The 1948 Gordon Diamond Sedan: Safety Shaped by Design

Safety Reimagined - Modern conversations about car safety often feel inseparable from sensors, software, and automation, yet the roots of safety-driven design reach much further back. In the years following World War II, when American roads were filling with fast, heavy sedans, one engineer began questioning whether the familiar boxy layout was truly the safest answer. That curiosity led to the Gordon Diamond sedan, a strikingly unconventional vehicle whose design and safety features challenged automotive norms long before safety became a mainstream selling point. 

The 1948 Gordon Diamond Sedan,  a strikingly unconventional vehicle whose design and safety features challenged automotive norms long before safety became a mainstream selling point. (Picture from: MacsMotorCityGarage)

The mind behind the Gordon Diamond was H. Gordon Hansen, an American engineer based in San Lorenzo, California, just across the bay from what would later become Silicon Valley. Inspired by an engineering article describing Gabriel Voisin’s lozenge-shaped car, Hansen shifted the idea away from pure aerodynamics and toward collision protection. He imagined a car wrapped in continuous bumpers, able to deflect impacts rather than absorb them head-on. To achieve that, the body would need to resemble a football-like form, something impractical on a traditional layout. After briefly considering a three-wheeled solution and rejecting it for stability reasons, Hansen settled on a diamond-shaped chassis, giving the car both its structure and its name. 

The 1948 Gordon Diamond Sedan rode on four wheels arranged in a radical configuration: a driven center axle flanked by single wheels at the front and rear that handled steering duties together. (Picture from: MacsMotorCityGarage)

At first glance, the 1948 Gordon Diamond seemed familiar in size and performance. It matched a contemporary Ford in length and weight and used a Ford flathead V8 engine, delivering comparable acceleration. Beneath the surface, however, the similarities ended. The car rode on four wheels arranged in a radical configuration: a driven center axle flanked by single wheels at the front and rear that handled steering duties together. Passengers sat between the front wheel and the center axle, while the engine was mounted behind them, all enclosed within a tubular steel unit-body frame that supported the diamond concept.

The 1948 Gordon Diamond Sedan used its unconventional diamond layout as the foundation of its safety philosophy, combining wrap-around bodywork and strategically placed wheels to deflect impacts. (Picture from: MacsMotorCityGarage)

This unusual layout was central to the Gordon Diamond’s safety philosophy and driving character. With wrap-around bodywork and wheels positioned to deflect impacts, Hansen believed the car could better protect its occupants during collisions. The independently suspended front and rear wheels helped stabilize the solid center axle over bumps, resulting in a smoother ride than one might expect from such an experimental design. The steering geometry also delivered a turning radius roughly 70 percent shorter than that of conventional cars, making the Diamond remarkably agile. Its streamlined shape further reduced air resistance, contributing to improved fuel economy and higher potential top speeds for its era. 

The 1948 Gordon Diamond Sedan revealed the limits of its own innovation, as centrally focused propulsion and single-wheel steering at each end could create dynamic instability. (Picture from: Thingies in Facebook)

Yet the same geometry that made the Gordon Diamond innovative also revealed its limits. With propulsion concentrated at the center and steering coming from single wheels at opposite ends, the car could become dynamically unstable. In strong crosswinds or on slick roads, it had a tendency to rotate unpredictably, as if trying to spin around its own axis. Ironically, this meant that Hansen’s theories about collision mitigation through wrap-around bumpers were never truly tested, because the car’s handling quirks made risky situations something to avoid rather than confront.

The 1948 Gordon Diamond Sedan never truly tested Hansen’s collision-mitigation theories, as its unusual handling encouraged caution rather than confrontation in risky situations. (Picture from: MacsMotorCityGarage)

Despite conversations with established manufacturers such as Kaiser-Frazer and Packard about licensing the design, the Gordon Diamond never moved beyond its prototype stage. By 1949, the project was effectively over, leaving Hansen with just one completed car. He continued to drive it across Northern California for two decades, accumulating nearly 100,000 miles and plenty of public attention along the way. Eventually sold to collector Bill Harrah and later passing into private ownership in Montana, the Gordon Diamond remains a rare reminder that bold ideas about sedan design and safety existed long before they became industry standards, even if they arrived before the world was quite ready for them. *** [EKA | FROM VARIOUS SOURCES | MAKESTHATDIDNTMAKEIT | MACSMOTORCITYGARAGE | THINGIES IN FACEBOOK ]

