1960s 1965 Shelby Daytona Coupe The 1965 Shelby Daytona Coupe is one of the most iconic cars in motorsport history, and it will be celebrated during the 50th anniversary at this year’s Goodwood Revival. A total of only six examples of the Daytona Coupe were ever built, making it an extremely rare and sought-after vehicle. Its name is a direct nod to its debut at the Daytona Continental in 1964, where it competed and earned its reputation on the racetrack. The car was developed by Carroll Shelby to be the ultimate aerodynamic solution for the Cobra, aiming to enhance its high-speed performance and compete against European manufacturers in the international sports car racing scene. The Daytona Coupe was designed to have an efficient, sleek shape that allowed it to achieve greater speeds on tracks like Daytona, Le Mans, and others. Its design incorporated elements that were revolutionary for the time, like its long, flowing body and streamlined rear end, which contributed to its ability to cut through the air and maintain stability at high speeds. Despite its limited production, the Shelby Daytona Coupe went on to achieve notable racing successes, including winning the 1965 FIA Sports Car World Championship, marking a major victory for American sports car engineering and Shelby’s reputation. The car's legacy has only grown over the years, and it remains a symbol of the innovation and racing prowess that Shelby and his team displayed in the 1960s. The upcoming Goodwood Revival will serve as a fitting tribute to this extraordinary piece of automotive history, celebrating not only its racing achievements but also the lasting impact it has had on the world of motorsport.

1920s 1927 LaSalle Phaeton Earl Automotive Works was bought by Cadillac dealer Don Lee, who kept Harley Earl as director of its custom body shop. Lawrence P. Fisher, general manager of the Cadillac division, was visiting Cadillac dealers and distributors nationwide, including Lee. Fisher met Earl at Lee's dealership and observed him at work. Fisher, whose automotive career began with coachbuilder Fisher Body, was impressed with Earl's designs and methods, including modeling clay to develop the forms of his designs. Fisher commissioned Earl to design the 1927 LaSalle for Cadillac's companion marque. The success of the LaSalle convinced General Motors president Alfred P. Sloan to create the Art and Color Section of General Motors and to name Earl as its first director.

Gallery 1954 Ferrari 375 MM Coupé Speciale Scaglietti Built to contest the World Sportscar Championship, the 375MM was Ferrari's most potent weapon. Many examples were made to contest LeMans, such as the Mille Miglia (MM), which it is named after. While they were designed strictly as competition machines, a handful, as little as five, were sold as road-going examples called Speciales. Film director Roberto Rosselini ordered the Ferrari 375 MM (chassis #0402AM). Mr. Rosselini was a frequent Ferrari customer and owned many early models. 0402AM began life as a Pinin Farina-bodied competition spyder finished in red. After a front-end accident with a tree, the car was returned to Ferrari, where repairs were made to the chassis before being sent to Scaglietti for passenger car coachwork. As this was Sergio Scaglietti's first road-going Ferrari, an impressive and elegant coupé body was created. In the front is an oval grille housing two running lights and blinkers. The fenders have a similar pattern to the original spyder and gently flow from front to rear. A hood scoop, side engine bay vents, and no front fenders add to the vehicle's sporty appeal and pay tribute to its competition heritage. Under the bonnet is a V12 engine fitted with weber carburetors and around 330 hp. The body comprises lightweight aluminum and Boranni wire wheels at all four corners. Years after it left Rosselini's care, it was found by its current caretaker in an underground garage located in the suburbs of Paris. After restoration, the car won Best in show at Pebble Beach in 2014. (conceptcarz.com) Another 1954 one-off Ferrari 375 MM coupé (chassis #0456AM), bodied by Pinin Farina, was believed to have been ordered by Rosselini for his wife, Swedish actress Ingrid Bergman, even though she never took delivery of the car. Text Source: Ultimate Car Page

1928 Mercedes-Benz 630K Sedanca de Ville by Castagna One of Castagna’s great masterpieces was this 1927 Mercedes-Benz Model K Town Car bodied for Millionaire Oklahoma oilman Charles Murray. Murray and his wife Marion Downs paid an astounding $28,000 for the car. While they may have made their fortune pumping oil in Oklahoma and selling land in North Dakota, the couple spent most of their time living in New York City, where they resided in the penthouse of the Waldorf-Astoria until the early 1930s. Their chauffeur-driven Castagna Mercedes was a common sight in NYC. Sources: www.heacockclassic.com; www.heacockclassic.com

1700s 1789 Patent Claim for Oliver Evans' Steam-Powered Land Vehicle The history of steam-powered land vehicles is often intertwined with the legacy of innovative pioneers. One frequently cited claim is that Oliver Evans, an American inventor, received the first U.S. patent for a steam-powered land vehicle in 1789. However, this statement merits closer examination to clarify its accuracy and context. Oliver Evans and His Vision "Oliver Evans, the Watt of America" Oliver Evans (1755–1819) was a prolific inventor and engineer best known for his contributions to the development of steam engines and automation in flour milling. His most notable work related to steam power was the Orukter Amphibolos, an amphibious steam-powered dredge, which he demonstrated in Philadelphia in 1805. Evans envisioned a future where steam engines would transform transportation and industrial processes, but how does this vision align with the 1789 patent claim? Evans's sketches of his first steam engine (1803) The U.S. Patent System and the 1789 Date The United States patent system officially began with the Patent Act of 1790. This act established a framework for granting patents, overseen by a board of three members, including the Secretary of State. Before 1790, no formal patent system existed in the U.S., making it impossible for Evans—or anyone else—to receive a U.S. patent in 1789. The first U.S. patent ever granted was issued on July 31, 1790, to Samuel Hopkins for a process of making potash and pearlash, substances used in soap production. Thus, the claim that Evans received a U.S. patent in 1789 is historically inaccurate. Evans’ 1790 Patent Evans did receive a patent in 1790, one of the earliest under the new system. This patent covered improvements in flour milling machinery rather than a steam-powered land vehicle. It wasn't until the early 19th century that Evans built and demonstrated the Orukter Amphibolos, which combined his ideas about steam power and mechanical innovation. An artistic reconstruction of Oruktor Amphibolos (1834) Conclusion The assertion that Oliver Evans received the first U.S. patent for a steam-powered land vehicle in 1789 is incorrect on two counts: The U.S. patent system did not exist in 1789, so no patent could have been granted. Evans' first patent in 1790 was unrelated to steam-powered vehicles. This claim appears to stem from a misunderstanding or conflation of Evans' later contributions to steam technology with the timeline of U.S. patent history. While Evans remains a pivotal figure in early American engineering, the specific details of his achievements should be viewed within their correct historical context.

1950s 1959 Scimitars by Brooks Stevens Scimitar Station Wagon/All-Purpose Sedan — Famed auto designer Brooks Stevens created three Scimitar models for display at the 1959 Geneva Auto. The other two models were a Hardtop Convertible and a Town Car Phaeton. All three cars were built on a 1959 Chrysler New Yorker Chassis. The vehicles received significant attention and acclaim. Olin Aluminum financed the cars and extensively used lightweight metal to construct the vehicle . The car’s name is derived from the Scimitar shape, clearly evident in the upward sweep from the lower front fender to the top of the rear fender. The silver-appearing areas are anodized, brushed aluminum. The cars were never produced or offered for sale. This car is displayed at the National Automobile Museum in Reno, NV. Scimitar Town Car Phaeton — Named for the scimitar-like shape of its pride, this is one of three Scimitar vehicles designed by Brooks Stevens for the 1959 Geneva auto show (the others were a station wagon and a two-door with a tractable hardtop ). The aluminum bodywork (placed over a 1959 Chrysler New Yorker chassis by Reuter) was commissioned by Olin Aluminum Corp. to show the benefits of its metal. The roof over the passenger compartment could be lowered into the trunk to create a four-door convertible. Source & Images: OldConceptCars.com

1950s 1955 GMC L'Universelle Concept Truck In 1955, General Motors unveiled the GMC L'Universelle concept truck as a glimpse into the future of delivery vehicles. This innovative truck showcased front-wheel drive for increased load capacity, a concept ahead of its time. The L'Universelle's futuristic styling and forward-thinking design influenced the development of the first compact passenger van from Chevrolet, which was built on a Corvair chassis. The L'Universelle's design was a collaborative effort between GMC and Pontiac, two divisions of General Motors known for their synergy. The truck featured a unique body design with a pair of frenched headlamps, a horizontal grille, and vertical turn signals inspired by Pontiac's design cues. Other divisional influences could also be seen, making it a true representation of General Motors' innovation. Inside, the L'Universelle's interior was designed around the front mid-engine powertrain, offering a more upscale feel than typical commercial vehicles of that time. The compact and versatile vehicle boasted one of the best examples of component packaging and space efficiency to come out of Detroit in the '50s. Its twin side doors, opening in a "folding gullwing" fashion, provided easy access to the cavernous rear cargo area. The unconventional driveline of the L'Universelle called for a rear cargo area with a low, flat floor and excellent space utilization, achieved through a radical front-drive powertrain layout. The custom longitudinal front-drive transaxle based on the four-speed GM Hydramatic transmission enabled this innovative solution. The 287 ci Pontiac V-8 engine with a 180 hp rating powered the L'Universelle. Despite its potential for various applications, including a small bus, taxi, station wagon, or sportsman's car, the L'Universelle remained a dream machine, never making it to mass production. Nevertheless, its influence on minivan design and front-wheel drive technology was evident in later models. The GMC L'Universelle Dream Truck stands as a testament to the forward-thinking spirit and innovation of General Motors in the 1950s. It left a lasting impression on the automotive industry, even though it disappeared without a trace. Sources: GM Photo Store - www.gmphotostore.com; Don Keefe - www.hotrod.com; Autoreview 2000-11; motor.ru Images: GM; www.shorey.net

