Quiet Catalyst - The early 1970s were a restless period for European sports cars, when bold ideas often appeared faster than corporate decisions could keep up. Auto shows were not just stages for finished products, but arenas for provocation and ambition. It was in this charged atmosphere that De Tomaso chose to make a statement, unveiling a compact open-top sports car that looked familiar yet carried a deeper message. That car was the 1971 De Tomaso 1600 Spider by Ghia.
The 1971 De Tomaso 1600 Spider by Ghia stands as a reminder that even a single prototype—born from provocation rather than profit—can shape the destiny of an icon and leave a lasting imprint on car culture. (Picture from: CarStyling.ru)
Presented at the Turin Motor Show in 1971, the De Tomaso 1600 Spider arrived as a fully functioning prototype rather than a mere styling exercise. Built by Carrozzeria Ghia, the car featured a mid-engine layout powered by a Ford engine, aligning with De Tomaso’s long-standing relationship with Ford mechanicals. At first glance, its wedge-shaped proportions, removable roof concept, and overall silhouette drew immediate comparisons tothe Fiat X1/9, which was still in development under Bertone at the time.
The 1971 De Tomaso 1600 Spider by Ghia was presented at the 1971 Turin Motor Show as a fully functioning prototype, not merely a styling exercise. (Picture from: CarStyling.ru)
The design itself was completed at remarkable speed by Tom Tjaarda, one of the era’s most respected designers. Working at the request of Alejandro De Tomaso, Tjaarda shapedthe Spiderbased on design studies that had been circulating between Fiat and Bertone for years. The exterior carried sharp, modern lines typical of early 1970s Italian sports cars, while the interior followed a functional, driver-focused approach, prioritizing simplicity and sportiness over luxury. The result was a convincing, cohesive two-seater that looked ready for the road.
The 1971 De Tomaso 1600 Spider by Ghia was designed at remarkable speed by Tom Tjaarda, who, at Alejandro De Tomaso’s request, drew upon design studies that had circulated between Fiat and Bertone for years. (Picture from: Story-Cars)
Despite its visual confidence, the 1600 Spider was never meant to enter production. De Tomaso had no concrete plans to manufacture the car, nor any ambition to turn it into a rival model with significant output. Instead, the prototype served as a strategic demonstration. It showed how a small, agile company like De Tomaso could transform an idea into a complete car in a matter of months, highlighting the slow, hesitation-filled development process that larger manufacturers sometimes faced.
The 1971 De Tomaso 1600 Spider by Ghia featured a mid-engine layout powered by a Ford engine, reflecting De Tomaso’s long-standing reliance on Ford mechanicals. (Picture from: WorldCarsFromThe1930sTo1980s in Facebook)
This bold move created shockwaves within the Italian automotive scene. Accusations of plagiarism quickly followed, yet the situation was far more nuanced than simple imitation. By publicly revealing the 1600 Spider, De Tomaso unintentionally forced Bertone’s hand. The Fiat X1/9 project, which had been stalled by uncertainty and internal delays, suddenly became urgent. Faced with the risk of losing originality and relevance, Bertone accelerated development and finalized the X1/9 for production. Well, with no known video footage of the De Tomaso 1600 Spider, the following video presents the Fiat X1/9, a contemporaneous Bertone-designed sports car.
Today, the De Tomaso 1600 Spider holds a unique place in automotive history. Though it never reached showrooms, its influence proved surprisingly powerful. It acted as a catalyst, ensuring that the Fiat X1/9 would not fade away into obscurity. In a modern context where concept cars often vanish without impact, the 1600 Spiderstands as a reminder that even a single prototype—born out of provocation rather than profit—can shape the destiny of an icon and leave a lasting imprint on car culture. *** [EKA | FROM VARIOUS SOURCES | TOM-TJAARDA.NET | STORY-CARS | CLASSICCARS-FANDOM | CARROZZIERI-ITALIANI | CARSTYLING.RU | ALLCARINDEX | DRIVENTOWRITE | WORLD CARS FROM THE 1930S TO 1980S IN FACEBOOK ]
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Heritage Unleashed - Motorsport heritage often resurfaces when a brand wants to reconnect its past with the present, and Audi has done exactly that with a striking one-off concept that feels both nostalgic and relevant. Created to honor 50 years of Audi’s iconic five-cylinder engine, the Audi GT50 concept channels the spirit of the brand’s most legendary race cars while grounding itself firmly in today’s performance landscape.
