Rare ONES - The automotive world has long been a stage for creativity and bold innovation. Among its many unique stories, the name "Condor" stands out, albeit in two vastly different contexts. On one hand, there’s the Aguzzoli Condor, an Italian creation defined by its sophisticated European styling. On the other, the Condor Stinger—a 1970s American-made kit car—captures the era’s spirit of raw performance and the burgeoning DIY car culture. While these cars share a name, they are entirely unrelated, each reflecting the distinct automotive philosophies of their origins.
The Condor Stinger, a 1970s American-made kit car, embodies the era’s spirit of raw performance and the rise of the DIY car culture. (Picture from: AllCarIndex)
However, the car we’ll focus on here is the Condor Stinger, which was developed by Condor Coachworks in Canton, Ohio. In 1976, Condor Coachworks, led by Russ Keller, launched the Condor Stinger as part of their line of kit cars. Unlike the ready-to-drive sports cars of the era, the Condor Stinger was a project car, offering enthusiasts the chance to build their own custom vehicle.
The Stinger, developed by Condor Coachworks in Canton, Ohio, was a standout model in their line of customizable kit cars for enthusiasts. (Picture from: AllCarIndex)
The company marketed it as offering “the most comprehensive kit on the market,” and while that claim could be debated, there was no denying the appeal of the Condor's performance and customization options. The Condor Stinger
kit offered two types of chassis. The first was a lightweight version
that utilized components from the Volkswagen Beetle, including its
floorpan and suspension bits.
The Condor Stinger was marketed as “the most comprehensive kit on the market,” boasting undeniable appeal with its performance and customization options.(Picture from: RareComponentCars)
The second, more robust version, was designed to accommodate a more powerful V8 engine and included parts from the Ford Pinto, providing a more rugged and performance-oriented build. In both versions, the Stinger was designed with a mid-engine layout, a feature not commonly seen in kit cars of the time, and it used a Turbo-Hydramatic transmission, sourced from an Oldsmobile Toronado, for improved performance and handling.
The Condor Stinger kit featured two chassis options: a lightweight version using Volkswagen Beetle components and a sturdier version built for a powerful V8 engine with Ford Pinto parts.. (Picture from: RareComponentCars)
The bodywork of the Condor Stinger was perhaps its most striking feature. Inspired by the wedge-shaped design of the Lamborghini Countach, it took the bold angular lines of the Italian supercar and gave it an American twist. Unlike the Countach's iconic scissor doors, the Stinger featured a unique central entry system where the entire roof and windshield tilted forward to allow access to the cabin. This design not only gave the car a futuristic look but also made it easier to get in and out compared to the scissor-door style found on many high-end sports cars.
The Condor Stinger featured a unique central entry system where the entire roof and windshield tilted forward to allow access to the cabin. (Picture from: RareComponentCars)
Inside, the Condor Stinger offered a high degree of customization. The "Deluxe" kit included a full interior, complete with upholstery, carpets, and a wiring harness. The kit also came with all the necessary glass, a heater system, and even a hydraulic mechanism for the canopy, allowing the driver to open the car’s central section with ease. The options didn’t stop there—buyers could also choose from air conditioning, a suite of digital gauges for a space-age look on the dashboard, and other features that made the Condor feel ahead of its time.
The Condor Stinger featured a mid-engine layout, rare for kit cars of its time, paired with a Turbo-Hydramatic transmission from an Oldsmobile Toronado for enhanced performance and handling. (Picture from: RareComponentCars)
However, despite its innovative design and extensive customization options, the Condor Stinger faced challenges in the market. The kit car movement in the U.S. was beginning to shift, and as tastes evolved, the Stinger’s bold design and relatively high price tag—ranging from $16,000 to $20,000 for a factory-assembled model—made it less appealing to mainstream buyers. Production numbers were low, and while it may have found a following among niche enthusiasts, the Condor Stinger was ultimately a rare sight on the road.
The Condor Stinger's bodywork, inspired by the wedge-shaped design of the Lamborghini Countach, was most striking, particularly evident in its taillights. (Picture from: RareComponentCars)
Today, the Condor Stinger remains a piece of automotive history—a reminder of a time when building your own car was as much about passion as it was about performance. It’s a car that represented the adventurous spirit of the 1970s, where the combination of DIY ethos, performance, and bold design all came together in a unique package. While the Stinger may not have had widespread commercial success, it certainly captured the imagination of those who had the skill and vision to bring it to life.
