The Excalibur RS: A Handcrafted Vision of American Automotive Imagination

Handbuilt Legacy - In the modern automotive world, where retro design is often recycled and rebranded, genuinely rare creations still manage to slip quietly under the radar. Some cars are not born from factories or market demands, but from long-held ideas that refuse to fade. The Excalibur RS belongs to that quieter, more personal category—a machine that bridges imagination, patience, and craftsmanship, and only reveals its story once you slow down enough to notice its details.

The Excalibur RS immediately feels cinematic, with its elongated nose projecting forward with intent and twin short rear fins shaping a dramatic, almost batmobile-like silhouette. (Picture from: WordlessTech)

At first glance, the Excalibur RS feels almost cinematic. Its elongated front nose stretches forward with purpose, while the rear is punctuated by twin short fins that give it a dramatic, almost batmobile-like silhouette. The proportions are unconventional yet deliberate, reinforcing its identity as a racing-inspired prototype rather than a conventional road car. Influences from classic endurance racers are evident, particularly in the Ford GT40-inspired front end, but the overall shape remains unmistakably its own, blending fantasy with mechanical intent. 

The Excalibur RS carries unconventional yet purposeful proportions that reinforce its identity as a racing-inspired prototype rather than a typical road car. (Picture from: WordlessTech)

This car traces its origins to designer Brooks Stevens, a name deeply woven into American automotive creativity. The Excalibur RS was commissioned by Bob Shaw, with contributions from Dave Draper, and conceived as a modern evolution of Stevens’ earlier Excalibur sports roadster concept from 1959. While the original RS never progressed beyond scale models, the Excalibur sports roadster became the physical realization of that vision decades later. Shaw’s commitment to the project was extraordinary, stretching across ten years and involving an investment that far exceeded practicality, driven purely by belief in the idea. 

The Excalibur RS rests on a steel tube space frame chassis built by Chuck Rahn beneath its sculpted aluminum body, which was hand-formed over more than three years to achieve both structural rigidity and lightweight precision. (Picture from: WordlessTech)

Beneath the sculpted aluminum body lies a steel tube space frame chassis built by Chuck Rahn, providing both rigidity and a lightweight foundation. The bodywork itself was hand-formed from aluminum, a process that took more than three years to complete. Every curve reflects hours of shaping rather than mass production, reinforcing the car’s status as a true one-off prototype. This slow, deliberate construction process stands in sharp contrast to today’s rapid development cycles, making the Excalibur RS feel almost rebellious in its refusal to be rushed. 

The Excalibur RS features a cabin that blends refined craftsmanship with subtle theatrical flair, highlighted by leather-trimmed fiberglass moldings and engine-turned aluminum panels reminiscent of classic race car interiors. (Picture from: WordlessTech)

Inside, the cabin balances craftsmanship with a touch of theatrical flair. Fiberglass moldings are trimmed in leather, complemented by engine-turned aluminum panels that echo classic race car interiors. A removable steering wheel adds to its motorsport character, while modern conveniences quietly blend in. The scissor doors—reminiscent of the Lamborghini Murciélago—along with the hood and deck lid, are all power-operated at the push of a button. Even the polycarbonate windshield reinforces the car’s racing roots while keeping weight in check. 

The Excalibur RS features power-operated scissor doors inspired by the Lamborghini Murciélago, along with a button-controlled hood and deck lid, while its polycarbonate windshield underscores its lightweight racing character. (Picture from: WordlessTech)

Power comes from a 5.7-liter General Motors V8 crate engine, equipped with Edelbrock throttle-body fuel injection, tubular headers, and bespoke valve covers produced by Shaw’s own craftsmen. The engine is paired with a GM 700R4 automatic transmission, forming a drivetrain that prioritizes usable torque and mechanical dependability rather than chasing attention through raw performance figures alone. | qQA_2Itkp4c |

