Unfiltered Precision - For decades, the world of automotive design has seen countless masterpieces born from passion, performance, and precision. Among the legendary names that fuel this legacy, Ferrari continues to stand apart—not only for its relentless pursuit of speed, but for its unique way of celebrating its own milestones. And in 1995, that celebration reached new heights with the arrival of the Ferrari F50.
The Ferrari F50 was produced in 1995 to commemorate the 50th anniversary of the Prancing Horse, blending Formula 1 technology with road-legal performance. (Picture from: Secret-Classics)
Rebel Muscle - In the heat of America’s golden muscle car era, when Detroit's Big Three were throwing down horsepower on every boulevard and race track, a fourth contender quietly muscled its way into the spotlight. While Pontiac’s Firebird Trans Am had already begun earning its stripes, American Motors Corporation (AMC) introduced a much rarer—and arguably more rebellious—machine in 1970: the AMC Javelin SST Trans-Am. Bold in its presence and purpose-built for speed, this limited-edition marvel brought AMC into a league of its own, even if the world didn’t quite know it at the time.
The 1970 AMC Javelin SST Trans-Am represented more than AMC’s engineering prowess—it was a full-throttle tribute to the brand’s bold entry into the SCCA Trans-Am series. (Picture from: HotRod)
The Javelin SST Trans-Am was more than just AMC flexing its engineering muscle—it was a full-throttle celebration of the company’s ambitious involvement in the Sports Car Club of America (SCCA) Trans-Am series. Starting in 1968, AMC joined the ranks of Ford and Chevrolet on the grid, pushing its brand-new Javelin coupe as a serious performance player. Though late to the party—only approved for competition two months before its Sebring debut—AMC’s Javelin still managed an impressive third-place finish in the season’s points standings. Not bad for the underdog.
AMC entered the SCCA Trans-Am series in 1968 to promote its new Javelin sports coupe—a stretched AMX—even though the program was approved just two months before its Sebring 12-hour debut.(Picture from: HotRod)
But AMC didn’t just show up—they doubled down. For 1970, they pulled off a major coup by hiring Roger Penske and his ace driver Mark Donohue away from Chevrolet. Penske and Donohue had dominated Trans-Am racing with the Camaro, winning nearly everything in sight. With AMC’s fresh backing, the tables were about to turn.
The 1970 AMC Javelin SST Trans-Am was painted in the same bold red, white, and blue livery as the race-spec cars, proudly showcasing its track-bred identity.(Picture from: HotRod)
To celebrate this bold new era, AMC built a street version of their race-ready Javelin. Limited to only 100 units, the SST Trans-Am was painted in the same patriotic red, white, and blue livery that adorned the track cars. The visual drama didn’t end with paint—the car featured a wind-cutting front air dam, a functional hood scoop, and a rear spoiler that wasn’t just for show. While the race cars used a version designed by Donohue for maximum track grip, the street model still looked the part and served to homologate the features for competition use.
The 1970 AMC Javelin SST Trans-Am featured a wind-cutting front air dam and a functional hood scoop, both enhancing its aggressive look and aerodynamic performance.(Picture from: HotRod)
Mechanically, AMC didn’t hold back. The 390 cubic inch V8 was familiar in name, but new in execution. A taller deck height, redesigned cylinder heads with better airflow, and improved combustion meant the engine now pumped out 325 horsepower—10 more than the previous year. Paired with a Borg-Warner T-10 four-speed and a 3.91 Safe-T-Track rear end, this wasn’t a poser’s car. It was built to run.
The 1970 AMC Javelin SST Trans-Am featured a more refined, driver-focused interior with richer materials, woodgrain accents, and a rim-blow steering wheel that replaced the plasticky feel of earlier models.(Picture from: HotRod)
The exterior changes for 1970 gavethe Javelin a more aggressive face and sleeker profile, while the interior stepped up with richer materials and a more driver-focused layout. Gone was the plasticky feel of earlier versions—AMC added woodgrain accents, a rim-blow steering wheel, and a cockpit that actually felt special. It wasn’t over-the-top luxury, but it matched the sporty promise of the car’s bold exterior.