Unfortunately, the futuristic design of the Condor Stinger failed to drive strong sales, leading to its swift disappearance from the American market.(Picture from: RareComponentCars)
In the end, the Condor Stinger stands as a testament to the creativity and ambition of its makers, even if its time in the spotlight was brief. As rare as it is today, it continues to intrigue automotive enthusiasts who appreciate its daring design, innovative features, and the story of how it tried to carve its place in the history of custom sports cars. It may not have achieved the lasting fame of some other iconic cars, but for those who are fortunate enough to own one, it remains a rare and valuable part of automotive history. *** [EKA | FROM VARIOUS SOURCES | RARECOMPONENTCARS | HOTRODMAGAZINE | JUSTCARS | ALLCARINDEX | ROAD&TRACK ]
Note: This blog can be accessed via your smart phone
Heritage Reignited - In the world of sports cars, there's a magnetic pull that draws enthusiasts toward sleek design, bold innovation, and stories rooted in passion. Every now and then, a name from the past returns to the spotlight, reimagined with modern flair and a rebellious spirit. This is exactly the case with the Spyker Silvestris—a car that didn’t just mark the revival of a long-dormant brand, but did so with elegance, grit, and a dose of Dutch ingenuity.
The Spyker Silvestris V8 was hand-built by Maarten de Bruijn himself and featured a compact coupe profile, measuring just over four meters in length. (Picture from: FastestLaps)
Back in 1999, the Silvestris made its striking debut at the Goodwood Festival of Speed. It wasn’t just another prototype vying for attention—it was the reawakening of Spyker, a prestigious Dutch marque that had been silent since 1929. This wasn't a corporate comeback. This was personal. It began with Maarten de Bruijn, a town and country planner with a hands-on background in metalworking and a deep desire to create something extraordinary. Long before unveiling the car, de Bruijn spent years refining its bodywork and interior, shaping a dream that had started as early as 1990. By the time it reached Goodwood, the Silvestris wasn’t just ready—it was alive.
The Spyker Silvestris V8 was hand-built by Maarten de Bruijn himself and featured a compact coupe profile, measuring just over four meters in length. (Picture from: Wikipedia)
Hand-built by de Bruijn himself, the Silvestris had a compact coupe profile, with a total length just over four meters and a distinctive split rear window. Beneath its sculpted exterior, it hid a 3.6-liter Audi V8 engine, delivering 265 brake horsepower. With a top speed of around 250 km/h (155 mph) and a 0–100 km/h acceleration in just 4.5 seconds, it wasn’t merely a design piece—it was a real performer. This power was directed to the rear wheels via a five-speed manual transmission, also sourced from Audi. The car featured a galvanized sheet metal monocoque paired with a tubular frame at the front and rear, topped off with dramatic scissor doors—a flourish that made it unmistakably bold.
The Spyker Silvestris V8 was built on a galvanized sheet metal monocoque combined with a tubular frame at both ends, finished with dramatic scissor doors that gave it an unmistakably bold character. (Picture from: ExclusiveCarRegestry)
The Silvestris stood out not only for its engineering but also for its story. Before the first bolt was tightened, de Bruijn secured the rights to the Spyker name and logo, ensuring the legacy of the brand would live on in his creation. This dedication to authenticity and craftsmanship attracted the attention of Victor Muller, an entrepreneur and passionate car collector who saw potential not just in the vehicle, but in its creator. Muller became the financial and strategic force behind the car's transformation into a production-ready model. Together, he and de Bruijn co-founded the new Spyker Cars.
The Spyker Silvestris V8 featured a distinctive split rear window and was powered by a 3.6-liter Audi V8 engine, delivering 265 brake horsepower.(Picture from: ObscureSupercar on X)
That prototype—the Silvestris—became the cornerstone of something bigger. With Muller’s backing, the concept evolved into the Spyker C8, a car that retained the soul of the Silvestris but introduced a new level of refinement and production-readiness. While the C8 took the spotlight in 2000 and carried the brand forward, the Silvestris remains a treasured piece of automotive history. It’s still reportedly in de Bruijn’s possession, a symbol of the vision and commitment that brought a legend back to life.
