Ferrari 375 MM, was a race car produced by Ferrari in 1953 and 1954. It was named “375” for the per-cylinder displacement in the 4.5 L V12 engine, and the “MM” stood for the Mille Miglia race.

The engine was based on its Ferrari 375 F1 counterpart, but with shorter stroke and bigger bore. The first prototype was a Vignale Spyder and three next cars were Pinin Farina Berlinettas, all converted from Ferrari 340 MM. Perhaps the most known 375 MM is this “Ingrid Bergman” version.

First shown at the 1954 Paris Auto Salon, this 375 MM is fitted with a one-off body designed and constructed by Pinin Farina. Among its most striking features are the rotating headlights and the fins on the rear fenders. 

It was believed to have been ordered by / for Swedish actress Ingrid Bergman, and even though she never took delivery of the car, chassis 0456AM is still commonly referred to as the ‘Bergman Coupe’ or “Dono d’amore” (Italian: Gift of love). Her husband, director Roberto Rossellini, did briefly own the car before it was sold to the United States.

Presented by Romano Pisciotti

Sicim’s made in Italy technology in Canada for British Columbia oil

The Trans Mountain Expansion Project represents an outlet channel for Canada’s resources on world markets with important economic implications for the country. Currently there is a 1,150-kilometer pipeline in British Columbia: the project involves the construction of a second pipeline that will increase the nominal capacity of the system from 300,000 barrels per day to 890,000 barrels per day.

The Italian company, in partnership with the Canadian Ledcor Pipeline, will have to build 200 km of pipelines in the Rocky Mountains

The Athabasca tar sands, located in northern Alberta, are the largest crude bitumen deposit in the world, comparable to the world’s total proven reserves of conventional oil.

Presented by Romano Pisciotti


Iveco Strator  is the European articulated lorry with an “exotic” appearance. The elongated hood is reminiscent of a typical American truck.

Iveco Strator è l’autoarticolato europeo dall’aspetto “esotico”. Il cofano allungato ricorda infatti un tipico camion americano.

Presented by Romano Pisciotti


The Lancia Jolly was a light commercial vehicle produced by the Italian vehicle manufacturer Lancia between 1959 and 1963. In four years, 3011 units were produced.

The low-loading Jolly, based on the Appia passenger car, was available with van or pick-up bodywork. An updated version with a bigger engine, called the Super Jolly, replaced it.


La Lancia Appia è una autovettura prodotta dalla Lancia dal 1953 al 1963: le derivate cosiddette “Commerciali” (Furgoncino, Autolettiga e Camioncino) vennero prodotte dal 1954 al 1959.

Da sempre all’avanguardia anche nel settore dei veicoli commerciali o industriali, la casa torinese, alla ripresa dell’attività nell’immediato dopoguerra (1945) prende a produrre un interessante furgoncino derivato dalla Ardea, cui fa seguito qualche tempo dopo la versione camioncino (e l’autolettiga). Nel 1953, quando esce l’Appia, il furgoncino Ardea continua la sua vita sino a fine anno, poi, al Salone dell’automobile di Torino dell’aprile 1954, vedono la luce l’Appia furgoncino e la autolettiga mentre si preannuncia (appare già nelle pubblicità) il camioncino, che sarà posto in vendita l’anno successivo.

Tecnicamente questi veicoli si distinguono dalle berlina per un irrobustimento generale, il depotenziamento del motore, la adozione del cambio a 5 rapporti e di pneumatici maggiorati.

Technical characteristic

The Jolly was powered by a four-cylinder, 1,090 cc engine producing 36.5 hp. The maximum speed was 98 km/h (60.9 mph).

It was 4,595 mm (180.9 in) long, 1,815 mm (71.5 in) wide, with a height of 1,902 mm (74.9 in). It weighed 1,500 kg (3,300 lb).






ASTRA designs and builds tailor-made off-road vehicles, dumpers and special vehicles to perform the most demanding mining operations.

HD9 and HHD9 models maximise productivity thanks to a load capacity of up to 65 tons. Different traction configurations are available to successfully tackle even the most difficult terrains, from 4×2 to 8×8 (including versions 4×4, 6×4, 6×6, 8×4 and 8×6).









