There have been a handful of stylists over the past 100 years who have forever altered the course of automotive design, and Marcello Gandini was one of them. He was 85 when he died on March 13.

Gandini, a native of Turin, Italy, was raised in a professional musical household, but went in a very different, mechanically focused direction.

He was hired by Nuccio Bertone to replace his contemporary, Giorgetto Giugiaro, at Carrozzeria Bertone in November 1965 when he was just 26 years old. He led the design studios at Carrozzeria Bertone for 14 years, and his signature styling elements emerging from that period include the low, wedge-shape body style and most distinctively, his trademark angled rear wheel arch. Gandini left Bertone around 1980 and began working as a freelance designer, handling automotive projects for a multitude of international automakers and even earning patents and designing outside of the four-wheeled realm.

According to the Italian paper La Repubblica, he’d been awarded an honorary degree in Mechanical Engineering by the Polytechnic of Turin on January 12 of this year. The report quotes Guido Saracco of the Polytechnic as saying, “Marcello Gandini is an innovator. He has been able to combine a very high aesthetic taste with cutting-edge engineering and technological solutions, contributing to improving the entire process of industrial design.” Gandini’s acceptance speech, in which he addressed tomorrow’s designers and engineers with his feelings on the crucial role of automotive design, has been shared by cardesignnews.com.

Watch Gandini reminisce about his career in the Part 1 and Part 2 videos created by the Federation Internationale Vehicules Anciens to reflect on how his memorable designs disrupted the automotive status quo and forever changed the form language of exotic supercars.

Gandini on Lamborghini

While Lamborghini’s first model family (350GT/400GT) was styled by Carrozzeria Touring, Ferruccio’s firm quickly turned to Bertone and was rewarded with the iconic Miura. This was followed by Gandini’s V-12 Islero and the Marzal-inspired Espada. A mid-mounted V-8 powered the the Urraco, Silhouette, and Jalpa. Gandini shocked and awed the world with the debut of the Countach, and followed that up with the Diablo.

Gandini on Lamborghini

While Lamborghini’s first model family (350GT/400GT) was styled by Carrozzeria Touring, Ferruccio’s firm quickly turned to Bertone and was rewarded with the iconic Miura. This was followed by Gandini’s V-12 Islero and the Marzal-inspired Espada. A mid-mounted V-8 powered the the Urraco, Silhouette, and Jalpa. Gandini shocked and awed the world with the debut of the Countach, and followed that up with the Diablo.

Gandini on Lamborghini

While Lamborghini’s first model family (350GT/400GT) was styled by Carrozzeria Touring, Ferruccio’s firm quickly turned to Bertone and was rewarded with the iconic Miura. This was followed by Gandini’s V-12 Islero and the Marzal-inspired Espada. A mid-mounted V-8 powered the the Urraco, Silhouette, and Jalpa. Gandini shocked and awed the world with the debut of the Countach, and followed that up with the Diablo.

Gandini’s Lamborghini vibe would manifest itself in other high-powered exotics like the Cizeta-Moroder V16T and Bertone’s prototype Bugatti EB 110.

Gandini on Alfa Romeo

One of the first Bertone assignments given to Marcello Gandini was to pen a show car for Alfa Romeo to display at Expo 67, the 1967 World’s Fair in Montréal, Québec, Canada. This stunning design, which shared some DNA with the Lamborghini Miura, came to the road as the 1971-’77 Alfa Romeo Montreal.

One year later, the 1968 Carabo -built on the underpinnings of the Alfa Romeo 33 Stradale- shocked the automotive world with its unapologetic wedge shape and scissor-opening doors, both of which would reappear on the Lamborghini Countach. The Carabo’s pure wedge was again seen on his groundbreaking 1970 Lancia Stratos HF ‘Zero’.