The Audi GT50 Concept created to honor 50 years of Audi’s iconic five-cylinder engine. (Picture from: Autocar)
The GT50 was developed by Audi apprentices based in Neckarsulm, a group known for producing bold annual concept cars that either pay tribute to historic models or hint at future possibilities. This program has previously delivered creations such as the RS6 GTO concept—which later inspired the limited-production RS6 GT—a reworked 236 bhp NSU Prinz, and last year’s A2 E-tron electro-modthat reimagined Audi’s early-2000s supermini with modern design cues and electric power. Each project has been tied to an important Audi anniversary, reinforcing the educational and historical purpose behind the initiative.
The Audi GT50 Concept features retro design cues, from a vintage-style front grille to oversized turbofan-inspired wheels evoking classic touring cars.(Picture from: Autocar)
For 2026, the apprentices selected a milestone that sits at the heart of Audi’s identity: the five-cylinder engine. The year 1976 marked the debut ofthe second-generation Audi 100, the first mass-production car to use an inline five-cylinder layout. This configuration has always been rare, and today Audi stands alone as the only manufacturer still producing five-cylinder engines, long after brands such as Volvo, Ford, Land Rover, and Volkswagen discontinued their own versions.
The Audi GT50 Concept retains the RS3’s 2.5-liter turbocharged engine producing 394 bhp, emphasizing that the project is a celebration of character and heritage rather than a pursuit of new performance figures.(Picture from: Autocar)
In modern Audi’s lineup, the five-cylinder survives exclusively inthe RS3, and this all-wheel-drive hot hatch forms the mechanical foundation ofthe GT50. Although no detailed specifications have been released, the concept retains the RS3’s 2.5-liter turbocharged engine producing 394 bhp, emphasizing that the project is a celebration of character and heritage rather than a pursuit of new performance figures.
The Audi GT50 Concept showcases a minimalist yet aggressive design, focusing on aerodynamic efficiency and striking presence over ornamentation.(Picture from: Autocar)
Visually, the GT50represents a dramatic departure fromthe standard RS3. The apprentices transformed the car into a clear homage to Audi’s most successful American race cars, particularly the 90 Quattro IMSA GTO and the 200 Quattro Trans-Am, which dominated U.S. racing series during the 1980s and 1990s. The influence of these machines is evident in the GT50’s blocky three-box silhouette, aero-focused surfacing, and purposeful stance.
The Audi GT50 Concept channels the spirit of the brand’s most legendary race cars while grounding itself firmly in today’s performance landscape.(Picture from: Autocar)
Retro design cues define the exterior, from the old-style front grille to the oversized turbofan-inspired wheels that immediately evoke classic touring car imagery. The overall design is minimalist yet aggressive, prioritizing aerodynamic efficiency and visual impact over decorative elements, much like the race cars that inspired it. | qSE5L8HE178 | ZrTxGPFYspg |
Revealed through an official video shared by Audi and published by the German outlet Stimme, the GT50 arrives as Audi prepares to further celebrate the five-cylinder legacy. The brand is expected to introduce a more track-focused special edition of the RS3 next year, potentially based on the Performance Edition and rumored to deliver more power thanthe Mercedes-AMG A45. In that context, the GT50 concept feels less like a nostalgic exercise and more like a bold reminder that Audi’s five-pot story is not finished yet. *** [EKA | FROM VARIOUS SOURCES | AUTOCAR ]
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Dual Revolution - There is something endlessly captivating about the experimental spirit that shaped many motorsport projects of the past, especially those conceived before digital modeling and strict efficiency targets became the norm. Ideas flourished freely, risk was part of the thrill, and the most unconventional machines often carried the most personality. In that landscape, few creations stand out quite like the Alfasud Bimotore Wainer—an audacious prototype that pushed Alfa Romeo into territory it had never seriously explored.
The 1974 Alfa Romeo Alfasud Ti Bimotore 4×4 Wainer—an audacious prototype that pushed Alfa Romeo into territory it had never seriously explored. (Picture from: Silodrome)
Its creator, Gianfranco “Wainer” Mantovani, had already built a respected name in Italian racing circles. Starting in the 1950s with Formula Junior and later crafting his own F3 single-seaters powered byFiat and Alfa Romeo engines, he combined engineering intuition with a willingness to stray from the familiar. When endurance rallies such as the Safari and early Paris–Dakar began capturing global attention in the 1970s, Wainer saw a chance to bring Alfa Romeo into the world of long-distance rally-raid competition. It was a bold ambition for a brand better known for tarmac rallying success than for desert endurance.
