Toyota GT Concept Duo Stuns at 2025 Goodwood Festival of Speed

Powerplay Stuns - The Goodwood Festival of Speed has always been a spectacle where heritage meets innovation, and this year was no exception. Amid the roar of engines and a crowd buzzing with anticipation, Toyota chose this stage to drop an unexpected yet thrilling surprise: not one, but two high-performance sports cars—the Toyota GT Concept and its track-focused sibling, the GT Racing Concept. With no prior teasers or hints, their sudden debut took center stage and stirred conversations not just about speed, but about the future of performance motoring under the Toyota and Lexus names.

A pair of Toyota concept cars—the GT Concept and its track-focused sibling, the GT Racing Concept—stunned at the 2025 Goodwood Festival of Speed. (Picture from: RoadAndTrack)

These two machines didn’t just sit pretty—they tackled the iconic Goodwood hill with purpose, signaling a clear intent from Toyota to deepen its roots in competitive motorsport. The GT Racing Concept, in particular, isn’t just a showpiece; it’s shaping up to be a serious contender for the FIA GT3 category. That ambition isn't built overnight. According to the drivers behind the wheel, development on these cars has been underway for over four years, with extensive circuit testing taking place over the past 18 months. It’s a slow burn that’s clearly starting to bear fruit. 

The striking bright red interior of the Toyota GT aka. Lexus LFR road version was revealed to the public during its debut at the 2025 Goodwood Festival of Speed. (Picture from: idMotor1)

Interestingly, the two cars—while sharing the same core DNA—are designed with very different goals in mind. The GT Racing Concept screams aggression, flaunting its oversized rear wing, minimalist side windows, dramatic side exhausts, and a commanding vertical wiper that looks straight out of endurance racing. Everything about it is optimized for downforce and speed, and its howling exhaust note leaves no doubt about its pure motorsport intentions.

The Toyota GT, aka the Lexus LFR road version, comes with a predominantly red interior that includes carbon fiber bucket seats divided by a wide center console, and while a manual gearbox was never likely, it features a compact selector for its automatic transmission. (Picture from: idMotor1)

By contrast, the GT, believed to be called the Lexus LFR, adopts a more refined approach. It’s the road-going counterpart, softened just enough to comply with street regulations but still brimming with attitude. The design is sleeker, the noise more measured, and while its core remains performance-focused, it carries itself with the maturity of a grand tourer meant for everyday thrills. | lH6EnbFV5Z0 |

The LFR’s interior, which was glimpsed during the event’s livestream, leans heavily into premium sports car territory. The red-themed cabin is headlined by carbon-fiber bucket seats and a wide center console. A compact gear selector replaces any hope of a manual option, hinting at a high-tech automatic transmission, likely built for precision rather than drama. A large central touchscreen is flanked by physical controls, and digital screens replace both the instrument cluster and rearview mirror. It’s clear this isn’t a revival of the past—it’s a redefinition of Lexus performance going forward.

The Toyota GR GT3 Concept first seen at the 2022 Tokyo Auto Salon will become the Lexus LFR. (Picture from: idMotor1)

What powers these machines? That’s still under wraps, but all signs point to a V8 engine lurking beneath the sculpted hoods—possibly a twin-turbocharged setup or even a hybrid system. The speculation is not without basis; the growl from the exhausts at Goodwood was unmistakably eight-cylinder, and Japanese reports hint at hybrid assistance that could push output close to 700 horsepower. Such figures would place the LFR in the same realm as the world’s top-tier supercars, giving Lexus a true halo vehicle to succeed the legendary LFA.

The Toyota GR GT3 Concept is gearing up the automaker to return to the spotlight with a bold, beautiful, and technologically advanced sports car. (Picture from: idMotor1)

As for the GT Racing Concept, it’s expected to officially enter GT3 racing in 2026, aligning with FIA homologation rules that require a close relationship between the race and road versions. This strategic move will put Toyota and Lexus alongside storied manufacturers like Ferrari, Aston Martin, and Porsche in offering race-ready machines to customer teams globally.

The Toyota GR GT3 Concept expected to officially enter GT3 racing in 2026, aligning with FIA homologation rules that require a close relationship between the race and road versions. (Picture from: idMotor1)

The Goodwood reveal marks the first time the public has seen both of these cars in motion, and while the full spec sheets are still under wraps, the intent behind them couldn’t be clearer. Lexus is gearing up to return to the spotlight with a bold, beautiful, and technologically advanced sports car. Meanwhile, Toyota Gazoo Racing is sharpening its edge for track dominance.

