Instagram story viewer> @classictorque> Tagged
ClassicTorque(@classictorque)'s profile avatar HD Profile

ClassicTorque

@classictorque

8.2K
followers
1377
following
@bob.rtry_inc sharing you some automotive biodiversity
All the photos are exclusively mine
Ask for permission before use
All rights reserved
POSTS STORIES REELS TAGGED
The 1948 Veritas RS, chassis no. 5038, is a result of the determination of post-war European motorsport. Veritas emerged in Germany with a simple philosophy to take the proven engineering of the BMW 328 and transform it into a lighter, faster and more focused racing machine. Founded by Ernst Loof, Georg Meier and Lorenz Dietrich, the company initially rebuilt and developed BMW 328s before BMW objected to the use of its name, leading the cars to become known simply as Veritas. Chassis 5038 dates to 1948 and represents one of the earliest and most significant examples of the marque’s Rennsport model. With its lightweight aluminum body, two-seat configuration and BMW-derived mechanicals, the RS was purpose-built for competition rather than comfort. By 1949, the cars were producing approximately 125 horsepower, with some examples reaching around 135 hp. As supplies of original BMW 328 components became increasingly scarce, Veritas developed its own 2.0-liter engine with assistance from Heinkel Flugzeugwerke. The RS quickly earned a reputation on European circuits, and examples would eventually compete in five World Championship Grands Prix during 1952 and 1953. Fritz Riess recorded the marque’s best World Championship Formula One result with a seventh-place finish at the 1952 German Grand Prix. Chassis 5038 itself has an impressive competition history, including an eighth-place finish at the 1950 Rheinland Nürburgring race, where it was driven by Belgian racer Jacques Swaters for Ecurie Belgique. Only a small number of RS examples were constructed, making surviving cars exceptionally significant today. The RS would also serve as the foundation for Veritas’ early road cars, including the Komet, essentially a road-going interpretation of the racing machine. Production ultimately ended in 1950 after financial difficulties prevented Veritas from turning strong demand into a sustainable business. • How many made? Approximately 20–25 Veritas RS examples • Engine: 2.0-liter BMW 328-derived inline-six • Debut: 1948 • Top Speed: Approximately 125 mph • 0-60: n/a • Photo Credit: @classictorque • Research: @rarecarsonly
1
Download
The 1948 Veritas RS, chassis no. 5038, is a result of the determination of post-war European motorsport. Veritas emerged in Germany with a simple philosophy to take the proven engineering of the BMW 328 and transform it into a lighter, faster and more focused racing machine. Founded by Ernst Loof, Georg Meier and Lorenz Dietrich, the company initially rebuilt and developed BMW 328s before BMW objected to the use of its name, leading the cars to become known simply as Veritas. Chassis 5038 dates to 1948 and represents one of the earliest and most significant examples of the marque’s Rennsport model. With its lightweight aluminum body, two-seat configuration and BMW-derived mechanicals, the RS was purpose-built for competition rather than comfort. By 1949, the cars were producing approximately 125 horsepower, with some examples reaching around 135 hp. As supplies of original BMW 328 components became increasingly scarce, Veritas developed its own 2.0-liter engine with assistance from Heinkel Flugzeugwerke. The RS quickly earned a reputation on European circuits, and examples would eventually compete in five World Championship Grands Prix during 1952 and 1953. Fritz Riess recorded the marque’s best World Championship Formula One result with a seventh-place finish at the 1952 German Grand Prix. Chassis 5038 itself has an impressive competition history, including an eighth-place finish at the 1950 Rheinland Nürburgring race, where it was driven by Belgian racer Jacques Swaters for Ecurie Belgique. Only a small number of RS examples were constructed, making surviving cars exceptionally significant today. The RS would also serve as the foundation for Veritas’ early road cars, including the Komet, essentially a road-going interpretation of the racing machine. Production ultimately ended in 1950 after financial difficulties prevented Veritas from turning strong demand into a sustainable business. • How many made? Approximately 20–25 Veritas RS examples • Engine: 2.0-liter BMW 328-derived inline-six • Debut: 1948 • Top Speed: Approximately 125 mph • 0-60: n/a • Photo Credit: @classictorque • Research: @rarecarsonly
