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 describedthe Vision GTas 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 thatthe 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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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 asthe 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 withthe GT. When racing regulations later allowed open-top cars, the vehicle was converted intoa Spider configurationby 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)
Alongsidethe racing GT, another intriguing derivative appeared: the Lenham-Hurst GTR, a road-legal interpretation ofthe P69 race car concept. Developed by Kingsford-Booty, Hurst, and engineer David Miall-Smith, the GTRwas 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 GTRused 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 GTReventually 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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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 ofMaserati Ghibli, Ferrari 365 GT 2+2, and Aston Martin DBS. The 375 Lrepresented 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 ofthe 375 Lcame 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 justa single 375 Lin 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 Lstands 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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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 ofthe 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 Specialstood 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.
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 Specialremained 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.
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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Singular Thoroughbred - In the early 1950s, performance cars began to transcend their mechanical purpose, evolving into cultural symbols shaped as much by design as by speed. Ferrari stood at the center of that transformation, blending competition engineering with the artistry of Italy’s finest coachbuilders. Among the most intriguing expressions of this moment is the Ferrari 250 MM Vignale Berlinetta—a singular machine that unites racing pedigree, sculptural elegance, and an unexpected dialogue with fashion illustration.
The Ferrari 250 MM Vignale Berlinetta 0334MM is captured on the streets of Bern, where its elegant proportions are complemented by the distinctive Vignale chromework along the sills. (Picture from: PorterPress)
Developed from the 250 Sport platform, the 250 MMwas engineered for endurance competition, benefiting from a 3.0-liter Colombo V12 and meaningful chassis refinements, including Houdaille shock absorbers that improved stability and road control. Although equipped with a four-speed synchronized gearbox, the car proved notably more manageable than earlier Ferraris, making it competitive yet comparatively composed. The model earned victories on Italian soil and gained early recognition in the United States, where drivers such as Phil Hill helped strengthen Ferrari’s reputation across the Atlantic.
The Ferrari 250 MM Vignale Berlinetta 0334MM mirrors Giovanni Michelotti’s figurino sketches for Luigi Chinetti and the Lily Ann fashion house, echoing its fastback silhouette and distinctive triple side vents. (Picture from: Carrozzieri-Italiani)
Amongthe thirteen 250 MMs bodied by Carrozzeria Vignale, twelve were open barchettas. Only one emerged as a closed berlinetta—chassis 0334MM—designed by Giovanni Michelotti. Its proportions are unmistakably purposeful: a long, low bonnet stretching forward with a subtle central hood scoop, a cabin set slightly rearward, and a gently tapering fastback roofline that flows into a compact, rounded tail. The front fascia features a wide oval grille with pronounced mesh, flanked by integrated round headlamps that soften the car’s competition stance. Along the flanks runs a thin chrome strip that accentuates horizontal movement, while just behind the front wheel arches sit three precisely aligned horizontal air vents—one of the berlinetta’s most distinctive visual signatures.
The Ferrari 250 MM Vignale Berlinetta 0334MM participated in the 1954 Liège–Rome–Liège Rally, completing the demanding event without any recorded mechanical defects. (Picture from: PorterPress)
Those triple vents are not merely aesthetic flourishes. Positioned low and parallel above the rocker panel, they provide functional cooling while reinforcing the car’s balanced, technical character. Unlike many other 250 MM variants, which displayed different vent treatments or none at all, 0334MM’s configuration is specific and identifiable. The interior mirrors this clarity of purpose: focused instrumentation, minimal ornamentation, and a driver-oriented layout that favors engagement over luxury.
The Ferrari 250 MM Vignale Berlinetta 0334MM stands as one of the most significant rediscoveries among early Ferrari models from the 1950s. (Picture from: PorterPress)
Delivered in 1954 to Swiss gentleman racer Karl Lanz, the berlinetta quickly proved its capability by securing a class victory in the demanding Liège-Rome-Liège Rally without reported mechanical trouble. The car later passed to Peter Monteverdi, who campaigned it in hill climbs and rallies before becoming Switzerland’s official Ferrari importer. Over subsequent decades, the car remained within European ownership and has been carefully preserved in a German family collection since the mid-1980s, maintaining both its mechanical integrity and historical character.
The Ferrari 250 MM Vignale Berlinetta 0334MM retains a complete set of matching numbers and carries an exceptional and well-documented history. (Picture from: PorterPress)
What adds another layer of intrigue to 0334MM is its visual resonance with Michelotti’s figurino sketches created during a collaboration involving Luigi Chinetti and the American fashion house Lily Ann. In those illustrations, a fastback berlinetta appears before the Lily Ann boutique, echoing the real car’s oval grille, hood scoop, slender side trim, and—most notably—the trio of horizontal vents behind the front wheels. The drawn version heightens drama and stance for artistic effect, yet its structural cues align strikingly with the physical form of 0334MM. While no archival documentation definitively confirms a direct link between the actual berlinetta and Michelotti’s fashion illustration, the shared design language suggests a compelling visual continuity rather than coincidence.
