Performance Paradox - Electric cars are increasingly rewriting the rules of automotive design, blending nostalgia with futuristic ambition in ways that feel both familiar and surprising. In that space where past inspiration meets modern engineering, few creations capture the contrast as vividly as Mugen’s reworked Super-One—an electric car that looks ready for the racetrack, yet carries a powertrain that tells a very different story.
The Honda Mugen Super-One—an electric car that looks ready for the racetrack, yet carries a powertrain that tells a very different story. (Picture from: Carscoops)
The Super-Oneitself draws heavily from the playful spirit of the 1980s, echoing the compact and characterful presence ofthe classic City Turbo II. Honda’s original concept already leaned into retro performance cues, but Mugen, the brand’s long-time performance partner, decided to amplify that identity. Instead of chasing outright power, Mugen approached the car as a canvas for visual drama and sharper driving feel, crafting a version that appears far more aggressive than its humble electric output might suggest.
The Honda Mugen Super-One shows an immediately striking transformation with a black chin spoiler, vented hood, wide fender extensions, carbon mirror caps, deeper side skirts, and 16-inch forged wheels that emphasize a corner-focused, performance look. (Picture from: Carscoops)
From the outside, the transformation is immediately noticeable. A black chin spoiler and vented hood give the front end a purposeful edge, while pronounced wide fender extensions add muscularity along the sides. Carbon mirror caps, deeper side skirts, and lightweight 16-inch forged wheels reinforce the impression of a car built for corners rather than city streets. At the rear, a prominent roof spoiler and reshaped bumper extensions complete a look that feels closer to a touring car than a compact EV. The design doesn’t just hint at performance—it almost insists on it.
The Honda Mugen Super-One continues the theme inside with subtle yet meaningful upgrades, including Recaro semi-bucket seats and cohesive Mugen-branded details throughout the cabin. (Picture from: Carscoops)
Inside, the theme continues with subtle but meaningful upgrades. Semi-bucket seats from Recaro replace the standard chairs, offering a more focused driving position that matches the car’s visual intent. Mugen-branded touches appear across the cabin, from floor mats to scuff plates and even the steering wheel, creating a cohesive identity. It’s not a radical overhaul, but it reinforces the idea that this is a driver-oriented machine, even if its performance credentials remain modest.
The Honda Mugen Super-One features a prominent roof spoiler and reshaped rear bumper extensions, giving it a touring car–inspired look rather than that of a typical compact EV. (Picture from: Carscoops)
Beneath the surface, Mugen’s most tangible contribution comes in the form of performance dampers developed with Yamaha, designed to improve handling precision and reduce vibrations. The chassis already sits lower and wider than its kei-car relative, giving it a planted stance to match its appearance. Yet, the electric motor remains unchanged, producing a modest 94 horsepower in Boost Mode. Honda attempts to inject some excitement through an Active Sound Control system that simulates engine noise and gear shifts, but the gap between what the car looks like and how it actually performs remains part of its unique charm. | b6ld9VJBExU | 2pBcQ0JN8i0 |
With its release set to begin in Japan in May 2026, followed by expansion into markets like Europe and Australia, the Super-Onesignals a wider global appeal—perhaps even a future in one-make racing series where its balanced chassis could truly come alive. It serves as a compelling reminder that in the electric era, performance isn’t defined solely by raw numbers, but also by character, design, and the emotion a car stirs long before the accelerator is pressed. *** [EKA | FROM VARIOUS SOURCES | CARSCOOPS ]
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Legacy Machine- Before the world knew Porsche as the creator of sleek, high-performance sports cars, the brand’s story quietly began with a vehicle that was never meant for the showroom floor. Long before the roar of engines echoed through racetracks bearing the Porsche emblem, one car laid the foundation for everything that followed. This car wasn’t born from the desire to impress collectors or dominate luxury markets—it was built with a vision of pushing boundaries and blending form with function in ways the world had never seen. That car was the Porsche Typ 64.
