Crossbred Elegance - In the modern era, when automotive design is increasingly shaped by software, regulations, and global platforms, it is easy to forget a time when cars were deeply personal creations—born from instinct, ambition, and cultural exchange. The Ghia 450 SS Spyder comes from that forgotten chapter. Conceived in the mid-1960s, it represents a rare meeting point between Italian artistry and American power, a roadster imagined not by a corporate boardroom but by designers and dreamers working across continents. Handbuilt in Italy and powered by Detroit muscle, the 1967 Ghia 450 SS Spyder stands as a fascinating symbol of transatlantic creativity.
The 1967 Ghia 450 SS Spyder was a bespoke automobile built on a custom frame, blending Italian coachbuilding traditions with dependable American engineering. (Picture from: Supercars.net)
The car took shape under the hand of Giorgetto Giugiaro during his tenure as head of design at Carrozzeria Ghia, a period when his influence was beginning to reshape automotive aesthetics worldwide. The 450 SS reflected his disciplined yet expressive approach: smooth, uninterrupted body sides, carefully resolved proportions, and a visual calm that conveyed confidence rather than aggression. Every steel body panel was formed by hand, with complex curves fitted into a cohesive whole. The functional hood scoop was not an add-on but an integrated feature, while the chrome bumpers flowed naturally into the surrounding bodywork. Borrani wire wheels added a subtle flash of elegance without disturbing the car’s restrained character.
The 1967 Ghia 450 SS Spyder emphasized open-air motoring, yet practicality was not ignored. In addition to the folding soft top, Ghia offered a removable steel hardtop, crafted with the same attention as the body itself. (Picture from: MyCarQuest)
As a Spyder, the car emphasized open-air motoring, yet practicality was not ignored. In addition to the folding soft top, Ghia offered a removable steel hardtop, crafted with the same attention as the body itself. When installed, it transformed the roadster into a refined closed GT, while the soft top folded neatly beneath it. This was not a separate hardtop variant but a factory option—rare, valuable, and very much in keeping with the car’s dual personality as both a stylish convertible and a long-distance grand tourer.
The
1967 Ghia 450 SS Spyder emphasized open-air motoring, yet practicality
was not ignored. In addition to the folding soft top, Ghia offered a
removable steel hardtop, crafted with the same attention as the body
itself.(Picture from: VeloceToday)
Inside, Giugiaro’s design language continued with clarity and purpose. A flat, wood-paneled dashboard carried a logical array of Italian gauges and minimalist switches, creating a cockpit that felt modern yet warm. Leather-upholstered bucket seats, vertically pleated and fully adjustable, provided comfort suited for extended journeys. Thick carpeting and generous sound insulation reinforced the car’s refined intentions. Although Chrysler’s TorqueFlite automatic transmission looked unmistakably American in such an Italian setting, it aligned with the car’s focus on ease and composure rather than raw sportiness.
The 1967 Ghia 450 SS Spyder features a clean, Giugiaro-designed interior with a flat wood-paneled dashboard, Italian gauges, minimalist switches, adjustable leather bucket seats, and rich insulation that emphasize refined long-distance comfort. (Picture from: VeloceToday)
Behind the scenes, the 450 SS was the product of an unusually complex collaboration. Carrozzeria Ghia, founded in 1918 and rebuilt after World War II, supplied the craftsmanship and creative environment. Chrysler contributed the mechanical core, including the high-output 273-cubic-inch V8 fromthe Plymouth Barracuda Formula S, producing around 235 horsepower. Hollywood producer Burt Sugarman provided the momentum, pushing the concept into limited production and arranging U.S. sales through his company, Ghia of America. The result was a bespoke automobile built on a custom frame, blending Italian coachbuilding traditions with dependable American engineering.
