Concept SUV Loaded with Class-Leading Features, Demonstrating Hyundai's Commitment to the U.S. Market DETROIT, Jan. 5, 1999 - Hyundai marks its first step into the expanding sport-utility vehicle market with today's worldwide debut of the "Santa Fe" concept SUV at the 1999 North American International Auto Show in Detroit. The Santa Fe is the first SUV designed, engineered, and developed by Hyundai, South Korea's leading automaker. A production version of the concept vehicle will go on sale in the spring of next year at Hyundai dealerships across the United States. "With the Santa Fe, Hyundai has demonstrated its continuing commitment to the North American auto market by researching and developing an SUV that will be sold primarily in the United States," said Finbarr O'Neill, president, and chief executive officer of Hyundai Motor America. THE SANTA FE CONCEPT The Hyundai concept SUV is named after the capital city in the American Southwest, known both for its rugged Western character and its sophisticated design and style sense. Taking its name, logo, and styling cues from the spirit of the U.S. Southwestern desert, the Santa Fe features bronze and terra cotta body colors, a sand-toned leather-wrapped interior, and even a warm-chrome finish on its windmill-style alloy wheels. The Santa Fe is powered by an all-aluminum, 24-valve, double-overhead-cam V-6 engine, transversely mounted. The transmission is a four-speed, electronically controlled, fully adaptive automatic. Power is transmitted to the wheels through an electronically controlled, all-wheel-drive system with a viscous coupling that seamlessly engages the rear wheels for added traction when needed -- without any input from the driver. The Santa Fe has a MacPherson strut front suspension. At the back is a semi-trailing arm rear suspension. The Santa Fe shows Hyundai family resemblance to the Tiburon coupe and Sonata sedan with solid character lines over the front and rear wheel wells. At the same time, Santa Fe's body-side contours recall a desert landscape and give the Hyundai a more styling personality than traditionally angular SUVs. Big 17-inch wheels and tires supply Santa Fe with an aggressive stance on the road, and large oval headlamps are placed at the corners of the front end to create an image of size and presence. The Santa Fe is similar in size to the Isuzu Rodeo, Honda CR-V, and Toyota RAV 4. Designed to meet the driving demands of most SUV buyers, the Santa Fe was built to drive like a car, with a definite on-road focus, yet serve as an excellent vehicle in all weather and limited-traction conditions. AN INTERIOR CREATED FOR CONVENIENCE AND SAFETY The Santa Fe boasts several everyday convenience items to please SUV buyers. In addition to universal-size cup-holders, the Santa Fe is equipped with water bottle holders. Unusual "free-floating" door handles make exits easier while side pockets with lids sit beneath the armrests. Two 12-volt in-dash outlets, and one placed in the rear, address various electrical accessory needs. Also in the back is a handy lift-out picnic table, accessible through the large rear hatch mounted on telescoping struts. The spare tire stows out of the way beneath the rear of the car. The Santa Fe has essential safety features, such as second-generation, depowered dual frontal airbags. A Passenger-Presence Detection system shuts off the passenger-side airbags when a small child, or no one, is in the seat. The front seat belts also come with automatic pretensioners to cinch the belt in the event of a collision. DESIGN AND CONSTRUCTION A team of designers at the Hyundai California Design Center created the original Santa Fe. The vehicle was designed in the United States because America has been the home of the sport utility vehicle. However, trends worldwide were carefully analyzed during the research and design phases of the vehicle's preparation. Hyundai's other design centers in Germany, Tokyo, and Seoul were consulted during the project, and their input was incorporated into the final design. Italdesign California Inc. (IDC) was the fabrication and preparation partner for the concept vehicle. Hyundai Motor America, based in Fountain Valley, Calif., is a subsidiary of Korea's Hyundai Motor Company. Hyundai cars are distributed in the United States by Hyundai Motor America and are sold and serviced through nearly 500 dealerships nationwide. Source: Hyundai