The book-form is determined by our anatomy.

There are those who argue that a tombstone will be placed on ebooks decreeing the victory of paper books. Those who instead support the convenience of reading on electronic media, greater ease of retrieval of texts, the possibility of containing, in a small space, a large amount of books waiting to be “clicked”. A paper book can be leafed through, touched, smelled. We admire the cover, the characters used, the skill of the publishers. Ideas, impressions, emotions captured in the hic et nun of reading are jotted down, underlining sentences, marking words, making orecchiette pages. And then maybe after years he takes back that particular book put to rest on who knows what lost shelf in the library. Maybe a little dust on top. You open it, you start turning the pages again. It comes back to life, not only the story hidden among those characters, but the memory of the moment we bought it, brought it home, read it before falling asleep. Memory reactivator, that book.

Humanity has gone on for centuries reading and writing first on stones, then on tablets, then on scrolls, but it was an unlikely effort. When he discovered that sheets could be bound together, even if they were still manuscripts, he sighed with relief. And he will never be able to give up this wonderful tool again. The book-form is determined by our anatomy.

So wrote Umberto Eco

The digital revolution gives us the tools to build a different way to create, express ideas, build bridges between distant worlds, develop the ability to connect, bring together, to make everything more practical and within reach. Is this the ebook? We have it there, in your pocket, just a click away. And he has no intention of replacing anyone.


Presented by Romano Pisciotti

The first generation of the Fiat 600

The first generation of the Fiat 600 can be considered the first “modern” city car of the FIAT brand: unveiled at the Geneva Motor Show in 1955, it was fitted with a 0.6-liter four-cylinder engine (mounted in the rear position) capable of generating a power of 21 hp.

Born to replace the obsolete 500 “Topolino”, it was slightly modified in 1957 (power increased to 22 HP and descending rather than sliding windows). In the following years there were further increases in power: 24 hp in 1959 and 29 in 1960 in conjunction with the launch of the D version. The last significant change came in 1964 with the doors hinged at the front.

The Fiat 600 is universally recognized as the car that motorized the Italians, but thanks to the numerous variants produced under license abroad it has also seduced many foreign motorists, especially in the former Yugoslavia (thanks to Zastava) and Spain (Seat).


Presented by Romano Pisciotti


THE STIRRUP / La staffa

Around the eighth century, between 730 and 740 there was a sharp discontinuity in the history of European warfare, caused by the introduction, from India through China, of the stirrup. 

The stirrup is a curious element in the history of technology, because it is easy to make and inexpensive, but it brings about big changes compared to what a warrior can do on horseback. As long as a man is held in the saddle by the pressure of his knees, he can handle a spear only with the strength of his arms. But when the lateral support of the brackets is added to the front and rear support of the knob and the saddle of the heavy saddle, horse and rider become one. 

Now the rider can put the spear in the rest between the arm and the torso. The blow is no longer struck with the muscular strength of a man but rather by the impetus of a charging steed and the rider. The stirrup thus made it possible to replace human force with animal force. It was the technological basis of horse fighting, the typical Western fighting technique in the Middle Ages.

Intorno all’VIII secolo, tra il 730 e il 740 ci fu una netta discontinuità nella storia della guerra europea, causata dall’introduzione, dall’India attraverso la Cina, della staffa.

La staffa è un elemento curioso nella storia della tecnologia, perché è facile da realizzare e poco costosa, ma comporta grandi cambiamenti rispetto a quello che può fare un guerriero a cavallo. Finché un uomo è tenuto in sella dalla pressione delle ginocchia, può maneggiare una lancia solo con la forza delle sue braccia. Ma quando il supporto laterale delle staffe viene aggiunto al supporto anteriore e posteriore del pomello e della sella della sella pesante, cavallo e cavaliere diventano una cosa sola.

Ora il cavaliere può mettere la lancia in resta tra il braccio e il busto. Il colpo non è più sferrato con la forza muscolare di un uomo ma piuttosto con l’impeto di un destriero in carica e del cavaliere. La staffa ha così reso possibile sostituire la forza umana con la forza animale. Era la base tecnologica del combattimento a cavallo, la tipica tecnica di combattimento occidentale nel Medioevo.

Presented by Romano Pisciotti