The Porsche Typ 64, fully built in 1939, was the first Porsche car and was personally designed by Dr. Ferdinand Porsche.(Picture from: CarVaganza)
Built in 1939, the Porsche Typ 64 wasn’t just the first vehicle to carry the Porsche name—it was the origin of an engineering legacy. Designed by Dr. Ferdinand Porsche himself, the car took its roots fromthe humble Volkswagen Beetle, which he also helped create. But this was no ordinary Beetle derivative. With aerodynamic curves and a racing spirit baked into its very form, the Typ 64was meant to compete in a road race from Berlin to Rome. However, that dream was cut short. Just as the car was ready, war erupted in Europe, and the event was scrapped before a wheel could turn in competition.
The third unit of the 1939 Porsche Typ 64 (shown here in the center before restoration) was kept by Ferry Porsche, who had it restored to its original condition by Pininfarina in 1947, then sold it in 1949 to motorcycle racer Otto Mathé.(Picture from: Ojonoticias)
Only threeTyp 64swere ever made. Of those, the first was destroyed in an accident before the race could even take place. The remaining two cars were kept by the Porsche family during the war years, serving as private vehicles for Dr. Porsche and his son, Ferry. These cars were more than machines—they were symbols of innovation preserved through chaos.
The 1939 Porsche Typ 64, driven by Austrian racer Otto Mathé, proved its capabilities by winning the 1950 Alpine Rally.(Picture from: Ojonoticias)
Sadly, not all survived unscathed. The second unit was discovered by American soldiers after the war, its roof cut off and the rest eventually left in ruins. But the third car, with chassis number 38/41, endured. It passed into Ferry Porsche’s care, and in 1948, when the Porsche brand officially emerged with its first production model, the 356, it was this car that bore the Porsche script on its nose. From that moment, the Typ 64 became more than a prototype—it became the very first car to wear the Porsche nameplate.
The Porsche Typ 64, rooted in the humble Volkswagen Beetle, was no ordinary derivative, featuring aerodynamic curves and a racing spirit built for the Berlin-to-Rome road race. (Picture from: MotorAuthority)
After the company’s foundation, the Typ 64 found its way to Austrian motorcycle racer Otto Mathé, who not only raced it but also cherished and preserved it until his death in 1995. The car later went to Thomas Gruber, a renowned Porsche expert and close friend of Mathé. Despite its early struggles and quiet origins, the Typ 64 lived on through the hands of people who deeply understood its importance.
The Porsche Typ 64 offers a glimpse into 1930s automotive craftsmanship through its uniquely styled interior and dashboard layout.(Picture from: MotorAuthority)
In 2019, the car made headlines again when RM Sotheby’s announced it would be auctioned at Monterey Car Week in California. Though no price estimate was officially released, many believed the vehicle could fetch around $20 million, possibly becoming the most valuable Porsche in existence. In preparation for the auction, a promotional film was made featuring champion driver and filmmaker Jeff Zwart alongside Porsche factory racer Patrick Long. They brought the Typ 64 to the Willow Springs Raceway, and what they discovered behind the wheel surprised even them.
The 1939 Porsche Typ 64 is powered by an upgraded 1,100 cc engine that produces between 32 and 40 horsepower.(Picture from: MotorAuthority)
Long was taken aback by the car’s modern feel despite its age. He spoke of its handling, aerodynamics, and weight distribution—all elements that reminded him oftoday’s Porsche 911. The seat position even gave him the sensation of being a fighter pilot. For a car over 80 years old, the Typ 64felt alive, precise, and astonishingly relevant.
The 1939 Porsche Typ 64, with its featherlight weight of just 618.7 kilograms, delivered performance that was impressive for its time.(Picture from: MotorAuthority)
Technically, the car remains fascinating. Though based onthe VW Beetlechassis, the frame was heavily reinforced and paired with an upgraded 1,100cc engine producing between 32 and 40 horsepower. That might sound modest today, but considering the car’s featherlight weight of just 618.7 kilograms, the performance was more than respectable for its time. And its design? Purpose-built for speed, carved by the wind, and crafted by a man who would unknowingly shape the future of sports cars.
