Glorious Oddity - It’s not every day you stumble upon a car that looks like it was imagined in a dream—equal parts vintage science fiction and postwar fantasy. In the golden era of design experimentation, when chrome was king and fins stretched like the wings of jet planes, some cars broke molds so dramatically, they carved out a legacy of their own. One such example is the 1957 Spohn DV-13 Convertible—an eccentric, unforgettable creation that continues to raise eyebrows and spark conversations wherever it goes.
The Spohn DV-13 Convertible, with its strikingly unique design, is believed to have been commissioned by American GIs stationed in postwar Germany and built by the renowned coachbuilder Hermann Spohn Karosseriebau in Ravensburg. (Picture from: Story-Cars)
Built in Ravensburg, Germany, by the renowned coachbuilder Hermann Spohn Karosseriebau, this car emerged from a company once trusted to shape the bodies of legendary names like Maybach, Mercedes-Benz, and Bugatti. After WWII, Spohn shifted gears—literally and creatively. American GIs stationed in postwar Germany began commissioning custom cars that reflected their bold, stateside tastes. The result? Machines like the DV-13, where pre-war engineering meets outrageous imagination.
The 1957 Spohn DV-13 Convertible front end features double-stacked headlights and a grille and bumpers that feels more sci-fi than showroom. (Picture from:Silodrome)
At its core, the DV-13 is a Frankenstein of eras. Underneath its flamboyant skin lies a 1939 Ford chassis, complete with pre-war mechanicals—front and rear live axles, transverse leaf springs, and drum brakes. Power comes from a robust 5.4-liter Cadillac V8 engine paired with a Ford 3-speed manual transmission. It’s a combination that tells you this car wasn’t just about looks—it was built to run.
The 1957 Spohn DV-13 Convertible rides on a 1939 Ford chassis, featuring pre-war mechanicals like live axles, transverse leaf springs, and drum brakes. (Picture from: Silodrome)
But let’s talk about those looks. With its steel body shaped into curves and contours that seem to defy logic, the DV-13 is anything but shy. The front end features double-stacked headlights and a grille that feels more sci-fi than showroom. The rear is topped with towering fins that became something of a Spohn signature by the late 1950s. Some say it looks like two cars squashed into one, others claim it made professional designers question their careers—but no one ever calls it boring.
The 1957 Spohn DV-13 Convertible features a left-hand-drive cabin with black upholstery, color-matched carpeting, roll-up windows, a lockable glovebox, a dash-mounted cigar lighter and ashtray, and a bright dashboard housing a 140-mph speedometer and worn auxiliary gauges. (Picture from: Silodrome)
Despite its polarizing appearance, the DV-13 has grown into a cult classic. In 2012, it was purchased by Wayne Carini of Chasing Classic Cars along with his friend Ralph Marano, who found it in the Miami-based Dezer Collection. The car later appeared on the show, then went on to win the Camille Jenatzy Award for “Most Audacious Exterior” at the Amelia Island Concours d’Elegance in 2013. It didn’t stop there—it continued its victory lap at events like the 2014 Boca Raton Concours and even made a stop at the AACA Library.
The 1957 Spohn DV-13 Convertible powered by a robust 5.4-liter Cadillac V8 engine paired with a Ford 3-speed manual transmission. (Picture from: Silodrome)
That kind of exposure turned the DV-13 into something more than just a strange car—it became a symbol of automotive individuality. Now being offered for sale on Bring a Trailer with no reserve and a clean New Jersey title, it comes with spare gauges and a story you couldn’t make up if you tried.