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The Panhard Paturi Panthère 610: A Rare Lightweight Sports Car Ahead of Its Time

Silent Futurism - In the long conversation between engineering ambition and automotive art, some cars speak softly yet leave a lasting echo. The mid-1950s were a restless period for European carmakers, filled with experimentation around lightness, aerodynamics, and new materials. Out of that spirit emerged a little-known but fascinating machine: the Panhard Paturi Panthère, a car that quietly challenged conventions and hinted at futures that the industry would only fully embrace decades later. 

The 1955 Panhard Paturi Panthère 610 commissioned by Panhard and constructed by Paturi Technische Industrie NV in Breda, the Netherlands. (Picture from: MrScharroo'sWeirdCarMuseum in Flickr)

The Panhard Paturi Panthère was conceived in 1955 as an unconventional sports car built on the Panhard Dyna X platform, specifically the X87 Junior chassis. Its most striking feature was its body, crafted entirely from polyester reinforced with fiberglass—an advanced choice at a time when steel and aluminum still dominated automotive construction. Designed by aeronautical engineer Riffard, the body took clear inspiration from aircraft design, with flowing surfaces shaped like the cross-section of an airplane wing. This focus on aerodynamics was not aesthetic alone; it directly influenced performance and efficiency, reinforcing Panhard’s long-standing philosophy of doing more with less. 

The 1955 Panhard Paturi Panthère 610 appeared futuristic without excess, defined by a smooth, compact, purposeful body and a removable hardtop that subtly refined its character and aerodynamics. (Picture from: ClassicAndRecreationSportsCars World in Facebook)

Visually, the Panthère felt futuristic without being theatrical. The exterior was smooth, compact, and purposeful, free from unnecessary ornamentation. A removable hardtop allowed the car to shift between open and closed configurations, subtly changing both its character and its aerodynamic efficiency. Inside, the cabin followed the same rational mindset. As a two-seater, it was intimate and functional, prioritizing lightness and clarity over luxury. The layout reflected its engineering roots, with straightforward controls and a driving position designed to complement the car’s low weight and balanced proportions rather than distract from them. 

The 1955 Panhard Paturi Panthère 610 was powered by a front-mounted, air-cooled 610 cc twin-cylinder boxer engine producing around 24–28 horsepower, paired with a four-speed manual gearbox and column shift that prioritized efficiency over raw power. (Picture from: ClassicAndRecreationSportsCars World in Facebook)

Under the skin, the Panthère remained closely tied to Panhard’s mechanical identity. Power came from a front-mounted, air-cooled, twin-cylinder boxer engine with a displacement of 610 cc, producing around 24 to 28 horsepower depending on specification. Paired with a four-speed manual gearbox and column-mounted shift, the setup emphasized efficiency rather than brute force. Thanks to its fiberglass body, the car weighed roughly 670 kilograms. In open form, it could reach around 140 km/h, while fitting the hardtop improved airflow enough to push top speed closer to 160 km/h—impressive figures for such a modestly powered car in its era. 

The 1955 Panhard Paturi Panthère 610 is depicted here in a vintage promotional illustration that captures its aircraft-inspired silhouette and celebrates its radical plastic body as a vision of the automobile of the future. (Picture from: MicroCarWorld in Facebook)

What ultimately defines the Panhard Paturi Panthère is not just its technical daring, but its near-mythical status. Only three examples were ever built, commissioned by Panhard and constructed by Paturi Technische Industrie NV in Breda, the Netherlands. After being shipped to France, the trail of these cars effectively disappeared, leaving behind more questions than answers. Today, the Panthère stands as a rare chapter in automotive history, a reminder that innovation often happens quietly, on the margins, and sometimes vanishes before the world is ready to notice. *** [EKA | FROM VARIOUS SOURCES | CLASSIC AND RECREATION SPORTS CARS IN FACEBOOK | MICROCAR WORLD IN FACEBOOK | WORLD CARS FROM THE 1930S TO 1980S IN FACEBOOK | RETRO AMICALE EDELWEISS IN FACEBOOK | MRSCHARROO'S WEIRD CAR MUSEUM IN FLICKR ]

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Gas Monkey Testa: An Electric Rework of the Ferrari Testarossa

Silent Testa - Automotive culture has always thrived on reinvention, especially when technology challenges long-held traditions. As electric powertrains continue to reshape the industry, even the most iconic machines are being pulled into a new conversation about relevance, creativity, and the future of customization. It is within this shifting landscape that The Gas Monkey Testa emerges—not as a quiet experiment, but as a deliberate provocation that asks what happens when classic Italian design meets modern electric ambition. 