The 1967 Ghia 450 SS Spyder debuted publicly at the 1966 Turin International Auto Show and entered production shortly thereafter, continuing into 1967. (Picture from: MyCarQuest)
The Ghia 450 SS Spyderdebuted publicly at the 1966 Turin International Auto Show and entered production shortly thereafter, continuing into 1967. Output remained extremely limited, with just 52 examples completed. Its price—reaching as high as $13,000 with options—placed it well above most American cars of the era and close to established European exotics. Buyers were not purchasing speed alone; they were buying craftsmanship, exclusivity, and a distinctive identity that set the car apart from both Detroit muscle and traditional Italian sports cars. | JDfiDQnCGBg |
On the road, the 450 SSdelivered exactly what its appearance promised. It was not a lightweight, track-focused machine but a composed grand tourer built for smooth highways and sustained cruising. With a top speed near 125 mph, it was capable without being extreme, favoring stability and comfort over sharp reflexes. Today, the car’s relevance feels renewed. In a world that increasingly values authenticity, cross-cultural design, and limited-production artistry, the Ghia 450 SS Spyder endures as a reminder that some of the most compelling automobiles are born when elegance and power are allowed to coexist—without compromise. *** [EKA | FROM VARIOUS SOURCES | HEMMINGS | VELOCETODAY | SCHMITT | SUPERCARS.NET ]
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Rare Exception - Stories about great cars often begin with technology, speed, or design, but the most memorable ones usually start with people. The Ferrari 365 GTB/4 NART Spider sits exactly at that intersection, where ambition, craftsmanship, and timing collide. Born from a transatlantic collaboration and shaped by personalities as much as by metal, this open-top Daytonais not just a rare Ferrari variant—it is a narrative frozen in aluminum, leather, and legacy.
The Ferrari 365 GTB/4 NART Spider, an open-top Daytona is not just a rare Ferrari variant—it is a narrative frozen in aluminum, leather, and legacy. (Picture from: Carbuzz)
The idea came from Luigi Chinetti, Ferrari’s long-time importer to the United States and the founder of the North American Racing Team (NART). Chinetti was far more than a businessman; he was a seasoned racing driver with victories at Le Mans, Spa-Francorchamps, and the Carrera Panamericana. After the success of the earlier 275 GTB/4 NART Spider, he envisioned a similarly exclusive open version of the newer Ferrari 365 GTB/4 Daytona. To bring that vision to life in 1974, Chinetti turned to Giovanni Michelotti, one of Italy’s most versatile designers, whose resume ranged from Ferraris and Maseratis to Triumph and BMW. Michelotti was tasked with reimaginingthe Daytonaasa Spiderwithout diluting its aggressive character.
The Ferrari 365 GTB/4 NART Spider features with a striking orange leather interior, complemented with the original Daytona instruments. (Picture from: Carbuzz)
The resulting design was unmistakably bold. The 365 GTB/4 NART Spiderretained the sharp, angular proportions ofthe Daytona coupe, but introduced low-cut doors, a more open silhouette, and a removable roof solution. Early examples experimented with a targa-style top, while later cars featured a fully foldable fabric roof. The bodywork remained dramatic and purposeful, emphasizing length and width in a way that suited American tastes while staying true to Ferrari’s racing DNA. Beneath the skin, the familiar 4.4-liter V12 delivered around 360 horsepower, pushing the car from a standstill to 100 km/h in roughly six seconds—impressive numbers then and still respectable today, especially considering its grand touring nature.
The Ferrari 365 GTB/4 NART Spider powered by an 4.4-liter V12 delivered around 360 horsepower, pushing the car from a standstill to 100 km/h in roughly six seconds. (Picture from: Carbuzz)
One particularly well-documented example began life asa standard 365 GTB/4 coupebuilt for the American market in 1971. Originally finished in grey with a red interior, it was delivered through Chinetti before eventually returning to his possession. Rather than selling it on, he chose it as the basis for a personal project: a Spider conversion intended as a gift for his wife, Marion. Once transformed, the car featured a blue-toned exterior, a matching blue fabric roof, and a striking orange leather interior. While Michelotti reused the original Daytona instruments, he rearranged them into a newly designed dashboard and even created a bespoke hardtop painted in body color, adding another layer of exclusivity.