1960s 1964 Abarth 1000 Spider by Pininfarina Pininfarina presented the Abarth 1000 Spyder Speciale concept at the Turin Motor Show in November 1964. The power of the rear-mounted Fiat engine was increased to 54 hp. A long strip of glazing surrounded the cabin. The nose, together with the front optics, was covered by a single glass dome, which, although it looked unusual, made it vulnerable to the slightest collision. No weather protection was provided. Images: Pininfarina; www.bernimotori.com; www.fiat-850.nl

1950s 1957 Toyota Proto Concept Car The 1957 Toyota Proto was a concept car introduced by the Japanese automaker Toyota. The Proto was designed to showcase the company's technological capabilities and its vision for the future of automobiles. The Toyota Proto featured a sleek, aerodynamic design with a rounded front end and a long, sloping hood. The car had a two-tone paint job, with a white body and red accents on the wheels, grille, and roof. The overall look was futuristic and modern, with a hint of classic automotive design. Under the hood, the Proto was powered by a 1.5-liter, four-cylinder engine that produced 60 horsepower. While not particularly powerful by today's standards, this was significant for a car of this size and era. Despite its impressive design and features, the Toyota Proto was never produced. Instead, it served as an inspiration for future Toyota models, and many of its design elements can be seen in later models such as the Toyota 2000GT and the Toyota Supra. Source: Toyota

1960s 1961 Norman Holtkamp's Cheetah High-Speed Transporter Often referred to as the “Moon Transporter,” this El Camino–faced custom hauler started as the “Cheetah Transporter” and was initially built by Norman Holtkamp. The latter was inspired by the Uhlenhaut Mercedes transporter used by the Benz racing team in the early ’50s. Dean Moon bought the Cheetah from Holtkamp, which still exists today, in the care of automotive historian Geoff Hacker. Source: www.hotrod.com Images: www.kustomrama.com; www.onlineadjunct.com

1929-1931 Bentley 4½ Litre Birkin "Blower" W.O. Bentley was not a fan of the idea of supercharging. When the notion was first suggested to him, he said: "It would pervert the design and corrupt its (the 4½ Litre's) performance." He was worried about reliability since supercharging or 'blowing' the engine doubled the car's power. Supercharger engineer, Amherst Villiers, had been associated with Raymond Mays' Vauxhall Villiers Supercharge – a sprint car based on the 1922 TT Vauxhall. The Bentley directors had previously commissioned him to design a Bentley (of which W.O. disapproved). Bentley Boy Sir Henry 'Tim' Birkin persuaded Bentley's Chairman, Captain Woolf Barnato, to enter a team at Le Mans in 1930, obliging the company to make 50 for sale. Work was done at Birkin's workshops at Welwyn Garden City, belonging to racehorse owner Dorothy Paget. By 1929 sales of the regular 4½ Litre were declining, so there was some logic in extending the life of the 4-cylinder by adding a Roots-type supercharger driven off the crankshaft between the front dumb-irons. It meant significant engine modifications, including a heavier crankcase and cylinder block, stronger connecting rods, special pistons, and in the racing versions, a counterbalanced crankshaft. But as WO said ruefully, "… the supercharged 4½ never won a race, suffered a never-ending series of mechanical failures and brought the marque, Bentley, into disrepute". While the supercharged Blower didn't ever win at Le Mans, with Tim Birkin at the wheel, its heroic performance embodies the true spirit of the vintage racing era. In the 1930 race, Birkin and his Blower diced for the lead with Mercedes ace, Rudi Caracciola, passing him flat out down the Hunaudières straight with his nearside wheels on the grass. But neither Birkin's Blower nor the Mercedes could maintain the pace, and Barnato and Kidston won the race in their Bentley Speed Six. Source: myautoworld.com ; automotive-heritage.ru; Bentley

1950s 1959 Abarth 2200 Coupe by Allemano Presenting an Abarth 2200 Coupe Allemano from 1959 designed by Giovanni Michelotti. At the end of the Fifties, Fiat needed to replace its small executive sedan (the 1400/1900), the company’s first new model after World War II. This coupe has its basis in a much more ordinary Fiat sedan: the 1800. The very rounded body of the 1400 gave way to the crisp, upright shape and formal lines of the 1800. Moving upmarket for the brand, the new executive Fiat sedan had six-cylinder engines of an inline configuration. Debuting in early 1959, the 1.8-liter model produced 75 horsepower, but a 1962 upgrade brought output to 86 horses. Shortly after the 1800’s debut, the range-topping 2100 joined its sibling in dealerships. With a 2.1-liter engine of 82 horsepower, the 2100 also morphed into a Speciale trim with a longer wheelbase and an upscale front-end treatment. The 2100 was short-lived; however, in 1961, it was succeeded by the larger 2300. At the same time, the pinnacle 2100 went away, and a new base model 1500L joined the line. Combined, the three 1800 variants sold over 150,000 examples. 1500, 1800, and 2300 disappeared between 1968 and 1969, as the larger and more luxurious 130 took their place. Let’s head back to the Fifties. From its inception in 1950 through 1971, Abarth was an independent manufacturer of racing and road cars. While the company favored altering Fiat models, it also made performance parts and accessories for several European marques. But at the fancy sedan’s debut, Abarth’s founder Carlo Abarth had his eyes on the new 2100. While Abarth would handle the mechanical changes in-house, the coupe body was shopped out to Carrozzeria Allemano. The well-known coachbuilder was formed in 1928, making car bodies for all the big Italian names. Allemano sculpted a sleek coupe shape to replace the upright angles of the 2100 sedan, then trimmed a luxurious interior of fine leather and metals. Meanwhile, Abarth hired Ferrari V12 engine master Aurelio Lampredi to massage the 2.1-liter engine of 2100. Displacement increased by around 100 cc, and the new 2200 engine was fitted with three carburetors instead of one. Power output increased to 135 horses. Source: thetruthaboutcars (Corey Lewis, Nov. 2019)

1920s 1921 Leyat Helica Propeller Car The Leyat Helica, manufactured in 1921, represents a fascinating yet peculiar chapter in automotive history. Conceived by Frenchman Marcel Leyat, who transitioned from designing biplanes to automobiles, the Helica was a bold departure from conventional car design principles of its time. Leyat's vision was influenced by his aviation background, leading him to address what he perceived as inefficiencies in early car designs. He believed that traditional cars were too heavy and aerodynamically inefficient, and he saw the complexity of driven wheels as unnecessary. Drawing inspiration from aircraft, Leyat envisioned a lightweight, aerodynamic vehicle powered by a propeller directly connected to the engine's crankshaft. The Helica featured a minimalist design, with a lightweight plywood body and a propeller mounted at the front. It was powered by an 18-horsepower Harley-Davidson v-twin engine, delivering a top speed of 106 mph (171 km/h) in 1927. However, despite its innovative approach to propulsion, the Helica faced numerous challenges and safety concerns. One major issue was the risk posed by the spinning propeller, both to pedestrians and occupants of the vehicle. While later models featured wire mesh shielding for safety, the original designs lacked such protection. Additionally, the propeller's mass could become hazardous in the event of a rear-end collision, posing a threat of flying debris. Moreover, the Helica's steering system, inspired by aircraft controls, utilized a cable-operated rear wheel steering mechanism. This unconventional setup contributed to unstable handling and made driving the Helica a challenging experience. Ultimately, the Leyat Helica remains a testament to the experimental spirit of early automotive pioneers. While its design may have been impractical and unsafe by modern standards, it represents a bold attempt to rethink conventional automobile engineering and propulsion systems.

1920s 1924 Rolls-Royce 40/50 HP Silver Ghost Shooting Brake Long wheelbase chassis number '101EM' was delivered to coachbuilder Windovers Ltd in March 1924 for bodying as an 'enclosed drive limousine.' The car was first owned by Bracewell Smith, Esq (later Sir Bracewell Smith, MP), whose address is recorded on the accompanying copy chassis cards as the Shaftesbury Hotel, London WC2 and later as the Park Lane Hotel, London W1, the latter being part of his property empire. There are no subsequent owners listed. In 1959, George du Boulay bought the somewhat dilapidated Silver Ghost from Carr Brothers in Purley for £99. He subsequently dubbed the car 'Gawain' after the mighty knight of Arthurian romance. Gawain comes with a fascinating account, written by George's son Giles, of the Ghost's ownership by the du Boulay family and the many happy memories associated with this unique Rolls-Royce. The body had been converted some years previously to a 'shooting brake' with a platform on the roof, another folding down at the rear, with fittings for a third at the front, all for the mounting of ciné cameras. It is understood that the conversion was carried out for a film company, and '101EM' may have been one of two such camera cars. Indeed, '101EM' is known to have appeared in the 1951 motion picture 'The Man in the White Suite' starring Sir Alec Guinness. View the World's Largest Shooting Brake Archive Here (Sources Included)

