Rare ONES If someone asked to us about the most potential place on the globe where the best motorized vehicle engineering lies besides the main countries which are in Western Europe, North America and East Asia, off course we directly pointed to Brazil. As we all know, the country which is located at the southern tip of the American continent also having abundant the best talents of the automotive world.
The Lobini H1 is built by a Brazilian automaker, Lobini with the goal of building a competitive sports car by using local talents and resources. (Picture from: Geocities.ws)
It's no wonder later from their hands that extraordinary Brazilian automotive designs were born. Call it such this one of the Brazilian-made sports car named the Lobini H1 whose appearance looks like the Lotus Elise. This gorgeous sports car was designed by former Lotus designer Graham Holmes, so it's clear where this Brazilian sports car gets its Elise styling.
The Lobini H1 prototype during a trial run on the Pirelli track. (Picture from: Geocities.ws)
As quoted of Diseno-Art, the mentioned above sports car is produce by a Brazilian automaker company named Lobini Empreendimentos(later the company name changed to Lobini Automóveis in 2003). For you info, the Lobini name is a short of the company founder names, Jose Orlando Arrochela Lobo and Fabio Birolini. Reportedly, this Moinho Velho-based automotive company was founded in 1999 with the goal of building a competitive sports car by using local talents and resources.
The Lobini H1 prototype during a trial run on the Pirelli track. (Picture from: Geocities.ws)
The Lobini H1 prototype was successfully launched in 2002 and was born as a roadster powered by an Alfa Romeo V6 engine with a sturdy and sporty suspension calibration. The car first appeared in public at the São Paolo Motor Show and got a pretty good reception at that time. After that the Brazilian company plans to start producing as many as 100 units per year, while also using some of them for use in racing competitions.
The Lobini H1 has a nice front end coupled with new headlights and an aerodynamic styled bodywork. (Picture from: Geocities.ws)
The first production version of the Lobini H1 sports car appeared in 2005. Even the Brazilian company had shipped one of its cars to England, as part of cooperation with Lotus for Lobini technical validation in Europe. For some reason, it is possible that the Brazilian company is experiencing serious financial problems so it has to change ownership. In 2006, Lobini was acquired by Brax Automóveis and at the same time they presented the new 2007 Lobini H1 model to appear at the Salão do Automóvel 2006.
The Lobini H1 is powered by a Volkswagen 1.8L turbocharged 20V engine coupled with 5-speed manual gearbox. (Picture from: Geocities.ws)
The production version of the H1 was no longer powered by an Alfa Romeo drivetrain, instead was powered by a Volkswagen 1.8L turbocharged 20V engine, the same one used in some versions of both Volkswagen Golf and Audi A3 coupled with 5-speed manual gearbox. The German-made engine develops power of 180 hp @ 5,700 rpm, so it can bring the H1 to accelerate from rest to 100 kph in 6 seconds, and go on to a top speed of around 225.308 kph. That's not bad, isn't?
The Lobini H1's cabin featured with 2-bucket racing genuine leather seats, and a four-point harness. (Picture from: Geocities.ws)
Meanwhile the body is made of fiberglass produced by fellow Brazilian sports car manufacturer Chamonix mounted on a carbon steel tubular chassis. Furthermore, the automaker provided the H1 sports car into 2 variants, ie 2-seater targa and coupe. The targa variant has a removable hard-top roof, vice versa the coupe gets a fixed roof. Both got a redesigned front end with new headlights and an aerodynamic kit. While inside the cabin, both variants of the Lobini H1 comes with leather seats available in light gray, dark gray or black.
The Brazilian automaker provided the Lobini H1 sports car into 2 variants, ie 2-seater targa and coupe. (Picture from: Geocities.ws)
In addition, each Lobini H1 can be personalised by order, the customer able to specify exterior color (over 10,000 options) and also an even greater choice over the interior materials such as leather and carpeting. The automaker hopes it could be fulfilled the customer desired to make their H1 looks different than others, and off course they should be spent extra more money due to it would be cost more than the standard ones.
At that time the standard version of the Lobini H1 was offered with a price tag of around 170,000 BRL (approx $90,000). Unfortunately, the production of this Brazilian sports car was ceased in 2012, and during its 7 year production period it was only able to build around 70 units. *** [EKA | FROM VARIOUS SOURCES | AUTOENTUSIASTAS | DISENO-ART | WIKIPEDIA | GTPLANET ]
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Forgotten ONES Maybe not many know or have heard of this sports car made by an Italian automaker, Iso Autoveicoli S.p.A. or known as Iso Rivolta in early of 1970s. So far, the world automotive enthutiasts is probably more familiar with or at least ever heard of the Iso Rivolta, Iso Grifo, Iso Fidia, Iso Lele.
