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)
While brands like Vector made valiant attempts, one enigmatic journey often slips through the cracks – Industrial Design Research (IDR) hailing from the scenic Laguna Beach, California.
Weighing in at approximately 1,180 kilograms, the IDR AREx stretched 440 centimeters in length, 203 centimeters in width, and stood at 109 centimeters in height. (Picture from: Classic And Recreation Sports Cars)
In the year 1983, David Stollery laid the foundation of IDR, armed with a rich background sculpted by roles at Opel, Chevrolet, Mazda, Renault, and Subaru. Stollery, a key player in the inauguration of the Calty Toyota styling center, led the charge for seven transformative years.
Nestled beneath its hood, a 5.7-liter twin-turbocharged V8 engine from General Motors roared to life, unleashing a formidable 590 horsepower. (Picture from: Classic And Recreation Sports Cars)
IDR's foray into the automotive arena commenced with three-wheeled marvels propelled by motorcycle engines. Fast forward to 1991, the stages of Detroit and Las Vegas bore witness to the grand unveiling of AREx, a sports roadster that would rewrite the narrative. This two-seater prototype wasn't merely a car; it embodied over a decade of meticulous craftsmanship and refinement, crafted in collaboration with Gale Banks Engineering. The acronym AREx signified American Roadster Experimental, encapsulating the audacious spirit fueling its inception.
The IDR AREx featuring a sleek two-seater layout riding on a conventional tubular box frame chassis, adorned with an open-top fiberglass body showcasing scissor doors. (Picture from: Official BanksPower)
Now, let's delve into the aesthetic allure of AREx. Envision a sleek two-seater prototype riding on a conventional tubular box frame chassis, adorned with an open-top fiberglass body showcasing scissor doors. Weighing in at approximately 1,180 kilograms, the car stretched 440 centimeters in length, 203 centimeters in width, and stood at 109 centimeters in height.
Inside the IDR AREx, adorned with rich black genuine leather, featuring a sporty style steering wheel and a sleek dashboard arrangement centered around a drive-focused instrument panel.. (Picture from: Official BanksPower)
Nestled beneath its hood, a 5.7-liter twin-turbocharged V8 engine from General Motors roared to life, unleashing a formidable 590 horsepower. Power seamlessly coursed through a 5-speed ZF gearbox, propelling the AREx from 0 to 60 miles per hour in an astonishing 3.4 seconds. It conquered the quarter mile in 10.8 seconds and boasted a top speed of 345 km/h.
Nestled beneath its hood, a 5.7-liter twin-turbocharged V8 engine from General Motors roared to life, unleashing a formidable 590 horsepower. (Picture from: Official BanksPower)
Yet, here's where intrigue takes center stage. Despite AREx boasting readiness for production, IDR opted not to thrust it into the automotive spotlight. Why? IDR asserted from the get-go that the project primarily served as a showcase of their prowess and a promotional vehicle for the brand. The precise production count remains shrouded in mystery, with speculation hinting at the existence of a solitary unit, undergoing transformations that oscillated between a vibrant red and a sleek silver.
Unfortunately, the IDR AREx seemingly vanished from public view, eschewing appearances at prestigious events and American elegance competitions post its initial revelation. (Picture from: Autogen.pl)
As is customary with one-of-a-kind prototypes, extracting concrete details proves to be a challenging pursuit. The AREx seemingly vanished from public view, eschewing appearances at prestigious events and American elegance competitions post its initial revelation.
This enigmatic disappearance only amplifies the allure of AREx, an unsung hero in the annals of American automotive history. While it may not have graced production lines, AREx proudly stands as a testament to IDR's audacity and ambition, leaving an indelible imprint on the canvas of automotive design. *** [EKA | FROM VARIOUS SOURCES | INDESRE | OFFICIAL BANKSPOWER | AUTOGEN.PL | CLASSIC AND RECREATION SPORTS CARS | CARSTYLING.RU ]
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Remarkable WORKS - In the realm of automotive creativity, SEMA stands as a testament to the extraordinary, showcasing S-KLUB LA's latest triumph in 2023 – the Ferrari 612 TR Tepista. Renowned for reshaping Mercedes-Benz and Porsche models, this Los Angeles-based customization workshop, led by John Sarkisyan, has once again captured the attention of enthusiasts.
