Inventive Paradox - Long before electric motorcycles and adventure bikes reshaped how we think about two-wheeled freedom, there was a moment in history when inventors dreamed with grease-stained hands and open imaginations. The late 1930s were an age of mechanical optimism — when engineers dared to merge machines that didn’t seem to belong together. Among those restless innovators was Jean Lehaitre, a French creator who asked a simple but radical question: what if a motorcycle didn’t need wheels at all?
A one-of-a-kind motorcycle that moves like a tank — the Tractor-Cycle, created by Jean Lehaitre in 1938. (Picture from: GridOto— original black-and-white photo colorized using Krea.ai)
That question took physical form in 1938 as the Tractor-Cycle, a track-driven motorcycle that looked more like a miniature tank than anything else on the road. The concept was so unusual that Modern Mechanix magazine featured it in its February 1938 issue under the headline “Belt Drive Replaces Wheels on Novel Motorcycle.” The accompanying photo showed Lehaitre himself sitting astride the machine — proof that this wasn’t just a sketch or speculative idea, but a real, working prototype.
Jean
Lehaitre’s track-driven motorcycle replaced conventional rubber tires
with a continuous steel-belt track that looped beneath the frame like a
tank tread. (Picture from: GridOto— original black-and-white photo colorized using Krea.ai)
Lehaitre’s design was a marvel of odd but practical thinking. Instead of the familiar rubber tires of a conventional bike, it used a continuous steel-belt track — a loop running beneath the frame much like a tank tread. This gave the machine exceptional traction and the ability to crawl across rough terrain, climb hills, and handle conditions that would easily defeat ordinary motorcycles. The magazine reported that it could reach speeds of about 25 miles per hour (around 40 km/h), impressive for something so heavy and mechanically complex. Steering, according to the article, was achieved by turning the handlebars to slightly shift the direction of the moving track — a clever adaptation of motorcycle control to an entirely different propulsion system.
Jean
Lehaitre’s second track-driven motorcycle prototype featured small
rubber wheels designed to provide stability during operation.(Picture from: GridOto — original black-and-white photo colorized using Krea.ai)
Though designed primarily for rugged terrain, Lehaitre imagined potential military applications as well. The Modern Mechanix cover even showed an artist’s rendering ofthe Tractor-Cyclefitted with a mounted machine gun, suggesting it could be used for dispatch riding or reconnaissance across bomb-scarred landscapes. While there’s no evidence it ever saw service or entered mass production, the concept aligned neatly with the era’s growing fascination with mechanized warfare and all-terrain mobility.
Jean Lehaitre’s track-driven motorcycle prototype never saw service or mass production, yet its concept perfectly reflected the era’s fascination with mechanized warfare and all-terrain mobility.(Picture from: GridOto)
Lehaitre’s invention wasn’t born in isolation. France had already seen a similar experiment a year earlier — the 1937 Mercier Moto Chenille, another caterpillar-track motorcycle designed to conquer off-road conditions. The Moto Chenille shared the same mechanical ambition: to merge the agility of a motorbike with the endurance of a tracked vehicle. A few years later, Germany would take the idea further withthe NSU Kettenkrad, a half-track motorcycle produced in significant numbers during World War II, used to transport soldiers and equipment across battlefields. Lehaitre’s prototype, in retrospect, seems like a missing evolutionary link between these machines — a French experiment that foreshadowed one of the most distinctive military vehicles of the 1940s.
Although no surviving units, patents, or museum exhibits remain, the evidence from the 1938 publication confirms that the Tractor-Cycle did in fact exist. (Picture from: GridOto)
Today, only the faded pages of Modern Mechanix and a handful of surviving photographs remind us of Jean Lehaitre’s bold idea. There are no surviving units, no patents, no museum displays. Yet the evidence from that 1938 publication confirms thatthe Tractor-Cycletruly existed, at least as a working prototype — not myth, not rumor. It was the product of a time when invention was less about efficiency and more about daring; when one person with tools, time, and imagination could literally reinvent what a motorcycle could be. | GuJC-T4v1TU | rNhJt0uWync |
In the grand narrative of automotive history, the Tractor-Cycle occupies a small but fascinating chapter. It represents that restless human urge to build something different — something that rolls not on wheels, but on the conviction that boundaries are meant to be crossed, even if the road ahead has yet to be made.
Unstoppable Icon - Sometimes a car is more than just a car. Some machines manage to slip out of the ordinary world of wheels and engines, and step straight into the realm of legend. Few vehicles illustrate this better than a shocking pink Rolls-Royce that simply refused to die. Rolls-Royce themselves tried to erase it from existence, yet FAB 1—the car of Lady Penelope from the cult TV show Thunderbirds—is still around, celebrating its 60th anniversary as one of the strangest and most fascinating automotive stories ever told.