The 1974 Alfa Romeo Alfasud Ti Bimotore 4×4 Wainer crafted by Gianfranco “Wainer” Mantovani, had already built a respected name in Italian racing circles. (Picture from: Silodrome)
His starting point was the 1974 Alfasud Ti 1200, a compact front-wheel-drive model that already represented a break from traditional Alfa thinking. Wainer took the chassis and added a twist rarely attempted outside experimental prototypes: he installed two 1,186 cc flat-four engines, each producing 79 hp—one in the original front bay, and another mounted centrally where the rear seats once were. The concept echoed earlier twin-engine oddities such as the Citroën 2CV Sahara and the Mini-based Twini, while nodding to Alfa Romeo’s own twin-engined 16C of 1935.
The 1974 Alfa Romeo Alfasud Ti Bimotore 4×4 Wainer, built on the compact front-wheel-drive Alfasud Ti 1200, featured a rare twin-engine setup with one 1,186 cc flat-four in the front and another centrally where the rear seats once sat. (Picture from: Silodrome)
Inside, the Alfasud changed more dramatically than its outward appearance suggested. The rear bench was removed entirely to make space for the second engine, which sat beneath a removable cover for easier servicing during extreme events. Supporting systems grew accordingly: a larger 80-liter fuel tank, side-mounted radiators with electric fans, and an additional oil cooler. Despite these functional intrusions, the car retained a surprisingly familiar silhouette, making its complexity visible only to those who looked closely.
The 1974 Alfa Romeo Alfasud Ti Bimotore 4×4 Wainer featured two independent drivetrains, each with its own gearbox and differential, controlled through a single gear lever, one pedal, and dual instruments. (Picture from: Silodrome)
Mechanically, the setup was as unusual as it was ambitious. Each engine kept its own gearbox and differential, essentially creating two separate drivetrains that the driver controlled through a shared interface. One gear lever managed both transmissions, one pedal commanded two clutches, and a doubled set of instruments kept track of each power unit. The engines could be started individually via buttons labeled “Ant” and “Post,” yet proper forward motion required both running in sync—an elegant idea on paper but challenging in practice.
The 1974 Alfa Romeo Alfasud Ti Bimotore 4×4 Wainer’s interior was transformed far more extensively than its familiar exterior would suggest, accommodating the rear engine and supporting systems. (Picture from: Silodrome)
The rear engine’s exhaust routing highlighted just how intricate the packaging became. With the manifolds facing forward, the pipes had to loop toward the front of the car before curving back under the chassis to exit on the opposite side. Even so, performance figures were promising for such a compact machine: around 8.2 seconds from 0–100 km/h and a top speed claimed at 215 km/h. These numbers suggested real competitive potential, provided the complex mechanical choreography could be made reliable.
The 1974 Alfa Romeo Alfasud Ti Bimotore 4×4 Wainer never raced in major competitions but underwent extensive snowy testing to validate its ambitious design. (Picture from: Silodrome)
Ultimately, reliability proved the limiting factor. The difficulty of synchronizing two drivetrains in harsh rally-raid environments meant the Bimotore never saw the major competitions it was designed for. It did, however, undergo heavy testing in snowy conditions, evidence of the effort invested in validating the concept. Rather than being discarded, the prototype survived intact and reappeared decades later, eventually selling at RM Sotheby’s Paris auction in 2021 for €63,000.
The 1974 Alfa Romeo Alfasud Ti Bimotore 4×4 Wainer survived intact over the decades and was eventually sold at RM Sotheby’s Paris auction in 2021 for €63,000. (Picture from: Silodrome)
Today, the Alfasud Bimotore Wainerstands as a vivid reminder of an era when motorsport innovation thrived on bold experimentation rather than incremental refinement. Its twin-engine layout captures a rare breed of creativity—one driven not by marketing goals or production feasibility, but by the pure excitement of exploring what a machine could be. Even in the age of electrified all-wheel drive, its unconventional spirit remains refreshingly alive. *** [EKA | FROM VARIOUS SOURCES | ITALPASSION.FR | SILODROME ]
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Unlikely Supremacy- Extreme performance has always reflected its era. In the past, the pursuit of massive horsepower was almost exclusively tied to exotic hypercars and ambitious combustion-fueled dreams. Projects like the Trion Nemesis, with its promised 2,000-horsepower output, captured that mindset—where pushing numbers to the limit was the ultimate symbol of progress. As the industry shifts toward electrification, that same obsession with extremes hasn’t disappeared; it has simply taken on more unexpected forms.
