Mini Masterpiece - There’s something endlessly fascinating about cars that dared to be different. Long before SUVs and minivans became the go-to family transporters, a few brave innovators imagined compact vehicles that could carry both people and spirit — blending function, character, and an unmistakable charm. Among those visionaries stood Fiat, and perhaps one of its most captivating creations was the Fiat Abarth Multipla, a tiny yet spirited machine that managed to be practical, playful, and surprisingly ahead of its time.
The Fiat Abarth Multipla, a tiny yet spirited machine that managed to be practical, playful, and surprisingly ahead of its time. (Picture from: Wikimedia)
Mechanical Whimsy - There’s something endlessly charming about how post-war Europe embraced creativity on wheels. Scarcity gave rise to innovation, and few examples better capture that spirit than the enchanting yet obscure Citroën 2CV Radar — a unique creation by Belgian Citroën dealer Robert Radar. It's a car born not from a major automaker’s drawing board, but from the mind of a passionate man with racing roots, mechanical precision, and an eye for unconventional beauty.
The Citroën 2CV Radar in its full form, showcasing the two-tone fiberglass body with distinctive flowing lines and compact proportions. (Picture from; QuirkyRides in X)
Robert Radar, a trained mechanic with racing experience from the roaring ‘20s, poured his ingenuity into creating something exceptional. After years of hands-on experience with Citroën and running his own garage in Liège, he designed a roadster in 1956 that was unlike anything else on the road — sleek, curvy, and distinctly French, yet built on the famously utilitarian Citroën 2CV chassis. His creation was so unconventional that it still turns heads today with its surreal, almost dreamlike shape.
A closer look at the front profile reveals the smooth bonnetless nose and rounded curves that give the 2CV Radar its whimsical character. (Picture from; Facebook)
Visually, the 2CV Radar is a car that seems torn between the world of engineering and artistic sculpture. From certain angles, it looks like it belongs in a museum of modern art rather than on a city street. Its exaggerated curves, wing-like rear fenders, and bulbous proportions might strike some as odd or even whimsical. But that’s precisely what makes it stand out. It's not trying to mimic the sports cars of its time; it boldly carves its own path, unafraid of looking different.
Robert Radar originally built the car as a minimalist open-top roadster, like the one shown here, with later versions gradually evolving into fixed-roof coupés.(Picture from; Corfo.JouwWeb.be)
Robert Radar initially built the car as a minimalist open-top roadster, with later versions evolving into fixed-roof coupés like the one shown here. This is the kind of car that walks the fine line between “weird” and “wonderful,” and ends up owning both labels with confidence.
Front view of a bonnetless red Citroën 2CV Radar roadster, showcasing its fluid fiberglass curves, distinctive grille with Citroën chevrons, and exposed headlamps—an example of Robert Radar’s minimalist, hand-built design.(Picture from; Corfo.JouwWeb.be)
The body is crafted entirely from polyester — a cutting-edge material at the time — with an organic flow that almost seems to melt into the road. From the exaggerated, flowing rear fenders to the low-slung nose and minimalistic grille, this car radiates aerodynamic ambition and creative freedom. One of the most distinctive features is its roofline: a fixed hardtop that seamlessly curves into the body, contrasting in color (usually white over deep red or burgundy) and housing what appears to be a rear window froma Citroën DS, cleverly repurposed as a windshield. Even the bumpers and side trims feel custom-made, cleanly integrated into the design without distracting from the smooth surface. Every curve, every bulge, serves both form and function, a visual poem written in fiberglass.
Robert Radar behind the wheel of his creation, the ‘Radar’, a uniquely styled vehicle based on the Citroën 2CV platform.(Picture from; TotalKitCar)
Step inside, and you’ll find the simplicity of the 2CV still present, but wrapped in a slightly more elegant shell. The dashboard and interior layout remain faithful to the original, but with subtle upgrades like improved trim and modest upholstery enhancements to match the Radar’s grander presence. Don’t expect luxury, though — this was still an affordable, lightweight roadster designed to retain the spirit of the 2CV’s simplicity.
