The General Motors XP-511 Commuter Car, unveiled in 1969, was one of the most distinctive and unconventional prototypes from GM’s late-1960s experimentation with urban mobility. Also known as the ES-511, the concept was designed by Larry Shinoda—best known for his work on iconic performance cars like the Chevrolet Corvette Stingray. With the XP-511, Shinoda turned his attention to something entirely different: creating a compact, efficient city car that could deliver genuine driving enjoyment despite its small footprint. The XP-511 was a three-wheeled vehicle, a configuration chosen for simplicity, weight reduction, and maneuverability in dense urban environments. Measuring just 3.8 meters (149 inches) in length, the car was significantly shorter than most production sedans of its time, emphasizing ease of parking and agility in tight spaces. Despite its small size, GM wanted the XP-511 to feel stable and engaging to drive. To achieve this, the design placed the 1.1-liter Opel-sourced four-cylinder engine behind the rear wheels. This rear-engine layout, combined with the car’s low center of gravity, provided excellent balance and nimble handling characteristics unusual for a commuter car. The engine drove the rear wheels through a three-speed automatic gearbox, offering straightforward operation for city drivers. Although the car’s performance figures were modest, the XP-511’s lightweight construction and responsive layout made it surprisingly fun to drive—a deliberate move to attract male drivers who might otherwise dismiss a small commuter vehicle as uninspiring or impractical. The balance between functionality and sportiness reflected Shinoda’s design philosophy of blending performance with accessibility. Visually, the XP-511 carried the hallmarks of late-1960s futurism, with a sleek, aerodynamic body that hinted at both efficiency and forward-thinking engineering. It was part of GM’s broader exploration of small, purpose-built commuter cars, which also included the XP-512 series and the Electrovair electric experiments. Together, these projects formed a window into how the company envisioned personal transportation evolving in increasingly crowded cities. While the XP-511 never advanced beyond prototype form, it captured an important idea—that small cars could still be dynamic, engaging, and aspirational. In many ways, it foreshadowed later urban mobility concepts that aimed to blend efficiency with driving pleasure. Today, the XP-511 stands as a creative example of GM’s willingness to rethink the fundamentals of car design at a time when most of the industry was focused on size and power.

The General Motors XP-512G, unveiled in 1969, was part of an ambitious series of experimental commuter cars that showcased GM’s forward-thinking approach to efficient urban mobility. The “G” designation identified it as the gasoline-powered variant in the lineup, standing alongside other 512-series concepts that explored electric and hybrid technologies. As an open-top two-seater roadster, the XP-512G represented a blend of lightweight engineering, minimalist design, and practical performance aimed at redefining what a city car could be. Powering the XP-512G was a small two-cylinder gasoline engine, which delivered enough power to reach a top speed of 72 kilometers per hour (about 45 miles per hour). While modest by modern standards, this was more than adequate for the short, stop-and-go trips typical of urban driving. Despite its compact size, the 512G impressed with its efficiency—boasting a range of approximately 450 kilometers (280 miles) on a single tank of fuel. This range highlighted GM’s commitment to experimenting with longer-distance capability, even in a vehicle designed primarily for city use. The XP-512G’s open roadster body gave it a playful, almost recreational appearance, while its lightweight construction kept energy demands low. The design emphasized simplicity and practicality, using smooth, rounded surfaces that not only looked futuristic for its time but also improved aerodynamics. As part of GM’s 1969 “Progress of Power” exhibition, the car was displayed alongside other experimental 512 concepts, each powered by different propulsion systems—gasoline, electric, hybrid, and even alternative fuels. Together, these prototypes represented GM’s vision for diverse and adaptable power sources in the decades ahead. Although the XP-512G and its siblings never went into production, they served as an important exploration of mobility in an era of growing environmental awareness and changing urban needs. The series demonstrated GM’s early recognition that the future of transportation would require more efficient, smaller vehicles powered by a variety of energy sources. The XP-512G, with its lightweight design, practical range, and approachable performance, remains a fascinating reminder of how automakers were already thinking about sustainable city cars long before the concept became a global priority.

The General Motors XP-512H, introduced in 1969, was a remarkable glimpse into the automotive future—one that few could have imagined at the time. As part of a series of four experimental commuter car concepts, the 512H represented GM’s early exploration into hybrid-electric propulsion, decades before such technology became mainstream. The “H” in its name stood for “hybrid,” and the project demonstrated the company’s interest in developing smaller, more efficient vehicles suited for congested urban environments while reducing fuel consumption and emissions. What made the XP-512H so innovative was its dual powertrain setup. It combined a small 200cc gasoline engine with a DC electric motor, allowing it to operate in three different modes: purely on the combustion engine, fully electric, or a hybrid combination of both. This setup provided drivers with flexibility depending on driving conditions—an idea that would later become the foundation of modern hybrid systems from Toyota, Honda, and GM itself. Even more impressively, the car’s battery pack could be recharged using a standard household 115-volt outlet, foreshadowing the plug-in hybrid and electric vehicle technology that wouldn’t become common for another half-century. Compact and purpose-built for city travel, the XP-512H featured a lightweight body and minimalist design that emphasized efficiency over luxury. Its small size and focus on practicality reflected GM’s research into the needs of future commuters—people living in increasingly crowded cities who would prioritize ease of parking, maneuverability, and low operating costs. Though the concept never advanced to production, it was a serious engineering experiment rather than just a design showpiece. None of the XP-512 series cars made it into GM showrooms, but their technical insights proved prophetic. The 512H, in particular, accurately anticipated many of the ideas behind today’s hybrid and electric vehicles: energy recovery, flexible power modes, and plug-in charging. More than fifty years later, GM’s early hybrid experiment stands as a testament to how far ahead its engineers were thinking—and how concepts once considered futuristic would eventually define the direction of modern urban transportation.

