ISIS AM01: A Dutch Sports Car with a Japanese Turbo Engine

Crossbred Precision - In the vast landscape of European performance cars, attention often gravitates toward Italy, Germany, or the United Kingdom. Yet every so often, a smaller nation quietly produces something that challenges expectations. That is precisely the story behind the ISIS AM01, a Dutch sportscar that blends European craftsmanship with Japanese engineering muscle. At first glance, it may seem like another obscure boutique project, but a closer look reveals a bold attempt to carve out space in a fiercely competitive supercar arena.  

The ISIS AM01 was developed by the Dutch manufacturer ISIS Cars, led by Anton van Nunen and Max Alting Siberg, and unveiled at the 2011 Auto RAI exhibition in Amsterdam. (Picture from: AutoGespot.nl)

The AM01 was developed by the Dutch manufacturer ISIS Cars, led by Anton van Nunen and Max Alting Siberg. For many enthusiasts, the brand name barely rings a bell, and that anonymity makes the project even more intriguing. Publicly unveiled at the 2011 Auto RAI exhibition in Amsterdam, the AM01 was not built entirely from scratch. Instead, it evolved from the platform of the Saker GT, a lightweight sports car produced by the small Dutch company Saker. Rather than hiding this lineage, ISIS Cars embraced it, refining and reshaping the foundation to create a more assertive and distinctive machine. 

The ISIS AM01 features a front fascia that blends exotic-inspired styling, with rounded headlights reminiscent of the Pagani Zonda and a wide grille similar to the Spyker C8. (Picture from: CarBuzz)

Visually, the AM01 carries an aggressive presence that immediately signals its ambitions. The front fascia combines cues reminiscent of established exotics, with rounded headlights that evoke the spirit of the Pagani Zonda and a wide grille layout similar in character to the Spyker C8. From the side, pronounced air intakes and sharp, rigid body lines reinforce its muscular stance. The rear design, however, is more conservative; its squared-off form and absence of a spoiler give it a slightly retro impression compared to more contemporary hypercars.  

The ISIS AM01, when viewed from the side, showcases pronounced air intakes and sharp, rigid body lines that emphasize its muscular stance and purposeful sports car character. (Picture from: AutoGespot.nl)

Beneath the styling lies a lightweight composite body shell, helping the AM01 maintain a remarkably low weight of just 850 kilograms—an impressive figure that plays a crucial role in its dynamic performance. Powering the car is a 2.0-liter turbocharged boxer engine sourced from the Subaru Impreza WRX STI. This four-cylinder unit produces 275 horsepower and up to 350 Nm of torque, delivered to the wheels through a five-speed manual gearbox.  

The ISIS AM01 features a more conservative rear design, where its squared-off shape and the absence of a spoiler create a slightly retro impression when compared with more contemporary hypercars. (Picture from: AutoGespot.nl)

In an era increasingly dominated by dual-clutch automatics and electronic driving aids, the AM01’s mechanical simplicity feels refreshingly analog. ISIS Cars claimed a 0–100 km/h sprint of just 4.2 seconds and a top speed of 260 km/h—figures that place it firmly within serious sports car territory. The combination of a lightweight chassis and a proven Japanese performance engine created a compelling formula focused on raw driving engagement rather than technological excess. Priced at €120,000 at launch, the AM01 positioned itself in a challenging segment, competing with more established names and broader dealer networks. | J2krLxgTGlc |

Still, its existence speaks to the enduring spirit of independent automotive creators who dare to build something different. Today, when the industry is rapidly shifting toward electrification and digital integration, the ISIS AM01 stands as a reminder of a time when lightweight construction, manual gearboxes, and cross-continental engineering collaborations defined the thrill of driving. It may not be a household name, but it embodies the courage and creativity of small manufacturers determined to leave their own mark on the performance car world. *** [EKA | FROM VARIOUS SOURCES | CARBUZZ | PISTONHEADS | OTOMOTIFNET.GRIDOTO | AUTOGESPOT.NL ]

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Zanussi Fontebasso Sport: A Handbuilt 1948 Italian Barchetta with Racing Roots

Featherweight Racer - In the years immediately following World War II, Italy’s automotive landscape was driven as much by creativity as by necessity. Materials were scarce, budgets were tight, and yet the passion for racing never faded. Small workshops and ambitious engineers began transforming humble road cars into lightweight competition machines, often crafted almost entirely by hand. Out of this inventive environment emerged the Zanussi Fontebasso Sport, a rare Italian barchetta built in 1948 that perfectly captures the spirit of postwar ingenuity and grassroots motorsport. 