A rare coupé-style variant of the 2CV Radar, featuring a two-tone fiberglass body and elegant roofline, photographed at a vintage car gathering.(Picture from: M124a.LiveJournal)
Under the skin, things get more interesting. Originally powered by a standard 425cc flat-twin engine, Robert Radar didn’t stop there. He boosted the performance by upgrading to a 500cc displacement and fitting a dual-carburetor setup. With a reinforced suspension system and the addition of a stabilizer bar, the Radar wasn’t just a showpiece — it could reach up to 120 km/h, a genuinely impressive feat for a car that started life as a humble people’s vehicle. Light weight, clever aerodynamics, and a peppy heart turned it into a surprisingly spirited drive.
Rear view of the Radar, highlighting its sculpted fenders, minimalist taillights, and the DS-sourced rear window repurposed as the windshield.(Picture from; QuirkyRides in X)
What truly sets the 2CV Radar apart is how rare and it is. After Radar built a few bodies himself — some assembled in his own garage, others sold as kits — Citroën Belgium became intrigued. From 1959 to 1962, they produced about 60 fiberglass bodies, of which only 20 were completed as full vehicles. The production process was split between facilities in Belgium and even extended into northern France, involving several craftsmen who ensured the assembly quality met the unique vision.
This is one of the earlier models of the 2CV Radar, shown with a bonnet, with an optional windscreen available to customers at the time.(Picture from; TotalKitCar)
Changes were made during this limited production run: some lost the original bumpers in favor of sleeker side bars, the door handles disappeared, and the body was slightly reworked to ease access to mechanical parts. But the soul remained intact — a quirky, sculptural reinterpretation of the 2CV that was both accessible and unlike anything else Citroën ever offered.
These are two roadster variants built by Robert Radar on the Citroën 2CV chassis—one on the left featuring a bonnetless nose with smooth curves, and the other on the right equipped with a full bonnet and lacking a windshield. (Picture from; Classic And Recreation Sportscars in Facebook)
The 2CV Radar even played a minor role in history. It appeared at the 1958 Brussels World's Fair and in showrooms, proudly wearing its uniqueness like a badge of honor. For 75,000 Belgian francs — around 25% more thana regular 2CV — buyers could own something exceptionally rare, fun, and fashionably French.
Rear view of a pastel-blue Citroën 2CV Radar roadster lacking a
windshield, highlighting its fluid fiberglass curves, exposed cockpit, and minimalist rear styling. (Picture from; PreWar)
Only a handful of these rolling sculptures survive today, with perhaps fewer than six known examples still in existence. Each remaining car is a rolling tribute to Radar's vision and the post-war spirit of creativity. They may look a bit odd today, parked among modern machines, but that’s exactly what makes them so captivating — they were never meant to fit in. | ovoIP1fIXmI |
Maestro Works - There was a time when small cars carried big personalities, and one of the most eccentric examples came from the unexpected collaboration between Ford and the legendary German designer Luigi Colani. Known for his obsession with organic, flowing forms, Colani believed that good design should imitate nature — and in 1998, that philosophy took shape in one of the most unusual Fords ever built: the Colani Ford Ka.
The Ford Ka highlights its sweeping side and rear contours, where Luigi Colani’s flowing design transforms the compact hatch into a sculpted piece of motion. (Picture from: LuigiColani in Reddit)
It all began when Ford wanted to inject more attitude into its then-new city car, the Ka. At the Essen Motor Show in 1998, they asked Colani to reimagine the compact hatchback into something bold and aerodynamic — something that could stand out from every other small car on the road. What resulted was less of a simple facelift and more of a design statement that seemed to bendthe Ka’sshape into a liquid form.
The Ford Ka flaunts its bold front design, featuring Colani’s signature aerodynamic curves and futuristic lines that give the small car a fearless personality.(Picture from: LuigiColani in Reddit)
From the front, the Colani Kalooks like it’s been sculpted by wind rather than by human hands. The headlights stretch upward into teardrop shapes, while the bumper forms two gaping intakes that give the car a quirky but aggressive face. The fenders are dramatically widened, housing distinctive Schmidt Revolution alloy wheels that look like they came from a racing car. Along the sides, the body swells over the rear wheels in a fluid motion, leading to an unmistakably bulbous tail — round, smooth, and unlike anything else on the road. Even the mirrors were reshaped with aerodynamics in mind, echoing Colani’s signature futuristic curves.
The Ford Ka welcomes with a playful yet functional cabin, blending smooth curves, soft materials, and Colani’s signature organic design touch. (Picture from: LuigiColani in Reddit)
The rear is perhaps the most polarizing view. The taillights are tucked into those oversized hips, creating a shape that feels almost biological — like something designed by evolution, not engineers. The Colani signature sits proudly on the back, reminding anyone following that this isn’t just another city car.