The Ferrari 365 GTB/4 NART Spider featured a blue-toned exterior, a matching blue fabric roof. (Picture from: Carbuzz)
The car’s life after conversion was as eventful as its creation. Completed in Italy and returned to Chinetti in Connecticut in 1977, it later traveled back to Europe, where Michelotti displayed it at the Turin Auto Show and exhibited it at the Le Mans Museum until the early 1980s. It also appeared at prestigious concours events, reinforcing its status as both a design object and a historical artifact. Following Marion Chinetti’s passing, Luigi Chinetti decided to part with the car, and it passed through several respected collectors over the decades. During long-term ownership in the United States, it received Ferrari Classiche certification, confirming its authenticity and historical integrity.
The Ferrari 365 GTB/4 NART Spider retained the sharp, angular proportions of the Daytona coupe, but introduced low-cut doors, a more open silhouette, and a removable roof solution. (Picture from: Carbuzz)
Today, the Ferrari 365 GTB/4 NART Spideroccupies a singular place in automotive history. It remains the only occasion when Ferrari formally allowed an external organization to reinterpret a Maranello road car, blending Italian engineering discipline with an American sense of scale, freedom, and ambition. More than an open-top Daytona, it reflects a period when individuality and personal trust still carried real weight, when a small group of people could shape a machine through vision rather than committee decisions. In an era now defined by carefully scripted limited editions, the NART Spider feels strikingly human—born from passion, confidence, and a willingness to challenge convention. | ui_eOEifAoQ |
Seen from that perspective, the car also helps explain why later references to NART Spiders evolved in more than one direction. The same mindset that allowed the 365 GTB/4to become a Spider outside Maranello encouraged bolder, less formal experiments based on earlier 365 GT platforms. Those cars, often referred to informally as Grintosa, leaned closer to raw performance and racing instinct than refined grand touring. They were not direct descendants, nor official counterparts, but they carried the same rebellious DNA. Together, they form a small but telling chapter in Ferrari history—one where creativity briefly outran structure, and where emotion left marks as lasting as engineering. *** [EKA | FROM VARIOUS SOURCES | CARBUZZ | SECRET-CLASSICS | DRIVE-MY ]
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Bold Transition - In the late 1970s, the sports car world was quietly shifting its visual language. Curves were giving way to sharper ideas, and manufacturers were experimenting with bolder identities to stay relevant. Out of this transition emerged the TVR Tasmin, a car that did not merely follow trends but openly challenged expectations. It arrived at a moment when TVR needed a fresh statement, and the Tasmin became that statement—angular, unconventional, and unapologetically different.
The Tasmin’smost striking trait was its wedge-shaped design, penned by Oliver Winterbottom after his move from Lotus, where he had worked on the Elite and Eclat. Designed in 1977 and entering production in 1980, the car looked dramatically futuristic for its time, with sharp edges, a low nose, and a profile that seemed to cut through the air even when standing still. Beneath the bold exterior, the Tasminused TVR Taimar mechanical foundations, while its interior reflected the pragmatic realities of a small British manufacturer, borrowing switches and fittings from British Leyland. This blend of daring design and familiar components gave the car a character that felt both ambitious and grounded.
The name “Tasmin” itself hinted at that mix of emotion and inspiration. Chosen by then-TV R boss Martin Lilley, it was inspired by a woman named Tamsin and influenced byMaserati’s Khamsin, subtly aligning the car with European exoticism. Initially, the Tasminwas offered with Ford engines, most notably the 2.8-liter fuel-injected Cologne V6 inthe Tasmin 280i, producing around 150–160 bhp. It was capable of reaching roughly 125 mph and accelerating from 0 to 60 mph in about eight seconds—respectable numbers, though not enough to overcome market hesitation.