The 1970 AMC Javelin SST Trans-Am packed a reengineered 390 cubic inch V8 with a taller deck, improved heads, and better airflow, boosting output to 325 horsepower.(Picture from: HotRod)
Behind the wheel, the SST Trans-Am delivered on much of that promise. The seating position was intuitive, visibility was solid, and the gauges were easy to read—exactly what you want when piloting a muscle car. On a short drive, it revealed the kind of torque-heavy, responsive personality that made AMC’s big 390 engine so respected.
The 1970 AMC Javelin SST Trans-Am retained the race-inspired look and included key features homologated for competition use.(Picture from: HotRod)
Acceleration was brisk and linear, thanks to the car’s low gearing. Shifts through the old-school T-10 were satisfying, though the throws felt a touch long by today’s standards. The steering was surprisingly light, almost effortless, and while the front end felt a bit loose—possibly due to worn suspension components awaiting restoration—it still gave off a confident, eager-to-run vibe.
The 1970 AMC Javelin SST Trans-Am featured a functional rear spoiler designed not just for looks, but to enhance stability and aerodynamics at speed.(Picture from: HotRod)
Even though it didn’t feel quite as buttoned-down as a same-year Firebird Trans Am, the Javelin SST had its own unique rhythm. It didn’t try to be a copy of its rivals—it had its own design language, its own powertrain tuning, and its own interpretation of what a Trans-Am car should be. And while it might not have out-cornered the competition, it definitely held its own in a straight-line sprint—low to mid 14-second quarter mile times were well within reach, putting it ahead of many similarly-sized muscle cars. | BiMNp-BzgTM |
Today, with only 100 ever made, the 1970 AMC Javelin SST Trans-Am stands as a rare and gutsy symbol of independent innovation in a crowded market. AMC might not have had the deep pockets or marketing muscle of its larger rivals, but it had something just as valuable—audacity. And in a time when boldness mattered just as much as horsepower, the Javelin SST Trans-Am proved that going your own way could be the fastest line through the curve. *** [EKA | FROM VARIOUS SOURCES | STREETMUSCLEMAG | HOTROD | CARBUZZ ]
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Bold Originality - Back in the late 1970s, automotive innovation didn’t just belong to the big names. It also thrived in quiet corners, in humble workshops, far away from global spotlights. While the rest of the world was chasing polished luxury and roaring horsepower, one small group in Melbourne, Australia, led by a passionate car builder named Campbell Bolwell, decided to go in a different direction. They created something odd, bold, and delightfully different — a car that looked like it came from a sci-fi movie, sounded like nothing else, and demanded that you climb in through the roof. This was the Bolwell Ikara.
The Bolwell MkIX Ikara, a car that looked like it came from a sci-fi movie, sounded like nothing else, and demanded that you climb in through the roof. (Picture from: CollectingCars)
Unlike most cars, the Ikara wasn’t designed for the showroom or for Sunday drives down the boulevard. It was made for those who wanted to get their hands dirty, who found joy in assembling a machine themselves and feeling every inch of its movement on the road. When it debuted at Calder Park Raceway in November 1979, the Ikara — officially known as the Bolwell Mark IX — instantly set itself apart, not because of flashy marketing or brand prestige, but because of its singular philosophy: function before fashion.
The Bolwell MkIX Ikara featured a lightweight steel tube space frame and a fiberglass body with only 12 kits ever produced between 1979 and 1980. (Picture from: CollectingCars)
By the time he created the Ikara, Campbell Bolwell had already made a name for himself with earlier models like the Mark VII and Mark VIII, and most notably the Mk X Nagari — a muscular V8 sports car that gained a loyal following. But instead of chasing more power and refining luxury, Bolwell pivoted. The Ikara was about minimalism, agility, and creativity. It wasn’t a finished product; it was a kit. Buyers didn’t just drive the Ikara — they built it.
The Bolwell MkIX Ikara featured a bare, minimalist interior with simple seats, exposed framework, and no unnecessary comforts, emphasizing pure driving focus.. (Picture from: CollectingCars)
Each of the only 12 Ikara kits ever produced between 1979 and 1980 featured a lightweight steel tube space frame and a fiberglass body. Those panels were crafted using hand lamination and a chopper gun spray technique — an approach more common in boat building than car production. And in a move that baffled and intrigued many, the Ikara had no doors. You got in by climbing through the roof. That wasn’t a gimmick; it was a choice driven by simplicity and weight reduction.
