Techno Daring - In the ever-curious world of automotive design, every so often a car comes along that makes you wonder whether the engineers were fueled by caffeine, inspiration, or a dangerously high dose of 1980s sci-fi. Enter the Toyota FX-1 Concept—a dazzling creation from the neon-tinted imagination of Japan’s brightest minds at the time when synth-pop was peaking and everyone thought we’d be flying cars by the year 2000. Spoiler alert: we're still stuck in traffic.
The Toyota FX-1 Concept was a technological buffet of bold ideas and clever engineering, all wrapped in a wedge-shaped shell that looked ready for its own laser-powered soundtrack.(Picture from: CarStyling.ru)
But back in the early '80s, Toyota wasn’t just thinking about tomorrow—they were trying to build it. And they weren’t going to do it halfway. No, the FX-1 wasn’t your average “concept” car made just to sit pretty at a showroom. This thing was a technological buffet of wild ideas and clever engineering, all packed into a wedge-shaped shell that looked like it came with its own laser soundtrack.
The Toyota FX-1 Concept was unveiled to the public in 1983 at the Tokyo Motor Show.. (Picture from: Nosweb.jp)
The FX-1 was unveiled to the public in 1983 at the Tokyo Motor Show and then strutted its stuff again in Geneva in early 1984. And boy, did it make a statement. Toyota’s message was clear: the future was here, and it had a very dramatic entrance. The car’s exterior wasn’t just built for looks; it was science in motion. With a drag coefficient of 0.25, the FX-1 was more aerodynamic than your average house cat slipping off a polished table. That’s nearly neck-and-neck with today’s Tesla Model S—except the FX-1 managed that feat decades earlier, without the benefit of modern wind tunnel wizardry.
The Toyota FX-1 Concept while sat on display at the 1985 Chicago Motor Show. (Picture from: CarStyling.ru)
Some of the FX-1's body panels were made from materials that could literally "remember" their shape. Got a minor dent from a jealous admirer’s shopping cart? No problem—just let the body flex its memory muscles and snap back into place. Try explaining that to your insurance agent.
Pop open those spaceship-style doors (gently, of course—they swing out after a subtle side-shift like they’re trying not to wake the neighbors), and you’re greeted with a dashboard that looks more like a command center than a car interior. Digital CRT displays showed everything from speed to fuel levels, making analog dials feel like stone tools by comparison. It was the '80s, and Toyota gave us the Millennium Falcon on wheels.
The Toyota FX-1 Concept featured uniquely designed spaceship-style doors that subtly shifted sideways before swinging open, as if trying not to wake the neighbors.(Picture from: ClassicCars.Fandom)
Under the hood—or somewhere in the middle of all the magic—was a monster: the LASREα-X engine. Now, this wasn’t just any inline-six engine. This was a 24-valve, twin-cam, dual-turbocharged, fuel-injected beast equipped with an intercooler and more computer controls than an '80s arcade. At just under two liters in displacement, the FX-1's engine came with futuristic dreams like variable valve timing and cylinder deactivation. Yes, half of the engine would take a nap at low speeds to save fuel, which is more discipline than most of us have during a Netflix binge. Sadly, much of that tech was too ambitious for its time and never saw mass production—although bits and pieces eventually trickled down into the 1G-GTE engine, in a much less dramatic outfit.
The Toyota FX-1 Concept had a pneumatic suspension system that could individually raise or lower the front and rear of the car depending on your speed. (Picture from: Nosweb.jp)
The FX-1 also had a pneumatic suspension system that could individually raise or lower the front and rear of the car depending on your speed, because nothing says "I'm serious about cornering" like a car doing the limbo on the highway. That suspension, paired with Toyota's TEMS system—short for Toyota Electronic Modulated Suspension—gave drivers a taste of computer-tuned ride comfort long before it became industry standard. Imagine rolling over a pothole and the car just politely refusing to notice.
The Toyota FX-1 Concept featured a cabin with a dashboard resembling a command center, where digital CRT displays made analog dials seem prehistoric.(Picture from: CarStyling.ru)
Even the brakes got the royal treatment. Toyota used ceramic materials for the rotors, which sounds more like cookware than automotive tech, but hey, who are we to question genius? Light, heat-resistant, and performance-friendly—just like a good stir-fry pan.