Inside, the interior remained largely faithful to the regular Ford Ka, but it still carries that late-’90s playfulness. The rounded dashboard and soft, wave-like forms blend perfectly with Colani’s exterior vision. It’s minimalist yet characterful, with a leather steering wheel, an electric sunroof, and a small plaque confirming its authenticity as a Colani Edition. Every car also came with a certificate signed by Colani himself, turning what could have been a quirky concept into a collector’s dream.
The Ford Ka shows off its right-side stance with fluid curves and bold proportions, embodying Colani’s aerodynamic vision in a sleek, futuristic silhouette. (Picture from: LuigiColani in Reddit)
Beneath all the design drama sat a modest heart — a 1.2-liter four-cylinder Ford Endura-E engine producing 60 horsepower and 105 Nm of torque. Paired with a five-speed manual gearbox and front-wheel drive, it could reach 158 km/h and sprint from 0 to 100 km/h in just over 15 seconds. Not exactly lightning fast, but speed was never the point. This was about aerodynamic exploration and design artistry in motion.
What’s truly fascinating is how well the public responded. The Colani Ka wasn’t just a design study — it generated so much buzz at Essen that Ford approved a limited run of 200 units, sold exclusively through the Cologne dealership R&S Mobile. For a car this unusual, that’s a remarkable achievement.
The Ford Ka showcases its distinctive rear curves and sculpted bumper, where Colani’s aerodynamic vision turns practicality into pure design artistry. (Picture from: LuigiColani in Reddit)
Today, the Colani Ford Ka stands as a charming relic of a time when automakers dared to experiment. It’s strange, bold, and a little bit impractical, but also wonderfully creative. Luigi Colani’s influence can still be felt in the car’s curves — a rolling sculpture that challenged the very idea of what a small city car could look like. Unfortunately, no video of this car exists — only the standard Italian Ford Ka commercial is available. | WJfGQseFzp4 |
In an era where modern cars often blend into one another, the Colani Ka reminds us that automotive design can be both functional and fantastical. It may not have been everyone’s cup of tea, but it was proof that imagination still had a place in the automotive world — and that sometimes, the most memorable cars are the ones that refuse to play it safe. *** [EKA | FROM VARIOUS SOURCES | CULTOBJECTS IN X | LUIGICOLANI IN REDDIT | STORYCARS | LOT-ART | CARSTYLING.RU | AUTOBLOG.NL | AUTOMOTO.IT ]
Note: This blog can be accessed via your smart phone.
Heritage Recharged - When many images and rumors about a possible electric version of the Citroën 2CV surfaced on X—one of them sparked by a post from Quirky Rides asking, “The #Citroën #2CV returns: it will be electric. Would you?”—the internet lit up with excitement. For a car that once helped put France on wheels, even the hint of a return was enough to reignite nostalgic curiosity and prompt a bigger question: could this quirky icon really be making a comeback?
Rumors and images of a possible electric Citroën 2CV—sparked by a Quirky Rides post on X—quickly stirred excitement online. (Picture from: QuirkyRides in X)
For decades, the Citroën 2CVstood for freedom and simplicity, created post-war to give rural communities practical mobility. Now, nearly 80 years later, that same spirit may be returning—only this time, reimagined for the electric age. According to Citroën leadership, reviving the 2CVas an EV is no longer out of the question.
The origins of the Citroën 2CV can be traced all the way back to the 1930s, when initial concepts were developed to bring mobility to rural France. (Picture from: EFE)
Thierry Koskas, CEO of Citroën, recently acknowledged that early design work ona potential electric 2CVis underway, with a possible launch aimed for 2028—just in time for the model’s 80th anniversary. Citing the car’s global recognition, he emphasized how its legacy could be key to carving out space in today’s crowded EV market.
Citroën CEO Thierry Koskas recently confirmed that the company has started early design work on a potential electric 2CV, with a possible launch in 2028 to coincide with the model’s 80th anniversary. (Picture from: Telegraph)
However, the project has yet to receive official approval. While Citroën is experimenting with design ideas and gauging public interest, insiders say the biggest challenge isn’t engineering or demand—it’s strategic positioning. A budget-friendly 2CV EV might risk cannibalizing sales of Citroën’s own ë-C3, raising internal competition concerns.