The 1948 Zanussi Fontebasso Sport, a rare Italian barchetta built in 1948 that perfectly captures the spirit of postwar ingenuity and grassroots motorsport. (Picture from: Carrozzieri-Italiani)

The project was developed through the collaboration between engineer Fioravante Zanussi and racing driver Antonio Fontebasso, combining technical ambition with a driver’s practical understanding of competition needs. Th, ir approach followed a common Italian tradition of the era: start with a simple mechanical base and transform it into something far more specialized. In this case, the foundation came from the compact Fiat 500B Topolino chassis, which was reinforced and adapted to handle stronger performance components. The car’s distinctive aluminum bodywork was crafted by Carrozzeria Vendrame in Mareno di Piave, a coachbuilder known for shaping lightweight competition bodies for small displacement sports cars. 

The 1948 Zanussi Fontebasso Sport was built on a reinforced Fiat 500B Topolino chassis and featured distinctive aluminum bodywork crafted by Carrozzeria Vendrame in Mareno di Piave. (Picture from: Carrozzieri-Italiani)

Mechanically, the Zanussi Fontebasso Sport began life with a modified engine prepared by Siata, based on the Topolino’s tiny 569 cc inline-four. Equipped with an aluminum performance cylinder head and twin carburetors, the engine produced an estimated 30 to 35 horsepower—an impressive figure for such a small displacement at the time. Later, the car received a more powerful upgrade: a 750 cc engine sourced from the Lancia Ardea. This unit delivered around 50 horsepower at 5,000 rpm, sending power to the rear wheels through a four-speed manual gearbox. The suspension combined independent front transverse leaf springs with a rear live axle supported by semi-elliptic springs, while drum brakes were installed on all four wheels to manage the car’s modest but lively performance. 

The 1948 Zanussi Fontebasso Sport features a minimalist racing cockpit with a large three-spoke steering wheel, simple round gauges, and brown leather bucket seats focused purely on driving performance. (Picture from: Carrozzieri-Italiani)

Visually, the car embraced the minimalist philosophy typical of postwar Italian sports racers. Its hand-formed aluminum panels were mounted over a tubular structure, resulting in a remarkably low weight of roughly 480 kilograms. The design featured open cycle fenders, a sharply cut-down windscreen, and an exposed external fuel filler, all leading toward a slender, tapering rear end that defined the classic barchetta silhouette. The emphasis on a low frontal area and reduced mechanical resistance reflected the racing priorities of the period—simplicity, lightness, and efficiency often mattered more than raw horsepower. 

The 1948 Zanussi Fontebasso Sport embraced the minimalist philosophy of postwar Italian sports racers, featuring hand-formed aluminum panels over a tubular structure and weighing just around 480 kilograms. (Picture from: Carrozzieri-Italiani)

Only three examples of the Zanussi Fontebasso Sport were ever constructed, making it one of the rarer small-capacity Italian racing cars of its era. Just a single car is known to survive today, identified by chassis number 5500748. Originally owned and raced by Antonio Fontebasso alongside co-driver Diego Zanotto, it competed in the 1949 and 1950 editions of the Coppa d’Oro delle Dolomiti, a demanding mountain road race in northern Italy. | JW2iWQrNbgc |

Decades later, the same car was certified for participation in historic editions of the Mille Miglia, supported by documentation from FIA and ASI archives. As one of the few surviving examples of early postwar 750 cc racing craftsmanship, the Zanussi Fontebasso Sport remains a vivid reminder of a time when determination, ingenuity, and hand-built engineering defined the soul of Italian motorsport. *** [EKA | FROM VARIOUS SOURCES | CARROZZIERI-ITALIANI ]

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Xiaomi Vision GT: Xiaomi’s Bold Leap into the Future of Virtual Supercars

Digital Manifesto - The automotive world is no stranger to bold experiments, but in recent years the most daring ideas have emerged not only from racetracks and design studios, but also from digital arenas. As technology companies continue to blur the line between hardware, software, and mobility, cars are becoming extensions of connected ecosystems. It is within this evolving landscape that the Xiaomi Vision Gran Turismo steps forward—a machine born not for highways, but for high-speed circuits inside a game console, yet carrying ambitions that stretch far beyond the screen.  