The Toyota GR GT3 Concept supercar boasts a twin-turbo V8 hybrid and is intended to be the successor to the Lexus LFA.. (Picture from: idMotor1)

With the RC and LC coupes now phased out, these new models don’t just fill a gap—they raise the bar. They embody a new chapter in Toyota Motor Corporation’s evolving vision for performance: one that blends raw power with sustainability, race heritage with road sensibility, and excitement with innovation. The road ahead looks thrilling, and it’s only just begun. *** [EKA | FROM VARIOUS SOURCES | TOYOTA | ID.MOTOR1 | ROADANDTRACK ]

Note: This blog can be accessed via your smart phone.

Thurner RS: Germany’s Forgotten Sports Car with a Rebel Soul

Garage Grit - Not every great car begins in a high-tech factory or a massive design studio. Some start their journey in workshops, powered more by passion than budget, built by people whose imagination goes far beyond the expected. That’s exactly where the story of the Thurner RS begins—but before this German sports car ever hit the road, its roots first took shape in Spain, under the banner of Hispano Alemán.

The Thurner RS was produced by Rudolf Thurner Karosseriebau & Sportwagen between 1969 and 1974, with a total of 121 units built. (Picture from: RareComponentCars)

It was Werner Bernhard Heiderich, founder of Hispano Alemán, who became the first to bring the design to the public eye. Inspired by a prototype originally crafted by German coachbuilder Dieter Kohlmus, Heiderich launched a small production model called the Hispano Alemán Scirocco. Built on the foundation of the NSU TT 1200, the Scirocco combined German engineering with a Mediterranean flair, offering a lightweight fiberglass body and a distinctive silhouette. It wasn’t a mass-market car, but it stood out with a confident blend of sportiness and style—traits that would echo in what came next.

The Thurner RS features gullwing doors and twin headlights from the NSU TT, housed under Plexiglas covers in its flat nose, along with a windshield sourced from the Porsche 904. (Picture from: RareComponentCars)

That original prototype came from the hands of Kohlmus, whose Munich-based firm Kohlmus Kunststofftechnik KG specialized in fiberglass bodywork. Using the compact yet capable NSU TT as a base, he created a sleek sports coupe that balanced innovation with visual punch. But when Kohlmus’s partnership with collaborator Rudolf Thurner ended, the project split in two directions. Kohlmus refined his version, and Heiderich brought it to life in Spain under the Scirocco name—while Thurner, on the other hand, chose to go his own way and created something entirely new: the Thurner RS. 

The Thurner RS's body is made of fiberglass, which was stretched over a tubular steel frame. (Picture from: RareComponentCars)

Rudolf Thurner didn’t come from an automotive background—he worked in insurance—but that didn’t stop him from founding his own company, Rudolf Thurner, Karosseriebau & Sportwagen, in 1969. His vision was ambitious: a German-made sports car with unique styling, modern materials, and a racing spirit. The Thurner RS was the result. Built initially in an old forge near Munich-Riem, and later in a converted spinning mill in Bernbeuren, the RS carried forward some visual DNA from the Kohlmus prototype but took a bold step forward.

The Thurner RS was based on the shortened floorpan of the NSU 1200 C, with the NSU TT engine installed in the rear. (Picture from: RareComponentCars)

This was a car designed to be different. Its body was molded from fiberglass-reinforced plastic and mounted on a tubular steel frame. It featured gull-wing doors, double headlights under smooth plexiglass covers—borrowed from the NSU TT—and even a windshield sourced from the Porsche 904. The prototype sat on an NSU TT chassis, while production models were built using a shortened NSU 1200 C platform. Thurner wasn't just thinking of road-going fun; he also had motorsport in mind. 

The Thurner RS-R, a race-spec variant featuring an NSU Abt fuel-injected engine, delivering up to 135 horsepower—a respectable figure for such a lightweight machine. (Picture from: Perico001 in Flickr)

A race-spec variant, the Thurner RS-R, was introduced with an NSU engine fitted with fuel injection, delivering up to 135 horsepower—a respectable figure for such a lightweight machine. Some sources claim that only three units of the RS-R were actually produced in 1971. Thurner had even more daring plans: another model built on a VW Beetle 1303 chassis, powered by a Porsche 914/6 engine. Sadly, this version never made it past the planning phase. 