The real-life replica of the ‘FAB 1’ limousine, a bright pink Rolls-Royce fantasy car created for Lady Penelope in the 1960s cult series Thunderbirds, was built to chauffeur Gerry and Sylvia Anderson to the 1968 premiere of Thunderbirds Are Go. (Pictured from: TheTelegraph)
Legend Reborn - Every so often, the automotive world experiences a moment when heritage and innovation align perfectly — a moment that feels less like engineering and more like artistry. That moment is happening right now in Italy, where Pininfarina and JAS Motorsportare breathing new life into one of Japan’s most revered sports cars: the Honda NSX. What began in the 1990s as a revolutionary blend of performance and approachability is now being reimagined for a modern era. For JAS Motorsport — long recognized for its mastery in Honda’s touring, GT, and endurance programs — this marks an ambitious first: crafting a high-performance road car that embodies both its racing DNA and Pininfarina’s legendary design vision.
Teaser image of the Honda NSX JAS Pininfarina. (Picture from: HotCars)
At JAS’s atelier in Arluno, near Milan, the project has reached the “body-fitting” stage, where concept sketches begin to take physical form. Each vehicle starts with a donor NSX from the 1990s, reborn through a full carbon-fiber body meticulously sculpted by Pininfarina. The design pays homage to the timeless balance of the original while introducing sharper aerodynamics and refined Italian aesthetics. Inside, the cockpit stays true tothe NSXphilosophy — an unfiltered link between driver and machine — yet evolves with modern ergonomics and premium materials, seamlessly blending analog emotion with contemporary craftsmanship.
Teaser image of the Honda NSX JAS Pininfarina. (Picture from: HotCars)
Beneath its elegant skin lies a naturally aspirated V6 engine, a deliberate nod to purity in an age dominated by hybrid and electric systems. Engineered for high power, torque, and immediate response, it promises a visceral driving experience amplified by a six-speed manual transmission. This choice is not a retreat into nostalgia but a statement — a celebration of mechanical honesty and the tactile satisfaction that only true drivers understand. Every element, from its carbon construction to its racing-derived components, speaks of authenticity, balance, and precision.
Teaser image of the Honda NSX JAS Pininfarina. (Picture from: HotCars)
While details such as the car’s official name, specifications, and production numbers remain undisclosed, anticipation builds for its unveiling in the first half of 2026. More than a revival, this collaboration between Pininfarina and JAS Motorsport feels like a dialogue between eras — a graceful merging of 1990s purity with present-day innovation. In a world increasingly defined by automation, this reborn NSX dares to stay human, reminding us that great design and great driving share one timeless truth: emotion will always matter. *** [EKA | FROM VARIOUS SOURCES | AUTTOCAR | CARROZZIERI-ITALIANI | HOTCARS | AUTOBLOG | TOPGEAR ]
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Electrified Dominance - The automotive world is entering a fascinating phase where silence meets speed, and sustainability no longer means compromise. In this era of electrified adrenaline, Mercedes-AMG has stepped forward with something extraordinary—an electric machine that doesn’t just whisper performance, but roars innovation. Meet the Mercedes-AMG Concept GT XX, a car that embodies the soul of AMG in the form of pure electric power, ready to shake up everything we thought we knew about high-performance sedans.
The 2025 Mercedes-AMG GT XX, a car that embodies the soul of AMG in the form of pure electric power, ready to shake up everything we thought we knew about high-performance sedans. (Picture from: Oto)
At first glance, the GT XX doesn’t merely hint at speed—it declares it. Designed as the spiritual successor tothe AMG GT 4-Door Coupé, this concept pushes boundaries in both performance and aesthetics. Mercedes-AMG wanted to make a statement about where the brand is heading, and this 1,341-horsepower beast makes that message impossible to ignore. It’s not just another EV; it’s a declaration that AMG is fully committed to mastering electrification without losing the character that made it legendary.
The 2025 Mercedes-AMG GT XX front end features a dramatic concave oval Panamericana grille, seamlessly blending hidden headlights and a large aerodynamic splitter. (Picture from: Oto)
Under its sleek, muscular body lies an engineering masterpiece. The GT XXruns on the dedicated AMG.EA platform, which houses a 114 kWh battery pack integrated directly into the car’s structure. This design doesn’t just provide strength—it enhances safety and rigidity. Cooling is managed through an advanced oil-based system to keep performance consistent even under extreme load. Mercedes claims its charging capacity can reach 850 kW, the highest figure in the world today, though public chargers are still catching up to such capability.
