The One-of-a-Kind 1966 Jaguar E-Type Redesigned by Raymond Loewy

Avant Grace - Every now and then, the world of car design is graced by a mind that dares to go beyond the blueprint. Raymond Loewy was one such force—an industrial designer whose ideas helped shape the look of the modern world. From elegant trains and futuristic cars to some of the most recognizable products and branding ever made, Loewy's influence left a lasting impression. Over time, we've explored several of his standout creations in the automotive space: the bold 1941 Loewy Lincoln, the sleek 1955 Jaguar XK140 Coupe, the unforgettable 1957 BMW 507 Loewy Concept, and the striking 1959 Lancia Loraymo. Each one carried his unique style and fearless approach to form.

This one-off 1966 Jaguar E-Type, custom-designed by Raymond Loewy with coachwork by Pinchon-Parat, was publicly offered for the first time since 1970. (Picture from: CarsBonham)

But among all those creations, one car stands out—not just because of its rarity, but because it reimagined a legend. Enter the Raymond Loewy E-Type Jaguar, a car that took the already-iconic British sports car and turned it into something truly individual. Only two Jaguars were ever customized by Loewy, and sadly, only one remains today. The first—a 1955 XK140—was lost in a fire. The second—and now the only surviving—1966 Loewy Jaguar was built upon the revolutionary E-Type and turned into a rolling design statement.

Raymond Loewy posed with his custom Jaguar XKE in 1966. (Picture from: MyCarQuest)

Built in collaboration with French coachbuilders Pinchon-Parat in Sens, France, the car was more than a showpiece. Loewy actually drove it during his time living in France and Monaco, using it as a personal expression of his design philosophy. The car stayed mechanically untouched—no performance upgrades or engine swaps. Instead, all the creative energy went into reshaping its appearance.

This one-off 1966 Jaguar E-Type, custom-designed by Raymond Loewy with coachwork by Pinchon-Parat, was publicly offered for the first time since 1970. (Picture from: CarsBonham)

Loewy had the E-Type’s body shortened both at the front (by 25 cm) and the rear (by 12 cm), giving it a more compact and aggressive profile. The front end was reimagined with a dual-headlight setup behind plastic covers, a look that echoed jet-age styling cues. The traditional grille was swapped out for a large, oval-shaped metal intake, likely boosting the airflow and solving the original model’s known cooling issues.

This one-off 1966 Jaguar E-Type, custom-designed by Raymond Loewy with coachwork by Pinchon-Parat, was publicly offered for the first time since 1970. (Picture from: CarsBonham)

The changes continued around the back, where Chevrolet Corvair tail lights replaced the standard Jaguar units, seamlessly integrated into the rear panels. The twin exhaust pipes no longer exited below the license plate but instead flared outward at sharp angles, adding to the car’s futuristic feel. A glass spoiler—rare and bold for the time—was placed on the rear edge of the roof, giving the silhouette a final visual punch.

This one-off 1966 Jaguar E-Type, custom-designed by Raymond Loewy with coachwork by Pinchon-Parat, was publicly offered for the first time since 1970. (Picture from: CarsBonham)

One of the most forward-thinking touches was a large red brake light mounted inside the cabin, clearly visible through a rear window that was 25% larger than the factory design. This brake light, activated by the pedal, anticipated modern safety standards long before they became law. It was classic Loewy—function meeting form in perfect balance.

 

The interior, meanwhile, stayed true to Jaguar’s original layout, letting the exterior do all the talking. And what a conversation piece it remains. Every line and angle on the car reflects Loewy's obsession with clean, purposeful design. This wasn’t just a car—it was an idea in motion.

This one-off 1966 Jaguar E-Type, custom-designed by Raymond Loewy with coachwork by Pinchon-Parat, was publicly offered for the first time since 1970. (Picture from: CarsBonham)

After Loewy parted ways with the car, it changed hands within France until the 1970s, when a young architect and car designer named James Murry Hunt came across a classified ad—likely in The New York Times or The Wall Street Journal. Hunt, who had once studied under Loewy himself, purchased the car sight unseen and brought it to San Diego, California, where it quietly lived for the next 40 years. Tucked away in a garage, this one-of-a-kind Jaguar was all but forgotten by the wider automotive world.

