Auto Speciali’s Rare Creations: The Story Behind the Veleno / Predator

Obscure Ingenuity - Every era has its own way of experimenting with mobility, and today’s world of electric crossovers and tech-driven cabins makes it easy to forget how wildly creative the custom-car scene once was. Long before digital design studios or viral social media builds, there were handcrafted machines shaped by imagination, stubborn passion, and a bit of daring. That atmosphere is what paved the way—indirectly yet unmistakably—for two fascinating vehicles known as the Valeno / Predator.

The Auto Speciali Veleno was created by Auto Speciali Ltd using the original mold derived from the Chamberlain Searcher One. (Picture from: Rarecomponentcars)

Their story traces back to the distinctive Chamberlain Searcher One, a bespoke car originally created for a basketball player whose towering height demanded unusual proportions. Its silhouette was so unconventional that it seemed more like a prop from a film set than a road-going machine. Although the Searcher One itself never evolved into a mass-produced model, its design spark didn’t entirely fade. Martin Slater, the mind behind Lyncar, quietly preserved the original blueprints long after the one-off car had been completed. Those drawings would eventually be sold to a colleague who saw potential in reimagining the concept for a new generation of enthusiasts.

The 1986 Chamberlain Searcher One was a bespoke car built for Wilt Chamberlain, whose exceptional height required a uniquely proportioned design. (Picture from: Silodrome)

That opportunity took shape in Worcestershire when Auto Speciali Ltd. was founded in 2006. Rather than replicating the Searcher One outright, the company distilled its essence into two related but distinct cars: the Valeno / Predator. As the Valeno was offered as a kit, appealing to hands-on builders who enjoyed crafting a machine piece by piece, while the Predator arrived as a fully assembled turn-key car for those who wanted the finished product without the garage-time commitment.  

The Auto Speciali Veleno is built on a custom spaceframe and powered by engines ranging from Toyota MR2 units to Ford V6s and V8s, with many of its components sourced from the Ford Granada. (Picture from: Rarecomponentcars)

Both carried echoes of the Searcher One’s unusual form, yet they were grounded in practicality. Instead of relying on purpose-built components, they integrated engines and parts from models that owners could readily source and maintain. Unit choices ranged widely—from compact Toyota MR2 powertrains to Ford V6 and V8 setups—supported by components pulled from everyday cars such as the Ford Granada. The result preserved the bold personality of the original design but placed it within the reach of regular drivers and builders.

The Auto Speciali Veleno was offered solely as a kit car, and between 2006 and 2010 it was sold to only four buyers. (Picture from: Rarecomponentcars)

Despite that accessible approach, the Valeno or Predator remained rare sightings. Only four Valeno kits and a handful of Predator models were ever sold, and production tapered off around 2010. Auto Speciali’s portfolio during its short run branched into other niche creations as well, including the AS 427, a respectful tribute to the legendary AC Cobra. The company frequently collaborated with other boutique car builders, moving through a sequence of partnerships—Fiero Factory in the late ’90s, Euro 427 Sports Cars in the early 2000s, back to Fiero Factory, then Venom Sports Cars, and eventually Vindicator Cars after 2010. Across all these ventures, roughly a thousand vehicles emerged under various names, each carrying its own corner of small-batch automotive character. 

The Auto Speciali AS 427, a respectful tribute to the legendary AC Cobra crafted by the automaker during its short run. (Picture from: 7Car.tw)

But even with that modest output, the momentum eventually slowed. Auto Speciali dissolved in 2011, leaving partners like Vindicator Cars to continue on their own path. The lineage tied to the Searcher One, however, gradually receded from public memory. The Valeno or Predator—brief flashes of creativity inspired by a forgotten blueprint—never became icons, yet they occupy an intriguing space in the tapestry of modern automotive history. They represent a moment when artisans attempted to revive an obscure idea, not to chase trends or commercial success, but because the original design deserved another chance to live.

