Driven Vision - Every now and then, the automotive world gives us a story that feels more like a personal journey than a business venture. One that’s driven not just by horsepower or carbon fiber, but by passion, stubborn vision, and an almost childlike fascination with what makes a great car truly special. The story of John Parradine is one of those rare tales—where engineering dreams collided with raw ambition to create machines that still make enthusiasts smile today.
John Parradine’s first creation, the Proteus, made its debut in 1985 under the Deltayn Cars badge, blending Jaguar engineering with his own fresh vision of a handcrafted British sports car. (Picture from: TotalKitCar)
John Parradine (1950 - 2023) (Picture from: TotalKitCar)
Back in the mid-1980s, long before electric cars and digital dashboards became the norm, John made his mark with something rather unexpected: the Deltayn Proteus. Built under the Deltayn Cars name—a small independent car maker founded by John himself in Essex, England—the Proteus marked his first leap into the world of automotive creativity. Based
on Jaguar XJ components, the car was available in kit form because John
couldn’t find anything on the market that matched his taste, so he
decided to make one himself.
The Deltyn Proteus built based upon a ladder frame chassis with mechanical components from the Jaguar XJ and powered by Rover V8 engine with a 5-speed manual transmission. (Picture from: Classic And Recreation Sportscars in Facebook)
Its most distinctive feature was its triple-headlight layout on each side, giving it a striking front end that refused to blend into the crowd. A Citroën CX windshield added a touch of French flair, hinting—perhaps unknowingly—at the international chapter his story would later take.
The Deltayn Proteus stood out with its triple headlights and Citroën CX windshield, adding French elegance that hinted at John Parradine’s future ventures abroad. (Picture from: TotalKitCar)
The Deltayn Proteus might not have become a household name, but it reflected something remarkable about John’s spirit. He wasn’t chasing fame or fortune; he was chasing perfection. After producing only a handful of cars, he returned to his earthmoving equipment business—but that desire to build something beautiful never really went away.
Richard Oakes crafted the Pegasus as a meticulous styling exercise and detailed scale model, capturing John Parradine’s vision for a refined, high-performance grand tourer. (Picture from: TotalKitCar)
Engineering, it seems, ran in the family. John’s father once built a life-sized mechanical elephant powered by a Ford engine back in 1949. The elephant even became part of John’s company logo later on, a small but touching nod to his father’s inventive legacy.
The brilliant Pegasus made its debut at the 1990 Geneva Motor Show under the Parradine Motor Company banner, marking John Parradine’s bold entry into the world of advanced, handcrafted supercars. (Picture from: TotalKitCar)
When John came back to the automotive scene, he was ready to do things differently. This time, under a new banner—Parradine Motor Company—he introduced the Parradine Pegasus, a car that would rewrite what small-scale manufacturing could look like. Designed by Richard Oakes and still carrying Jaguar DNA under its skin, the Pegasus stunned everyone. It wasn’t just sleek—it was advanced. The car featured a full Kevlar and carbon-fiber body, making it the world’s first production car to do so. Underneath, a robust spaceframe chassis supported a tuned Jaguar XJ12 engine delivering around 350 horsepower.
The Parradine Pegasus featured a lavish interior crafted by ace trimmers Callow & Maddox, who brought their expertise from working on Bentleys and Rolls-Royces to create a cabin of true bespoke luxury. (Picture from: TotalKitCar)
Inside, luxury took center stage. Crafted by Callow & Maddox—the same team known for upholstering Bentleys and Rolls-Royces—the cabin was wrapped in Italian saddle leather and buckskin. With a launch price of £92,000 (about £142,000 in today’s money), the Pegasus wasn’t just a car; it was an experience. When it debuted at the 1990 Geneva Motor Show, it caused a sensation—nearly 400 orders poured in, each backed by a £5,000 deposit. For a boutique automaker from England, that was the stuff of dreams.