In 1995, Hyundai developed a hybrid electric vehicle, the FGV-1, and followed it in 1999 when the FGV-2 debuted at the Seoul Motor Show. More recently, Hyundai introduced the County bus, plus Elantra- and Accent-based hybrid-electric sedans. Source: www.hyundainews.com; Hyundai

The Spocket is an F-Mover that combines true driving pleasure with sports utility. This powerful combination is made possible by a futuristic open 2x2-seater design that opens up a new world of sporty mobility. Credit for creating the spunky-looking Spocket concept vehicle goes to Honda R & D Americas, Inc., in Torrance, Calif. This two-tone prototype blended the best features from a convertible, pickup, and sports car into one vehicle. The 4-seat Spocket changed into a 2-place cockpit at the touch of a button, and the clamshell top retracted for open-air driving. Painted in striking bright red over gunmetal gray color, the Spocket featured tilt-up doors. Spocket was fitted with an advanced drivetrain that employed a hybrid gasoline-electric engine powering the front wheels and two in-wheel electric motors for the rear wheels to provide a full-time four-wheel drive. Source: www.chicagoautoshow.com; Honda; www.carculture.com

The Neukom, an F-Mover and a new approach to car design, is a relaxing and open communication capsule. Neukom takes you to an exciting future of more accessible communication. It looks like a Lilliputian bus, and in many ways, the Honda Neukom is. With easy access through its doors, there’s room for up to five passengers in a unique 1+2+2 layout, giving everyone room to move. The two central seats can turn around to convert the vehicle into a rolling meeting room. Sources: www.thecarconnection.com; Honda Motor Co., Ltd.

How far can an automobile be a source of entertainment? Presented at the Tokyo Motor Show is this four-seater with a short but high overall silhouette that turns night into day when it comes to having fun, as the name "Fuya-Jo" represents. A unique combination of the lowered and flattened floor and semi-standing seats means that the driver and the passengers can enjoy a skateboard riding impression. The exterior draws the attention of on-lookers who feel compelled to turn around with the temptation of another glance. Fuya-jo was designed as a mobile city tool for the young generation. Sources: world.honda.com; Honda Motor Co., Ltd.

Exhibited at the 2000 Chicago Auto Show, the FCX (Fuel Cell Experimental) was Honda’s idea for a future Zero-Emission Vehicle (ZEV). Remarkably slim and compact, with a short nose for maneuverability and a sizeable forward-mounted cabin, the FCX was designed based on a Twin Solid concept. The floor and cockpit are separate entities with distinct roles. Environment-friendly, the experimental power plant ran on methanol. By extracting hydrogen from methanol and combining it with oxygen to create a chemical reaction, the FCX was able to generate electricity and thus drive a motor. Source: www.chicagoautoshow.com; Honda Motor Co., Ltd.

The Thunderbird concept was a modern interpretation of the classic two-seat 1955-57 Thunderbirds convertible. A removable hardtop featured porthole windows, and other styling cues included the huge headlights, hood scoop, and large round taillights. The Lincoln LS 3.9-liter V-8 supplied power with over 250 horsepower, teamed with a five-speed automatic. Ford began manufacturing the 21st century Thunderbird as a 2002 model. www.chicagoautoshow.com; www.auto.com

The plastic two-seater TH!NK, intended primarily for the Scandinavian market, although topped with a Ford nameplate, is the development of the Norwegian company Pivco Industries Ltd., a majority stake that North America took over. Source: Зеленое будущее (Михаил Васильев, Дмитрий Поликарпов) - Журнал «МОТОР», Март 1999 года (Translated from Russian); www.auto.com; www.carculture.com

Proving what might be achieved with a few spare wedges from an old game of Trivial Pursuit, Ford's 1999 P2000 was half of a study (the rest is for a station wagon) to illustrate some vague notion of what we might drive in the future. Power for this what-if would come from a petrol-electric hybrid system. To be generous, such doodles did mark the foothills of Ford's move towards 'New Edge' design, if nothing more. Source: Simon Hacker/MSN Cars; Ford