The latest Ford SuperVan represents the most dramatic shift yet, developed by Ford Pro, the company’s commercial-focused division. (Picture from: MotorBiscuit)
One of the most surprising expressions of that evolution is the Ford SuperVan, a vehicle that challenges assumptions by pairing outrageous performance with a familiar commercial-vehicle shape. Rather than wearing a low, dramatic body, it hides its intent beneath the unmistakable silhouette of a Ford Transit. This contrast is precisely what gives the SuperVan its impact, turning something ordinary into a statement about how performance can exist outside traditional supercar boundaries.
The latest Ford SuperVan built a fully electric performance vehicle from the ground up, signaling a deliberate look toward the future rather than a tribute to the past. (Picture from: EVStories)
The Ford SuperVan’s story began in 1971, rooted in Ford’s motorsport momentum from the Le Mans era. Ford engineers wrapped a Transit van body around the racing underpinnings ofthe legendary GT40, creating a machine that delivered 435 horsepower and defied logic by design. It was never meant to be practical or production-ready; its purpose was to explore ideas freely and challenge expectations.
The latest Ford SuperVan powered by a 50-kWh battery paired with four electric motors—one at each wheel—producing a combined 1,973 horsepower.(Picture from: MotorBiscuit)
That philosophy continued as technology advanced. More than a decade later, the second SuperVan emerged with a Cosworth DFL engine mounted to a Group C–derived Ford C100 chassis, enabling it to reach an astonishing 174 mph. In 1994, the third SuperVantook inspiration from Formula 1, using a Cosworth-built engine producing 641 horsepower. Each version reflected the cutting-edge engineering of its time while preserving the project’s experimental spirit. | V_9s5V42jx4 |
The latest and fourth-generation SuperVan represents the most dramatic shift yet. Developed by Ford Pro, the company’s commercial-focused division, this fourth generation abandons internal combustion entirely. Instead of borrowing hardware from an existing race car, Ford built a fully electric performance vehicle from the ground up, signaling a deliberate look toward the future rather than a tribute to the past.
The 1994 Ford Supervan 3 took inspiration from Formula 1, using a Cosworth-built engine producing 641 horsepower.(Picture from: BelowTheRadar)
At the heart of the electric SuperVan is a 50-kWh battery paired with four electric motors—one at each wheel—producing a combined 1,973 horsepower. This setup delivers instant torque and control that far surpassany previous SuperVan, transforming it from a novelty experiment into a genuinely competitive performance machine by modern standards.
The 1994 Ford Supervan 2 emerged with a Cosworth DFL engine mounted to a Group C–derived Ford C100 chassis, enabling it to reach an astonishing 174 mph.(Picture from: WeirdWheels in Reddit)
Visually, the latest SuperVan reinforces its intent. The exterior is aggressively sculpted for aerodynamic efficiency, while the interior is stripped and functional, prioritizing driver focus over comfort. Despite its minivan proportions, nothing about its design suggests utility; every element serves performance and stability at speed.
The 1971 Ford Supervan 1 wrapped a Transit van body around the racing underpinnings of the legendary GT40, creating a machine that delivered 435 horsepower and defied logic by design.(Picture from: BelowTheRadar)
In today’s automotive landscape, where many high-horsepower projects struggle to stay relevant, the Ford SuperVan stands out by adapting rather than fading away. While concepts like the Trion Nemesis symbolize a past era of combustion-driven ambition, the SuperVan translates that same hunger for extremes into electric form. It proves that innovation doesn’t need to abandon emotion or boldness—and sometimes, the future of performance arrives in the most unlikely shape. *** [EKA [01042014] | FROM VARIOUS SOURCES | BELOWTHERADAR | MOTORBISCUIT | EVSTORIES | WEIRDWHEELS IN REDDIT ]
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💥HAPPY NEW YEAR💥 - For years, cars have been designed around performance numbers and digital features, often forgetting their role as shared living spaces. As urban life becomes more fluid and mobility needs grow more diverse, the idea of a vehicle that adapts to people—not the opposite—feels increasingly relevant. Citroën taps into this shift with the ELO Concept, a forward-looking electric vehicle that revisits the spirit of the minivan through a modern, human-centered approach.