John Parradine deserved to see thousands of Pegasus cars on the road, but political pressures and the Gulf War abruptly ended production before his vision could truly flourish. (Picture from: TotalKitCar)
Even France took notice. The French government, keen to bring such innovation onto its soil, offered John the chance to relocate his operations to a new facility near the Magny-Cours race circuit. It was an incredible opportunity—so much so that even Jaguar’s own leadership gave their blessing, offering discounted parts and engineering support.
It was a pivotal moment when the Pegasus began its transformation into the Parradine 525, evolving from a bold concept into a more refined expression of John Parradine’s enduring design vision. (Picture from: TotalKitCar)
But like many brilliant but fragile ventures, the Pegasus dream was short-lived. By the early 1990s, shifting political tides, pressure from French carmakers, and the shadow of the Gulf War brought everything to a halt. Around nineteen cars were built before production ended abruptly. For John, it was a heartbreaking moment. He refunded deposits, packed up, and returned to England, his dream of becoming a global supercar maker cut short by circumstance, not by lack of vision.
John Parradine made a remarkable comeback with the 525S under the JJR Automobiles name, which took center stage at the 2000 British Motor Show as a long-awaited modern evolution of his visionary craftsmanship. (Picture from: TotalKitCar)
Still, you can’t keep a true creator down. A few years later, John returned once again—this time trading under a new company name, JJR Automobiles. With fresh energy and ideas, he set out to build his most ambitious car yet: the Parradine 525S. It made its public debut at the 2000 British International Motor Show and immediately drew attention—not only for its design but for its innovation. | OIwrTaMwBmo |
The 525S was years ahead of its time. Long before modern supercars adopted similar tech, it replaced traditional mirrors with cameras and dashboard monitors, offering a futuristic driving experience. Its retractable roof system, designed by Harvey Wooldridge, and Quantum H4-style doors gave it both sophistication and flair. Under the hood, it carried a supercharged 4.6-litre Ford Mustang V8, available in 430- and 525-horsepower versions, paired with a six-speed gearbox. Weighing only 1,350 kilograms, the 525S promised thrilling performance wrapped in elegant curves and craftsmanship.
The Parradine 525S was ahead of its time, featuring camera-based mirrors, a Harvey Wooldridge retractable roof, and Quantum H4-style doors that blended technology with elegance. (Picture from: AllCarIndex)
The car wasn’t offered in kit form—just like the Pegasus, it was a complete, ready-to-drive machine. Prices started around £130,000, with later announcements of the 525SC (Coupé) and 525SE (Estate) modelsin the following years. Production continued until the mid-2000s, when the company quietly closed its doors and John finally decided to take life at a gentler pace after decades of pouring his energy, vision, and resources into his creations.
The Parradine 525S Coupé, introduced in 2000 as a refined variant of the original 525S, showcased a sleeker profile and further emphasized the car’s blend of power and elegance. (Picture from: AutoPuzzles)
Looking back today, the Deltayn Proteus, Parradine Pegasus, and Parradine 525S stand as milestones in the story of one man’s relentless pursuit of innovation. Each car captured a different stage of his dream: the curiosity of creation, the excitement of success, and the wisdom of refinement. John Parradine didn’t just build cars—he built pieces of himself into every one of them.
The Parradine 525S Estate, introduced alongside the Roadster and Coupé, offered a unique blend of practicality and performance while maintaining the signature elegance of the 525S line.(Picture from: TotalKitCar)
Even now, these rare machines remind us that great cars aren’t only born in vast factories with big budgets. Sometimes, they come from a single person with a clear vision, a strong will, and the courage to build something the world hasn’t seen before. *** [EKA | FROM VARIOUS SOURCES | TOTALKITCAR | AUTOPUZZLES | ALLCARINDEX | CYBERNETICZOO | OBSCURESUPERCAR IN X | CLASSIC AND RECREATION SPORTSCARS IN FACEBOOK | RARECOMPONENTCARS IN FACEBOOK ]
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Elegance Engineered - Sometimes, cars are more than just machines—they’re rolling expressions of art, style, and a particular moment in history. In the 1960s, one such masterpiece emerged from France, where elegance and engineering met in the hands of a visionary coachbuilder. This creation was the Citroën DS “Le Dandy,” a car that managed to embody both the avant-garde spirit of the DS and the refined flair of haute couture tailoring.