Still, the idea gained traction for a reason. The massive success of the retro-styled Renault 5 EV—charming, affordable, and wildly popular—has proven that buyers crave electric cars with personality. Selling nearly 10,000 units in its first full month in France, the R5 even outperformed the ë-C3, offering a strong case for Citroën to tap into its heritage.
Citroën’s design chief, Pierre Leclercq, noted that while the brand isn’t ruling out retro design cues, the focus is on reviving the 2CV’s philosophy rather than merely replicating its shape—striking a balance between vintage charm and modern minimalism.(Picture from: Telegraph)
If greenlit, the new 2CV is expected to closely resemble the original, unlike the Renault 5which blends old cues with modern lines. Citroën design chief Pierre Leclercq confirmed the brand isn't turning away from retro elements, but stressed the focus is on revivingthe 2CV'soriginal philosophy—delivering honest, simple mobility—not just replicating its look. The approach would blend classic charm with minimalism.
Rendering images of a possible electric Citroën 2CV were created as artist impressions by Dejan Hristov.(Picture from: ElectricDrives)
From a technical standpoint, the plan aligns with Citroën’s cost-conscious ethos. The electric 2CVwould likely sit on Stellantis’s Smart Car platform—already used inthe ë-C3 and Fiat Grande Panda—though potentially simplified further to cut costs. This could position it between the ultra-affordable Ami and the more capable ë-C3, targeting rivals like the Dacia Spring and Leapmotor T03.
Rather than chase range records, the 2CV EVwould focus on daily practicality with a compact battery offering around 140 miles—comparable to the Dacia Spring. That keeps pricing in check while staying true to the original’s purpose: mobility for all.
An Autocar rendering offers a visual take on what a modern 2CV might look like if it closely followed the design of the original classic.(Picture from: Autocar)
And unlike the original 2CV, often stored away in winter, its electric successor could be used year-round with far less maintenance. In fact, electric conversions of vintage 2CVs already exist—and are beloved for blending classic character with modern ease. It's that very appeal Citroën is aiming to recapture.
Still, no final decision has been made. Multiple sources have confirmed that the project remains exploratory, with concerns over internal overlap and market timing still under review. Koskas has hinted that Citroën isn’t planning a retro lineup—just select models that connect emotionally and tell a meaningful story.
The facelifted Citroën Ami, inspired by the 2CV and shown at the 2024 Paris Auto Show, reflects the brand’s growing taste for retro-flavoured design.(Picture from: Autocar)
Even so, momentum is building. Designers are sketching. The public is engaged. Whether as a production model or a celebratory concept, the 2CV’s electric rebirth feels closer than it has in decades. And if it does happen, it might once again give drivers what they’ve been missing—something practical, playful, and proudly different.
Until then, all eyes remain on Citroën. Because the thought of a quiet little “tin snail” zipping through modern streets feels less like fantasy—and more like perfect timing. *** [EKA | FROM VAROUS SOURCES | QUIRKYRIDES IN X | ELECTRICCARSCHEME | AUTOCAR | ELECTRICDRIVES | EFE | TELEGRAPH ]
Note: This blog can be accessed via your smart phone.
Wooden Wonder - In the world of custom vehicles, there's no shortage of wild ideas and eccentric creators—but every now and then, something truly extraordinary rolls into view. In an age dominated by metal, plastic, and carbon fiber, the idea of a wooden car might sound like something out of a fairy tale or a craftsman's daydream. Yet, nestled in the peaceful countryside of Pembrokeshire, a tiny village in Wales became the birthplace of one of the most curious automotive marvels ever built: the Tryane II, a handcrafted wooden three-wheeler unlike anything seen before.
The Tryane II crafted in the 1980s by a British cabinetmaker named Friend Wood in the peaceful countryside of Pembrokeshire, a tiny village in Wales, this unusual vehicle is more than just a novelty. (Picture from: EcoFriend)
Crafted in the 1980s by a British cabinetmaker with a fitting name—Friend Wood—this unusual vehicle is more than just a novelty. Inspired by boatbuilding techniques and driven by the desire to defy conventional thinking, Wood set out to build a car that would prove that craftsmanship and creativity could challenge automotive norms. His goal? To construct everything from scratch, excluding only the engine and drivetrain. And the results were nothing short of astonishing.