The Xiaomi Vision Gran Turismo, developed under chief designer Li Tianyuan, follows a “less is more” philosophy where every contour is shaped for aerodynamic purpose rather than mere visual drama. (Picture from: GTPLanet)

Unveiled at MWC Barcelona, held from March 2–5, 2026 in Barcelona, the Vision GT marked another milestone in Xiaomi’s rapid expansion into the automotive sphere. Developed under the creative direction of chief designer Li Tianyuan, the two-door concept embraces a “less is more” philosophy. Every contour and surface was sculpted with aerodynamic intent, not merely visual drama. Its wide, low stance and carbon fiber rear spoiler emphasize stability and speed, while the clean bodywork reflects a design language that favors function-driven minimalism over ornamentation.

The Xiaomi Vision Gran Turismo projects modern supercar confidence with a bold front splitter and sharp T-shaped headlights that create a focused, predatory front profile. (Picture from: GTPLanet)

Visually, the car speaks the language of modern supercars with unmistakable confidence. A pronounced front splitter dominates the fascia, paired with sharp T-shaped headlights that give the nose a focused, almost predatory expression. Scissor doors add theatrical flair, opening upward to reveal an interior that feels closer to a futuristic cockpit than a traditional cabin. Open wheel arches highlight performance intent, and Xiaomi’s signature C-shaped taillights anchor the rear. Interestingly, those halo-like rear lights double as cooling ducts, demonstrating how even decorative elements serve a technical role in the overall aerodynamic strategy. 

The Xiaomi Vision Gran Turismo departs from conventional layouts with a butterfly-inspired steering wheel that frames a panoramic display stretching across the dashboard. (Picture from: GTPLanet)

Inside, the Vision GT abandons conventional automotive layouts. The steering wheel takes on a butterfly-inspired form, framing a panoramic display that stretches across the dashboard. Xiaomi refers to the seating concept as a “cocoon-shaped sofa,” designed to envelop occupants in a lounge-like atmosphere rather than a rigid racing bucket. The digital experience is just as immersive: a feature called Xiaomi Pulse adjusts ambient lighting and sound profiles according to the driver’s mood, seamlessly integrating with the brand’s broader smart ecosystem. It feels less like stepping into a car and more like entering a responsive digital environment tailored to the individual. 

The Xiaomi Vision Gran Turismo features halo-like rear lights that also function as cooling ducts, showing how even decorative elements contribute to its aerodynamic strategy. (Picture from: GTPLanet)

The Vision GT’s technical specifications reinforce that this is no superficial styling exercise. It boasts a drag coefficient of 0.29, downforce measured at -1.2, and an aerodynamic efficiency ratio of 4.1. Advanced features such as an Active Wake Control System and specially designed “Accretion Rims” manage airflow around the body to optimize stability and cooling.  

The Xiaomi Vision Gran Turismo features halo-like rear lights that also function as cooling ducts, showing how even decorative elements contribute to its aerodynamic strategy. (Picture from: GTPLanet)

The project was realized through the Vision Gran Turismo program in collaboration with Sony Interactive Entertainment, bringing the car exclusively into Gran Turismo 7. The program’s creator, Kazunori Yamauchi, even described the Vision GT as a model for the modern era, placing it in the same conceptual league as legendary marques like Ferrari and Porsche. Prior to this, Xiaomi had already signaled its digital ambitions when founder Lei Jun confirmed in June 2025 that the SU7 Ultra would join the game—the first Chinese production car to appear in the iconic racing franchise. | DlmeEk4wQEw |

Yet perhaps the most fascinating aspect of the Xiaomi Vision GT is that it will never occupy a physical showroom or private garage. It exists entirely in the virtual world, accessible only through a PlayStation console. Still, its purpose extends beyond entertainment. The aerodynamic experiments, software integration, and user-interface concepts explored in this digital supercar hint at possible directions for Xiaomi’s real-world electric vehicles. In an era where boundaries between reality and simulation are increasingly fluid, the Vision GT stands as a bold declaration: the future of automotive innovation may very well be prototyped in pixels before it ever touches asphalt. *** [EKA | FROM VARIOUS SOURCES | GTPLANET | THEVERGE | ARENAEV | TIMESINDONESIA | JAGATREVIEW ]

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Lenham-Hurst GT and GTR: The Forgotten Sports Cars of a Bold Racing Era

Racing Relic - In the golden decades of motorsport innovation, many remarkable cars emerged not from massive manufacturers but from determined engineers and small workshops driven by passion. These projects often blended experimentation, creativity, and a willingness to challenge conventional thinking. Among the fascinating creations from that era is the Lenham-Hurst GT, a rare sports racing machine that reflects the ambitious spirit of independent British engineering in the late 1960s. 