Commercially, the Tasminstruggled in its early years. Its modern styling divided opinions, and its price point clashed with expectations for Ford-powered sports cars. Everything changed in 1981 when Peter Wheeler took over TVR. Wheeler repositionedthe Tasminentirely, steering it away from modestly powered models and toward a more aggressive performance identity. The introduction of the Rover V8-powered 350i in 1982 marked a turning point, delivering around 190 bhp and forcing meaningful chassis upgrades. The coupe was dropped in favor of the convertible, signaling a clearer focus on emotional appeal and performance.
From there, the Tasminevolved rapidly. Power outputs climbed as Wheeler continued to push boundaries, leading to models likethe 390SEwith 275 bhp, followed by even more extreme versions such asthe 420SEAC and 450SEAC, some featuring Kevlar bodywork and engines exceeding 300 bhp. Along the way, bodywork revisions and chassis improvements refined the driving experience, while less competitive variants likethe V6-powered 280iwere eventually phased out. Additional versions, includingthe 400SE and 450SE, ensuredthe Tasminstayed relevant until production ended in 1991. | Zl1UtgHnvYI |
Today, the TVR Tasmin occupies a fascinating place in automotive history. It represents a bold stylistic gamble, a survival story for TVR, and the foundation of the brand’s later, more powerful identity. With total production numbers remaining relatively low and values still accessible compared to many classics, the Tasmin is increasingly appreciated not for perfection, but for its honesty and ambition. It stands as a reminder that progress often begins with risk—and that sometimes, being different is exactly what keeps a legacy alive. *** [EKA | FROM VARIOUS SOURCES | TVR-CAR-CLUB.CO.UK | ARONLINE.CO.UK | SIMONCARS.CO.UK | HEMMINGS | WIKIPEDIA ]
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Endurance Icon - Motorsport has always been more than speed; it is a dialogue between regulation, ingenuity, and endurance. Few cars embody this relationship as clearly as the Ferrari 250 Testa Rossa, a machine unveiled in 1957 at a moment when Ferrari was redefining its identity in international racing. Created not for show but for survival over long distances, the 250 Testa Rossareflected the uncompromising philosophy of Enzo Ferrari during an era when endurance racing demanded both mechanical resilience and strategic brilliance.
The Ferrari 250 Testa Rossa, unveiled in 1957, embodied Enzo Ferrari’s uncompromising vision as the brand redefined itself through endurance racing built on resilience and strategy. (Picture from: Oto)
Ferrari’s journey toward this milestone began much earlier. Founded in 1939, the company produced its first car in 1940, but it was after 1947 that the Ferrari name began to resonate globally. By the 1950s, Ferrari had established itself as a dominant racing force, locked in fierce competition with Maserati and Jaguar. That rivalry reached a peak during the 1957 World Sportscar Championship, which Ferrari ultimately won, securing its fourth title in five years. Shortly afterward, new FIA regulations limiting engine displacement to 3.0 liters reshaped the competitive landscape and set the stage forthe Testa Rossa’sdevelopment.
The Ferrari 250 Testa Rossa achieved ten major championship victories, including three wins at the 24 Hours of Le Mans, three at the 12 Hours of Sebring, victories at the Targa Florio, the 100 km of Buenos Aires, and the 4 Hours of Pescara. (Picture from: Oto)
In response to the new rules, Enzo Ferrari summoned his most trusted engineers and issued a clear mandate: adapt the Ferrari 500 TRC into a car capable of winning under the new regulations, without sacrificing durability. This task fell to Carlo Chiti, Ferrari’s chief designer and the mind behindthe Formula One Ferrari 246. Known for his inventive approach, Chiti adopted a rare conservative strategy and enlisted Andrea Fraschetti, one of Ferrari’s most talented engineers, to help develop the prototype. Tragically, Fraschetti lost his life during testing that same year, underscoring the risks inherent in racing development during the period.