The Citroën ELO, a forward-looking electric vehicle that revisits the spirit of the minivan through a modern, human-centered approach. (Picture from: QuirkyRides in X)
The Citroën ELO is a conceptual evolution of the OLI project introduced in 2022. While OLIfocused on radical efficiency and reducing environmental impact, ELO expands the idea into everyday usability. It explores how an electric vehicle can function as a flexible environment for travel, rest, work, and social interaction. Rather than being a technical experiment, the ELO positions itself as a realistic response to how people live and move today.
The Citroën ELO Concept features a compact, city-friendly 4.1-meter van-like form with rectangular LED lights, a bold illuminated logo, and a clean, approachable silhouette.(Picture from: VOI.id)
From the outside, the ELOpresents a compact yet purposeful form. At 4.1 meters long, it remains city-friendly while offering the proportions of a classic van. Rectangular LED lights at the front and rear, a large illuminated Citroën logo, and a clean silhouette give it a confident but approachable presence. Large sliding doors with a wide opening improve accessibility, while 21-inch wheels with futuristic covers reinforce its modern, efficient character.
The Citroën ELO Concept offers wide-opening sliding doors for easy access and 21-inch futuristic wheels that highlight its modern, efficient design.(Picture from: VOI.id)
The true strength of the ELO emerges inside. Built on a fully electric platform, it benefits from a flat floor that unlocks a spacious and highly modular cabin. Citroën collaborated with Decathlon and Goodyear to shape this interior, combining practical materials, outdoor-oriented design thinking, and smart tires capable of handling varied conditions. The result is a bright, colorful, and welcoming space that feels more like a shared room than a conventional car interior.
The Citroën ELO Concept, designed as a “mobile living space,” carries up to six passengers and can transform for rest, work, or play with sleeping, workspace, or social zones.(Picture from: ArenaEV)
Designed as a “mobile living space,”the ELOcan carry up to six passengers and be reconfigured depending on needs. Its layout follows the rEst, pLay, and wOrk philosophy—also the meaning behind its name. The cabin can transform into a sleeping area for two, a mobile workspace with swivel chairs, or a social zone complete with a home cinema. It can even supply power for outdoor activities, extending its usefulness beyond the road.
The The Citroën ELO Concept, built on a fully electric platform, features a flat, modular cabin designed with Decathlon and Goodyear, creating a bright, practical, and welcoming space.(Picture from: TopGear)
Citroën’s leadership frames the ELO as a practical vision rather than a distant fantasy. CEO Xavier Chardon describes it as a clear expression of the brand’s creative, accessible, and comfort-focused DNA, aimed at solving present and future mobility challenges. Design Director Pierre Leclercq highlights its balance of form and function, emphasizing that the ELO is meant to enrich daily life through intelligent design, not excess technology. | sV_7Nu4GLa0 |
By revisiting the versatility that once defined the minivan era, the Citroën ELO shows how that concept can thrive again in an electric format. It challenges current automotive priorities by placing adaptability and shared experience at the center of mobility. In doing so, the ELO quietly suggests that the future of electric vehicles may not be about going faster, but about living better along the way. *** [EKA | FROM VARIOUS SOURCES | CITROEN | ARENAEV | TOPGEAR | AUTONETMAGZ | VOI.ID | QUIRKYRIDES IN X ]
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💥HAPPY NEW YEAR💥 - When we think of automotive pioneers in the post-war era, the image of sleek, innovative European machines often comes to mind. Among these, a rare gem stands out not for mass production, but for its bold experimentation and racing pedigree: the 1954 Borgward Hansa 1500 Sportcoupe. Emerging at a time when the automotive world was rediscovering speed, elegance, and engineering prowess, this car represents a fascinating intersection of design ambition and motorsport heritage.