The 1957 Spohn DV-13 Convertible's rear is topped with
towering fins that became something of a Spohn signature by the late
1950s. (Picture from: Story-Cars)
And if you thought the DV-13 was Spohn’s only wild creation, there’s more. Another standout from the same workshop is the 1950 Spohn-bodied Veritas, featuring dramatic tailfins and faux jet intakes—a bold example of how far postwar styling could go when imagination was in charge. Curious to see just how far Karosseriebau Hermann Spohn pushed the envelope? You can take a look right here. | Mw8P4wRprz0 |
In the end, cars like the Spohn DV-13 Convertible are a reminder that sometimes the best designs don’t aim to please everyone—they aim to be remembered. This is one of those cars you don’t just see. You experience it. And once you do, you’ll never forget it. *** [EKA | FROM VARIOUS SOURCES | BRINGATRAILER | SILODROME | STORY-CARS ]
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Forgotten ONES - If the moon could speak, it would have countless stories of innovative automotive creations. Some of these vehicles quietly disappear, while others briefly shine before vanishing from public view. Among these, the 1989 Nissan 300XM (NTC IF) Concept, commonly known as the Nissan IF, is one of the lesser-known gems. It may not be widely recognized to public, but it represents a fascinating chapter in automotive history ahead of its time.
The 1989 Nissan 300XM or Nissan IF (ニッサン IF) Concept initially designed by Satoshi Wada, and won the prestigious New Concept Car Contest organized by Nissan. (Picture from: Facebook)
The story of the Nissan IF begins in 1987, when a talented Japanese designer, Satoshi Wada, sketched a unique concept. His design won the prestigious New Concept Car Contest organized by Nissan. The Nissan IF, or ニッサン IF in its original Japanese name, was conceived as a mid-engine sports car that prioritized exceptional handling and agility.
The 1989 Nissan 300XM or Nissan IF (ニッサン IF) Concept initially designed by Satoshi Wada, and won the prestigious New Concept Car Contest organized by Nissan. (Picture from: Facebook)
To turn this vision into reality, a dedicated team was assembled in October 1988, under the leadership of Saneatsu Hashimoto. The team’s mission was clear: to create a compact, high-performance sports car that would stand out in terms of both design and engineering.
The
1989 Nissan 300XM or Nissan IF (ニッサン IF) Concept initially designed by Satoshi Wada, and won the prestigious New Concept Car Contest organized by Nissan. (Picture from: Facebook)
The development of the Nissan IF was no small feat. Over 140 employees from the Department of Body Design of the Nissan’s Technical Center (NTC) in Atsugi were involved in bringing the concept car to life. It all started with a 1:4 scale model, which quickly progressed to a full-size 1:1 mock-up.
The 1989 Nissan 300XM or Nissan IF (ニッサン IF) Concept initially designed by Satoshi Wada, and won the prestigious New Concept Car Contest organized by Nissan. (Picture from: Facebook)
The process took months, but by May 1989, the Nissan IF prototype was ready to be shown to a select group of business insiders. Contrary to some reports, the concept car was never publicly displayed at the 1988 Tokyo Motor Show, a fact often misrepresented since no such event was held that year.
The 1989 Nissan 300XM or Nissan IF (ニッサン IF) Concept initially designed by Satoshi Wada, and won the prestigious New Concept Car Contest organized by Nissan. (Picture from: Facebook)
Technically speaking, the Nissan IF was ahead of its time. The car featured a floor and frame made entirely of aluminum, a material choice that contributed to its lightweight construction. The IF's suspension system consisted of a double wishbone setup at the front and a multi-link configuration at the rear, ensuring a balanced and smooth ride.
The 1989 Nissan 300XM or Nissan IF (ニッサン IF) Concept initially designed by Satoshi Wada, and won the prestigious New Concept Car Contest organized by Nissan. (Picture from: Facebook)
Under the hood, or more accurately, behind the seats, the Nissan IF housed a mid-mounted 930cc four-cylinder engine borrowed from the Nissan Micra. This small yet efficient powerplant was intended to deliver a nimble driving experience, perfectly aligned with the car's emphasis on handling. Although the Nissan IF never reached mass production, it remains a testament to the creativity and vision of Nissan’s design and engineering teams. Since there isn’t a video specifically about this car, here’s a video featuring Nissan concept cars in Shinjuku, Japan.