The Gas Monkey Testa emerges—not as a quiet experiment, but as a deliberate provocation that asks what happens when classic Italian design meets modern electric ambition. (Picture from: MotorUtopia)

At its core, the Gas Monkey Testa began life as a 1989 Ferrari Testarossa, one of five cars originally used in the film Infinite. Rather than preserving it in original form, Gas Monkey Garage selected the most damaged example of the group and chose transformation over restoration. The result is a radical electric reinterpretation that abandons nostalgia-driven purity in favor of bold experimentation. The project was developed in collaboration with Legacy EV, underscoring that this was not a casual swap, but a carefully engineered conversion built to function as a complete vehicle, not a novelty. 

The Gas Monkey Testa represents a radical electric reinterpretation developed with Legacy EV, engineered as a fully functional vehicle rather than a nostalgic showpiece. (Picture from: MotorUtopia)

Visually, the Testa distances itself from the traditional Testarossa silhouette while still carrying its DNA. The car is reimagined as a roofless roadster with custom exterior trim, stripping away weight and formality in the process. Inside, the design takes an even more unconventional turn with a three-seat layout, placing the driver in a central position flanked by two passenger seats. This center-steering configuration instantly signals that the Testa is meant to challenge expectations, blending supercar theatrics with a layout more often associated with experimental hypercars than 1980s grand tourers. 

The Gas Monkey Testa adopts a three-seat interior with a centrally positioned driver flanked by two passenger seats. (Picture from: MotorUtopia)

Beneath its reworked skin, the Testa is powered entirely by electricity, marking a decisive break from Ferrari’s flat-12 heritage. A Cascadia Motion iDM-190 integrated motor and transmission module delivers 225 kW, roughly equivalent to 300 horsepower, alongside 500 Nm of torque. Energy is stored in an 84.6 kWh battery pack built from 36 Kore Power modules, providing the foundation for modern EV performance. Combined with an overall weight reduction of about 400 pounds compared to the original car, the electric setup reinforces the project’s focus on agility and efficiency rather than brute-force nostalgia. 

The Gas Monkey Testa runs on a fully electric powertrain, using a Cascadia Motion iDM-190 unit delivering 225 kW and 500 Nm of torque, supported by an 84.6 kWh battery built from 36 Kore Power modules. (Picture from: MotorUtopia)

Unsurprisingly, the Testa has stirred controversy. For many Ferrari purists, altering a Testarossa—especially turning it into an EV—crosses an emotional line. That tension is precisely what Gas Monkey Garage intended to ignite. While Ferrari itself is famously protective of its brand image, the Testa exists as a conceptual statement rather than a production challenge, highlighting the broader debate around ownership, modification, and the future of classic cars in an electrified era. It raises uncomfortable but necessary questions about whether heritage should be frozen in time or allowed to evolve.

Gas Monkey Testa pic.twitter.com/xiiYZ0ppHW

— HyperCar™ (@metroTM33) January 18, 2026

The Gas Monkey Testa made its public debut at SEMA 2023, presented as a futuristic concept rather than a finished endpoint. According to Richard Rawlings, the philosophy behind the build reflects a new definition of hot rodding—one where software, battery management, and electric motors replace carburetors and camshafts. With talk of a more advanced version potentially incorporating Tesla components in the future, the Testa stands as a snapshot of a transitional moment in car culture, where reverence for the past collides head-on with the realities of a rapidly electrifying present. *** [EKA | FROM VARIOUS SOURCES | MOTORUTOPIA | METROTM33 IN X ]

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Inside Ford’s Hidden Mid-Engine Boss 429 Mustang

Hidden Revolution - In the late 1960s, the American muscle car scene was buzzing with horsepower wars, each manufacturer pushing boundaries to dominate both streets and racetracks. Amid this golden era of automotive experimentation, Ford quietly embarked on a daring project that few knew existed: a mid-engine version of the legendary Boss 429 Mustang. This ambitious endeavor, developed under the radar, aimed to address a critical flaw in the production Boss 429—the unwieldy weight distribution caused by placing a massive iron-block V8 in the front of a short, lightweight chassis.