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1960s 1968 Autobianchi Coupe Concept by Pio Manzù Manzù’s research into new appliances and technical solutions, which began with the City Taxi, was paralleled by his studies of sports cars. He developed two projects that both went as far as constructing complete models but without the mechanicals. The Autobianchi stand at the 1968 Turin Motor Show exhibited the study for a car with two-door coachwork and a centrally mounted engine. This was the Autobianchi Coupe with a polyester body, distinguished from the second study, called Autobianchi 111, by certain details in the design of the body, divided in both cases into four different sections: the first included the radiator, headlights, and battery; the second the luggage compartment under the hood in front; the third contained the cabin; and the fourth section housed the engine, the principal mechanicals, and the fuel tank. The care shown in the choice of the materials used for the body was not the only outstanding feature of the two cars. Both the 111 and the Coupe re-launched the idea for a sports car that could be produced cheaply, with an attractively designed body and a rational yet forward-looking interior treatment. Source: Enrico Leonardo Fagone - autodesign.socialblog.us Images: www.piomanzu.it; www.manzonidesign.com

1910s 1917 Morgan Family Runabout The Morgan Motor Company, founded in 1910, initially gained prominence for its distinctive three-wheeled vehicles. These early models, characterized by their unique design and engineering, captured the imagination of enthusiasts and helped establish Morgan as a pioneering automotive manufacturer. It wasn't until 1935 that Morgan introduced its first four-wheeled model, marking a significant evolution in the company's product lineup. This transition to four-wheeled vehicles expanded Morgan's offerings and appealed to a broader range of customers. Throughout its history, Morgan has remained committed to craftsmanship, innovation, and a distinctively British aesthetic. The company's vehicles, including the iconic 1917 Family Runabout, continue to be celebrated for their timeless design, spirited performance, and hand-built quality.

1957 Lotus Seven The 1957 Lotus Seven is a two-seater sports car designed and built by Lotus Cars, a British manufacturer of sports and racing cars founded by Colin Chapman. It was first introduced in 1957 and became an iconic model in the Lotus lineup, known for its lightweight design and excellent handling capabilities. The Lotus Seven was initially designed to be a simple, lightweight, and affordable sports car that could be used both on the road and on the track. It featured a space-frame chassis made out of lightweight tubular steel, with a fiberglass body that helped reduce weight even further. The car was powered by various engines, ranging from 948cc to 1700cc, with horsepower outputs ranging from 36 to 135. One of the key features of the Lotus Seven was its excellent handling capabilities. The car's lightweight design and low center of gravity made it incredibly nimble and responsive, allowing drivers to easily take tight corners and navigate winding roads. This handling prowess made the car popular for amateur and professional racers alike, with many Seven owners competing in various motorsport events throughout the years. Over the years, the Lotus Seven underwent several updates and revisions, with new engines, suspension systems, and other performance upgrades being added to the car. In 1960, Lotus introduced the Series 2 Seven, which featured a revised chassis design, a larger fuel tank, and other improvements. This was followed by the Series 3 in 1968, which introduced a new front suspension system and other upgrades. The Lotus Seven remained in production until 1972 when Lotus sold the rights to the car to Caterham Cars, a British sports car manufacturer. Caterham continued to produce the Seven with various updates and revisions, and the car remains in production today. Overall, the Lotus Seven was a highly influential and iconic sports car that helped to establish Lotus as a major player in the automotive industry. Its lightweight design and excellent handling capabilities made it popular for enthusiasts and racers. Its legacy can still be seen in the many Seven-inspired sports cars that continue to be produced today. Source: Lotus

2000s 2002 Ford GT40 Concept In 2002, at the North American Auto Show, Ford unveiled the Ford GT40 Concept, a modern-day interpretation of Ford's legendary endurance racer. This release was met with excitement, particularly as Ford announced plans to put the GT40 into production, signaling a revival of the iconic model. The GT40 Concept was a tribute to the original vehicle that captured the hearts of car enthusiasts in the 1960s. Despite its modern updates, Ford emphasized that the GT40 remained a no-frills machine focused solely on delivering pure, refined performance. Jay Mays, Ford's vice president of Design, highlighted this commitment to performance over luxury features. The design of the GT40 Concept paid homage to its predecessor while incorporating contemporary elements. Every dimension, curve, and line of the car was a unique reinterpretation of the original GT40 silhouette. While reminiscent of 1960s-era racecars, the GT40 Concept featured fiber-optic headlamps and subtle accent lines for a contemporary aesthetic. Underpinning the GT40 Concept was an all-new aluminum space frame developed by Ford's Special Vehicle Team Engineering (SVT). This space frame provided a rigid foundation for the engine and driveline, allowing for the use of composite body panels. The concept's suspension, fabricated from scratch, featured unequal-length control arms and a push-rod/bell-crank system for optimal performance. Powering the GT40 Concept was a MOD 5.4-liter V8 engine producing 500 horsepower and 500 foot-pounds of torque. This all-aluminum engine featured high-flow, four-valve cylinder heads and a modified Roots-type supercharger for impressive performance. The engine was paired with a special transaxle sourced from RBT, offering a close-ratio six-speed manual transmission with an integral limited-slip differential. Inside, the GT40 Concept offered a left-hand-drive two-seater layout with leather-wrapped custom Recaro bucket seats. The interior design echoed the original car's layout, with straightforward analog gauges and modern versions of toggle switches. Notably, the seats featured aluminum grommets for improved ventilation, and the adjustable seat controls were positioned for easy access. Overall, the Ford GT40 Concept represented a modern interpretation of a classic racer, blending heritage design cues with cutting-edge technology and performance. Ford's SVT Engineering played a crucial role in ensuring that the concept remained true to its performance heritage while also being feasible for production. With its sleek design and impressive specifications, the GT40 Concept heralded the return of a legendary nameplate in the automotive world. Source & Images: Ford

1960s 1965 Opel Experimental GT Concept 1965 Experimental GT: When we look at this icon of automotive design, it immediately becomes clear that this vehicle already embodied today’s design philosophy, “Sculptural Artistry meets German Precision,” to contemporary perfection. In 1965, the heart of every Frankfurt Motor Show (IAA) visitor beat faster at the sight of the Experimental GT’s breathtaking lines, while journalists and industry experts were impressed with the unique, front-mid-engined concept and the sporty two-seater’s novel, pop-up headlamps. Originally developed as a high-performance laboratory on wheels for testing chassis and engine components, the Experimental GT was never planned for production. But after the car's frenzy with the press and public, the concept became a reality three years later. Opel had set a precedent: the 1968 Opel GT was the first European concept car to go into series production. It was a role model for the industry: the trend-setting concept of an affordable, sporty dream car. Opel was the first car manufacturer to demonstrate its innovative power with a concept car entirely created in its design facilities. "Besides having a fantastic look, the Opel sports car was primarily designed to impress with sophisticated aerodynamics," explains Erhard Schnell, GT designer at the time. Even the headlights were shrouded to reduce air resistance. The Experimental GT followed a new design style often called the "Coke Bottle Shape," which could also be seen reflected in the design of the Corvettes of the time. A sleek front end with retractable headlamps, tapered flanks in the door area, and bulging rear fenders flowed into the rear with sharp separating edges and round brake lights - these were the Experimental GT's key design characteristics. The cockpit of the Experimental GT was unusually roomy and functional, with full instrumentation set in an impressive-looking dashboard with toggle switches, a competition steering wheel, and a short shift lever. A parcel shelf behind the seats could only be accessed through the main doors. Behind the parcel, the shelf was a fold-up panel that concealed a spare tire and jack. Source: www.opel.com Images: GM

News 2023 Lexus LF-ZC Concept Lexus has unveiled its groundbreaking LF-ZC battery electric sedan concept at the Japan Mobility Show, offering a preview of a production model set to launch in 2026. This electric hatchback showcases Lexus's commitment to electrification, boasting a one-of-a-kind design and advanced features. Key Features of the LF-ZC Concept: Impressive Range: The LF-ZC is equipped with an electric power plant capable of covering up to 1000 kilometers on a single battery charge, signaling a significant leap in electric vehicle technology. Innovative Design: The 4.75-meter hatchback features a distinctive design with short rear overhangs, low ground clearance, and an exceptional drag coefficient of 0.2. The body is constructed from three one-piece forged elements, welded together to form a sleek, unified structure. All-Wheel Drive with Wire Control: The LF-ZC boasts all-wheel drive, with each wheel being independently controlled by its electric motor. Notably, the steering wheel is wire-controlled, representing an innovative departure from traditional steering systems. Futuristic Interior: Inside, the LF-ZC showcases a digital instrument panel, two additional screens flanking the steering wheel, and a large head-up display. The car debuts the latest Arene operating system, offering a seamless and immersive driving experience. Companion Concept - LF-ZL: Alongside the LF-ZC, Lexus introduced the LF-ZL concept, a larger (5.3 meters) battery electric SUV. While the LF-ZC is a glimpse into a potential production model, the LF-ZL serves as a visionary concept for Lexus's flagship electric SUV. Driving Modes: The LF-ZC presents two driving modes - "R" (racing) and "GT" (grand touring), each offering a unique driving experience. The racing mode provides essential information for racing enthusiasts, while the grand touring mode simplifies the interface for a comfortable drive. Advanced Cockpit: Both concepts feature a next-generation fully digital intelligent cockpit, providing intuitive access to essential controls. The new Arene OS interface enables progressive feature updates, aligning with the evolution of safety systems and multimedia functions. Personalized Driving Experience: Lexus aims to enhance the joy of driving by personalizing the driving experience, leveraging the inertia characteristics of electric vehicles, the DIRECT4 all-wheel drive system, and a steer-by-wire system. Exterior Design - "Provocative Simplicity": The LF-ZC embodies the design theme of "Provocative Simplicity," showcasing aerodynamic performance with a condensed, low-slung form. The spindle body design seamlessly integrates aerodynamic components for a captivating exterior. Fully Digitized Intelligent Cockpit: The interior design prioritizes a low, forward position for front occupants, fostering a sense of spaciousness. Consolidated digital pads within the driver's reach offer a clutter-free, intuitive interface, supporting the "eyes on the road" principle. Conclusion: The Lexus LF-ZC Concept stands as a testament to Lexus's commitment to pushing the boundaries of electrified experiences. With its advanced technology, futuristic design, and personalized driving features, this concept paves the way for the brand's electric future. Sources: motor.ru; Lexus Press Release