The Tryane II's body is built entirely from a mahogany variety called Kahya, sourced from Africa, took over 600 hours of careful layering and gluing, along with 20,000 staples that were later removed.(Picture from: Best of British on Facebook)
The Tryane II's soul lies in its deep roots—literally. Its body is built entirely from a mahogany variety called Kahya, sourced from Africa. This exotic hardwood was selected not just for its beauty, but for its surprising strength, light weight, and resistance to environmental threats such as moisture, rot, insects, and even fire, when treated properly. Friend Wood didn’t just use any wood—he used boat-grade, epoxy-impregnated plywood applied through a meticulous process known as cold moulding. Over 600 hours of careful layering and gluing, along with 20,000 staples that were later removed, went into forming the car’s elegant tear-drop body, resulting in a structure that is both aerodynamic and durable.
The Tryane II's body was built in two major shell-like components over a hand-sculpted male mold, a technique familiar to shipbuilders but foreign to car manufacturers.(Picture from: Aventure-Citroen-Min.Forumactif)
The body was built in two major shell-like components over a hand-sculpted male mold, a technique familiar to shipbuilders but foreign to car manufacturers. The monocoque frame of the Tryane II rivals the rigidity of truck chassis, yet it’s far lighter—only about 900 pounds (408 kg).
The Tryane II is an elegant evolution—one that captured the attention of the public when it appeared at the 1989 global Citroën 2CV gathering in Orléans. (Picture from: Aventure-Citroen-Min.Forumactif)
This lean design, combined with its aerodynamic shape, allows
the car to reach speeds of up to 100 mph (160 km/h) while achieving
fuel efficiency between 55 to 70 miles per gallon (4.3 L/100 km). Powering this impressive wooden shell is a modest but effective two-cylinder, air-cooled 602 cc boxer engine salvaged from a 1969 Citroën Dyane 6, matched with suspension components from the classic Citroën 2CV.
The Tryane II features a cockpit inspired by Formula 1 monocoques, designed as a seamless, unified structure.(Picture from: Best of British on Facebook)
As for its name, the Tryane II is a clever nod to its origins: a fusion of “three wheels” and the “Dyane” model it borrows from. Its predecessor, the Tryane I, was rougher around the edges, but this second version is an elegant evolution—one that captured the attention of the public when it appeared at the 1989 global Citroën 2CV gathering in Orléans.
The Tryane II's seating area hides thoughtful design choices, such as a removable seatback to access the spare wheel and shock absorbers, and a floor that can be lifted to reach key suspension and exhaust components.(Picture from: Best of British on Facebook)
While the vehicle’s performance is notable, it’s the design process that truly defines the Tryane II. Friend Wood started by sketching the vehicle at 1:5 scale, creating detailed models, and transferring full-sized outlines onto wooden panels. He sculpted the body’s mold from softwood and particle board, onto which he laid three thin layers of mahogany veneer, laminated with epoxy to form the final shape. Even the tank, which holds 30 liters, is built from reinforced plywood with interior baffles to prevent fuel sloshing. The windows and headlights are fitted with plexiglass, and components like the windshield—repurposed from the rear window of a Saab 96—were ingeniously reused for their perfect curvature.
The Tryane II takes its name from a clever blend of “three wheels” and the Citroën “Dyane” model it’s based on. (Picture from: WeirdWheels on Reddit)
Inside, the Tryane II’s cockpit draws inspiration from Formula 1 monocoques, emphasizing a single, flowing structure. The seating area hides thoughtful design choices, such as a removable seatback to access the spare wheel and shock absorbers, and a floor that can be lifted to reach key suspension and exhaust components. Even the hinges on the front cover were repurposed from Citroën 2CV doors, reflecting Wood’s talent for reimagining familiar parts in new contexts.