The Iso Rivolta Varedo prototype is created to generate publicity for Iso and to show they were looking to the future. (Picture from: UltimateCarPage)
Well, this Italian automotive manufacturer was founded by Renzo Rivolta, a Milanese industrialist who initially tried his luck by acquiring a Bolzaneto, Genoa-based electric heaters and chillers manufacturing company, the Isothermos in 1939. During the 2nd World War precisely in 1942, he was forced to move his place of business to a relatively safe area that allowed him to keep running his factory production wheels during the war in Bresso, outskirt of Milan.
The Iso Rivolta Varedo prototype inroduced to public for the first time at the Turin Motor Show 1972. (Picture from: IsoRivolta.fr)
In short, after the war he expanded the business into the motorcycles and scooters maker in 1952, then decided to enter the micro car market by designing and producing the famous Isetta. And when sales of micro cars began to decline, Rivolta decided to release the micro car production licenses, and sold to a German automaker, BMW.
The Iso Rivolta Varedo prototype sat on display at the Geneva Motor Show 1973. (Picture from: IsoRivolta.fr)
Meanwhile, the Italian company then entered the arena that is no less lucrative, namely high-performance cars. And Iso's first model at the time was the IR300 and IR340 styled by Bertone and powered by an American-made Chevrolet engine. For your info, those cars above were designed by Giotto Bizzarrini, and was unveiled at the Turin Motor Show in October 1962.
Piero Rivolta posed along with the Iso Rivolta Varedo prototype in front of the factory. (Picture from: IsoRivolta.fr)
But no one ever knows about ages and future. In August 20, 1966, Renzo Rivolta had a heart attack and suddenly died at the age of 57. In short then the Iso automaker company was taken over by his son, Piero who was 25 years old at that time, and had graduated his doctorate degree in mechanical engineering.
The Iso Rivolta Varedo prototype designed by Ercole Spada as an eye-catching and very exotic mid-engined supercar. (Picture from: UltimateCarPage)
At the time, Piero Rivolta has ambitions to bring his company's production cars into Formula One competition and to make that plan a reality, firstly preparing his company to add the mid-engined supercar to its sports car and GT lineups. And Piero wanted a purely high performance mid-engined car with a body made of fiberglass. In the early 1970s, Piero Rivolta hired Ercole Spada, a veteran designer who had previously worked at Carrozzeria Ghia, to be a chief stylist of his company.
The Iso Rivolta Varedo prototype featured with a very exotic in an aerodynamic '70s typical wedge-shaped fiberglass bodywork with a fairly light weight, which is around 1,000 kg. (Picture from: RuoteVecchie)
Then Spada and his team drawn up for the design, followed by the creation of a mid-engined supercar prototype, later known as Iso Rivolta Varedo. The car name was intended as a homage to the place where the Iso new factory was located. At that time, mid-engined cars were becoming a trend in the world's racing, because they were proven capable of providing better handling and performance while on track.
The Iso Varedo prototype’s cockpit was comparatively restrained with a simple full width dash was only interrupted by a raised section behind the three-spoke steering wheel. (Picture from: RuoteVecchie)
Besides that, the design resulting from this mid-engined layout is often very exotic and eye-catching; thus they are everything a supercar should be, both form and function. The Varedo prototype car designed by Ercole Spada looks very exotic in an aerodynamic '70s typical wedge-shaped fiberglass bodywork with a fairly light weight, which is around 1,000 kg.
The Iso Rivolta Varedo prototype is powered by a 5.7-liter V8 engine of Ford 351 Cleveland capable burst out 325 hp of power, coupled with rear wheel drive and 5-speed manual ZF gearbox. (Picture from: RuoteVecchie)
In appearance, the Varedo prototype looks similar to the Alfa Romeo Carabo Concept and the Lamborghini Marzal Concept, perhaps due to the Bertone factor attached to those three (just guessing). Meanwhile, its drivetrain is a 5.7-liter V8 engine of Ford 351 Cleveland capable burst out 325 hp of power, coupled with rear wheel drive and 5-speed manual ZF gearbox.
