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 thatthe Testais 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 Testais 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 Testahas stirred controversy. For many Ferrari purists, alteringa 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 Testaexists 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.
The Gas Monkey Testamade 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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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 inthe 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—transformthe Boss 429into 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 toa 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 ofthe Boss 429’sweight 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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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 C8was 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 ofthe 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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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 Startis 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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Mythic Farewell - Car concepts often arrive as bold promises of the future, yet some appear more like thoughtful reflections—quiet, elegant ideas shaped by the moment they were born into. The Lancia Flaminia Marica belongs firmly to this second category. Created at a time when Italian coachbuilding was navigating uncertainty and reinvention, the Marica stands as a refined closing chapter to the Flaminia story, blending classic Lancia values with late-1960s design sensibilities.
The 1969 Lancia Flaminia Marica by Ghia stands as a refined closing chapter to the Flaminia story, blending classic Lancia values with late-1960s design sensibilities. (Picture from: Carrozzeria-Italiani)
Unveiled in the autumn of 1969 at the 51st Turin Motor Show, the Marica was already something of an anachronism from the start. Lancia had ended Flaminia production, and the brand itself was facing severe financial difficulties while searching for a buyer. The concept was built by Carrozzeria Ghia on a short-wheelbase Flaminia chassis measuring 252 centimeters—specifically chassis number 1168, the final example of its series. This made the Maricaone of only two non-production design studies to use this particular platform, instantly placing it in rare company.
The 1969 Lancia Flaminia Marica by Ghia was built by Carrozzeria Ghia on a short-wheelbase Flaminia chassis measuring 252 centimeters—specifically chassis number 1168, the final example of its series. (Picture from: Carrozzeria-Italiani)
Behind the project stood Alejandro de Tomaso, who had acquired Ghia in 1967 and was rapidly becoming a central figure in Italy’s automotive industry. The Marica is widely believed to have been commissioned at his urging, not as a commercial product but as a strategic gesture—an attempt to remind the world of Lancia’s design pedigree and potential value. Whether altruistic or opportunistic, the decision resulted in a singular vehicle that quietly carried considerable symbolic weight.
The 1969 Lancia Flaminia Marica by Ghia was designed by American stylist Tom Tjaarda, who revisited the Flaminia platform with a close-coupled coupé that balanced elegance and restraint. (Picture from: Carrozzeria-Italiani)
The design itself came from Tom Tjaarda, an American stylist whose career bridged Pininfarina, Ghia, and later Ital Design. Having already explored the Flaminia platform earlier in the decade, Tjaarda approached the Marica as a close-coupled coupé that balanced elegance with restraint. It was named after Marica, a nymph from Roman mythology, reinforcing its poetic rather than aggressive character. The body avoided dramatic flourishes, instead favoring proportion, surface quality, and subtle detailing.
The 1969 Lancia Flaminia Marica by Ghia features a spacious, finely finished interior that reflects the era’s idea of quiet Italian luxury, favoring comfort over spectacle. (Picture from: Carrozzeria-Italiani)
Visually, the Marica is unmistakably a Lancia, yet not a copy of any production model. The front features a restrained interpretation of the marque’s traditional shield grille, integrated into a more horizontal nose treatment. Both the windshield and rear window are sharply inclined, giving the car a sleek, flowing profile. Along the sides, clean lines are interrupted only by a pronounced swage that rises toward the C-pillar, while the tail is truncated with raised upper edges—a clear nod to the Fulvia Coupé that anchors the car firmly within Lancia’s design language.
The 1969 Lancia Flaminia Marica by Ghia was powered by Lancia’s 2.8-liter (2775 cc) V6 engine, using a triple-carburetor setup, the same mechanical specification found in the Flaminia 3C 2800 GT. (Picture from: Carrozzeria-Italiani)
Inside, the Marica reflects the quiet luxury expected of a flagship Italian coupé of its era. The cabin is spacious and carefully finished, emphasizing comfort over spectacle. A walnut briar dashboard spans the interior, with centrally positioned gauges that give the cockpit a balanced, architectural feel. Materials and layout work together to create an atmosphere that feels refined rather than experimental, suggesting a car meant to be lived with, not merely admired on a show stand.