Today, these cars survive mostly through scattered photos, old forum posts, and the occasional enthusiast who recalls seeing one in person. That faint presence only adds to their charm. The Valeno or Predator remind us that the automotive world isn’t shaped solely by the models that fill today’s showrooms or dominate auction headlines. Sometimes its most compelling stories come from the machines that flicker briefly, touch a few lives, and then quietly step out of the spotlight—leaving behind a trail of curiosity for anyone who loves the odd, the rare, and the beautifully unexpected. *** [EKA | FROM VARIOUS SOURCES | WIKIPEDIA | NYTIMES | GREYFLANNELAUCTION | AXIALFLOW | SILODROME | RARECOMPONENTCARS | MADABOUT-KITCARS | 7CARTW | DRIVE2.RU | CLASSICANDRECREATIONSPORTSCARS | REDDIT ]

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Alfa Romeo 6C 3000 CM Super Flow Series: The Pinin Farina Evolution

Aero Alchemy - There was a certain magic in postwar automotive design—a moment when engineers and artists began to look beyond function and explore the emotional potential of metal and glass. It was an era where racing technology met futuristic styling, and concept cars became rolling sculptures rather than simple previews of production models. During the height of the Jet Age, Italian coachbuilders embraced this spirit in collaborations with Alfa Romeo, most notably Bertone’s BAT series and Pinin Farina’s Super Flow lineage. Few machines embody that spirit as vividly as the Alfa Romeo 6C 3000 CM Super Flow Series, a quartet of evolving design studies shaped by Pinin Farina between 1956 and 1960. Together, they reveal not only the shifting aesthetics and technologies of their time, but also how creativity can flourish even when born from the remnants of a canceled racing program.

The 1956 Alfa Romeo 6C 3000 CM Super Flow I. (Picture from: Carrozzeria-Italiani)

The DAF Rijdende Regenjas: A Clown Car with a Big Story

Ingenious Whimsy - When people today think of futuristic car design, they often imagine sleek electric vehicles, self-driving systems, and AI-assisted dashboards. Yet, over eight decades ago, in the middle of wartime Europe, one Dutch inventor envisioned a very different kind of future on wheels — one that could literally fit through the front door of your house. That peculiar yet brilliant idea materialized as the DAF Rijdende Regenjas, or “Driving Raincoat,” a one-of-a-kind microcar that remains one of the most eccentric yet innovative creations in automotive history. 

The DAF Rijdende Regenjas or “Driving Raincoat,” a one-of-a-kind microcar crafted by Hubert van Doorne that remains one of the most eccentric yet innovative creations in automotive history. (Picture from: Thingies in Facebook)

The story begins in the early 1940s, during a time when resources were scarce and the Netherlands was under occupation. Hubert van Doorne, a mechanical genius and the founder of Van Doorne’s Aanhangwagenfabriek N.V. — later known simply as DAF — was not the type to sit still, even during a war. His factory, originally dedicated to trailers and machinery, became the birthplace of an idea both whimsical and practical: a tiny, single-person car that could serve as an alternative to bicycles for elderly nurses and factory workers who still needed to travel efficiently.

The DAF Rijdende Regenjas or “Driving Raincoat,” was a tricycle-like car so compact that could serve as an alternative to bicycles for elderly nurses and factory workers who still needed to travel efficiently. (Picture from: WeirdWheels in Reddit)

Van Doorne’s challenge was as peculiar as it was ambitious. The vehicle had to be small enough to fit inside a hallway — literally. The result was a tricycle-like car so compact that it earned the affectionate nickname “Rijdende Regenjas,” or “Driving Raincoat,” because, in essence, it was like wearing a machine rather than sitting in one. At roughly 80 centimeters wide, the three-wheeler could pass through most Dutch front doors with ease.

The DAF Rijdende Regenjas was powered by a 125 cc single-cylinder motorcycle engine connected to a hydraulic torque converter developed by DAF itself — a system that would later evolve into the CVT (Continuously Variable Transmission). (Picture from: Thingies in Facebook)

Despite its modest appearance, the Rijdende Regenjas was far from a toy. It was powered by a 125 cc single-cylinder motorcycle engine connected to a hydraulic torque converter developed by DAF itself — a system that would later evolve into the CVT (Continuously Variable Transmission) still used in millions of cars today. The car’s front wheel could rotate a full 180 degrees, allowing it to reverse without the need for a traditional gear system, and even pivot in place if turned 90 degrees. In essence, it was an early exercise in maneuverability and design efficiency that most modern city cars still aspire to achieve.

Van Doorne thought through every detail. The car had only one door, but he anticipated the risk of it tipping over — after all, it was a three-wheeler — so he fitted it with a folding roof that could serve as an emergency exit. The ingenuity was typical of his practical engineering style: function first, but always with a touch of human consideration. 