1990s 1999 Mercury My Concept The Mercury 'MY' Concept was introduced at the 1999 North American Auto Show. It was designed by J. Mays, the same individual responsible for the Volkswagen's New Beetle. Thus, there are several similarities, such as the curved roofline found on the New Beetle and the Mercury My. The Mercury My is fitted with two amber glass panels and suicide-style doors that are center-opening. The interior features a center console with a mouse-like ball that controls the sound system, integrated global positioning system, and climate controls. Source: conceptcarz.com ; Ford Motor Company

News 2024 Kia PBV Prototypes Kia has made waves at CES 2024 with its Platform Beyond Vehicle (PBV) concept, showcasing a future where vehicles can adapt to diverse needs and lifestyles. This innovative idea goes beyond traditional car design, offering a modular platform with interchangeable "life modules" for ultimate versatility. Building Blocks for a Customized Future: Imagine a vehicle chassis, essentially a "driver zone," that can be paired with various "life modules" to transform its purpose. This is the core of the PBV concept. Kia has presented five unique prototypes based on this platform: Concept PV5: Available in van, high-roof van, and minibus configurations, the PV5 offers practicality for various uses, from cargo transportation to passenger mobility. The minibus even boasts wheelchair accessibility, making it truly inclusive. Concept PV7: Targeting businesses and leisure needs, the PV7 offers ample space and comfort, ideal for mobile offices, pop-up stores, or recreational activities. Concept PV1: This compact and stylish option caters to urban environments, offering a personal touch for individuals or small businesses. Beyond the Prototypes: The real magic lies in the flexibility. The "life modules" can be easily swapped, allowing users to adapt their vehicle to their changing needs. Imagine using a van for business during the week and transforming it into a campervan for weekend adventures. The possibilities are endless! Technical Prowess: Kia hasn't divulged all the technical details, but we know the PBV platform utilizes an electric powertrain, aligning with the company's commitment to sustainability. The use of mechanical couplings and electromagnetic fixtures for attaching the modules ensures a secure and efficient transformation process. The Road Ahead: Kia plans to launch the Concept PV5 as the first production model in 2025, offering various configurations to suit different needs. This marks the beginning of a journey towards a more flexible and adaptable future of mobility. Beyond Transportation: The PBV concept extends beyond just vehicles. It's a vision for a future where mobility solutions cater to diverse needs and lifestyles, fostering a more sustainable and personalized transportation experience. Questions and Excitement: While the prototypes are impressive, questions remain. How affordable will these modular vehicles be? Will the swapping process be user-friendly? How will regulations adapt to this innovative concept? Regardless of the answers, the Kia PBV prototypes have sparked excitement and ignited conversations about the future of mobility. They represent a bold step towards a more flexible, sustainable, and user-centric transportation landscape, and the journey has just begun.

1990s 1996 Pininfarina Eta Beta The 1996 Pininfarina Eta Beta was the result of a research project undertaken on behalf of the Italian National Research Council and aimed at the creation of a prototype with the modulated interior, equipped with a low-emissions dual-power plant, constructed with entirely recyclable light materials and ideally suited for urban use and medium-range out-of-city travel. It was a radical city car concept using an aluminum space frame with aluminum doors, bonnet, and tailgate. Other body panels were plastic, keeping weight to a minimum. The Eta Beta had a hybrid drivetrain. The front wheels were powered by Fiat 1.1 liter engine, while the electric motors drove the rear. The luggage compartment could be enlarged by pulling the rear section of the car out by 15cm Source: Pininfarina

1990s 1994 I.DE.A Modulaire Very little is known about the 1994 I.DE.A Modulaire. Comment below if anything else is known. Images: prautotype.free.fr

1980s 1986 Citroën BX Dyana by Heuliz With tip-up front seats, the generous front doors offer easy access to the rear. A large hatchback and the total absence of a loading threshold means optimum accessibility to the large useful space available. Its hydropneumatic suspension makes it ideal for passenger or goods transport under unsurpassed comfort, safety, and handling conditions, with maximum road-holding. The Citroën BX Dyana was available as a five-seater with all the engine or finishes offerings of the BX range. It could be fitted with a children's bench, facing backward and located at the rear to raise the number of passengers to seven. A two-seater commercial version was also available, allowing French businesses to recover the TVA. View the World's Largest Shooting Brake Archive Here (Sources Included)

1980s 1982 ItalDesign Capsula Not a formal research but a real construction hypothesis for future cars, innovative but inspired by first years cars, before the bodywork introduction. Capsula is thought around an innovative concept: the one of the platform that includes engine, driving shaft, tank, spare wheel, trunk, servobrake, heater, optical groups. The chassis is inspired by buses and small industrial vehicles, is completely equipped and self sufficient. The compartment is a capsule applied to the chassis in a fast and easy way, and can be substituted in every moment transforming the Capsula in a commercial vehicle, or in an ambulance or in a rescue vehicle. In the berline version, the research is focused on internal compartment, bigger than contemporary VW Golf 1 and Mercedes 380SE, in just 3720 mm length. It was presented at the 1982 Turin Motor Show. Engine & performance: Position: front longitudinal Type: Alfa Romeo Alfasud, 4-cylinder, horizontally opposed Capacity: 1490 cc Power: 105 hp @ 6000 rpm Torque: 133 Nm @ 4000 rpm Drive: FWD Dimensions: Length: 3720 mm Width: 1770 mm Height: 1660 mm Wheelbase: 2400 mm Weight: 950 kg Sources: Italdesign.it, CarStyling.ru Images: ItalDesign

2000s 2001 Jaguar R-Coupe Concept The 2001 Jaguar R-Coupe represents Jaguar's response to recent criticisms of its X-Type and S-Type models, reflecting the company's current renaissance. Under the direction of new design director Ian Callam, the R-Coupe is a luxury four-seat coupe conceived as a full-fledged concept intended to serve as a "road map" for the future of Jaguar's design philosophy. While not slated for production, the R-Coupe showcases a blend of classic Jaguar elements and a forward-thinking approach. Inspired by the proportions and stance of classic Jaguars from the 1950s and 1960s, the R-Coupe features strong, geometric forms and restrained exterior details. The warm and rich interior incorporates wood and leather, presenting a contemporary twist on traditional luxury. Noteworthy interior features include a console dividing the cabin into "left" and "right," trimmed with natural wood, Connolly leather-covered seats, and a unique design that utilizes dark brown saddle leather on the dashboard, floor, and other areas. While specific technical details are not disclosed, the R-Coupe is constructed around a realistic four-seater package with a V8 powertrain. It features advanced technology, including F1-style paddle shift gear-changing, headlight beams that follow steering direction, electronic door releases, and a voice-controlled telematics system. This concept is the result of Jaguar's Advanced Design team, led by Julian Thomson and Ian Callum, with a focus on exploring and displaying the future design philosophy for the brand. The R-Coupe, with its distinctive design language, provides an insight into Jaguar's long-term vision and commitment to creating emotionally stirring cars. The concept's uniqueness lies in its ability to test new ideas without production constraints. In conclusion, the Jaguar R-Coupe concept represents a significant step in Jaguar's design evolution, offering a glimpse into the brand's future while celebrating its rich heritage. The concept, though not destined for production, serves as a canvas for innovative design approaches and technologies. Sources: Mikhail Vasiliev “It turned out...” (Motor magazine 10-2001); New York International Auto Show (NYIAS) press release via www.netcarshow.com ; Additional technical details from www.ultimatecarpage.com Images: JAGUAR CARS LTD.

1960s 1969 Bizzarrini GT 5300 The 1969 Bizzarrini GT 5300 represents a significant moment in automotive design, particularly due to Luigi Colani's involvement in its modification. Originally based on the standard Bizzarrini 5300 GT, which was known for its sleek Italian styling, Colani felt that the car's design could be made more exhilarating. His alterations transformed the vehicle into a more striking and dynamic work of art, enhancing its visual appeal and emphasizing its performance capabilities. Colani's modifications likely included reshaping the bodywork to achieve a more aggressive stance and incorporating his signature organic forms, which aimed to improve aerodynamics while also creating a more captivating aesthetic. The result was a vehicle that not only stood out visually but also suggested enhanced speed and agility, aligning with the spirit of high-performance sports cars of the era. The Bizzarrini GT 5300, with its Colani-inspired enhancements, stands as a testament to the intersection of engineering and artistry in automotive design. This collaboration exemplifies how thoughtful modifications can elevate an already impressive vehicle, making it a unique piece in the automotive landscape. Today, the 1969 Bizzarrini GT 5300 modified by Colani is appreciated not only for its performance but also for its distinctive and bold design, which continues to capture the imagination of car enthusiasts and collectors.

