Electric Fury - Innovation in the automotive world often arrives from unexpected directions. Over the past decade, technology companies have steadily moved into areas once dominated by traditional carmakers, blending digital ecosystems with transportation in ways that would have seemed unlikely not long ago. That shift became particularly visible during the Consumer Electronics Show 2026 in Las Vegas, where a young automotive brand named Kosmera stepped into the spotlight with two dramatic prototypes. Backed by the smart-technology company Dreame Technology, Kosmera used the event to reveal the Star Razer and Star Matrix—machines designed to show how extreme performance and advanced digital integration could coexist in the electric hypercar era.
The Kosmera Star Razer. (Picture from: Autoevolution)
Although presented as static prototypes, the numbers attached to these vehicles immediately drew attention. Both cars rely on a quad-motor electric drivetrain using permanent-magnet synchronous motors, with each wheel powered by its own motor producing roughly 476 horsepower. In total, the system delivers around 1,903 horsepower, while some calculations based on the motors’ 350 kW output suggest figures exceeding 2,000 horsepower. Kosmera claims that this immense power could launch the cars from 0 to 60 mph in less than 1.7 seconds, placing them firmly in the performance territory usually occupied by elite hypercar manufacturers.
The Kosmera Star Razer. (Picture from: Autoevolution)
Under the bodywork, the engineering approach aims to match those ambitious figures. The prototypes sit on an 800-volt electrical architecture and use a 120-kWh semi-solid-state battery pack, an emerging battery technology expected to improve energy density and performance. Their structure combines an aluminum frame with lightweight carbon-fiber panels to keep weight under control while maintaining rigidity. Kosmera also targets an extremely low drag coefficient below 0.20, supported by aerodynamic shaping and advanced materials, including aerospace-grade composites and components produced through 3D printing to maximize structural stiffness.
The Kosmera Star Matrix. (Picture from: Autoevolution)
Visually, the company's flagship hypercar concept, Star Matrix presents a dramatic design language intended to signal its performance potential. The front fascia features a prominent horseshoe-shaped grille reminiscent of certain European hypercars, flanked by large cooling vents and carefully integrated air channels that guide airflow toward the sides to reduce drag and improve radiator cooling. From the side, the silhouette follows classic supercar proportions with a low nose, a gently sloping A-pillar, and a roofline that flows smoothly toward the rear. Hidden door handles, double five-spoke wheels, and bright brake calipers add modern details, while the rear section is defined by a full-width taillight strip, a massive diffuser, and an oversized rear spoiler designed to enhance aerodynamic stability.
The Kosmera Star Matrix. (Picture from: Autoevolution)
Despite sharing a similar mechanical foundation, the two prototypes pursue different technological ideas. The Star Razer explores the concept of a broader mobility ecosystem, including a modular storage system in the trunk designed to deploy and retrieve devices such as drones or robotic companions. The module is envisioned to be dustproof, waterproof, and shock-resistant while offering positioning, navigation, and motion-sensing capabilities. The Star Matrix, in contrast, focuses on driving intelligence, featuring an augmented-reality head-up display that projects racing lines, braking points, and apex markers directly onto the windshield. Real-time voice guidance adapts to speed, steering input, and vehicle dynamics to provide coaching that resembles a digital racing instructor. | T5QgUk8J-J8 |
Kosmera’s ambitions extend beyond the concept stage. The company plans to bring a dynamic prototype to the ATP Automotive Testing Papenburg facility in Germany, where engineers will evaluate power delivery, aerodynamics, stability, and thermal management in real driving conditions. According to CEO Winter Chen, the goal is to create machines that are meant to be driven hard and tested honestly rather than simply displayed. If the development process continues as planned, the prototypes revealed in Las Vegas may represent the opening chapter of a much larger story—one in which a technology-driven newcomer attempts to challenge established names in the rapidly evolving world of electric hypercars. *** [EKA | FROM VARIOUS SOURCES | KOSMERA | AUTOEVOLUTION | CARNEWSCHINA | VOI.ID ]
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Restless Ingenuity - In the years when Europe was rebuilding itself after war, the automobile became more than transportation—it was an expression of optimism, ingenuity, and personal ambition. Across Italy, small workshops buzzed with mechanics who believed speed and craftsmanship could redefine the future. Among them stood a determined figure from Pordenone, Fioravante Zanussi, whose passion for competition gave birth to a remarkable machine now known as the Zanussi 1100 Sport.