The Iso Rivolta Varedo prototype was a reasonable light car with a body made of fiberglass (75% fiberglass and 25% polyester). (Picture from: IsoRivoltaOfficial)
Well, only one Iso Rivolta Varedo was ever built, and after mechanical sorting and testing at the Monza race track, it turned out to be a car with good handling and performance. The car was first shown to the public at the 1972 Turin Motor Show, and received a quite good reception among visitors to the exhibition at that time.
The Iso Rivolta Varedo prototype now resides at the Sarasota Classic Car Museum in Florida. (Picture from: ForumMiata)
Unfortunately due to financial difficulties, it was not long after that, Rivolta families sold their interests in 1973 to an Italian American financier named Ivo Pera who promised to bring American management into the company. But the promise was never fulfilled, due to the uncertain global situation and conditions at that time.
The Iso Rivolta Varedo car project died without ever introducing it as a production model.😢 While the prototype left rusty and damaged into pieces in corner of the factory warehouse, until Piero Rivolta found it and was subsequently re-purchased and restored to its perfect condition like in its heyday, currently the Iso Rivolta Varedo resides at the Sarasota Classic Car Museum in Florida. *** [EKA | FROM VARIOUS SOURCES | ISORIVOLTAOFFICIAL | SUPERCARNOSTALGIA | TOPSPEED | WIKIPEDIA | CLASSICANDRECREATIONSPORTSCARS | SARASOTA CLASSIC CAR MUSEUM ]
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WOW!! Recently there's a quirky racing cars from the 1960s attracted us while surfing the internet. After searched around the webs, we've got quite interesting facts to discuss about it. It turns out that the unique car bodywork is made of a two-piece special Cycolac thermoplastic materials mounted on a tubular steel chassis. For Your info, until the early of 1960's, mostly automobiles were made of metal, and the use of materials other than that, especially plastic, was not commonly used.
The restored AMT Piranha racing version while on its debut at the Wine Country Classic historic car races at Sears Point Raceway. (Picture from: Supercars.net)
The mentioned racing car above called the AMT Piranha, that's the most interesting of sixties racing cars that we've ever seen. Another interested things about the car was the automaker, AMT was known also the company that manufactured scale models, at the time they planned to offer the Piranha both as 1/24 scaled model and a full-size kit cars. How could be?
Workers put the finishing touches on the first CRV prototype just prior to its' debut in January 1965. (Picture from: C-We)
Originally, the car was first envisioned by Marbon Chemicals, a division of Borg-Warner who wanted to promote the Cycolac ABS plastic as the best material used to build sports cars. For this reason, they commissoned Centaur Engineering, which was long involved in the race car business to produce a car design that would be built by using a Cycolac thermoformed process.
The CRV prototype was a two-seater roadster with a wrap-around windscreen, and based on the Centaur racecar tubular frame chassis. (Picture from: C-We)
In short, with the resources of Marbon, and the expertise of Centaur, along with other partners included William M Schmidt who did the body design and Jentzen-Miller Co. who were specialists in plastic forming, the first
plastic prototype was constructed in late 1964 and first displayed at
the SAE convention in Detroit in January 1965. Thanks to Centaur's
design not only worked for the car's body molding process, as the
resulted striking styles that remained looks modern to this day.
The CRV prototype powered by a rear-mounted, 4-cylinder water-cooled engine. (Picture from: UndiscoveredClassics)
This prototype was called the CRV, (short for Cycolac Research Vehicle.)
It was a two-seater roadster with a wrap-around windscreen, powered by a rear-mounted, 4-cylinder water-cooled engine, and based on the Centaur racecar tubular frame chassis. The CRV was a hit at the SAE show, so Marbon decided to take the next
step to build a more powerful version and involved more intense in the racing car competitions to test the durability of the production material.
The CRV prototype was first displayed at the SAE convention in Detroit in January 1965. (Picture from: C-We)
Centaur
was commissioned to build the racer and have it ready for an SCCA race
at Mid-Ohio in June 1965. This was CRV-II, and Trant Jarman would be driving it on the race. It was another roadster and was built over a
fiberglass chassis tub with suspension pieces attached to metal
framework in the front and rear. The car was completed on time and Centaur went big
time. As an incentive to
finish the car on time, Marbon offered to make Centaur Engineering their
Concepts Division.
Here is a rare color photo of the CRV-II when ready to hit the track with Trant Jarman behind the wheel. (Picture from: C-We)
It was powered by an air-cooled Corvair
engine mounted in the rear. Bulges had to be added to the rear fenders
to allow for the oversized racing tires. The car did quite well in
competition and went on to win it's class in SCCA that year. Even a
crash with a Jaguar during one race showed the plastic body was durable
enough for everyday use.