The Thurner RS-R, a race-spec variant of the original model, was a highly limited edition with only three units believed to have been produced in 1971. (Picture from: ClassicDriver)

As with many independent efforts of the time, external forces soon took their toll. The oil crisis of the early 1970s drove up production costs, and tragedy struck when Thurner’s chief financial officer died in a car accident. With these setbacks compounding, the company closed its doors in 1974. Only 121 units of the Thurner RS were ever built. 

The 1971 Thurner RS-R may have been Rudolf Thurner's personal car, used by him in both hill climb and slalom events.  (Picture from: RareComponentCars)

Today, these cars live on as rare and fascinating examples of what can happen when creativity meets courage. They’re celebrated by a small but passionate circle of enthusiasts, especially in Munich and across Europe, where a surprising number of these handmade machines are still running. | kc2S16hOIjQ |

More than just a quirky footnote in automotive history, the Thurner RS represents a time when boundaries were made to be challenged—when visionaries could take big risks and occasionally, just occasionally, bring something truly special to life on four wheels. *** [EKA | FROM VARIOUS SOURCES | RARECOMPONENTCARS | CLASSICDRIVER | PERICO001 IN FLICKR | WIKIPEDIA ]

Note: This blog can be accessed via your smart phone.

How the DiMora JX Coupe Turned a Chrysler into a Custom Icon

Rolling Artistry - There’s something captivating about movie cars. They often become icons, remembered long after the final scene fades. But more often than not, they’re little more than film props—visually stunning but hollow under the hood. DiMora Designs, a division of DiMora Motorcar, took a different route. Instead of building a disposable showpiece for the screen, they created the DiMora JX Coupe: a concept vehicle that didn’t just look good under the lights but had the power, craftsmanship, and road presence to back it up—long after the credits rolled.

The DiMora JX Coupe, a concept vehicle built from a 1999 Chrysler Concorde LXi, combined striking looks with real power, craftsmanship, and lasting road presence. (Picture from: HotRodHotLine)

The JX Coupe was no ordinary creation. It started as a 1999 Chrysler Concorde LXi, a comfortable and practical family sedan. With its front-wheel drive, roomy five-passenger seating, and a 235-horsepower V6 engine, it was built for everyday reliability. But Alfred DiMora saw something more. He envisioned a two-passenger coupe that fused movie magic with real-world performance. By late 2006, that transformation began—and the result was nothing short of remarkable.

The DiMora JX Coupe began as a 1999 Chrysler Concorde LXi, a practical and comfortable family sedan. (Picture from: DiMoraMotorcar)

Gone were the rear seats and family-friendly design. In its place stood a long, dramatic coupe with the utility of a modern-day El Camino. The trunk was massive, topped with a lockable electric lid, adding a practical twist to the concept’s bold styling. Underneath that sculpted steel was a new heart: a 3.2-liter V6 engine from ATK, upgraded with a Tornado air intake component that delivered a boost in both horsepower and fuel efficiency. With an estimated 260 horsepower and a smoother, more dynamic response, this was not just a design experiment—it was made to drive.

The DiMora JX Coupe featured a bold exterior enhanced by a shimmering House of Kolor “Sunrise Pearl” finish from San Diego, California. (Picture from: DiMoraMotorcar)

Alfred DiMora didn’t stop at performance. The JX Coupe became a modern homage to a nearly forgotten era of American automotive history—when coachbuilders shaped steel by hand, giving each car a soul. Inspired by the metalwork of the late '30s and '40s, DiMora and his team—especially Concept Car Project Manager Jim Willis—reshaped the Concorde’s body through countless hours of handcrafted steelwork. The result? A car with presence, elegance, and unmistakable individuality.

The DiMora JX Coupe achieved a grounded, muscular look with Intrax lowering springs and 18-inch American Racing Euro-Chrome wheels wrapped in BF Goodrich performance tires. (Picture from: DiMoraMotorcar)

The transformation was literal. They “coupe-d” the Concorde, sealing the rear doors and lowering the roof to fit custom rear glass. The tail end received a performance-inspired makeover with a Camaro Z28 dual-outlet muffler, set into a carefully modified rear fascia. Every cut, weld, and bolt was done with purpose. The JX Coupe’s stance was fine-tuned with Intrax lowering springs, while new 18-inch American Racing Euro-Chrome wheels wrapped in BF Goodrich performance tires gave it a grounded, muscular look.

