Tag Archives: Automotive

This Off-Road Lamborghini Countach Concept Is the Rally Monster We Never Got

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Marcello Gandini’s work on the original Lamborghini Countach was a masterclass in geometric purity and visual momentum. Its design is characterized by a single, powerful line that runs from the sharp nose to the abrupt tail, creating a sense of forward motion even at a standstill. The body is a collection of interconnected trapezoids and clean angles, forming a cohesive whole that is both brutally simple and endlessly complex. This was a car designed as a piece of kinetic sculpture, an object whose form was so powerful it became a cultural touchstone for an entire generation.

Akuseru’s redesign (dubbed CNTCH O/R) serves as a compelling case study in translating a core design philosophy to an entirely new context. The artist has lifted the vehicle to an impossible height and fitted it for off-road duty, yet the fundamental principles of Gandini’s vision are preserved. The primary longitudinal line remains the focal point, providing visual stability to the lifted chassis. The geometric window shapes and angular body panels are still present, creating a clear lineage to the original. It is a powerful demonstration of how a truly iconic design language can be adapted to speak an entirely different dialect of performance.

Designer: Akuseru

That ride height is the first real shock to the system, a complete inversion of a car that originally stood just over a meter tall. What Akuseru has done is fundamentally re-engineer the car’s relationship with the ground. The track width appears massively expanded, giving the chassis a planted, bulldog-like stance that prevents it from looking precariously top-heavy. The original LP400 was already wide for its time at 1,890 millimeters, but this concept surely pushes past the 2,000-millimeter mark, a necessity for maintaining stability with that much suspension travel. The huge, knobby all-terrain tires are tucked into muscular, squared-off fenders that feel like a logical extension of Gandini’s original hexagonal wheel arches.

The cooling solutions on display are a fantastic nod to the Countach’s history. The prominent NACA ducts behind the doors are a direct tribute, but the roof scoop is the real masterstroke. It immediately brings to mind the original LP400 “Periscopio” models, which had a small periscope-style trench in the roof for rear visibility. Here, it has been repurposed into a functional air intake, feeding the mid-mounted engine with clean air above the dust line. It is a clever, historically aware detail that shows a deep appreciation for the source material, blending a quirky design feature from the past with a genuine performance requirement for an off-road vehicle. The entire upper deck becomes a study in functional aerodynamics wrapped in that signature angular aesthetic.

Look past the aggressive rubber and you start to see the rally-raid DNA asserting itself throughout. The exposed red tow points punched through the front and rear valances are pure motorsport function, a stark contrast to the original production models that had bumpers tacked on almost as an afterthought. This is a machine built with the expectation of getting stuck and needing a pull. Akuseru’s design integrates these functional elements so they feel like part of the core aesthetic, not accessories. The entire lower section of the car seems reinforced, suggesting a full-length skid plate to protect the V12’s oil pan from whatever terrain it might be conquering.

 

The rear of the car is arguably where Akuseru takes the most creative license, and it pays off handsomely. The original’s simple trapezoidal taillights are replaced by a full-width, pixelated LED bar that spells out the Countach name. This is a thoroughly modern touch, yet it feels perfectly at home within the car’s angular framework. It gives the rear a sense of width and presence that the original sometimes lacked. Below it, the exposed exhaust system and industrial-looking rear diffuser complete the transformation from exotic supercar to brutalist off-road weapon. It is an unapologetically aggressive look that feels earned by the rest of the vehicle’s purposeful modifications.

The interior shots show those iconic scissor doors. This is both wildly impractical for off-road use and absolutely essential for maintaining that theatrical Countach character. Imagine pulling up to a desert bivouac after a long stage and throwing those doors skyward. The cabin itself appears surprisingly spacious, with what looks like modern racing seats and a cockpit designed around actual usability rather than pure drama. The tan and bronze color palette inside the copper variant creates a warm, luxurious contrast to the rugged exterior, suggesting this is a machine that can tackle the Dakar Rally in style. You can see the structural reinforcements through the open doors, beefy roll cage elements that speak to serious safety considerations beyond the visual concept.

From above, the proportions reveal themselves in full. The engine deck, massive and angular, dominates the rear third of the car with ventilation grilles that look ready to handle serious heat dissipation. Those “V12” badges flanking the rear air intakes are a nice touch, a reminder of the naturally aspirated heart that would theoretically be beating beneath all this rally armor. The wheel and tire package looks genuinely capable, the kind of setup you’d see on a serious off-road build with multi-ply sidewalls and enough meat to handle serious articulation. The fender flares are substantial without being cartoonish, maintaining the Countach’s taut muscularity while accommodating the larger rubber.

