Electric Majesty - For decades, Ferrari has stood for the thunder of V8 and V12 engines, their symphony echoing across racetracks and open roads. The idea of a silent Ferrari once seemed unimaginable, like asking an orchestra to perform without instruments. Yet, time moves on, and so does innovation. Ferrari has finally stepped into the electric era with a name that says it all — Elettrica.
Ferrari Elettrica, the brand’s upcoming first all-electric grand tourer, is represented here by an illustrative image inspired by Ferrari’s design and spirit. (Image Reimagined by ChatGPT | Prompt by EKA)
“Elettrica,” meaning “electric” in Italian, represents more than just power; it symbolizes transformation. This marks a bold leap for a brand long devoted to combustion. The journey began in 2009 with hybrid technology inspired by Formula 1, evolving through models like the 599 HY-KERS, LaFerrari, SF90 Stradale, 296 GTB and 849 Testarossa — each paving the way toward Ferrari’s fully electric dream that is now becoming reality.
The Ferrari Elettrica’s chassis and battery architecture showcase the brand’s electric supercar design, highlighting precision engineering and performance innovation. (Picture from: OtoDriver)
The Elettrica’sdesign remains under wraps until 2026, but Ferrari promises it will be crafted entirely in-house at Maranello, from motors to inverters. This ensures that, even without pistons or exhausts, the soul of the Prancing Horse remains untouched. At its core, the car features four electric motors — two at the front and two at the rear — producing a combined 1,128 PS and an incredible 11,500 Nm of torque.
The Ferrari Elettrica showcases its advanced electric motor and integrated inverter system, emphasizing cutting-edge engineering and performance efficiency. (Picture from: KabarOto)
Each front motor spins up to 30,000 rpm and weighs just 65 kg, while the rear setup provides the real muscle, with 843 PS delivered through high-efficiency inverters. The result is a breathtaking 0–100 km/h sprint in 2.5 seconds and a top speed of 310 km/h — all in near silence, with no gear shifts or artificial sound effects.
The Ferrari Elettrica features an advanced suspension system showcasing precision engineering for enhanced stability and dynamic handling. (Picture from: OtoDriver)
Underneath, a 122 kWh battery forms part of the chassis, creating a perfect 47:53 weight balance. Built on an 800-volt system, it supports ultra-fast charging up to 350 kW and promises a range of around 329 miles (530 km). Despite weighing about 2,300 kg, Ferrari enhances agility with active suspension, independent rear-wheel steering, and 48-volt motors at each damper for razor-sharp handling.
The Ferrari Elettrica is seen undergoing road testing in heavy camouflage, marking an early phase of development for the brand’s first electric car. (Picture from: Liputan6)
Instead of imitating the roar of past Ferraris, the Elettrica captures its essence differently. Sensors on the rear axle reproduce the natural harmonics of the drivetrain, while steering paddles simulate torque shifts, giving drivers a tactile sense of performance. It’s not nostalgia — it’s evolution, redefined for a new age.
The Ferrari Elettrica is seen undergoing road testing in heavy camouflage, featuring a silhouette reminiscent of a classic breadvan design. (Picture from: Carscoops)
The Ferrari Elettrica proves that electricity and emotion can coexist. It’s not just an electric car; it’s the rebirth of passion through innovation. By embracing silence without losing soul, Ferrari has created more than a machine — it has built the heartbeat of its electric future, powerful, graceful, and unmistakably alive. *** [EKA | FROM VARIOUS SOURCES | FERRARI | REUTER | CARSCOOPS ]
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Turbo Legacy - When people talk about icons of the 1980s, the conversation often turns to bold design, digital experiments, and turbocharged dreams. In the automotive world, few cars captured that spirit as perfectly as the 1984 Nissan 300ZX Turbo 50th Anniversary Edition. It wasn’t just another sports car—it was a rolling celebration of Nissan’s fifty years of engineering, blending style, innovation, and raw performance into a machine that still makes enthusiasts smile today.