The Toyota FX-1 Concept was powered by the LASREα-X engine—a 24-valve, twin-cam, dual-turbocharged, fuel-injected beast with an intercooler and more computer controls than an '80s arcade.(Picture from: CarStyling.ru)
Despite all this, the FX-1 never made it to production. And honestly, maybe that was the point. It wasn’t about giving the public a car to drive; it was about giving engineers and designers a playground. A moonshot of a machine that let them flex their imaginations without a boring thing like a budget dragging them down. | NR1E4LdcxaY |
Today, looking back at the FX-1 is like reading a love letter to the future written in the language of wild ideas and chrome. It was the automotive equivalent of wearing a jetpack to a bicycle race—not entirely necessary, but undeniably awesome. And while we didn’t get flying cars by 2000, we did get a glimpse of what they might have looked like if Toyota had their way. *** [EKA | FROM VARIOUS SOURCES | GLOBAL TOYOTA | 2000GT.NET | NOSWEB.JP | WIKIPEDIA | STORY-CARS | CARSTYLING.RU | CLASSICCARS.FANDOM ]
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Raw Rarity - Some cars arrive with a bang, their presence announced through teasers, magazine covers, and roaring ad campaigns. Others, like the 1971 Corvette ZR2, slip onto the scene quietly, known only to those who truly understand what they’re looking at. Chevrolet never hyped it up, never ran flashy advertisements, and never sent it to journalists for testing. It simply appeared, a hidden monster waiting to be unleashed.
The 1971 Corvette ZR2 created by Chevrolet as a direct successor to the L88, a car that had already cemented itself as one of the most formidable Corvettes of all time. (Picture from: CorvetteForum)
This Corvette wasn’t just another high-powered variant—it was a machine built with a singular purpose: raw performance. Chevrolet created the ZR2 as a direct successor to the L88, a car that had already cemented itself as one of the most formidable Corvettes of all time. The formula was familiar but even more refined. Under the hood sat the brutal 454-cubic-inch LS6 V8, officially rated at 425 horsepower and 475 lb-ft of torque. Anyone familiar with GM’s history knows these numbers were often conservative, meaning the real output was likely much higher.
Mated to the Muncie M22 “Rock-Crusher” four-speed manual transmission, this powerhouse delivered an experience that was not for the faint of heart. The ZR2 wasn’t just about straight-line dominance—it was engineered to handle. With the F41 Special Suspension, including heavy-duty springs, shocks, and upgraded front and rear sway bars, it had the balance and grip to back up its immense power.
The 1971 Corvette ZR2 shared key specs with the race-ready ZL1 but featured a cast-iron 454 block with aluminum heads, solid lifters, and four-bolt main bearings. (Picture from: CorvetteForum)
Comfort was not a priority. Chevrolet stripped out luxuries like air conditioning and a radio, reinforcing the ZR2’s status as a performance-first machine. Instead, buyers got a heavy-duty aluminum radiator to keep temperatures in check, transistorized ignition for reliability at high RPMs, and power disc brakes capable of handling the car’s aggressive performance. It was a no-nonsense muscle machine, built for those who valued speed above all else.
Despite its capabilities, the ZR2 remained incredibly rare. Chevrolet built only 12 of them, and just two were convertibles. The price tag of $7,672.80 was steep in 1971—far more than most people were willing to spend on a gas-hungry muscle car. For comparison, that money could buy multiple Chevy Vegas or a fully loaded Chevelle. The ZR2 was a car for the few who truly understood its potential.
The 1971 Corvette ZR2 prioritized performance over comfort, eliminating luxuries like air conditioning and a radio to enhance its track-focused design. (Picture from: CorvetteForum)
The journey of the ZR2 to production wasn’t without its challenges. A factory union strike delayed its release, and the original plan to equip it with the LS7 engine was scrapped due to tightening emissions regulations. Despite this setback, Chevrolet engineers ensured that the LS6-powered ZR2 still packed enough punch to leave a lasting impression.