 

Akuseru’s CNTCH O/R understands the spirit of the Countach. The original was never about being the most practical, the most comfortable, or even the fastest car in a straight line. It was about shock, awe, and a refusal to compromise on its wild vision. Akuseru’s rally-spec redesign captures that same energy. In an era where even Lamborghini’s own off-road special, the Huracán Sterrato, feels somewhat restrained, this concept is a reminder of what happens when a brilliant design is pushed to its most illogical and exciting conclusion. It is a fantasy, but it is a well-engineered and deeply respectful one.

 

 

 

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Why Cadillac Designed Its F1 Camouflage to Actually Stand Out

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Formula 1 teams revealed their 2026 testing plans weeks ago, creating a strange temporal problem. Everyone knows Cadillac will run at Barcelona’s closed-door shakedown on January 26. Everyone knows the real livery reveal happens during the Super Bowl broadcast on February 8. That leaves a two-week gap where the team exists in public view but hasn’t officially launched. Most teams would treat this like dead air.

Cadillac’s response was to design specifically for that liminal space. The testing livery features what they call “the Cadillac precision geometric pattern” in gloss and matte sequences, turning functional camouflage into brand vocabulary. They’re using the constraint of secrecy to communicate design philosophy, establishing that their approach blends automotive prototype discipline with motorsport theater. The giant Cadillac crest draped across the engine cover isn’t trying to hide anything. It’s declaring that the space between stealth and spectacle is itself worth designing for.

Camouflage As A Design Language

Cadillac didn’t reach for F1’s usual testing camouflage playbook. They reached for Detroit’s. The vertical geometric pattern running front to back uses alternating gloss and matte treatments, which is straight out of automotive prototype testing methodology. When manufacturers test pre-production vehicles on public roads, they use dazzle camouflage patterns to break up body lines and prevent photographers from capturing accurate proportions. The gloss-matte alternation specifically disrupts how light reads surface contours, making it harder to discern where one body panel ends and another begins. Cadillac has imported that exact technique onto their F1 car, establishing a visual link between their production vehicle development and their racing program before anyone sees them turn a wheel.

This matters because F1 test camouflage typically aims for generic obscurity. Teams either run bare carbon fiber (functional, boring) or apply random geometric patterns (functional, slightly less boring). What Cadillac did requires actual design development work. GM’s press release confirms the testing livery came from “a cross-continental collaboration” between their global design office and the F1 team’s operations spanning the US and UK. They committed design resources to a livery that will only exist for four days of closed-door testing in Barcelona between January 26-30. That’s an unusual allocation of effort for something most teams treat as throwaway content.

The monochrome palette reinforces the automotive prototype reference while giving Cadillac room to establish brand identity without committing to race colors. Black and silver create what GM describes as “a striking and premium appearance” linked to “a modern interpretation of the iconic Cadillac crest and shield”. Translation: they want you thinking about Cadillac’s luxury automotive positioning while accepting that you’re looking at operational camouflage. The cognitive dissonance is intentional.

Founder Names as Front-End Real Estate

Cadillac embedded the names of their founding team members from both the US and UK facilities onto the nose section. This is where the design brief gets interesting from a messaging perspective. F1 teams occasionally acknowledge personnel on liveries, usually through small decals or subtle typography. Cadillac made founder recognition a primary design element on arguably the most visible part of the car during front-facing photography. The nose gets scrutinized heavily during testing because it’s where teams often trial different aerodynamic configurations. Every photo analyzing nose geometry will also capture those founder names.

The positioning serves dual purposes: it humanizes what could have been pure corporate branding while reinforcing that this program exists because specific people made it happen. Cadillac can’t claim decades of F1 heritage like Ferrari or McLaren, so they’re building a founding mythology in real-time. The test livery becomes the origin story document. When people look back at Cadillac’s first F1 laps, those founder names will be visible in every archive photo. That’s smart long-term brand narrative construction disguised as a nice gesture.

It also signals confidence. Teams worried about looking amateurish during their debut typically minimize branding and keep things conservative. Cadillac put a massive crest across the engine cover and devoted premium nose real estate to personnel acknowledgment. They’re treating Barcelona testing like it matters as a brand moment, which suggests they believe their on-track performance won’t immediately embarrass them. Whether that confidence proves warranted remains speculation until they actually run, but the design choices indicate they’re comfortable being highly visible during the shakedown.