The Z lineage had already built a reputation long before 1984, thanks to models like the 240Z, 260Z, and 280Z. When the 280ZX arrived in 1979, Nissan shifted toward comfort and refinement, adding luxuries such as four-wheel disc brakes and a more upscale interior. But by the time the 1984 model year rolled around, Nissan took a bold step forward: the ZX became the first Japanese car to feature a V6 engine, moving away from the straight-sixes of its predecessors. That decision alone was a statement, and in turbocharged form, the car delivered 200 horsepower and 227 lb-ft of torque—serious numbers for its era.
To celebrate its half-century milestone, Nissan created the 50th Anniversary Edition of the 300ZX Turbo, and it was unlike anything else on the road. Painted in a distinctive two-tone Light Pewter and Thunder Black finish, the coupe stood out with flared fenders, mirrored T-tops, and turbine-style alloy wheels. Pop-up headlights completed the wedge-shaped profile that screamed 1980s futurism. Just 5,148 examples were produced for the U.S. market, with another 300 reserved for Canada, making it a rare sight even when new.
Step inside and the car felt like a science-fiction experiment come to life. Drivers were greeted by a glowing green digital dashboard, complete with a sweeping tachometer, speed readout, and even G-force indicators. The steering wheel was ahead of its time, offering media and cruise controls long before they became mainstream. Perhaps the most talked-about feature was the Bodysonic sound system—seat-mounted speakers that vibrated with the music, immersing passengers in an audio experience that felt more like a personal concert than a car ride. Embroidered leather seats, electronic climate control, and adjustable suspension only added to its high-tech charm.
Despite its futuristic interior, the car didn’t forget its mission as a performance machine. Buyers could choose between a four-speed automatic or a five-speed manual gearbox, and either way, the turbo V6 delivered thrills on open roads. With its balance of power, grip, and driver-focused ergonomics, the 300ZX solidified Nissan’s reputation as a builder of sports cars that could hold their own against European rivals at a more attainable price.
Looking back today, the 1984 300ZX Turbo 50th Anniversary Edition feels like a time capsule, capturing both Nissan’s proud history and the boundless optimism of the 1980s. It marked a turning point for the brand—proving that Japanese automakers could innovate with technology while delivering true performance and style. And beyond the specs, it carried the kind of character and presence that still draws attention wherever one appears, whether at a local car meet or simply cruising down the street.
As Nissan moves deeper into electrification and the modern Z continues to evolve, the 50th Anniversary 300ZX remains a reminder of how daring ideas can define an era. It wasn’t just a car—it was a celebration of ambition, and that spirit is what makes it unforgettable four decades later. *** [EKA | FROM VARIOUS SOURCES | USA.NISSANNEWS | CLASSICCARS | CLASSIC | RMSOTHEBYS ]
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Wasted Potential - Some cars are born to dominate racetracks. Others are made to fill city streets or haul groceries. But then there are the rare few that exist for one reason only — to ask, “What if?” The Dodge Copperhead was one of those cars. It wasn’t built to break records or win market share. It was built to test the boundaries of what a sports car could be if you stripped away the excess and left behind only the shape of fun.
The Dodge Copperhead was a roadster that looked fast without being brutal, designed to make driving feel personal rather than powerful, with a long, low body, sculpted lines, bold curves, and big wheels pushed to each corner. (Picture from: Wikipedia)
When Dodge revealed the Copperhead as a concept in 1997 at the North American International Auto Show in Detroit, it wasn’t trying to create a sequel to the thunderous Viper — even though the comparisons were inevitable. Instead, the goal was far more grounded: make something beautiful, simple, and within reach. A roadster that looked fast but didn’t need to be brutal. One that made the thrill of driving feel more personal than powerful.
The Dodge Copperhead, revealed as a concept at the 1997 North American International Auto Show in Detroit, wasn’t meant to be a sequel to the thunderous Viper — though comparisons were inevitable. (Picture from: Supercars.net)
To get there, Dodge didn’t start from scratch. Instead, they stitched the Copperhead together from a variety of existing parts. Its engine, a 2.7-liter V6 borrowed from the Dodge Intrepid, delivered 220 horsepower — respectable, but far from thrilling. The transmission came from the Dakota pickup, and pieces of its suspension came from the Sebring, Talon, and Neon. It was a mechanical collage — a car made from the DNA of Dodge’s most practical vehicles, assembled into something entirely impractical by design.