Red Ford’s Hidden Mid-Engine Boss 429 Mustang was an ambitious, under-the-radar experiment designed to fix the production car’s poor weight balance caused by its massive iron-block V8 up front. (Picture from: MacsMotorCityHarage)

The masterminds behind this hidden experiment were Ford’s Special Vehicles division, working alongside the Detroit-based Kar Kraft, a private skunkworks known for ingenious engineering solutions. Internally dubbed the LID Mustang, short for “Low Investment Drivetrain,” the project represented a resourceful approach: relocate the engine to the rear using mostly existing components, rather than investing in exotic, costly European transaxles. The goal was straightforward yet audacious—transform the Boss 429 into a more balanced, mid-engine powerhouse with minimal financial outlay. 

Red 1969 Ford’s Hidden Mid-Engine Boss 429 Mustang was developed by Ford’s Special Vehicles division and Kar Kraft as the LID Mustang, a low-cost concept that shifted the engine rearward using mostly existing components. (Picture from: MacsMotorCityHarage)

Engineering the LID Mustang required a bold reimagining of the vehicle’s layout. The standard Boss 429 engine and C6 automatic transmission were reversed and mounted on a custom rear subframe, sitting directly over the rear axle. A specialized transfer case, inspired by marine drives, rotated the output 180 degrees to feed a modified 9-inch Ford rear axle converted for independent operation. Articulated half shafts, u-joints, and a custom axle housing incorporated mounts for Koni coilover shocks and rear control arms, creating a modular, drop-out design that allowed for efficient assembly while maintaining structural integrity. 

Ford’s Hidden Mid-Engine Boss 429 Mustang reimagined its layout by reversing the Boss 429 engine and C6 automatic transmission and mounting them on a custom rear subframe over the rear axle. (Picture from: MacsMotorCityHarage)

On the exterior, the LID Mustang cleverly disguised its radical internals. It appeared nearly identical to a 1969 Mach I Sportsroof, complete with a conventional hood scoop up front. Its wheel setup was subtle yet effective: reverse-offset steel wheels—eight inches wide at the rear, six at the front—maintained stock track width and were hidden behind full Lincoln wheel covers. Inside, the rear seat was removed, replaced with black carpeting, while the front engine bay housed the battery, radiator, and air-conditioning condenser, all cooled by electric fans. The rear glass was replaced with a Sports Slat louver assembly that hinged upward, providing access to the relocated V8. 

Ford’s Hidden Mid-Engine Boss 429 Mustang reimagined its layout by reversing the Boss 429 engine and C6 automatic transmission and mounting them on a custom rear subframe over the rear axle. (Picture from: MacsMotorCityHarage)

The result was a striking reversal of the Boss 429’s weight distribution, flipping it from 60/40 front-heavy to 40/60 rear-biased. Yet, in a twist that surprised Ford engineers, the change produced little measurable improvement in overall performance, aside from reduced wheelspin. Despite this, the car functioned flawlessly on the street, demonstrating the ingenuity and precision of its builders. The LID Mustang exemplified a fascinating mix of creativity, practicality, and mid-century American engineering bravado. 

Ford’s Hidden Mid-Engine Boss 429 Mustang was developed by Ford’s Special Vehicles division and Kar Kraft as the LID Mustang, a low-cost concept that shifted the engine rearward using mostly existing components. (Picture from: MacsMotorCityHarage)

Historically, the LID Mustang holds a unique place as both a technological experiment and a glimpse into Ford’s willingness to challenge norms. While only one prototype was ever built, its story continues to captivate enthusiasts. Initial reports suggested it met the crusher at a Detroit salvage yard, but insiders later revealed that the car might have quietly vanished from Ford’s Dearborn Proving Grounds, tucked away in a private garage for decades. This air of mystery has cemented its legendary status, making it one of the most intriguing “what if” chapters in Mustang history. | C8Z1zzURLCM |