The Zanussi 1100 Sport was built by the small coachbuilder Carrozzeria Vendrame in the late 1940s on a Fiat 508 C chassis and conceived as a lightweight two-seater racer. (Picture from: VasileiosPapaidis In Facebook)
Zanussi had already proven his mechanical instincts in the 1930s, preparing cars not only for himself but also for selected clients. His reputation soared in 1939 when Treviso driver Alberto Comirato secured the Italian Championship behind the wheel ofa tuned Fiat 508 prepared by Zanussi. That victory established him as more than a hobbyist; he was a craftsman capable of extracting performance from modest machinery. It was this same mindset that would later shape the one-off Zanussi 1100 Sport.
The Zanussi 1100 Sport measured around 3.4 meters in length, 1.45 meters in width, and just 92 centimeters in height, sitting low and purposeful with a weight of approximately 790 kilograms. (Picture from: Auta5p.eu)
Built in the late 1940s on a Fiat 508 C chassis, the car was conceived as a lightweight two-seater racer. Compact in dimension—around 3.4 meters long, 1.45 meters wide, and just 92 centimeters high—it sat low and purposeful, weighing approximately 790 kilograms. Its sleek aluminum bodywork, crafted by the small coachbuilder Carrozzeria Vendrame, emphasized aerodynamic efficiency and visual drama. The narrow cockpit, minimalist interior, and racing-focused layout reflected its singular intent: competition. Every surface suggested movement, even at rest.
The Zanussi 1100 Sport featured a narrow cockpit, a minimalist interior, and a racing-focused layout that reflected its singular intent for competition, with every surface suggesting movement even at rest. (Picture from: Auta5p.eu)
Mechanically, the Zanussi 1100 Sport tells a story of constant evolution. It is widely believed that the car may have first carried a modified Alfa Romeo 6C 1750 engine, stripped of its supercharger and ingeniously reduced from six cylinders to four by removing the two central units. Later, a 2.0-liter six-cylinder from a BMW 319 found its way under the bonnet. By the mid-1950s, the car received a Fiat 1100 S–derived 1,089cc four-cylinder engine, the configuration it retains today. This pattern of progressive upgrades was typical among small racing constructors of the era, who refined their machines step by step to remain competitive rather than starting anew.
The Zanussi 1100 Sport is sculpted red bodywork flowing smoothly around a compact open cockpit and rounded tail that highlight its elegant, purpose-built racing form. (Picture from: 360CarMuseum)
Zanussi himself piloted the car in numerous hill climb events until the mid-1950s, reinforcing its credentials as a true competition machine rather than a mere experimental project. Its adaptability mirrored the resourcefulness of post-war Italian engineering, where limited resources often sparked greater creativity. Each mechanical transformation added another layer to its identity, making the car not just a product of a single moment, but a living record of racing ambition and technical persistence. | dc7s_LjSJV0 |
Today, the Zanussi 1100 Sport rests at the Museo Nicolis in Verona, where its recent restoration allows visitors to appreciate both its elegance and its complexity. More than a rare artifact—likely a unique example—it embodies the spirit of independent Italian motorsport, when passion often outweighed budget and imagination drove innovation. In an age dominated by digital precision and corporate engineering, the Zanussi 1100 Sport feels refreshingly human: shaped by hands, revised by experience, and propelled by the relentless desire to go faster. *** [EKA | FROM VARIOUS SOURCES | MUSEUMNICOLIS | 360CARMUSEUM | CARROZZIERI-ITALIANI | AUTA5P.EU | VASILEIOS PAPAIDIS IN FACEBOOK ]
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Garage Supercar - The idea of building your own supercar once sounded like a fantasy reserved for seasoned engineers or eccentric dreamers with endless time and money. Today, that vision feels far more attainable, thanks to projects like the Rhino Racing RR01. Emerging from Lithuania’s growing performance scene, this self-assembly machine reshapes what it means to own a high-performance car. It blends affordability, mechanical honesty, and bold design into a package that invites enthusiasts not just to drive, but to create.