The Ferrari 250 Testa Rossa evolved from the Ferrari 500 Testa Rossa, retaining its tubular steel frame while extending the wheelbase by 10 centimeters to 2,350 mm for greater stability. (Picture from: Autoevolution)
The new car evolved fromthe Ferrari 500 Testa Rossa, retaining its tubular steel frame while extending the wheelbase by 10 centimeters to 2,350 mm for greater stability. Its overall dimensions measured 3,959 mm in length and 1,523 mm in width. The suspension combined coil springs with a solid rear axle, and early prototypes featured Scaglietti-built bodywork mounted on 290 mm wheels originally used in the Nürburgring 1,000 km race. The exterior design emphasized functional aerodynamics, while the interior remained stripped and purposeful, designed solely around the needs of endurance competition.
The Ferrari 250 Testa Rossa featured a stripped, purposeful interior designed exclusively to meet the demands of endurance racing. (Picture from: Oto)
Poweringthe Ferrari 250 Testa Rossawas a heavily modified 3.0-liter Colombo V12 derived fromthe Ferrari 250 GT race car. The engine was comprehensively rebuilt for strength, with six Weber 38 DCN carburetors replacing the previous setup and reinforced internal components ensuring longevity. Red-painted camshaft covers gave the car its name, “Testa Rossa,” meaning “red head.” Known internally as the Tipo 128, the engine produced around 300 horsepower at 7,000 rpm. Installed in a car weighing just 800 kilograms, it delivered an exceptional power-to-weight ratio and earned a reputation as the most durable Ferrari engine of its era.
The Ferrari 250 Testa Rossa was powered by a heavily modified 3.0-liter Colombo V12 from the Ferrari 250 GT, rebuilt for durability and fed by six Weber 38 DCN carburetors. (Picture from: Oto)
That durability translated directly into success on the world’s toughest circuits. The Ferrari 250 Testa Rossaachieved ten major championship victories, including three wins at the 24 Hours of Le Mans, three at the 12 Hours of Sebring, victories at the Targa Florio, the 100 km of Buenos Aires, and the 4 Hours of Pescara. It played a decisive role in Ferrari’s constructors’ championships in 1958, 1960, and 1961, with drivers such as Phil Hill, Olivier Gendebien, Luigi Musso, Peter Collins, Paul Frère, Jean Behra, and Cliff Allison contributing to its legacy. Even against formidable rivals like Aston Martin’s DBR1/300 and Porsche’s emerging 718 RS, the Testa Rossa remained fiercely competitive.
The Ferrari 250 Testa Rossa measured 3,959 mm in length and 1,523 mm in width, with an exterior shaped around functional aerodynamics. (Picture from: Oto)
Continuous refinement ensured the car stayed relevant. Pininfarina revised the bodywork, disc brakes replaced drum brakes for the first time on a Ferrari sports racer, and a five-speed gearbox improved flexibility. Later developments included a dry-sump lubrication system that lowered the engine’s center of gravity, improved aerodynamics, and the adoption of independent rear suspension. These changes culminated in dramatic championship victories, including Ferrari’s decisive Le Mans win that secured the 1960 World Sportscar Championship and near-total domination the following season. | u184vVKMw | og_IKVNK_6M |
Only 33 examples ofthe Ferrari 250 Testa Rossa were ever built, and its legacy paved the way for icons like the 250 GTO, 250 P, and 250 LM. Today, its historical weight is matched by its rarity, with one example formerly owned by Ralph Lauren selling for nearly forty million dollars, underscoring how a car born from regulation and resolve became one of the most revered machines in automotive history. *** [EKA | FROM VARIOUS SOURCES | AUTOEVOLUTION | WIKIPEDIA ]
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First Statement - In the years immediately after World War II, Italy’s automotive scene became a quiet laboratory for reinvention, where designers explored new ideas with limited resources but unlimited imagination. It was in this fragile yet hopeful atmosphere that a small Fiat-based sports car emerged, carrying ambitions far greater than its modest mechanical roots. Known today as the Fiat 1100C Frua Sport Barchetta, the car reflects a moment when creativity mattered more than scale, and when a single design could announce the arrival of a future master.