The Bolwell MkIX Ikara used a 1.6-liter engine and rear axle from a Volkswagen Golf, reoriented into a mid-engine setup producing 74 hp and 119 lb-ft of torque. (Picture from: CollectingCars)
Under its quirky shell, the Ikara borrowed parts from more familiar vehicles. The front suspension and steering came from the Holden Gemini, complete with unequal-length wishbones and disc brakes. The rear axle and 1.6-liter engine were taken from a Volkswagen Golf, with the whole setup cleverly reoriented to fit a mid-engine layout. That engine produced 74 horsepower and 119 lb-ft of torque — modest by sports car standards, but when paired with a body that weighed only 1,377 pounds (just over 620 kg), it was more than enough to deliver a thrilling ride. The top speed? Around 101 mph (162 km/h). Not blistering, but fast enough for a car that was more about curves and corners than straight-line sprints.
The Bolwell MkIX Ikara’s compact size — just 145 inches long, 43 inches tall, and with a 92-inch wheelbase — gave it go-kart-like responsiveness. (Picture from: CollectingCars)
The Ikara’s compact size — just 145 inches long, 43 inches tall, and with a 92-inch wheelbase — gave it go-kart-like responsiveness. It rolled on Simmons 13-inch alloy wheels, with 185/60 R13 tires at the front and wider 225/60 R13s at the back. A 10.5-gallon fuel tank gave it decent range, with fuel economy close to 26.8 miles per gallon. And for those who wanted even more customization, Bolwell allowed engine swaps from Renault, Honda, or Mazda, adding another layer of individuality to each build.
The Bolwell MkIX Ikara survives today with eleven of the twelve kits still known and one prototype in Australia, standing as a rare tribute to Campbell Bolwell’s vision and a daring era of build-your-own sports cars. (Picture from: CollectingCars)
Buyers could choose from four kit stages, ranging in price from AU$4,890 to AU$9,490. Most owners reported spending only about AU$150 more to complete the car, making the Ikara not just unique, but surprisingly affordable. In 1985, the dream shifted overseas when the molds and tooling were sold to a Greek company. But no further Ikaras were ever produced. | GihLmAubmyo | KTQAPCUUOGU |
Out of the twelve kits built, eleven are still known to exist today, each one a rare relic of a wildly imaginative moment in Australian automotive history. One original prototype remains in Australia — a quiet tribute to Campbell Bolwell’s vision and to an era when building your own car, and climbing in through the roof, wasn’t such a crazy idea after all. *** [EKA | FROM VARIOUS SOURCES | BOLWELL CAR COMPANY | CAR SALES | MOTOR AUTHORITY | CARSCOOPS | COLLECTINGCARS]
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Unrealized Brilliance - Sometimes the most fascinating cars are not the ones we see tearing down highways today, but the ones that almost made it into production—machines that were ahead of their time, bold in ambition, and still manage to spark curiosity decades later. One of those remarkable examples is the Lotus Etna V8 Berlinetta, a concept car that debuted in 1984 and has since become a legend for what it promised, and what it ultimately never became.
The Lotus Etna V8 Berlinetta Concept, a concept car that debuted in 1984 and has since become a legend for what it promised, and what it ultimately never became.. (Picture from: AdrianFlux)
The Etna first appeared at the 1984 British Motor Show in Birmingham, and it wasn’t shy about showing off. Styled by the legendary Giorgetto Giugiaro of Italdesign, the Etna’s lines were sleek, futuristic, and designed to outshine the crowd. Its drag coefficient of just 0.29, paired with a dramatic Perspex upper body, was the kind of detail that usually made concept cars front-page news. But the Etnaoffered more than just pretty bodywork. It was built on the backbone of the Lotus Esprit and packed with innovations that, for the mid-1980s, sounded closer to science fiction than road car reality. Lotus suggested features like computer-controlled active suspension, anti-roll and anti-squat systems, adjustable ride height, traction control, anti-lock brakes, and even an early attempt at active noise cancellation. This was Lotus essentially saying: “Yes, we can dream big.”
The Lotus Etna V8 Berlinetta Concept first appeared at the 1984 British Motor Show in Birmingham, and it wasn’t shy about showing off. (Picture from: Cars.Bonham)
At the heart of the Etna sat the Type 909, a brand-new V8 engine crafted with both ambition and pragmatism. Colin Chapman, Lotus’s visionary founder, had given the task to engineer Tony Rudd years earlier. The goal was a 320 horsepower, lean-burn V8 that could clear strict U.S. emissions while sharing parts with the company’s existing four-cylinder engines. The result was surprisingly close to production reality: 335 horsepower at 6500 rpm and 295 lb-ft of torque, wrapped in an efficient, lightweight package. For a company of Lotus’s size and resources, this was a major achievement.