The 1968 Lenham-Hurst GT, a rare sports racing machine that reflects the ambitious spirit of independent British engineering in the late 1960s. (Picture from: en.Springbook.de)

The story begins with Julian Kingsford-Booty, founder of the Lenham Motor Company in 1962. Initially, the company gained recognition for producing fiberglass body kits designed to transform the modest Austin-Healey Sprite into a more aerodynamic fastback known as the Lenham Sprite. These conversions demonstrated Kingsford-Booty’s fascination with lightweight materials and streamlined shapes—concepts that would later influence more ambitious racing designs. 

The Lenham-Hurst GT, built in 1968, featured a lightweight space-frame chassis with a central aluminium tub and fiberglass bodywork, appearing either as a gullwing-door coupe or an open sports racer. (Picture from: en.Springbook.de)

A major turning point came in 1969 when Kingsford-Booty partnered with racing enthusiast Roger Hurst to establish Lenham-Hurst Racing. Their aim was to develop a new generation of sports racing cars using advanced design thinking of the time. The resulting machines, including the P69 and P70 racers, were built on lightweight space-frame chassis with a central aluminium tub and fiberglass bodywork. Some versions featured distinctive gullwing doors on the coupe models, while others were configured as open sports racers. Power typically came from mid-mounted four-cylinder engines supplied by Ford, Lotus, or Cosworth, providing strong performance while keeping weight to a minimum. 

The Lenham-Hurst GT, built in 1968 by Roger Hurst and initially known as the Hurst GT, was designed primarily for racing despite company literature suggesting possible road use. (Picture from: Fahrzeuge.rezbach.de)

Within this experimental environment emerged the car known as the Lenham-Hurst GT, originally built in 1968 by Hurst and initially referred to as the Hurst GT. Although company literature occasionally suggested the possibility of road use, the car’s design clearly reflected its racing ambitions. Its bodywork was shaped for aerodynamic efficiency, while the chassis emphasized rigidity and balance. Inside, the cockpit was sparse and functional, prioritizing driver focus rather than comfort, which was typical of competition-focused sports prototypes of the period. 

The 1968 Lenham-Hurst GT bodywork was shaped for aerodynamic efficiency, while the chassis emphasized rigidity and balance. (Picture from: en.Springbook.de)

The car quickly proved its competitive potential. In 1969, Roger Hurst partnered with Ray Calcutt and successfully won the STP Motorsport Championship with the GT. When racing regulations later allowed open-top cars, the vehicle was converted into a Spider configuration by the end of that season. For the 1970 campaign, French driver François Libert took the wheel. Unfortunately, the car suffered a severe accident at the Autodrome de Linas-Montlhéry, after which it was transferred to the Lenham-associated company Société Darnval. Decades later, in 1994, British collector David Methley acquired the damaged car and carried out a meticulous restoration. The revived machine returned to racing events in 2002 and, by 2005, managed to win its class at every event it entered. The car runs with a Cosworth FVA engine and is currently owned by a racing car collector from Denmark. 

The 1973 Lenham-Hurst GTR was conceived as a street-capable grand touring version of the lightweight racing platform. (Picture from: en.Springbook.de)

Alongside the racing GT, another intriguing derivative appeared: the Lenham-Hurst GTR, a road-legal interpretation of the P69 race car concept. Developed by Kingsford-Booty, Hurst, and engineer David Miall-Smith, the GTR was conceived as a street-capable grand touring version of the lightweight racing platform. Originally, three cars were planned, but only a single example was completed in 1973. Like the racing model, the GTR used a space-frame structure with a central aluminium tub designed by Peter Coleman and fiberglass bodywork. Its mid-mounted engine layout originally featured a Lotus twin-cam unit, later replaced with a 1.6-litre Lotus twin-cam producing around 140 horsepower, paired with a Renault four-speed transaxle. 

The Lenham-Hurst GTR used a mid-mounted Lotus twin-cam engine, later upgraded to a 1.6-litre version producing about 140 horsepower and paired with a Renault four-speed transaxle. (Picture from: en.Springbook.de)

The lone GTR eventually made its way to Sweden in 1987, where it remained for decades before attracting the attention of retired aircraft engineer Tom Karlsson. In 2017 he purchased the car in poor condition and embarked on a demanding three-year restoration that consumed roughly 2,500 hours of work. The project included replacing the original perspex windscreen with laminated glass, improving the door mechanisms, refining body components, and installing a heater and defrost system to make the car more usable on public roads. 