The Fiat 1100C Frua Sport Barchetta was completed in 1946 and holds a special place in Italian design history as the very first automobile created under the Carrozzeria Frua name by Pietro Frua himself. (Picture from: AutoVercity.ru)
The barchetta was completed in 1946 and holds a special place in Italian design history as the very first automobile created under the Carrozzeria Frua name by Pietro Frua himself. Built on a 1946 Fiat 1100C chassis—identified as chassis number 279906—the project transformed a conservative family saloon into a low, flowing sports car. While Frua would later gain international recognition for designs such as the Maserati A6G in the 1950s, this one-off Fiat marked the true beginning of his independent career and revealed his instinctive sense of proportion and surface.
The Fiat 1100C Frua Sport Barchetta built on a 1946 Fiat 1100C chassis—identified as chassis number 279906—the project transformed a conservative family saloon into a low, flowing sports car. (Picture from: WorldCarsFromThe1930sTo1980s in Facebook)
Visually, the 1100C Frua Sport Barchetta stood apart from nearly everything on the road at the time. The body followed a sleek “envelope” philosophy, eliminating separate fenders in favor of a smooth, unified silhouette that felt forward-looking in the late 1940s. Its distinctive front end featured a slim five-bar grille, with headlights positioned low for a purposeful, almost nautical character. The open-top barchetta layout emphasized lightness and motion, while the interior remained minimal and driver-focused, consistent with post-war sports cars that prioritized experience over luxury.
The Fiat 1100C Frua Sport Barchetta reveals a minimalist, driver-focused cockpit with delicate analog gauges, a thin-rimmed steering wheel, and post-war Italian elegance distilled into pure function. (Picture from: WorldCarsFromThe1930sTo1980s in Facebook)
Underneath the elegant coachwork sat Fiat’s familiar 1,089 cc four-cylinder engine, a reliable and well-understood unit rather than an exotic powerplant. This choice underscored the car’s philosophy: innovation through design rather than brute performance. Despite its mechanical modesty, the Frua Barchetta carried enough presence and balance to compete on a cultural level, which became evident when it appeared at the 1947 Coppa Villa d’Este, also known as the Concorso di Como, where it earned a Second Prize of Merit in its class.
The Fiat 1100C Frua Sport Barchetta embraced a sleek envelope-style body, discarding separate fenders for a smooth, unified silhouette that felt boldly modern in the late 1940s. (Picture from: DrivenCarGuide.co.nz)
The car’s ownership history adds further depth to its story. Initially sold to Luigi Critterio in early September 1946, it changed hands again just 25 days later when acquired by Gino Bubbolini. Over the following decades, it passed through several owners, including one who kept it for an impressive 33 years after purchasing it in 1950. By the time it was acquired by its current custodian in 2015, the car was painted red, before undergoing a careful restoration at Carrozzeria Gatti Luciano to return it to its original specification and color scheme, preserving Frua’s original intent with remarkable fidelity. | 28R1gUpQcYw |
Today, the Fiat 1100C Frua Sport Barchetta is valued less as a collector’s trophy and more as a historical reference point—a tangible reminder of how post-war Italian design began to redefine elegance, lightness, and individuality. Its later appearance at a major auction in 2019, where it achieved a notable result, merely reinforced what historians and enthusiasts already understood. This singular car represents the moment when Pietro Frua stepped onto the world stage, proving that even a small Fiat could become a lasting symbol of design courage and timeless style. *** [EKA | FROM VARIOUS SOURCES | DRIVENCARGUIDE.CO.NZ | AUTO.VERCITY.RU | MOTOR1 | WORLD CARS FROM THE 1930S TO 1980S IN FACEBOOK ]
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Quietly Revolutionary - In the early 2000s, when diesel engines were still widely associated with practicality rather than passion, a small group of designers quietly challenged that assumption on one of the world’s biggest automotive stages. Amid the spectacle of the Geneva Motor Show, a compact two-seat coupe appeared with an idea that felt slightly ahead of its time. That car was the Sbarro GT-HDI, a concept that connected mainstream engineering with bold experimentation and hinted at how performance cars could evolve beyond established formulas.