Its sleek and sporty appearance, combined with its innovative engineering, continues to captivate those lucky enough to learn about it. Despite its limited exposure, the Nissan IF serves as a reminder of what could have been – a remarkable small coupe that might have made a significant impact on the automotive world. While the car may have stayed in the shadows, its legacy endures among enthusiasts who appreciate the beauty of forgotten concept cars. *** [EKA | FROM VARIOUS SOURCES | SWDESIGN-TOKYO | GTPLANET FORUM | CARSTYLING.RU | ALLCARINDEX | 1989 NISSAN IF IN FACEBOOK ]
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Transatlantic Brilliance - In the early 1950s, the automotive world was undergoing a period of rapid transformation. World War II had ended, and manufacturers were pushing the boundaries of design and engineering. In America, large, powerful cars dominated the roads, while European automakers focused on lighter, more agile machines. This era of innovation also saw an increasing number of international collaborations, blending the strengths of different automotive traditions. Among the most remarkable results of this cross-border creativity was the Arnolt-Bristol Bolide—a car that fused British engineering, Italian design, and American entrepreneurial ambition into one striking package.
The Arnolt-Bristol Bolide was the brainchild of Stanley “Wacky” Arnolt, blending Bertone’s bold Italian styling with the proven engineering of the Bristol 404 chassis. (Picture from: RM Sothebys)
The Arnolt-Bristol Bolide was the brainchild of Stanley “Wacky” Arnolt, a Chicago-based businessman who initially made a name for himself as an importer of British cars. However, his ambitions went beyond mere distribution. After encountering Nuccio Bertone’s work at the 1952 Turin Motor Show, Arnolt saw an opportunity to create something extraordinary. He envisioned a sports car that combined Bertone’s bold Italian styling with the proven mechanical foundation of the Bristol 404 chassis.
The Arnolt-Bristol Bolide's bodywork by Franco Scaglione truly set it apart, sculpting a form that was both elegant and aggressive. (Picture from: RM Sothebys)
Under the hood, the Bolide featured a 2.0-liter inline-six engine built by Bristol, derived from a BMW design. With a hemi-head configuration and triple carburetors, it produced 130 horsepower, delivered through a four-speed gearbox. However, it was the bodywork by Franco Scaglione that truly set the Bolide apart. Scaglione, who would later design the iconic Alfa Romeo B.A.T. concept cars, sculpted a form that was both elegant and aggressive. The car’s high hood, necessary to accommodate the tall engine, was seamlessly integrated into a flowing design with swooping fenders and a compact grille, giving the Bolide an unmistakable presence.
The Arnolt-Bristol Bolide by Bertone features two sporty racing buckets in its compact cabin, paired with a three-spoke steering wheel and a minimalist dashboard. (Picture from: RM Sothebys)
Arnolt’s automotive venture produced several variations of the car, including the stripped-down Competition model for racing, the more refined Bolide, and the road-friendly Deluxe. A handful of coupes were also built, featuring distinctive pop-up headlights. Despite their limited production numbers, Arnolt-Bristols quickly made a name for themselves in motorsports, securing class victories at the 12 Hours of Sebring in 1955 and 1960, as well as multiple Team Trophy wins.
The Arnolt-Bristol Bolide by Bertone features two sporty racing buckets in its compact cabin, paired with a three-spoke steering wheel and a minimalist dashboard.(Picture from: RM Sothebys)
Among the 142 Arnolt-Bristols produced, one holds particular historical significance—the very first prototype, chassis number 3000. According to Arnolt’s personal records, this car was the first completed example of the model. It received its Bertone-designed bodywork in late 1953 before being returned to Bristol in England for final fitting and testing. Originally equipped with an FNS-specification engine, it was soon upgraded to a BS1 MK II-type engine, matching the units used in the production versions.
Under the hood, the Bolide featured a 2.0-liter inline-six engine built by Bristol, derived from a BMW design. (Picture from: RM Sothebys)
The car arrived in New York in early 1954 and was delivered to Columbus Sports Cars in Ohio, where it was demonstrated on the racetrack by dealer Robert Fergus before being sold to its first private owner. Over the years, it changed hands several times, with some owners modifying it for performance. Walter Tormohlen of Indiana, for example, swapped out the original engine for a fuel-injected Chevrolet V8, installed a Chevrolet gearbox, and repainted the car white with dark racing stripes. Later, another owner painted it blue and modified the grille slightly.