The CRV-III was the third prototype
build by Centaur, but was not a complete car. It was built for crash
testing. Needless to say, plastic cars do not afford a great amount of
protection. During the test, the car was demolished and the driver would
have been impailed by the stock Corvair steering column that had been
used. This was changed to a partially collapsible Toronado steering
column on all later cars.
The CRV-IV was the first coupe version, featured with the gullwing door tops and Porsche grilles in the rear deck. (Picture from: C-We)
The next step was to build a more practical, street version of the car,
so CRV-IV was build in February 1966. It can be identified by the
bullet-shaped mirrors mounted on the front fenders, and featured with a full windshield and
coupe roof. The doors opened in the conventional method, but the side
windows were part of the roof and opened "gullwing" style. Again, it is powered by a Corvair engine and featured two Porsche rear grilles in the
top of the rear deck to aid cooling. The gas tank was a cylindrical
fiberglass affair that was mounted to the chassis on the passenger side,
just in front of the rear wheel.
The CRV-IV was build in February 1966. It can be identified by the
bullet-shaped mirrors mounted on the front fenders, and featured with a full windshield and
coupe roof. (Picture from: ClassicCarCatalogue)
While the second
coupe known as the CRV-V, was built a short time later, and can be identified by the
rectangular mirrors mounted on the doors. Both cars were immediately
sent overseas to promote the use of plastic at Marbon's foreign
production facilities. It is not confirmed if either car was ever
returned to the USA.
The CRV-V was built a shortly after the CRV IV, and it can be identified by the rectangular mirrors mounted on the doors. (Picture from: ClassicCarCatalogue)
It was never Marbon Chemical's intention to manufacture cars, but merely
to create a market for their plastic products. They hoped that someone else wants to take over production of the CRV so they could sold the parts only. Then along came AMT (Aluminum Model Toys) Corporation of Troy, Michigan, was known a major car model manufacturer at that time. As mentioned above, they were looking for ways to promote their model products and offering a plastic-bodied specialty real car as well.
Besides the well known dragster version, AMT built and sponsored a sports racing version of the Piranha. It was driven in various events by Dick Carbajal. (Picture from: C-We)
They had previously hired California famous car builder named Gene Winfield (who also known had connections in Hollywood movie indystries) as a
design consultant and parts designer for their model kits, later he was
offered the job as head of the new AMT division based in Phoenix, that would build the plastic sports car and other full-size versions of
cars they produced. Well, due to the Winfield's connection in Hollywood, so that indirectly allows AMT got some kind another outlet for specialty cars for TV and movies. For example, in the new
TV series titled "The Man from U.N.C.L.E." at the time he suggested using the Piranha, and thus the "Man from U.N.C.L.E." car became the most well known ones.
The AMT Piranha had appeared in several episodes of the new TV series titled "The Man from U.N.C.L.E." back in the 1960s. (Picture from: Car4Starters)
Shortly after that AMT
purchased the rights from Marbon to build the plastic-made car, and agreed
to purchase the plastic bodies and fiberglass chassis from them. Originally AMT planned to build 50 cars a year, and to promote the new
venture, AMT decided to build both a drag racing and sports racing
version named the AMT Piranha. The
dragster version was build and competed the drag racing circuit in 1967
and was a big hit. It was one of the first rear-engined weird looking cars that almost cracked the 200 mph barrier. At the time, the sports car was built and
campaigned by veteran driver Dick Carbijal.
The AMT Piranha of "The Man from U.N.C.L.E." was longer than its standard sibling. (Picture from: Car4Starters)
Soon,
AMT started to build the street versions of the 1967 Piranha. Its looks change from the original CRV design included an extended roofline, small hinged
hatches in the side windows, and optional "Gurney bubbles" in the roof
for more head room. AMT had planned to offer the Piranha for sale to the
public for around $5,000. Unfortunately, due to the high cost of
building each car by hand and obtaining the Corvair engines and parts
from GM, it cost AMT well over that amount to finish each car.
This Marbon's promo shot compares the new Formacar to their earlier CRV model, it appears the car is actually one of the AMT Piranhas. (Picture from: C-We)
After about four streetcars were completed, and GM announced, they were cease the engine shipment very soon, led the arrangement between AMT and Marbon broken apart. AMT turned over the four unsold Piranha coupes and all the extra parts to Marbon, then parted ways. AMT continued to produce other specialty cars and props for customers (including the Star Trek shuttlecraft) for some time, but closed its special division office in Phoenix by 1969.