Finished in Mercedes-Benz Mystic Blue Metallic and Pearl White, punctuated by confident Brilliant Red accents, the Excalibur RS stands as a physical expression of long-term commitment rather than commercial ambition. It represents a rare meeting point between an earlier design philosophy and modern craftsmanship, shaped over years by persistence, belief, and restraint—an automotive idea allowed to mature fully before finally taking form. *** [EKA | FROM VARIOUS SOURCES | WORDLESSTECH ]

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Ferrari Dino 206 SP: Engineering Boldness in 1960s Motorsport

Motorsport Nerve - Progress in motorsport has always been driven by moments when engineers and designers choose courage over convention. During the mid-1960s, as competition intensified across Europe, Ferrari answered the challenge with a compact yet fiercely capable machine: the Ferrari Dino 206 SP. Created at a time when racing innovation directly shaped brand identity, this open-top sports prototype embodied Ferrari’s determination to refine lightweight engineering, aerodynamic efficiency, and V6 performance into a single, highly focused package.

The Ferrari Dino 206 SP emerged as an open-top evolution of the Dino 166 P, equipped with a larger engine and specifically engineered to dominate hillclimb events in the European Mountain Championship. (Picture from: SBRaceEngineering)

Conceptually, the 206 SP can be seen as an open-top evolution of the Dino 166 P, enhanced with a larger engine and purpose-built for hillclimb dominance in the European Mountain Championship. Its balance of strong power output and remarkably low weight proved decisive, enabling Ludovico Scarfiotti to secure four victories and ultimately the championship title. Rather than being a mass-produced racer, the 206 SP was a specialized weapon—engineered with singular intent. Its immediate success laid the groundwork for the Dino 206 S introduced a year later, which directly evolved from the SP’s architecture and philosophy.

The Ferrari Dino 206 SP embodied Ferrari’s racing-first mindset through its tubular steel frame reinforced with alloy panels, forming a semi-monocoque chassis that delivered impressive rigidity without excessive weight. (Picture from: RMW.lv)

The car’s structure reflected Ferrari’s racing-first mindset. Built around a tubular steel frame reinforced with alloy panels, the chassis formed a semi-monocoque layout that delivered rigidity without excessive mass. Independent suspension with unequal-length wishbones, ventilated disc brakes, rack-and-pinion steering, and a five-speed transmission ensured sharp responsiveness. The mid-mounted engine layout—still considered daring for production cars at the time—was already well established in sports car racing. By concentrating weight over the driven rear wheels, the 206 SP achieved excellent traction and a streamlined nose profile, though at the expense of cabin space and forgiving road manners. In competition, those trade-offs were advantages rather than compromises.

The Ferrari Dino 206 SP featured a stripped-back cockpit defined by functional instrumentation, lightweight materials, and a driver-focused layout that reflected pure racing intent with no unnecessary excess. (Picture from: RMW.lv)

Visually, the 206 SP owed much of its character to Piero Drogo and his Modena-based firm, Carrozzeria Sports Cars. Drogo shaped the bodywork with an instinctive understanding of aerodynamics and racing proportion. The result was a tightly wrapped, sensuous form reminiscent of the larger 330 P3 but scaled precisely around the compact V6 engine. Its low stance, flowing curves, and minimal windscreen emphasized speed even at rest. Inside, the cockpit was stripped to essentials—functional instrumentation, lightweight materials, and a driver-focused layout underscored its purpose. There was no excess, only intention.

The Ferrari Dino 206 SP powered by a dry-sump, 65° V6 2.0-litre (121.2 cu in) tipo 227L engine with two valves per cylinder and twin overhead camshafts per bank. (Picture from: RMW.lv)

The 206 SP also played a role in Ferrari’s broader strategic ambitions. In 1967, Ferrari sought entry into the new 1.6-liter Formula 2 category using the Dino V6. FIA regulations required at least 500 production cars equipped with the same engine—an obstacle Ferrari could not overcome alone. Enzo Ferrari turned to Fiat, resulting in the front-engined Fiat Dino powered by a 2.0-liter version of the V6.