Weighing just 940 kg, the Silvestris was undeniably lightweight—but it carried the weight of a legacy. More than a prototype, it was a bold statement: a sleek, high-performance vision brought to life by a man who dared to dream and build it himself. For enthusiasts and visionaries alike, the Spyker Silvestris represents more than engineering—it captures a rare fusion of craftsmanship, heritage, and ambition at full throttle. *** [EKA | FROM VARIOUS SOURCES | EXCLUSIVECARREGESTRY | FASTESTLAPS | GTPLANET | WIKIPEDIA | OBSCURESUPERCAR ON X ]
Note: This blog can be accessed via your smart phone.
Exiled Excellence - In a world where sleek designs and cutting-edge tech dominate the conversation about modern sports cars, there’s something uniquely captivating about machines that blend raw, analog charm with engineering precision. Among the hidden gems that have quietly built a cult following is the Tommy Kaira ZZ—a car that refuses to be ordinary, both in its mechanical soul and the story it tells through its evolution.
The first-generation Tommy Kaira ZZ, designed by Takuya Yura of Mooncraft, featured a silhouette that screamed motorsport inspiration—especially with the detachable roof removed—and was produced from 1996 to 2000. (Picture from: RoadAndTrack)
Originally launched in 1997, the Tommy Kaira ZZ wasn’t just a car—it was a statement. With a body crafted from FRP mounted on an aluminum twin-tube monocoque chassis, it weighed only 740 kg, immediately placing it in the realm of performance legends. Designed by Takuya Yura of Mooncraft, the silhouette screamed motorsport inspiration, with every curve engineered not just for beauty but for pure driving efficiency. Built in the UK by Tomita Auto UK, the first-generation ZZ saw a total production of just 206 units, making it an ultra-rare find for enthusiasts.
The first-generation Tommy Kaira ZZ featured a body made from FRP mounted on an aluminum twin-tube monocoque chassis, which explains its remarkably low weight of just 740 kg. (Picture from: Wikipedia)
At the heart of this compact machine was a naturally aspirated 2.0-liter Nissan SR20DE inline-four engine, known for its reliability and punchy delivery. But in the ZZ, it was no ordinary installation. Swapped with a set of Keihin 45 mm carburetors, the engine churned out 178 hp and 195 Nm of torque. Later models received a slight bump in power, but the essence remained the same: lightweight agility paired with raw mechanical feedback. With a 0–100 km/h sprint of just about 4.0 seconds and a top speed of 241 km/h, the ZZ didn’t just perform—it thrilled.
The first-generation Tommy Kaira ZZ's interior looks bare but beautiful, featuring a bespoke brushed-aluminum gauge cluster and one of the most unique shifters you'll ever see. (Picture from: RoadAndTrack)
The suspension setup, a double wishbone system front and rear, was tuned with SPAX adjustable dampers offering 14 levels of fine-tuning. This, combined with the non-servo braking system featuring vented front discs and solid rear discs, meant every input from the driver was met with immediate, honest feedback. It's this purity that earned it high praise from circuit drivers, many of whom dubbed it “the strongest cornering machine in history.”
The first-generation Tommy Kaira ZZ powered by a naturally aspirated 2.0-liter Nissan SR20DE inline-four engine. (Picture from: RoadAndTrack)
Later, the ZZ-S model was introduced, offering a slight increase in horsepower to 197 hp. While mechanically similar, it added an extra layer of urgency to the already impressive formula. But just as momentum began to build, production hit a legal roadblock. A change in Japan’s crash safety regulations for imported vehicles forced an untimely halt, despite having over four hundred orders queued up. The first-generation ZZ became an imported Japanese car, ironically, that never fully got its chance to shine in its home market.
The first-generation Tommy Kaira ZZ was built in the UK by Tomita Auto UK, with only 206 units produced, making it an ultra-rare find for enthusiasts. (Picture from: RoadAndTrack)
When Tomita Auto UK dissolved, the design found new life through Breckland Technologies in the form of the Leading Edge 190 RT and 240 RT, produced between 2002 and 2005. Though tweaks like the use of Mikuni carburetors were made, the soul of the ZZ lingered on. Eventually, even this revival was short-lived, with the company folding and the remaining assets—including a 240 RT—being acquired by a collector in Pakistan. | SCsMmcOaJ8U |
The story didn’t end there. In 2014, the ZZ name roared back into relevance, reborn through a collaboration between Tommy Kaira and GLM, a Kyoto-based startup with roots in academia. With backing from notable investors like Mitsubishi UFJ Capital and Globis Capital Partners, over $14 million in funding fueled the creation of a second-generation ZZ. But this was no retro throwback—it was a leap into the future.