The Arnolt-Bristol Bolide by Bertone’s high hood, necessary to accommodate the tall engine, was seamlessly integrated into a flowing design with swooping fenders and a compact grille. (Picture from: RM Sothebys)
Eventually, the Bolide prototype fell into long-term storage, its drivetrain removed but otherwise largely intact. In the mid-1990s, an enthusiast took on the challenge of restoring it to its original factory specification. Over nearly two decades, and at a cost exceeding $220,000, the car was meticulously brought back to life. A period-correct Bristol engine and gearbox were sourced, and the steel Bertone bodywork was carefully restored to its original red finish with a tan interior. Every detail, from the Lockheed brakes to the hand-crafted trunk latches, was painstakingly re-created to match its original condition.
The
Arnolt-Bristol Bolide by Bertone’s high hood, necessary to accommodate
the tall engine, was seamlessly integrated into a flowing design with
swooping fenders and a compact grille. (Picture from: RM Sothebys)
By the mid-2010s, the Bolide had undergone further refinements under new ownership. In 2018, it was acquired by a collector specializing in Bertone-bodied Arnolt models, ensuring that this piece of automotive history would be preserved. With its fully documented history, factory-correct restoration, and extreme rarity—far more exclusive than contemporary sports cars from Jaguar or Austin-Healey—the Arnolt-Bristol Bolide stands as a unique and highly desirable collector’s item. It remains eligible for prestigious vintage racing and rally events, including the Mille Miglia Storica. | lVRYP64nR8c |
For enthusiasts drawn to rare and beautifully engineered automobiles, the prototype Bolide represents more than just a car—it is a testament to Stanley Arnolt’s bold vision, Franco Scaglione’s artistic genius, and Bristol’s engineering excellence. A fusion of performance, design, and heritage, it continues to be celebrated as one of the most fascinating sports cars of its era. *** [EKA | FROM VARIOUS SOURCES | RM SOTHEBYS | SUPERCARS.NET ]
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Exotic Legacy - In a world where cars often blur together in a sea of similarity, there's something captivating about a machine that dares to be different. The 1950s were brimming with automotive charm, a golden era where bold ideas and international collaborations gave birth to some of the most distinctive vehicles ever made. Among the glittering lineup of post-war dream machines, the Hudson Italia Coupe stands out—not just for its futuristic style, but for its rare blend of American ambition and Italian craftsmanship.
1955 Hudson Italia Coupe bodied by Carrozzeria Touring and built based on the Hudson Jet platform. (Picture from: HymanLtd)
The story of the Hudson Italia begins not as a production vehicle, but as a bold styling experiment. Born from the creative minds at Hudson Motor Car Company in Detroit, this two-door luxury coupe was never meant to be ordinary. It was envisioned as a halo car, a showcase of design and engineering potential. To bring this vision to life, Hudson turned to none other than Carrozzeria Touring, an acclaimed coachbuilder from Milan, Italy, known for shaping some of Europe’s most elegant automobiles.
1955
Hudson Italia Coupe was designed by Frank Spring, the Hudson’s design chief along with the Carrozzeria Touring's auto designer named Carlo Felice Bianchi Anderloni. (Picture from: OtoBlitz)
At the heart of the Italia was the leadership of Frank Spring, Hudson's head of design, who teamed up with Carlo Felice Bianchi Anderloni, the artistic force at Carrozzeria Touring. Together, they sculpted a car that was not just eye-catching, but outright exotic by American standards. Built on the humble Hudson Jet platform, the Italia emerged with curves, creases, and details that made it look like it had rolled off the set of a sci-fi movie rather than a Detroit assembly line.
Unveiled for the first time on January 14, 1954, the Italia was Hudson’s answer to the high-style concept cars being churned out by rivals in collaboration with Italian stylists—think Chrysler’s Ghia specials or Ford’s flirtation with Cisitalia. The plan? Build a sleek, sporty machine that would echo the Hudson Hornet’s performance heritage while turning heads with continental flair. The result was stunning, but it came at a cost.