The Ferrari Dino 206 SP showcased bodywork crafted by Piero Drogo and his Modena-based Carrozzeria Sports Cars, reflecting his instinctive grasp of aerodynamics and racing proportions. (Picture from: RMW.lv)

This collaboration satisfied homologation rules and foreshadowed deeper corporate ties that would eventually reshape the company. The V6 itself, designed by Franco Rocchi and returning to Vittorio Jano’s original 65-degree configuration, would later power Ferrari Dino road cars and even the Lancia Stratos, extending the engine’s legacy well beyond the racetrack. Originally, Ferrari intended to build 50 examples to qualify the car for FIA Group 4 competition. Financial realities intervened, and only around 18 units were completed, prompting the shift in designation from 206 S to 206 SP—Sports Prototipo. | Zr-nVinhY18 | DVGDvfgXGDg |

Today, that rarity significantly enhances its historical weight. With values typically ranging from $2.5 million to $4 million depending on provenance and originality, the Dino 206 SP stands as one of the most exclusive Ferraris of its era. More than just a rare collector’s piece, it remains a vivid reminder of a period when bold engineering decisions, visionary coachbuilding, and racing ambition converged to shape Ferrari’s evolving identity. *** [EKA | FROM VARIOUS SOURCES | FERRARI | RMW.LV | SBRACEENGINEERING ]

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The Chevrolet XT-2: A Short-Lived High-Performance Concept Truck

Purpose-Built Fantasy - Automotive history is full of bold ideas that appeared briefly, burned brightly, and then quietly disappeared, leaving behind more questions than answers. The Chevrolet XT-2 belongs firmly in that category. Created during a period when manufacturers were rethinking what a pickup truck could be, the XT-2 was not designed to haul lumber or dominate sales charts. It was built to challenge expectations, blending racing technology, experimental design, and a forward-looking vision into a concept truck that existed more as a statement than a product. 

The Chevrolet XT-2 Concept was built to challenge expectations, blending racing technology, experimental design, and a forward-looking vision into a concept truck that existed more as a statement than a product. (Picture from: PPGPaceCars)

At first glance, the XT-2 looked like something between a sports car and a science-fiction prototype. Its low, wide stance echoed the proportions of GM’s performance cars, while its smooth fiberglass body eliminated traditional truck cues almost entirely. One of its most striking elements was the massive, sharply sloped windshield that doubled as the hood. This single piece of glass—developed by PPG—was the largest windshield ever produced at the time and lifted upward on gas struts, revealing access to the engine bay as the top of the dashboard rose with it. Around back, the bed floor could be removed to reach the rear drivetrain, reinforcing the idea that this truck was engineered with purpose, not convention, in mind. 

The Chevrolet XT-2 Concept combined sports car proportions with a futuristic edge, its low, wide stance and smooth fiberglass body abandoning nearly all traditional truck cues. (Picture from: Carstyling.ru)

Underneath the futuristic skin, Chevrolet engineered the XT-2 from the ground up. It sat on a tube-frame chassis with integrated roll bars, a necessity for the role it was built to play as a pace vehicle for the CART PPG Indy Car World Series. The layout was front-engine and rear-wheel drive, using a Corvette-derived suspension and an architecture similar to the F-body Camaro. Power came from a 4.5-liter, 90-degree V6 traced to Trans-Am racing programs, assembled with Chevrolet’s high-performance Bow Tie components. In race trim, the engine delivered around 360 horsepower and 315 lb-ft of torque, enabling quarter-mile runs in roughly 13 seconds and a 0–60 mph time of about six seconds—numbers that placed it far beyond any production pickup of its era. 