The DAF Rijdende Regenjas’s front wheel could rotate a full 180 degrees, allowing it to reverse without the need for a traditional gear system, and even pivot in place if turned 90 degrees. (Picture from: Thingies in Facebook)

Production plans were on the table once the war ended, but reality had other ideas. Europe was rebuilding, priorities had shifted, and the Rijdende Regenjas never went into mass production. Still, its story was far from over. In 1947, the whimsical little car found a new purpose at the children’s circus ’t Hoefke in Deurne, a local troupe co-founded with Van Doorne’s support. His twin daughters, Anny and Tiny, performed there with their horses, and it’s likely that the car was either donated or loaned to the circus rather than sold.

The DAF Rijdende Regenjas had only one door, yet its design cleverly included a folding roof that doubled as an emergency escape in case of a rollover. (Picture from: WeirdWheels in Reddit)

At the circus, the Rijdende Regenjas became part of a comedic act starring clowns Rits and Rats — Fried van Moorsel and Piet van Hoof — who were famously “chased” around the ring by the tiny car, driven either by Van Doorne’s chauffeur Harrie van der Heijden or Frans Baarends. The car that was once conceived as a wartime mobility solution now brought laughter to children — an unexpected second life for a machine born out of necessity.

 

A decade later, when the circus closed its tent for good in 1957, the little car returned home. Van Doorne had it restored, and it eventually found a permanent place in the DAF Museum in Eindhoven, where it still sits today — a compact testament to imagination, adaptability, and the joy of invention.  | vkwlM2QXCV4 | z3XFYskqe14 |

Looking at it now, the DAF Rijdende Regenjas feels both quaint and visionary. It may look like something from a cartoon, yet its design principles — efficiency, compactness, and mechanical innovation — are surprisingly aligned with the values of today’s urban mobility. Electric scooters, microcars, and foldable e-bikes all chase the same goal Van Doorne had in the 1940s: freedom of movement in a crowded world.

 

So, while the Rijdende Regenjas never rolled off a production line, it rolled into history with quiet significance. It stands as a delightful reminder that true innovation doesn’t always roar — sometimes, it hums softly through a 125 cc engine, wearing a raincoat. *** [EKA | FROM VARIOUS SOURCES | WIKIPEDIA | THINGIES IN FACEBOOK | WEIRDWHEELS IN REDDIT ]

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1980 Camaro Z28: Power, Style, and American Muscle Heritage

Muscle Legacy - When the roar of an American muscle car breaks through a quiet afternoon, there’s no mistaking the sound of power. Few vehicles capture that spirit quite like the 1980 Chevrolet Camaro Z28. Emerging at the dawn of a new decade, this machine represented both the end of an era and the beginning of something bolder—a perfect blend of vintage charm and raw performance that still turns heads today.

The 1980 Camaro Z28 represented both the end of an era and the beginning of something bolder—a perfect blend of vintage charm and raw performance that still turns heads today. (Picture from: Kmandei3 in X)

The 1980 Z28’s exterior design is a celebration of precision and presence. Its bronze metallic paint gleams under the sun, highlighting the factory Z28 striping that runs confidently along its body. Unlike the flashier T-Top models of the time, this hardtop version carries a solid, cohesive look that enhances its muscular stance. Every line and curve feels intentional, crafted to emphasize power and motion, a true reflection of Chevrolet’s artistry from the Van Nuys, California assembly plant.

The 1980 Camaro Z28 showcases an exterior that celebrates precision and presence, with bronze metallic paint gleaming under the sun and factory Z28 striping running confidently along its body. (Picture from: Frans Verschuren in Flickr)

Inside, the Z28 offers an interior that feels both classic and surprisingly refined. The original Oyster cloth upholstery pairs perfectly with bucket seats and a center console, while the factory gauges and tilt steering column remain as sharp and functional as ever. Though upgraded with a Kenwood Bluetooth system for modern convenience, the cabin retains its authentic soul—clean, comfortable, and undeniably vintage. Every feature, from power windows to rear defog, operates with the kind of reassuring smoothness only a well-preserved car can offer.

The 1980 Camaro Z28 presents a solid, cohesive design that enhances its muscular stance, with every line and curve intentionally crafted to emphasize power and motion as a true reflection of Chevrolet’s artistry from the Van Nuys, California assembly plant. (Picture from: ClassicDriver)

Beneath the hood, the transformation from beauty to beast becomes clear. The heart of this Z28 is a powerful 383-cubic-inch stroker engine, paired with a Tremec 5-speed manual transmission that invites the driver to command every gear. Enhanced by Edelbrock aluminum intake, 4-barrel carburetor, ceramic headers, and MSD ignition, the car delivers a symphony of controlled aggression. It’s the kind of setup that turns a once modestly quick Camaro into a genuine performance icon.