The Toyo Treadpass section is always home to some of SEMA’s most innovative new builds, at the SEMA 2023 with John Sarkisyan’s latest creation named the Ferrari 612 TR Tepista.. (Picture from: CarBuzz)
The Tepista's story unfolds as a compelling journey of transformation. John Sarkisyan and his team meticulously overhauled a 2008 Ferrari 612 Scaligetti, drawing inspiration from the iconic 1957 Ferrari 500 TR Spider by Scaglietti.
The 2008 Ferrari 612 Scaglietti serves as the base model for the Ferrari 612 TR Tepista by S-Klub LA. (Picture from: ClassicDriver)
Pyrun Men from S-KLUB LA, as cited by TopGear, describes the Tepista's theme as rooted in Formula 1, evident in its cohesive features – a rear spoiler, diffuser, front lip, and side skirts. From the outset, this project was destined to be controversial, demanding the full extent of their creative prowess.
The construction of the Ferrari 612 TR Tepista by S-Klub LA drew inspiration from the legendary 1957 Ferrari 500 TR Spider Scaglietti. (Picture from: RMSotheby)
A dedicated team of 12 skilled professionals invested four months in breathing life into this restomod masterpiece. Love it or not, one cannot deny its status as the pinnacle of automotive artistry. The custom handcrafted bodywork seamlessly merges carbon fiber and glass insert panels, discarding the once-prominent Pininfarina-designed bodywork of the 612 Scaglietti for a blend of vintage style with modern touches.
The Ferrari 612 TR Tepista powered by a naturally aspirated 5.7-liter V12 engine, producing an impressive 533 horsepower and 434 lb-ft of torque. (Picture from: Autocar)
The unconventional diffuser, in defiance of classic lines, harmoniously complements the side skirts, accentuating the striking color and integrated exhaust pipes. The rear boasts a prominent diffuser and a sizable wing, with the only remnants of the original 612 being the round taillights and the naturally aspirated 5.7-liter V12 engine, producing an impressive 533 horsepower and 434 lb-ft of torque.
The unconventional diffuser, in defiance of classic lines, harmoniously complements the side skirts, accentuating the striking color and integrated exhaust pipes. (Picture from: TopGear)
Outfitted with HRE wheels and Toyo Proxes R888R tires, the formidable Ferrari accelerates from 0 to 62 mph in four seconds, reaching a top speed of 199 mph. Speculations arise that the Tepista could potentially achieve even higher speeds, underscoring the need for protective eyewear if one intends to unleash its full potential.
While the exterior undergoes a comprehensive redesign, the interior of the Ferrari 612 TR Tepista remains unchanged, receiving a makeover with vibrant blue leather and complementary yellow accents. (Picture from: CarBuzz)
The Tepista, with its speedster aesthetics reminiscent of the Ferrari Monza SP1, stands in stark contrast to the outgoing 612 Scaglietti, soon to be succeeded by the 812 Superfast. The creator, who has an account Slang500 in Instagram revealed the idea had been brewing for years, and the realization has proven to be a resounding success.
One of the remarkable custom creations by S-Klub LA is the Mercedes-Benz 300 SL 'Gullwing Speedster.' (Picture from: S-KlubLA)
Despite the thorough exterior redesign, the interior of the 612 remains intact. The cabin undergoes a facelift with bright blue leather and yellow accents. S-KLUB LA has a history of turning heads at SEMA with remarkable replicas of iconic vehicles, including the Tesla Model 3-poweredMercedes-Benz 300 SL Gullwing and various custom Porsches.