One of the biggest influences behind the ZR2 was Corvette’s legendary chief engineer, Zora Arkus-Duntov. His name carries immense weight among Corvette enthusiasts, and for good reason. He was obsessed with making the Corvette a world-class performance machine, and the ZR2 was a reflection of that vision. Though not as extreme as some of the race-ready Corvettes before it, the ZR2 still shared components with the track-focused ZL1, including heavy-duty brakes, a dual-plate clutch, and reinforced suspension. It was a machine built to perform at the highest level.
The 1971 Corvette ZR2 powered by the brutal 454-cubic-inch LS6 V8, officially rated at 425 horsepower and 475 lb-ft of torque. (Picture from: CorvetteForum)
By 1971, the muscle car era was reaching its peak. Big-block V8s ruled the streets, and the ZR2 embodied that era’s wild, unfiltered power. But unlike many of its rivals, it flew under the radar. GM never heavily promoted it, never placed it in commercials, and never boasted about its LS6 engine. It was a car built for those who sought performance, not publicity.
Like all big-block C3 Corvettes, the ZR2 had its flaws. Overheating issues were common, and the high price kept most buyers away. But for the few who got their hands on one, the trade-offs were worth it. This was a Corvette that delivered an unfiltered, uncompromising driving experience—one that has only grown more legendary over time.
The 1971 Corvette ZR2 stands as one of the rarest and most sought-after Corvettes ever built. (Picture from: CorvetteForum)
Today, the 1971 Corvette ZR2 stands as one of the rarest and most sought-after Corvettes ever built. Only a dozen were made, and even fewer remain intact. It represents an era when muscle cars were at their peak, when automakers pushed the limits without concern for regulations or fuel economy. It was fast, it was loud, and it was built with one goal: to be the ultimate big-block Corvette. | V0YmJ_l2sYU |
While the ZR2 may not have been a household name back in its day, those who knew, knew. It wasn't a car for everyone—it was built for the select few who wanted the most aggressive, most capable Corvette GM had to offer. Today, it remains an elusive icon, a machine that still commands respect, and a reminder of what American muscle was at its best. *** [EKA [07032025] | FROM VARIOUS SOURCES | CORVETTEFORUM | SLASHGEAR | SUPERCARS.NET | MOTORTREND ]
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Royal Chariot - Every so often, the automotive world tosses us a story so elegant, so rare, and just the right amount of royal that it makes a Bugatti look like it’s trying too hard. In an era where cars nag you for sneezing too loudly, it’s refreshing to revisit a time when automobiles weren’t just machines—they were tailor-made suits on wheels. Enter the Ferrari 250 GT Coupé Speciale—a slice of luxury, speed, and regal flair, hand-built with the kind of attention usually reserved for palace renovations and fine Italian espresso. Of all the Coupé Speciales ever built, only three were commissioned specifically for royalty.
The first 'royal' Ferrari 250 GT Coupé Speciale by Pininfarina, originally built for Prince Bernhard of the Netherlands in 1957, made a stunning appearance at the prestigious Pebble Beach Concours d’Elegance in 2001. (Picture from: ConceptCarz)
Now, before anyone accuses this Ferrari of being just another pretty face with a horse on the hood, let’s make one thing clear: this isn't your average 250 GT. No offense to the "standard" 250 GTs out there (if owning one of those can even be called "standard"), but the Speciale lived in a class of its own. A class so exclusive, only three seats were available—and even then, you had to be royalty just to get your name on the list. No RSVP, no V12.
The first 'royal' Ferrari 250 GT Coupé Speciale by Pininfarina, commissioned by Prince Bernhard of the Netherlands, was built on the 508C chassis number 0725GT, was powered by a specially revised 128MMC engine producing up to 260 horsepower.(Picture from: PaulRussell)
The story kicks off with Prince Bernhard of the Netherlands, a man who clearly believed in living life at 240 horsepower. Having already owned two Ferraris from the 212 series, the Prince wasn’t exactly new to Maranello magic. But in the mid-1950s, he decided it was time for something even more extraordinary—because, you know, being royalty without a custom Ferrari is basically just camping with better linens.