The Lenham-Hurst GTR, completed as a single example in 1973, featured a space-frame structure with a central aluminium tub designed by Peter Coleman and fiberglass bodywork similar to its racing counterpart. (Picture from: en.Springbook.de)

Seen together, the Lenham-Hurst GT and its rare GTR sibling represent two sides of the same vision: one born for the racetrack and the other adapted for the road. Both cars capture the restless creativity of a time when small engineering teams dared to imagine their own performance machines. Even today, their rarity and unconventional design keep them alive in the memories of enthusiasts who appreciate the bold experimentation that shaped motorsport’s most intriguing chapters. *** [EKA | FROM VARIOUS SOURCES | EN.SPRINGBOOK.DE | ULTIMATECARPAGE | HYDE184L | CLASSIC AND RECREATION SPORTSCARS IN FACEBOOK | RACE CARS DIRECT IN FACEBOOK ]

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Monteverdi High Speed 375 L: A Rare Swiss-Italian Grand Tourer

Alpine Aristocrat - In the golden age of grand tourers, when Europe’s elite measured distance not in miles but in experiences, a handful of cars dared to blend speed with sophistication in ways that still feel magnetic today. Among them stands the Monteverdi High Speed 375 L—a rare Swiss creation infused with Italian artistry and American muscle. It was not merely a luxury coupe; it was a declaration that Switzerland, better known for watches and banking, could craft an automotive statement bold enough to share the stage with Europe’s most celebrated marques.

The Monteverdi High Speed 375 L—a rare Swiss creation infused with Italian artistry and American muscle. (Picture from: Silodrome)

Behind this ambitious project was Peter Monteverdi, a former racing driver turned entrepreneur who launched his automotive venture with remarkable confidence. Barely a year into producing cars under his own name, Monteverdi envisioned a grand tourer capable of rivaling the likes of Maserati Ghibli, Ferrari 365 GT 2+2, and Aston Martin DBS. The 375 L represented the long-wheelbase evolution of his High Speed series, crafted to offer both high-speed composure and genuine long-distance comfort. Its unveiling at the prestigious Geneva International Motor Show signaled Monteverdi’s serious entry into the upper echelon of the automotive world, positioning his young company alongside established luxury performance brands. 

The Monteverdi Highspeed 375 L featured a cabin tailored for refined travel, with high-quality materials, thoughtfully arranged instrumentation, and generous seating that embodied the essence of a classic grand tourer. (Picture from: Silodrome)

The visual identity of the 375 L came from the celebrated Italian designer Pietro Frua. Frua’s styling was restrained yet expressive, defined by crisp proportions, clean surfaces, and an understated elegance that avoided excess. The longer wheelbase gave the car a poised and dignified stance, enhancing rear passenger space without sacrificing balance. Inside, the cabin was tailored for refined travel: high-quality materials, carefully arranged instrumentation, and generous seating space turned the car into a true grand tourer in the classical sense. Italian flair shaped the aesthetics, while Swiss precision anchored the execution, creating a harmonious duality that made the 375 L feel both artistic and exact. 

The Monteverdi Highspeed 375 L featured a robust American V8 engine sourced from Chrysler, delivering the effortless power expected of a top-tier grand tourer in the late 1960s. (Picture from: Silodrome)

Beneath its sculpted bodywork lay a robust American V8 engine sourced from Chrysler, delivering the effortless power expected of a top-tier GT in the late 1960s. This cross-continental engineering choice was deliberate. By pairing dependable American performance with European craftsmanship, Monteverdi ensured the 375 L could offer strong acceleration and reliable cruising capability—qualities essential for a clientele that valued both speed and comfort. It was a car designed not only to be admired under showroom lights but to devour highways with authority and composure. 