While some may frown upon the modification of exotic vehicles like Ferraris, witnessing the exceptional results prompts a reconsideration. This extraordinary custom creation pays homage to Ferrari's heritage in a uniquely pleasing manner, adhering to the highest standards. One aspect to be thankful for is the retention of the original Ferrari V12 drivetrain, steering clear of electric drivetrain swaps, so we can still hear the original roar.
Perhaps, in due time, we will uncover more about the meticulous process and hard work invested in transforming the 612 Scaglietti into this one-of-a-kind 612 TR Tepista. If you're intrigued by the prospect of owning a car as distinctive as this, feel free to reach out to the automaker HERE. *** [EKA | FROM VARIOUS SOURCES | SKLUBLA | SLANG500 | TOPGEAR | CARBUZZ | AUTOCAR | CLASSICDRIVER | RMSOTHEBYS ]
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Rising STAR - The Corvette stands as a powerful symbol of automotive greatness, its legacy intertwined with the rich tapestry of racing history from its early days. In the dynamic 1960s, a revolutionary era in sports car design unfolded, with the Ford GT40 and Chevrolet-backed Chaparral leading the vanguard in embracing the mid-engine layout.
The Chevrolet Astro II XP-880 unveiled at the 1968 New York Auto Show marked the beginning of a series of experimental mid-engine Corvettes.. (Picture from: MotorTrend)
Amidst this period of innovation, the introduction of the Chevrolet Astro II (XP-880) at the 1968 New York Auto Show marked the beginning of a series of experimental mid-engine Corvettes, stirring excitement among fans of exotic sports cars.
The Chevrolet Astro II featured a captivating yet less extreme styling than its predecessor with primary focus was on spotlighting the prowess of the mid-mounted powertrain. (Picture from: MotorTrend)
Diverging from its predecessor, the Astro I, the Astro II featured a captivating yet less extreme styling. Its primary focus was on spotlighting the prowess of the rear-mounted powertrain. Notable enhancements included the addition of doors for convenient passenger compartment access, setting it apart from the Astro I.
Notable enhancements of the Chevrolet Astro II included the addition of doors for convenient passenger compartment access, setting it apart from the Astro I.. (Picture from: MotorTrend)
While retaining the rear compartment hatch, it now granted access to the engine compartment, with the front compartment serving as a practical storage area. The innovative placement of a big-block V-8 in reverse, snugly beneath reclined seats, defined Chevy R&D's daring venture into mid-engine Corvettes. The Tempest transaxle's torque converter was boldly attached to the front of the crankshaft. Despite weighing 200 pounds less than a stock 427 Corvette, the car grappled with challenges arising from the transaxle's weakness.
Responding to Ford's exploration of mid-engine street cars, Chevrolet's designers swiftly embarked on crafting their version – the Astro II. Unveiled just 11 months later, it fueled widespread speculation about whether this would usher in the next evolution of the iconic Vette.
The Chevrolet Astro II XP-880 propelled by a robust 427 engine coupled with coupled with a Tempest two-speed transaxle, made it a closer resemblance to a Can-Am racer than a conventional street car. (Picture from: CorvSport)
The utilization of off-the-shelf components facilitated a swift and cost-effective production of the Astro II. However, a lack of serious commitment from Chevrolet led to the adoption of an out-of-production 1963 Pontiac Tempest two-speed transaxle. In contrast, Ford equipped the Mach 2 with a race-proven four-speed manual gearbox, prompting the pivotal question – could a two-speed automatic Corvette be taken seriously if pushed into production? The answer remained uncertain.
Inside the Chevrolet Astro II, adorned with rich black genuine leather, featuring a three-spoke steering wheel and a sleek dashboard arrangement centered around a drive-focused instrument panel. (Picture from: CorvSport)
Despite inherent design weaknesses, the Astro II presented a compelling effort. Its exotic appearance unmistakably declared "Corvette," showcasing a central backbone frame and safety beam-housing thick doors. A strategically placed 20-gallon fuel cell in the center of the frame, coupled with seamlessly integrated engine, suspension, and drivetrain components, added to its allure.