The 2025 Mercedes-AMG GT XX offers a cabin that feels like the future of racing, where every surface, contour, and control reflects pure performance and purpose.(Picture from: CarAndDriver)
When it comes to performance, the numbers are almost unreal. With a triple-motor configuration generating a combined 1,341 hp, the GT XXsprints from 0 to 100 km/h in under 2.5 seconds, topping out at a breathtaking 360 km/h. That’s hypercar territory—yet this machine has four doors and the practicality of a grand tourer. Markus Schäfer, Chief Technical Officer of Mercedes-Benz, described it as a “rolling technology lab,” a glimpse into the innovations that will soon find their way into future AMG models.
The 2025 Mercedes-AMG GT XX features a minimalist dashboard dominated by a 10.25-inch instrument cluster and a 14-inch central touchscreen, complemented by a steering wheel inspired by the AMG One hypercar with integrated driving mode selectors.(Picture from: Oto)
Its exterior design takes Mercedes into an entirely new visual language. The front end features a dramatic concave oval Panamericana grille, seamlessly blending hidden headlights and a large aerodynamic splitter. The profile stretches 5,204 mm in length and 2,130 mm in width—longer and wider than the Porsche Taycan, the very rival it’s gunning for. Around the back, things get even bolder. There’s no rear window, replaced instead by a sculpted panel with 730 LED dots and six circular lights, producing a futuristic glow that feels straight out of science fiction. With a drag coefficient of just 0.19, the GT XX is among the most aerodynamic cars ever built.
The 2025 Mercedes-AMG GT XX profile stretches 5,204 mm in length and 2,130 mm in width—longer and wider than the Porsche Taycan, the very rival it’s gunning for. (Picture from: Oto)
Inside, the cabin feels like stepping into the future of racing. Every surface, every contour, every control speaks of performance and purpose. Two digital displays—a 10.25-inch instrument cluster and a 14-inch central touchscreen—dominate the minimalist dashboard. The steering wheel takes inspiration fromthe AMG One hypercar, complete with integrated driving mode selectors. The seats, crafted from 3D-printed ergonomic material, combine recycled GT3 tires with biosilk fibers, showing that sustainability and luxury can coexist beautifully.
The 2025 Mercedes-AMG GT XX makes an even bolder statement at the rear, replacing the traditional window with a sculpted panel of 730 LED dots and six circular lights that create a striking sci-fi glow.(Picture from: Oto)
Then there’s one of the car’s most fascinating features: its eight-speaker external sound system. Instead of letting the silence of electric motors dull the thrill, AMG has recreated the emotional sound signature of its classic V8s, giving drivers and bystanders a familiar symphony of power—minus the emissions. It’s a small touch that turns technology into emotion, blending the old spirit of AMG with the new era of electrification.
The 2025 Mercedes-AMG GT XX is built on the dedicated AMG.EA platform, featuring a 114 kWh battery pack seamlessly integrated into its structure.(Picture from: CarAndDriver)
Mercedes-AMG has confirmed thatthe production version of the GT XXwill arrive in 2026, maintaining the performance and design seen in this concept. A high-performance SUV built on the same platform will follow in 2027, expanding AMG’s electric portfolio further. With this, Mercedes isn’t just chasing the Porsche Taycan—it’s redefining what electric luxury performance can be. | KoPOQ-KchkA |
As the world continues its journey toward electrified mobility, the GT XX stands as proof that speed, emotion, and innovation can coexist in perfect harmony. It’s not just a car; it’s a statement—a vision of what happens when heritage and high voltage collide. The future of AMG has never looked this electrifying, and the road ahead has never been more thrilling. *** [EKA | FROM VARIOUS SOURCES | MERCEDES-BENZ | CARANDDRIVER | OTO ]
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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 ]
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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 |
That question took physical form in 1938 as the Tractor-Cycle, a track-driven motorcycle that looked more like a miniature tank than anything else on the road. The concept was so unusual that Modern Mechanix magazine featured it in its February 1938 issue under the headline “Belt Drive Replaces Wheels on Novel Motorcycle.” The accompanying photo showed Lehaitre himself sitting astride the machine — proof that this wasn’t just a sketch or speculative idea, but a real, working prototype. 
In the grand narrative of automotive history, the Tractor-Cycle occupies a small but fascinating chapter. It represents that restless human urge to build something different — something that rolls not on wheels, but on the conviction that boundaries are meant to be crossed, even if the road ahead has yet to be made.