Designing for the Gap Between Testing and Launch

The Barcelona test runs January 26-30. The Super Bowl reveal happens February 8. Official pre-season testing in Bahrain starts February 26, where all teams must appear in their actual race liveries. Cadillac carved out a specific design approach for that middle window when they exist publicly but haven’t officially launched. Most teams would use placeholder graphics or early-reveal their race livery to fill that gap. Cadillac treated it as its own design challenge requiring a distinct solution.

This approach mirrors product launch strategies in consumer tech, where companies often deploy teaser campaigns that reveal design philosophy without showing final products. Apple does this constantly with cryptic event invitations that establish aesthetic direction before unveiling actual devices. Cadillac applied that thinking to F1, using the testing livery as a teaser that communicates brand values (precision, Detroit heritage, automotive development discipline) while maintaining suspense about the race livery. The testing design becomes a prologue rather than a placeholder, giving them two separate moments of visual impact instead of one.

The gamble is whether anyone cares about F1 testing liveries enough for this strategy to matter. Cadillac clearly believes the Barcelona shakedown will generate significant coverage despite being closed to the public, likely because they’re the first new F1 team since Haas in 2016. They’ve got Sergio Perez and Valtteri Bottas driving, both former race winners with existing fan bases. Media attention will be high regardless of access restrictions. By creating a testing livery with actual design intent, Cadillac ensures that coverage focuses on their visual identity and brand positioning rather than just “new team testing in generic camo.”

The Super Bowl Gambit: Two Reveals, Two Audiences

Announcing a February 8 Super Bowl reveal for the race livery turns the testing design into an explicitly temporary statement. Cadillac could have just revealed the race livery now and run it in Barcelona, but separating the reveals creates narrative momentum. The testing livery establishes that Cadillac takes design seriously and imports automotive development discipline into F1. The race livery reveal during America’s biggest television event positions F1 as mass-market entertainment rather than niche European motorsport. Two different messages for two different audiences, with the testing livery handling the credibility building while the Super Bowl moment handles scale and spectacle.

The testing livery will also be on display at the Detroit Auto Show through January 25, giving Detroit-area fans a chance to see it in person before Barcelona. That’s a local market play that reinforces the “Detroit design heritage” messaging GM President Mark Reuss emphasized during the unveiling. Cadillac is working multiple audience segments simultaneously: F1 enthusiasts who’ll scrutinize Barcelona testing, Detroit locals who can visit the auto show, and mainstream American viewers who’ll catch the Super Bowl reveal. The testing livery serves the first two groups while building anticipation for the third.

Whether this layered approach actually moves the needle on Cadillac’s brand perception or F1’s American growth depends on factors beyond livery design. But treating the gap between testing and launch as a design opportunity rather than dead space shows sophisticated thinking about how modern brand reveals work across multiple channels and timelines. The testing livery exists because Cadillac recognized that the waiting room deserves its own design language.

The post Why Cadillac Designed Its F1 Camouflage to Actually Stand Out first appeared on Yanko Design.

Doomsday ready Rezvani Tank 2026 looks sharper, gets Bond-inspired features

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Rezvani Motors stirred up the automotive market for armored vehicles in 2017 when they introduced the world to the Tank SUV. The promise of power, luxury, and security targeted for the ultra-rich and famous is barely challenged by other boutique brands like Paramount Marauder, Terradyne Gurkha, Conquest Evade and Karlmann King.

Given the vulnerable world we are living in with unknown threats looming large in a geo-politically sensitive environment, the armored vehicle has more demand than ever. That’s, of course, if you have a fat bank account to afford it. Rezvani has introduced an upgraded version of the Tank, based on the Jeep Wrangler chassis, to offer buyers more options in a lineup that already features beastly options like the Vengeance and the more subtle Dark Knight. On the outside, the tank-like SUV has an even sharper and aggressive presence, while on the inside, there’s even more beef.

Designer: Rezvani Motors

The Irvine-based company has loaded the new Tank with incremental upgrades and a facelift that looks even sharper than the outgoing model. Underneath the hood, it is powered by a hybrid four-cylinder engine that churns out 270 horsepower. Since it’s Rezvani we’re talking about, buyers can go for even more powerful 6.4-liter V-8 engine that produces 500 horsepower, or the mind-numbing 6.2-liter Dodge Demon V8 cracking a 1,000 horsepower on the street. The vehicle gets the optional bulletproof and security package, which according to Rezvani, has the “latest in ballistics armor capable of stopping high caliber weapons and assault rifles.” This time around, the vital components like the fuel tank, radiator, and battery are protected by the Kevlar encasing.