1955 Hudson Italia Coupe powered by an S6 202 cubic-inch engine with a capacity of 3,303 cc, which can generate power up to 114 hp (85 kW) at 4,000 rpm with a maximum torque of 214 Nm (158 lb.ft) at 1,400 rpm. (Picture from: OtoBlitz)
Despite being assembled in Italy, where labor was cheaper at the time, each hand-crafted Hudson Italia came with a steep price tag of $4,800—far more than the $3,995 you’d pay fora Cadillac Coupe de Ville. And while it certainly looked like a million bucks, the market wasn’t quite ready to embrace such a high-priced outlier from a mid-tier American brand.
1955 Hudson Italia Coupe's engine sourced power chaneled through a three-speed manual gearbox to drive the rear wheels, so could be made it running to a maximum speed of 95 mph (153 kph). (Picture from: OtoBlitz)
Underneath that gorgeous skin was a 202-cubic inch straight-six engine, capable of producing 114 horsepower and 214 Nm of torque. Mated to a three-speed manual gearbox, the Italia could hit a respectable top speed of 95 mph. It wasn’t blisteringly fast, but it had plenty of character, and its driving experience matched its dramatic looks.
Sadly, timing was not on Hudson’s side. The company was in the midst of a merger with Nash-Kelvinator, forming what would become American Motors Corporation (AMC). With priorities shifting and resources stretched thin, the Italia project was quietly shelved. Only 26 units were ever built, making it one of the rarest post-war coupes ever produced.
1955 Hudson Italia Coupe bodied by Carrozzeria Touring and ever built as many as 26 unit during its short prodution periods. (Picture from: Pinterest)
Today, the Hudson Italia is a rolling piece of art, a collector’s gem that continues to dazzle at concours events around the world, from Pebble Beach to Villa d’Este. Its limited production, striking design, and cross-continental origin have made it a highly sought-after classic, with values climbing steadily over the years.
Whether you're a die-hard car enthusiast or simply someone who appreciates beauty in motion, the Hudson Italia serves as a reminder of what can happen when creativity takes the wheel. It's not just a car—it’s a masterpiece born from ambition, style, and a touch of Italian magic. And if you ever spot one in person, consider yourself lucky. You’re looking at a legend that almost never was. *** [EKA [23022021] | FROM VARIOUS SOURCES | WIKIPEDIA | CLASSICDRIVER.COM | BONHAMS.COM | HYMANLTD.COM ]
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Ultimate Icon - In the ever-evolving world of high-performance cars, few names carry the weight and heritage of Pininfarina. Known for shaping some of the most iconic automotive designs in history, this legendary Italian design house has taken a bold step into the future. And what better way to celebrate 95 years of groundbreaking creativity than with a hypercar that blends tradition, elegance, and innovation in a single, breathtaking form? Enter the Pininfarina Battista Novantacinque.
The Pininfarina Battista Novantacinque is a one-off hypercar that marks the end of an icon and pays tribute to Pininfarina’s 95th anniversary. (Picure from: RobbReport)
Unveiled in the birthplace of Pininfarina—Turin—the Battista Novantacinque isn’t just another variant of the all-electric Battista hypercar. It’s a deeply personal, one-of-one tribute to nearly a century of automotive artistry. This masterpiece marks the final chapter in the ultra-limited run of just 150 Battista units, standing as a true celebration of both the end of an era and the beginning of something extraordinary.
The Pininfarina Battista Novantacinque, dressed in Rosso Gloss-tinted carbon fiber, radiates a deep red hue that honors Italian tradition while showcasing modern design excellence. (Picure from: RobbReport)
The Novantacinque immediately commands attention with its stunning exterior. Dressed in Rosso Gloss-tinted carbon fiber, the car radiates a rich, deep red hue that both honors Italian tradition and expresses modern design excellence. Complementing this are bold accents inPURA Vision Gold and Nero Torino gloss, all thoughtfully placed to enhance its sculptural form. The rear wing proudly wears the ‘Novantacinque’ script, a subtle yet powerful nod to its one-off status and the milestone it represents.