The first 'royal'Ferrari 250 GT Coupé Speciale by Pininfarina, commissioned by Prince Bernhard of the Netherlands, featured a front-end design that echoed earlier Pinin Farina beauties like the 250 Cabriolet Series I and the one-off 410 Superamerica, complete with those cheeky front bumperettes.(Picture from: PaulRussell)
Thanks to his personal friendship with Enzo Ferrari (imagine having Enzo on speed dial), Prince Bernhard’s wish was granted in the form of chassis 0725GT. Built on the 508C chassis and powered by a specially revised 128MMC engine, it was not only larger in displacement—3.1 liters thanks to a 75mm bore—but also beefier under the bonnet, delivering up to 260 horsepower. You could probably tow a crown with that, but that would be uncouth.
The second 'royal' Ferrari 250 GT Coupé Speciale by Pininfarina was commissioned in 1957 by Princess Liliane de Rethy of Belgium, resulting in the creation of chassis 0751GT. (Picture from: Retromania4Ever on X)
The styling? Think of it as haute couture for cars. Pinin Farina—Italy’s top automotive fashion house—gave this machine the same bespoke treatment usually reserved for Ferrari’s Superamerica line, which is like being dressed by Armani when everyone else is shopping off the rack. The front end design echoed earlier Pinin Farina beauties like the 250 Cabriolet Series I and a lone 410 Superamerica, complete with those cheeky front bumperettes that say, “Yes, I’m royalty, but I still enjoy a good drive down the Riviera.”
The second 'royal' Ferrari 250 GT Coupé Speciale by Pininfarina was finished in Grigio Fumo Max Meyer and trimmed with naturale Connolly Vaumol leather. (Picture from: Retromania4Ever on X)
Just months later, in 1957, another VIP joined the party. Princess Liliane de Rethy of Belgium commissioned her own version, and thus chassis 0751GT was born—a sister car to the Prince’s ride, though perhaps with more elegance and fewer racing gloves. This one, too, was draped in the same regal styling cues, proof that Pinin Farina knew how to keep it classy no matter whose crest was on the glove box.
The second 'royal' Ferrari 250 GT Coupé Speciale by Pininfarina received styling treatment similar to that of the Dutch Prince’s 0725GT sibling.(Picture from: Retromania4Ever on X)
But wait, the throne wasn’t complete just yet. In 1958, a third Ferrari 250 GT Coupé Speciale appeared, this time for Prince Bertil of Sweden. His royal steed, chassis 0853GT, galloped through the south of France before settling down in Paris for what can only be described as a very long nap—over 40 years, in fact. At some point during this automotive hibernation, its original engine was swapped out (possibly by a very confused valet), but in a delightful plot twist, the current owner managed to reunite the engine with its rightful chassis after also acquiring the car it had ended up in. A love story, really—just one with a lot more oil. | 4vxKL0nNze4 |
These cars were never mass-produced, never advertised, and never meant for the common driveway. They were whispers between kings, sketches passed under tables in Italian cafés, and pieces of rolling sculpture meant to be seen by the few who knew where to look.
The third 'royal' Ferrari 250 GT Coupé Speciale by Pininfarina was commissioned in 1958 by Prince Bertil of Sweden, resulting in the creation of chassis 0853GT. (Picture from: Retromania4Ever on X)
Fast forward to 2001, and the two royal chariots (Prince Bernhard’s 0725GT and Princess Liliane de Rethy's 0751GT) reunited on the green velvet stage of the Pebble Beach Concours d’Elegance. There, amidst champagne flutes and breathless collectors, the Dutch and Belgian Ferraris stood side by side like long-lost cousins at a family reunion—if your family happens to be European aristocracy and your cousins roar like V12s.