3
Download
The 1948 Veritas RS, chassis no. 5038, is a result of the determination of post-war European motorsport. Veritas emerged in Germany with a simple philosophy to take the proven engineering of the BMW 328 and transform it into a lighter, faster and more focused racing machine. Founded by Ernst Loof, Georg Meier and Lorenz Dietrich, the company initially rebuilt and developed BMW 328s before BMW objected to the use of its name, leading the cars to become known simply as Veritas. Chassis 5038 dates to 1948 and represents one of the earliest and most significant examples of the marque’s Rennsport model. With its lightweight aluminum body, two-seat configuration and BMW-derived mechanicals, the RS was purpose-built for competition rather than comfort. By 1949, the cars were producing approximately 125 horsepower, with some examples reaching around 135 hp. As supplies of original BMW 328 components became increasingly scarce, Veritas developed its own 2.0-liter engine with assistance from Heinkel Flugzeugwerke. The RS quickly earned a reputation on European circuits, and examples would eventually compete in five World Championship Grands Prix during 1952 and 1953. Fritz Riess recorded the marque’s best World Championship Formula One result with a seventh-place finish at the 1952 German Grand Prix. Chassis 5038 itself has an impressive competition history, including an eighth-place finish at the 1950 Rheinland Nürburgring race, where it was driven by Belgian racer Jacques Swaters for Ecurie Belgique. Only a small number of RS examples were constructed, making surviving cars exceptionally significant today. The RS would also serve as the foundation for Veritas’ early road cars, including the Komet, essentially a road-going interpretation of the racing machine. Production ultimately ended in 1950 after financial difficulties prevented Veritas from turning strong demand into a sustainable business. • How many made? Approximately 20–25 Veritas RS examples • Engine: 2.0-liter BMW 328-derived inline-six • Debut: 1948 • Top Speed: Approximately 125 mph • 0-60: n/a • Photo Credit: @classictorque • Research: @rarecarsonly
1
Download
Meet the 1994 Bugatti EB110 Supersport (SS), s/n 39010, originally ordered in Blu Bugatti with a one tone Nero Inchios leather interior by a customer from Venezuela. After the collapse of the Bugatti brand during the 1960’s, it wouldn’t be until the late 80’s that Italian entrepreneur, Romano Artioli would seek to revive the brand. Early discussions from four prominent men in the industry took place consisting of Italian industrialist, Ferruccio Lamborghini, French financial director, Jean-Marc Borel, Italian mechanical engineer and automotive designer, Paolo Stanzani, and Italian entrepreneur, Romano Artioli with a primary goal of developing a new supercar in a limited production fashion. In 1987, Artioli and Borel had reached a deal with Messier-Hispano-Bugatti in order to acquire the Bugatti name, and thus, Bugatti Automobili S.p.A. was created. Chassis development began with work being handled by Tecnostile, and subsequently, multiple designers were asked to submit proposals for what would later become the EB110 supercar including Paolo Martin, Giorgetto Giugiaro, Nuccio Bertone and Marcello Gandini. Stanzani was replaced in 1990 by Italian mechanical engineer Nicola Materazzi as the project’s new Production Chief Engineer. The production EB110 GT was finally completed, exactly 110 years after Ettore Bugatti’s birth, in 1991. The SS variant of the EB110 served as a more radical version of the EB110 GT, and the main changes from the GT to the SS included a more powerful engine, revised exterior aerodynamics such as a fixed rear wing, and more. This particular car was selected for the first public presentation of the EB110 Supersport at the Retromobile Motor Show in France. The car was then driven to Spain, later registered in Switzerland, and eventually offered for sale in Zurich before passing to a second owner in the Netherlands and eventually returning back to Switzerland in 2016. • How many made? Approximately 33 • Engine: 3.5 L Bugatti quad-turbocharged V12 - 603hp • Debut: 1992 Geneva (Concept S ‘Supersport’) • Top Speed: ~ 220mph • 0-60mph: ~ 3.14 seconds • Photo Credit: @classictorque • Research: @rarecarsonly