The Citroën DS 'Le Dandy' embodied the avant-garde spirit of the DS while showcasing Henri Chapron’s craftsmanship and the refined flair of haute couture. (Picture from: QuirkyRides in X)
The DS had already turned heads worldwide when it debuted, thanks to Citroën’s futuristic design, hydro-pneumatic suspension, and technology that felt decades ahead of its time. But success brought familiarity, and by the early ’60s, the DS was no longer an exotic rarity on French roads. Enter Henri Chapron, a man who had been crafting bespoke automotive bodies since the 1920s for marques like Talbot and Delage. While others hesitated in the face of the DS’s monocoque construction, Chapron embraced the challenge, seeing it as a fresh canvas for his artistry.
The Citroën DS 'Le Dandy' stood out for its quiet boldness, produced between 1960 and 1972 in about 50 examples as a hardtop counterpart to Chapron’s “Le Caddy” convertible. (Picture from: ClassicDriver)
Among his many DS reinterpretations, the “Le Dandy”stood out for its quiet boldness, produced between 1960 and 1972 in only around 50 examples as a hardtop counterpart toChapron’s “Le Caddy” convertible. The Citroën DS 'Le Dandy'was built on both the DS19 and DS21 platforms—initially introduced in 1960 asa DS19 hardtop coupedesigned by Henri Chapron, and later updated in 1965 to the DS21 platform, featuring a larger 2.1L engine and revised rear wings while preserving its unique styling elements. Each Le Dandy carried subtle distinctions, ensuring no two were ever exactly alike.
The 1965 Citroën DS 'Le Dandy' variant, of which only two
were ever built, was particularly intriguing, painted in a soft green
with a slightly taller roofline than its stablemates.(Picture from: QuirkyRides in X)
The 1965 variant, of which only two were ever built, was particularly intriguing. Painted in a soft, elegant green, it featured a slightly taller roofline than its stablemates, intentionally designed to accommodate the tall silk hats favored by fashionable Parisian gentlemen of the era. Chapron also introduced some of the earliest tail fins on the extended rear deck, adding a touch of flair and confidence to its presence on the boulevard, making the Le Dandy a truly unforgettable expression of automotive artistry.
The Citroën DS 'Le Dandy' featured a meticulously hand-finished interior, combining luxurious upholstery with four practical seats, offering both elegance and comfort for its passengers. (Picture from: OtoBlitz)
Beneath its sculpted lines, the Le Dandy retained the DS’s 2100cc engine and manual gearbox, delivering smooth yet engaging drives. Inside, four seats were arranged for practicality, though the rear bench offered little legroom—making long trips best enjoyed with just two passengers, perhaps on a coastal drive from Cannes to Monaco, luggage neatly stowed in the boot. Regardless of the route, the DS’s legendary suspension ensured the journey was as unruffled as the driver’s perfectly pressed attire.