The third 'royal' Ferrari 250 GT Coupé Speciale by Pininfarina with chassis 0853GT, appeared in a striking light blue finish.(Picture from: Retromania4Ever on X)
Today, in an era of algorithms and autonomous driving, the Ferrari 250 GT Coupé Speciale remains a reminder of what happens when passion, artistry, and a dash of monarchy meet at the crossroads of design and speed. Sure, you might not be able to afford one unless you find a long-lost royal lineage in your family tree—but hey, dreaming is free, and this one’s worth every imaginary penny. *** [EKA | FROM VARIOUS SOURCES | RMSOTHEBYSS | SUPERCARS.NET | CONCEPTCARZ | PAULRUSSELL | RETROMANIA4EVER ON X ]
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Unrealized Brilliance - Before electric hypercars and touchscreens became the face of modern performance, the late 1980s stood as a golden moment for bold ideas in car design. Brands like Lamborghini weren’t just crafting machines—they were shaping identity. In this exciting atmosphere of change, the P140 project was born. It was a mission to find a worthy successor to the aging Lamborghini Jalpa, one that could stand tall next to competitors from Ferrari, Porsche, and even the soon-to-arrive Honda NSX.
The 1987 Lamborghini P140 Bertone was one of three design proposals for the P140 project, standing out with its elegant yet futuristic shape. (Picture from: Carrozzieri-Italiani)
Design Legacy - In the bustling cities of the world, including Indonesia, during the 1970s, certain cars became symbols of elegance and practicality. Among the most iconic were the Fiat 124 and Fiat 125, widely celebrated as mass-produced vehicles. Despite their broad appeal, these models also served as a canvas for imaginative transformations by esteemed Italian coachbuilders.
The 1964 Fiat 124 Rondine by Pininfarina. (Picture from: VeloceToday)
These one-of-a-kind variants, crafted with exceptional attention to detail, took the original Fiat designs and transformed them into stunning works of art, reflecting the craftsmanship and vision of some of Italy's most prestigious automotive designers. This article will explore two notable examples of these special Fiat 124 and 125 variants, the Fiat 124 Rondine and Fiat 125 GTZ, and delve into their origins, design philosophies, and the lasting legacy they left in the automotive world.
1. Fiat 124 Rondine
The Fiat 124 Rondine, a prototype born from the collaboration between Fiat and Pininfarina, is a striking example of the creative experimentation that defined the mid-20th century Italian automotive scene. In 1964, under the direction of Sergio Pininfarina, American designer Tom Tjaarda was tasked with developing a unique version of the Fiat 124 Spider. Tjaarda, having gained attention for his work on the Chevrolet Corvette Rondine, was eager to create a vehicle that would merge the elegance of the Fiat 124 with the bold styling cues of the American Corvette. However, adapting these design elements to the smaller dimensions of the Fiat 124 posed a significant challenge.
Undeterred by these constraints, Tjaarda and his team meticulously crafted designs that showcased the dynamic features of the Chevrolet Rondine, including its aggressive front grille and distinctive rear profile. Despite their innovative approach, the project was ultimately halted by Sergio Pininfarina, who felt that the lavish design was too extravagant for a Fiat model, which needed to appeal to a broader, more cost-conscious market. The result was a pivot toward a simpler and more traditional design for the Fiat 124 Spider, which would go on to become a beloved and successful production car for over two decades.
Although the Fiat 124 Rondine prototype never reached mass production, its significance lies in its bold design direction and its role as a stepping stone in the evolution of the Fiat 124 Spider. Its unique color and design elements not only reflect Tjaarda's personal style but also mark an important moment in the history of automotive design, where creativity and functionality were pushed to new limits. While the Rondine may not have made it to the production line, its influence remains an important part of Fiat's legacy.
2. Fiat 125 GTZ
In contrast, the Fiat 125 GTZ is a direct manifestation of Italian automotive prowess, born out of the collaboration between two of Italy's finest coachbuilders, Zagato and OSI. Unveiled at the 1967 Turin Auto Show, the Fiat 125 GTZ was a striking departure from the standard Fiat 125 Berlina sedan. Built on a shortened wheelbase that was 24cm shorter than the original, the Fiat 125 GTZ exuded a sportier, more dynamic appeal, thanks to its transformation into a 2+2 configuration. The vehicle's bold yellow exterior and sleek lines immediately captured the attention of enthusiasts and designers alike.