1
Download
Meet the 1994 Bugatti EB110 Supersport (SS), s/n 39010, originally ordered in Blu Bugatti with a one tone Nero Inchios leather interior by a customer from Venezuela. After the collapse of the Bugatti brand during the 1960’s, it wouldn’t be until the late 80’s that Italian entrepreneur, Romano Artioli would seek to revive the brand. Early discussions from four prominent men in the industry took place consisting of Italian industrialist, Ferruccio Lamborghini, French financial director, Jean-Marc Borel, Italian mechanical engineer and automotive designer, Paolo Stanzani, and Italian entrepreneur, Romano Artioli with a primary goal of developing a new supercar in a limited production fashion. In 1987, Artioli and Borel had reached a deal with Messier-Hispano-Bugatti in order to acquire the Bugatti name, and thus, Bugatti Automobili S.p.A. was created. Chassis development began with work being handled by Tecnostile, and subsequently, multiple designers were asked to submit proposals for what would later become the EB110 supercar including Paolo Martin, Giorgetto Giugiaro, Nuccio Bertone and Marcello Gandini. Stanzani was replaced in 1990 by Italian mechanical engineer Nicola Materazzi as the project’s new Production Chief Engineer. The production EB110 GT was finally completed, exactly 110 years after Ettore Bugatti’s birth, in 1991. The SS variant of the EB110 served as a more radical version of the EB110 GT, and the main changes from the GT to the SS included a more powerful engine, revised exterior aerodynamics such as a fixed rear wing, and more. This particular car was selected for the first public presentation of the EB110 Supersport at the Retromobile Motor Show in France. The car was then driven to Spain, later registered in Switzerland, and eventually offered for sale in Zurich before passing to a second owner in the Netherlands and eventually returning back to Switzerland in 2016. • How many made? Approximately 33 • Engine: 3.5 L Bugatti quad-turbocharged V12 - 603hp • Debut: 1992 Geneva (Concept S ‘Supersport’) • Top Speed: ~ 220mph • 0-60mph: ~ 3.14 seconds • Photo Credit: @classictorque • Research: @rarecarsonly
2
Download
Meet the 1994 Bugatti EB110 Supersport (SS), s/n 39010, originally ordered in Blu Bugatti with a one tone Nero Inchios leather interior by a customer from Venezuela. After the collapse of the Bugatti brand during the 1960’s, it wouldn’t be until the late 80’s that Italian entrepreneur, Romano Artioli would seek to revive the brand. Early discussions from four prominent men in the industry took place consisting of Italian industrialist, Ferruccio Lamborghini, French financial director, Jean-Marc Borel, Italian mechanical engineer and automotive designer, Paolo Stanzani, and Italian entrepreneur, Romano Artioli with a primary goal of developing a new supercar in a limited production fashion. In 1987, Artioli and Borel had reached a deal with Messier-Hispano-Bugatti in order to acquire the Bugatti name, and thus, Bugatti Automobili S.p.A. was created. Chassis development began with work being handled by Tecnostile, and subsequently, multiple designers were asked to submit proposals for what would later become the EB110 supercar including Paolo Martin, Giorgetto Giugiaro, Nuccio Bertone and Marcello Gandini. Stanzani was replaced in 1990 by Italian mechanical engineer Nicola Materazzi as the project’s new Production Chief Engineer. The production EB110 GT was finally completed, exactly 110 years after Ettore Bugatti’s birth, in 1991. The SS variant of the EB110 served as a more radical version of the EB110 GT, and the main changes from the GT to the SS included a more powerful engine, revised exterior aerodynamics such as a fixed rear wing, and more. This particular car was selected for the first public presentation of the EB110 Supersport at the Retromobile Motor Show in France. The car was then driven to Spain, later registered in Switzerland, and eventually offered for sale in Zurich before passing to a second owner in the Netherlands and eventually returning back to Switzerland in 2016. • How many made? Approximately 33 • Engine: 3.5 L Bugatti quad-turbocharged V12 - 603hp • Debut: 1992 Geneva (Concept S ‘Supersport’) • Top Speed: ~ 220mph • 0-60mph: ~ 3.14 seconds • Photo Credit: @classictorque • Research: @rarecarsonly