The DiMora JX Coupe was powered by a 3.2-liter V6 engine from ATK, enhanced with a Tornado air intake for increased horsepower and fuel efficiency. (Picture from: DiMoraMotorcar)

Inside, the team upgraded the interior with plush leather seating, giving the cabin a luxury feel worthy of the car’s bold exterior. And then there was the paint—a shimmering House of Kolor “Sunrise Pearl” finish from San Diego, California. Depending on the light and time of day, the JX Coupe seems to change color, adding to its surreal charm.

 

The response? Overwhelming. When Jim Willis took the JX Coupe on its first drive, people stopped in their tracks. Cell phones came out. Restaurant diners left their meals just to get a closer look. The car wasn’t just turning heads—it was sparking conversations. “Where did you buy it?” “How much does it cost?” “Is it available?” The answer: there’s only one.

The DiMora JX Coupe was powered by a 3.2-liter V6 engine from ATK, enhanced with a Tornado air intake for increased horsepower and fuel efficiency. (Picture from: DiMoraMotorcar)

Though the JX Coupe was a one-off masterpiece, the concept didn’t stop there. By 2009, DiMora announced a follow-up vehicle with similar ambitions under a new name—Scattare. Built on the Oldsmobile Aurora platform, this evolution carried forward the spirit of the JX Coupe with its own unique interpretation, showcasing that the vision behind the original movie car was just the beginning of a larger design philosophy. | iGAXSLZUdTA |

The JX Coupe had already made its mark by then—featured in CarVision, a premier Korean auto publication, and welcomed warmly at the Spring Rod Run in Temecula, California. With appearances lined up for both television and cinema, it continues to dazzle wherever it goes. And if you ever spot it on the road, know that you’re looking at more than a car. It’s a rolling expression of creativity, craftsmanship, and the belief that even an everyday sedan can be transformed into something unforgettable. *** [EKA | FROM VARIOUS SOURCES | DIMORA MOTORCAR | STORYCARS IN X | AUTOCAR | HOTRODHOTLINE ]

Note: This blog can be accessed via your smart phone.

Rare Porsche-Powered Tempo Mikafa Sport Camper: A One-of-a-Kind Classic

Ingenious Fusion - For many car lovers, the idea of a Porsche camper sounds like the punchline to a joke or a wild “what if” daydream. When you think of Porsche, sleek sports cars and roaring engines come to mind—not cozy interiors, sleeping bunks, and portable stoves. But sometimes, history surprises us. And in the case of the Tempo Mikafa Sport Camper, it gifted us with something truly one of a kind: a rare blend of Porsche performance and aircraft-inspired comfort, all rolled into a quirky but fascinating camper van that still raises eyebrows today. 

The Tempo Mikafa Sport Camper was a bold reimagining of what a camper could be—quirky, fascinating, and still turning heads today. (Picture from: Revivaler)

The tale begins in post-WWII Germany, a time when industries were forced to adapt or vanish. Amidst this economic reawakening, two unlikely collaborators crossed paths. One was Tempo, officially Vidal & Sohn Tempo-Werke GmbH, a company that had already made a name for itself by transforming the humble Volkswagen Beetle platform into the utilitarian Matador—a light truck that cleverly positioned a VW engine up front and used a ZF transaxle to drive the front wheels
.  

The Tempo Mikafa Sport Camper showcases a cockpit with a wooden dashboard equipped with classic VDO instruments. (Picture from: Revivaler)

The other was Mikafa, a former aircraft manufacturer now turning their aeronautical craftsmanship to the road, repurposing their knowledge of aluminum bodywork to create travel-ready vehicles. Mikafa’s early campers carried the lightweight DNA of airplanes. Aluminum alloy panels, minimalist interiors, and even perspex windows all reflected the need for both efficiency and resilience. 

The Tempo Mikafa Sport Camper offers a light and airy dining area, made possible by its generous array of windows. (Picture from: Revivaler)

Initially, they relied on Volkswagen’s modest 25-horsepower flat-four engines, which were just barely enough to move the bulky camper vans along at about 50 mph. But the relationship between Tempo and VW soured in 1952, leading to an engine drought that pushed Tempo to look elsewhere—sometimes landing on Austin engines, and in rare cases, BMW V8s.

