NewAtlas)
What makes the Diem X-01 even more intriguing is the company’s approach to launching it. There was no viral campaign, no splashy reveal with influencers and countdowns. It made a calm debut at the MBE trade show in Verona back in January, followed by a low-key showing in Berlin in June. Diem isn’t making wild promises or claiming to redefine transportation as we know it. They’re focusing on perfecting the bike and finding the right partners to bring it to market — a grounded strategy in a world of overhyped vaporware.
While official specs, release timelines, or production volumes haven’t been disclosed, Diem’s direction feels promising. They're not racing to market; they’re moving with intention. And that alone sets them apart in a sector where too many startups flame out after one flashy prototype. Still, Diem Motors seems serious. The company is focused on refining the bike and, more importantly, finding the right partners to bring the prototype to market. | Ti0oS9JdOAk |
If the X-01 is any indication of where Diem Motors is headed, it might not be long before this Norwegian superbike earns its place among the more familiar names in the EV space — not through noise or gimmicks, but through real innovation wrapped in genuine style. Sometimes, quiet revolutions make the loudest impact.
Kept spur your adrenaline on the power of two-wheeled monster and stay alive with the true safety riding. May God will forgive Your sins and so does the cops...... *** [EKA | FROM VARIOUS SOURCES | DIEM MOTORS | NEW ATLAS | THEPACK ]
Note: This blog can be accessed via your smart phone.
Heritage Reborn - Every now and then, a legend finds its way back into the spotlight — not as a replica of the past, but as a bold reinterpretation shaped by modern artistry. Italdesign, one of Italy’s most revered automotive studios, has once again captured global attention with a mysterious new project: a reimagined Honda NSX. A brief teaser showing the words“NSX Tribute” was all it took to reignite excitement among car enthusiasts worldwide. Known for shaping icons like the Volkswagen Golf Mk1 and the DeLorean DMC-12, Italdesign’s creative legacy continues under the Volkswagen Group, where innovation and emotion blend seamlessly into design.
The original Honda NSX holds a sacred place in automotive history. When it debuted in 1990, it wasn’t just another sports car — it was Japan’s audacious challenge to Europe’s elite. Co-developed with Pininfarina, the NSX combined futuristic aesthetics with Honda’s engineering precision, offering Ferrari-like performance wrapped in everyday reliability. It was the world’s first supercar that didn’t demand compromise, a perfect balance between beauty, speed, and practicality. The NSX became a symbol of confidence for Japanese automakers and an inspiration for the performance cars that followed.
Italdesign has unveiled a mysterious teaser video titled “NSX Tribute,” revealing a faint silhouette and rear view that hint at a modern reinterpretation of Honda’s iconic supercar. (Picture from: DailyRevs)
Now, Italdesign’s decision to reinterpret the NSX feels like a meeting of minds across generations and continents — Italian passion intertwining with Japanese discipline. The teaser image reveals a sleek silhouette reminiscent of the first-generation NSX, yet infused with a modern edge that hints at aerodynamic mastery. Rumors suggest that Italdesign’s creation may use the final NSX Type S as its foundation, featuring a 2.5-liter twin-turbo V6 paired with dual electric motors producing a combined 600 horsepower. This hybrid system, powered by a compact lithium-ion battery, ensures all-wheel drive performance that’s both precise and exhilarating.
Estimated rendered image of the Italdesign Honda NSX Tribute. (Picture from: DailyRevs)
While much about the NSX Tribute remains veiled in secrecy, expectations are already soaring. Some believe it will be a one-off collector’s piece, while others anticipate a small production run similar to Italdesign’s exclusive Nissan GT-R50 project. Either way, it’s destined to be more than just a car — it’s a celebration of craftsmanship and legacy. The rumored partnership and potential official nod from Honda further amplify its authenticity, transforming the project from a design exercise into a true homage to one of the world’s greatest automotive icons. | 5zWJOVQtMng |
In a rapidly evolving industry where electrification and automation dominate the conversation, Italdesign’s NSX Tribute stands as a reminder of what makes cars emotional, not just technical. It captures the essence of motion as art — where engineering meets soul, and innovation remembers its roots. The original NSX once proved that a supercar could be practical; Italdesign’s reinterpretation now shows that heritage can evolve without losing its heart. This is more than design revival — it’s Heritage Reborn. *** [EKA | FROM VARIOUS SOURCES | CARSCOOPS | CARVAGANZA | CARROZZIERI-ITALIANI | DAILYREVS | CARBUZZ ]
Note: This blog can be accessed via your smart phone.
Sculpted Performance - Sometimes, a car is more than just a machine—it’s a statement, a piece of art on wheels. In the golden age of European coachbuilding, a handful of visionaries took already beautiful vehicles and transformed them into something truly extraordinary. Among those rare gems stands one of the most intriguing reinterpretations of a French classic: the Citroën DS GT 19 Bossaert Coupe. Even today, decades after it first appeared, this car feels like a whisper from a time when elegance, experimentation, and engineering brilliance walked hand in hand.