This one-off 1966 Jaguar E-Type, custom-designed by Raymond Loewy with coachwork by Pinchon-Parat, was publicly offered for the first time since 1970. (Picture from: CarsBonham)

Yet today, it resurfaces as a remarkable piece of history—untouched, unrestored, and still wearing the creative fingerprints of one of the 20th century’s greatest designers. Though it now requires servicing, particularly to the brakes, it remains in strong running condition and holds immense potential for concours events or serious collectors looking for something no one else has. | Q_Xpzq9lrWc |

The Raymond Loewy E-Type Jaguar is more than just rare. It’s a symbol of what happens when iconic design meets fearless imagination. With every curve and custom feature, it tells a story not just of automotive history, but of a man who never stopped shaping the future—even when it came to something as timeless as the Jaguar E-Type. *** [EKA | FROM VARIOUS SOURCES | CARS.BONHAM | SUPERCARS.NET | MYCARREQUEST | CARSTYLING.RU ]

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The Rare Lancia FF Spider: Felber and Michelotti’s Forgotten Masterpiece

Artful Engineering - There’s something undeniably magical about the way the automotive world of the 1970s dared to dream. It was an era when boundaries were constantly tested, when engineers and designers alike played with courage and curiosity, blurring the line between art and machinery. Among those visionaries was Swiss car enthusiast and entrepreneur Willy H. Felber — a man whose fascination with Italian design and performance gave birth to one of the most intriguing and rare sports cars ever built: the Lancia Felber FF Spider, aka the Lancia Beta Carrera with the refined touch of the Italian master designer Giovanni Michelotti. 

The Lancia FF Spider built by Felber with the refined touch of the Italian master designer Giovanni Michelotti. (Picture from: CarsThatNeverMadeItEtc in Tumblr)

Felber’s journey into automotive creation started not as a manufacturer, but as a passionate importer. In the 1970s, his company, Haute Performance Morges, was the gateway for Swiss enthusiasts to experience brands like Ferrari, Lancia, and Panther. Surrounded by elegance and speed, it was perhaps inevitable that Felber would one day decide to craft something of his own. His first step into this world was the Felber FF, a retro-styled sports car inspired by the Ferrari 125 S, powered by a Ferrari twelve-cylinder engine. Priced at around 90,000 Swiss francs, it captured attention for its nostalgic design and pure, unfiltered driving spirit — even being described by German racing driver Harald Ertl as “a pure men’s thing.” 

The Lancia Beta Carrera by Felber unveiled at the 1976 Geneva Motor Show. (Picture from: Carrozzieri-Italiani)

But Felber wasn’t content to stop there. The FF had proven that there was a market for beautifully built, hand-crafted sports cars — but perhaps not one large enough for such an expensive creation. So, in true entrepreneurial fashion, Felber sought to design something more attainable, yet still dripping with Italian character and Swiss precision. His idea: combine the proven mechanics of the Lancia Beta with the visual DNA of one of Lancia’s greatest racing legends, the D24, which had triumphed at the 1954 Carrera Panamericana. The result was a lighter, more refined car — and when he teamed up with the legendary Michelotti, that vision transformed into the Lancia FF Spider, unveiled at the 1976 Geneva Motor Show. 

The Lancia Beta Carrera by Felber posed along with the standard Lancia Beta Spider. (Picture from: CarStyling.ru)

Michelotti’s touch changed everything. What had started as a derivative of the Beta Spider became something entirely new — elegant, balanced, and unmistakably Italian in its proportions. The body, crafted from aluminum over a tubular frame, gave the car a lightweight presence of just about 750 kilograms. Under the hood, the Fulvia-derived 1300 engine produced a modest 110 horsepower, but the combination of low weight and well-sorted handling made it nimble and responsive. In an era where excess often trumped subtlety, this car stood out for its purity of design and driving feel.

Under the hood, the Lancia Felber FF Spider houses the Fulvia-derived 1300 engine produced a modest 110 horsepower, but the combination of low weight and well-sorted handling made it nimble and responsive. (Picture from: BettelBruenneliCollection)

The Lancia FF Spider’s technical base mirrored much of the standard Beta’s engineering — McPherson struts up front, independent wishbones at the rear, and four disc brakes for dependable stopping power. The transversely mounted engine featured twin overhead camshafts and a light alloy head, while the five-speed manual gearbox gave the driver the kind of engagement that only 1970s Italian sports cars could deliver. Felber’s genius was in ensuring that, despite its bespoke nature, the Spider remained easy to maintain — oil changes every 10,000 kilometers and readily available parts, a rare luxury for a handmade automobile. 