What makes the Typ 64 so compelling isn’t just its rarity or value. It’s the way it bridges the past and future of automotive engineering. Without it, there would be no 356, no 911, and perhaps no Porsche as we know it today. This car is a quiet reminder that innovation sometimes begins with a whisper, not a bang. A whisper that would one day become the roar of engines on circuits around the world. *** [EKA [22082019] | FROM VARIOUS SOURCES | MOTORAUTHORITY | OJONOTICIAS | CONIFERA IN X ]hone.
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Fusion Beast- Choosing between raw American muscle and the sharp elegance of Italian engineering often feels like standing at a crossroads with no clear path. Do you go for the thunderous growl of Detroit steel or the precision-tuned symphony of an Italian supercar? For most, it’s a dream scenario that never leaves the imagination. But every once in a while, someone dares to merge both worlds into something that defies all labels. That’s exactly what happened with a machine known as the Tractorri, an Italian raging bull dressed in an American Mustang suit by R&H Motor Car Group.
The 2009 Tractorri Custom Coupe built by R&H Motor Car Group.(Picture from: Techeblog)
At first glance, it may look like a familiar 2006 Ford Mustang—long hood, fastback profile, and plenty of attitude. Yet beneath the skin lies a secret: the heart and soul of a Lamborghini Gallardo. This unique creation was unveiled in 2009 and even became a centerpiece at the 2019 SEMA Show, where it stunned audiences as proof that passion and imagination can bend the rules of car culture.
Front view of the 2009 Tractorri Custom Coupe.(Picture from: Techeblog)
The process of uniting these two very different cars wasn’t simple or cheap. With a reported cost of around $700,000, the Tractorri required entirely custom bodywork. Its builders borrowed styling cues from more than just the Mustang and the Gallardo—there’s even a touch of Porsche in the mix, thanks to elements inspired by the 911 Turbo. Steel fenders, side skirts, and a perfectly blended rear end featuring Gallardo taillights completed the Frankenstein fusion.
Left sude view of the 2009 Tractorri Custom Coupe.(Picture from: Techeblog)
Underneath it all, the magic lies in the mechanics. Power comes from Lamborghini’s 5.0-liter V10 engine paired with a six-speed automatic gearbox, sending force to all four wheels. The setup also includes anti-lock brakes and a front lift system—supercar technology hidden under muscle car clothing. What results is a Mustang that doesn’t just roar, it howls with Italian fury.
Interior view of the 2009 Tractorri Custom Coupe.(Picture from: Techeblog)
The name itself, Tractorri, is more than just a quirky choice. It’s a respectful nod to Ferruccio Lamborghini’s beginnings as a tractor builder before he became a legend in the world of performance cars. Even the paintwork reflects the drama: a deep crimson red body split by a bold white stripe that runs through the middle, reminding anyone who sees it that this isn’t just another modified Mustang.
Engine view of the 2009 Tractorri Custom Coupe.(Picture from: Techeblog)
Inside, the cabin continues to lean toward Lamborghini DNA. The dashboard and center console were transplanted straight froma Gallardo, with its controls and original seats adapted to fit. Alcantara covers the headliner and door panels, while illuminated sill plates give the interior a modern glow. For something built more than a decade ago, features like keyless entry and a personalized book documenting the entire build process make it feel like both a time capsule and a statement piece.
Rear side view of the 2009 Tractorri Custom Coupe. (Picture from: Techeblog)
Despite being a showstopper, the Tractorri wasn’t built to be a garage queen. It has clocked around 4,000 kilometers since its debut, a reminder that it was designed to be driven, not just admired. Every kilometer tells the story of two automotive philosophies colliding and somehow working in perfect harmony.