2026 Rezvani has the optional Bond-level additions too, including the thermal night-vision system, run flat tires, electrified doors, underside explosion protection, gas masks for any adversity, and the beefy bumpers to ram down any pursuers. The most interesting addition that makes the Tank 2026 a vehicle fit for spy drama movies is the smoke screen, which releases smoke from the rear to decoy any trackers. The base version gets a four-inch suspension lift for the 37-inch tires, while that can be increased to six inches if you desire 40-inchers. Another optional accessory is the Fox Racing 3.0 Internal Bypass Shocks with DSC. As standard, the vehicle comes with the Dynatec axles and Dynatec ProGrip front and rear brakes.

Base price of the Tank 2026 is $175,000 while the most powerful 1,000 hp variant with the bulletproof options will cost an extra $85,000, and the B6-level version that uses lightweight materials and is capable of resisting high caliber rounds will add $1,45,000 to the base cost. Only 100 examples of the armored SUV will be made to retain exclusivity. The vehicle can be booked right away with a $500 deposit.

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Meet The IRIS eTrike, The SWAT Kats Style Commuter Pod That Doesn’t Need A Driver’s License

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Remember the Cyclotron from SWAT Kats, that enclosed motorcycle where the rider sat inside a protective cockpit instead of perched on top like a regular bike? The IRIS eTrike looks like someone pulled that 1990s animation concept into reality, then made it street legal and available for around £10,000. Grant Sinclair’s creation wraps you in carbon fiber and acrylic while filtering the air you breathe, protecting you from weather and impacts, and delivering acceleration that made an astronaut audibly impressed on national television. The whole thing reads like a childhood sketch that somehow survived into adulthood and picked up a spec sheet along the way.

This is not a modified e-bike with a fairing bolted on. The structure uses a carbon fiber monocoque shell with integrated impact absorbing elements, the same construction philosophy you see in race cars and high end velomobiles. A 48V battery feeds motors ranging from 250W to 1000W depending on which regulations you want to play with. The result hits around 30 mph, travels roughly 30 to 50 miles per charge depending on source and configuration, and still qualifies as an electrically assisted pedal cycle that teenagers can legally ride without insurance or licensing in the UK. Sinclair calls it an answer to urban congestion and climate pressure. It lands visually like science fiction that escaped the screen and wandered into the bike lane.

Designer: Grant Sinclair

Here is where it gets interesting from a design perspective. Most e-bikes still cling to the visual language of the bicycle frame, even when the electronics and performance have drifted far from that origin. IRIS throws that out and starts from a capsule, then works backward to fit a drivetrain and pedals inside. The rider sits enclosed under an aviation acrylic canopy, with the company describing the experience as like riding inside a large crash helmet. That analogy works, because the shell is not aesthetic garnish. It is structure, safety device, weather shield, and aerodynamic surface all at once.

The numbers back up the design intent. Two 24 inch carbon BMX wheels up front, one 26 inch carbon MTB wheel at the rear, all on puncture resistant Tannus tires, give it a footprint that is still narrow enough for cycle lanes but visually substantial enough that you do not feel like a speed bump in traffic. Mechanical disc brakes handle stopping, which is conservative but probably easier to maintain for people used to bikes rather than motorcycles. Claimed weight is around 50 kg including the battery, which puts it in velomobile territory rather than microcar territory. That matters, because you are still pedaling. The motor is assist, not a throttle only scooter masquerading as a bicycle.

The IRIS’ closed cockpit won’t have you feeling the wind in your hair, but it does pack its own HVAC. There is a patent pending system that channels cooled air directly onto the 130 Nm motor to keep efficiency up on climbs. At the same time, the cabin air runs through HEPA filtration that targets smoke, germs, and general city gunk. This solves two classic velomobile complaints in one go, heat build up and stale cabin air. If you are going to seal someone into a plastic and carbon tube in London traffic, you had better be thinking about airflow. IRIS clearly did, and that is where you see the difference between a novelty vehicle and something that might survive daily use.

Of course, the £10,000 price tag is going to trigger instant comparisons to cars, cargo bikes, and very nice traditional e-bikes. From a pure transport economics viewpoint, a used EV or a solid cargo bike setup will look saner for most people. From a design and category perspective, though, IRIS is playing a different game. It targets the solo commuter who wants car like enclosure, bike like access to infrastructure, and sci fi visual drama. That is a niche, but it is a real niche, especially in cities that are tightening car access and expanding protected lanes.