The 1980 Camaro Z28 powered bya a 383-cubic-inch stroker engine, paired with a Tremec 5-speed manual transmission that invites the driver to command every gear. (Picture from: ClassicCars)

Supporting that performance is a suspension and braking system engineered for confidence. Power steering and front disc brakes provide responsive handling, while Bilstein shocks and a 10-bolt 3.73 limited-slip rear axle keep the ride planted and predictable. The factory 15-inch aluminum wheels wrapped in BF Goodrich Radial T/A tires not only complete the car’s period-correct look but also deliver the grip needed to harness all that power with poise.

The 1980 Camaro Z28 features a classic yet refined interior, combining original Oyster cloth upholstery, bucket seats, a center console, and sharp, fully functional factory gauges with a tilt steering column. (Picture from: ClassicCars)

This particular Camaro Z28 stands as a remarkable survivor of its time. From its original tags and manuals to its rust-free bodywork, every inch of this vehicle tells the story of care, craftsmanship, and respect for heritage. Even after decades, it maintains the personality and confidence that made the Z28 badge so legendary.

The 1980 Camaro Z28 enhances its performance with a suspension and braking system engineered for confident, responsive handling. (Picture from: Barrett-Jackson)

Driving this car today feels like traveling through time. The low rumble of the engine, the smooth shifts of the manual gearbox, and the firm grip of the steering wheel bring back the pure joy of analog driving. It’s not just about speed—it’s about sensation, the thrill of connection between driver and machine that modern cars too often forget. | sqMq4m2wEK0 |

For those who appreciate more than just horsepower, the 1980 Chevrolet Camaro Z28 represents a living legacy of power, style, and American muscle heritage. It embodies an era when cars were built with heart and driven with purpose—a timeless reminder that true performance isn’t just measured in numbers, but in the way it makes you feel every time the engine comes to life. *** [EKA | FROM VARIOUS SOURCES | STREETMUSCLEMAG | KMANDEI3 IN X | MUSCLECARCENTER IN FACEBOOK | CLASSICCARS ]

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Aspark Owl Roadster: The Quickest Open-Top EV of Today

Electrified Ferocity - There’s something undeniably magnetic about the way modern car culture shifts toward silence and speed at the same time. For decades, open-top performance machines thrived on the roar of combustion, yet today the world’s most extreme thrills increasingly come from vehicles that don’t make much noise at all. This contrast — the nostalgia of wind-in-your-hair driving and the futuristic punch of instant electric torque — sets the stage for one of the most staggering creations of the modern EV era: the Aspark Owl Roadster. 

The Aspark Owl Roadster is not just benchmarks of performance; they are statements about where electric propulsion can go when limits are treated as challenges rather than boundaries. (Picture from: Motor1)

Born from a Japanese engineering ambition that always seems to chase the outer edges of possibility, the Owl Roadster steps into a rarefied circle of electric hypercars that includes giants like the Lotus Evija, Pininfarina Battista, and Rimac Nevera. These machines are not just benchmarks of performance; they are statements about where electric propulsion can go when limits are treated as challenges rather than boundaries. Aspark, a company with a background in advanced engineering rather than mass-market carmaking, approaches the electric hypercar landscape with a kind of fearless precision — and the Roadster showcases that mindset at full force as a natural evolution of its sibling Coupé launched in 2019.

The Aspark Owl Roadster design leans into aerodynamic aggression, a sleek carbon-fiber shell sculpted with lines that look as if they were shaped by high-speed airflow rather than human hands. (Picture from: CarBuzz)

Without a roof, the character of the vehicle transforms dramatically. The design leans into aerodynamic aggression, a sleek carbon-fiber shell sculpted with lines that look as if they were shaped by high-speed airflow rather than human hands. The exterior appears stretched taut over the mechanical violence beneath it, while the open configuration turns the cabin into a raw sensory chamber. Aspark describes this setup as a way of becoming “one with the road,” and it fits: every gust of wind, every vibration, every rising note of speed is amplified when the sky becomes part of the driving experience.

The Aspark Owl Roadster exterior appears stretched taut over the mechanical violence beneath it, while the open configuration turns the cabin into a raw sensory chamber. (Picture from: CarBuzz)

Underneath that sculpted body lies a layout meant to intimidate on paper and overwhelm in motion. Four individual electric motors, working independently yet in perfect coordination, unleash 1,953 horsepower and 1,920 Nm of torque the instant the accelerator is pressed. The numbers that follow almost read like misprints: 0–100 km/h in 1.78 seconds, 0–200 km/h in 4.76 seconds, and 0–300 km/h in just 9.74 seconds. Aspark claims a theoretical top speed of 413 km/h, though customer vehicles will be dialed back electronically to 350 km/h — still more than enough to reorder your sense of reality.