The Chevrolet XT-2 Concept was engineered from the ground up on a tube-frame chassis with integrated roll bars, purpose-built to serve as a pace vehicle for the CART PPG Indy Car World Series. (Picture from: DetroitHistorical.org)

The interior was just as unconventional as the exterior. Chevrolet insulated the cabin from engine heat using aerospace-derived materials, while the design itself leaned heavily into an organic, almost biomechanical aesthetic. Contemporary descriptions compared the cockpit to something alive, with sculpted surfaces flowing into one another. Seating was advanced for its time, featuring electrically powered pneumatic adjustments, lumbar support, and even calf support, along with air conditioning—luxuries rarely associated with trucks in the late 1980s. Safety and race readiness were equally prioritized, with five-point harnesses, racing seats, fire extinguishers, dual batteries, dual fuel tanks, and flashing lights integrated seamlessly into the design. 

The Chevrolet XT-2 Concept used a Trans-Am–derived 4.5-liter V6 with 360 horsepower, sprinting from 0–60 mph in about six seconds and covering the quarter mile in roughly 13 seconds. (Picture from: Carstyling.ru)

The XT-2 did not emerge fully formed. Before reaching its final configuration, Chevrolet explored two very different versions. One early concept placed the engine beneath the bed in a radical layout, while another leaned toward a front-wheel-drive or all-wheel-drive passenger-car platform with a smaller V6, an idea that closely resembled the crossovers that would become common more than a decade later. Ultimately, Chevrolet settled on the performance-focused rear-wheel-drive version, citing growing consumer interest in small, sporty trucks as the natural direction for the concept’s evolution. 

The Chevrolet XT-2 Concept featured a removable bed floor that allowed access to the rear drivetrain, underscoring its engineering-first philosophy over traditional truck conventions. (Picture from: PPGPaceCars)

Seen from today’s perspective, the XT-2 feels both prophetic and out of place. In 1989, GM also revealed the Pontiac Stinger, another futuristic concept aimed at redefining light trucks, suggesting that designers clearly sensed a shift toward more personal, car-like utility vehicles after the fuel crises of the previous decade. Yet the market wasn’t ready to follow that vision just yet. The XT-2 never reached production, but its brief life captured a moment when Chevrolet dared to imagine pickups as performance machines first and utility tools second—a mindset that would resurface years later as high-performance trucks finally found their audience. *** [EKA | FROM VARIOUS SOURCES | PPGPACECARS | DETROITHISTORICAL.ORG | CARSTYLING.RU | JALOPNIK ]

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The Ferrari 330 P: The V12 Prototype That Defined Endurance Racing in the 1960s

Scarlet Supremacy - Racing has always been a laboratory where ambition, engineering, and national pride collide at full throttle. In the golden era of endurance competition during the 1960s, few machines captured that spirit as vividly as the Ferrari 330 P. Built at a time when Ferrari was defending its dominance against rising global challengers, the 330 P was more than a race car—it was a strategic response to a changing motorsport landscape. Today, it stands as one of the most important chapters in Ferrari’s sports prototype history. 

The Ferrari 330 P with chassis number #0818, while sat on display in the Enzo Ferrari Museum Modena. (Picture from: Wikimedia)

Produced between 1963 and 1968, the Ferrari 330 P was a series of mid-engined sports prototype race cars powered primarily by a 4.0-liter V12 engine. This 3967.44 cc longitudinally mounted Colombo V12 marked a decisive evolution from Ferrari’s earlier three-liter 250 and 275 units. In its early form, the engine delivered around 370 horsepower at 7,200 rpm, breathing through six Weber 38 DCN carburetors and supported by a dry sump lubrication system—an essential feature for endurance racing reliability. 

The Ferrari 330 P was a series of rear mid-engined two seat sports prototype racing car models produced by Ferrari during the 1960s and early 1970s to be raced mainly by the factory Scuderia Ferrari racing team. (Picture from: UltimateCarPage)

With each new version, Ferrari extracted more power while preserving durability, a balance that proved crucial not only for the factory team but also for closely allied privateers such as NART and Maranello Concessionaires. Visually, the 330 P embodied the purposeful beauty of mid-1960s endurance prototypes. Its low-slung body, sculpted for aerodynamic efficiency, wrapped tightly around a lightweight chassis. 