All that performance capability creates an interesting regulatory puzzle, one that Sinclair has solved quite cleverly. The IRIS is officially classified as an Electrically Assisted Pedal Cycle, or EAPC. This means that, in the UK at least, it can be ridden on roads and in cycle lanes by anyone aged 14 and over. There is no requirement for a driver’s license, road tax, or insurance, which removes enormous barriers to entry. By designing the vehicle to fit within this specific classification, Sinclair has created a high-performance commuter that enjoys all the legal freedoms of a simple bicycle, a brilliant piece of strategic engineering.

I keep coming back to the cultural lineage here. The Sinclair C5 is the ghost in the room, a low slung, underpowered, ahead of its time experiment that became a punchline. IRIS feels like a direct rebuttal. Higher seating, serious power, serious materials, a body that looks more like a velodrome helmet than a plastic bathtub. The same family name, but with four decades of battery tech, composite manufacturing, and urban policy shifts in its corner. You can see the quiet argument in the design: the idea was not wrong, the context was.

Does that mean IRIS becomes common on city streets? Probably not. It is too specific, too opinionated, too expensive to flood the market. What it does very effectively is stretch the Overton window of what an e-bike can look like and how much protection and tech you can wrap around human power before it stops feeling like cycling. If you grew up watching animated bikes that turned into fighter jets, IRIS feels like the first time someone took that sensibility seriously and then called the result an electrically assisted pedal cycle, with a straight face and a spec sheet to match.

The post Meet The IRIS eTrike, The SWAT Kats Style Commuter Pod That Doesn’t Need A Driver’s License first appeared on Yanko Design.

Mitsubishi shows Delica Mini Camper with roof-mounted pop-up tent and off-roading capabilities

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The trend of camper vans is gradually clawing its way into the small car segment, and it makes sense for solo riders who give weightage to minimalism more than anything. Lutz Focke’s Lutz Minicamper and the Mini Pop Bee Active Gear by Mystic are the most recent iterations that prove it. The latest one, substantiating the fact, comes from Mitsubishi Motors, which just recently showcased the Delica Mini active camper at the Tokyo Auto Salon, one of the world’s largest custom car shows, that concluded in Chiba, Japan, on January 11.

The redesigned Delica Mini, which made its recent appearance, is one of the 11 vehicles displayed by the company. The custom version of the Delica Mini is a reimagination of the super compact kei car, which is rugged and ready for off-road adventures courtesy of some worthwhile tweaks on the inside.

Designer: Mitsubishi

The Delica Mini, since its launch in 2023, has been known for combining spacious interiors with powerful driving performance. Owing to this, the car has been awarded recognitions like the Design Car of the Year in Japan for 2023-2024. For its 2026 look, the Delica Mini maximizes indoor utility with a pop-up roof that features a roof-mounted tent for two, a suspension lift, and for four-wheel-drive system for off-roading. The space-constrained camper van also gets an ARB side awning to increase the livable space on the outside.

According to the information, the Delica Mini measures only 133.7 inches in length. The space seems cramped up until the roof above is popped open, and you have almost double the living space, but vertically. While the model retails all the popular features of the original Mini, including its endearing style and touch construction, it gets an uplift in the safety features, off-roading capabilities and interior design.

In addition to increasing the livable space with a pop-up roof, customization allows for making the camper off-roadable. The lifted suspension adds ground clearance, all-terrain tires keep stable, while the protective skid plates on the underbody ensure durability in rough terrains. With its all-drive powertrain and enhanced ground clearance, the Delica Mini is uplifted from a city camper to a true all-terrain camper for those who want to embrace the outdoors wholeheartedly.

Delica Mini is only a showcase concept at the time of writing. Its true world potential is yet to be seen and experienced. That said, Mitsubishi has not yet made anything official about when the new custom Mini will be made, or if it will ever be made. Even if it were to roll out in the near future, adventurers in Japan are likely to be the first to get their hands on it, before it drives into other markets.

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Dreame Kosmera Nebula 1 electric supercar concept has serious ambitions

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Dreame is better known for its vacuum cleaners, but the Chinese company surprised everyone at CES 2026 with an electric car. Created under the new sub brand, Kosmera, the EV had a good first impression at the mega event. Called the Kosmera Nebula 1, the four-door electric supercar concept produces 1,876 hp courtesy of the quad-motor electric drivetrain rated at a combined 1,399 kilowatts. The company says the performance car goes from zero to 62 mph in just 1.8 seconds, which is better than the Xiaomi SU7 Ultra. That signifies a serious horizon for the brand’s automotive future.