The Lotus Etna V8 Berlinetta Concept, styled by the legendary Giorgetto Giugiaro of Italdesign, featured sleek futuristic lines and a dramatic Perspex upper body with a drag coefficient of just 0.29. (Picture from: AdrianFlux)
The press immediately fell in love with the concept. CAR Magazine put it on the cover with headlines that celebrated Lotus’s potential to rival the world’s greatest supercars at the time like the Testarossa and Countach. Yet even with that buzz, financial troubles loomed over Hethel. Following Chapman’s death in 1982, the company was struggling. By 1986, when General Motors acquired Lotus, the Etnaand its promising engine were quietly shelved in favor of projects that seemed more commercially viable, like the front-wheel-drive Elan. The Etna, instead of being the UK’s first true mid-engined supercar, was left as a one-off showpiece.
The Lotus Etna V8 Berlinetta Concept’s interior featured a futuristic, minimalist layout with digital displays and experimental electronic controls. (Picture from: Cars.Bonham)
But the story didn’t end there. After years in storage, the Etna passed through the hands of collectors until it reached Olav Glasius, a dedicated Lotus enthusiast. In poor condition, the car was sent to restoration specialists Ken and Neil Myers. What they found inside made the project far more exciting: the original Type 909 V8. Turning what was essentially a clay-and-fiberglass model into a running machine was no small feat. The engine had known problems, including bent valves at high revs, but Neil Myers tackled them with engineering ingenuity—new pulleys, better tensioning, and even a modern Land Rover Discovery engine management system.
The Lotus Etna V8 Berlinetta Concept was powered by the new Type 909 V8 engine, delivering 335 horsepower at 6500 rpm and 295 lb-ft of torque. (Picture from: Cars.Bonham)
Within ten weeks, the dormant V8 roared to life for the first time, decades after its conception. That moment turned the restoration into a mission of passion. Exhausts, driveshafts, and custom mounts all had to be fitted carefully to avoid overheating the fragile body. In the end, a wooden-and-clay show car was transformed into something truly driveable, a rare case in Lotus history where a concept car became a living, breathing machine.
The Lotus Etna V8 Berlinetta Concept still carries the spirit of Lotus: clever engineering, bold design, and a refusal to stop chasing innovation, no matter how unlikely the odds. (Picture from: AROnline)
Today, the Lotus Etna stands not just as a piece of automotive history but as a symbol of what might have been. It represents a time when Lotus dared to reach higher than its resources realistically allowed, a glimpse into a parallel future where the Etna could have reshaped Britain’s supercar landscape years before McLaren and others entered the scene. Even though it never went into production, the Etna still carries the spirit of Lotus: clever engineering, bold design, and a refusal to stop chasing innovation, no matter how unlikely the odds. | KinVNVtIq2I | o13flnneEX8 | R2bepZCNJBU |
The Lotus Etna may have started as nothing more than a bold show car, but over time it turned into something far more meaningful. It represents a snapshot of Lotus at its most daring, chasing ideas that seemed impossible yet refusing to stop dreaming. Even though the Etna never became a showroom reality, its legacy still lingers as a reminder of how far passion and ingenuity can take a carmaker when the odds are stacked against them. *** [EKA | FROM VARIOUS SOURCES | ARONLINE | CARS.BONHAM | ADRIANFLUX | MORTON STREET PARTNERS IN INSTAGRAM ]
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Electrified Ambition - The global automotive industry has been riding the electric wave for quite some time now, with brands from Europe, Asia, and America fighting for dominance. But every so often, a newcomer arrives from an unexpected place, determined to carve out its own lane. That is exactly what’s happening in Russia, where a startup named Kama has been busy shaping its first fully home-grown EV — the Atom. It’s a bold project that has been in development since 2021, and as of today, the car is inching closer to production reality.