Today, the mid-engine Boss 429 stands as a testament to the bold, experimental spirit of late-1960s automotive design. It challenges assumptions about muscle car engineering, blending audacious ideas with practical execution. More than a forgotten prototype, the LID Mustang embodies an era when innovation often took the road less traveled, leaving behind stories that continue to ignite the imagination of car enthusiasts around the world. *** [EKA | FROM VARIOUS SOURCES | MACSMOTORCITYGARAGE | HOTCARS ]

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The Callaway SuperNatural Camaro C8: A Rare 1990s American Performance Icon

Camaro Outlier - The early 1990s were a restless period for American performance cars, a moment when manufacturers and tuners alike were searching for new ways to redefine speed, style, and identity. Out of that creative tension emerged a handful of machines that refused to play safe, and one of the most striking was the Callaway SuperNatural Camaro C8. Introduced to the public at the January 1994 Los Angeles Auto Show, this car was not simply another tuned Camaro—it was a bold experiment that brought Callaway’s high-level engineering philosophy to a broader and more attainable platform. 

The Callaway SuperNatural Camaro C8 was built on the then-new fourth-generation Chevrolet Camaro F-body, a deliberate choice by Callaway Cars. (Picture from: Autoevolution)

At its core, the SuperNatural Camaro C8 was built on the then-new fourth-generation Chevrolet Camaro F-body, a deliberate choice by Callaway Cars. While the company was already well known for its work on the Corvette, the Camaro offered a lower-cost base with a larger market reach. This decision allowed Callaway to translate its SuperNatural concept—previously reserved for Corvettes—into a car that blended everyday familiarity with bespoke performance. Owners could specify different performance and appearance upgrades, tailoring the car to personal taste, driving goals, and budget, a philosophy that felt unusually flexible for its time. 

The Callaway SuperNatural Camaro C8 was visually unmistakable from the front and sides, defined by Paul Deutschman’s aggressive CamAerobody with distinctive headlights, deep air dams, and sharply sculpted bodywork. (Picture from: Autoevolution)

Visually, the C8 was impossible to confuse with a standard Camaro. The exterior was transformed by an aggressive aerodynamic package designed by Paul Deutschman, often referred to as the CamAerobody. Unique headlights, deep air dams, sculpted panels, and a prominent rear wing reshaped the car’s silhouette into something closer to a low-volume supercar than a mass-produced coupe. The styling polarized enthusiasts then—and still does now—but that reaction was part of its identity. It was unapologetically dramatic, reflecting an era when excess and experimentation were embraced rather than restrained. 

The Callaway SuperNatural Camaro C8 reflected early-1990s character inside, with bold color choices, embroidered leather, and Wilton wool carpets that made the cabin feel bespoke rather than factory-built. (Picture from: Autoevolution)

Beneath the reworked body sat the heart of the SuperNatural Camaro C8: a heavily modified 383 cubic inch (6.3-liter) pushrod V8 developed by Callaway. Producing over 400 horsepower, the engine delivered performance figures that placed the car in elite company. Acceleration from 0 to 60 mph took roughly 4.1 seconds, and top speed was quoted at an astonishing 170 mph. Supporting hardware included upgraded suspension components, massive Brembo brakes, stainless steel headers and exhaust, and lightweight OZ Racing wheels, all working together to ensure the car’s performance matched its visual impact. 

The Callaway SuperNatural Camaro C8 hid a heavily reworked 383 cubic inch (6.3-liter) pushrod V8 developed by Callaway, producing over 400 horsepower and delivering performance that placed it among elite contemporaries. (Picture from: Autoevolution)

Inside, the C8 embraced the unmistakable personality of the early 1990s. The interior often featured bold color combinations, embroidered leather, and Wilton wool carpets, creating a cabin that felt custom-built rather than factory-assembled. These details reinforced the idea that this Camaro was not meant to be subtle or conservative. Every surface reminded occupants that they were sitting in something rare and intentionally different, a car shaped as much by attitude as by engineering. 