The Dodge Copperhead concept had a silhouette that looked fast even at a standstill, blending the illusion of speed with design cues inspired by the Austin-Healey 3000, reimagined through an American lens.(Picture from: HotCars)
But even with its modest power and borrowed guts, the Copperhead had a presence. Its body stretched long and low, with sculpted lines, bold curves, and big wheels pushed to each corner. It had the proportions of a classic roadster — long hood, short rear deck — and just enough attitude to make you believe it might bite. Its silhouette looked fast even when parked, and that illusion of speed was part of its charm. Dodge had even taken inspiration from the Austin-Healey 3000, a nod to classic British sports cars, but reimagined through an American lens.
The Dodge Copperhead concept featured a clean, purpose-built interior and was among the few show cars of its time that could drive, albeit slowly.(Picture from: Carbuzz)
Inside, the Copperhead leaned into simplicity. Contoured bucket seats, center-mounted controls, and a clean dash reminded you this was a concept car — not meant for production, but rather a rolling idea. It was one of the few concept vehicles at the time that could actually move under its own power, even if it was only driven slowly for magazine features and auto show demos.
The Dodge Copperhead concept had a long, low body with sculpted lines, bold curves, and big wheels pushed to each corner, capturing classic roadster proportions with just enough attitude to suggest it might bite. (Picture from: Autoevolution)
The vision behind the Copperhead was clear: make a lightweight, rear-wheel-drive sports car that didn’t rely on brute strength. But the vision didn’t last. As Chrysler shifted gears toward the SUV boom, priorities changed. The Copperhead, already built from mismatched parts and riding on a fragile business case, quietly disappeared. And with Dodge already juggling the Viper and the newly greenlit Prowler, there simply wasn’t room for a third niche performance car.
The Dodge Copperhead concept was envisioned as a lightweight, rear-wheel-drive sports car that didn’t rely on brute strength, but that vision quickly faded.(Picture from: Carbuzz)
Further complicating its fate was the recent merger with Daimler. With the Mercedes-Benz SLK already filling the same space in the market, the Copperhead became redundant before it ever had a chance to prove itself. Its production was quietly shelved, and what could have been an accessible, fun-focused roadster became another concept that never made it past the show floor.
The Dodge Copperhead concept car was once displayed at the Walter P. Chrysler Museum, where its striking rear three-quarter view showcased the car’s bold curves and wide stance. (Picture from: Wikipedia)
Still, the Copperhead wasn’t a failure — at least not in spirit. It did exactly what concept cars are meant to do: it sparked imagination. It showed what could happen when a company plays with proportion, design, and purpose. It reminded car lovers that not every fast-looking machine needs to be terrifying to drive. Some just need to make you smile. | tCD9vwqMMyA |
Visionary Beast - Every now and then, a car comes along that doesn’t just fit into history—it bends it, reshapes it, and leaves behind an outline that still feels futuristic decades later. The early 1970s was a time when the automotive world was already experimenting with new forms and radical engineering, but nothing prepared enthusiasts for what Nuccio Bertone and his team unveiled in Turin in 1971. What began as a daring design study soon evolved into one of the most iconic rally weapons of all time: the Lancia Stratos HF Prototype.
The Lancia Stratos HF Prototype, what began as a daring design study soon evolved into one of the most iconic rally weapons of all time designed by Marcello Gandini of Bertone, and unveiled for public at the Turin Motor Show 1971. (Picture from: UltimateCarPage)
At the heart of this story is coachbuilder Bertone, a company that had to reinvent itself in the 1960s when traditional coachbuilding was being edged out by unitary chassis construction. Instead of fading quietly, Bertone decided to prove its worth by creating something no one could ignore. Designer Marcello Gandini, already responsible for some of the boldest shapes of the era, drew up an extreme wedge-shaped machine unlike anything else on the road.
The Lancia Stratos HF Prototype’s front end features a steeply sloping hood that flows into its wedge-shaped nose, accented by hidden pop-up headlights beneath a wide wraparound windshield. (Picture from: UltimateCarPage)
That car, first called the “Stratoline” before settling on the simpler “Stratos,” was impossibly low, razor-sharp, and gave off the presence of a spacecraft. Its windshield doubled as an entry hatch, and under the skin was a heavily reworked Lancia Fulvia chassis, shifted into a mid-engine, rear-wheel-drive configuration.