The Rhino Racing RR01 is a track-focused supercar developed by Lithuania-based Rhino Racing and delivered as a self-assembly kit for owners to build themselves. (Picture from: CarBuzz)
Developed by Lithuania-based Rhino Racing, the RR01is a track-focused supercar delivered as a kit that owners assemble themselves. Remarkably, the company claims the process does not demand extensive technical knowledge, lowering the barrier to entry for aspiring builders. Even more surprising is the price: starting at €25,000 before taxes (roughly $27,000 at the time of writing), the RR01 undercuts nearly every new performance car on the market. Despite its motorsport DNA, Rhino Racing maintains that the car is street-legal, positioning it as both a weekend track weapon and a road-going statement.
The Rhino Racing RR01 comes equipped with essential interior components, including occupant tubs, a dashboard and center console, wheel well liners, and a functional rear diffuser. (Picture from: CarBuzz)
At its core, the RR01is built around a welded T6 aluminum monocoque paired with a fully integrated chromoly roll cage, emphasizing rigidity and safety from the outset. The suspension architecture is equally serious, featuring front and rear double wishbone pushrod setups with fully adjustable geometry and three-way Nitron R3 racing dampers. The bodywork, formed from glass-fiber-reinforced plastic, includes the main shell, front and rear hoods, bumpers, side skirts, and dramatic gullwing doors. Inside, the essentials are covered: tubs for both occupants, a dashboard and center console, wheel well liners, and a functional rear diffuser. The overall silhouette is low, purposeful, and unmistakably modern, proving that kit cars no longer need to look improvised or unfinished.
The
Rhino Racing RR01 comes equipped with essential interior components,
including occupant tubs, a dashboard and center console, wheel well
liners, and a functional rear diffuser.(Picture from: CarBuzz)
For builders seeking a more complete performance package, Rhino Racingoffers an upgraded specification for €27,500 (around $29,600). This version adds serious stopping power with AP Racing six-piston brakes and 362-millimeter discs at both ends, along with a Tilton 600 pedal set and the necessary clutch and brake plumbing. Tillett B6 GRP seats with harnesses anchor the driver and passenger, while exterior lighting, cooling and dual-pump fueling systems, and an Ecumaster ECU with its dedicated display integrate the car’s vital functions. Nineteen-inch alloy wheels wrapped in Toyo Proxes tires complete the setup, reinforcing the RR01’s track-ready intent.
The
Rhino Racing RR01 is built around a welded T6 aluminum monocoque
combined with a fully integrated chromoly roll cage, ensuring
exceptional rigidity and safety from the very beginning.(Picture from: CarBuzz)
Power, however, remains a personal choice. The chassis is designed to accept a wide range of engines and transmissions, and the base kits are sold without an engine. For those who prefer a proven solution, Rhino Racing offers a rebuilt 5.2-liter V10 sourced from the Audi R8. Priced at €37,500 (approximately $40,390), this naturally aspirated unit comes paired with a single-mass flywheel, racing clutch, straight-cut sequential gearbox, limited-slip differential, motorsport ECU, and dedicated wiring loom. In this configuration, it produces around 480 horsepower sent to the rear wheels—less thanthe R8’speak figures, but likely tuned with durability and reliability in mind. In an era dominated by turbochargers and ever-increasing output numbers, the option of a high-revving, naturally aspirated V10 feels refreshingly analog. | lBklQUmvKUU |
The RR01 arrives at a time when car culture is rediscovering the joy of mechanical involvement. Beyond performance statistics, it offers something rare in today’s automotive landscape: ownership that begins long before the first drive. Orders are already open, with components scheduled for delivery starting in August or September 2024. More than just an affordable supercar, the Rhino Racing RR01 represents a shift toward hands-on passion, where building the machine becomes as meaningful as driving it, and where modern enthusiasts can once again shape their dream car with their own hands. *** [EKA | FROM VARIOUS SOURCES | RHINO RACING | CARBUZZ | MOMOBILID ]
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Engineered Daydream - The history of the automobile is shaped by bold ideas and unexpected collaborations. When different engineering cultures intersect, they often produce concepts that challenge conventions and hint at new directions for the industry. In the early 1950s, amid America’s postwar confidence and Europe’s design renaissance, a unique project emerged from a partnership between Ford Motor Company and Cisitalia. The result was the Cisitalia 808XF, a prototype that blended two distinct automotive philosophies into a single, compelling machine.