The Callaway SuperNatural Camaro C8 was visually distinctive from the rear, defined by an aggressive aerodynamic layout highlighted by its prominent rear wing. (Picture from: Autoevolution)

Rarity ultimately defines the Callaway SuperNatural Camaro C8 as much as its performance. With only around 18 examples produced between 1994 and 1997, it remains one of the most elusive Callaway projects ever completed. It appeared at major automotive events such as the LA Auto Show, Chicago Auto Show, and the SEMA Show, and even earned recognition in period media as one of the most extreme Camaros of its time. | 8wjHUzB-iBo |

Today, the C8 stands as a snapshot of a daring chapter in American tuning culture—a moment when Callaway proved that the Camaro could be transformed into something radical, exclusive, and unforgettable without losing its original soul. *** [EKA | FROM VARIOUS SOURCES | CALLAWAY | AUTOEVOLUTION | SILODROME | BARNFINDS ]

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Ford Start Concept: Pininfarina’s Visionary Compact Coupe

Conceptual Velocity - Concept cars are like windows into the imagination of designers, spaces where rules are set aside and creativity takes the wheel. They show what could be possible rather than what is practical, capturing the mood of their time. At the start of the 2000s, this spirit was alive in the Ford Start Concept, a compact coupe that combined playful design with forward-thinking engineering, offering a glimpse of how cars might evolve. 

The Ford Start Concept, a compact coupe that combined playful design with forward-thinking engineering, offering a glimpse of how cars might evolve. (Picture from: Carrozzieri-Italiani)

The Ford Start Concept debuted at the 2001 Frankfurt International Auto Show, created by Pininfarina as a fully independent design study. Carlo Bonzanigo, serving as Design Manager and Concept Car Project Lead, played a key role in shaping its look and vision, guiding the team in exploring proportions, materials, and overall style. With Ford’s engineering as a reference, Bonzanigo’s leadership helped turn the concept into a design that felt both daring and believable. 

The Ford Start Concept measures around 4.2 meters in length and takes the form of a 2+2 compact coupe, with balanced proportions that emphasize agility while remaining grounded in realistic automotive design. (Picture from: Carrozzieri-Italiani)

Measuring around 4.2 meters long, the Ford Start is a 2+2 compact coupe with proportions that emphasize agility and balance. Its structure follows realistic automotive logic, keeping the car grounded despite its conceptual nature. A retractable roof adds versatility, transforming the coupe into an open-top experience while maintaining a clean, flowing silhouette that feels both dynamic and cohesive. 

The Ford Start Concept features a retractable roof that transforms the coupe into an open-top experience while preserving a clean, flowing, and cohesive silhouette. (Picture from: Carrozzieri-Italiani)

The exterior is bold yet uncluttered. The windshield tapers as it rises, creating a forward-leaning stance, while a three-section lower air intake adds functional elegance. Side windows curve smoothly along the body, and vertical rear lights punctuate the design with a modern signature. Finished in a green-blue resin, the body gleams with subtle translucence, giving the car a futuristic presence without being over-the-top. 

The Ford Start Concept’s interior balances rugged structure and refinement through tray-style seats, exposed steel trellis frames, a visible rear spare tire, hand-stitched dark brown leather, and a minimalist dashboard centered on the tachometer. (Picture from: Carrozzieri-Italiani)

Inside, the Ford Start balances ruggedness with refinement. Tray-style front seats and exposed steel trellis frames highlight its structural honesty, while a visible spare tire under the rear window adds a utilitarian touch. Hand-stitched dark brown leather warms the interior, and the minimalist dashboard centers the tachometer, reflecting the car’s sporty character in a simple, elegant way. 

The Ford Start Concept is powered by a turbocharged 2.0-liter Duratec engine with Garrett turbocharging, producing up to 200 horsepower and reinforcing its athletic, performance-focused character. (Picture from: Madle.org)

Under the hood, the concept packs a turbocharged 2.0-liter Duratec engine with Garrett turbocharging, generating up to 200 horsepower. This setup underscores the Start’s performance potential, aligning the mechanical heart with its athletic, agile look, showing that even as a concept, it was designed to be taken seriously on the road. Sorry, the following video is not related to the car discussed here. It features a different Ford concept that shares the same name and was presented around 2010. | qrlk8ysPYJg |

Decades later, the Ford Start Concept continues to resonate. Its compact proportions, daring use of materials, and clean, expressive design feel surprisingly modern, reflecting trends that designers and enthusiasts now prioritize. Even without reaching production, the concept remains an inspiring reminder of how creativity, practicality, and forward-thinking style can come together to shape the future of automotive design. *** [EKA | FROM VARIOUS SOURCES | CAROOZZIERI-ITALIANI | MADLE.ORG ]

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