Gandini on Alfa Romeo

One of the earliest Bertone assignments given to Marcello Gandini was to pen a show car for Alfa Romeo to display at Expo 67, the 1967 World’s Fair in Montréal, Québec, Canada. This stunning design, which shared some DNA with the Lamborghini Miura, came to the road as the 1971-’77 Alfa Romeo Montreal.

One year later, the 1968 Carabo -built on the underpinnings of the Alfa Romeo 33 Stradale- shocked the automotive world with its unapologetic wedge shape and scissor-opening doors, both of which would reappear on the Lamborghini Countach. The Carabo’s pure wedge was again seen on his groundbreaking 1970 Lancia Stratos Zero.

Gandini on BMW

Two of the lesser-remembered pieces of Gandini’s work were the 1969 BMW Spicup and the 2002 tii-based Garmisch coupe that was shown at the 1970 Geneva Motor Show. The original Garmisch disappeared after that display, but BMW recreated it in 2019; that coupe’s influence can be seen in the first-generation 5-Series, which was styled by Paul Bracq with Gandini’s input.

Gandini on BMW

Two of the lesser-remembered pieces of Gandini’s work were the 1969 BMW Spicup and the 2002 tii-based Garmisch coupe that was shown at the 1970 Geneva Motor Show. The original Garmisch disappeared after that display, but BMW recreated it in 2019; that coupe’s influence can be seen in the first-generation 5-Series, which was styled by Paul Bracq with Gandini’s input.

Gandini on Fiat

Gandini brought his distinctive wedge design to the masses with the brilliantly styled and packaged, mid-engine Fiat-Bertone X1/9 sports car.

Gandini on Ferrari

While he only had one production car from Maranello on his CV, it was a memorable one: The 1973-’80 Dino/Ferrari 308 GT4. This sometimes controversial model that emerged from the Bertone studio was groundbreaking for Ferrari, being its first production sports car with a mid-mounted V-8 engine, and also its first mid-engine 2+2. Bertone offered another take on the 308 concept with its retractable-roof 1976 Ferrari Rainbow, whose basic shape echoed that of the popular X1/9.

Gandini on Maserati

The stunning 1974-’82 Khamsin blended a traditional Maserati V-8 with Citroën hydraulic systems, cloaked in Gandini’s fantastic Bertone design bearing unique elements like taillamps floating in a glass panel. He was tapped by Maserati again in the late 1980s to update the V-6-powered Biturbo into the V-8 Shamal, and used his design language to add smooth tension to the contemporary Quattroporte.

Gandini on Maserati

The stunning 1974-’82 Khamsin blended a traditional Maserati V-8 with Citroën hydraulic systems, cloaked in Gandini’s fantastic Bertone design bearing unique elements like taillamps floating in a glass panel. He was tapped by Maserati again in the late 1980s to update the V-6-powered Biturbo into the V-8 Shamal, and used his design language to add smooth tension to the contemporary Quattroporte.

Other Noteworthy Gandini Car Designs

• Citroën GS Camargue (1972)
• NSU Trapeze (1973)
• Iso Lele (1970-’74)
• Lancia Stratos HF (1971/1973-’74)
• IsoRivolta Grifo 90 (1990)
• Nissan AP-X (1993)
• DeTomaso Biguà/Qvale Mangusta (1996/1999-’02)
• Renault 5 (1984-’96)

This 1974 Bultaco Pursang 360 Mk7 for sale on Hemmings.com looks a little too nice to race following an extensive restoration.Minnesota Motorcars

Warning: Vintage dirt bikes can be habit-forming and 50-year-old Bultacos, like this 1974 Pursang 360 Mk7 for sale on Hemmings.com, are a powerful gateway drug.

While Senor Bultó’s scrappy independent motorcycle company folded decades ago, his passion lives on among Bultaco enthusiasts today. There’s a deep fanbase/knowledge base for these legendary Spanish machines, and spare parts needed to keep a Bultaco in race-, ride- or show-ready form, are still available from dealers, as well as aftermarket sources.