Aerodynamics and active airflow are the talking points as Nebula 1 boasts large dual-layer cooling vents on both sides. The front bumper also gets the flow channels to redirect the air flow to the sides for reduced drag and improved performance. The car has hidden door handles, a full-width taillight design, an oversized diffuser, and a rear spoiler to explain the buzz around it.

Designer: Dreame

The hypercar-level performance stats of the EV signal serious ambitions for the company, as they look beyond just household tech. Success in high-end mobility demands a cohesion of design, performance, and appeal. Nebula 1 seems to have it all, with founder Yu Hao confident of competing with the big names like Bugatti and Rolls-Royce. Earlier in August, the brand hinted at their automotive ambitions with hints pointing to a Bugatti-inspired design. The final concept revealed at CES 2026 confirms otherwise with a more streamlined shape.

Kosmera Nebula 1 turned eyeballs at the event in green skin complemented by the extensive carbon fiber trim all across the body. The front section resembles Italian supercars as the low-scooping hood cements the powerful character. Pillars are also made out of carbon fiber to reiterate the performance-centered approach in the build. The rear balances the look with the flowing roofline, full-width taillights, and dual-layer diffuser.

Not much was revealed about the interiors, and we’ll have more in the coming months. The company is targeting a global market release in 2027 as they’ve plans to build a new manufacturing plant in Berlin. So far, they are intent on partnering with French banking giant BNP Paribas to build the factory, which will apparently not be far from Tesla’s Gigafactory.

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This 3-Storey DIY Camping Trailer Is As Tall As A Semi-Truck And It’s Legal

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It’s not every day that we come across something as crazy as this triple-decker micro camper that YouTuber President Chay has put together. The entire build has been recorded on his channel, and the process – right from purchasing the trailer it’s based on to the completion, when it’s taken out on the road – is immensely satisfying.

There are two reasons for that. One, we don’t regularly see three-story campers, this one is a rare exception in the hoard of similarly designed options that follow the single, or at max, double story script. And second, that in spite of its peculiar design, the triple-story micro trailer is completely street legal.

Designer: President Chay

Chay Denne of President Chay is not a newcomer to building such unique camping solutions. It was just a couple of years back when the YouTuber surprised us with an exceptional double-decker micro camper, which was only left to rot in the corner later. This time the approach was not to build on the existing model, but to start from scratch. The journey thus started with a beefy trailer brought off a marketplace.

Building on the trailer, the YouTuber, along with his brother and father, setup the entire contraption painstakingly using wood. The three-story camping trailer is not just a gimmicky setup. It’s purposely designed to appear like a toaster on the outside, and on the inside, this mobile home packs a sizable kitchen, a living room, and a bathroom with a toilet and a shower. Measuring 13 ft high, it is the same height of a semi-truck, making it street-legal to drive.

The builder family starts on the trailer, layering it with plastic sheets for a moisture barrier and topping it with insulation for the floor. Particle board is used to build the individual floors both inside out, and all the floors are aptly insulated. Spray foam is used for insulating the top two levels, while the lower (entry level) uses batt insulation. As we are at it, the lower level is where most of the living space is created. The bathroom on the front is covered on the inside with concrete walls in order to ensure more weight can be added to the hitch for stability on the road.

Here at the entrance, you also have a furnished living room and a full-fledged kitchen with a cooktop and sink. The two levels above, accessible via ladders, have just enough headroom for the user to crawl onto their provided beds and watch some TV, which rests on a swivel arm to be moved into a position you want. TVs are available on both the first and second floors. To make the entire construction waterproof, a layer of fiberglass is used on the side walls, and the roof is completed with a layer of vinyl. Chay Denne and family have been able to keep the weight of this three-story trailer at roughly 3,700 lbs, which is incredible. Being street legal and perfectly balanced to ride behind your capable vehicle, it can handle up to 60 mph.

The post This 3-Storey DIY Camping Trailer Is As Tall As A Semi-Truck And It’s Legal first appeared on Yanko Design.