The Chevrolet Astro II has a weight of 3,300 pounds – 300 pounds lighter than a production Corvette – it maintained nearly identical external dimensions. (Picture from: CorvSport)
Propelled by a robust 427 engine, the Astro II bore a closer resemblance to a Can-Am racer than a conventional street car. Equipped with production Camaro and Corvette suspension parts and high-performance street tires, the Astro II impressively achieved 1.0 g of cornering grip during tests. Weighing in at 3,300 pounds – 300 pounds lighter than a production Corvette – it maintained nearly identical external dimensions.
The Chevrolet Astro II legacy resonates in the hearts of enthusiasts, immortalizing an era when the Corvette fearlessly embraced the mid-engine revolution. (Picture from: MotorTrend)
As the Astro II underwent rigorous track testing in the spring of 1968, the visionary Zora Arkus-Duntov and his team concurrently grappled with the transaxle challenge. Their solution materialized in the form of the stunning XP-882, an advancement that tantalizingly neared the prospect of gracing showroom floors.
In essence, the Astro II and its mid-engine counterparts represent a pivotal chapter in the Corvette's storied history. Despite challenges, these innovative creations underscored the relentless pursuit of excellence and the indomitable spirit of automotive engineering. Their legacy resonates in the hearts of enthusiasts, immortalizing an era when the Corvette fearlessly embraced the mid-engine revolution.
While in the realm of audacious design, a continuation of the Astro moniker emerged a year later with the Chevrolet Astro III in 1969, showcased an even more extreme design and was powered by a Model 250-C18 gas turbine engine. *** [EKA | FROM VARIOUS SOURCES | MOTORTREND | CORVETTE.NL | CORVSPORT ]
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Hidden GEMS - Embarking on a journey through the fascinating world of classic cars often unveils tales of innovation and masterful craftsmanship. Today, we dive into the intriguing story of a remarkable sports car, born in the unassuming workshops of a small French company.
The 1968 SARAP Proto 681 powered by Gordini 1296 engine. (Picture from: VroomVroom)
Our focus turns to Société Alsacienne de Recherches et d'Applications des Plastiques (SARAP), a name that might not immediately ring a bell. Yet, behind this unassuming exterior, SARAP played a pivotal role in crafting not one but two extraordinary racing cars before venturing into the creation of the iconic Bufallo buggy. This distinctive buggy, with its original design, left an indelible mark on the French motoring landscape, standing as a testament to the hidden brilliance within SARAP's walls.
The 1968 SARAP Proto 681 powered by Gordini 1296 engine.(Picture from: VroomVroom)
In 1968, a young technical enthusiast named André Koenig embarked on a captivating project to create a racing car. Hidden away in a barn in the Alsatian village of Breitenbach, Koenig drew inspiration from iconic sports cars of the era, including the Ferrari P4, Porsche 906, and Matra 630. The culmination of his efforts resulted in the SARAP Proto 681, marking the inception of a captivating chapter.
The SARAP Proto 681 was created by André Koenig in 1968, inspired by the Ferrari P4, Porsche 906, and Matra 630. (Picture from: Buggy-Buffalo-SARAP.fr)
The evolution from SARAP Proto 681 to the 691, (and later during 1970s) with the 701 involved a series of developments, envisioning these cars as kits adaptable to the preferences and budgets of buyers. The vehicle's versatility allowed for various engines, ranging from the serene Dauphine to the potent 6-cylinder Porsche and the NSU 1200.
The SARAP Proto 681 featured with unique gull-wing door-style. (Picture from: Buggy-Buffalo-SARAP.fr)
However, the concept of marketing kits posed challenges. Buyers, often lacking mechanical expertise, found it daunting to assemble road-approved vehicles. Despite being designed for competition, only one buyer managed to partake in a hill race with the SARAP Proto, achieving modest results.