The 1965 Citroën DS 'Le Dandy' retained the DS’s 2100cc engine and manual gearbox beneath its sculpted lines, delivering a drive that was both smooth and engaging. (Picture from: OtoBlitz)
While some may debate whether Le Dandy was the most beautiful of Chapron’s DS creations, its charm lay in its individuality. It was for those unafraid to stand out, for drivers who understood that a car could be worn like a finely tailored suit. Oscar Wildeonce remarked that one should either be a work of art or wear a work of art; the Le Dandywas both, rolling down the street as if it had just stepped off a Paris runway. | _TS1RXNppLI |
Today, decades after its final example left Chapron’s workshop, the Citroën DS “Le Dandy” remains a rare sight—an automotive artifact from a time when style and engineering danced together in perfect rhythm. Owning one now isn’t just about having a classic car; it’s about possessing a piece of history that still whispers the language of elegance, confidence, and unmistakable French charm. *** [EKA | FROM VARIOUS SOURCES | CLASSICDRIVER | OTOBLITZ | QUIRKYRIDES IN X ]
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Rolling Sculpture - Cars have always been more than machines that simply carry us from one place to another. For decades, some have served as canvases for imagination, where builders push the limits of design until a vehicle no longer feels like it belongs on the road. These creations stop being just transportation—they become art pieces on wheels. And among the most unforgettable examples is a one-of-a-kind Ford Thunderbird from 1962, a car draped in stunning Antifreeze Green Metallic that looks like it rolled straight out of a dream.
The 1962 Ford Thunderbird. (Picture from: ClassicCars)
This stunning Thunderbird may have started life as a recognizable Ford coupe, but today it stands as a rolling sculpture. The transformation is so complete that while you can still trace its roots back to Dearborn, Michigan, the car feels galaxies away from factory form. Its shimmering green finish seems alive, glowing under the light in a way that makes it impossible to ignore. The body has been reimagined with seamless flow, stripped of trim and badges for a clean, uninterrupted look. Even the door handles are gone, leaving behind a glass-smooth surface. Up front, the grille has been reshaped into a sharp brow above the headlights, while the rear features flat red taillights styled like retro-futuristic bullets ready to fire.
The 1962 Ford Thunderbird. (Picture from: ClassicCars)
Then there’s the roof, perhaps the most jaw-dropping detail of all. Instead of the standard Thunderbird hardtop, this machine wears a dramatic bubble canopy made of plexiglass, held in place by a custom stainless-steel frame. It looks like something from a 1960s sci-fi comic, with just a hint of Batmobile flair in its swooping curves. The canopy can even be removed, adding to its show-stopping presence. Turbine-style hubcaps and rear fender skirts complete the theatrical stance, giving the car a low, sleek, and otherworldly silhouette.
The 1962 Ford Thunderbird. (Picture from: ClassicCars)
Step inside, and the fantasy continues. The doors are finished in body-matching green with ivory leatherette accents, while the bucket seats combine ivory leather with bold green alligator-patterned inserts. The steering wheel is a crescent-shaped masterpiece with a gleaming chrome jewel at its center, unlike anything seen in a factory car. The dashboard is less of a dashboard and more of a sculpture, with Dolphin gauges set against a snakeskin-patterned background. Flowing down the middle, a center console made of cascading metal rods serves no practical purpose except to be art—proof that not every element of a car needs a function to be unforgettable. Even the pedals are custom, embossed with unique designs to keep the theme alive right down to the floor.
The 1962 Ford Thunderbird. (Picture from: ClassicCars)
Beneath its custom hood beats a bright red 390-cubic-inch V8 topped with a 4-barrel carburetor, paired to a Cruise-O-Matic 3-speed automatic transmission. Power is sent to a Ford 9-inch rear end with 3.00 gears, while stopping power comes from drum brakes all around. The undercarriage shows signs of age, with surface rust and patches, but this car was never built for daily commutes—it was built to dazzle.
The 1962 Ford Thunderbird. (Picture from: ClassicCars)
And dazzle it does. When eased onto the road, it cruises smoothly, with lights and signals still in working order. Yet this isn’t the type of car you casually drive through town. It’s the kind of machine that stops traffic, gathers crowds, and becomes the center of attention everywhere it appears.