The Sbarro GT-HDI was developed by the 2002–2003 Espera Sbarro graduating class under Franco Sbarro’s guidance, blending mainstream engineering with bold experimentation. (Picture from: Story-Cars)
The GT-HDIwas developed by students from the 2002–2003 graduating class of Espera Sbarro, under the guidance of renowned automotive designer Franco Sbarro. Rather than starting from scratch with unfamiliar technology, the team intelligently drew from Peugeot’s existing lineup, blending proven components with an original vision. This approach allowed the car to feel realistic and credible, not just an abstract showpiece, while still expressing the creative freedom expected from a design school project presented on an international stage.
The Sbarro GT-HDI visually echoed several Peugeot models without feeling pieced together, built on a bespoke tubular chassis that ensured rigidity while keeping its weight to 950 kilograms. (Picture from: Story-Cars)
Visually, the GT-HDIcarried echoes of several Peugeot models without becoming a collage. The front and rear lights were sourced fromthe Peugeot 307, while the windshield came fromthe 206 CC, yet the polyester body panels were entirely original. Its proportions emphasized sportiness, helped by a short rear overhang and large 18-inch wheels that filled the arches confidently. The tubular chassis beneath the body was designed specifically for this car, giving it the rigidity required for a mid-engined sports coupe while keeping overall weight down to just 950 kilograms.
The Sbarro GT-HDI reveals a minimalist, driver-focused interior with exposed mechanical elements, a compact cockpit layout, and a purposeful, prototype-like character. (Picture from: Story-Cars)
The layout was as thoughtful as the styling. Power came from a 2.2-liter HDI diesel engine producing 146 horsepower, paired with a five-speed manual gearbox taken fromthe Peugeot 607. Placing the engine in a rear-mid position improved weight distribution and contributed to balanced handling, a choice more commonly associated with exotic sports cars than diesel-powered concepts of the era. The rear suspension was also adapted fromthe 607, while the front used short springs and Koni shock absorbers, reinforcing the car’s agile and responsive character.
The Sbarro GT-HDI used a 2.2-liter HDI diesel producing 146 horsepower with a five-speed manual from the Peugeot 607, mounted in a rear-mid layout for balanced weight distribution. (Picture from: Story-Cars)
What made the GT-HDI particularly relevant was its underlying idea rather than raw performance figures. At a time when the notion of a diesel sports coupe still felt unconventional, the car quietly anticipated a shift in perception. Years later, high-performance diesel machines, including endurance racers like the Audi R8 TDI, would prove that efficiency and excitement were not mutually exclusive. In that sense, the GT-HDI reads today as an early experiment that aligned closely with trends that only became widely accepted afterward.
The Sbarro GT-HDI mattered more for its concept than its numbers, quietly anticipating a future where diesel performance would be taken seriously. (Picture from: Sbarro.Phcalvet.fr)
The story did not end with this single prototype. Encouraged by the clarity of the concept, the Espera Sbarro students expanded the idea further by developing the GTR, a competition-focused evolution revealed a few months later. Together, these projects captured a moment when education, industry influence, and creative risk intersected. The Sbarro GT-HDI remains a reminder that meaningful innovation does not always come from large manufacturers alone, but sometimes from small teams willing to rethink what a sports car can be. *** [EKA | FROM VARIOUS SOURCES | SBARRO.PHCALVET.FR | GTPLANET | CARSTYLING.RU | STORY-CARS ]
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On the road, the 450 SS delivered exactly what its appearance promised. It was not a lightweight, track-focused machine but a composed grand tourer built for smooth highways and sustained cruising. With a top speed near 125 mph, it was capable without being extreme, favoring stability and comfort over sharp reflexes. Today, the car’s relevance feels renewed. In a world that increasingly values authenticity, cross-cultural design, and limited-production artistry, the Ghia 450 SS Spyder endures as a reminder that some of the most compelling automobiles are born when elegance and power are allowed to coexist—without compromise. *** [EKA | FROM VARIOUS SOURCES | HEMMINGS | VELOCETODAY | SCHMITT | SUPERCARS.NET ]