The SARAP 691' versatility also allowed for various engines, ranging from the serene Dauphine to the potent 6-cylinder Porsche and the NSU 1200. (Picture from: AllCarIndex)
Enter Roland Beilé, a dynamic and successful publicist, who threw his support behind the company's modest team by spearheading the promotion of these cars. Several promotional initiatives unfolded, leading to the sale of seventeen SARAP Proto units in different configurations.
The SARAP 701 Gordini 1600 sat on display at the Expo Condat Ler Montboissier 2016. (Picture from: Buggy-Buffalo-SARAP.fr)
To fund these ambitious endeavors, SARAP subcontracted fiberglass components for various products, including telephone booths, bathtubs, agricultural gear casings, and notably, buggy hulls. The pivotal moment arrived in 1969 when SARAP's history intertwined with that of Bruce F. Meyers and his innovative American buggy creation.
The SARAP 701 Gordini 1600 sat on display at the Expo Condat Ler Montboissier 2016.(Picture from: BRT63.Over-Blog)
A Quebec student named Blanchard, aiming to finance his stay in Strasbourg, envisioned marketing buggies in North America. Importing a Canadian version of the Manx, he commissioned SARAP for several hulls, a venture plagued by financial setbacks. One of these bodies languished as collateral in a dusty corner, awaiting a hypothetical payment.
The 1975 SARAP 701 Gordini sat on display at the Strasbourg Retrorencard 2010. (Picture from: VroomVroom)
Upon returning from the US, Roland Beilé recognized the burgeoning dune-buggy phenomenon overseas and foresaw a similar trend in Europe. Fueled by this insight, he confidently declared to his colleague André Koenig: "This will be done."
The 1975 SARAP 701 Gordini sat on display at the Strasbourg Retrorencard 2010. (Picture from: VroomVroom)
And thus, the stage was set for SARAP to carve its niche in the automotive landscape as the premier buggy maker, weaving together the threads of innovation, collaboration, and a touch of serendipity. The story of SARAP serves as a testament to the unpredictable and exciting journey of a small company leaving an enduring mark on the world of classic automobiles. *** [EKA | FROM VARIOUS SOURCES | BUGGY-BUFFALO-SARAP.FR | VROOMVROOM | BRT63.OVER-BLOG | ALLCARINDEX ]
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Forgotten GEMS - Embarking on a virtual journey through the automotive realm, we stumbled upon a remarkable GT car from the 1960s, a precursor to McLaren's iconic 1966 sports car—the Elva GT160. Born in 1964 under the craftsmanship of Elva Cars, a distinguished British automotive company founded by Frank Nichols in 1955, this classic gem holds a significant place in automotive history.
The Elva GT160 born under the craftsmanship of Elva Cars, designed by Trevor Fiore of Carrozzeria Fisore, and unveiled at the Turin Motor Show 1964. (Picture from: Carrozzieri-Italiani)
During the vibrant 1960s, Elva Cars flourished, producing a series of racing cars that graced American road races, including the Elva Mk-6, Mk-7, Mk-7S, and Mk-8. Notably, the Porsche-engined Mk-7 and Mk-7S models achieved success, rivaling formidable counterparts like the Lotus 23.
The Fiore's GT160 design featured a fastback coupe with a low-slung chassis, a glass greenhouse, and low window sills. (Picture from: PoeschlOnCars)
In a distinctive move, Elva Cars favored BMW four-cylinder engines over their Porsche-powered counterparts. This preference led Nichols and partner Carl Haas to develop the Elva Mk-8, characterized by increased length and a user-friendly weight distribution. Between 1963 and 1964, the company produced over five to six dozen Mk-7 and Mk-7S racing cars.
The dual front air intakes, reminiscent of mid-engined Elvas, remained, but retractable headlights replaced the plastic bubbles seen in open racers. (Picture from: PoeschlOnCars)
Inspired by the marriage of its chassis with a BMW engine, Nichols and his team envisioned a versatile GT car derived from a racing car chassis—a vehicle that could cater to both weekend racers and touring enthusiasts. The prototype, shaped by Trevor Fiore, an automotive designer associated with the Italian coachbuilder Carrozzeria Fissore, materialized into the Elva GT160.