The 1962 Ford Thunderbird. (Picture from: ClassicCars)
What makes this Thunderbird so extraordinary isn’t just the scale of its transformation, but the way it still retains a thread of its original identity. It’s wild, theatrical, and unapologetically crafted for the spotlight, collecting Best of Show awards wherever it goes. In a world where custom cars often blur together, this one stands as a singular vision—equal parts Thunderbird and fantasy. | iEZ9PSJNRhc |
More than sixty years after leaving the factory, this 1962 Ford Thunderbird survives not as a relic of the past, but as proof of what happens when creativity refuses to follow rules. It shows that a car can be more than a machine—it can be a dream you can see, touch, and, in rare moments, even drive. *** [EKA | FROM VARIOUS SOURCES | CLASSICCARS ]
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Rotary Rebellion - Every once in a while, a car build emerges that completely rewrites what we thought was possible with automotive design. The Mazda RX-7has long been a canvas for wild creativity, especially within Japan’s custom car culture — but few projects have taken the leap quite like this one. Imagine a fusion between the sleek aggression of a Rocket Bunny kit, the nostalgia of a Porsche 962C race livery, and the practicality of a wagon silhouette. Sounds impossible? Not for Hiroshi, the mastermind behind what’s arguably one of the most unique RX-7 builds ever created.
The wagon-style Mazda RX-7 RZ by Miyoshi Paddock Racing unites world-renowned brands — RE Amemiya, GReddy, Rocket Bunny, and Work Wheels — into one stunning custom creation. (Picture from: BlackXperience)
Futuristic Vision - In the early 1980s, when personal computers were still rare in households and “smart technology” sounded like something out of a sci-fi movie, General Motors was already imagining a future where cars could think, react, and communicate. That bold vision took form in a single vehicle: the 1983 Buick Questor—a concept car so far ahead of its time that it still feels futuristic today. It wasn’t just a machine built to move; it was built to predict what driving could one day become.
The Buick Questor—a concept car so far ahead of its time that it still feels futuristic today. (Picture from: Thingies in Facebook)
Buick, operating under GM’s electronic study division, spent over five months just designingthe Questor’s computer systems. This alone hinted at how ambitious the project was. Back then, integrating multiple computers into a car wasn’t just innovative—it was practically unthinkable. Yet the Questorran on more than fourteen fully functional computers, all designed to coordinate everything from safety to comfort with seamless precision.
The 1983 Buick Questor used a specially programmed laser key that, with a single press, raised the car for easy entry, unlocked the doors, activated its systems, personalized every interior setting, and then smoothly lowered itself back to driving position as if it were alive. (Picture from: Carstyling.ru)
The Questorwasn’t about flashy design or raw performance. Instead, it focused on intelligence and automation. The exterior had no door handles or side mirrors—details that made it look like something from another century. To enter, you needed a specially programmed laser key, which operated through an invisible light beam. One press on the handheld unit would raise the car six inches to make getting in easier, unlock the doors, and instantly awaken the vehicle’s systems. In an instant, the Questor came alive—adjusting the seat, pedals, steering column, and even the entertainment settings to match the driver’s personal preferences. When the doors closed, the car gently lowered itself back to its driving position, as if it were breathing.
The 1983 Buick Questor enhanced its futuristic feel inside with a transparent instrument panel that rose from the base of the windshield when the engine started.(Picture from: Carstyling.ru)
Once inside, the sense of futuristic innovation only deepened. Instead of traditional gauges, a transparent instrument panel would rise from the base of the windshield when the engine started. It displayed vital driving information without blocking the driver’s view of the road. Behind the wheel, the driver found most of the controls built directly into the steering wheel and the central transmission tunnel—clean, minimal, and intuitive. A miniature solid-state TV camera provided a wide-angle rear view, long before backup cameras became standard decades later. Even the windshield was light-sensitive, automatically adjusting to changes in brightness for optimal visibility.
The 1983 Buick Questor positioned most of its controls directly on the steering wheel and central transmission tunnel, creating a clean, minimal, and intuitive layout.(Picture from: Carstyling.ru)
Buick’s engineers had thought of nearly everything. The Questor’snavigation center could monitor maps—something that would eventually evolve into the GPS systems we rely on today. At highway speeds, the front of the car would dip slightly to improve aerodynamics, while the rear would rise about three inches to enhance stability and fuel efficiency. The rear spoiler adjusted itself automatically, further proving that this vehicle wasn’t just smart—it was self-aware in the way it interacted with its environment.