1980s 1989 Chrysler Millenium Concept The 1989 Chrysler Millennium was a forward-thinking concept car that previewed Chrysler’s design and technology direction for the 1990s, most notably introducing the brand’s hallmark “cab-forward” architecture. This layout, with a long wheelbase and wheels pushed to the corners, offered improved interior space and aerodynamics. Designed as a “living” research vehicle, the Millennium served to explore emerging safety technologies of the era, including both accident avoidance systems and enhanced crash survivability through active and passive safety devices. Its dimensions were substantial for a concept focused on comfort and innovation: 4,950 mm in length, 1,910 mm in width, 1,350 mm in height, and a 3,100 mm wheelbase. The Millennium emphasized Chrysler’s commitment to integrating advanced technology into mainstream vehicles, previewing features that would eventually become more common in production cars of the 1990s and 2000s. Though it remained a concept, its influence was visible in the LH-platform sedans that debuted a few years later, showcasing the practical application of the cab-forward layout.

Bikes 1973 Münch Motorcyle by Colani The 1973 Münch Motorcycle by Colani is a striking example of Luigi Colani's innovative approach to motorcycle design, combining aerodynamic efficiency with high-performance engineering. Powered by a robust 1200 cc engine, the Münch Motorcycle is designed to deliver impressive power and speed, reflecting Colani's commitment to performance in addition to aesthetics. Colani's design philosophy is evident in the motorcycle's unique, streamlined shape, which emphasizes fluid lines and a distinct silhouette. The aerodynamic contours of the bodywork are not merely for visual appeal; they serve a functional purpose, reducing drag and enhancing stability at high speeds. This integration of form and function is a hallmark of Colani's work, as he sought to create vehicles that were not only beautiful but also optimized for performance. The Münch Motorcycle's aesthetic is characterized by bold features and a futuristic look, making it stand out among contemporary motorcycles of its time. Its distinctive appearance, combined with advanced design concepts, has earned it recognition as a notable piece in Colani's portfolio and a celebrated model in the realm of motorcycle design. Overall, the 1973 Münch Motorcycle exemplifies Colani's visionary style and his ability to push the boundaries of conventional automotive design.

1960s 1966 DeTomaso Pampero by Ghia Based on the Vallelunga (De Tomaso’s first car) and styled by Giugiaro while he was working at Ghia. The Pampero could have been an interesting mid-engined (a 1.5-liter Ford 4-cylinder engine powered it) roadster. Still, De Tomaso lacked the resources to put the car into production at a realistic price, and in any case, they wished to concentrate on more profitable supercars. Source: carsthatnevermadeitetc Images: shorey.net

1970s 1973 Autobianchi A 112 Giovani by Pininfarina Perhaps motivated by the unexpected success of the Citroën Méhari, Pininfarina set off to design a lightweight multi-purpose vehicle powered by a Fiat-sourced drivetrain in the early 1970s. The result was the Autobianchi A112 Giovani that debuted at the 1973 edition of the Geneva Motor Show. As its name implies – Giovani means “young” in Italian – the car was aimed primarily at younger buyers in the market for a fun and economical car they could commute in on weekdays and take to the beach on the weekend. Pininfarina started with a chassis borrowed from the Autobianchi A112, an affordable and efficient front-wheel-drive city car introduced across Europe in 1969. The A112 was one of the Fiat Group’s best-selling models, so parts were cheap and readily available in Italy. The coachbuilder’s designers drew a boxy body with a relatively high beltline, a roll bar integrated into the B-pillars, and large wheel arches. Stretching about 129 inches (332 centimeters) long, the car was characterized by plastic bumpers integrated into the body (a highly futuristic design cue in the early 1970s), a radiator grille shaped like the Autobianchi logo, and a removable roof panel. The Giovani’s silhouette was modern for the era, and in many ways, it resembled cars launched ten years later. Pininfarina made the A112 Giovani’s body out of composite plastics and did not fit the car with an opening trunk lid to keep the cost of producing the car as low as possible. Instead, the trunk was accessed via the passenger compartment. The Spartan theme continued inside the car, where the three-spoke steering wheel and the five analog gauges were sourced straight from the A112 parts bin. With room for up to two passengers, the Giovani’s cockpit featured a plastic dashboard and seats crafted from a combination of metal and semi-soft plastic often found on boats. Pininfarina fully intended on producing the Giovani, so it went to great lengths to make sure the concept was fully functional. Mounted transversally over the front axle was a 982cc water-cooled four-cylinder engine borrowed from the A112 Abarth that sent 58 horsepower and 54 lb-ft. of torque to the front wheels via a four-speed manual transmission. Performance figures were never published, but acceleration must have been fairly brisk considering the car’s low weight of 1,455 pounds (660 kilos). The A112 Giovani generated a positive response in Geneva from both show-goers and the press. Still, Pininfarina never took the car past the show car stage for largely unknown reasons. The only example built has survived and currently resides in a private collection in Milan, Italy. Source: A quick look at the Autobianchi A112 Giovani concept | Ran .... https://ranwhenparked.net/2013/09/25/a-quick-look-at-the-autobianchi-a112-giovani-concept/ Images: Concept Car Central; www.conceptcars.it; Corrado Lopresto Collection

1990s 1996 Chrysler LHX Defined as a classic for tomorrow, the 1996 Chrysler LHX concept vehicle deftly blended the best aesthetic elements of the past with a modern interpretation and cab-forward architecture. An extremely fast windshield and rear window, large 20-inch rear wheels, and a beautifully sculpted silhouette gave this futuristic luxury sedan an extremely aggressive look. But instead of going overboard with futuristic gadgets and design, Chrysler designers combined the concept look with the classic feel luxury buyers look for and have come to expect from Chrysler. The LHX's interior combines graceful, simple forms and sophisticated materials that speak of craftsmanship and departs from typical mass-production molding techniques. LHX had plenty of power under the hood, too, with a 250-horsepower 3.5-liter, single overhead cam, 24-valve, V6 engine. The Chrysler LHX Concept was referred to by Chrysler Executive Vice President of Product Design and International Operations Tom Gale as a 'heritage design.' It incorporated the company's past while looking towards the future. It showcased many aesthetic and mechanical features later found on the next-generation Chrysler luxury sedans while introducing radical visual cues and futuristic technologies. It was given an aerodynamic design with an egg-crate grille surrounded on either side by tri-element ellipsoid beam headlights. In the back was a sculpted deck lid. The paintwork was Silver Green paint which subtly changed its hue depending on ambient light conditions. The wheelbase measured 124 inches and had an overall length of around 207 inches. It had a front engine and front-drive configuration with a steel unibody structure and exterior panels. After the Viper, Chrysler once again impressed everyone in 1996, this time with an unusual interpretation of the canonical form of a three-volume sedan. The car resembled a beast preparing to jump. Later, this compositional technique was called cab forward and replicated by all the studios of the Big Three. The formidable "muzzle" of the Viper and the "predatory" silhouette of the LHX sedan fully corresponded to the biological direction in design, the style of which has been widely used since the second half of the 80s. The appeal to soft lines and radius surfaces of wildlife is quite a natural protest against the dominance of High-tech and Neo-tech styles, which determined the technocratic direction in the shaping of things. Source: Н. Розанов, Журнал "Автомобили" 12-1998 (translated from Russian); Chrysler Images: Concept Car Central, Chrysler Corporation

2000s 2002 Acura DN-X Concept The 2002 Acura DN-X Concept is a fascinating glimpse into the future of automotive technology. When it was introduced in North America, it caused quite a stir among car enthusiasts. Originally known as the Honda Dualnote, this concept car aimed to blend the luxury of a sedan with the performance of a sports car. Under the hood, the DN-X Concept featured a hybrid powertrain, which was quite innovative for its time. It combined a powerful 3.5-liter V6 petrol engine with an electric motor, resulting in a total output of 400 horsepower. This setup allowed the car to deliver impressive performance while also being environmentally conscious, achieving a fuel efficiency of 42 miles per gallon. One of the most noteworthy aspects of the DN-X Concept was its advanced drive-by-wire systems. These systems controlled the throttle, brakes, and steering electronically, eliminating the need for mechanical connections. This technology not only improved precision and responsiveness but also enabled features like Lane Keeping Assistance, which helped drivers stay safely within their lane. In terms of design, the DN-X Concept boasted a sleek and aerodynamic body made of lightweight materials like aluminum and composites. This contributed to its impressive performance and handling, with a drag coefficient 25 percent lower than the Acura NSX. Inside the cabin, the DN-X Concept was equipped with a range of cutting-edge features aimed at enhancing comfort and convenience. The instrument panel featured interactive voice recognition, allowing drivers to access essential functions with ease. Additionally, a pop-up display provided connectivity to email, internet, and cellular services, while the integrated navigation system ensured seamless travel. Overall, the 2002 Acura DN-X Concept represented a bold step forward in automotive innovation. Its combination of hybrid power, advanced technology, and futuristic design elements made it a true standout in the world of concept cars, setting the stage for future developments in the automotive industry. Source & Images: Acura Division of American Honda Motor Co.