Today, the Lancia Flaminia Maricaremains a one-off creation and the last of five Flaminia fuori serie crafted by Italian coachbuilders. It never evolved into a production model, yet its influence echoed into the 1970s through later designs associated with Tjaarda and beyond. More than a missed opportunity or a forgotten prototype, the Marica reads as a thoughtful pause in automotive history—a graceful reminder of how design, circumstance, and ambition briefly aligned before an era quietly came to an end. *** [EKA | FROM VARIOUS SOURCES | CARROZZIERI-ITALIANI | DRIVETOWRITE | ALVIO TETTO IN PINTEREST ]
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Visionary Departure - The automotive world has always been shaped by bold ideas that never quite reached the road, and those unrealized visions often say more about an era than the cars that did. In the late 1970s, as design philosophies shifted and global markets began to influence European manufacturers more strongly, Alpine found itself at a crossroads. Known for compact, lightweight sports cars, the brand quietly explored a very different future through a project that challenged its own identity: the Alpine A480, a futuristic four-seater concept designed to redefine what an Alpine could be.
The Alpine A480 Concept. (Picture from: LesAlpinistes)
Unlike the minimalist, driver-focused berlinettes that built Alpine’s reputation, the A480 was imagined as a true grand tourer. The idea was simple yet radical for the brand—create a car that could carry four passengers comfortably, along with their luggage, without abandoning the sporty soul Alpine was famous for. Conceptually, it sat somewhere between a coupe and a compact sedan, featuring a central rear engine layout that echoed Alpine’s racing DNA while offering the practicality of a family-oriented GT. Internally, it was sometimes described as a “family A310,” a phrase that captured both its ambition and its departure from tradition.
The Alpine A480 Concept. (Picture from: LesAlpinistes)
This project emerged under the NGA, or New Alpine Range, initiative, launched after Renault took control of Alpine and following the departure of founder Jean Rédélé. Renault’s goal was to modernize and expand the lineup, making Alpine more competitive on an international scale. The A480 was positioned as a cornerstone of this new direction, signaling a move away from niche sports cars toward a broader, more upscale audience. It was not just a design exercise, but a strategic attempt to future-proof the brand in a rapidly evolving market.
Design responsibility was shared between two influential figures of the era. Trevor Fiore, working as an external designer, developed the concept that would later be identified asthe Alpine A480and shape the project’s final direction. In parallel, Marcello Gandini, working with Bertone, proposed a more radical alternative—often referred to asthe A410 Bertone—whose sharp, wedge-like form echoed the aggressive design language found in contemporary icons such asthe Lamborghini Countach. As was typical within Renault during the late 1970s, multiple design studios were evaluated side by side, but Fiore’s more balanced vision was ultimately selected for its closer alignment with Renault’s strategic and market ambitions.
The Alpine A480 Concept. (Picture from: LesAlpinistes)
Visually, the Alpine A480 stood apart from anything the brand had built before. Its squared-off proportions and fastback profile gave it a distinctly modern presence for its time, with design cues that hinted at boththe A310and future Alpine models likethe GTA. The wheels were pushed to the corners, reinforcing a planted stance, while the window cut-outs and integrated lighting emphasized its angular character. Beneath the styling, the centrally mounted rear engine underscored its performance ambitions, even as the overall package leaned toward comfort and long-distance usability rather than pure agility.
The Alpine A410 Bertone Concept. (Picture from: LesAlpinistes)
Ultimately, the A480 never progressed beyond the concept stage. High development costs and uncertainty about its reception—especially among Alpine’s traditional European audience—led Renault to abandon the project. The A310remained in production longer than planned, and the radical four-seat GT vision was shelved. Still, the A480 was far from a dead end. Its influence can be traced in later models like the Renault 5 GT Turbo and Alpine A610, both of which carried forward elements of its design thinking. Today, the Alpine A480 stands as a fascinating snapshot of a brand daring to reinvent itself, a reminder that sometimes the most compelling automotive stories are found in the cars that almost were. *** [EKA | FROM VARIOUS SOURCES | LESALPINISTES | CAR DESIGN ARCHIVES IN FACEBOOK ]
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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 ]