Today, the Tractorri stands as more than just a custom project—it’s a bold answer to the question enthusiasts have been asking for decades: what if you didn’t have to choose between American power and Italian passion? For one car, at least, the impossible became real, and the result is a masterpiece that still sparks awe years after it first hit the road. *** [EKA [15072019] | FROM VARIOUS SOURCES | R&H MOTOR CAR GROUP || GAS MONKEY GARAGE | BARRETT-JACKSON | TECHEBLOG ]
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Unexpected Shift - There’s something instantly nostalgic about the name Vespa. For most people today, it sparks images of a charming two-wheeled scooter gliding through narrow European streets. Yet, hidden in the brand’s long history is a lesser-known experiment that quietly broke expectations—Vespa 400: This is not a scooter but a car, a small four-wheeled vehicle that challenged what the Vespa identity could be.
Piaggio micro car named Vespa 400.(Picture from: Otosia)
Back in the late 1950s, when urban mobility was evolving rapidly, Piaggio—an Italian manufacturer best known for its scooters—ventured into unfamiliar territory. Instead of refining its iconic two-wheelers, the company introduced a microcar that carried the same Vespa badge. The result was the Vespa 400, officially produced between 1959 and 1961, though its development began earlier. Interestingly, the car itself was built in France by ACMA (Ateliers de Constructions de Motos et Accessoires), a partner already trusted to manufacture Vespa products, including a military scooter variant, the Vespa 150 TAP in the early 1950s.
Drawer that serves as a place to put the battery on the front.(Picture from: Otosia)
Despite its shift to four wheels, the Vespa 400retained a strong visual connection to its scooter roots. Its compact body, rounded edges, and minimalist proportions echoed the simplicity that made Vespa scooters so beloved. Yet, it also introduced unique quirks—like doors hinged from the center pillar, opening in an unconventional direction that immediately set it apart from typical cars. The fabric canvas roof added another playful touch, allowing drivers to open it up and enjoy fresh air, almost like riding a scooter but with more stability.
This mini car has a capacity of 4 passengers, but the rear is still too small for adults.(Picture from: Otosia)
Under its tiny shell, the Vespa 400housed a modest but cleverly engineered powertrain. It used a 393 cc air-cooled, two-cylinder, two-stroke engine with a perfectly square bore and stroke configuration. This design delivered balanced performance across different speeds, even if outright power was limited. Producing around 18 horsepower, the engine was paired with a 3-speed manual transmission that drove the rear wheels. While those numbers may sound modest today, they were more than adequate for a microcar of its era, enabling it to reach speeds of around 80 to 90 km/h—enough for city travel and short intercity trips.
This 393cc capacity engine is capable of producing up to 14 horsepower of power.(Picture from: Otosia)
Its layout also reflected practical thinking. The engine sat at the rear, freeing up space at the front for storage. Inside, the cabin was simple and efficient: two adult seats up front and a small rear cushion suitable for children. In total, it could carry up to four people in a pinch, though comfort was clearly optimized for two adults. Compared to modern microcars, it even offered slightly more interior flexibility, despite its tiny footprint.
Rear side view of Vespa 400.(Picture from: Otosia)
The Vespa 400arrived at a time when Europe was embracing affordable, space-efficient vehicles to meet post-war mobility needs. Microcars were not just a trend—they were a necessity. Within its first two years, around 20,000 units were produced, showing there was real interest in the concept. However, by 1961, production came to an abrupt stop. The exact reason was never officially disclosed, leaving enthusiasts to speculate about market competition, shifting consumer preferences, or internal strategic decisions at Piaggio.
Today, the Vespa 400 stands as a fascinating reminder that even the most iconic brands are capable of surprising detours. It wasn’t just a small car; it was a bold statement that Vespa could exist beyond scooters, even if only briefly. Seen through a modern lens, it feels like a precursor to today’s urban mobility solutions—compact, efficient, and slightly unconventional—proving that innovation often comes from stepping outside familiar boundaries.*** [EKA [26042019] | FROMVARIOUS SOURCES | KABAROTO | GRIDOTO ]
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Industrial Elegance - When people talk about visionary car design, the conversation almost always drifts toward dramatic supercars with wedge-shaped silhouettes and daring proportions. That’s why the name Marcello Gandini is so often linked with legends like the Lamborghini Countach and the Lamborghini Miura—machines that redefined what cars could look like. Yet hidden in Gandini’s portfolio is something far less expected, but no less fascinating: a six-door Fiat minibus designed with the same forward-thinking mindset as his most iconic creations.