The Ford 021C urban concept vehicle was created by one of the world's most acclaimed product designers to appeal to a group of consumers who are mostly too young to own a car currently. Aged 21 years and under, these consumers are highly brand literate, extremely technologically aware, and want quality products that express their individuality. "The Ford 021C is an honest, simple, engaging car, and these are values which resonate with this important group of emerging automotive consumers," said Ford's Vice-President of Design, J Mays. Mays said the project has helped change the way Ford designs new vehicles. "As car designers, we tend to approach everything from an automotive perspective," Mays said. "The Ford 021C treats the car as a cultural icon. We have created a distinct point of view with this car, and if you don't get it, don't worry - you're probably not meant to." Mays said the philosophy behind the 021C lays the foundation for a new generation of Ford vehicles which will appeal to a new generation of consumers into the 21st century. "This is all about making that vital connection with customers, no matter how different their world view and life experiences might be from our own." The carbon fiber exterior features simple shapes and clean surfaces with no superfluous decoration. The door handles, for example, are simple aluminum buttons surrounded by a translucent plastic ring which is illuminated as the remote central locking is activated. The glasshouse is light and airy, with thin pillars all round and clamshell door frames to ensure the widest possible apertures. The front and rear views of the Ford 021C are dominated by single light lenses and a wrap-around bumper. Every element of the Ford 021C has been designed by Marc Newson, apart from the mechanical and electrical systems. Newson designed the instrument panel graphics, switches, wheels, and tread on the specially produced Pirelli tires. "It's easily the most comprehensive design job I've ever done," he said. "It was like designing 500 products at once." Newson, who owns a classic Aston Martin DB4 and has designed everything from glassware to furniture to restaurant interiors, said he wanted to design a car that wasn't intimidating. "I wanted to create a car that was light, likable, and fun," he said. "Ask children to draw a car, and they'll draw something like this, so in many ways, the 021C is a familiar and comfortable object," Newson said. "But it doesn't use many typical automotive design cues, and while it does incorporate some interesting technology, it's not the technology used simply for the sake of it." Sources: www.auto.com; conceptcar.co.uk;

Conceived by Pininfarina to commemorate the Centenary Fiat, the Wish was a technological study for a 2+2 convertible capable of being transformed in a few seconds from Cabriolet to Coupé and back through an advanced electro-hydraulic system that tucked the roof away into the upper section of the boot. Source: pininfarina spa.

The EDAG Group's first concept car: the EDAG Scout, a pickup derivative based on the Mercedes-Benz M-Class. The design of the derivative's exterior perfectly adopts the stylistic elements of the base model. Its speciality is its tailgate, which is lowered electrically and integrated flush with the cargo bed. Source: https://www.edag.com/en/innovation/concept-cars?sword_list%5B0%5D=genesis&cHash=f78f20ebc97021897d306098db509127

Dodge’s Power Wagon concept vehicle, shown in 1999, was inspired by the 1946 Dodge model of the same name. The modern pickup truck prototype was built off the Ram chassis and featured 35-inch wheels. At 77-inches high, the Power Wagon was a full 3- inches taller than the production Ram. Like its 1940s predecessor, the Power Wagon included bumpers, fenders, and running boards separated from the body. A 250 horsepower, 7.2-liter diesel in-line 6-cylinder was teamed with a 4-speed automatic transmission. Source: www.chicagoautoshow.com; www.auto.com; www.kimballstock.com