The Kama Atom is a gadget-like electric car designed, to fit the perfect concept of new urban mobility in modern megacities. (Picture from: En.IZ.ru)
Kama is not moving alone in this journey. Backed by strong financial support from the Russian Direct Investment Fund, the company has also tapped into expertise from Atom Automotive Engineering and Technology in Nanjing, China. This collaboration is more than just business; it’s a strategic step for Russia to fortify its struggling auto industry in the aftermath of sanctions and market disruptions since early 2022. The Atom is expected to play a key role in reshaping Russia’s domestic car landscape while still leaning on international partnerships to get things off the ground.
The Kama Atom features short front and rear overhangs with a long wheelbase for a roomy cabin, measuring 3,995 mm by 1,790 mm by 1,643 mm with a 2,635 mm wheelbase, a turning radius under five meters, and wheel options ranging from 17 to 19 inches. (Picture from: BlackXperience)
When the first images surfaced in mid-2023, many were curious about what Russia’s entry into the EV world would look like. The photos revealed a vehicle that didn’t simply mimic Western or Asian models but instead carried its own unique twist. Its silhouette has a resemblance to the MG 4, yet the Atom stands taller, with a longer presence on the road. The face is striking: slim LED headlights connected by a light bar, a smooth nose without the traditional grille, and hidden main beams tucked into the bumper. It’s a futuristic take, one that seems influenced by the latest Chinese EVs but still fresh enough to turn heads on its own.
The Kama Atom is equipped with a number of technologies used in the premium class, including augmented reality display with projection on the windshield, remote access and start of the electric car from the phone, automatic parking, advanced driver assistance system (ADAS). (Picture from: Zhibokanche)
From the side, the design shows off short front and rear overhangs combined with a surprisingly long wheelbase, suggesting a roomy interior despite its compact size. Officially, the Atom measures 3,995 mm in length, 1,790 mm in width, and 1,643 mm in height, riding on a 2,635 mm wheelbase. Its turning radius is just under five meters, making it agile enough for city driving, while buyers will be able to choose wheels between 17 and 19 inches.
The Kama Atom has achieved Vehicle Type Approval in Russia, paving the way for mass production and sales with both a standard passenger version and a taxi model that removes the front passenger seat for added rider space. (Picture from: Zhibokanche)
Beneath the body, the numbers are promising. The Atomcomes with a 204-horsepower motor mounted on the rear axle, allowing it to sprint from 0 to 100 km/h in eight seconds and top out at 170 km/h. Power comes from a 77 kWh battery that delivers a driving range of up to 500 km, a figure that puts it in line with international competitors. Charging performance is equally practical: in just eight minutes, drivers can regain enough energy to cover an additional 100 km. These specs put the Atom firmly in the conversation with other mid-market EVs around the world.
The Kama Atom features a steering wheel with a touchscreen running its operating system, which switches to driving mode while projecting key information onto the windshield. (Picture from: Autostat.ru)
The car has already cleared one major milestone by receiving Vehicle Type Approval in Russia, which means mass production and official sales are now on the horizon. Interestingly, the certification covers both a standard passenger version and a taxi-oriented model, the latter ditching the front passenger seat to optimize space for riders. Beyond that, Kama has confirmed thata delivery van variantis under development, while a separate electric sedan project calledthe Lightninghas also been quietly previewed.
The Kama Atom is powered by a 204-horsepower rear-axle motor paired with a 77 kWh battery, enabling 0–100 km/h in eight seconds, a top speed of 170 km/h, and a range of up to 500 km, placing it on par with global competitors. (Picture from: Zhibokanche)
Production plans are ambitious. Kama has completed the setup of its assembly line in Moscow, including body welding, painting, testing, and calibration zones. Officials have stated that industrial production should kick off before the year ends, with wider availability expected in 2026. And for government fleets, there’s even a special package tailored for civil servants, featuring a tweaked interior and limited color options — black or white. | gxti2GYE-b8 |
For a country that has faced severe disruptions in its automotive supply chain, the Atom is more than just a car. It’s a symbol of self-reliance and a statement that Russia doesn’t intend to sit on the sidelines while the EV revolution accelerates globally. While it’s still too early to predict how the Atom will perform in terms of sales or reliability, the project has already shown enough ambition to spark attention beyond its borders. If Kama delivers on its promises, Russia’s Atom might just become one of the most unexpected players in the fast-moving EV race. *** [EKA | FROM VARIOUS SOURCES || KAMA ENGINEERINGEN.IZ.RU | WAM.EA | CARSCOOPS | BLACKXPERIENCE | ZHIBOKANCHE | AUTOSTAT.RU | RUSSIATODAY IN X ]
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Chrome Legacy - When people think about the 1950s, images of jukeboxes, soda fountains, and chrome-heavy automobiles usually come to mind. Cars in that era weren’t just a means of transportation—they were statements of optimism, creativity, and American confidence. Among the many names that stood out on the road, the Plymouth Belvedere held a special place. But its fame wasn’t just about style and engineering. Decades later, in 2007, the world was reminded ofthe Belvedere’slegacy when a particular model, sealed away as a time capsule in Tulsa, Oklahoma since 1957, was finally unearthed. That moment rekindled global fascination with both the car and the story behind it.