The 1975 Fiat 850 T Visitors Bus, a “VIP bus” designed by Marcello Gandini and built by Bertone, blends innovation with practicality. (Picture from: ItalPassion)
The story begins in the industrial heart of Italy during the 1970s, when Gianni Agnelli was rapidly expanding the empire of Fiat. With factories growing and international attention increasing, Agnelli wanted a vehicle that could transport important guests—business partners, politicians, and dignitaries—through these facilities in a way that felt both efficient and prestigious. Rather than settling for a standard utility van, he turned to Bertone and entrusted Gandini with creating something entirely new: the Fiat 850 T Visitors Bus, a “VIP bus” that would reflect innovation as much as practicality.
The Fiat 850 T Visitors Bus, built on the Fiat 850 T platform, featured a bold geometric, almost brutalist design with clean lines and six individual doors—one for each passenger—prioritizing both visual distinction and ease of access. (Picture from: ItalPassion)
What emerged in 1975 at the Turin Motor Show was anything but ordinary. Built on the mechanical base of the Fiat 850 T, the minibus featured a striking geometric form that felt closer to architectural design than automotive convention. Its boxy, almost brutalist exterior rejected softness in favor of clean edges and bold surfaces, making it visually distinct even among experimental vehicles of its era. This was not a van trying to blend in—it was a statement piece, quietly futuristic in its own industrial way.
The Fiat 850 T Visitors Bus offered an unexpectedly refined interior, with individual seats that emphasized comfort, privacy, and a sense of personal space beyond typical utility vehicles. (Picture from: ItalPassion)
The most intriguing aspect of the vehicle was its unconventional layout. Instead of traditional side access, Gandini introduced six individual doors—one for each passenger—creating a rare configuration that prioritized ease and dignity of entry. Inside, the experience was elevated far beyond what one might expect from a utility-based vehicle. Each seat stood alone, offering personal space, while the cabin was finished with surprising refinement. Above it all, a large panoramic Plexiglas roof flooded the interior with light, allowing passengers to observe factory operations from a bright, almost lounge-like environment.
The Fiat 850 T Visitors Bus combined its avant-garde design with practical engineering, using a rear-mounted 843 cc four-cylinder engine and semi-automatic transmission for smooth, controlled movement rather than speed. (Picture from: ItalPassion)
Despite its avant-garde appearance, the engineering remained rooted in practicality. The rear-mounted 843 cc four-cylinder engine produced modest power, paired with a semi-automatic transmission designed for smooth, controlled movement rather than speed. This was intentional—the minibus was never meant for highways, but for gliding quietly through factory corridors, ensuring guests could move comfortably without distraction. Even features like dual air-conditioning systems, rare at the time, reinforced its role as a carefully crafted experience rather than just transportation. | 1VyCwDXNTSM |
Production of this remarkable vehicle was extremely limited, with fewer than six units believed to have been built and only a couple known to survive today. Originally registered under Fiat in Turin, at least one example served exactly as intended before passing through private hands and eventually into collector circles. Today, the six-door Fiat minibus stands as a reminder that innovation doesn’t always roar—it can also move quietly, carrying people through the very places where automotive history is made, wrapped in a design that dared to treat even a factory shuttle as a work of art. *** [EKA | FROM VARIOUS SOURCES | ITALPASSION ]
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Futureforged Maverick - There’s something undeniably captivating about machines that refuse to follow the rules. In a time when many cars are restored to factory perfection, the true standouts are often those shaped by bold imagination. The late 1950s and early 1960s marked a turning point in custom car culture, when builders began shifting from heavy modifications to more stylized, expressive designs—yet a few creators chose to go even further, crafting vehicles that felt like rolling visions of the future.
