Realized on Corvette mechanics and chassis, the outcome of seeking out a sports car designed as an elegant extreme leaps into the limelight carrying a pure profile, designed as though touched by drifting tides with long and slender front lights, bringing immediately to the mind the Moray, the English term for the eel-type fish, found in Mediterranean waters. Also resembling a moray rippling through sea waters is the sinuous contour line, whilst shaping the elongated front section - an unmistakable look of the Corvette grille - to a far stronger, more accentuated curvature is the serpentine bonnet (which projects frontward) forming a contrast with the upraised cut-off tail. Hinged to the rear door frame, thereby assuring freedom of access to the inside of the car, the clear crystal semi-dome of the doors - by which the side window and roof merge into one complete unit - swings open like a seagull on wing. Quick and simple to remove, these door wings ease the way to transforming the Moray from a coupe, with its unmistakable roof panel under the crystal dome, into a quasi roadster. Unlike many custom show cars of which only one are made, two Corvette Morays were produced, one with blue and the other with red livery.

Fabrizio is commissioned to design and construct the models, manage the tests in the wind tunnel and test assistance on the ground. At its debut in the Paris-Dakar race of 2003 Tarek obtains excellent results: 18 days of desert and 10,000 km of racing. The chassis is in tubular steel and the body in carbon fibre. The generous wheel excursion dimensions are able to tackle sand, water and mud.

In fact, the Kubang's center of gravity was about 100 mm lower than the average SUV and had a weight distribution (48 percent front, 52 percent rear) that was optimal more for a sporty grand tourer than a sport utility vehicle. The line echoes the stylistic approach and styling cues of the Maserati rebirth models, which in those years had enabled the Modenese brand to bring its accounts back into the black and to re-enter markets that had proved key to its business strategies (such as the United States); The front end, in particular, is reminiscent of an evolution of that of the coupes and spiders in production in those years, although more massive. The automaker's aim was to take its space in a growing market sector without distorting the brand image. The vehicle never had a production outcome, but it set a precedent in the Modenese automaker's range: a second concept with the same name followed in 2011, while the final model, Levante, was unveiled in 2016.

In need of a new concept car to present at the Geneva Salon in 2002, Giorgetto Giugiaro decided to reconsider the prestigious Alfa Romeo compact coupes. Of all the car companies out there, Alfa Romeo was the brand that had featured most prominently in his career. The first standard production car he designed was the Alfa Romeo 2000 Sprint Bertone, and his entrepreneurial adventure was born precisely to bring the Alfasud project to life.

For the Alfa Romeo Brera prototype, Giugiaro set out to look within himself, fine-tuning the concept of a contemporary, elegant, refined, and essential car that could stand as the quintessence of the brand and its history and express technological development, though compressed into an almost intimate and discreet blend: the very requirements of elegance and classicism, of objects that are designed to last over time.

The body was entirely in carbon fiber and driven by a powerful mid-front engine with eight cylinders in a 90 degree V, offering more than 4,000 cc and 400 HP. The only hedonistic touch was a door opening, operated by a patented hinge that projects the door up when turned outward.

The audience's reaction at the Geneva Motor Show was so undeniably positive that the Fiat Group, invited by Alfa's management, decided to put the prototype into production. The entire project development was entrusted to Giugiaro’s company, who took care of the engineering, the computer simulations, the validation tests for the international type approvals, the prototype construction for the bench and road tests, and the pre-production units.

The 2+2, released on to the market in 2005, lost its bottom-hinged doors that could be raised like butterfly wings, and the pretentious single piece components seen on the Motor Show version: a clear debt due to the rough laws of market economy. Anyway the silhouette of the front end was the archetype for the family feeling of Alfa production during the 2000s. Alfa Romeo and Giugiaro won the Compasso d'Oro awarded by the ADI in 2004.