This car surfaced in Pennsylvania in running condition, it has CRV logos on the body, but an AMT roofline and also featured with the square headlights are being replaced during the restoration. (Picture from: C-We)
Meanwhile Marbon stripped off the AMT plates on the finished Piranhas, added CRV logos to the bodies, and distributed them for display at various company facilities, including their HQ in Washington. Some of these cars eventually found their way into private hands. It is
also possible that another car or two was assembled from the extra parts
returned from AMT. Not for long, Marbon did find another customer, a kit car company located in Lincoln, Nebraska for the CRV. The Cycolac bodies were sold as bolt-ons for the VW chassis, and available in both coupes and roadsters. Eventually, the company made molds of the body and produced a modified version in fiberglass.
Italian coachbuilder OSI built a stylized version of the CRV featured with the clear headlight covers, air scoop in hood, and bulge in trunk area. (Picture from: Carrozzieri-Italiani)
Furthermore Marbon Chemical had created a second generation plastic vehicle called Formacar. A new design had been created, building on the successful testing of the CRV program. One prototype was built and the concept almost sold to American Motors, but there were problems with the new plastic chassis that ultimately killed it. Meanwhile, Centaur went on to design and produce chairs, boats, campers, and other items made from Cycolac, but Marbon eventually changed their focus and closed the doors of their Concepts division and the assets and fixtures were auctioned off. Rumor has it that CRV parts and/or cars were sold at the auction.
The Italian stylized version of the CRV by OSI powered by a Renault Alpine 8/10 1108 Gordini vertical inline 4 cylinder engine. (Picture from: Carrozzieri-Italiani)
At least 12 CRV's and Piranha's were built. The three special AMT Piranhas (U.N.C.L.E. car, Carbajal racer, and dragster) all reside in California. While the CRV designer, Dann Deaver, acquired one unit Piranha for himself, and after his death the car remains in his family in Michigan. The remains of a Piranha is owned by a gentleman in Indiana, but the car was butchered by its' previous owner when he planned to mount it on a tubular chassis with a Capri 6-cylinder engine placed in the front. Another car has surfaced in Pennsylvania with CRV markings, but has Piranha sports roof. This may be the car that was on display at Marbon's HQ in West Virginia, and said the car is currently being restored. That is a total of seven cars that are known to still exist.
The OSI CRV possibly rebuilt by the Italian coachbuilder after one of CRV V prototype car was almost completely damaged in an accident during its tour in Europe. (Picture from: Carrozzieri-Italiani)
Meanwhile there're rumors that either Toyota or Honda have a CRV in a museum in Japan, and another one additional car was built overseas by the Italian coachbuilder OSI S.p.A. As quoted of Carrozzieri-Italiani, this could be happened, after one of CRV V prototype car was almost completely damaged in an accident during its tour in Europe, as compensate the Italian coachbuilder to Marbon. The car appeared in typical Italian styled, and is based on running gear from a Renault Alpine 8/10 1108 Gordini which is a vertical inline 4 cylinder engine. Unfortunetely, to this day its' whereabouts unknown.
Forgotten ONES Although Ferrari's four-seat models ranked among the firm’s top sellers, Pininfarina's prancing horse-logoed styling concepts were typically based on racier platforms that were better suited to dramatic coachwork. It was effectivelly done during the 1960s when Ferrari regularly sent its sports car chassis to Pininfarina to be developed into a kind of new special models.
The Ferrari Studio CR 25 Concept was made by Pininfarira in 1972 as the company 4-seater sport coupe design study. (Picture from: OldConceptCars)
Throughout this period, Pininfarina were unveiling futuristic Ferrari-badged dream cars practically every year. However, the supply of suitable racing chassis quickly dried up following the prancing horse acquired by Fiat in the 1969, at which point the firm’s sports car racing programme should be rationalised. And this is one of the concept cars launched by Pininfarina at that time, which is not widely known by todays automotive enthusiasts and more unique than the previous Model X of the 1960s.
The Ferrari Studio CR 25 Concept appeared as a concept car built based on the Ferrari 365 GT4. and known as its first concept car to be tested in the wind tunnel that Pininfarina had just used. (Picture from: OldConceptCars)
Pininfarina presented the Studio CR 25 Concept at the Turin Motor Show 1974, and was the first Pininfarina-Ferrari concept since the 1970 Ferrari 512S Modulo Concept. As quoted of Sasatimes, it's appeared as a concept car designed by Aldo Brovarone and built based on the Ferrari 365 GT4. and known as the first concept car to be tested in the wind tunnel that Pininfarina had just used.