The Lancia Felber FF Spider roof fits snugly but isn’t exactly waterproof, and the trunk barely fits more than a weekend bag. (Picture from: ItalianCarsClub)

Production plans were ambitious. Felber envisioned a modest run of two to three cars per month, assembled in Morges from body parts produced by Michelotti’s Turin workshop. Priced at around 38,000 francs, the Spider seemed to promise the perfect balance of craftsmanship and accessibility. But as with many ambitious small-scale projects, reality intervened. The dream of steady production faded, and only a handful — likely three to six examples — were ever completed. Today, only two are known to survive, each one a tangible reminder of an era when passion could outweigh practicality.

The Lancia Felber FF Spider’s technical base mirrored much of the standard Beta’s engineering — McPherson struts up front, independent wishbones at the rear, and four disc brakes for dependable stopping power. (Picture from: BettelBruenneliCollection)

Driving one of these surviving Lancia FF Spiders today is like stepping into a time capsule. Despite being handmade, the car feels remarkably well put together. There’s none of the rattling or awkward ergonomics often found in low-volume prototypes. The steering is communicative, the gearshift precise, and the lightweight body gives it an agility that even modern cars struggle to replicate. Its four-cylinder engine hums with enthusiasm, and while it may not roar like a Ferrari, it sings its own melody — that distinct Lancia rhythm that blends refinement with a hint of rebellion.

The Lancia Beta Carrera body, crafted from aluminum over a tubular frame, gave the car a lightweight presence of just about 750 kilograms. (Picture from: CarsThatNeverMadeItEtc in Tumblr)

There are quirks, of course. The roof fits snugly but isn’t exactly waterproof, and the trunk barely fits more than a weekend bag. Yet none of that matters. This isn’t a car for daily commutes or car washes; it’s a car for bright mornings and winding roads, for gatherings where its rare silhouette draws silent admiration. Each curve of its body tells a story — of Swiss precision meeting Italian artistry, of a man who dared to make his vision real, and of a time when cars were made not by committees, but by dreamers. 

The Lancia Felber FF Spider seemed to promise the perfect balance of craftsmanship and accessibility. (Picture from: BettelBruenneliCollection)

Willy H. Felber’s automotive adventure didn’t last forever. By the mid-1980s, he had turned his focus to reimagining production cars under names like Pascha, Excellence, Oasis, and Rubis. His company ceased operations in 1991, and Felber himself passed away in 2002. But his spirit lives on in creations like the Lancia Beta Carrera — a delicate balance of engineering, artistry, and imagination that still captures the hearts of those lucky enough to see one. Since a video of the Lancia Felber FF Spider is unavailable, here’s a video of the Lancia Beta Spider (Beta Zagato) instead. | 3StECoeJnx0 |

It stands today as a rare reminder of what happens when vision and craftsmanship collide. Not just a car, but a piece of automotive poetry — written in aluminum, signed by Michelotti, and forever sealed by the passion of Willy H. Felber. *** [EKA | FROM VARIOUS SOURCES | ITALIAN-CARS-CLUB | BETTELBRUENNELICOLLECTION | OLDIFANS67.CANALBLOG | BAZONLINE | CARROZZIERI-ITALIANI | CARSTYLING.RU | THINGIES IN FACEBOOK | CARSTHATNEVERMADEITETC ]

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Alpine A310 V6: The Underrated French Icon of the 1970s and 80s

Hidden Legend - There’s something magical about rediscovering a car that once stood in the shadows of the automotive giants. Every so often, history leaves behind a machine that, while not as celebrated as its rivals, carried just as much spirit and ambition. One such car is the Alpine A310 V6—a sleek, daring French sports car that tried to carve its place alongside none other than Porsche’s legendary 911. Today, when we look back, it feels like opening a time capsule from the 1970s and 1980s, where passion for speed and design outweighed corporate conservatism.