The Ferrari 330 P was a series of mid-engined sports prototype race cars powered primarily by a 4.0-liter (3,967.44 cc) longitudinally mounted Colombo V12 engine. (Picture from: TimLayzell)

The cockpit was compact and functional, prioritizing driver focus over comfort, with minimal instrumentation and a racing steering wheel positioned close to the chest. Every curve served performance—airflow management, high-speed stability, and reduced drag on long straights like those at Le Mans. Beneath its elegant exterior, the chassis evolved from conventional tubular frames into lighter and more advanced structures as the series progressed, reflecting Ferrari’s relentless technical development. 

The 1965 Ferrari 330 P2 powered by a longitudinally rear-mid mounted 3967.44cc 60° V12 engine. (Picture from: Ferrari in Facebook)

The 330P lineage traced its roots to the 400 SA sports racing program and earlier successes with the 330 TRI and several GTO models. By the end of the 1964 season, the car had already proven its capability with victories at the Paris 1000 km at Monthléry and the Trofeo Bettoia at Monza, where Ludovico Scarfiotti secured an important win. It also contributed to Ferrari’s remarkable 1-2-3 finish at the 1964 24 Hours of Le Mans, reinforcing Maranello’s authority in the World Sportscar Championship. Designed specifically for endurance racing, the 330 P became a consistent presence at major events, including the Tourist Trophy and other long-distance classics. 

The 1966 Ferrari 330 P3 became Ferrari’s first sports prototype to adopt Lucas fuel injection, replacing the Weber carburetors, and featured a semi-monocoque structure—a tubular chassis reinforced with aluminum panels. (Picture from: UltimateCarPage)

Ferrari did not allow the concept to stand still. The 330 P2 arrived in 1965 with a lighter, more aerodynamic chassis and a revised V12 boosted to around 410 horsepower using four camshafts. That year, it captured victory at the 1000 km Nürburgring, demonstrating both speed and resilience. In 1966, the 330 P3 introduced even more radical changes. It became Ferrari’s first sports prototype to adopt Lucas fuel injection, replacing the Weber carburetors, and featured a semi-monocoque structure—a tubular chassis reinforced with aluminum panels. Producing approximately 420 horsepower while weighing about 850 kilograms, the P3 represented a significant leap in engineering sophistication.

The 1967 Ferrari 330 P4, widely regarded as one of the most beautiful racing cars ever created, featured a redesigned V12 inspired by Ferrari’s Formula 1 technology with three valves per cylinder producing around 450 horsepower. (Picture from: UltimateCarPage)

The evolution culminated in 1967 with the legendary 330 P4, widely regarded as one of the most beautiful racing cars ever created. Its redesigned V12, inspired by Ferrari’s Formula 1 technology, incorporated three valves per cylinder and generated around 450 horsepower. 

The 1-2-3 brilliant winning finish moment of the Ferrari 330 P3/4, 330 P4, and 412 P at the 24 Hours of Daytona 1967. (Picture from: SportsCarDigest)

The P4’s defining moment came at the 1967 Daytona 24 Hours, where Ferrari achieved a dramatic 1-2-3 finish. The image of three red prototypes crossing the finish line together became an enduring symbol of Enzo Ferrari’s defiance against Ford, whose GT40 had emerged as Ferrari’s fiercest rival at Le Mans during the mid-1960s. Only one original P4—chassis 0856—remains in its unmodified specification today, adding to its mystique. | rAqykxfvAJU | rXIyT4F19wA |