The Ferrari 250 MM Vignale Berlinetta 0334MM was hidden for years within a factory in Rapperswil, Switzerland, before Rob de la Rive Box loaded it onto a transporter bound for its new owner, Paul F. Schouwenburg in Holland. (Picture from: PorterPress)
In that space between aluminum bodywork and pen-and-ink stylization, the Ferrari 250 MM Vignale Berlinetta emerges not only as a rare competition car, but as a design object capable of crossing boundaries—where engineering precision, coachbuilt craftsmanship, and mid-century cultural imagination briefly converged into one enduring silhouette. *** [EKA | FROM VARIOUS SOURCES | FERRARI | CARROZZIERI-ITALIANI | ULTIMATECARPAGE | POESCHLONCARS | PORTERPRESS ]
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Postwar Sculpture - Progress in the automotive world has often been driven by individuals who dared to think differently, especially in moments of historical transition. In the late 1940s, as Europe rebuilt itself after World War II, engineers and designers became fascinated with aerodynamics, inspired by aircraft technology and the promise of higher efficiency. Within this climate of experimentation emerged the Fiat 1100 Padovan Aerodynamica, a rare and daring interpretation of an already familiar Italian platform.
The Fiat 1100 Padovan Aerodynamica was built by coachbuilder R. Padovan of Pordenone, Northern Italy, on a pre-1953 Fiat 1100 chassis, placing it firmly in the immediate postwar era. (Picture from: WouterBregman in Flickr)
To understand the car properly, the timeline must be clear. The Fiat 1100 name did not originate in 1953. Earlier versions had already been in circulation before and during the war, derived fromthe Fiat 508 C Balilla 1100introduced in the late 1930s. These pre-1953 models used a traditional chassis layout. Only in 1953 did Fiat launcha completely new-generation 1100with a modern unibody construction, which remained in production until 1969 before being replaced bythe Fiat 128. The Padovan Aerodynamicawas built on the earlier, pre-1953 Fiat 1100 chassis, firmly anchoring it in the immediate post-war era.
The Fiat 1100 Padovan Aerodynamica features circular headlamps set within sculpted contours beside a narrow horizontal grille, while a subtle ridge along the hood adds definition and suggests motion even at rest.(Picture from: ElCluBar)
Between 1947 and 1949, coachbuilder R. Padovan of Pordenone, Northern Italy, crafted this remarkable one-off entirely from aluminum. Unlike large industrial manufacturers, Padovan worked independently, shaping the body by hand over the Fiat mechanical base. The completed car debuted in 1949 but never entered production. It remained a single experimental example, a personal vision translated into metal rather than a commercial project.
The Fiat 1100 Padovan Aerodynamica features a compact late-1940s cabin with a metallic dashboard, thin-rimmed ivory steering wheel, and simple analog gauges. (Picture from: ElCluBar)
Visually, the Padovan Aerodynamica is arresting in its purity. The body flows in a continuous teardrop-like curve from nose to tail, with rounded fenders integrated smoothly into the overall form. The front end features circular headlamps set into sculpted contours alongside a narrow horizontal grille opening. A subtle ridge running along the hood adds definition and gives the car a sense of forward motion even when stationary.
The Fiat 1100 Padovan Aerodynamica features a sweeping roofline that flows into an elongated rear with a pronounced dorsal fin, echoing the aerodynamic philosophy of the Tatra T87 and anticipating later motorsport stability concepts.(Picture from: ElCluBar)
From the side, the roofline sweeps dramatically toward an elongated rear section defined by a pronounced dorsal fin. This element recalls the aerodynamic philosophy seen inthe Tatra T87and anticipates stability concepts that would later influence motorsport engineering, including rear aerodynamic solutions used in Formula One. The wraparound rear window blends elegantly into the curved bodywork, while the compact wheels with simple hubcaps reinforce the car’s clean, purposeful stance.
The Fiat 1100 Padovan Aerodynamica features a wraparound rear window that flows into the curved bodywork, while compact wheels with simple hubcaps reinforce its clean stance. (Picture from: WouterBregman in Flickr)
Inside, the cabin reflects a purposeful and almost experimental character typical of late-1940s craftsmanship. The dashboard is compact and functional, finished in a light metallic tone that matches the car’s exterior spirit. A large, thin-rimmed ivory steering wheel dominates the driver’s area, its simple circular horn ring and minimal spokes emphasizing elegance over ornamentation. Behind it sits a cluster of classic analog gauges—clearly arranged and slightly protruding—giving the cockpit a technical, instrument-focused feel rather than a decorative one. | eoENTJKvMT0 |
The seating appears straightforward and supportive, upholstered in dark material that contrasts sharply with the lighter dashboard. The cabin layout feels narrow and intimate, reinforcing the sense that this car was shaped around aerodynamic philosophy rather than luxury. Metal structural elements and exposed simplicity hint at hand-built construction, while the generous glass area allows natural light to enter, preventing the space from feeling confined. Overall, the interior mirrors the exterior’s philosophy: clean, efficient, and driven by function with subtle futuristic undertones. | HMTToNW1TyQ |
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 ]