1
Download
The 1990 Bertone Nivola is a visionary two-seater coupé that pays tribute to 1930s and ’40s Italian racing legend Tazio Nuvolari, whose nickname inspired both the model and its vivid yellow livery, recalling his famous racing sweater. Revealed at the 1990 Geneva Motor Show, the Nivola reimagines the fourth-generation Corvette with a mid-engine layout, producing a dramatic stance with shortened overhangs, a broader track, and aerodynamic continuity that evokes emotion as well as function. Its chassis is crafted from square-section 25 CD 4 steel tubes for exceptional torsional rigidity, while the transmission employs a ZF five-speed transaxle shared with the De Tomaso Pantera. Front and rear quadrilateral suspension systems utilize pressed aluminum triangles, high-pressure hydropneumatic shocks, and integrated air volume to optimize ride quality, while front 8x17-inch and rear 17-inch wheels wear Michelin XGT tires in 245/40 and 315/35 sizing. Bosch ABS is fitted to ensure precise braking, while careful weight distribution around the centrally mounted Corvette-derived LT5 V8 enhances handling and stability. The interior emphasizes comfort and space, featuring ergonomically designed seats with optional built-in massagers, purple leather with light-green accents, and fully digital gauges to match the futuristic cabin theme. Bertone collaborated with Formula 1 specialists to ensure mechanical reliability, from the retractable targa roof system to the powertrain and aerodynamic surfaces. The design philosophy marries emotional appeal with technical ingenuity, from fluid lines that sweep from nose to tail to concealed luggage compartments inspired by motorcycle side pouches. Performance figures rivaled contemporary ZR-1 Corvettes, with some reports suggesting up to 650 horsepower via twin-turbo setups. What do you think of this unique machine? • How many made? Prototype / 1 • Engine: Corvette LT5 DOHC V8, up to 650 HP (twin-turbo reports) • Debut: 1990 Geneva Motor Show • Top speed: Estimated 200+ mph • 0-60mph: Approx. 4.3 seconds • Photo Credit: @cartefacts.official, @classictorque, @dtrockstar1 • Research: @rarecarsonly
3
Download
This is the 1984 Porsche 984 Prototype (BB-PW 984), an interesting project that simply got away, and could’ve found success in the market with its fuel efficient 2.0L turbocharged Type 4 F4 engine and lightweight design. The Porsche 984 Junior, commonly referred to simply as the 984, represents one of Porsche’s lesser-known experimental ventures into compact sports car design. Conceived in the mid-1980s, specifically between 1984 and 1987, this two-door roadster was envisioned as a lightweight, economical alternative to the brand’s more powerful offerings. Unlike the flagship models of the era, the 984 Junior aimed to deliver spirited driving dynamics while maintaining a lower production cost and improved fuel efficiency, drawing parallels to the Porsche 924 in concept but targeting a more accessible price point for a broader audience. The initial stages of the 984’s development were carried out in collaboration with the Spanish automaker SEAT, reflecting Porsche’s interest in pooling engineering expertise and market insights. Together, the collaboration gave rise to the unbuilt “Porsche PS,” for which a 1.5 L inline-four water-cooled engine called “System Porsche” was developed, later adopted by SEAT in the first-generation Ibiza. However, as the project progressed, Porsche opted to continue development independently, refining the 984 Junior’s engineering and aesthetic direction within its own design studios. By early 1988, Porsche formally terminated the project, citing a combination of financial considerations, market positioning concerns, and the company’s strategic focus on other models. Today, the 984 Junior remains a fascinating footnote in Porsche’s history. The 984 concept closely mirrored the Porsche-SEAT PS project, both aiming to be lightweight, enjoyable, and affordable sports cars, often using parts from contemporaneous Porsche models like the 924, 944, and 911. • How many made: 1 • Engine: 2.0 L Volkswagen Type 4 flat-four (air-cooled, 135 hp) • Debut: Concept developed 1984–1987 • Top Speed: ~220 km/h (137 mph) • 0-60mph: ~8 seconds • Photo Credit: @carbrochure, @classictorque • Research: @rarecarsonly