The 1954 Borgward Hansa 1500 Sport Coupe was designed as the road-going counterpart to the so-called “Le Mans Rennsport Coupes,” combining lightweight construction with advanced engineering. (Picture from: SwissCarGold)
The Borgward Hansa 1500 Sportcoupe was more than just a car—it was a statement. Designed as the road-going counterpart tothe so-called “Le Mans Rennsport Coupes,” it combined lightweight construction with advanced engineering. The body featured steel panels, but the doors, hood, and dashboard were meticulously crafted from aluminum, a forward-thinking choice in the 1950s that reduced weight while highlighting craftsmanship.
The 1954 Borgward Hansa 1500 Sport Coupe used a steel body with aluminum doors, hood, and dashboard to reduce weight while showcasing advanced craftsmanship for its era.(Picture from: SwissCarGold)
The rims were specially produced aluminum sheets with central locking, a feature typically reserved for racing machines, demonstrating Borgward’s commitment to performance even in a street car. The hydraulic brakes, equipped with oversized ribbed drums, were designed for efficient cooling, ensuring that stopping power matched the car’s potent engine.
The 1954 Borgward Hansa 1500 Sport Coupe reveals a beautifully restrained interior defined by a minimalist dashboard, classic round gauges, and warm period materials that reflect its racing-bred elegance.(Picture from: SwissCarGold)
At the heart ofthe Hansa 1500 Sportcoupe was Borgward’s first self-developed racing engine. This in-line four-cylinder powerhouse incorporated hemispheric combustion chambers, two Solex carburetors, and a lateral camshaft. Producing an impressive 80 horsepower, it outperformed contemporaries like the Porsche 356, which, despite having the same displacement, delivered only 70 horsepower and lagged slightly in top speed. The Hansa’s combination of lightweight construction and advanced engine design translated into a driving experience that felt both agile and purposeful—a rare achievement in its era.
The 1954 Borgward Hansa 1500 Sport Coupe featured Borgward’s first self-developed racing four-cylinder engine producing 80 horsepower.(Picture from: SwissCarGold)
However, brilliance came at a cost. With a price tag approximately 4,000 Deutsche Marks higher than comparable models likethe 356, the Hansa 1500 Sportcoupe was accessible only to a select clientele. This exclusivity, coupled with limited production—only two prototypes were ever built—meant that it never entered widespread circulation. Despite its scarcity, the engineering legacy of the car lived on: the engine became a cornerstone for Borgward’ssubsequent racing vehicles, powering entries in national and international competitions. Notably, in 1959, racing legend Stirling Moss piloted a Cooper T51fitted with a Borgward engine to four victories, a testament to the engine’s enduring capabilities.
The 1954 Borgward Hansa 1500 Sportcoupe embodies a rare combination of ambition, craftsmanship, and motorsport DNA.(Picture from: SwissCarGold)
After its debut at the 1954 Geneva Motor Show, the car found its way to Andre Stauffer, Borgward’s representative in Switzerland. Stauffer not only showcased the car in public appearances but also drove it in competitive mountain races such as the “Grand Prix Suisse de la Montagne” in 1956. Remarkably, decades later, the car remains largely in its original state. Its interior has never been restored, preserving a tangible connection to its mid-20th-century roots. Over the years, it has continued to grace rallies, concours d’élégance, and historic automotive gatherings, celebrated as a rare piece of German automotive history. | IH9UnVIKEvM |
The 1954 Borgward Hansa 1500 Sportcoupe embodies a rare combination of ambition, craftsmanship, and motorsport DNA. It tells a story of a time when carmakers dared to blend road-going practicality with racing technology, leaving behind not just a machine, but a legacy of engineering daring that continues to capture the imagination of collectors and enthusiasts today. *** [EKA | FROM VARIOUS SOURCES | SWISSCARGOLD ]
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Today, the De Tomaso 1600 Spider holds a unique place in automotive history. Though it never reached showrooms, its influence proved surprisingly powerful. It acted as a catalyst, ensuring that the Fiat X1/9 would not fade away into obscurity. In a modern context where concept cars often vanish without impact, the 1600 Spider stands as a reminder that even a single prototype—born out of provocation rather than profit—can shape the destiny of an icon and leave a lasting imprint on car culture. *** [EKA | FROM VARIOUS SOURCES | TOM-TJAARDA.NET | STORY-CARS | CLASSICCARS-FANDOM | CARROZZIERI-ITALIANI | CARSTYLING.RU | ALLCARINDEX | DRIVENTOWRITE | WORLD CARS FROM THE 1930S TO 1980S IN FACEBOOK ]