The Alpine A310 V6 was crafted when Alpine recognized the need for more firepower, and the story took a fascinating turn in 1976 with the arrival of the long-awaited PRV V6—a joint creation of Peugeot, Renault, and Volvo. (Picture from: Autoevolution)

Aurel Persu’s Streamliner: The Untold Story of the World’s First Truly Aerodynamic Car

Aerodynamic Vision - In an age when automobiles were still boxy, noisy curiosities that clattered along dusty roads, one Romanian engineer imagined something utterly different — a car that would glide through the air as effortlessly as a raindrop falls from the sky. The year was 1923, and Aurel Persu’s vision would become the Persu Streamliner, a machine so far ahead of its time that even modern engineers still marvel at its foresight. At a glance, it looked unlike anything else on the road — sleek, narrow, and fluid, a body sculpted by the logic of the wind rather than the conventions of the day. 

The Streamliner, an Aurel Persu-built machine far ahead of its time, stood out with a sleek, narrow, and fluid form sculpted by the logic of the wind rather than the design conventions of its era. (Picture from: WorldCarsFromThe1930To1980s in Facebook)

Born in Bucharest, Romania, Aurel Persu’s fascination with mechanics took him to Berlin in 1909, where he studied mechanical engineering under the supervision of Professor Eugen Meyer. His brilliance shone early — he graduated with honors in 1913, delving deeply into theoretical mechanics long before aerodynamics became a fashionable term in automotive design. When World War I erupted, Persu served as a military officer and was awarded the Crown of Romania Order for his service. But his real battle, it turned out, was against air resistance. 

The 1923 Persu Streamliner is shown here after restoration, featuring its original enclosed-wheel design and sleek aerodynamic body that exemplify Aurel Persu’s groundbreaking engineering vision. (Picture from: SmartAge.pl)

After the war, Persu returned to Berlin, drawn to the growing fields of automotive and aviation technology. The 1921 Berlin Auto Show was a revelation: he saw Edmund Rumpler’s Tropfenwagen — the “teardrop car” — and instantly grasped the beauty of its aerodynamic logic. Yet Persu envisioned something even purer. He imagined a vehicle that didn’t just mimic nature’s forms, but became one. Water droplets and birds inspired his sketches. He noticed how a drop of water, when falling freely, assumes the most efficient shape possible to move through air — and he wanted his car to do the same.

Aurel Persu (1890 - 1977), celebrated as a national treasure in Romania, was honored in 2010 with his portrait and car featured on the country’s postage stamps. (Picture from: CeAutoClassic.eu)

In 1922, he filed a patent for what he called an “aerodynamically shaped automobile with the wheels mounted inside the body.” That single idea — enclosing the wheels — was revolutionary. It reduced turbulence and drag to levels that would not be seen again for decades. Later calculations estimated the drag coefficient of his prototype at a mere 0.22, a figure astonishingly close to that of modern electric vehicles. In 1924, the patent was granted, and by 1927, his car had earned the name that would define it: Streamliner. 

The image shows Aurel Persu’s technical drawing of the 1923 Streamliner, illustrating its raindrop-shaped aerodynamic body with fully enclosed wheels and a compact interior layout. (Picture from: Persu.ro)

The 1923 Persu Streamliner stretched about 4.6 meters long — comparable to today’s compact sedans. Its proportions were unusual: a broad front, tapering to an extremely narrow rear only seventy centimeters wide. This taper eliminated the need for a differential, making the car not only simpler but safer to drive through corners. Persu borrowed the engine and transmission from an AGA automobile — a modest four-cylinder producing 20 horsepower — but his streamlined body turned that modest power into remarkable efficiency. While typical cars of the time struggled to cruise beyond 60 km/h, Persu’s Streamliner could comfortably glide at 80.

The Persu Streamliner was designed by a Romanian engineer Aurel Persu and was the first car to have wheels inside its aerodynamic line and also had a drag coefficient of only 0.22. (Picture from: Carstyling.ru)

Its structure was both practical and visionary: a steel frame, rear-only mechanical brakes, and an interior layout that evolved into a four-seater in the U.S. patent version. Every detail served a purpose — reducing drag, improving safety, and proving that elegance could also be efficient.