The Cisitalia 808XF was born from a partnership between Ford Motor Company and Cisitalia, taking form as an elegant X-frame coupe styled by Giovanni Savonuzzi and built in collaboration with Carrozzeria Ghia. (Picture from: InterestingEngineering)
The initiative was closely tied to Henry Ford II, who had developed an appreciation for Italian styling after owninga Cisitalia 202. At the same time, European sports cars were steadily capturing American attention. Manufacturers like Jaguar, Triumph, and MG were introducing lightweight, agile models that felt refreshingly different from Detroit’s larger sedans. Ford recognized an opportunity to respond to this growing enthusiasm by combining European design finesse with the power and reliability associated with American engineering.
The Cisitalia 808XF displayed Italian restraint through flowing lines, balanced proportions, and subtle chrome accents instead of bold ornamentation. (Picture from: InterestingEngineering)
The 808XFtook shape as an elegant coupe built on an X-shaped frame, which inspired its name. Its body was designed by Giovanni Savonuzzi and realized in cooperation with the distinguished coachbuilder Carrozzeria Ghia. The exterior reflected Italian restraint, with flowing lines, balanced proportions, and subtle chrome accents rather than bold ornamentation. Inside, the cabin emphasized a purposeful driving position and refined detailing. The atmosphere was intimate and sophisticated, aligning more with grand touring traditions than with the flamboyant style often seen in American cars of the era.
The Cisitalia 808XF featured a driver-focused cabin with refined detailing, creating an intimate and sophisticated atmosphere rooted in grand touring tradition rather than the flamboyance typical of American cars of its era. (Picture from: InterestingEngineering)
Under the sculpted bodywork sat a distinctly American heart. Ford supplied a 4.2-liter V8 fitted with twin Holley carburetors, paired with a three-speed manual transmission. Additional mechanical components, including the suspension and braking systems, also came from Ford. This technical combination promised strong performance while maintaining the poised character suggested by its European design. On paper, the formula appeared well suited to drivers seeking both speed and style.
The Cisitalia 808XF was powered by a Ford-supplied 4.2-liter V8 with twin Holley carburetors, paired with a three-speed manual transmission and supported by Ford-engineered suspension and braking systems. (Picture from: InterestingEngineering)
By 1952, the prototype was completed and shipped to the United States for evaluation. Despite its promise, the project faced a significant obstacle: production costs. Manufacturing such a specialized car proved financially impractical for large-scale output. Two further prototypes were constructed with bodies by Carrozzeria Vignale, yet even these efforts could not alter the economic reality. Ford ultimately chose not to proceed with mass production, redirecting its focus toward more commercially viable ventures.
The 1952 Cisitalia 808XF stands as an early example of how design ambition and engineering strength can intersect — even if only briefly — to create something truly distinctive. (Picture from: InterestingEngineering)
Today, the Cisitalia 808XF remains a fascinating chapter in automotive history. The original prototype survived in private ownership, later undergoing a full restoration before changing hands at auction for $280,280. In an era when international collaborations between automakers are common practice, the 808XF feels remarkably forward-thinking. It stands as an early example of how design ambition and engineering strength can intersect — even if only briefly — to create something truly distinctive. *** [EKA | FROM VARIOUS SOURCES | CARBUZZ | CONCEPTCARZ | INTERESTINGENGINEERING ]
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Amphibious Imagination - There was a time when designers believed the future would be shaped by bold ideas rather than safe formulas. The late 1960s and early 1970s encouraged experimentation across industries, especially in America’s booming recreational market. Out of that creative momentum emerged the Evinrude Lakester, a machine that dared to combine two weekend passions—dune buggies and boating—into one seamless experience.
The Evinrude Lakester was a bold machine designed by Brooks Stevens in 1970 that dared to combine two weekend passions—dune buggies and boating—into one seamless experience. (Picture from: Story-Cars)
The Lakestermade its public debut in January 1970 at the San Francisco Boat Show, where its dramatic transformation concept quickly drew attention. It later appeared at the Chicago Boat, Travel & Outdoors Show, reinforcing its role as a headline-grabbing attraction. Rather than being just another display piece, it proposed a new way to think about leisure mobility: drive to the shore, detach, and continue your journey across the water—without ever leaving the driver’s seat permanently behind.
The Evinrude Lakester embraced beach culture with confidence, wearing a brilliant orange finish accented by pearlescent tones that gave it a futuristic glow under showroom lights. (Picture from: Story-Cars)
Visually, the Lakesterembraced beach culture with confidence. The prototype wore a brilliant orange finish accented by pearlescent tones, giving it a futuristic glow under showroom lights. In its complete form, the 14-foot fiberglass boat served as the upper body of the dune buggy. The proportions were compact yet purposeful, and the design cleverly disguised its dual nature. On land, it looked like a playful off-road buggy. At the water’s edge, it revealed its second identity.