The design direction of the Fiat 125 GTZ was led by Ercole Spada, a designer known for his work on other high-performance Italian cars. The GTZ’s sportiness was accentuated not only by its sleek profile but also by the inclusion of roll bars, which enhanced the vehicle's safety and gave it a distinctive racing-inspired look. Under the hood, the Fiat 125 GTZ was powered by a 1.6-liter inline-four engine that produced 100 horsepower, delivering spirited performance that made it a joy to drive on both city streets and winding roads.
While the Fiat 125 GTZ was originally intended as a one-off showcase model, its design and engineering represented the very best of Italian craftsmanship. The 125 GTZ was a symbol of how Italian coachbuilders could transform a mass-produced vehicle into something exceptional, blending style, performance, and innovation seamlessly. Its enduring appeal lies in its ability to capture the spirit of Italian automotive design—where form and function work in harmony to create a car that is as thrilling to look at as it is to drive.
Both the Fiat 124 Rondine and the Fiat 125 GTZ highlight the creative ingenuity and passion that defined Italy’s role in the global automotive industry. These vehicles, though limited in production and scope, continue to captivate car enthusiasts and collectors around the world, representing an era of design that pushed boundaries and challenged conventional norms. Through their distinct designs and powerful legacies, they remind us that even mass-produced cars can hold within them the potential for extraordinary craftsmanship and innovation. *** [EKA | FROM VARIOUS SOURCES | CARROZZIERI-ITALIANI | STORY-CARS | OCALA AUTO REPAIR ON FACEBOOK | VELOCETODAY ]
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The Phenomenon - As we all know, one of the American giant automakers, General Motors (GM), has long been home to some of the greatest talents in automotive design. Among them stands Harley Earl, GM’s iconic Vice President of Design for over thirty years. Earl’s eye for potential helped shape GM’s golden age, and one of the brightest stars he spotted early on was William “Bill” Mitchell—a designer whose influence would eventually rival Earl’s own legacy.
The Pontiac Phantom (also called the General Motors Phantom and given the internal code name "Madame X") is a concept car created by General Motors (GM) in 1977. (Picture from: Dean'sGarage)
Bill Mitchell began his rise under Earl's mentorship and quickly made a name for himself, becoming Cadillac's first design chief in 1936. His bold, forward-thinking approach to design helped transform GM vehicles into rolling expressions of American power and elegance. By 1954, he was promoted to Director of Styling, and by the time Earl retired in 1958, Mitchell took the reins as GM’s Vice President of Design. Over the next two decades, Mitchell oversaw some of the most memorable cars in American history—from sleek Corvettes to stately Cadillacs and even the striking Buick Riviera.
The Pontiac Phantom posed along with its initiator William 'Bill' Mitchell, who hoped he could literally drive off into the sunset on his retirement day in the 1977. (Picture from: MyCarQuest)
But as Mitchell’s illustrious career neared its close in 1976, he had one final dream: to craft a personal farewell to the world of automotive design. He envisioned a concept car that would represent his style, legacy, and passion—a final creation that would capture everything he loved about car design. To bring this to life, he reached out to Bill Davis, a promising young designer who had collaborated with him on several projects before and earned his deep trust. Mitchell gave Davis creative freedom, stepping back from the drawing board and instead offering guidance as a patron. Together, they began work in secrecy, reopening Mitchell’s famously mysterious Studio X, tucked away in GM’s design building basement.
The Pontiac Phantom is designed by Bill Davis, a young designer who had worked with Mitchell on numerous projects. (Picture from: CarStyling.ru)
The project, initially nicknamed “Madam X,” was unique from the start. Mitchell gave Davis creative freedom, stepping back from the design process and instead offering guidance as a patron. Davis, along with a small team, worked quietly to develop the concept. The initial design was a notchback, but Mitchell—who preferred fastbacks—pushed for a change. The result was a dramatic, sculpted two-seat coupe, painted in a glossy double black finish that shimmered like ink. To accentuate its curves, a deep red color was used in the wheel wells, adding a theatrical flair.