The Pininfarina Battista Novantacinque continues its celebration inside with a sleek, luxurious cabin trimmed in black leather and Alcantara, enriched by intricate black and gold stitching, futuristic gold and carbon fiber accents, and embroidered ‘95’ logos that mark it as history on wheels. (Picure from: RobbReport)
Step inside, and the celebration continues. Black leather and Alcantara create a sleek, luxurious interior, brought to life with intricate black and gold stitching. Gold and carbon fiber accents offer a touch of futuristic flair, while embroidered ‘95’ logos remind you that this is no ordinary hypercar—it’s history on wheels. Every inch of the cabin speaks to Pininfarina’s unmatched craftsmanship and attention to detail, creating an atmosphere that’s both intimate and exhilarating.
The Pininfarina Battista Novantacinque’s rear wing proudly bears the ‘Novantacinque’ script, a subtle yet striking tribute to its one-off status and the milestone it commemorates. (Picure from: RobbReport)
Of course, the Novantacinque isn’t just about looks. As with the original Battista, it promises blistering electric performance that rivals any petrol-powered counterpart, proving that sustainability and supercar thrills can coexist in harmony. It’s not just a tribute to what Pininfarina has achieved—it's a bold statement of where it’s going. | vo0ffMWG7ko |
The Pininfarina Battista Novantacinque isn’t just a car. It’s a rolling piece of art, a tribute to a legendary design house, and a symbol of what the future of luxury automotive innovation can look like when passion, history, and technology collide. With just one in existence, it’s a reminder that true beauty—and true progress—can’t be mass-produced. *** [EKA | FROM VARIOUS SOURCES | PININFARINA | NEWS.DUPONTREGESTRY | ROBBREPORT | TOPGEAR ]
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Racing Masterpiece - The late 1960s were a golden era for motorsports, a time when manufacturers pushed the boundaries of engineering, design, and performance. Among the fierce competitors on the track and the hill climbs, Abarth stood out as a force to be reckoned with. Known for transforming Fiat’s mass-produced models into race-winning machines, the Italian company had already carved out a reputation for excellence. However, Abarth didn’t stop at modifying existing cars. It also developed pure racing prototypes that showcased the pinnacle of its technological prowess. One of the most remarkable results of this pursuit was the Fiat Abarth 2000 Sport Spider SE010.
The Fiat Abarth 2000 Sport Spider SE010, which brought many glorys in the late '60s, has been passed down among fans as Abarth's masterpiece racing machine. (Picture from: 200 Mph Club on Facebook)
This machine was the culmination of years of Abarth’s expertise in building lightweight, high-performance racers. Starting with the 750GT Double Bubble, which retained many components from Fiat models, Abarth quickly evolved its designs to create more sophisticated racing cars. The introduction of steel tube space frames allowed for greater flexibility in construction, leading to models like the 750 Spider Tuvolare and the 1450 Spider Sport. Each iteration demonstrated increasing performance, setting the stage for what would become one of Abarth’s most celebrated race cars.
The rear view of the Fiat Abarth 2000 Sport Spider showcases its '60s-inspired curves, with the exposed engine revealing its rear-engine layout. (Picture from: Abarth.jp)
Released in 1968, the Fiat Abarth 2000 Sport Spider SE010 embodied everything the brand stood for. This car was built with a partially FRP-reinforced steel tube frame, reducing its weight to just 47 kg. Under the hood, or more accurately, at the rear, sat a finely tuned 1,946cc water-cooled inline 4-cylinder DOHC engine. Borrowing from the OT2000 but further refined, this power unit produced a stunning 250 horsepower at 8,000 rpm. Unlike many competitors who adopted a mid-engine layout, Carlo Abarth insisted on a rear-engine configuration, a decision that defined the car’s driving characteristics.