The 1923 Persu Streamliner featured strikingly unconventional proportions, with a broad front that tapered dramatically to a rear just seventy centimeters wide. (Picture from: WeirdWheels in Reddit)

By 1925, Persu had secured patents across Europe and awaited recognition from America. He drove the Streamliner himself from Berlin to Bucharest — a journey that reportedly added thousands of kilometers to the car’s odometer, which would eventually reach 120,000. Back home, he continued his academic and engineering work, contributing to railway systems and oil-pump technology, while quietly nurturing the hope that his aerodynamic car would one day change the world.

The 1923 Persu Streamliner is depicted here in an artistic rendering that highlights its smooth, raindrop-shaped body and enclosed aerodynamic design. (Picture from: CeAutoClassic.eu)

That chance nearly came when both Ford and General Motors expressed interest in his patent in 1927. But Persu, wary of corporate motives, feared his creation would be purchased only to be buried, preventing competition or innovation. He refused to sell — an act that preserved his integrity but denied him the recognition he deserved.

The 1923 Persu Streamliner now rests at the Dimitrije Leonida Technical Museum in Bucharest, preserved exactly as Aurel Persu left it, shown here while awaiting its restoration. (Picture from: Wikipedia)

Outside his automotive experiments, Persu’s life took many turns. He organized car races, taught at the Polytechnic in Bucharest, and later joined the Industria Aeronautică Română aircraft factory. His theories contributed to advancements in aviation and even influenced early helicopter designs. Yet the shifting tides of history — war, occupation, and political change — pushed him to the margins. By the 1940s, the once-revered engineer found himself sidelined by Romania’s communist regime.

The 1923 Persu Streamliner is shown here as a wooden structural model displayed outside the Dimitrie Leonida National Technical Museum in Bucharest. (Picture from: TopGear Romania in Facebook)

And then, in one of those poetic turns life sometimes offers, Aurel Persu reinvented himself once more — this time as a musician. A passionate amateur cellist, he joined the Bucharest Symphony Orchestra at sixty and played professionally until he was seventy-eight. His hands, once stained with oil and graphite, now coaxed music from strings instead of engines. 

The 1923 Persu Streamliner measured roughly 4.6 meters in length, giving it proportions remarkably similar to today’s compact sedans and highlighting its ahead-of-its-time design sense. (Picture from: WorldCarsFromThe1930To1980s in Facebook)

When his health eventually failed, Persu donated his beloved Streamliner to the Dimitrie Leonida Technical Museum in Bucharest. There it remains — a silent relic of imagination and courage, its once-shining body now dulled by time but still whispering of speed, wind, and genius. | hkH9FrxOjCg | YPN_MOy78dQ |

In today’s world, where sleek, aerodynamic electric cars dominate the conversation, Persu’s creation feels almost prophetic. He proved a century ago that the path to progress often lies in looking at nature’s simplest truths. The 1923 Persu Streamliner wasn’t just a car — it was a vision, a challenge to convention, and a glimpse of what happens when art, science, and daring imagination share the same road. *** [EKA | FROM VARIOUS SOURCES | PERSU.RO | CEAUTOCLASSIC.EU | CARSTYLING.RU | WIKIPEDIA | HAGERTY | SMARTAGE.PL | BROADSHEET.IE | 3SEASEUROPE | ECOMODDER | SKETCHFAB | WEIRDWHEELS IN REDDIT | WORLD CARS FROM THE 1930S to 1980S IN FACEBOOK | TOPGEAR ROMANIA IN FACEBOOK ]

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Unique Car Creations from South Africa’s Glassport Motor Company

Fiberglass Dreams - There’s something timeless about cars born out of passion rather than profit. Before the global auto giants dominated the scene, small workshops and dreamers were crafting their own masterpieces—machines that reflected the boldness and creativity of their makers. One of the most remarkable examples of this spirit emerged far from the traditional car capitals of Europe or America. In the late 1950s, in the heart of Cape Town, South Africa, two men—Bob van Niekerk and Willie Meissner—ignited a spark that would change the course of South African automotive history forever. Their creation was called the GlasSport Motor, or simply GSM. 

The GSM Dart roadster and Flamingo coupe at right. (Picture from: RareComponentCars)

The story of GSM actually began across the ocean, in the United Kingdom. Willie Meissner, while living there, was captivated by the new wave of lightweight sports cars crafted with fiberglass bodies—a fresh, revolutionary material at the time. Fiberglass allowed small manufacturers to build aerodynamic, affordable, and visually striking vehicles without the need for massive factories or expensive metal tooling. Fascinated by this emerging “cottage industry,” Meissner decided to take a bold leap. He produced his own fiberglass car molds in the UK, sold the first body to fund his dream, and shipped his precious tooling all the way to South Africa. 