The 1983 Buick Questor featured a navigation center capable of monitoring maps, foreshadowing the GPS systems we rely on today.(Picture from: Carstyling.ru)
And then there was the voice-activated radiotelephone—a feature that sounded like magic in 1983 but is now as common as Bluetooth connectivity. Every detail of the Questor pointed toward a driving experience where the car worked with the driver, not just for them. What made the Questor especially remarkable
was not just the technology itself, but the way it envisioned a
connected, personalized world of mobility.
The 1983 Buick Questor featured an exterior without door handles or side mirrors, giving it a look that seemed decades ahead of its time.(Picture from: Carstyling.ru)
In a time when the idea of digital dashboards, self-adjusting seats, and automated vehicle responses felt like pure fantasy, Buick dared to make it tangible. The Questorwasn’t produced for sale, and it never hit public roads—but that was never its purpose. It was a laboratory on wheels, a bold experiment to test the boundaries of what was possible. Today, as cars become increasingly autonomous and digitally connected, the 1983 Buick Questor feels less like a relic and more like a prophecy fulfilled. | 87y6qcM62MM |
Its creators at General Motors didn’t just build a concept car—they mapped out a vision of driving that predicted much of what we now take for granted. Decades later, we can look back at the Questor not as a forgotten prototype, but as one of the earliest glimpses into the age of intelligent mobility. It was proof that even in the analog days of the early ’80s, the future was already taking shape—one visionary Buick at a time. *** [EKA | FROM VARIOUS SOURCES | CARSTYLING.RU | HAGERTY | THINGIES IN FACEBOOK ]
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Eternal Elegance - There’s something undeniably magical about cars that carry the spirit of an era — the kind that doesn’t just drive, but defines a generation. One of those timeless creations is the Alfa Romeo Spider “Duetto,”a car that didn’t just transport people; it transported dreams. For those who remember The Graduate (1967), the image of Dustin Hoffman racing through California in a bright red convertible while Simon & Garfunkel played in the background is practically cinematic perfection. That car wasn’t just a prop — it was a co-star, and its presence cementedthe Duettoas one of the most iconic cars of the 20th century.
The Alfa Romeo Spider 1600 Duetto. (Picture from: en.Amklassiek.nl)
When Alfa Romeo unveiled the Spider in 1966 at the Geneva Motor Show, it was more than just another Italian roadster. It was a symbol of beauty, balance, and effortless style — the last design personally crafted by the legendary Battista Pinin Farina before his passing. The design reflected the optimism of the 1960s: smooth lines, a “cuttlefish-bone” silhouette, and a rounded tail that gave it the affectionate nickname Osso di Seppia — “cuttlefish bone” in Italian. The trademark Alfa Romeo shield elegantly divided the front bumper, making it instantly recognizable from a distance.
The Alfa Romeo Spider 1600 Duetto.(Picture from: en.Amklassiek.nl)
What’s fascinating is how the car got its name. Alfa Romeo held a worldwide naming contest for the new model, and over 120,000 entries poured in. The winning suggestion came from an Italian named Guidobaldo Trionfi, who proposed “Duetto.” It captured the essence of the car perfectly — a duet between man and machine, a harmony of performance and emotion. Unfortunately, due to trademark issues, Alfa couldn’t officially use the name, and the car was marketed simply as the Alfa Romeo Spider 1600. Yet enthusiasts around the world kept calling it “Duetto,” and the name stuck forever.