The Aspark Owl Roadster packs an intimidating setup beneath its sculpted body, with four synchronized electric motors delivering 1,953 horsepower and 1,920 Nm of torque the instant you press the accelerator. (Picture from: CarBuzz)

What’s perhaps most remarkable is that all of this power sits inside a structure engineered with the obsessive detail of a racing prototype. A carbon-fiber monocoque forms the spine of the Roadster, providing rigidity without unnecessary weight. The suspension uses a double-wishbone system with adjustable ride height, ranging from a street-friendly 160 mm down to a track-focused 80 mm. Massive carbon-ceramic brakes, complete with 10-piston calipers at the front, reign in its fury, and an active rear wing adapts its stance based on speed and driving demands. Even the drive modes show range — from calm Snow settings to full attack configurations intended for maximum performance.

The Aspark Owl Roadster channels its immense power through a carbon-fiber monocoque structure engineered with racing-grade precision to deliver exceptional rigidity without unnecessary weight. (Picture from: Motor1)

Despite carrying a 69-kWh battery and all the hardware required to manage nearly 2,000 hp, the car maintains a weight of just 1,900 kg. It’s heavy by sports-car standards but impressively lean for a machine operating in this extreme performance territory. And while interior details are traditionally minimal on hypercars, here the focus is on maximizing sensation rather than overflowing with luxuries. The cabin becomes a command zone designed around visibility, stability, and the pure feel of speed rather than elaborate embellishment. 

The Aspark Owl Roadster shapes its interior as a focused command zone that prioritizes sensation, visibility, stability, and pure speed over any form of lavish embellishment. (Picture from: Motor1)

What truly elevates the Owl Roadster beyond its mechanical theatrics is its place within the current era. Electric performance cars are often defined by silent efficiency, autonomous features, and the polished predictability of modern software. Yet the Owl Roadster pushes against that stereotype and reintroduces something primal: unpredictability, exhilaration, and the human element. It reflects a moment in automotive history when EVs are no longer merely alternatives to combustion engines but platforms for emotional, unfiltered driving experiences that weren’t supposed to exist in the electric age.

The Aspark Owl Roadster heightens its mystique through extreme rarity, with estimates placing its price well above $3.5 million and production limited to just 20 units. (Picture from: CarBuzz)

Its rarity reinforces its mystique. Early estimates place its cost well above $3.5 million, and production is expected to stop at just 20 units. That level of exclusivity places it among the most unattainable EVs ever built, exceeding even the price tags of other electric hypercar titans. For most people, it will remain something to observe from afar — a technological flex, a symbol of what’s possible when a company decides not just to compete, but to astonish. | ETqBAWAnpIo |

The Aspark Owl Roadster may not change the world in terms of global EV adoption or practical mobility, but it does something arguably more culturally profound: it reimagines what an open-air supercar can feel like in an era where electricity rules. It bridges the emotional past of roadsters with the electrified future of performance, proving that innovation doesn’t have to lose its sense of thrill. It shows that even in a world leaning toward quiet efficiency, there is still room for wild machines built not for necessity, but for the sheer joy of pushing limits. *** [EKA | FROM VARIOUS SOURCES | ASPARKCOMPANY | EN.ARABGT | CARBUZZ | TOPGEAR | MOTOR1 ]

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Alpine Marbon CRV: The Plastic Car That Challenged Automotive Norms

Plastic Pioneer - During the post-war boom of the 1950s, innovation swept across industries like wildfire. Materials were evolving, engineering was advancing, and companies were racing to reinvent how things were made—from home appliances to entire vehicles. Amid this period of rapid change, one American company, Marbon-Chemical, was making waves with a remarkable plastic known as Cycolac. Originally intended for boat hulls and appliance casings, this unique ABS (acrylonitrile-butadiene-styrene) plastic had the potential to do much more. The real question was—could it revolutionize the way cars were built?

Italian coachbuilder OSI built a stylized version of the CRV in 1966, featuring clear headlight covers, a hood air scoop, and a trunk bulge. (Picture from: Story-Cars)

Marbon-Chemical certainly believed so. Eager to broaden the horizons for Cycolac and tap into the booming automotive market, the company made a bold move in the early 1960s: they decided to create their own car. But this wasn’t just about style or speed—it was about proving that plastic could be more than just a trim piece. 