This restored ’74 Pursang 360 Mk7 looks too nice to get dirty and it’s a significant bike in Bultaco history. By the early to mid 1970s, the Big Four Japanese companies were in the motocross motorcycle business to stay. Honda’s Elsinore had rewritten the book, while Yamaha’s innovative Monoshock suspension foretold future single-rear-shock designs. Roger DeCoster was running roughshod over the 500cc class on a Suzuki and Kawasaki launched it’s legendary KX series with a 125, a 250 and 450 in ’74. Meanwhile Maico, Husqvarna, CZ and Penton/KTM weren’t sitting still either.

Bultaco needed a boost to keep it winning on the world MX stage and got one from a young American named Jim Pomeroy. Pomeroy was a struggling but talented privateer racer, with limited sponsorship, when he made history at age 20 by winning the 1973 Spanish 250 Grand Prix. He was the first American to grab a GP win in Europe and the first to ever score victory on a GP debut. For that historic win, in Bultaco’s home country no less, Pomeroy rode a stock 1973 Pursang 240 Mk6 (that he assembled himself) and arrived at the track without a mechanic or crew. Pomeroy’s life changed significantly after that win though. He became an overnight MX star with full-factory backing as well as Bultaco’s frontman in ads for the Pursang.

Jim Pomeroy (number 26) was virtually unknown when he won 1973 Spanish 250 Grand Prix became an overnight motocross star.Bultaco advertisement

When the ’74s Pursangs arrived, they were good enough to win races at any level. Bultaco built stout two-stroke engines, but for ’74, the Buls were lighter, thanks to a new chromoly frame and handlebars, Akront aluminum rims and alloy hubs. Suspension fore and aft across the board was via Spanish-made Betor forks and shocks. The ’74 Pursang 250 sported a blue with white-stripe paint scheme as an homage to the helmets worn by American riders, like Pomeroy.

The 1974 Bultaco lineup was lighter than ever thanks to chromoly frames and lightweight alloy wheels and hubs. The 250 sported a blue and white paint scheme modeled after the helmets worn by American riders like PomeroyBultaco advetisment

The big-bore engine in the Pursang 360 engine now displaced 352 ccs up from 326 ccs in the previous year’s Pursang 350. The size increase came primarily from a 4-mm increase in the stroke, which probably also helped the Pursang 360 deliver the strong, tractable power it was known for. The carburetor was a 36-mm Amal with a tickler for cold starts instead of choke. The tickler button would force the float down, flooding the carburetor with fuel, ensuring a rich mixture. The kick starter was on the left side and the shifter for the five-speed transmission was on the right. This particular bike has a compression release installed in the cylinder head. It’s cable operated via a short lever on the left side of the handle bar below the clutch. This is a nice addition, as these big-bore two-strokes can be hard to kick over (especially from the left side) and you need to boot them forcefully to get them started.

These bikes have their kickstarter on the left and the shifter on the right, which can take some getting used to. A cable-operated compression release (pictured to the left of the spark plug) has been installed to make the big-bore, two-stroke easier to kick over. The carburetor is a 36 mm Amal. It uses a tickler (that knob to the right of the fuel filter) for cold starts rather than a choke. Pushing the tickler forces the float open flooding the carburetor with gasoline (and dribbling gasoline oil the engine as well).Minnesota Motorcars

Aside from being light, powerful and a lot of fun to ride, Pursang 360s are visually stunning with their red/yellow and white body work against their silver frames. Someone spent a lot of time polishing this Pursang’s fork leg’s engine cases, rims and hubs, bringing back their original luster.

This Pursang 360 is so clean it’d be a shame to risk scuffing it up in vintage MX races. So, maybe this one could be for show, and you could pick up a scruffier Pursang for weekend competition? Just be careful: vintage dirt bikes can be habit-forming.