In the present day, the Ferrari 330P series holds a near-mythical status among collectors and historians. With original examples estimated to exceed $100 million in value, most enthusiasts encounter the car through museum displays, historic racing events, or meticulously crafted replicas and “evocations.” Yet its relevance extends beyond rarity or price. The 330 P represents a turning point in prototype racing—when aerodynamics, lightweight construction, and fuel delivery technology accelerated rapidly under competitive pressure. More than half a century later, its silhouette still communicates speed even at rest, reminding us that innovation and passion, when combined, can create machines that outlive their era and continue to shape automotive culture today. *** [EKA | FROM VARIOUS SOURCES | FERRARI | ULTIMATECARPAGE | TIMLAYZELL | WIKIPEDIA ]

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The Willys Interlagos: Brazil’s Rare Sports Car Born from Alpine Racing Heritage

Transcontinental Legacy - In the early 1960s, the global car industry was quietly experimenting beyond its traditional borders, and some of the most fascinating results came from unlikely places. While Europe was refining the formula for lightweight sports cars, Brazil was beginning to define its own automotive voice. From this intersection of ambition and opportunity emerged the Willys Interlagos, a machine that blended French racing DNA with South American ingenuity and signaled a bold step forward for a young industrial landscape. 

The Willys Interlagos A108 Berlineta, a machine that blended French racing DNA with South American ingenuity and signaled a bold step forward for a young industrial landscape.. (Picture from: BringATrailer)

The Willys Interlagos was closely related to the Alpine A108, a model celebrated for its success in European road racing throughout the 1960s. Designed by Giovanni Michelotti, the car shared the same graceful proportions, compact dimensions, and aerodynamic curves that emphasized balance over excess. Its fiberglass body kept weight low, giving the Interlagos a purposeful stance that felt both elegant and sporty, even by modern standards. The design managed to look refined without losing the raw character expected from a competition-inspired car of its era. 

The Willys Interlagos A108 Berlineta features a lightweight fiberglass body that enhances agility while giving it a purposeful stance that remains both elegant and sporty even today. (Picture from: BringATrailer)

Mechanically, the Interlagos drew heavily from Renault Dauphine components, the result of a partnership between Willys-Overland, Renault, and Alpine. Various inline-four engines were used during its production run, most notably the 845 cc unit, delivering modest power figures that were offset by the car’s light construction and rear-engine layout. Inside, the cabin reflected the clean, functional aesthetic of the 1960s, featuring simple vinyl trim, straightforward gauges, and an atmosphere focused on driving rather than luxury. 

The Willys Interlagos A108 Berlineta showcases a cabin that reflects the clean, functional aesthetic of the 1960s, with simple vinyl trim, clear instrumentation, and a driver-focused atmosphere rather than luxury. (Picture from: BringATrailer)

The car was built by Willys do Brasil in São Paulo, during a period when the Willys name still carried industrial weight in South America. Although Willys is often remembered primarily for its military Jeeps, its Brazilian operations played a key role in expanding the company’s identity. Introduced in 1961, the Interlagos became the first sports car manufactured in Brazil, symbolizing both technical confidence and a desire to compete on an international stage, even as the brand itself was approaching major corporate changes. 

The Willys Interlagos A108 Berlineta used Renault Dauphine-based inline-four power, including the 845 cc engine, paired with a lightweight rear-engine layout for lively performance. (Picture from: ClassicVirus)

Commercial success, however, was limited. From 1961 to 1966, only about 822 Interlagos cars were produced across all body styles, making it a rare vehicle even in its home country. Yet its impact on motorsport was far greater than its sales numbers suggest. The Interlagos enjoyed a notable racing career and helped nurture some of Brazil’s most iconic drivers, including the Fittipaldi brothers, securing its place in the golden age of Brazilian motorsport. | zXBoXe8j8eo | tfHgBNZj38Q |

Decades later, the spirit of the Interlagos continues to resonate beyond its original production years. That legacy was reinterpreted in 2015 with the Willys AW308 Berlineta by Carrozzeria Viotti in collaboration with Maggiora, a modern project that looked back to Willys’ rich history while embracing contemporary design and craftsmanship. By bridging past and present, it reaffirmed how the story of Willys—once rooted in innovation, racing passion, and cross-continental collaboration—can still feel relevant in a modern automotive world. *** [EKA | FROM VARIOUS SOURCES | AUTOEVOLUTION | CLASSICVIRUS | BRINGATRAILER ]