The second-generation Tommy Kaira ZZ was built on a modular chassis platform and produced from 2014 to 2021.(Picture from: Wikipedia)
Swapping combustion for electricity, the new ZZ sported an electric motor delivering 305 hp and a 0–60 mph time of under 4.0 seconds, faster than its predecessor. Marketed around $80,000, this version, often dubbed the ZZ-EV, came with a 121 km range and was built on a modular chassis platform, offering potential for future performance upgrades. While it traded carburetors for current, it retained the original’s DNA—lightweight, agile, and unapologetically driver-focused. Production ended in mid-2021, marking the close of an era that spanned innovation across both analog and digital frontiers.
The second-generation Tommy Kaira ZZ features an electric powertrain with a 121 km range and the potential for future performance upgrades. (Picture from: MotorAuthority)
For those lucky enough to experience the Tommy Kaira ZZ, whether the original or the electric revival, the feeling is unmistakable. One such owner, enchanted by the rebirth of the ZZ on television, tracked one down in Osaka and bought it the very next day. Despite injuries and time away from the wheel, he remembered the joy it brought on winding mountain roads—an experience too visceral and rare to be forgotten. | 98s66YPk2ZI |
The Tommy Kaira ZZ stands not just as a car, but as a story of perseverance, passion, and evolution. From its handcrafted origins to its futuristic reinvention, it remains a symbol of what driving should feel like when heart meets engineering. For those in the know, it's not just a car—they’ll tell you it’s a legend waiting to be rediscovered. In the 2000s, the Japanese manufacturer even attempted a comeback with the Tommy Kaira ZZ-II, envisioned as the next chapter in its story—but it was short-lived.😥 *** [EKA | FROM VARIOUS SOURCES | ENTHUNO-MORI | ROADANDTRACK | MOTORAUTHORITY | WIKIPEDIA ]
Note: This blog can be accessed via your smart phone
Track Dominator - In the world of high-performance automobiles, there are few names that resonate with as much excitement and prestige as the Scuderia Cameron Glickenhaus (SCG). A relatively young company founded by James Glickenhaus, SCG has quickly made a name for itself by pushing the boundaries of automotive design and engineering. The SCG 003, one of their flagship supercars, has captured the attention of enthusiasts and car aficionados alike, thanks to its incredible performance and innovative design. Its debut at the 2015 Geneva Motor Show was nothing short of spectacular, as it introduced two versions that would leave a lasting mark on the industry—the SCG 003S and SCG 003C.
Scuderia Cameron Glickenhaus SCG 003S alogside its sibling SCG 003S set debut at the Geneva Motor Show 2015. (Picture from: Car_Revs_Daily)
James Glickenhaus's vision for SCG was to create vehicles that not only provided an exhilarating driving experience but also reflected his deep passion for racing. With a background in both the film industry and car collecting, Glickenhaus used his resources and expertise to launch SCG, aiming to build cars that would rival the world's most prestigious automakers. The SCG 003 project, a true manifestation of his ambition, was born out of this vision. Drawing inspiration from Le Mans prototypes, the SCG 003 shares design elements and engineering features with the world-renowned LMP1 and LMP2 race cars. This connection to racing heritage is evident in the car's striking appearance and performance capabilities.
Scuderia Cameron Glickenhaus SCG 003S or "Stradale," sat on display at the Geneva Motor Show 2015. (Picture from: Autoblog)
The design and engineering of the SCG 003 were executed in collaboration with some of the most talented professionals in the automotive world. Granstudio, a design studio based in Turin, Italy, took the lead in shaping the car’s aggressive yet aerodynamic form. Partnering with Podium Engineering, the team worked meticulously to ensure that every aspect of the vehicle was tailored for maximum performance. Paolo Catone, a former member of the Peugeot Team who had a hand in the development of the legendary Peugeot 905 and 908, played a pivotal role in ensuring that the SCG 003 could meet the demands of the most challenging racing environments. These collaborations helped give birth to a hypercar that was more than just a stunning piece of automotive engineering—it was a racing machine built to conquer the track.