A Cycle World test rider drags the toe of his Full Bore boot while drifting the new 1974 Bultaco Pursang 360 Mk7 for the cover shot of the May issue. The magazine editors called the 360 “Bultaco’s Illegal Super light” because the stock bike’s 204.5 dry weight was under the FIM minimum weight for the 500 cc class.Cycle World

Specifications

(May 1974 Cycle World)

Original List Price: $1,395

Tire size: 3×21 (front) 4.50×18 (rear)

Engine: Two-stroke, piston port, 352cc

Bore and stroke: 83.7×64 mm

Compression: 10.5:1

Carburetor: 36 mm Amal

Ignition: Motoplat breakerless

Fuel capacity: 1.8 gallons

Horsepower: 28.55@6,500 rpm

Torque: 23.07 lb.ft. @6,500 rpm

Transmission and drive

Clutch: Mult-plate, wet

Primary drive: Twin-row chain

Final drive: Single row chain

Chassis

Wheelbase: 55 inches

Seat height: 33.5 inches

Weight: (with fuel) 212 pounds

With the LT4 now positioned between the frame rails and significant progress made on the suspension and fuel system, several crucial tasks remain before test firing the car. Angelo dedicated his efforts to plumbing the intercooler system, while Grimm undertook the fabrication of a catch can and some heat shielding. Meanwhile, Suppy conducted a leak test on the fuel system to ensure it functioned properly.

With the delivery and installation of the Grand National’s rebuilt 10-bolt rearend now equipped with a Truetrac differential and 30-spline axles, the GN will rein in the power of the LT4. Ron Baugh then showed up with a new set of custom wheels, while Musto worked on the car’s worn-out seat covers with some quality replacements from Classic Industries.

The final touch involved the expertise of Suppy’s brother and tuning specialist, Chan Wejpanich. He arrived to install a base tune, a crucial step preceding the firing of the car. However, this stage was not without its share of drama. We’ve got all this and more as we get to the final stages in delivering Killer Mike his dream car for the 2024 Grammy Awards.

Hemmings.com is the ultimate destination for finding your perfect ride, today!

Rumors of the almighty Godzilla going extinct from production lines are circulating the internet after Nissan unveiled the updates for its latest Japanese market 2025 Nissan GT-R. The R35 generation, first introduced at the end of 2007 and arriving to the United States in 2008, will likely be replaced for a hybrid or electric version of the iconic JDM sports car.

Nissan Skyline and GT-Rs over the generationsNissan

In what is believed to be its final year, the 2025 GT-R R35 carries over its exterior design from its previous 2024 facelift, however the T-Spec and Track Edition trims will sport Nismo components. The interior also remains the same, except buyers of the Premium Edition will now have the option to order new Blue Heaven upholstery, as seen in the below photo gallery.

Under the hood is the twin-turbo 3.8-liter V6 that offers up to 565 horsepower in the standard GT-R and 600 horsepower for the special edition GT-R Nismo. Changes to the engine are limited to the Premium Edition, T-Spec, and Track Editions, which will now offer “snappier revs and faster turbo spooling” with the Nismo’s high-precision weight-balanced piston rings, connecting rods, and crankshafts. The GT-R models that receive the upgraded internals will be adorned with an aluminum plate with the name of the engineer who completed the engine, plus a gold plate in the engine compartment (also seen in the below photos). The Nismo will receive a more race-oriented chassis setup than the other trim levels.

The 2025 Nissan GT-R saw a price increase from last year across the lineup. The entry-level GT-R Pure Edition starts at ¥14,443,000 ($97,703), and the cost climbs from there, reaching ¥30,613,000 ($207,088) for the GT-R Nismo Special Edition. Unit availability has not officially been confirmed, but the 2025 GT-R lineup is already available to order in Japan. Nissan expects the first deliveries to arrive in June.

As for the future of the GT-R, we can look toward the fully electric Nissan Hyper Force concept car that was revealed at the Japan Mobility Show.