3
Download
This is the 1984 Porsche 984 Prototype (BB-PW 984), an interesting project that simply got away, and could’ve found success in the market with its fuel efficient 2.0L turbocharged Type 4 F4 engine and lightweight design. The Porsche 984 Junior, commonly referred to simply as the 984, represents one of Porsche’s lesser-known experimental ventures into compact sports car design. Conceived in the mid-1980s, specifically between 1984 and 1987, this two-door roadster was envisioned as a lightweight, economical alternative to the brand’s more powerful offerings. Unlike the flagship models of the era, the 984 Junior aimed to deliver spirited driving dynamics while maintaining a lower production cost and improved fuel efficiency, drawing parallels to the Porsche 924 in concept but targeting a more accessible price point for a broader audience. The initial stages of the 984’s development were carried out in collaboration with the Spanish automaker SEAT, reflecting Porsche’s interest in pooling engineering expertise and market insights. Together, the collaboration gave rise to the unbuilt “Porsche PS,” for which a 1.5 L inline-four water-cooled engine called “System Porsche” was developed, later adopted by SEAT in the first-generation Ibiza. However, as the project progressed, Porsche opted to continue development independently, refining the 984 Junior’s engineering and aesthetic direction within its own design studios. By early 1988, Porsche formally terminated the project, citing a combination of financial considerations, market positioning concerns, and the company’s strategic focus on other models. Today, the 984 Junior remains a fascinating footnote in Porsche’s history. The 984 concept closely mirrored the Porsche-SEAT PS project, both aiming to be lightweight, enjoyable, and affordable sports cars, often using parts from contemporaneous Porsche models like the 924, 944, and 911. • How many made: 1 • Engine: 2.0 L Volkswagen Type 4 flat-four (air-cooled, 135 hp) • Debut: Concept developed 1984–1987 • Top Speed: ~220 km/h (137 mph) • 0-60mph: ~8 seconds • Photo Credit: @carbrochure, @classictorque • Research: @rarecarsonly
5
Download
This is the 1984 Porsche 984 Prototype (BB-PW 984), an interesting project that simply got away, and could’ve found success in the market with its fuel efficient 2.0L turbocharged Type 4 F4 engine and lightweight design. The Porsche 984 Junior, commonly referred to simply as the 984, represents one of Porsche’s lesser-known experimental ventures into compact sports car design. Conceived in the mid-1980s, specifically between 1984 and 1987, this two-door roadster was envisioned as a lightweight, economical alternative to the brand’s more powerful offerings. Unlike the flagship models of the era, the 984 Junior aimed to deliver spirited driving dynamics while maintaining a lower production cost and improved fuel efficiency, drawing parallels to the Porsche 924 in concept but targeting a more accessible price point for a broader audience. The initial stages of the 984’s development were carried out in collaboration with the Spanish automaker SEAT, reflecting Porsche’s interest in pooling engineering expertise and market insights. Together, the collaboration gave rise to the unbuilt “Porsche PS,” for which a 1.5 L inline-four water-cooled engine called “System Porsche” was developed, later adopted by SEAT in the first-generation Ibiza. However, as the project progressed, Porsche opted to continue development independently, refining the 984 Junior’s engineering and aesthetic direction within its own design studios. By early 1988, Porsche formally terminated the project, citing a combination of financial considerations, market positioning concerns, and the company’s strategic focus on other models. Today, the 984 Junior remains a fascinating footnote in Porsche’s history. The 984 concept closely mirrored the Porsche-SEAT PS project, both aiming to be lightweight, enjoyable, and affordable sports cars, often using parts from contemporaneous Porsche models like the 924, 944, and 911. • How many made: 1 • Engine: 2.0 L Volkswagen Type 4 flat-four (air-cooled, 135 hp) • Debut: Concept developed 1984–1987 • Top Speed: ~220 km/h (137 mph) • 0-60mph: ~8 seconds • Photo Credit: @carbrochure, @classictorque • Research: @rarecarsonly