The Tempo Mikafa Sport Camper includes a twin-burner camping stove, perfectly suited for preparing your venison casserole with deer antler utensils. (Picture from: Revivaler)

Yet, among these clever creations, one version stood out: the Mikafa Sport Camper fitted with a Porsche 356 engine. It wasn’t just a technical upgrade—it was a complete reimagining of what a camper could be. Up front, the Porsche flat-four engine delivered around 60 horsepower—over double the output of the earlier VW versions. Combined with front-wheel drive and wrapped in a body that borrowed more from aircraft than automobiles, this camper wasn't just for vacations—it was a statement. 

The Tempo Mikafa Sport Camper features a thoughtfully designed bathroom that also includes fully functional toilet facilities for added convenience. (Picture from: Revivaler)

To add to the mystique, Porsche badging was prominently placed on both ends of the van, making it clear that this wasn’t just a cobbled-together experiment. It was a camper with serious performance heritage, even if it still had to haul around a hefty load of fixtures like a restroom, kitchen, and full sleeping area—adding up to more than 4,000 pounds of rolling mass. It was less about speed and more about style, innovation, and pushing boundaries.

While the Tempo Mikafa Sport Camper was originally fitted with a Porsche 356 engine, it is currently equipped with a more modest Volkswagen engine. (Picture from: Revivaler)

And rare it was. Only three Porsche-powered Mikafa Sport Campers were ever believed to have been built, with just two known to reside in the United States. One surviving example has remained largely untouched over the years, still carrying much of its original cosmetic charm.  

The Tempo Mikafa Sport Camper features a sleek two-tone gray color scheme, evoking the look of New York Central Railroad’s streamlined Hudson locomotives from the 1930s and 1940s. (Picture from: Revivaler)

Though the Porsche engine has been swapped for a Volkswagen unit for now—likely for practical reasons—it still retains features that made it a dream machine for the adventurous driver: pop-up fresh air roof, sliding and pop-out plexiglass windows, original VDO gauges, whitewall tires with chrome hubcaps, and the proud 1955 Porsche title that ties it all together. | HCRBWPMs5TM | 

The Tempo Mikafa Sport Camper isn’t just a curiosity—it’s a rolling piece of design ingenuity that defies categories. It carries the legacy of three distinct brands: Porsche’s engineering excellence, Tempo’s forward-thinking vehicle architecture, and Mikafa’s aircraft roots—all converging in a form that’s as practical as it is poetic. It's a reminder that even in the world of high-performance motoring, there's room for a little imagination, a bit of comfort, and a lot of personality. *** [EKA | FROM VARIOUS SOIRCES | SILODROME | REVIVALER | MOTORIUOS | AUTOMOBILISTA IN X | QUIRKYRIDES IN X ]

Note: This blog can be accessed via your smart phone.

Lola T70: The Bold British Racer That Challenged Legends

Defiant Speed - Every so often in automotive history, a machine emerges that doesn’t just chase victory—it redefines how the race is run. Born from bold ideas and built with a craftsman’s eye for detail, these cars don’t rely on flashy badges or corporate muscle to make an impression. Instead, they earn respect the hard way: by being faster, smarter, and often more daring than their rivals. That’s exactly where the Lola T70 fits in—a car that may not be a household name, but on the race tracks of the 1960s, it spoke louder than most.

The Lola T70 earned respect the hard way—by being faster, bolder, and more capable than many of its better-known rivals on the race tracks of the 1960s. (Picture from: Cars.Bonham)

Lola Cars, the company behind this masterpiece, was never about mass production or marketing glitz. Founded in 1958 by Eric Broadley in the quiet town of Bromley, just outside London, Lola quickly carved out a reputation for building focused, competitive race cars. What started as a small workshop creating front-engined sports cars evolved rapidly into one of the most feared names in international motorsport. And by the mid-60s, Lola wasn't just participating—it was dominating.

The Lola T70 stood out not just for its results, but for its head-turning design—low, wide, and aggressive in all the right ways. (Picture from: Cars.Bonham)

The turning point came in 1966 with the introduction of the T70, a machine purpose-built for the brutal demands of Group 7 and Can-Am racing. With John Surtees behind the wheel, the T70 thundered through the competition, securing a commanding win in the inaugural Can-Am series. That same year, Graham Hill powered a Lola T80-based car to victory at the Indianapolis 500, proving that Lola’s engineering was not just quick—it was versatile and world-class.