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The Keating ZKR: A Radical British Hypercar Born from Pure Ambition

Raw Conviction - The supercar world has always been fueled by ambition, excess, and the constant urge to go faster than what came before. While global attention often gravitates toward established manufacturers, moments of genuine disruption tend to come from smaller players willing to take bigger risks. That atmosphere defined the early 2010s, when a British manufacturer stepped forward with an uncompromising machine known as the Keating ZKR—a car designed not to blend in, but to challenge the limits of what a road-going supercar could represent. 

The Keating ZKR—a car designed not to blend in, but to challenge the limits of what a road-going supercar could represent. (Picture from: Supercars.net)

Unveiled to the public at the Top Marques Monaco show in 2011, the Keating ZKR was developed by Keating Supercars, a Manchester-based company led by British designer Anthony Keating. At the time, the brand had already gained modest attention through its earlier SKR and TKR models, both of which showcased a fascination with extreme performance. With the ZKR, that fascination became a clear mission statement. Keating openly set its sights on the world’s leading supercars, aiming to rival—and potentially surpass—the performance benchmarks set by manufacturers in Italy, Germany, and the UK itself. 

The Keating ZKR was developed by Keating Supercars, and unveiled to the public at the Top Marques Monaco show in 2011. (Picture from: GTSpirit)

The ZKR’s design emphasized function over theatrics. Its low, wide proportions communicated speed and aggression, even though the prototype displayed in Monaco was visibly unfinished. Rather than hiding this, Keating allowed the engineering to speak for itself. At the core of the car sat a monocoque chassis that had undergone years of refinement, engineered to minimize the center of gravity. One of its most distinctive solutions was the use of dual low-lying fuel tanks integrated directly into the chassis, a layout chosen to enhance structural rigidity, balance, and overall performance rather than visual appeal. 

The Keating ZKR reveals a striking blue leather interior with a minimalist driver-focused cockpit, exposed structure, and dramatic upward-opening door design. (Picture from: Supercars.net)

Beneath the bodywork, the ZKR’s mechanical ambition bordered on the extreme. Power was supplied by a 427 cubic-inch V8 engine using a rare combination of twin turbocharging and supercharging. Depending on configuration, Keating claimed outputs ranging from 600 horsepower to as much as 2,200 horsepower at maximum boost. Engine development involved collaboration with Nelson Racing Engines in California, a specialist known for high-performance racing and street applications. While such figures were never independently verified, they contributed to the ZKR’s reputation as a car conceived at the outer edge of possibility rather than within conventional limits. 

The Keating ZKR uses a refined monocoque chassis with dual low-mounted fuel tanks to lower its center of gravity and improve rigidity and balance. (Picture from: Supercars.net)

Equally important was how the ZKR was intended to be built and owned. Keating emphasized that every example would be hand-built in England to customer-specific orders, allowing bespoke exterior coachwork and interior trim choices. This approach reflected a belief that extreme performance did not have to come at the expense of individuality or ownership practicality. Long service intervals and a focus on usability were part of the original design brief, setting the ZKR apart from hypercars that existed purely as technical showcases. | HN2HuXywHmk |

Viewed today, the Keating ZKR stands as a defining chapter in the company’s story—a raw, experimental statement shaped by ambition more than restraint. Its ideas, engineering priorities, and willingness to challenge convention would not disappear after 2011. Instead, they quietly laid the foundation for Keating’s next evolution, culminating years later in the arrival of the Keating Berus in 2017, a model that carried forward the ZKR’s spirit while presenting it in a more refined and contemporary form. *** [EKA | FROM VARIOUS SOURCES | MOTORAUTHORITY | GTSPIRIT | SUPERCARS.NET | PISTONHEADS ]

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