The Citroën DS GT 19 Bossaert Coupe embodied Belgian racer and designer Hector Bossaert’s vision of a sleeker, more dynamic coupe that preserved the DS’s spirit while expressing a bold new character. (Picture from: OtoBlitz)
The original Citroën DS was already a sensation when it debuted in 1955. With its futuristic shape, innovative hydropneumatic suspension, and unmatched ride comfort, it instantly became an icon. But for Belgian racing driver and designer Hector Bossaert, the DS was not the end of the conversation—it was the beginning of a daring new one. He envisioned a sleeker, more performance-oriented coupe version that retained the DS’s character but spoke with an entirely different accent.
The Citroën DS GT 19 Bossaert Coupe was crafted by Italy’s renowned coachbuilder Frua before production moved to Gete di Meteren in France near Lille, retaining its original front mechanical setup while adopting a sharper windshield rake and elongated doors for easier cabin access. (Picture from: OtoBlitz)
To bring his vision to life, Bossaert partnered with two of Europe’s most respected names in automotive artistry. The Italian coachbuilder Frua, famed for its fluid, stylish lines, crafted the first examples. Later, production shifted to Gete di Meteren in France, near Lille. The year was 1960, and the result was nothing short of breathtaking—a DS with the heart of a grand tourer and the soul of a sculpture.
The Citroën DS GT 19 Bossaert Coupe had a chassis shortened by 42 centimeters and lowered by 7, creating a taut, athletic stance with a roofline that swept into a plastic rear window and flowed down to a gently sloped trunk and notchback-style bumper. (Picture from: OtoBlitz)
Bossaert’s approach wasn’t just about looks. The chassis ofthe original DS sedanwas shortened by 42 centimeters and lowered by 7 centimeters, giving the car a taut, athletic stance. The front end, complete with its original mechanical setup, was kept intact, but the windshield was given a sharper rake, and the doors were elongated to ease access to the plush cabin. The roofline swept gracefully into a plastic rear window, flowing down to a subtly sloped trunk and notchback-style bumper—a profile that seemed to be in motion even while standing still.
The Citroën DS GT 19 Bossaert Coupe featured
a meticulously hand-finished interior, combining luxurious upholstery
with four practical seats, offering both elegance and comfort for its
passengers. (Picture from: OtoBlitz)
Under the hood, the DS GT 19 was far from ordinary. Its 1.9-liter four-cylinder engine was given a sharper camshaft, a reworked cylinder head, and a higher compression ratio of 9.5:1. Twin 38 mm Zenith carburetors, a redesigned exhaust manifold, and a sportier exhaust system completed the transformation. The power climbed from 83 to 97 horsepower, nudging the top speed to 171 km/h—a respectable figure for a stylish coupe of its era.
The Citroën DS GT 19 Bossaert Coupe featured a sharply edged rear wing in true Italian style, tapering to a point with lights reminiscent of the Pininfarina-styled Peugeot 404 Coupé or various coachbuilt Fiats, while its Carello tail-lights matched those of the Fiat 1500 Cabriolet. (Picture from: OtoBlitz)
Exclusivity was part of its charm. Only about 13 examples were ever made—two by Frua, the rest by Gete. Owning one in 1960 required both deep pockets and impeccable taste. At 29,000 francs, the Bossaert DS GT 19 was pricier than even a Jaguar or a Facel Vega, positioning it as a rarefied indulgence for the few who valued artistry as much as performance. | EMI_YwulyM4 |
Now, more than sixty years later, the Citroën DS GT 19 Bossaert Coupe remains an object of fascination—not because it was produced in great numbers or won famous races, but because it dared to exist at all. It’s a testament to a period when coachbuilders could take a production car and, with skill and imagination, turn it into something utterly unique. In a world where mass production often leaves little room for individuality, this elegant coupe stands as a timeless reminder of what happens when passion, design, and mechanical craft collide in perfect harmony. *** [EKA | FROM VARIOUS SOURCES | OTOBLITZ | CLASSICANDSPORTSCAR ]
Note: This blog can be accessed via your smart phone.
But instead, it sits in a special category of motorsport lore—a machine full of potential, brilliance, and bold ambition, but also marred by the limits of its time and the uncertainty of its purpose. The MR2 222D was built for a race that never ran, for a series that never existed, and for a legacy that was never fully written. And perhaps that’s why it still fascinates us—because sometimes, the greatest legends are the ones we never got to see. *** [FROM VARIOUS SOURCES | MAG.TOYOTA.CO.UK | PETROLICIOUS | CARTHROTTLE | EVO.CO.UK | AUTOEVOLUTION ]