The Lola T70 marked a major breakthrough in 1966, when, purpose-built for the fierce demands of Group 7 and Can-Am racing, it powered John Surtees to a dominant victory in the inaugural Can-Am series. (Picture from: Cars.Bonham)

What made the T70 truly special wasn’t just its results, but its design. It had the kind of styling that made you stop and stare—low, wide, and aggressive in all the right ways. Beneath the bodywork was a lightweight yet rigid chassis, and under the rear deck sat the heart of a lion: a Chevrolet V8 that delivered relentless power and a soundtrack that echoed through the paddocks. Whether sprinting down straightaways or diving into corners, the T70 had the kind of balance and confidence that made it feel alive in a driver’s hands.

The Lola T70 featured a lightweight yet rigid chassis beneath its striking bodywork, with a roaring Chevrolet V8 under the rear deck that delivered relentless power and an unforgettable soundtrack. (Picture from: Cars.Bonham)

But Eric Broadley wasn’t done. In 1967, he pushed Lola into new territory, challenging the likes of Ferrari, Ford, and Porsche in endurance racing. The result was the T70 Mk III Coupe—a sleek evolution of the original, now wearing a roof and refined for longer, grueling events like Le Mans and the Nürburgring. Though it looked like a missile, the Coupe was more than just fast—it was the first Lola to benefit from wind tunnel testing, thanks to the aerodynamic expertise of Tony Southgate.

The Lola T70 delivered a sense of balance and confidence—whether charging down straights or attacking corners—that made it feel truly alive in a driver’s hands. (Picture from: Cars.Bonham)

This development led to some radical choices. Instead of following the trend of sloping rear ends for aerodynamic drag reduction, Lola went in the opposite direction, opting for a high, flat tail with a lip spoiler. The result? More drag, yes—but also three times the downforce of its rivals. That extra grip translated into superior handling and high-speed stability, traits that mattered far more than theoretical top speeds during an endurance race.

The Lola T70 took a radical aerodynamic approach by rejecting the common sloping rear design in favor of a high, flat tail with a lip spoiler—resulting in increased drag but generating three times the downforce of its rivals. (Picture from: Cars.Bonham)

Powering the T70 Coupe was still the tried-and-true Chevy V8, available in 5.5 to 6.0-liter configurations. Delivering around 460 horsepower, it offered a near-perfect blend of muscle and reliability. And because Lola designed the car with private teams in mind, it was surprisingly accessible for a vehicle of its capability. It allowed smaller outfits to take part in the world’s most prestigious endurance races without needing the deep pockets of a factory-backed team. | PcQmOzrpZpg | hXg8NjoPbDE |

What the Lola T70 achieved was rare: a harmony between beauty, brawn, and balance. It wasn’t built to be a legend—it became one because it dared to challenge convention. With every lap, it proved that brilliance doesn’t need a big name or a big budget. It just needs a bold idea, a dedicated team, and the courage to build something different. That’s the legacy the T70 left on the tarmac—and it’s one that still inspires racers and dreamers today. *** [EKA | FROM VARIOUS SOURCES | MOTORSPORTSMAGAZINE | CARS.BONHAM | SUPERCARS.NET | CLASSICDRIVER | HOTROD | CARS.BONHAM | SBARRO.PHCALVET.FR ]

Note: This blog can be accessed via your smart phone.

Lamborghini Diablo GTR: The Ultimate Track-Bred Supercar

Brutal Elegance - There’s something timeless about machines engineered with one clear mission: pure domination. In a time when supercars often blur the line between luxury and performance, one machine stood out as a raw, unfiltered expression of power and purpose. While names like the Skyline GT-R, AMG GT R, and BMW M3 GTR have made their mark in automotive history, one GTR redefined what it means to be born for the track — the Lamborghini Diablo GTR.

The Lamborghini Diablo GTR was born from Lamborghini’s fiery motorsport ambition and made its debut at the 1999 Geneva Motor Show. (Picture from: RoadAndTrack)

Born from the fiery passion of Lamborghini’s motorsport ambition, the Diablo GTR didn’t exist to cruise city boulevards or grace red carpets. It was bred in the pit lanes and designed to crush lap times. Introduced in 1999 at the Geneva Motor Show, this fierce evolution of the Diablo was more than just another variant. It was Lamborghini’s answer to the growing hunger for an elite, no-compromise race machine. Just 30 units were ever produced between 1999 and 2000, making it one of the most exclusive machines to carry the Raging Bull emblem.

