Artistic Velocity - Every so often, a machine emerges that feels less like an automobile and more like a moving sculpture—an object that captures both the pulse of speed and the soul of art. In an era where digital dashboards and AI-assisted driving dominate the conversation, Pagani reminds the world that emotion and craftsmanship still define the heart of motoring. That reminder now takes an open-top form in the shape of the Pagani Huayra Codalunga Speedster, set to make its world debut at this year’s Las Vegas Concours at The Wynn.
The Pagani Huayra Codalunga Speedster is the latest expression of Pagani's philosophy, born from the Pagani Grandi Complicazioni division—an atelier dedicated to creating the brand’s most intricate and exclusive commissions. (Picture from: NewsDuPontRegestry)
For decades, Pagani Automobili has stood as a cathedral of automotive artistry in Italy’s Motor Valley, the same sacred ground that birthed Ferrari, Maserati, and Lamborghini. Yet Pagani’s philosophy has always been different—less about sheer horsepower and more about the harmony between technology and human touch. Every bolt, every line, every whisper of carbon fiber seems to tell a story of devotion. After more than twenty-five years of obsessive refinement, Pagani’s stable of hypercars continues to embody that rare balance between engineering brilliance and traditional craftsmanship.
The Pagani Huayra Codalunga Speedster embodies elemental freedom, its open design inviting the air and sky to join the performance of every drive. (Picture from: DesignScene)
The Huayra Codalunga Speedsteris the latest expression of that philosophy, born from the Pagani Grandi Complicazioni division—an atelier dedicated to creating the brand’s most intricate and exclusive commissions. While the original Codalunga coupe reimagined the long-tail endurance racers of the 1960s, the Speedster adds a layer of elemental freedom. It strips away the roof, inviting air and sky to become part of the driving experience, turning every motion into theater. Its elongated silhouette and sculpted surfaces are not just aerodynamic decisions but design poetry, echoing the long-tail aesthetic that inspired it. In every curve, there’s a reverence for history and a daring leap into the future.
The Pagani Huayra Codalunga Speedster elongated silhouette and sculpted surfaces are not just aerodynamic decisions but design poetry, echoing the long-tail aesthetic that inspired it. (Picture from: DesignScene)
Pagani’s display at the Las Vegas Concours won’t stop withthe Speedster’s debut. A curated gallery of icons will accompany it—legends like the Zonda C12, the Zonda Arrivederci, and the ultra-rare Zonda and Huayra Tricolore editions, each one a chapter in the story of relentless pursuit of beauty and performance. The fierce Imolaandits Roadster sibling will also take their places, alongside the one-of-five Huayra Codalunga and the brand’s latest masterpiece, the Utopia. Together, they form a moving timeline of Pagani’s evolution: from the sculptural rawness of the early Zondato the ethereal refinement of today’s creations.
The Pagani Huayra Codalunga Speedster interior configuration displays dominantly in green genuine-leather, completed with hand-polished titanium trim components. (Picture from: NewsDuPontRegestry)
But perhaps the most captivating element of the Las Vegas Concours will be the presence of Horacio Pagani himself. Few figures in the automotive world embody the blend of artistry and science as seamlessly as he does. His appearance on the main stage, where he will discuss the philosophy behind his work, offers more than just a masterclass in car design—it’s an exploration of how human imagination can still rival computational perfection.
The Pagani Huayra Codalunga Speedster powered by a massive twin-turbocharged V12 Pagani powertrain produces power of 840 hp and amazing torque of 811 lbs.ft to drive its rear wheels.(Picture from: NewsDuPontRegestry)
The event, running from October 31 to November 2, 2025, will conclude with a Tour d’Elegance, where dozens of Pagani hypercars glide down the Las Vegas Strip in a spectacle of sound, form, and light—a celebration not just of cars, but of what cars can mean when created without compromise. In a landscape often obsessed with efficiency and automation, the Pagani Huayra Codalunga Speedster feels like a love letter to the analog spirit. | hgGoC_nOw7s |
It’s a machine built for those who believe that driving should stir the senses, not just measure speed. As it takes its first public bow in Las Vegas, it doesn’t simply showcase a new chapter in Pagani’s story—it reaffirms the idea that true artistry, when fused with precision engineering, never goes out of style. *** [EKA | FROM VARIOUS SOURCES | PAGANI AUTOMOBILI | NEWS.DUPONTREGESTRY | HYPERCAR.PRO | DESIGNSCENE.NET ]
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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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It’s a machine built for those who believe that driving should stir the senses, not just measure speed. As it takes its first public bow in Las Vegas, it doesn’t simply showcase a new chapter in Pagani’s story—it reaffirms the idea that true artistry, when fused with precision engineering, never goes out of style. *** [EKA | FROM VARIOUS SOURCES | PAGANI AUTOMOBILI | NEWS.DUPONTREGESTRY | HYPERCAR.PRO | DESIGNSCENE.NET ]