The cockpit of the Fiat Abarth 2000 Sport Spider featured the Leb Kanter in front of the driver, with water temperature, oil temperature, and hydraulic gauges positioned on both sides. (Picture from: Abarth.jp)
Visually, the 2000 Sport Spider was ahead of its time. It embraced the wedge-shaped design that would dominate the 1970s, balancing aerodynamic efficiency with aggressive styling. While retaining the smooth curves of the previous decade, it incorporated large windows, in line with race regulations. One of its most striking features was the four-headlight setup, which earned it the nickname "Quattro Fari" in Italy. The car also sported a bold Abarth logo on the nose intake, ensuring that it was instantly recognizable on the track.
The 1,946cc water-cooled inline four-cylinder DOHC engine, derived from the OT2000, produced a maximum output of 250 HP at 8,000 rpm. (Picture from: Abarth.jp)
Cooling was a critical aspect of the car’s design, with a radiator positioned at the front and an oil cooler placed beside the driver. Early models featured fully enclosed rear wheels, but from 1969 onwards, the design was revised. The rear cowl was altered to expose the back of the tires, giving the car a more aggressive and modern look—reminiscent of legendary endurance racers like the Ferrari 512M and Porsche 917K.
When the Fiat Abarth 2000 Sport Spider SE010 made its debut at the Ampuis Hill Climb in France in April 1968, it didn’t just participate—it dominated. Hill climbing was a major motorsport discipline in Europe at the time, and Abarth proved its engineering mastery by securing victories one after another. However, this was no one-trick pony. The car also excelled on the circuit, triumphing at the Gran Premio di Mugello, where it defeated formidable rivals such as the Porsche 908 and Alfa Romeo Tipo 33. Its success continued at Imola, where it clinched victory in its class in the 500km endurance race.
The Fiat Abarth 2000 Sport Spider SE010, recently restored by Abarth Classiche, features meticulously preserved details. (Picture from: Abarth.jp)
The story of the 2000 Sport Spider didn’t end there. In 1969, the SE010 model was further refined, influenced by aerodynamic innovations seen in the Lotus Type 56 gas turbine cars that competed at Indianapolis. Abarth’s chief engineer, Mario Colucci, had long advocated for a central engine placement, but his vision clashed with Carlo Abarth’s preference for an outboard rear-engine layout. Ultimately, Abarth’s philosophy prevailed, leading to the creation of the 2000 SE014, the first in Abarth’s ‘Cuneo’ series of wedge-shaped sports cars.
The Fiat Abarth 2000 Sport Spider Series 2, produced since 1969, featured a modern design with the rear tires exposed. (Picture from: Abarth.jp)
At least 50 units of the SE010 were produced, each showcasing meticulous craftsmanship. The bodywork was handcrafted at Abarth’s Corso Marche factory by expert artisan Giuseppe Manera, ensuring that each car was as much a piece of art as it was a racing machine. Weighing just 560 kg (1,235 lbs), the 2000 Sport Spider was a formidable competitor, often piloted by specialist hill climb driver Edoardo Lualdi Gabardi.
Few race cars manage to encapsulate the spirit of their manufacturer as perfectly as the Fiat Abarth 2000 Sport Spider SE010. It was a machine built with an unrelenting drive for performance, utilizing lightweight construction, aerodynamic ingenuity, and raw power to achieve dominance on both hills and circuits. Today, it remains one of Abarth’s most celebrated racing cars, a testament to the brand’s dedication to speed and innovation. Decades later, this masterpiece continues to be admired, its legacy preserved as one of the finest examples of Abarth’s golden era. *** [EKA | FROM VARIOUS SOURCES | ABARTH.JP | 200MPH CLUB ON FACEBOOK | LETOCAR ]
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In the end, cars like the Spohn DV-13 Convertible are a reminder that sometimes the best designs don’t aim to please everyone—they aim to be remembered. This is one of those cars you don’t just see. You experience it. And once you do, you’ll never forget it. *** [EKA | FROM VARIOUS SOURCES | BRINGATRAILER | SILODROME | STORY-CARS ]