The Dodge Charger R/T is a functional concept car developed in 1999 by American automobile manufacturer Chrysler. It took many styling cues from the 1960s Chargers (most notably the second generation) but, unlike the original, had four doors. The designers attempted to blend the rear doors into the design not to be noticed very quickly. The decision to add four doors was made due to the declining sport coupe market in North America. Compressed natural gas was purported as being in the lineup for a possible fuel source. The concept's exterior design was supervised by Tom Gale, head of Chrysler's styling department. Design partner Trevor Creed did the interior design. While the concept car shared the long nose and rear cab of the original 1966 Dodge Charger, it was shorter overall. It was 187 in (4,750 mm) long compared to 203 in (5,156 mm) for the 1966 Charger. It was also lighter, 3,000 lb (1,361 kg) versus 3,650 lb (1,656 kg). Other design features shared with the 1966 Charger included coke-bottle styling, flying rear buttresses, full-length taillamps, and air intakes on the front and sides. The vehicle was fueled by CNG (compressed natural gas) technology. It had functional side scoops, and the chrome-plated, centrally mounted exhaust was somewhat reminiscent of the Dodge Viper. The concept had functional air exhausters sculpted into its rear fascia. It used a new storage tank system to deliver a 300 mi (480 km) range while not compromising storage space in the trunk. The car's interior featured bucket seats for all four occupants, a center console running the entire length of the dashboard, a three-spoke steering wheel inspired by NASCAR race cars, and rotary-styled gauges. The interior was upholstered in black and red leather and had a carbon-fiber trim. The center console, along with the back of the seats, had exposed metal parts. Inside the fiberglass storage tank, the cylinders, or pressure cells, were lined with a gas-impermeable high-density polyurethane (HDPE) thermoplastic and wrapped in a hybrid mix of high-strength carbon and super-tough glass filaments that were wound with an epoxy resin. The cylinders were laid into a foam egg crate to absorb impacts. They were designed to be strong yet lightweight, resistant to environmental damage, reliable, and durable. The fuel could be stored at 3,600 lb³ of pressure. The car was powered by a supercharged 289 cubic inch 4.7-liter V8 engine with two valves per cylinder and a single overhead cam, rated at 325 hp (242 kW) at 6,000 rpm. The engine was mated to a five-speed manual transmission. This was the first rear-wheel-drive car built on the Chrysler LH platform, with all of the prior cars built on the same platform being front-wheel drive. The car was rumored to accelerate from 0-60 mph in 5.3 seconds. Following the Daimler Chrysler merger, the management went in another direction with the company's future, and the concept car was not placed into production. A newly developed Dodge Charger (LX) would not reach production until the 2006 model year. The new Charger bore little resemblance to the 1999 concept. Fun Fact: The car was featured in the video game Midnight Club 3: DUB Edition. Sources: www.chicagoautoshow.com; www.auto.com; www.kimballstock.com; www.allpar.com; www.drivingline.com; gazeo.com

At the 1999 Mumbai Motor Show, the DC demonstrated the Vampire (a roadster based on the Daewoo Cielo). Source: car-cat.com; DC Design

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

A robust and modern design and outstanding power performance with enough room to four in comfort, all of those are packaged in light car size. The Daihatsu SP-4 was a 4WD smaller than a RAV4. The SP-4 had projector headlamps, a silver-frame shaped with colorful door panels and bumpers, a faux aluminum instrument panel, flat-folding rear seats for cargo space, and yes, four-wheel drive with a Low gear. Its 0.66-liter turbo three-cylinder spins out 64 hp through a four-speed automatic. Source: www.thecarconnection.com; DAIHATSU MOTOR CO.

The profusion of Smart-type vehicles at Tokyo didn’t miss Daihatsu, which exhibited the Micros-3l, its two-seat commuter trike capable of sipping only three liters of fuel per 100 km. The Micros uses Daihatsu’s twin cam three-cylinder with a CVT to achieve hyper fuel economy. For pleasure, the Micros has a removable T-top panel, and the rear glass descends into the body a la Honda’s late, unlamented del Sol. Source: www.thecarconnection.com; DAIHATSU MOTOR CO.

The Kopen was a lightweight, two-seater sports car with a light car's size and power unit. The Kopen was first shown at the Tokyo Motor Show in 1999. Its second coming took place in the same place in 2001, and it was launched into mass production in 2002. Source: DAIHATSU MOTOR CO.