Centaur Engineering's workers put the finishing touches on the first CRV prototype just prior to its' debut in January 1965. (Picture from: C-We)

To bring their vision to life, Marbon teamed up with Centaur Engineering, a specialist in crafting racing cars. Led by the innovative designer Dann Deaver, the collaboration gave birth to five futuristic prototypes under the name CRV—short for Cycolac Research Vehicle. 

The CRV prototype was a two-seater roadster with a wrap-around windscreen, and based on the Centaur racecar tubular frame chassis. (Picture from: C-We)

Each CRV prototype was a bold expression of what the future could look like if metal bodies were replaced with lightweight, moldable plastic. From CRV-I to CRV-V, these cars weren't just showpieces; they were rolling proof-of-concept vehicles aimed at stirring the interest of major car manufacturers. Their sleek forms and surprising durability demonstrated how Cycolac could be a legitimate contender for more than just dashboards and grille surrounds. 

The CRV prototype was first displayed at the SAE convention in Detroit in January 1965. (Picture from: C-We)

The fifth prototype, the CRV-V, was the one that took Marbon's dream international. In 1966, it was sent to Europe under the care of Guus Biermann, an employee at Marbon's Dutch branch. His mission was simple: showcase the CRV to Europe's most innovative automakers and coachbuilders. One weekend stop at OSI (Officine Stampaggi Industriali)’s design center near Turin, Italy, marked the beginning of a new phase in the CRV’s journey. But fate had other plans—an unauthorized test drive by an OSI employee ended in a rollover accident that left the CRV-V nearly destroyed.

This Italian version of the CRV was initially infused with Renault Gordini engineering by Alpine before being returned to OSI for final assembly. (Picture from: Story-Cars)

Rather than abandon the project, Marbon and OSI joined forces to rebuild. They used the same ABS body shell technology, with Marbon producing the panels and shipping them to France. There, Alpine—famous for their collaboration with Renault and racing heritage—stepped in. They infused the vehicle with Renault Gordini engineering and then passed it back to OSI for final assembly. The result was a reimagined version of the CRV: one that stood at the intersection of French performance and American innovation.

The 1966 Alpine Marbon CRV was a reimagined model that blended French performance with American innovation. (Picture from: Story-Cars)

This revamped CRV wasn't just confined to test tracks. It took center stage at major auto fairs across Europe, including in Paris, London, and Frankfurt. Biermann once again took the wheel of this promotional effort, showcasing the vehicle’s innovation to crowds of industry insiders and curious onlookers. But as interest gradually waned, the tour came to a quiet close. The CRV was returned to storage, placed in a Dutch warehouse just north of Amsterdam.

The 1966 Alpine Marbon CRV by OSI took center stage at major auto fairs across Europe, including in Paris, London, and Frankfurt. (Picture from: Story-Cars)

Still, all was not in vain. The CRV's greatest legacy emerged not on the auto show floor but behind the scenes. The project’s techniques and ideas caught the attention of Citroën, who acquired the production rights. This pivotal move led to the birth of the Citroën Méhari—a production car featuring a full ABS body. 

The CRV project's innovative techniques and ideas caught Citroën's attention, leading to their acquisition of the production rights and the creation of the Citroën Méhari with its full ABS body. (Picture from: Wikipedia)

While the Méhari had a more utilitarian design, its roots traced directly back to the lessons and methods developed during the CRV experiment. The plastic used in both cars, Cycolac, proved capable of more than just structural integrity—it could be chrome-plated, molded in large sections, and used in ways that resembled boatbuilding more than traditional car manufacturing. 

The current condition of the 1966 Alpine Marbon CRV by OSI prototype is very poor and requires a complete restoration to bring it back to its former glory. (Picture from: Carrozzieri-Italiani)

The Alpine Marbon CRV might not be a household name, but it marked a turning point. It wasn’t just a prototype—it was a signal that the material boundaries of car design could be pushed further than ever before. With the combined creativity of Marbon, Centaur, OSI, and Alpine, this bold project stretched the definition of what a car could be. Even if it didn’t become a commercial success, the CRV left behind something far more valuable: the courage to innovate, and a clear glimpse into an automotive future shaped not by steel alone, but by plastic dreams with real-world impact. *** [EKA | FROM VARIOUS SOURCES | CARROZZIERI-ITALIANI | STORY-CARS | WIKIPEDIA | C-WE ]

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