1990s 1999 DC Design Arka At the end of 1999, the roadster Arka (based on the Maruti Esteem) had its debut. Source: car-cat.com ; DC Design

2020s 2022 Audi A6 Avant e-tron Concept Audi has presented the next model in its future electrically-powered A6 Luxury Class: the Avant. The company with the four rings introduced the Audi A6 Sportback with an electric drive system at the Shanghai Auto Show in April 2021. The production-oriented A6 Avant e-tron concept car now illustrates the synthesis of pioneering drive technology and Audi's traditional design world: the Avant. Like the Audi A6 e-tron concept that was exhibited in 2021, the A6 Avant also has an exclusively electric drive system based on the forward-looking PPE platform, developed under Audi's leadership. At the same time, it represents a new design concept with the same dimensions as the A6 Sportback e-tron. At 4,960mm (16.3 ft.) long, 1,960mm (6.4 ft.) wide, and 1,440mm (4.7 ft.) tall, its proportions put it in the luxury class. Its lines are a consistent development in Audi's contemporary formal language. Significant elements like the closed Singleframe and the continuous strip of lights in the rear emphasize its kinship with the other electrically powered Audis in the e-tron fleet. The Audi A6 Avant e-tron concept exterior model that is making its debut in March 2022 is not just a simple design exercise. Its lines and elegant proportions preview future Audi production models and offer clues about how dynamic and elegant the electrically-powered luxury class will look. "With the Audi A6 Avant e-tron concept, we are offering a completely tangible look at future production models on our new PPE technology platform," says Audi Board Member for Technical Development Oliver Hoffmann. "We're not just electrifying the Avant's successful 45-year history. What we want most of all is to use technical skills to add an exclamation point. In particular, this includes powerful 800-volt technology, 270 kW of charging capacity, and a WLTP range of up to 700 kilometres (435 miles)." Sporting the A6 emblem, the concept car underscores its place in the brand's business class. This family has represented the brand in one of the world's highest-volume segments since 1968 (until 1994, as the Audi 100). There have been Avant models in the series since 1977 - a revolutionary, very emotionally designed reinterpretation of the station wagon class. With the Avant, whose dynamic lines combine with a high degree of variability, the company created a new kind of car that has often been copied by the competition. Avant, a term derived from avant-garde and a 1995 Audi ad slogan, is a word that has taken off: beautiful station wagons are called Avant. For its part, the PPE technology will ensure that what the car's lines imply is translated into a standard of dynamic driving performance and everyday suitability befitting use for long drives. That means that, in the future, an Audi A6 e-tron will deliver up to 700 kilometres (435 miles) of range (under the WLTP standard), depending on the drive system and model variant. And the strongest representatives of the series will sprint from 0-62mph in less than four seconds. The values of the Sportback and the Avant only deviate slightly from one another. The Audi A6 Avant's back end, which is as beautiful as it is spacious, is by no means the only thing that qualifies it as the storage champ - the drive system and battery technology also justify that title. With its 800-volt system and a charging capacity of up to 270 kW, it can take in enough energy in just 10 minutes at a fast-charging station to drive about 300 kilometres (186 miles). Unmistakable e-tron: the design Based on its dimensions, the Audi A6 Avant e-tron concept represents the upscale segments - 4,960mm (16.3 feet) in length, 1,960mm (6.4 feet) in width, and 1,440mm (4.7 feet) tall, the same as the current models in the Audi A6/A7 series. With its dynamic proportions and elegant lines, including the Avant back end typical of the brand, it's obvious at first glance that this vehicle was conceived in a wind tunnel. Aerodynamics has always played a key role in Audi's long history of success in the luxury class. The cW value of the Audi 100 / C3 - the aerodynamics world champion of all classes in its day - is legendary: with its cW value of 0.30, Audi was already far outperforming its competitors as early as 1982 and continued to do so for many years thereafter. Now the electrically-powered family of the Audi A6 e-tron concept is writing a new chapter in this success story, proving once again that the brand always combines form and function in perfect symbiosis. The Sportback's cW value of just 0.22 is unprecedented in the electrified C-segment. With its expansive roofline, the Avant's cW value is just 0.02 units above that. In layman's terms, this means the car exhibits minimal aerodynamic drag - which initially translates into lower energy consumption and therefore extended range. At the same time, the fine-tuning in the wind tunnel has once again resulted in an organic design with exceptional elegance and harmony down to the last detail. Large 22-inch wheels and short overhangs, the flat cabin, and a dynamic roof arch give the Avant proportions that are distinctly reminiscent of a sports car. The absence of hard edges results in smooth transitions between convex and concave surfaces throughout the body, as well as in soft shadows. The Audi A6 e-tron concept appears monolithic, as if from a single mould - particularly when viewed from the side. The gently backward sloping roof arch with the slanted D-pillar is a typical feature of Audi Avant window design; the D-pillar rises from the stable base of the vehicle's back end in an especially streamlined manner. The eye-catching quattro wheel arches effectively accentuate the width of the body and are simultaneously integrated organically into the side surfaces. The wheel arches are connected by the specially sculpted battery area above the rocker panel, which is highlighted with a black inlay - a design element that is now a hallmark of the Audi brand's fleet of electric vehicles. Also typical of Audi e-tron models are the sleek, camera-based virtual exterior mirrors at the base of the A-pillar. Looking at the front, it is immediately apparent that the Audi A6 e-tron concept is an electric-powered representative of the brand with the four rings. A characteristic feature is the large enclosed Singleframe grille, which is bordered at the bottom by deep air intakes for cooling the drivetrain, battery, and brakes. The flat headlight bezels extend far into the sides of the laterally sweeping front end, underscoring the horizontally aligned architecture of the vehicle body. The influence of the wind tunnel on the rear end is unmistakable. The upper rear end is shaped to create an aerodynamically functional and circumferential breakaway edge. The rear spoiler with coloured trim visually emphasizes the elongated, horizontally oriented silhouette of the A6 Avant e-tron concept. It also does important work with airflow to improve aerodynamics. And in the lower section, the rear diffuser's two generously sized air outlets are integrated into the bumper area. These components, which also have coloured trim, channel the air that flows under the vehicle in a manner that reduces turbulence - a perfect combination of reduced aerodynamic drag and minimized lift. The showcar's sporty silhouette is emphasized by its warm shade of grey called Neptune Valley. While the paint has a modern, understated look when it is in the shadows, its full effect opens up in the sun, draping the showcar in shades of softly iridescent gold with its effect pigments. Illuminating from every perspective - light technology The flat headlights and taillights are slim and flush with the overall composition of the lines. Digital Matrix LED and digital OLED technology make it possible to achieve maximum brightness and a wide range of features even with a minimal surface area, while at the same time offering customizable light signatures. The team of Audi lighting designers and developers has once again done an amazing job - this concept car packs a host of new features and personalization options into its lighting units. Three small, high-resolution LED projectors are built into each side of the body, transforming the ground beneath them into a stage when the doors are opened - small, extended, dynamic lighting effects greet the occupants with messages in their own language. The combination of safety features and aesthetic design is particularly important to Audi. That's why the small, high-resolution projectors also display warning symbols on the ground - to warn a bike rider that the car door is about to open, for example. Another four high-resolution LED projectors - inconspicuously integrated into the corners of the vehicle - generate turn signal projections. The design of these projections can be modified to address different markets and approval regions as required. The Digital Matrix LED front headlights deliver almost cinematic quality. If, for example, the Audi A6 Avant e-tron concept is parked in front of a wall during a break to recharge the battery, the driver and passengers can pass the time playing a video game projected onto it. Instead of on a small screen in the cockpit, they'll see their current game's virtual landscapes projected onto the wall in XXL format - and all this via the Digital Matrix LED headlights. The rear end of the concept car features a new generation of digital OLED elements that, as a continuous strip of lights, act as a display. They can also be used to create almost unlimited customizable variations of digital light signatures and dynamic lighting displays that can be adapted to the customer's taste. One new feature in the taillights is the three-dimensional architecture of the digital OLED elements, that - adapted to the shape of the body - makes it possible to perfectly integrate the night design into the overall look. This makes it possible to experience the dynamic light show not only in two dimensions - as was previously the case - but with an impressive, 3D spatial effect. The combination taillights, like the headlights, meet their developers' requirements when it comes to the traditional functions of vehicle lighting, namely seeing and being seen - in the front, a clearly and brightly illuminated road with headlights that intelligently adapt to the traffic situation, weather, and surroundings, as well as communicate with other road users. In the rear, the ultrabright, homogeneous, and high-contrast digital OLED combination taillights can particularly and significantly increase the level of safety on the roads of the future. In addition, the projections around the vehicle allow its communication range to be extended beyond the vehicle for the first time. With the help of intelligent connectivity in the vehicle, the A6 e-tron concept provides information to other road users with visual signals. PPE - high ground clearance and low ride height The PPE is designed exclusively for battery-electric drive systems and can therefore take full advantage of all the benefits of this technology. The key element of the future PPE fleet is a battery module between the axles that holds around 100kWh of energy in the Avant version of the A6 e-tron concept. Using the entire vehicle base makes it possible to achieve a relatively flat layout for the battery. This means that it will be possible to use this single platform both for vehicles with high ground clearance and vehicles with a decidedly dynamic, flat architecture - such as the Audi A6 Avant - without any changes to the basic architecture. The battery size and wheelbase of PPE vehicles are scalable, making them suitable for use in different market segments. However, the proportions of a fairly long wheelbase and very short overhangs are something they will all have in common and this, together with the large wheels, results in basic proportions that are simply perfect - and not just in terms of design. This is because the occupants of the future PPE models will also benefit from the long wheelbase, which translates into a longer interior and more legroom in both rows of seats - a key benefit across all segments. In addition, electric vehicles are also generally more spacious thanks to the absence of a transmission tunnel, which is simply not needed due to the technology. But even without the transmission tunnel, Audi customers will not have to give up the brand's trademark quattro drive system. The future range of PPE models will include versions with one electric motor each mounted to the front and rear axles that use electronic coordination to deliver all-wheel drive on demand and achieve a perfect balance between driving dynamics and energy efficiency. In addition, the e-tron family will also include basic versions optimized for minimum consumption and maximum range - in this case, propulsion will come from a single electric motor mounted to the rear axle. The Audi A6 Avant e-tron concept's two electric motors are capable of delivering 350kW (469ps) of total output and 800Nm of torque. The front wheels of the Audi A6 e-tron concept are connected via a five-link axle specially optimized for electric vehicles with a multi-link axle in the rear. The concept car features Audi air suspension with adaptive dampers. A6 Avant e-tron - the storage champ The heart of the Audi A6 Avant e-tron concept's drive technology - and that of all future PPE models - will be the 800-volt charging technology. Like the Audi e-tron GT quattro before it, this ensures that the battery can be charged with up to 270kW in a very short time at fast-charging stations. This revolutionary technology will enter the high-volume mid-range and luxury segments with the PPE for the very first time. Thus, the A6 Avant will become the storage champ in a double sense - not only because of its spacious back end. The PPE technology enables charging times that come close to a conventional stop to refuel a car powered by a combustion engine. Just 10 minutes is enough time to charge the battery to a level sufficient to power the car for more than 300 kilometres (186 miles). And in less than 25 minutes, you can charge the Audi A6 Avant e-tron concept's 100kWh battery from 5 to 80 percent. Together with a range of up to 700 kilometres (435 miles) - depending on the selected drive system and power output - the models in the Audi A6 e-tron family are uncompromisingly suitable for long trips. Furthermore, their range and charging speed keep pace with those of combustion engines, making them perfect universal cars for everyday needs, from short trips to the store to longer road trips when going on vacation. In terms of dynamic qualities, the Audi A6 e-tron concept - as is typical for an electric car - truly outshines its rivals with combustion engines. Thanks to its high torque right from the first revolution, even entry-level models designed for efficiency will accelerate from 0-62mph in less than seven seconds. And in the top-of-the-line, high-performance models, this sprint can even be reduced to well under four seconds. PPE - versatile, variable, electric 2018 saw the debut of Audi's first fully electric production vehicle - the Audi e-tron. Since then the brand has systematically and rapidly pushed ahead with the widespread introduction of electric mobility across its entire product range. Following the Audi e-tron SUV and e-tron Sportback, the highly dynamic e-tron GT quattro - based on a new technology platform developed jointly with Porsche AG - made its debut in February 2021. And just two months later, the Audi Q4 e-tron and Q4 Sportback e-tron premiered - two extremely unique SUVs in the compact segment with a common technological platform, the Volkswagen Group's MEB. The Audi A6 e-tron Sportback and Avant concept cars are now the first members of a family of vehicles - initially in the C-segment and later also in the B- and D-segments - to be based on another innovative technology platform: the Premium Platform Electric, or PPE for short. This modular system is being developed under Audi's leadership together with Porsche AG. The first Audi production vehicles built on the PPE platform will be successively unveiled starting in 2023. The PPE is the first platform designed to accommodate an unprecedented range of high-volume automobiles - including SUVs and CUVs with high ground clearance as well as cars with a low ride height that are part of Audi's core product range, such as the Audi A6 series. But there are also plans to expand the PPE range into the B-segment, which has been the highest-volume market segment for Audi for decades. And even when it comes to the top-of-the-line D-segment, the PPE is an excellent technological platform to build on. With the PPE, electric vehicles will now also be attractive to customers who prefer automobile concepts beyond the SUV segment - like an Avant, for example, which is characteristic of the brand. As a result, Audi can effectively expand the range of electric vehicles in its portfolio - via the high-volume B- and C-segments. In addition, economies of scale will allow luxury-class technology and different model versions to be incorporated into a wide-ranging lineup of models that is unrivalled in the premium market. Source: Audi Press Release Images: Audi