The Lancia Stratos HF Prototype interior shows a minimalist cockpit with a three-spoke steering wheel, round analog gauges, exposed pedals, and a simple floor-mounted gear lever. (Picture from: UltimateCarPage)
Even though the Stratos Zero show car wowed audiences, Lancia initially wasn’t interested. But Nucio Bertone refused to let the vision die. In a move that’s still legendary today, he literally drove the Stratos into Lancia’s factory—slipping under the entry barrier because the car was so low—to demand their attention. That boldness worked. Lancia’s competition manager, Cesare Fiorio, saw the potential, and suddenly the conversation shifted from concept to rally car.
The Lancia Stratos HF Prototype was powered by a Ferrari Dino V6, made possible through Fiat’s ownership of both brands, and what began as a temporary solution ultimately became permanent, with Ferrari later supplying the engines for the production models. (Picture from: UltimateCarPage)
The result was the Stratos HF Prototype, completed in just four months. It stood taller thanthe Zerobut still carried over the futuristic curves and short, purposeful proportions. Painted in a fluorescent red, it made another splash at Turin in 1971, but there was one problem: the engine. Lancia’s new competition motor wasn’t ready, so Bertone borrowed a Ferrari Dino V6, thanks to Fiat’s ownership of both companies. Ironically, that “temporary solution” ended up becoming permanent, with Ferrari eventually supplying engines for the production run.
The Lancia Stratos HF Prototype is shown from the rear in bright fluorescent red, featuring circular tail openings, wide gold wheels, and bold HF lettering on the side. (Picture from: UltimateCarPage)
Testing refined the car further—fiberglass replaced aluminum panels, suspension layouts were adjusted, and details were reworked to withstand the brutal demands of rallying. By 1973, production was underway, with around 500 cars built to satisfy Group 4 homologation rules. On the rally stage, the Stratosimmediately proved itself, taking wins even before it was officially homologated.
The Lancia Stratos HF (in pictured Group 4 rally car) has a low, sharp, and aggressive form and broke the tradition of a tough sports car that is dominated prevously by curved body cars. (Picture from: WindingRoad)
With up to 280 horsepower in race trim, aggressive aerodynamics, and a chassis tuned for agility, it was a weapon across every surface—tarmac, gravel, and snow alike. From 1974 onward, the Stratos dominated the World Rally Championship, collecting seventeen victories and securing Lancia’s reputation as a force to be reckoned with.
The Lancia Stratos HF Stradale was developed to closely resemble its Group 4 rally sibling, with the 24-valve V6 delivering between 190 bhp and 280 bhp. (Picture from: Forums.Forza.net)
Drivers like Sandro Munari became legends behind its wheel, and while a later turbocharged version was attempted, it was the naturally aspirated V6 cars that cementedthe Stratos’ place in motorsport history. Production wrapped up by 1978, leaving fewer than 500 cars in existence, including about 50 full competition models. | wKR5sDEERD4 |
Looking back today, the Lancia Stratos HF Prototype feels less like a step in automotive evolution and more like a leap. Its creation was fueled by persistence, bold design, and a willingness to take risks that few would dare to attempt. Without Bertone’s stubborn drive or Fiorio’s belief in the project, the car may never have existed at all. Yet it did, and in doing so, it became more than just a rally car—it became a symbol of how imagination, when paired with determination, can create something truly timeless. *** [EKA | FROM VARIOUS SOURCES | ULTIMATECARPAGE | SUPERCARS.NET | FORUMS.FORZA.NET | WINDINGROAD ]
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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 ]
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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 ]
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The Ferrari Elettrica proves that electricity and emotion can coexist. It’s not just an electric car; it’s the rebirth of passion through innovation. By embracing silence without losing soul, Ferrari has created more than a machine — it has built the heartbeat of its electric future, powerful, graceful, and unmistakably alive. *** [EKA | FROM VARIOUS SOURCES | FERRARI | REUTER | CARSCOOPS ]