Cyclone RA1000 vs Ducati Diavel: How Close Does China’s 996cc V‑Twin Really Get

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Access to Aprilia’s engine tech gave Cyclone a shortcut most emerging manufacturers would kill for. The RA1000’s 996 cc V-twin starts from the Aprilia Shiver 900 architecture, then gets a bigger 97 mm bore and a 12:1 compression ratio, landing at 105 hp at 9,000 rpm and 70 lb ft at 6,500 rpm. That is a very solid middleweight performance envelope hiding inside something that looks like a full fat power cruiser. Instead of spending a decade learning how to build a reliable big twin, Zongshen leans on its joint venture with Piaggio and fast forwards straight to a mature engine platform. It is a very modern kind of cheating, and frankly, a very smart one.

The bodywork tells a slightly louder story. The Cyclone RA1000 walks into the room wearing what is essentially a Ducati Diavel cosplay outfit, right down to the stubby tail, 240 section rear tire, and stacked side exhausts that visually anchor the whole rear half of the bike. You get a single sided swingarm, a low, muscular stance, and proportions that scream Italian power cruiser at a glance. There is no subtlety here. If you have ever seen a Diavel, your brain fills in the blanks instantly. The difference is that this silhouette is now being mass produced in China, powered by an Aprilia derived V-twin, and priced to hurt feelings in European boardrooms.

Designer: Cyclone

Look closer and the parts bin tells its own little international story. Brakes are from J.Juan in Spain, a known quantity with decent performance credentials. The engine lineage traces back to Noale via the Shiver, with Cyclone tweaking bore and compression to squeeze out that 105 hp figure. Electronics live on a 6 inch TFT display, backed by full LED lighting and modern switchgear that would not look out of place on a European naked. The frame and swingarm package are clearly engineered to visually showcase that enormous 240 section rear tire, which is the whole point of a bike like this. Subtlety is for commuters. This thing exists to make parking lots feel like a catwalk.

When Cyclone showed the RA9 concept back in 2021, a near 1000 cc Chinese V twin with premium styling felt like a big statement. Fast forward four years and the home market has moved the goalposts into another stadium. QJMotor is selling 900 plus cc fours with MV Agusta roots. CFMoto is prepping a 210 hp V4 superbike. Souo is out there building a 2000 cc flat eight like that is a normal thing to do. In that arms race, the RA1000 looks positively restrained. Which, if you care about actually riding your motorcycle instead of bench racing spec sheets, is not a bad place to land.

On the road, that 105 hp number tells you exactly what to expect. This is not a bike built to chase Panigales up a mountain pass. It is built to hammer out fast, satisfying acceleration from midrange torque, lean over enough to keep you entertained, and look outrageous parked outside a café. The 240 section rear tire is more about theater than lap times. The single sided swingarm is pure poster material. The ergonomics and geometry sit in that sweet spot between power cruiser and naked, closer to Diavel than Shiver in attitude. You buy this because you like the way it looks and you want an engine with proven manners.

The more interesting question is philosophical. At what point does a Chinese brand using licensed European tech and very familiar styling cues stop being an “imitator” and just become part of the same global design conversation. Cyclone is not reverse engineering an engine here, it is building a licensed evolution of one. It is not making a budget commuter with vague Diavel vibes, it is going all in on the silhouette and backing it with credible hardware. You can absolutely argue about originality, but you cannot argue that this is a throwaway product. The RA1000 is a sign that the game has changed. The question now is whether riders are ready to let go of old assumptions and judge it on what it does, not where it comes from.

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Remember the Saleen S7? This 1,200‑Piece LEGO Build Brings Back America’s Wildest Supercar

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LEGO’s Speed Champions line has given us countless Ferraris, Porsches, and McLarens. Meanwhile, one of America’s most ambitious supercar projects sits conspicuously absent from the brick-built garage. The Saleen S7 deserves better than obscurity, and builder Nytedance has created a 1,200-piece proposal that makes the case beautifully. This isn’t a quick parts-bin creation but a thoughtfully detailed tribute to a car that once proved American manufacturers could play in the supercar sandbox.

The build captures everything that made the S7 special: those dramatic scissor doors, the trio of diagonal side vents that channeled air to the mid-mounted engine, and the low-slung stance that telegraphed serious performance intentions. Nytedance included opening hood and engine bay access alongside a detailed interior, giving the model the same display-worthy presence the real S7 commanded on showroom floors. At a time when automotive design often feels derivative, this MOC celebrates a machine that carved its own identity through pure American audacity and engineering ambition.