2000s 2000 Subaru ST-X Concept In the year 2000, Subaru introduced the ST-X Concept, which served as a preview of the forthcoming Baja 4-door sport utility pickup. Unveiled at the 2000 LA Auto Show, the ST-X, short for Subaru Truck Xperimental, was an all-wheel-drive, supercharged, four-door pickup designed for those seeking the versatility of a pickup truck with the driving dynamics of a sport sedan. Built on the Subaru Outback platform, the ST-X combined performance, utility, and fun in a distinctive design. It was produced at the Subaru-Isuzu Automotive plant in Lafayette, Indiana, starting in 2002. The ST-X aimed to create a new type of vehicle, catering to consumers, especially younger ones, who desired the functionality of a four-door pickup truck while preferring the driving experience of a car. The concept featured a unique cargo access system between the bed and the interior, emphasizing its utility. With all side and rear glass lowered and a massive power fabric sunroof opened, the ST-X provided an almost open-air feel akin to a convertible. The pickup bed, measuring 55.5 inches long and extendable forward by an additional 20.5 inches, offered unmatched utility. Under the hood, the ST-X boasted a supercharged/intercooled version of the Outback's 2.5-liter "boxer" engine, delivering an impressive on-road performance. With full-time all-wheel drive, a dual-range 5-speed transmission, and 8.5 inches of ground clearance, it maintained true off-road capability. One of the standout features was the Switchback System, a Subaru innovation, allowing the cargo bed length to extend to 76.0 inches without a bed extender. The power-retractable rear window glass, folding seats, and innovative cargo floor design contributed to this extended length, providing a flexible and functional pickup bed. The exterior design, while maintaining a resemblance to current Subaru vehicles, featured a distinctive Solar Flare orange paint, complemented by Moondust silver lower body cladding. The ST-X retained some exterior elements from the Legacy/Outback but with modifications and incorporated rugged details like step rails and a roof rack. Inside, the ST-X balanced comfort and functionality, avoiding an overly utilitarian approach. The black/orange leather pattern, console and armrest trim, and satin-chrome look trim added a touch of luxury. The sporty interior also housed a custom McIntosh Audio system featuring dual VU meters for a visually appealing touch. The ST-X, conceived and developed within a tight timeframe of three months, showcased the prowess of Subaru's design and engineering teams. Utilizing internet-based collaboration with Specialized Vehicles, Inc. (SVI), the development process became more efficient, with digital documentation and live Internet video sessions. In essence, the 2000 Subaru ST-X Concept embodied the "fun, freedom, adventure, confidence, and control" ethos of the Subaru brand, delivering a versatile and performance-oriented four-door pickup with a unique blend of features and innovations. Images: www.Subaru-Impreza.de

1990s 1997 Mercury MC2 The MC2, on the surface, was just another concept car from Mercury. However, it was a thinly disguised front-drive 1999 Cougar. Styling was hailed as "New Edge," a moniker that stuck with the 1999-2002 Cougar. It was almost the anti-aero Cougar: a solid wedge shape with harsh sculpts instead of rounded edges. In a word, it was truly fresh for its time. Not only did the MC2 have the nearly identical side sculpting to the production 1999-2002 model, but the rear also made it virtually intact, save for a smoother bumper cover. The triangular door handles survived as well. The MC2's interior featured plenty of nickel plating and unique shapes. Nothing made it to the production car, though, since a lot of it would be impractical. A cool feature of the MC2 was its venting glass roof panel. While this function's quality would be nearly impossible to create in mass production, it looks absolutely trick on the show car. Source: www.coolcats.net Images: Ford Motor Company

2000s 2001 Mitsubishi ASX Concept The 2001 Mitsubishi ASX Concept, short for Active Sports Crossover, made its debut at the North American International Auto Show. This concept vehicle exemplified Mitsubishi's response to the prevailing trend in the automotive industry for XUVs (crossover utility vehicles). The ASX aimed to combine the all-season and off-road capabilities associated with high ground clearance and four-wheel drive while maintaining a more compact size and delivering car-like levels of emissions and fuel efficiency. Source: Wikipedia Images: Mitsubishi Motors Corporation

2000s 2001 Nissan Kino Concept The 2001 Nissan Kino Concept was envisioned as a versatile six-seat compact minivan specifically designed to cater to the needs of young families seeking a vehicle with an array of "living-room comforts." Boasting a refined design, the Kino featured three rows of six independent seats within its compact dimensions, providing ample interior space for various applications. The concept prioritized practicality and adaptability, allowing the seats to fold and move to transform the Kino into a limousine, an office space, or a truck, depending on the desired configuration. The asymmetrical door layout, with three doors on the driver's side and two on the passenger's side, coupled with a low floor height, aimed to enhance ease of entry and exit for occupants. The Kino's functional appointments and versatile seating configurations underscored its suitability for a wide range of uses, addressing the dynamic lifestyle of young families. With dimensions listed at 4280x1760x1800 mm and a wheelbase of 2800 mm, the Kino embraced a box-shaped form akin to the Ideo concept but offered a fully functional vehicle. Notably, the concept incorporated a clever door design, featuring two doors on the passenger side, three on the driver's side, and a rear door designed to open even in narrow spaces. Additionally, the rear bumper could be lowered to act as a step, emphasizing the concept's commitment to user convenience. Overall, the Nissan Kino Concept represented an innovative and adaptable solution designed to meet the diverse needs of modern families. Source & Images: Nissan