3
Download
This is the one-of-a-kind 1990 Renault Laguna, a showcase of advanced technologies and unique design which was presented at the 1990 Paris Motor Show. Born from Renault’s wildest design dreams of the late eighties, the Laguna concept was never meant to blend in. This unique car was a vision of the future shaped in brilliant blue, a car that looked like it had driven out of a sci-fi movie straight onto a French coastal road. Perhaps its most striking design characteristic is its windscreen-free design, replaced by futuristic headsets with eye shields and electronic music. Created under Renault’s experimental vehicle program that also produced the Mégane concept, the Laguna was designed to merge style, technology, and imagination in one seamless form. Its flowing lines, rounded surfaces, and low stance expressed speed even while standing still. Inside, the two seat cockpit wrapped driver and passenger together like a fighter jet canopy, giving the feeling of flying just inches above the pavement. Underneath the smooth body sat a 2.0L turbocharged 4-cylinder mounted behind the seats, channeling its 210 horsepower through a five speed manual to the rear wheels. A retractable roll bar hid neatly behind the seats, ready to rise in a heartbeat, while double wishbone suspension and power steering made it as precise as it was futuristic. The Renault Laguna never reached production, but its windscreen-less design inspired the 1996 Renault Sport Spider and influenced the 1994 Argos and 1996 ZO concepts. Renault later dropped the design but kept the Laguna name for the sedan that replaced the Renault 21 in 1994, spanning three generations. • How many made? 1 • Engine: 2.0L 4-cylinder • Debut: 1990 Paris Motor Show • Top Speed: about 250 km/h (155 mph) • 0-60mph: about 6.0 seconds • Photo Credit: @classictorque • Research: @rarecarsonly
1
Download
This is the one-of-a-kind 1990 Renault Laguna, a showcase of advanced technologies and unique design which was presented at the 1990 Paris Motor Show. Born from Renault’s wildest design dreams of the late eighties, the Laguna concept was never meant to blend in. This unique car was a vision of the future shaped in brilliant blue, a car that looked like it had driven out of a sci-fi movie straight onto a French coastal road. Perhaps its most striking design characteristic is its windscreen-free design, replaced by futuristic headsets with eye shields and electronic music. Created under Renault’s experimental vehicle program that also produced the Mégane concept, the Laguna was designed to merge style, technology, and imagination in one seamless form. Its flowing lines, rounded surfaces, and low stance expressed speed even while standing still. Inside, the two seat cockpit wrapped driver and passenger together like a fighter jet canopy, giving the feeling of flying just inches above the pavement. Underneath the smooth body sat a 2.0L turbocharged 4-cylinder mounted behind the seats, channeling its 210 horsepower through a five speed manual to the rear wheels. A retractable roll bar hid neatly behind the seats, ready to rise in a heartbeat, while double wishbone suspension and power steering made it as precise as it was futuristic. The Renault Laguna never reached production, but its windscreen-less design inspired the 1996 Renault Sport Spider and influenced the 1994 Argos and 1996 ZO concepts. Renault later dropped the design but kept the Laguna name for the sedan that replaced the Renault 21 in 1994, spanning three generations. • How many made? 1 • Engine: 2.0L 4-cylinder • Debut: 1990 Paris Motor Show • Top Speed: about 250 km/h (155 mph) • 0-60mph: about 6.0 seconds • Photo Credit: @classictorque • Research: @rarecarsonly
13
Download
back to up