The Elva GT160's wheelbase increased by 3 inches compared to the Mk-7, reaching 93 inches, while the weight under 1,300 pounds. (Picture from: BDMCLassicCars)
Fiore's design featured a fastback coupe with a low-slung chassis, a glass greenhouse, and low window sills. Horizontal creases, extending from the chiseled snout to the rear deck, added a touch of sophistication. The dual air intakes, reminiscent of mid-engined Elvas, remained, but retractable headlights replaced the plastic bubbles seen in open racers.
The Elva GT160's cabin equiped with two racing bucket seats, coupled with a three-spoke steering wheel, and simple dashboard filled with various gauges. (Picture from: BDMCLassicCars)
Collaborating with chassis designer Keith Marsden, Fiore retained the Mk-7's twin radiators, positioning them ahead of the rear wheels with a pivot mechanism for optimal cooling. The wheelbase increased by 3 inches compared to the Mk-7, reaching 93 inches, while keeping the weight under 1,300 pounds.
The Elva GT160 retained the Mk-7's twin radiators, positioning them ahead of the rear wheels with a pivot mechanism for optimal cooling. (Picture from: BDMCLassicCars)
The GT160 brilliantly translated the radical proportions of mid-engined racers into a road-worthy GT car eligible for both club racing and endurance racing. For British automotive enthusiasts, particularly Londoners seeking an alternative to their Lotus Elan and Jaguar E-Type, the GT160 offered an intriguing option.
Two Elva GT160s featured Nerus BMW dry-sump engines, while the third boasted a Buick aluminum V8. (Picture from: PoeschlOnCars)
In 1964, the Fissore workshop near Turin saw the crafting of three prototypes, signaling an ambitious plan for GT160 production. Two cars featured Nerus BMW dry-sump engines, while the third boasted a Buick aluminum V8. Unveiled at the Turin Motor Show 1964, the GT160 garnered an extraordinary response, with eager customers willing to queue. However, cost challenges during Italian bodywork completion doubled the anticipated launch expenses. Trojan Ltd., a truck manufacturer, subsequently acquired Elva Cars, leading to Nichols' departure.
The Elva GT160 brilliantly translated the radical proportions of
mid-engined racers into a road-worthy GT car eligible for both club racing and endurance racing. (Picture from: PoeschlOnCars)
Despite financial hurdles, two GT160 cars continued their racing endeavors. Elva Cars' new owners, in collaboration with Bruce McLaren, shifted towards a racing car design, marking Elva's shifted names out to be the McLaren. This shift culminated in the creation of McLaren's potent V8 race car for the Can Am Series in North America.
The GT160's legacy endures as a testament to innovative design and racing spirit. Despite production challenges and McLaren's evolution into an automotive powerhouse, the allure of this classic gem remains etched in the automotive history of the 1960s. *** [EKA | FROM VARIOUS SOURCES | GOODWOOD | MOTOR-CAR.NET | POESCHL ON CARS | ULTIMATECARPAGES | CARROZZIERI-ITALIANI | BDMCLASSICCARS | COACHBUILD ]
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While brands like Vector made valiant attempts, one enigmatic journey often slips through the cracks – Industrial Design Research (IDR) hailing from the scenic Laguna Beach, California. 
This enigmatic disappearance only amplifies the allure of AREx, an unsung hero in the annals of American automotive history. While it may not have graced production lines, AREx proudly stands as a testament to IDR's audacity and ambition, leaving an indelible imprint on the canvas of automotive design. *** [EKA | FROM VARIOUS SOURCES | INDESRE | OFFICIAL BANKSPOWER | AUTOGEN.PL | CLASSIC AND RECREATION SPORTS CARS | CARSTYLING.RU ]