The EZ-U speeds up this process by looking to be the next-generation standard by using increased spaciousness to appeal to a broad range of users. Concept RV-type light cars have already taken root in the marketplace and are rapidly becoming standardized. The EZ-U speeds up this process by looking to be the next-generation standard by using increased spaciousness to appeal to a broad range of users. It is a light passenger car with all the features needed for everyday use and an extensive set of functions that make it suitable for all kinds of lifestyles. Design The EZ-U has a sound, functional silhouette that reflects the universal appeal that is the design theme. All the tension lines of the body are directed downward, imparting a look of stability and enhanced presence on urban roads. Modernistic touches include the large lamps and wheel spats. The styling is a suitable counterpart for the many novel functions that the EZ-U incorporates. Packaging The EZ-U has an overall length of 3,395 mm, a width of 1,475 mm, a height of 1,550 mm, and a wheelbase of 2,460 mm. Thus, there is plenty of head clearance and legroom. The use of the small, low-profile 165/60R10 tires made it possible to provide a large floor area. The doors are large and can be opened to an angle of 90 degrees which, with the low rockers and height adjusters that allow the vehicle to be raised or lowered by up to 70 mm, make it very easy to get in and out. The position of the bench seats can be adjusted longitudinally and sideways, and seating can be arranged in six different ways. Rear seats can be folded flat, and the 250-mm longitudinal stroke also allows the seats to be slid right the way back into a limousine configuration. Seats can also be swiveled. The overall result is a high degree of seating flexibility. Mechanism The highly efficient engine is combined with an eco CVT transmission to provide a performance that is both smooth and economical. The EZ-U delivers all-around safety by using a crash-safety body and good fuel consumption. Source: www.autoweb.com.au; DAIHATSU MOTOR CO.

This five-seat, multiple-function car is a recreational sedan that has been designed to be a "living room on wheels" and is powered by an in-line four-cylinder engine. Rumor has it that Daewoo in the United States would love to import this vehicle, but no formal announcement has been made. Source: www.thecarconnection.com; Daewoo

The concept for a new mini-van was presented together with its brother Tacuma Style as a preview for the later production car Daewoo Tacuma/Rezzo. Source: Daewoo