The GSM Dart. front corner. (Picture from: RareComponentCars)

By January 1, 1958, the first GSM Dart roared to life at Gunners’ Circle in Cape Town, making its racing debut with a Willment OHC conversion on a humble 1172cc Ford 100E engine. Despite its small displacement, the Dart was light, agile, and surprisingly quick. It instantly caught the attention of local racers and enthusiasts who were eager to see a homegrown sports car compete against imported machines. By the end of 1959, forty-one Darts had been produced—a remarkable achievement for a small South African startup working with limited resources but endless ambition. 

The GSM Dart, at rear. (Picture from: RareComponentCars)

Success bred opportunity. GSM struck a deal with partners in Kent, England, to produce the Dart under license. In just ten days, the first British-built prototype was ready. Bob van Niekerk himself drove it at the 1960 Easter Races at Brands Hatch, where he not only finished but won the 1000cc class. The British-built versions carried on the Dart spirit but, due to a trademark clash with Chrysler (which owned the “Dart” name for its Dodge model), the car had to be renamed GSM Delta. 

The GSM Dart, with its interesting hard-top. (Picture from: RareComponentCars)

Under the skin, the Dart and Delta were feats of clever engineering. Built around a lightweight ladder-frame chassis, the cars could accommodate various engines, from the feisty 1500cc Coventry Climax to the reliable Ford Anglia units. The suspension setup—transverse leaf springs up front and coil springs at the rear—kept the car low, balanced, and responsive on twisty circuits. The open two-seater design oozed charm, and later, a hardtop version added practicality without sacrificing style. It featured a distinctive reverse-raked rear window reminiscent of the Ford Anglia, giving it a look that was both quirky and memorable. 

The GSM Dart, in racing trim. (Picture from: RareComponentCars)

Despite its promise, the UK production of the Delta ended in 1961, hindered by critical press and pricing challenges. Only thirty-five were sold. Meanwhile, in South Africa, 116 Darts were completed before GSM halted production in 1964. But the team wasn’t done innovating just yet. | WLubQf_dbOQ |

In 1962, GSM introduced its second act—the GSM Flamingo. This sleek coupé was a more refined and daring evolution of the Dart’s spirit. Designed by South African stylist Verster de Witt, the Flamingo blended futuristic flair with racing DNA. Its swooping lines and central rear fin hinted at influences from Bertone’s experimental Alfa Romeo B.A.T. series—cars known for their sculptural, almost sci-fi aesthetics. The Flamingo’s fiberglass body was bonded to a tubular steel frame, creating a strong yet lightweight structure.

The GSM Flamingo, front quarter. (Picture from: RareComponentCars)

Initially, GSM planned to power the Flamingo with a Ford V6, but when that engine wasn’t available, they turned to the 1.7-litre Ford Taunus motor. Later models would adopt the 1.5-litre Ford Cortina engine, maintaining a balance between performance and accessibility. In total, 130 Flamingos were produced, including one extraordinary prototype fitted with a thundering 3.7-litre Ford V8—a bold experiment that perfectly embodied GSM’s fearless approach to carmaking.

The GSM Flamingo's chassis with a Ford V6 engine. (Picture from: RareComponentCars)

The Flamingo didn’t just attract local admiration. It caught the eye of none other than Gordon Murray, the visionary designer behind the McLaren F1. Murray, known for his obsession with lightweight engineering, owns a red Flamingo himself—a glowing endorsement from one of the greatest minds in automotive design. 