Interior and dashboard view of Scuderia Cameron Glickenhaus SCG 003S. (Picture from: MotorAuthority)
The SCG 003 comes in two versions, each designed with a specific purpose in mind. The SCG 003S, or "Stradale," is the road-going version, built for those who desire both speed and elegance on the streets. With a lightweight carbon fiber chassis and a twin-turbo V6 engine, the 003S offers an exhilarating ride for those fortunate enough to experience it. Meanwhile, the SCG 003C, the "Competizione" version, is a true racing car. Equipped with a powerful 3.5-liter twin-turbo V6 engine sourced from Honda, the Competizione version produces an impressive 530 horsepower, enabling it to achieve outstanding track performance. Coupled with a sequential transmission system, the Competizione version is designed to take on the world’s most demanding racing circuits.
Scuderia Cameron Glickenhaus SCG 003C "Competizione," sat on display at the Geneva Motor Show 2015. (Picture from: Autoblog)
The SCG 003’s performance is truly extraordinary, with the car achieving a record-breaking time at the Nürburgring Nordschleife, one of the most famous and challenging race tracks in the world. The car completed the 12.9-mile course in a blistering 6 minutes and 43 seconds, outpacing the Porsche 918 and even beating the previous record held by the Pagani Zonda R. This incredible achievement further solidified the SCG 003’s status as one of the fastest and most capable vehicles ever built. Such accomplishments underscore the car's true racing pedigree and reinforce James Glickenhaus’s commitment to producing vehicles that blend cutting-edge technology with traditional motorsport excellence.
Interior and dashboard view of Scuderia Cameron Glickenhaus SCG 003C. (Picture from: UltimateCarPage)
As SCG continues to make waves in the automotive world, the SCG 003 stands as a testament to the company’s ambition and ingenuity. The car’s combination of striking design, unparalleled performance, and racing heritage ensures that it will remain a symbol of automotive excellence for years to come. With deliveries of the SCG 003S expected to begin later this year, fans and enthusiasts eagerly await the chance to see this remarkable machine in action. The legacy of the SCG 003 is just beginning, and it’s clear that James Glickenhaus and his team have only scratched the surface of what they can achieve in the world of supercars.
The SCG 003 is a prime example of how passion and expertise can come together to create something truly exceptional. For those who appreciate the art of car design and the thrill of high-performance driving, the SCG 003 represents the pinnacle of what a modern supercar can be. With its rich history, cutting-edge technology, and undeniable pedigree, the SCG 003 is more than just a car—it’s a symbol of innovation and the relentless pursuit of excellence in the world of automotive engineering. As we look toward the future of SCG, it’s exciting to think about the next chapter in this remarkable journey. *** [EKA [18042015] | FROM VARIOUS SOURCES | SCG 003 | AUTOBLOG | MOTORAUTHORITY | ULTIMATECARPAGE | CARSCOOP | GIZMAG | CAR_REVS_DAILY ]
Note: This blog can be accessed via your smart phone
Caged Legend - The 1990s were an era of automotive brilliance, birthing some of the most iconic performance cars ever made. It was a time when manufacturers pushed the limits of engineering, creating machines that dominated both the streets and the racetrack. Amidst the giants of this golden age, some extraordinary models flew under the radar, either due to their rarity or their exclusivity. One such machine, shrouded in mystery and intrigue, is the Nissan GT-R Skyline R33 LM. A car built with racing in its DNA, yet one that was never sold nor even driven on public roads.
The Nissan GT-R R33 LM, shrouded in mystery and intrigue, was built for racing but never sold or driven on public roads. (Picture from: TopGear)
The story of this elusive masterpiece begins in 1995 when Nissan set its sights on the grueling 24 Hours of Le Mans, one of the most prestigious endurance races in the world. To comply with the new GT1 class regulations, manufacturers needed to create a road-going version of their race car to qualify for entry. Unlike many competitors who built multiple homologation units, Nissan took a different approach—they made just one. This lone R33 LM road car became a rare gem in the automotive world, a machine built to satisfy the rules but destined never to leave Nissan’s hands.