1960s 1965 DeTomaso Competizione 2000 by Ghia Between 1963 and 1966 the De Tomaso factory built a number of racing cars prototypes but none of them were raced. During the 1966 winter... Between 1963 and 1966 the De Tomaso factory built a number of racing cars prototypes but none of them were raced. During the 1966 winter several projects were considered among which the famous P70 which allowed the development of the future Mangusta engine. The P70 – code named King Cobra – was intended to be raced in the USA with different engines ranging from a 4200cc to a 6789cc block. This superb automobile clothed by Fantuzzi (like the 5000 Sport) was sold in 2004 by the factory to an Italian collector. There were also the 2000 Competizione with a Ghia body and the car we offer here, the not so well-known Sport 1000 Spyder also bodied by Fantuzzi but fitted with an unusual BRM 998cc engine designed at first for F2 racing cars. This is a barchetta designed on the basis of a partially modified Vallelunga chassis. VL1609 was unveiled at the Turin racing car show on February 26, 1966 and probably without its engine. Rumours in the Italian motoring press in March had it that a Ford engine was to equip the car. In the end ” VL1609 ” was taken back to the factory and fitted with the BRM 998cc engine. According to the specialists, this block could be roughly a half P56 used in the P578 1.5 litre with a P56 head and a five speed gearbox of Volkswagen origin with internals supplied by Hewland. The engine #8011 should be considered as the only one ever fitted to ” VL1609 “. Some modifications were made on the car itself like the wider Campagnolo mag wheels and the widening of the rear wing extensions. ”VL1609” was kept at the factory until the clearance sale which took place in 2004 when it was sold to an English collector who sold it again to another British collector in 2007. This car is a unique prototype fitted with a powerful BRM engine developing more than 100bhp to the litre and clothed with one of the most handsome body ever made by Fantuzzi. A true milestone in this exclusive marque’s history. Source: supercars.net Images: Mario Buonocunto Next Item Previous Item

1980s 1989 Daihatsu Hijet Dumbo The 1989 Dumbo was a boxy concept van based on the production HiJet mircovan. Although the Hijet Dumbo is still the same "brick," it is... The 1989 Dumbo was a boxy concept van based on the production HiJet mircovan. Although the Hijet Dumbo is still the same "brick," it is difficult to say it has a conventional or inconspicuous design. The compact car was first presented at the 1989 Tokyo Motor Show. Since the concept was originally sharpened to fit the norms of a kei car, it was based on the serial Hijet with a 660 cc engine. The idea behind the Hijet Dumbo is a tea ceremony car (the floor is entirely flat with curtains to create the mood), but it can also be used as a workhorse. Source: motor.ru Images: Daihatsu Next Item Previous Item

1970s 1973 NSU Trapeze by Bertone Bertone presented the Trapeze at the Paris Motor Show in October 1973. Once they had established the superiority of this solution for the... Bertone presented the Trapeze at the Paris Motor Show in October 1973. Once they had established the superiority of this solution for the GT vehicle, the Bertone team then faced the challenging task of making this compatible with driving comfort. An important design project, the prototype was mounted with a central NSU RO80 engine with rotating piston. The engine was mounted length-ways to optimize weight distribution and get around the engine bulk problem in the cockpit. The seats were laid out in a trapezium formation. And the fact that the rear passenger seats were out of line with the front seats also enhanced visibility. The two front seats set very close together allowed the passengers in the back to stretch out their legs fully in the space created between the front seats and the door. The work on vehicle comfort was later teamed with a passive passenger safety project: the space between the front passenger and the door represented an element of safety in the case of a side impact. This was Bertone’s contribution to the safety debate in a market where the manufacturers, restricted by the strict American DOT legislation, often opted for original solutions at the cost of flexibility and aesthetic quality. In design terms, the Trapeze recalls the Stratos, with its compact proportions, enormous wrap-around windscreen, and small side windows. The prominent bumper running around the entire vehicle was a successful solution on some vehicles destined for mass production. Source: bertone.it Images: Bertone; Mario Buonocunto Concept Cars Page Next Item Previous Item