The Tryane II showcases a varnished mahogany body whose natural grain glows in the light, creating a striking sculptural presence. (Picture from: Best of British on Facebook)
It’s impossible to overlook the visual charm of the Tryane II. The natural grain of its varnished mahogany body glows in the light, giving it an almost sculptural presence. Wherever Friend Wood traveled in his creation, crowds gathered, amazed not just by the craftsmanship, but by the sheer boldness of the concept. And he always welcomed their curiosity, answering every question with the enthusiasm of someone who had spent over 2,000 hours turning imagination into reality. | qE02kbC0yP8 |
More than just a quirky DIY project, the Tryane II stands as a celebration of ingenuity, patience, and a deep respect for traditional craftsmanship. It reminds us that with the right mix of vision and skill, even the most unconventional materials can be transformed into something truly extraordinary. And in a world racing toward automation and synthetic design, this wooden wonder from Wales gently taps the brakes—and turns every head along the way. *** [EKA | FROM VARIOUS SOURCES | NEWS.BBC | AVENTURE-CITROEN-MIN.FORUMACTIF | ELEPHANTANDCHICKEN | ECOFRIEND | BEST OF BRITISH ON FACEBOOK ]
Note: This blog can be accessed via your smart phone.
Ingenious Minimalism - In a world where supercars often steal the spotlight, the quiet brilliance of a tiny city car might seem easy to overlook. Yet, when that city car comes from the mind of Gordon Murray—the same genius who brought us the McLaren F1 and the V12 symphony of the GMA T.50—it deserves a closer look. While most people associate Murray with thundering engines and cutting-edge race tech, one of his most curious creations was designed not for the racetrack, but for the narrow, crowded streets of modern cities.
The GMA T.25 three-seater microcar was meant to revolutionize urban transport—but it never saw the light of day.(Picture from: CarThrottle)
The GMA T.25, introduced in 2010, wasn’t just another quirky compact. It was a radical rethink of what a city car could be. Designed with urban efficiency in mind, it aimed to tackle congestion, reduce emissions, and streamline the production process. From the outside, it looked almost like a toy, but underneath that compact shell lay an engineering mindset as advanced as any of Murray’s high-performance machines.
The GMA T.25 three-seater microcar was powered by a 660cc petrol engine, the same one used in a Smart Fortwo, delivering a modest 51 horsepower.(Picture from: CarThrottle)
Smaller than a Smart Fortwo, the T.25 borrowed its engine from the same source—a 660cc unit delivering a modest 51 horsepower. That might not sound impressive, but the T.25weighed just 575kg, thanks to a lightweight composite body. And in typical Murray fashion, the seating layout was anything but typical: three seats, with the driver front and center, flanked by two passengers slightly behind. It was a layout first seen in the legendary McLaren F1, and later revived in the T.50. That detail alone tells you this wasn’t just another city runabout.
Gordon Murray also designed an electric version of the T.25, called the T.27, though it required more advanced battery technology.(Picture from: CarThrottle)
What really set the T.25 apart, though, was the innovative iStream production method behind it. This approach was designed to cut down both the cost and environmental impact of building a car. With fewer parts, lighter materials, and simplified manufacturing processes, iStream wasn’t just a technical experiment—it was a potential game-changer for how small cars could be built around the world. So, what actually happened to it? The truth is, no one really knows. Back in 2013, Murray confirmed that the rights to both the petrol-powered T.25 and its electric sibling, the T.27, had been sold to a customer.
Gordon Murray posed alongside his brilliant city car concepts: the petrol-powered T.25 and its electric sibling, the T.27. (Picture from: Autoevolution)
The concept made enough waves that it even caught the attention of Shell, who eventually acquired the rights and unveiled their own take on the T.25 in 2016, calling it Project M. Despite promising discussions with several manufacturers, however, the car never reached mass production. Whether due to market timing, business priorities, or simply the risk-averse nature of the auto industry, the T.25 remains a prototype with untapped potential.
The GMA T.25 made such an impact that it caught Shell’s attention, leading them to acquire the rights and unveil their own version in 2016, called Project M. (Picture from: CarThrottle)
It’s hard not to wonder what cities might look like if the T.25 had made it to the streets. Compact, efficient, and refreshingly original, it was the kind of car urban environments desperately needed but never fully embraced. At the same time, it’s possible that stepping away from such side projects allowed Murray to channel his energy into creating masterpieces like the GMA T.33 and T.50—vehicles that pushed the limits of what performance cars can be.
In the end, the T.25 stands as a reminder that great ideas don’t always roar. Sometimes, they hum quietly through side streets, offering smart solutions in small packages. And even if the world wasn’t quite ready for it, the brilliance of the T.25 still shines as a symbol of what happens when big thinking meets small spaces. *** [EKA | FROM VARIOUS SOURCES | CARTHROTTLE | AUTOEVOLUTION | CARBUZZ ]
Note: This blog can be accessed via your smart phone.