The Evinrude Lakester, in its complete form, featured a 14-foot fiberglass boat as the upper body of the dune buggy (Picture from: Story-Cars)
The transformation process was the heart of the concept. Back the vehicle down toward the shoreline and the boat section detached from the wheeled chassis, sliding into the water as a standalone craft. After a day of cruising or waterskiing, an electric winch system pulled the boat back onto its rolling partner. Unlike traditional amphibious vehicles—which often compromise performance in both environments—the Lakester allowed each component to function properly in its intended setting.
The Evinrude Lakester embodied its transformative concept by allowing the boat section to detach at the shoreline and later be retrieved onto the wheeled chassis using an electric winch after a day on the water. (Picture from: Story-Cars)
Propulsion was handled in an equally inventive way. A single 50-horsepower outboard motor from Evinrude powered the boat in the water in conventional fashion. On land, that very same engine was connected to the buggy’s drivetrain through a power take-off system and coupler. Instead of acting as an outboard in the usual sense, it transferred power to an infinitely variable hydrostatic transmission, which then drove the rear wheels. This meant the Lakester did not rely on a separate automotive engine; one motor handled both roles, shifting duties depending on the environment.
The Evinrude Lakester used a single 50-horsepower Evinrude outboard motor to power the boat on water and, through a power take-off system linked to an infinitely variable hydrostatic transmission, to drive the rear wheels on land. (Picture from: Story-Cars)
The chassis itself utilized standard running gear from Volkswagen, a strategic choice that simplified maintenance and kept projected costs reasonable. Suspension components and basic underpinnings were familiar and proven, while the hydrostatic gearbox—similar to units found in high-power garden tractors—allowed smooth, stepless acceleration. The blend of marine power and automotive hardware reflected a practical foundation beneath the concept’s show-stopping exterior.
The Evinrude Lakester still feels strikingly modern in today’s world of modular platforms and lifestyle-driven vehicles, where adaptability and multi-purpose design have once again become central to automotive innovation. (Picture from: Story-Cars)
Behind the project stood celebrated industrial designer Brooks Stevens, whose portfolio ranged from automobiles to appliances. Having worked with companies such as American Motors Corporation and Alfa Romeo, and with prior experience designing boats for Evinrude, Stevens was uniquely positioned to bridge the automotive and marine worlds. The Lakester embodied his philosophy of practical imagination—bold enough to capture attention, yet grounded in functional engineering. | U4RwET6RCKw |
The vehicle was expected to sell as a kit for around $2,500, a price that suggested accessibility rather than exclusivity. Yet despite its ingenuity and public exposure, the Lakesternever advanced beyond prototype form. Practical challenges and market realities likely limited its production prospects. Even so, its brief appearance in 1970 remains a vivid snapshot of an era when designers were willing to rethink categories entirely. In today’s world of modular platforms and lifestyle-driven vehicles, the Lakesterstill feels strikingly modern—a reminder that sometimes the most forward-thinking ideas arrive decades ahead of their time. *** [EKA | FROM VARIOUS SOURCES | 95OCTANE | STORY-CARS | CARSTYLING.RU | MEDIUM ]
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Cross-Continental Ambition - Automotive history tends to spotlight production legends, yet some of the boldest ideas live in prototypes that never reached the road. In the early 1990s—an era shaped by recession, cautious investors, and rapidly evolving performance technology—one ambitious project quietly attempted to merge European grand touring sophistication with raw American engineering. That project was the 1991 Bitter Tasco Prototype, built around Chrysler’s then-upcoming V10 powerplant and driven by the restless vision behindthe Bitter Tasco Concept.
The 1991 Bitter Tasco Prototype built around Chrysler’s then-upcoming V10 powerplant and driven by the restless vision behind the Bitter Tasco Concept.. (Picture from: TraumAutoArchiv.de)
The man at the center of this story was Erich Bitter, a former racing driver who transitioned into crafting exclusive grand tourers under Erich Bitter Automobil GmbH. His earlier successes, including the Bitter CD and the Bitter SC, followed a clear formula: elegant European styling layered over dependable Opel and GM mechanical foundations. By the beginning of the 1990s, however, Bitter wanted to break from the front-engine tradition that had defined his brand. He envisioned a mid-engined grand tourer—something that could rival exotic supercars while maintaining everyday usability and long-distance comfort.
