ALFA ROMEO Giulia GTA 2020

For its first 110 years the house has “given” an even sportier version of the Giulia Quadrifoglio, which takes up the historic name GTA.

The GTA is the even sportier variant of the Giulia Quadrifoglio: it weighs 100 kg less and has 30 HP more. “Extreme” in the lines, there is also a GTAm version, with only two seats and further lightening.



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FIAT 500, old & new

“You never get a second chance to make a good first impression.” In these words, Olivier François – President, Fiat Brand Global and FCA Chief Marketing Officer – explains how the debut of the New 500 should be considered as a milestone in the automotive industry, putting the New 500 in its rightful place. “One-Shot” is more than a “behind the scenes” is the story of the creation and presentation of the One-Offs, the three exclusive interpretations of the New Fiat 500, by Armani, Bvlgari and Kartell. The film takes the viewer through interviews with designers, testimonials from partners, and close-ups on the details and selection of sustainable materials.

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1952 LANCIA Aurelia B52 Vignale coupè

Italian and English version

In 1950, Lancia introduced the landmark Aurelia B10, with the first production V-6 engine, Lancia’s traditional sliding-pillar front suspension, a revolutionary multi-link rear suspension, and riding on Michelin X radial tires – another first. The following year, the Aurelia B21 was offered, with the engine size increased from 1.75 litres to 2.0 litres. In 1952, in keeping with Lancia’s practice of creating platforms on which coachbuilders could build custom bodies, the factory offered the B52 autotelaio, with a slight increase over the B21’s 2,860-millimetre wheelbase, and a 2.0-litre V-6. Only 98 B52s were built between 1952 and 1953.

This chassis, number B52-1054, was shipped to Carrozzeria Alfredo Vignale, who built the body to the design of Rodolfo Bonetto. Rodolfo, nephew of famed Lancia racer Felice Bonetto, was an award-winning industrial designer at the beginning of his illustrious career, and his design beautifully illustrates the transatlantic design crosscurrents of the post-war period. The roofline and cabin shares its ‘house style’ with Giovanni Michelotti’s Aurelia B50 “Ginevra” for Vignale. Its visual lightness is reinforced by its contrasting silver roof. The front end, however, reflects the design’s international influence. With its distinctive central roundel and split-grille treatment, Bonetto’s grille treatment recalls Studebaker’s new designs for 1950, but in place of the American car’s chrome ‘nose cone’ is a central driving light. Equally remarkable are the taillights, whose cylindrical inset is nicely balanced against the articulated indicators above the bumpers, similar to styles shared with early Vignale-bodied Ferrari.

Nel 1950, Lancia introdusse la storica Aurelia B10, con il primo motore V-6 di produzione, la tradizionale sospensione anteriore a montante scorrevole Lancia, una rivoluzionaria sospensione posteriore multi-link e la guida su pneumatici radiali Michelin X – un’altra novità. L’anno seguente fu offerta l’Aurelia B21, con la cilindrata del motore aumentata da 1,75 litri a 2,0 litri. Nel 1952, in linea con la pratica di Lancia di creare piattaforme su cui i carrozzieri potevano costruire corpi personalizzati, la fabbrica offrì l’autotelaio B52, con un leggero aumento rispetto al passo di 2.860 millimetri della B21 e un V-6 da 2,0 litri. Solo 98 B52 furono costruiti tra il 1952 e il 1953.

Questo telaio, numero B52-1054, fu spedito alla Carrozzeria Alfredo Vignale, che costruì la carrozzeria su progetto di Rodolfo Bonetto. Rodolfo, nipote del famoso pilota della Lancia Felice Bonetto, era un pluripremiato designer industriale all’inizio della sua illustre carriera, e il suo design illustra magnificamente le correnti trasversali transatlantiche del design del dopoguerra. La linea del tetto e la cabina condividono il suo “stile di casa” con Aurelia B50 “Ginevra” di Giovanni Michelotti per Vignale. La sua leggerezza visiva è rafforzata dal suo tetto argentato a contrasto. Il front-end, tuttavia, riflette l’influenza internazionale del design. Con il suo caratteristico roundel centrale e il trattamento della griglia divisa, il trattamento con la griglia di Bonetto ricorda i nuovi design di Studebaker per il 1950, ma al posto del “cono del naso” della macchina americana è una luce di guida centrale. Altrettanto notevoli sono i fanali posteriori, il cui inserto cilindrico è ben bilanciato rispetto agli indicatori articolati sopra i paraurti, simili agli stili condivisi con le prime Ferrari con carrozzeria Vignale.

Lancia – Logo

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Sweeper on Iveco chassis.  



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The Lamborghini legacy started in 1963 with this car, the 350 GTV prototype. It made its debut at the ’63 Turin Auto Show and was built in Ferruccio Lamborghini’s tractor factory when the man became frustrated with his Ferrari and decided he’d be better off building his own car. Its semi-fastback body was somewhat controversial and attracted plenty of attention. It was conceived of by Franco Scaglione and built by Carrozzeria Sargiotto in Turin. It was powered by a 3.5-liter dry sump racing-specific V12 designed by Giotto Bizzarrini. The 350 GTV had 342 horsepower with 240 lb-ft of torque.

Ferruccio wasn’t entirely happy with the design or with the engine. He thought it was an impractical car so he had Carrozzeria Touring change it up and bring the horsepower down to 270 for the production version of the vehicle. This resulted in the 350 GT, the company’s first production vehicle. The 350 GTV made its way into storage after the Turin Auto Show and stayed there until the mid-1980s. It was purchased by a car dealer and his cousin who had the car modified to make it road worthy. At this time it also received its current green paint job, replacing the pale blue it originally sported. It is now on display at the Lamborghini Museum in Sant’Agata Bolognese, Italy.

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550 Italia…unique prototype

Fitted with a Ferrari F136FB V8 engine, the carbon fiber shelled FIAT ‘550 italia’ concept car by Lazzarini design, will be a one-off production.

To accommodate the high performance motor, its stock front engine, rear seating and all of its back package has been removed. as well as this, the original wheelbase, measuring 230cm, has been increased by 35cm in order to provide aligned transmission. the automobile itself is 35cm wider at its rear and around 25cm fatter in the front, when compared to the ‘cinquecento’. transferring more than just a prancing horse’s motor, the vehicle also includes their gearbox, transmission and suspension-including rear-block. weighing 500kg lighter than the standard model.

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The Sforzesco Castle (Milano – Italy)