Designer: Nytedance

Here’s the thing about the S7 that most people forget: it was legitimately fast. Like, 2000-era supercar fast when that still meant something. The naturally aspirated version put out 550 horsepower from a 7.0-liter V8, which sounds almost quaint now until you remember the whole car weighed 2,865 pounds. Then in 2005 they strapped turbos to it because why not. Steve Saleen had spent years building hot rod Mustangs, so when he decided to build a proper supercar, he didn’t half-ass it. Carbon fiber monocoque, mid-engine layout, the whole European playbook executed by a company in Irvine, California. And somehow this car gets forgotten while we endlessly rehash which Ferrari from that era was best.

Those proportions are tricky because the car sits so low and wide, but the MOC nails that aggressive wedge shape without looking like a doorstop. The side intakes are the hero detail here, three diagonal slashes that became the car’s signature move. They’re rendered in white against black internals, creating the contrast you need for them to read properly at this scale. The scissor doors actually function, which feels mandatory given that half the reason anyone remembers the S7 involves those doors opening at car shows. Look at the rear haunches and how they flare out over the wheels. That’s not easy to pull off with LEGO’s predominantly rectangular vocabulary, but it works. The builder used curved slopes intelligently instead of trying to force angles that would look chunky.

The white color is clean enough to let you study the form without distraction, plus it matches one of the more common S7 liveries. Those red taillights pop against the white body, four circles arranged in a quad pattern that anyone who spent time with Need for Speed games will recognize instantly. The wheels use those multi-spoke pieces that suggest performance without going full boy racer. At 1,200 pieces, this sits in an interesting spot between impulse purchase and serious investment. You’re committed enough to display it properly but you’re not dropping Technic Bugatti money.

LEGO Ideas is basically democracy for brick nerds. You submit a design, people vote, and if you hit 10,000 supporters, LEGO actually reviews it for potential production. Get approved and your MOC becomes a real set with your name on the box and royalties in your pocket. Nytedance’s Saleen S7 is live on the platform now, so if you think American supercar history deserves shelf space next to all those Prancing Horse sets, go vote for it. The S7 spent too long in obscurity already.

The post Remember the Saleen S7? This 1,200‑Piece LEGO Build Brings Back America’s Wildest Supercar first appeared on Yanko Design.

This Yacht is actually powered by a Detachable Jet-ski

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Jet skis rip through water with ridiculous speed and agility. They’re also terrible at everything else. Try bringing friends along for the ride, or packing anything beyond a phone in a waterproof case. Yachts fix the space issue completely, but they cost a small fortune and require actual skills to operate. Spanish designer Amor Jimenez Chito created the One 16 to split the difference: it’s a six-meter boat powered by a jet ski that detaches when you want to go full throttle solo. The design won the Golden A’ Design Award for 2025, which apparently goes to projects that solve problems nobody else bothered to address.

The engineering is surprisingly straightforward. Your jet ski slots into the hull and becomes the propulsion system for the entire boat. The plug-and-play setup works with major jet ski brands, so you can use whatever you already own or prefer. Six people fit comfortably on deck, where a convertible bow switches between table mode and sunbathing platform depending on the vibe. The hull keeps weight distributed properly so the whole thing stays stable instead of feeling like you strapped a picnic table to a rocket. You get two vehicles in one without paying marina fees for two vehicles. That’s the entire pitch, and it actually makes sense.

Designer: Amor Jimenez Chito

This kind of modularity has been tried before, usually with clunky results that looked like a science fair project gone wrong. The reason the One 16 works, at least conceptually, is that it doesn’t try to hide what it is. The jet ski integration is a core feature, not an afterthought. Chito’s background in industrial design engineering clearly shows in the execution, where the docking mechanism appears both robust and user-friendly. Making it compatible with Sea-Doo, Yamaha, and Kawasaki from the get-go is the smartest decision they could have made. It bypasses the proprietary ecosystem trap and opens the concept up to the entire existing PWC market, which is a massive advantage.

Of course, the real test is how it handles chop with a 300-horsepower jet ski bolted into its spine. The weight distribution is supposedly optimized, but there’s a big difference between a CAD rendering and a windy afternoon on the water. Aesthetically, it’s clean and inoffensive, which is probably the right call for a product aiming for broad appeal. It won’t turn heads like a Wally tender, but it’s not supposed to. The One 16 is a clever piece of problem-solving that prioritizes function over form. It’s a utility player, a waterborne multitool for people who want more options without owning an entire fleet.

The post This Yacht is actually powered by a Detachable Jet-ski first appeared on Yanko Design.