The Ferrari Studio CR 25 Concept was designed in such a way to be a powerful diving nose, and also served as an air deflector. (Picture from: OldConceptCars)
The CR 25 Concept was named in recognition of its 0.025 drag coefficient under the new fastback body was heavily influenced by the quest for clean aerodynamics. To this end, considerable much of the car concept developing time was spent in the wind tunnel that had built by Pinifarina in 1972. As the result, the CR 25 came with little in the way of ornamentation, but did feature several innovations that were not immediately obvious.
The Ferrari Studio CR 25 Concept was
named in recognition of its 0.025 drag coefficient under the new
fastback body was heavily influenced by the quest for clean aerodynamics. (Picture from: OldConceptCars)
The main brief had been to demonstrate that an aerodynamically efficient design could also be look exciting. The results were also good, because the four-seats coupe was able to clear with a very low Cx value of 0.256, thanks to the front (rubber) bumper, which was designed in such a way to be a powerful diving nose, and also served as an air deflector. FYI, a truly fantastic result was obtained in 1978 for the Pininfarina CNR prototype with Cx = 0.16!
The Ferrari Studio CR 25 Concept was 124 mm wider and 130 mm lower than its donor the Ferrari 365 GT4, and also 10 mm shorter despite a prodigious rear overhang. (Picture from: OldConceptCars)
Retractable headlights were installed, each with a single rectangular lens. The lights were located below a full-width bank of body coloured radiator louvres. A set of auxiliary driving lights were housed underneath the bumper. The ever-popular flip lights also did their part to allow air to flow over the body as efficiently as possible. The ever-popular flip lights also did their part to allow air to flow over the body as efficiently as possible.
The Ferrari Studio CR 25 Concept has a spacious cabin is covered in luxurious unique blue Alcantara. (Picture from: OldConceptCars)
In addition, however, the car also featured a device that manufacturers have now rediscovered to further improve the usability and versatility of their electric models: hidden tactile door handles. The special shape of the rear was also completely in the service of aerodynamics, while the air brakes were integrated behind the side windows.
Inside the Ferrari Studio CR 25 Concept's spacious cabin featured with real digital instruments and touch controls, coupled with a minimalist two-spoke steering wheel. (Picture from: OldConceptCars)
While at the back, an integrated spoiler was formed by a rear screen that sloped beneath the trailing edge of the connected C-pillars coupled with an inverted tail housed two rows of full-width light clusters above the bumper. Overall, the CR 25 was 124 mm wider and 130 mm lower than the Ferrari 365 GT4. It was also 10 mm shorter despite a prodigious rear overhang. Inside the Studio CR 25's spacious cabin is covered in luxurious blue Alcantara, and also featured with real digital instruments and touch controls, coupled with a minimalist two-spoke steering wheel.
Due to The Ferrari Studio CR 25 Concept only built as a design study model, so the automaker didn't pinned any engine at all, but theoritically, it could be powered by Ferrari's 4.4-litre V12 or a flat-twelve engines.. (Picture from: OldConceptCars)
The Studio CR 25 couldn’t drive, because apparently Pininfarina didn’t give any engine to it, even none other technical details as well. Theoretically, the CR 25 could be powered by the prancing horse's 4.4-litre V12 or a flat-twelve engines. This is because maybe the car is only built intended to be a design study model.
After making its debut at the Turin Motor Show in October 1974, the concept car returned to the Pininfarina studio, then its upper body was repainted in silver and relaunched for another series of publicity photos. Unfortunately Ferrari were not keen on the CR 25 to be made into a production version of its V12 four-seater sports car.
Even so several its styling details were later seen adopted on the Ferrari Mondial, most notably the treatment of the bold black bumper and muzzle. Since then the concept car has slowly faded away from sight, and its whereabouts are unknown. *** [EKA | FROM VARIOUS OSURCES | SASATIMES | SUPERCARNOSTALGIA | OLDCONCEPTCARS | DYLER ]
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At that time the standard version of the Lobini H1 was offered with a price tag of around 170,000 BRL (approx $90,000). Unfortunately, the production of this Brazilian sports car was ceased in 2012, and during its 7 year production period it was only able to build around 70 units. *** [EKA | FROM VARIOUS SOURCES | AUTOENTUSIASTAS | DISENO-ART | WIKIPEDIA | GTPLANET ]