The Nissan GT-R R33 LM became a rare automotive gem, built to meet regulations but destined never to leave Nissan’s hands. (Picture from: TopGear)
The reason behind this single-unit production lies in the evolving landscape of endurance racing. The early 1990s saw the decline of Nissan’s Group C racing programs, leading the company to rethink its motorsport strategy. With regulations shifting towards production-based GT cars, Nissan chose to base its new Le Mans contender on the latest iteration of its legendary Skyline GT-R. The R32 GT-R had already earned the nickname "Godzilla"after obliterating the competition with a staggering 29 wins in 29 starts. Naturally, its successor, the R33, was expected to carry on this legacy and prove its dominance on the world stage.
The Nissan GT-R R33 LM road car remained nearly identical to its racing counterpart, featuring an Alcantara Nismo steering wheel and snug checkered racing seats. (Picture from: TopGear)
To transform the Skyline into a Le Mans-ready machine, Nissan’s motorsport division, Nismo, stripped down the R33, shedding weight until it reached just 1,150 kg. The front-wheel-drive components were removed, making it a pure rear-wheel-drive racer, while the RB26DETT engine was tuned to produce around 400 horsepower. Aerodynamics played a crucial role in its design, with an aggressive wide-body kit enhancing downforce, cooling, and stability. However, before the R33 LM could officially compete, it had to meet homologation requirements—hence the birth of the single road-going version.
The Nissan GT-R R33 LM is a pure rear-wheel-drive racer, while the RB26DETT engine was tuned to produce around 400 horsepower. (Picture from: TopGear)
Unlike typical homologation cars that often receive a more street-friendly setup, the R33 LM road car remained nearly identical to its racing counterpart. It retained the same RB26DETT engine, pushing out around 405 horsepower, while the interior was fitted with an Alcantara Nismo racing steering wheel and snug, checkered racing seats. Yet, despite these race-focused elements, Nissan made subtle modifications for road legality, including a slightly raised ride height and smaller wheels.
The Nissan GT-R R33 LM is now locked away in the Nissan Museum, a preserved symbol of a Godzilla built for battle but destined to remain behind glass. (Picture from: TopGear)
Once homologation was cleared, Nissan entered two R33 LM race cars in the 1995 Le Mans event. However, against formidable rivals like the McLaren F1 and Ferrari F40, the GT-R struggled. The number 22 car finished tenth overall and fifth in its class, while the number 23 car suffered gearbox failure and retired after 157 laps. The following year, Nissan returned with a more powerful R33 LM, but the rising dominance of the Porsche 911 GT1 led to the early cancellation of Nissan’s GT1 program. | ar7ZzHJId3g |
Despite its limited racing success, the Nissan GT-R Skyline R33 LM remains a crucial piece of Nissan’s motorsport history. It’s a machine that embodies Nissan’s determination to compete at the highest level, even if it meant creating a car that was never meant to be driven. Today, this unique road-going R33 LM is locked away in the Nissan Museum, preserved as a symbol of what could have been—a Godzilla built for battle but destined to remain behind glass, forever untamed. *** [EKA | FROM VARIOUS SOURCES | TOP GEAR | HOTCARS ]
Note: This blog can be accessed via your smart phone.
UNIQUE ONES - Ever pondered the untold stories in the realm of automobiles, especially in the heart of the United States? Amidst the dazzling array of cars gracing our streets today, a fascinating revelation emerges – until the 1980s and 1990s, America lacked a bona fide supercar capable of challenging European juggernauts like Lamborghini, Ferrari, or Porsche.
The AREx is a unique-shaped two seater American sports car crafted by IDR in collaboration with Gale Banks Engineering, and launched in 1991. (Picture from: Classic And Recreation Sports Cars)
In the end, the Condor Stinger stands as a testament to the creativity and ambition of its makers, even if its time in the spotlight was brief. As rare as it is today, it continues to intrigue automotive enthusiasts who appreciate its daring design, innovative features, and the story of how it tried to carve its place in the history of custom sports cars. It may not have achieved the lasting fame of some other iconic cars, but for those who are fortunate enough to own one, it remains a rare and valuable part of automotive history. *** [EKA | FROM VARIOUS SOURCES | RARECOMPONENTCARS | HOTRODMAGAZINE | JUSTCARS | ALLCARINDEX | ROAD&TRACK ]