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1950s 1954 Ford FX-Atmos Concept The Ford FX-Atmos was a striking 1954 concept car designed by Ford Motor Company for the Chicago Auto Show. A bold representation of mid-century futurism, the FX-Atmos was heavily inspired by jet aircraft and space-age aesthetics, reflecting the era’s fascination with aviation and emerging technologies. One of the most radical design aspects of the FX-Atmos was its mid-engine, rear-wheel-drive layout, a configuration rarely seen in American cars of the time. The vehicle measured 220.5 inches (5,601 mm) in length, with a wheelbase of 105 inches (2,667 mm), and featured an exceptionally low height of just 48.1 inches (1,222 mm), enhancing its streamlined, jet-like appearance. The car's exterior styling emphasized aerospace influences, with headlight pods resembling ramjet air intakes, rocket-inspired taillights, and large, dramatic tail fins. The clear-domed canopy covered a unique three-seat layout, with the driver positioned in the center and two passengers behind—a configuration later seen in some high-performance sports cars like the McLaren F1. Inside, the FX-Atmos featured futuristic driver controls, replacing the traditional steering wheel with dual handgrips, and incorporating a dashboard screen meant to display radar-based highway information, a concept decades ahead of modern navigation and driver-assist technologies. One of the more intriguing speculations about the FX-Atmos is that it was considered for nuclear propulsion, reflecting the period's experimental vision for atomic-powered vehicles. While this idea never materialized, it further cemented the FX-Atmos as a symbol of futuristic ambition. Though it never reached production, the Ford FX-Atmos remains an influential concept, inspiring various futuristic designs. It is even believed to have influenced the Supercar from Gerry Anderson’s 1961 British sci-fi TV series. Today, it stands as a testament to 1950s automotive innovation, embodying the era's dreams of a high-tech, space-age future.

2000s 2005 Honda Civic SI Concept The 2005 Honda Civic Si Concept was a preview of a compact two-seater coupe being developed as part of the new generation Honda Civic lineup, set for market release in 2006. This coupe was designed to be the spiritual successor to the Honda CRX, a popular compact model produced until 1999. The Civic Si Concept aimed to combine the sporty, agile characteristics of the CRX with the updated design and technology of the new Civic. Earlier in the year, Honda had presented a prototype of the new Civic at the Geneva Motor Show, showcasing a more refined version of the model. However, it was the Detroit Motor Show where Honda debuted the coupe version of the Civic. This concept car was expected to closely resemble the future Honda CRX, blending the Civic’s underpinnings with a more compact, sporty coupe body style. In terms of technical specifications, the Civic Si Coupe and the upcoming Honda CRX were set to share a similar set of engines, with the possibility of a “charged” version featuring a forced naturally aspirated engine for enhanced performance. The exterior design of the Civic Si Concept was crafted to evoke the spirit of the classic CRX while updating it with modern styling cues that would appeal to a new generation of drivers. The compact Honda coupe was expected to make its debut in 2007, continuing Honda’s tradition of producing sporty, fun-to-drive vehicles in a compact, affordable package. The 2005 Civic Si Concept thus provided a tantalizing glimpse into what would become a new chapter in the Civic’s legacy, offering a new performance-oriented option in the compact coupe segment.

2000s 2005 Suzuki Ionis Concept Suzuki Ionis is a futuristic fuel-cell minicar that focuses on advanced technology, flexible design, and efficient use of space. From the outside, its smooth, flowing curves are meant to resemble water, reinforced by a deep blue paint finish. The compact, one-box shape hides a smart platform that places the fuel-cell system beneath the cabin floor, keeping the interior open and uncluttered. Despite its small size, the Ionis is packed with high-tech features. It uses by-wire technology—sourced from General Motors—to control steering, brakes, and throttle without mechanical links. This setup saves space and allows the interior layout to be easily reconfigured. The car can even switch between right-hand and left-hand drive in seconds. Inside, the cabin is surprisingly roomy and modern. It features an LED-lit center console, leather seating, and dark trim on the dashboard and floor. The seating can be rearranged into multiple layouts, with up to four seats across two rows. Entertainment and connectivity are central to the concept, with wireless internet access, music downloads, satellite TV, and a digital interface integrated into the instrument display. The Ionis combines a playful, almost cartoon-like exterior with serious technology underneath. As a hydrogen fuel-cell electric vehicle, it highlights Suzuki’s vision for clean urban mobility—compact, flexible, and designed around how people actually use small city cars.

2000s 2004 SEAT Toledo Prototype The 2004 SEAT Toledo Prototipo was unveiled at the Madrid Motor Show as a preview of the third-generation Toledo. This concept featured a spacious, adaptable interior and a trunk with a capacity exceeding 500 liters, making it a practical choice for drivers seeking both versatility and storage. The design incorporated a two-tone paint scheme, creating a visual effect of motion even when stationary, and emphasized a sporty and dynamic aesthetic that built on the legacy of the 1991 concept and 1998 production model. Measuring 449 cm in length, 177 cm in width, and 158 cm in height, the Toledo Prototipo stood out with its modern proportions and practical dimensions. A key highlight was its panoramic roof, which enhanced the sense of space and brightness inside the cabin. It rode on 19-inch wheels fitted with 235/35 tires and featured xenon headlights alongside advanced multimedia entertainment systems. Under the hood, the front-wheel-drive concept was powered by a 2.0-liter FSI engine with direct injection, delivering 150 hp and paired with a 6-speed manual transmission. The interior showcased a blend of traditional craftsmanship and modern technology, with soft natural leather used extensively, including on the steering wheel, gearshift lever, dashboard, and door panels. SEAT aimed to launch the production version of the new Toledo by the end of 2004, bringing this innovative concept closer to reality.

1950s 1953 XP-21 Firebird 1 The 1953 XP-21 Firebird 1 was the first gas turbine automobile ever to be built and tested in the United States. Designed strictly as an engineering and styling exercise, Firebird 1 was intended to determine whether the gas turbine could be used as an efficient and economical powerplant for future vehicles. The idea for Firebird 1 originated with Harley J. Earl, the legendary GM Styling Vice President, who also designed the car's aircraft-inspired fiberglass-reinforced plastic body. The engine, termed "Whirlfire Turbo-Power," was developed under the direction of Charles L. McCuen, then general manager of GM Research Laboratories Division. Unlike a jet airplane, which develops thrust through the action of exhaust gas through a tailcone, the Whirlfire Turbo-Power engine propelled the Firebird 1 through a power turbine acting on the rear wheels via a transmission. The engine was capable of 370 hp at a power turbine speed of 13,000 rpm.

1960s 1966-1967 Intermeccanica Griffith 600 GT/Omega An American-Italian hybrid developed by designers Robert Cumberford and Franco Scallone, produced in New York in the workshop of Jack Griffith, powered by a 235hp 4.5-liter Plymouth Commando V8. In 1966, Griffith sold 14 units but, facing bankruptcy, sold the project to Steve Weidler, who renamed the car Omega GT. Production moved to the Holman-Moody workshop in North Carolina using bodywork made in Turin, now powered by a 271hp Ford 4.7-liter V8. Weidler made 33 Omega GTs, but his venture also ended in bankruptcy. Finally, Intermeccanica took over the project and created the one-off Intermeccanica Italia based on the Omega GT. Source: carsthatnevermadeitetc

1970s 1978 Volkswagen Phoenix Initially discovered in the March 1978 issue of Popular Mechanics magazine, the camper was later seen in the blockbuster movie Total Recall starring Arnold Schwarzenegger. Based on a VW minibus frame that’s had some serious protracting done to it, the Phoenix converted into a 3.5 meter-wide tent for four and had space for a sink, stove, and an icebox. It was designed as a do-it-yourself alteration. Provided you can get your hands on an old VW chassis; you can build your own today by ordering the plans from automotive DIY-er Robert Q. Riley. Source: Abgefahrener Camper auf VW-Basis aus dem Jahr 1973, der in .... https://www.kraftfuttermischwerk.de/blogg/abgefahrener-camper-auf-vw-basis-aus-dem-jahr-1973-der-in-total-recall-gezeigt-wurde/

2000s 2005 Mini Concept Frankfurt The 2005 Mini Concept Frankfurt offered a glimpse into the future of the Mini brand, showcasing a design that remained faithful to its instantly recognizable and charming aesthetic while signaling an expansion in versatility and practicality. Unveiled at the Frankfurt Motor Show, this silver concept confirmed that the next-generation Mini would not only retain its iconic look but also evolve in form and function. One notable direction was the introduction of new body variants, including a longer-wheelbase version inspired by the classic 1960 Morris Mini Traveller. This homage was evident in the concept’s double-leaf rear doors and split rear side windows, details that connected the modern design to its heritage while providing a roomier cargo area and enhanced utility. Underpinning the Concept Frankfurt’s appeal was its promise of a new generation of engines developed through a collaboration between BMW and PSA Peugeot Citroën. These engines were engineered to deliver improved performance and efficiency, setting the stage for what would become the Mini III. Overall, the 2005 Mini Concept Frankfurt balanced nostalgia with innovation, reaffirming Mini’s identity while pointing the way to a more diverse and functional future lineup.