The Monteverdi High Speed 375 L stands as a rare artifact of 1960s ambition, when independent manufacturers could still challenge giants with vision and courage. (Picture from: Silodrome)

The story of the Frua-bodied 375 L, however, is as intriguing as its design. Monteverdi initially commissioned Frua to build 50 examples, later raising the target to 100 after a positive reception. Financial complications at Frua’s workshop and Monteverdi’s hesitation to fund expanded tooling ultimately meant that just a single 375 L in this exact Frua specification was completed. A second body found its way to AC Cars, forming the basis of the AC 429. Monteverdi then shifted production to Carrozzeria Fissore in Savigliano, where a redesigned 375 L 2+2 was produced in limited numbers until 1972. Adding further drama, Monteverdi later faced a legal dispute with Frua over design rights—an issue complicated by his own promotional materials openly crediting the Turin-based stylist for the car’s shape. | FcQkKMVf22o |

Today, the Monteverdi High Speed 375 L stands as a rare artifact of 1960s ambition, when independent manufacturers could still challenge giants with vision and courage. It embodies exclusivity not as a marketing slogan but as an unavoidable reality—born from limited production, cross-border collaboration, and a singular moment in automotive history. More than half a century later, its blend of Swiss engineering discipline, Italian design elegance, and American power continues to capture imaginations, reminding us that true luxury often comes from daring to build something the world has never quite seen before. *** [EKA | FROM VARIOUS SOURCES | CARROZZIERI-ITALIANI | CLASSICDRIVER | BELOWTHERADAR | SILODROME ]

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The 1967 Van der Velde Special – A Wedge Low-Stance Handbuilt Dutch Sports Car

Solitary Velocity - Ambition has always been the quiet engine behind the world’s most intriguing machines. Long before digital design tools and crowdfunding platforms made experimentation easier, there were individuals who simply decided to build something extraordinary with their own hands. One such story unfolds in the Dutch city of Leeuwarden, where a young and determined Martin van der Velde set out in the mid-1960s to create what he believed could become the lowest sports car on earth. The result of that bold vision was the remarkable 1967 Van der Velde Special.

The 1967 Van der Velde Special. (Picture from: RareCarsOnly)

Van der Velde was not backed by a factory, investors, or even a small team of mechanics. He worked entirely alone, sketching his ideas by hand and turning them into reality piece by piece. As a foundation, he selected the chassis of the iconic Volkswagen Beetle, a logical yet clever choice known for its reliability and adaptable platform. From there, everything became deeply personal. There was no catalog ordering of performance parts or outsourcing of bodywork. Each bracket, mount, control, and interior detail was individually fabricated in his own workspace, reflecting a level of dedication rarely seen even in that experimental era of automotive history.

The 1967 Van der Velde Special. (Picture from: en.Amklassiek.nl)

Visually, the Van der Velde Special stood apart from mainstream sports cars of the 1960s. Its body was shaped into a strikingly low coupe silhouette, emphasizing aerodynamics long before wind tunnels became standard for independent builders. Most of the steel panels were hand-formed, carefully hammered and refined to achieve smooth, flowing lines that gave the car a sense of motion even when stationary. Beneath the sculpted exterior sat a tuned Volkswagen 1500 engine, delivering power through a lightweight structure that balanced agility and mechanical simplicity. Inside, the cabin followed the same philosophy as the exterior—minimalist, functional, and purpose-built—where every component existed because Van der Velde had personally designed and installed it. 

The 1967 Van der Velde Special. (Picture from: RareCarsOnly in Facebook)

Despite reaching the stage of a fully running prototype, the car never entered production and was never publicly showcased. Like many privately built creations of its time, it quietly retreated into obscurity. Stored in a garage on Engelsestraat in Leeuwarden, the Van der Velde Special remained hidden for nearly four decades. In 2007, Van der Velde briefly awakened his creation, starting the engine after years of silence and confirming that the mechanics still held together. The car was then parked once more, only to resurface later through an online advertisement that caught the attention of Volkswagen specialists Femme de Vries and Sander Marinus. Recognizing its historical and cultural importance, they acquired the car in 2025 and began the careful process of returning it to proper running condition while preserving its originality.

The 1967 Van der Velde Special. (Picture from: RareCarsOnly in Instagram)

Today, the 1967 Van der Velde Special resonates far beyond its modest origins. In an age dominated by mass production and digital replication, this hand-built coupe stands as a reminder of what individual creativity can achieve. Its flat-four engine runs again, not as a relic, but as a living expression of a young builder’s daring vision from the 1960s. More than just a rare prototype, it represents a moment when passion outweighed practicality and when one person’s determination was enough to shape steel, challenge conventions, and leave behind a machine that still sparks curiosity decades later. *** [EKA | FROM VARIOUS SOURCES | RARE CARS ONLY | EN.AMKLASSIEK.NL | RARE CARS ONLY IN FACEBOOK ]

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