The Lamborghini Diablo GTR features striking aluminum bodywork enhanced by dramatic carbon fiber add-ons, including massive intakes and roof scoops. (Picture from: RoadAndTrack)

Underneath the striking aluminum bodywork and dramatic carbon fiber add-ons lies the beating heart of a naturally aspirated 6.0-liter V12 engine, producing an earth-shaking 590 horsepower and 640 Nm of torque. Those numbers translate into blistering performance: 0–96 km/h in just 3.5 seconds and a top speed reaching 339 km/h. These aren’t just stats — they’re a reflection of what happens when engineering meets obsession. All that power is channeled through a six-speed manual gearbox, giving the driver full command of every ounce of fury that V12 can summon.

The Lamborghini Diablo GTR's side profile is adorned with NACA ducts that channel cooling air to the engine and brakes, while its signature sliding plexiglass windows and fresh air tubes integrated into the mirrors highlight its pure racing DNA. (Picture from: RoadAndTrack)

Everything about the Diablo GTR screams function over form. The massive fixed rear wing is bolted directly to the chassis, not for show, but to generate real downforce on the track. Massive intakes, roof scoops, and NACA ducts feed cooling air to the engine and brakes, while the signature sliding plexiglass windows and fresh air tubes snaking through the mirrors reveal its racing DNA. Inside, creature comforts were sacrificed for the sake of speed. The luxurious leather of the standard Diablo is stripped away in favor of exposed carbon fiber, lightweight racing seats with 6-point harnesses, and a roll cage — not exactly your typical Sunday cruiser.

The Lamborghini Diablo GTR’s cabin features lightweight racing seats with 6-point harnesses, a roll cage, a sporty three-spoke steering wheel, a simple dashboard, and a racing gear shifter, while the center console houses racing knobs and buttons. (Picture from: RoadAndTrack)

It wasn’t just built to impress — it was built to compete. The Diablo GTR was developed for Lamborghini’s one-make race series, the Supertrophy. With track-only ambitions, it came factory-equipped with a fire suppression system, racing jacks, and free-flow exhausts that would make any purist grin. Some of these cars, like one unit known to have raced at Monza, left their mark on the circuit, showcasing not only speed but resilience.

The Lamborghini Diablo GTR is powered by a naturally aspirated 6.0-liter V12 engine, delivering a staggering 590 horsepower and 640 Nm of torque. (Picture from: RoadAndTrack)

But perhaps the most captivating part of the Diablo GTR story is not just what it achieved on the track, but what it represented off it. It was among the last analog Lamborghinis — a raw, untamed beast with no digital filters or electronic helpers. This car demands respect, punishes hesitation, and rewards bravery. It's the kind of machine that whispers to a select few who understand that driving should be visceral.

The Lamborghini Diablo GTR features a massive fixed rear wing, bolted directly to the chassis—not for show, but to deliver genuine downforce on the track. (Picture from: RoadAndTrack)

Today, surviving units are rare collectibles, often tucked away in private museums or exclusive collections. Some have barely seen the track, with mileage figures under 1,000 kilometers. Others, once warriors of the circuit, wear their racing scars like badges of honor. Wherever they are, one thing is certain — the Diablo GTR is no ordinary car. It’s a symbol of an era when Lamborghini dared to build something purely for the thrill of speed, the purity of competition, and the roar of a V12 unleashed without restraint.

I don’t know what it is about the “GTR” name, but out of all the manufacturers that have used it—like the Skyline GT-R, AMG GT R, M3 GTR, and a few others—we can all agree that the Lamborghini Diablo GTR is the coolest one. pic.twitter.com/ILEUZean76

— PATINA RESEARCH (@patinaresearch) May 13, 2025

To own a Lamborghini Diablo GTR is to own a chapter of automotive rebellion. Not many cars can claim that, and even fewer have the pedigree, rarity, and sheer audacity to do it with such unmistakable style. *** [EKA | FROM VARIOUS SOURCES | ROADANDTRACK | PATINARESEARCH ON X | CARVAGANZA ]

Note: This blog can be accessed via your smart phone.