The Alfa Romeo Spider 1600 Duetto. (Picture from: en.Amklassiek.nl)
Underneath its sculpted exterior, the Duetto was just as impressive. Its 1570 cc twin-cam engine delivered 109 horsepower through dual Weber carburetors, paired with a five-speed manual gearbox. For a small, lightweight car, it offered precise steering, confident braking, and a balanced chassis that made driving feel intuitive and alive. While it didn’t have the raw speed of a Jaguar E-Type, it had something more enduring — character. With over 100,000 Spiders sold during its near three-decade production, it proved that beauty and charm could sometimes outlast brute force. | nn9GGgLJPQE |
The Duetto wasn’t just a single act. In 1968, Alfa Romeo expanded the Spider family with the 1750 Spider Veloce. Its 1779 cc engine delivered 118 horsepower and could reach 190 km/h — a solid leap forward in performance. European models were fitted with twin Weber carburetors, while American versions featured a SPICA mechanical fuel injection system, along with other subtle tweaks like relocated mirrors and distinct tail badging. Despite these changes, the car maintained its signature driving feel — a blend of passion, precision, and unmistakable Italian flair.
The Alfa Romeo Spider 1750 Duetto. (Picture from: Supercars.net)
To meet different markets and tax brackets, Alfa Romeo also introduced the Spider Junior in 1968. Equipped with a smaller 1290 cc engine producing 89 horsepower, the Junior offered an accessible entry into the Alfa experience. Though simpler inside — with a two-spoke plastic steering wheel instead of the elegant wooden one — it retained the same poise and personality that made the Duetto special. Even its slightly humbler appearance couldn’t hide its playful soul.
The Alfa Romeo Spider 1300 Junior Mk1. (Picture from: Wikimedia)
By 1970, the original “boat-tail” design — that distinctive rounded rear end — came to an end, giving way to a more squared-off look for the next generation. The first series, the Osso di Seppia, had left its mark. Between 1966 and 1969, only a few thousand were made, making surviving examples today not just collector’s items, but moving pieces of Italian art.
The Alfa Romeo Spider Osso di Seppia. (Picture from: SlowDrive)
And yet, more than half a century later, the Alfa Romeo Spider Duetto still feels alive. It’s not merely a nostalgic relic or a pretty face from the past; it’s a living reminder of an era when cars were crafted with emotion and individuality. In a world dominated by technology and speed, the Duetto stands for something rarer — the joy of driving for the sheer pleasure of it.
The Alfa Romeo Spider Osso di Seppia. (Picture from: Wikimedia)
Today, seeing one gliding down a sunny road, top down, engine humming with that signature Italian note, it’s easy to understand why it continues to enchant new generations. The Alfa Romeo Spider “Duetto” wasn’t built to be forgotten — it was built to make people fall in love. And after all these years, it still does exactly that. *** [EKA | FROM VARIOUS SOURCES | STELLANTISHERITAGE | SUPERCARS.NET | CLASSICANDSPORTSCAR | COLLECTINGCARS | EN.AMKLASSIEK.NL | CLASSICCAR-AUCTIONS | SLOWDRIVE ]
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When John came back to the automotive scene, he was ready to do things differently. This time, under a new banner—Parradine Motor Company—he introduced the Parradine Pegasus, a car that would rewrite what small-scale manufacturing could look like. Designed by Richard Oakes and still carrying Jaguar DNA under its skin, the Pegasus stunned everyone. It wasn’t just sleek—it was advanced. The car featured a full Kevlar and carbon-fiber body, making it the world’s first production car to do so. Underneath, a robust spaceframe chassis supported a tuned Jaguar XJ12 engine delivering around 350 horsepower.
Even now, these rare machines remind us that great cars aren’t only born in vast factories with big budgets. Sometimes, they come from a single person with a clear vision, a strong will, and the courage to build something the world hasn’t seen before. *** [EKA | FROM VARIOUS SOURCES | TOTALKITCAR | AUTOPUZZLES | ALLCARINDEX | CYBERNETICZOO | OBSCURESUPERCAR IN X | CLASSIC AND RECREATION SPORTSCARS IN FACEBOOK | RARECOMPONENTCARS IN FACEBOOK ]