The 1991 Bitter Tasco Prototype embodied early-1990s supercar ambition with sharp, angular surfacing, wide planted proportions, large gullwing-style glass doors, and a modular roof system with removable panels that added further complexity. (Picture from: TraumAutoArchiv.de)
To bring this vision to life, Bitter collaborated with Opel for design support and American Sunroof Corporation (ASC) for engineering and fabrication expertise. The mechanical heart ofthe Tascowas intended to be Chrysler’s new 8.0-liter V10—an engine still in pre-production development at the time and later introduced publicly inthe Dodge Viper RT/10. Althoughthe Viperhad not yet launched whenthe Tascodebuted, ASC’s involvement in Viper development gave the project access to the upcoming powertrain. In production Viper form, the V10 produced around 400 horsepower and 465 lb-ft of torque. While no official documentation confirms the exact configuration installed—or fully installed—in the Tasco prototype, the chassis and engineering layout were clearly designed to accommodate that V10 architecture.
The 1991 Bitter Tasco Prototype marked a dramatic shift for Bitter, adopting a mid-mounted engine positioned behind the driver and supported by a custom tubular spaceframe chassis. (Picture from: TraumAutoArchiv.de)
Structurally, the Tascomarked a dramatic shift for Bitter. The engine was positioned behind the driver in a mid-mounted layout, supported by a custom tubular spaceframe chassis. Estimated weight ranged between roughly 3,300 and 3,600 pounds, placing it firmly within serious performance territory. Visually, the car embodied early-1990s supercar ambition: sharp, angular surfacing; wide, planted proportions; and large gullwing-style glass doors that gave it theatrical presence. A modular roof system with removable panels added further complexity. Although the show versions lacked a fully developed interior and, at certain exhibitions, a complete running drivetrain, the concept targeted a balance of luxury and high performance—blending supercar stance with grand touring comfort.
The 1991 Bitter Tasco Prototype was engineered around Chrysler’s new 8.0-liter V10, which was still in pre-production development at the time and later debuted publicly in the Dodge Viper RT/10.. (Picture from: TraumAutoArchiv.de)
The Tascomade its primary public debut at the 1991 Geneva Motor Show, presented as a forward-looking German-American hybrid. It also appeared at the Frankfurt Auto Show, where it was shown in non-running form, without a finished interior or operational suspension setup. Behind the scenes, financing became the decisive obstacle. Bitter sought backing from a Japanese firm involved in Formula One circles, and prototype construction was handled in Coventry by specialists connected to British motorsport engineering. But as the global economy slipped into recession, funding evaporated. Without large-scale manufacturing capability or secured investment, the Tasco’s path to production quietly closed before it could gain momentum. | ydw3mdbzYbA |
Today, the sole completed Bitter Tasco prototype survives as a static exhibit at the Coventry Transport Museum, repainted from its original greenish fiberglass finish into a bluish metallic tone and wearing subtle cosmetic differences from its early show form. A second unfinished chassis reportedly changed hands privately in the early 1990s, though no verified reports confirm it ever became roadworthy. Even as a one-off, the Tascoremains historically intriguing. Years before mid-engined American supercars became part of mainstream performance conversations, Erich Bitter imagined a V10-powered grand tourer that crossed borders in both engineering and identity. Its production dream may have faded, but its ambition still feels remarkably aligned with today’s global approach to performance design. *** [EKA | FROM VARIOUS SOURCES | HOTCARS | TRAUMAUTOARCHIV ]
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Kosmera’s ambitions extend beyond the concept stage. The company plans to bring a dynamic prototype to the ATP Automotive Testing Papenburg facility in Germany, where engineers will evaluate power delivery, aerodynamics, stability, and thermal management in real driving conditions. According to CEO Winter Chen, the goal is to create machines that are meant to be driven hard and tested honestly rather than simply displayed. If the development process continues as planned, the prototypes revealed in Las Vegas may represent the opening chapter of a much larger story—one in which a technology-driven newcomer attempts to challenge established names in the rapidly evolving world of electric hypercars. *** [EKA | FROM VARIOUS SOURCES | KOSMERA | AUTOEVOLUTION | CARNEWSCHINA | VOI.ID ]