The Pontiac Phantom is a fastback two-seat coupe built on the chassis of a Pontiac Grand Prix, featured the long bonnet of the V16 project cars, with the prominent prow flanked by rectangular headlights. (Picture from: Dean'sGarage)
When the full-scale model was unveiled, it was more than just a car—it was a moment. Under dramatic lighting, with professional models in elegant black gowns adding to the mystique, the concept stunned Mitchell and GM executives alike. Several divisions were contacted to explore taking the design further, and it was Pontiac that stepped up. They donated a Grand Prix chassis, giving the project a foundation. Even famed Italian design house Pininfarina was invited to bid on building the car.
The Pontiac Phantom has long, sweeping lines at the sides recalled both the classic 1930s cars and GM retro designs like the 1971-4 boat-tail Buick Riviera. (Picture from: Dean'sGarage)
Despite the excitement, the project quickly ran into trouble. The intricate body design made the costs skyrocket. Only the fiberglass shell was ever completed—there was no interior, no engine, and no working drivetrain. It was an art piece without function. Mitchell hoped to secure more funding to finish the build, but opposition from GM executive Howard Kerl—long at odds with Mitchell—halted any progress. The project was shelved, and the car, now dubbed the Pontiac Phantom, faced a grim future in storage.
The Pontiac Phantom only consists of a fiberglass shell, including not completed interior and does not have a drivetrain, rendering it inoperable. (Picture from: Dean'sGarage)
Like many GM concepts of the time, it was lined up for destruction. But a quiet rebellion among designers saved it. They managed to move the Phantom to the Sloan Museum in Flint, Michigan, where it remains preserved as a striking symbol of creativity that never got its chance on the road.
The Pontiac Phantom was primed with a special nitrocellulose black paint that had been used in the 1930s on GM luxury cars. (Picture from: Dean'sGarage)
Though Mitchell retired the following year without his dream car to drive home, his legacy was already secure. He had curated a personal collection of over 50 GM vehicles, ranging from production models to custom projects. Even in retirement, he stayed involved in design, opening his own consultancy before health issues finally brought his career to a close. He passed away in 1988, but his influence still echoes across the design language of American cars.
The Pontiac Phantom now sat on display at the Sloan Museum near Flint, Michigan after saved by a designer team from GM's crusher machine. (Picture from: Dean'sGarage)
For some, Mitchell’s crowning achievement was the Corvette—America’s sports car icon that he helped evolve into a true performance legend. Others point to his role in reshaping Cadillac, guiding the brand through decades of stylistic innovation and prestige. Both achievements reflect his deep influence across GM’s portfolio.
But many see his most enduring contribution in the rise of the personal luxury car, a category he helped define through bold proportions, refined details, and road presence that blended power with sophistication. The Pontiac Phantom may never have reached the production line or the highway, but as Mitchell’s final vision in sculpted form, it remains unforgettable—proof that true design can leave a lasting mark, even without ever being driven. *** [EKA [27092022] | FROM VARIOUS SOURCES | CURBSIDECLASSIC | CARSTYLING.RU | DEANSGARAGE | MYCARQUEST | WIKIPEDIA ]
But back in the early '80s, Toyota wasn’t just thinking about tomorrow—they were trying to build it. And they weren’t going to do it halfway. No, the FX-1 wasn’t your average “concept” car made just to sit pretty at a showroom. This thing was a technological buffet of wild ideas and clever engineering, all packed into a wedge-shaped shell that looked like it came with its own laser soundtrack.
Today, looking back at the FX-1 is like reading a love letter to the future written in the language of wild ideas and chrome. It was the automotive equivalent of wearing a jetpack to a bicycle race—not entirely necessary, but undeniably awesome. And while we didn’t get flying cars by 2000, we did get a glimpse of what they might have looked like if Toyota had their way. *** [EKA | FROM VARIOUS SOURCES | GLOBAL TOYOTA | 2000GT.NET | NOSWEB.JP | WIKIPEDIA | STORY-CARS | CARSTYLING.RU | CLASSICCARS.FANDOM ]