The 1957 Plymouth Belvedere captured the era's space-age spirit with a sleek horizontal grille beneath a bonnet stripped of ornamentation, marked only by the Plymouth lettering. (Picture from: CarsAndRacingStuff)
The Plymouth Belvedere itself had already enjoyed a colorful history long before being buried beneath Tulsa’s courthouse lawn. Originally introduced as part of the Plymouth Cranbrook line in 1951, it debuted as a two-door pillarless hardtop, the company’s response to rivals like the Chevrolet Bel Air and Ford Victoria. At the time, its elegant roofline and 217.8 cubic-inch straight-six engine producing 97 horsepower made it a serious contender in the affordable car market. Plymouth refined the Belvedere over the years, adding unique styling touches such as the two-tone “saddleback” paint option in 1952 and an updated, sleeker design with a one-piece windshield in 1953.
The 1957 Plymouth Belvedere showcases an interior designed for both comfort and style, reflecting the elegance and innovation of its era. (Picture from: Classic-American)
By 1954, the Belvedere stepped out from its Cranbrook roots and became a full-fledged model line, offered as sedans, station wagons, convertibles, and hardtops. Plymouth gave it bigger engines and, for the first time, a fully automatic transmission. Virgil Exner’s bold “Forward Look” styling arrived in 1955, setting the tone for the dramatic fins and push-button transmissions that defined mid-1950s Plymouths. It was during these years that the Belvedere solidified its reputation as a stylish yet approachable choice for American families. Chrysler even experimented with futuristic ideas, famously installing a turbine engine intoa Belvedere in 1956 for a public relations campaign that captured national attention.
The 1957 Plymouth Belvedere was powered by robust V8 engines, including the Fury 301 and the High-Performance PowerPAC, delivering impressive performance for its time.(Picture from: Classic-American)
The year 1957 was especially pivotal. Plymouth’s marketing proudly declared, “Suddenly, it’s 1960!” to highlight just how futuristic the new Belvedere appeared compared to its competition. With optional V8s likethe Fury 301 and the High-Performance PowerPAC, along with sweeping tailfins, the Belvedere embodied the forward-thinking, space-age spirit of the era. This was the very model that would be buried as Tulsa’s time capsule—an automotive snapshot of American ambition.
The 1957 Plymouth Belvedere reveals its rear three-quarter view, highlighted by dramatic sweeping tailfins that define its iconic 1950s styling.(Picture from: CarsAndRacingStuff)
When the car was finally revealed in 2007, it wasn’t the gleaming masterpiece people had dreamed of. Decades underground had not been kind, and instead of a pristine time traveler from the 1950s, Miss Belvedere emerged weathered, corroded, and deeply scarred by years of moisture. Yet, in a way, that only made her more meaningful. The car wasn’t just an artifact—it was a tangible reminder of history’s imperfections, a symbol of how time changes everything while memories endure. Classic car enthusiasts worldwide didn’t see a ruined vehicle; they saw a story brought back to life. | DN0IQy_5mds |
Today, the Plymouth Belvedere is remembered not only for its production run from 1954 through 1970 but also for its moment in the spotlight as a literal time capsule. The name might have been retired and replaced by models like the Satellite and Fury, but its legacy continues to ripple through automotive culture. Whether in movies like Christine or in the collective memory of that unforgettable day in Tulsa, the Belvedere remains more than just a car. It is a piece of mid-century imagination, a bridge between past dreams and present nostalgia, and proof that sometimes the stories we bury turn out to be the ones that last the longest. *** [EKA | FROM VARIOUS SOURCES | CARSANDRACINGSTUFF | CLASSIC-AMERICAN | WIKIPEDIA | PAUL26443656 IN X ]
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