The 1959 Chevrolet El Camino Ultimus Custom is viewed from the front, featuring a smooth, grille-less fascia and its iconic dual bubble tops that emphasize its space-age styling.(Picture from: JalopyJournal)
Among those visionaries was Tom Holden, a Detroit-based builder who understood that standing still meant falling behind. After achieving success withhis earlier Ranchero project, he realized the scene was evolving rapidly. That realization hit home when he encountered a 1959 model from Chevrolet, prompting him to start fresh. He purchaseda brand-new Chevrolet El Caminoin 1959 and began transforming it almost immediately—an ambitious move considering he continued using it as a daily driver while the modifications were underway.
The 1959 Chevrolet El Camino Ultimus Custom is captured in profile, highlighting its low stance, extended body lines, and futuristic canopy design with the door open.(Picture from: JalopyJournal)
The build itself was a gradual but relentless process. Rather than completing it in one phase, Holden reshaped the vehicle step by step, refining both form and identity over time. The exterior was heavily reworked, with redesigned front and rear sections, extensive shaving of trim, and dramatically altered fins created by cutting deep into the body. One of its most unforgettable features came in the form of twin blue bubble canopies, vacuum-formed at Cadillac Plastics in Detroit. These прозрачные domes gave the vehicle a futuristic silhouette that looked as though it belonged to a different era altogether.
The 1959 Chevrolet El Camino Ultimus Custom features a futuristic interior crafted with help from a Chrysler concept car upholsterer, complete with floating headrests, a television, telephone, and tape recorder.(Picture from: JalopyJournal)
Inside, the transformation was just as daring. With assistance from a neighbor experienced in crafting interiors for Chrysler concept cars, the cabin evolved into a showcase of forward-thinking design. Floating headrests added a sense of weightlessness, while built-in features like a television, telephone, and tape recorder reflected the technological optimism of the early 1960s. It wasn’t just about luxury—it was about imagining what the future of driving could look like, long before such ideas became mainstream.
The 1959 Chevrolet El Camino Ultimus Custom is shown from the rear with its dramatic reshaped fins, custom tail treatment, and distinctive twin bubble canopies.(Picture from: JalopyJournal)
When the car entered the show circuit around 1963, it quickly became a sensation. At prestigious events like the Detroit Autorama, it secured major awards including Best Truck, Best Custom, and Best Interior, along with consecutive People’s Choice wins. It even received a Special Achievement Award from Ford Motor Company, highlighting its influence beyond brand boundaries. These accolades cemented its place as one of the most daring and celebrated customs of its time.
The 1959 Chevrolet El Camino Ultimus Custom was photographed at Galpin Speed Shop, where Dave Shuten had announced in January 2023 its restoration for that year’s Grand National Roadster Show. (Picture from: Kustorama)
Decades later, its story continues to evolve. By February 2018, the car was owned by Rick Klibenski of Michigan, and it reached a wider audience through its appearance on American Pickers. More recently, restoration plans announced by Galpin Speed Shop in 2023 signaled a renewed appreciation for its historical and artistic value. Far from being a relic, it remains a vivid reminder that true creativity doesn’t fade—it simply waits for the right moment to be rediscovered. *** [EKA | FROM VARIOUS SOURCES | KUSTOMRAMA | JALOPY JOURNAL | TECHEBLOG | JIMS59 ]
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With its release set to begin in Japan in May 2026, followed by expansion into markets like Europe and Australia, the Super-One signals a wider global appeal—perhaps even a future in one-make racing series where its balanced chassis could truly come alive. It serves as a compelling reminder that in the electric era, performance isn’t defined solely by raw numbers, but also by character, design, and the emotion a car stirs long before the accelerator is pressed. *** [EKA | FROM VARIOUS SOURCES | CARSCOOPS ]