The GSM Flamingo's B.A.T. inspired rear styling. (Picture from: RareComponentCars)

By 1966, GSM’s journey came to an end. Yet, their legacy lives on. Enthusiasts continue to celebrate these uniquely South African creations through the GSM Owners Club, keeping the Dart and Flamingo’s stories alive on roads and racetracks decades later. | h8JTAxyhrdY |

Today, these cars represent more than just vintage machinery—they’re symbols of ingenuity and passion that transcended geography and resources. GSM dared to dream big in a small workshop at the edge of the world, crafting cars that combined performance, elegance, and heart. And though their production stopped long ago, the spirit of Glassport Motor Company still gleams as brightly as the fiberglass that shaped its unforgettable creations. *** [EKA | FROM VARIOUS SOURCES | GSM CAR CLUB OF  SA IN FACEBOOK | RARECOMPONENTCARS | CLASSIC AND RECREATION SPORTSCARS IN FACEBOOK ] 

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Devin C GT Special Coupe: The Forgotten Fiberglass Beauty of the 1950s

Sculpted Motion - There’s something magical about sports cars from the 1950s — a time when engineers and dreamers built machines guided by instinct rather than data. Among the rare creations of that golden era, the Devin C GT Special Coupe stands out as a beautiful mix of passion, innovation, and speed. It wasn’t born in a giant factory but in the workshop of Bill Devin, an American racer with a bold vision: to create world-class sports cars that were light, fast, and affordable. 

The 1955 Devin C GT Special Coupe displays its long, graceful front hood and smooth fiberglass curves that capture the pure essence of 1950s sports car design. (Picture from: Fahrzeuge.Rezbach.de)

Bill Devin’s company, Devin Enterprises, became famous for its lightweight fiberglass bodies. In an age when most cars were made of steel, Devin’s use of fiberglass was revolutionary. The material allowed him to sculpt smooth, aerodynamic forms that rivaled European exotics while keeping costs low. The Devin C GT Special, introduced in the late 1950s, was one of his most distinctive builds — a sleek coupe designed around the Chevrolet Corvair’s rear-mounted, air-cooled flat-six engine, giving it both agility and unique engineering character.

The 1955 Devin C GT Special Coupe stands poised under the light, its compact cabin and sweeping lines highlighting the craftsmanship and artistry of Bill Devin’s creation. (Picture from: Motorhead 101 in Facebook)

From the outside, the car looks like a piece of motion frozen in time. Its long, elegant hood stretches forward in a way that suggests front-engine power, even though the engine sits behind the driver. The front fascia is clean and minimalist — rounded fenders, subtle oval headlights, and a slim air intake that keeps the design graceful and aerodynamic. The roofline flows gently into a fastback tail, while the low stance and tight curves make the car appear ready to leap forward at any moment. 

The 1955 Devin C GT Special Coupe reveals a low, flowing side profile with perfectly balanced proportions that emphasize its racing-inspired stance. (Picture from: Motorhead 101 in Facebook)

Viewed from the rear, the Devin C GT Special is even more striking. The twin fins rise gracefully from the tail, framing a curved rear window that gives the car a jet-age flair. Beneath them lies the Corvair powerplant, cleverly hidden but ready to deliver its rear-wheel punch. The surface of the fiberglass body catches light beautifully, emphasizing every sculpted curve and making the car look alive under the sun. It’s the kind of design that feels both elegant and daring — unmistakably 1950s, yet timeless. 

The 1955 Devin C GT Special Coupe showcases its sculpted rear end with twin fins and rounded taillights, a signature look that blends elegance with aerodynamic intent. (Picture from: TraumAutoArchiv.de)

Although most Devin models were open-top racers, the C GT Special’s closed-roof coupe design gave it a distinct identity. It was rarer, sleeker, and perhaps a bit more mysterious. Every detail, from its proportions to its aerodynamic form, showed Devin’s deep understanding of what made a sports car not only perform but also captivate. Even without the roar of an engine, the car tells a story of craftsmanship and imagination that few vehicles of its era could match. Unfortunately, the video of this particular car is unavailable, but as an alternative, here’s a feature on another stunning Devin model. | mTNtty0zoYA |

Today, the Devin C GT Special Coupe remains one of the most fascinating independent sports cars ever built — not just because of its rarity, but because it represents something pure. It’s a reminder of an age when cars were born from dreams, not algorithms, and when beauty and speed shared the same heartbeat. More than six decades later, this handcrafted fiberglass coupe still turns heads, proving that true passion in design never goes out of style. *** [EKA | FROM VARIOUS SOURCES | DEVINSPORTSCARSLLC | DEVINSPECIAL | FAHRZEUGE.REZBACH.DE | TRAUMAUTOARCHIV.DE | MOTORHEAD 101 IN FACEBOOK | WOAH! MUNGUS ]

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