The Ideas and Ethos Behind the Mirae Concept cars have many roles. They allow a glimpse behind the scenes on future model programs, provide pointers to the aesthetic and technical ambitions of a manufacturer, and give a stimulus to the company's creative staff. Each thought has its specific reason for being. In the case of the Daewoo Mirae (Korean for "Future"), It's a glimpse into the future. Officially launched at the 1999 Seoul Motor Show, it explored the outer reaches of automotive technology in a car tilted for 2010 and to illustrate the positive attributes of a close working relationship between Korea and the United Kingdom via Daewoo's Worthing Technical Center. Responding to the Daewoo design statement - "Designed Around You," the Mirae is the clear understanding of the balance between functional design and the aesthetic communication of the car's identity. The car to take Daewoo into the future had to be an image-leading product to raise the company's profile and display the confidence of a fresh automotive brand. It had to also combine the fun and sophistication of a sportscar with enough space for a young family with sporting lifestyles. Using a system of versatile/removable seating, maximum use of interior space was achieved. Tailoring the car to the user, making the system user-responsive, the interior could eliminate traditional switchgear, be reconfigured to taste, and use technologies that reduce environmental impact and maximize occupant safety while remaining affordable. The Worthing Technical Center team developed this original concept under Design Director Ginger Ostle; The exterior was executed by Guy Colbourne, and the interior by Paul Wraith. In being aimed at 2010, the Mirae could employ and seek to accommodate advanced development systems and communications technologies. In many ways, an embodiment of the spirit that produced the radical thinking and aesthetics of the 1950s and 1960's GM show cars, the Mirae was the star of the 1999 Seoul Motor Show and the subject of much media interest. The "Norman helmet" graphics first executed here have been re-employed on subsequent Daewoo show vehicles, and the VSC concept has been further developed in the 2000 Daewoo Musiro show car. Its appeal would be broad, being altered from a single-seat supercar to a five-seat family car. Exterior The first and most important aspect of the Mirae exterior design is the fusion of the sports, family, and estate car elements into a single form. The brief was to satisfy the many various criteria of practicality and excitement whilst sticking to a relatively small overall length. The decision was taken early to mount the engine amidships and on its side to take advantage of a more user-focussed package. The rear load-bay is above the engine yet still low enough not to affect the sporty profile of the exterior or the usability of the luggage space. The wheels are pushed right out to the corners of the car, with minimal front and rear overhangs, to give the most interior space for the passengers. From the front of the vehicle, the first and most striking feature is the grille's dark "T" graphic. A conscious decision was made to move away from the current Daewoo "Fan" chrome grille and produce something more fitting both for a sportscar and future 21st century Daewoo vehicles. The "T"-Graphic represents a Battle Helmet where the outer elements contain the headlights and the center and lower the front air intakes. The use of chrome for the grille was rejected in favor of Aluminium, Polycarbonate, and Teflon ( as these were felt to be more fitting for the new millennium). At the rear of the car, the graphic is repeated for the taillights, engine heat outlets, and exhausts. This produces greater visual drama than a standard grille giving the car a more purposeful and aggressive feeling whilst retaining the three elements that are the basis for the existing Daewoo grille and logo. The integration of the helmet "face" to the car gives a more coherent identity that is allied to clear functionality as well. When looked at from above, the car has an arrowhead form created by the sweepback from the bumper to the front wheel arches. The enlarged rear wheel arch and sidestep feature echoes this. This gives the car a taught crouched feeling and shows that the cars' strength is at the rear, where the engine is. When viewed in profile, the step builds from the front wheel arch into the rear, adding to this direction. The side intakes are small so as not to detract from the overall feeling of simplicity. The "designed around you" ethos shows through with the use of a bold, large glasshouse (most sportscars have a tight, claustrophobic feeling inside). It was felt that the car should echo the openness and functionality of the interior by wrapping the glass around the car from the A-pillar back. The front doors open in the normal way, but the rear doors are of a rearwards sliding "plug" design. The use of a sandwich floor structure allowed the removal of the normal B-pillar without affecting overall crash performance or strength and gave improved access for the driver and passengers. We also wanted to be able to load the vehicle from the side doors as well as the rear tailgate. The doors have no handles as such; there is an aluminum contact strip on each door that the driver touches whilst holding a "smartcard" transmitter to complete a low voltage circuit. The door then opens electrically. This greatly improves security as there are no standard locks to pick or radio "plipper" transmissions to scan. The C pillar girder structure is visible through the glass, giving a link to the aesthetics and features of the interior. The wheel design contains another reference to the girder form giving a lightweight and dramatic yet visually simple 6-spoke 18in design. This girder idea is also taken up in the supports for the wing mirrors. The car was given a hatchback profile at the rear as this allows the largest and most versatile load area. The rear tailgate is hinged both at the top and just below the glass, allowing it to "scissor" open. This makes it easier for shorter users to reach the tailgate (when it's open) to close it. Finally, The lighting systems on the car are the very latest in HID (high-intensity Xenon gas discharge) and neon tube systems. These combine for greater lamp performance with greater durability and longevity. Interior The most striking thing about this interior is that you could be forgiven for thinking it doesn't have one. The mission to maximize interior space has removed a conventional instrument panel and center console by fully utilizing original technologies. The challenge was to package an MPV within a mid-engined supercar whilst inside and out the car was to be both practical and dramatic. The openness of the interior is punctuated by highly revolutionary minimal seating solutions. In order to extend the sense of spaciousness, the seats are of minimal section and unusually are translucent, allowing light to permeate to all interior areas. Each seat frame is independently actively sprung on four electronically-controlled theological spring units, the user setting the desired firmness while benefiting from anti-roll/pitch/submarine characteristics. Gel seating pads further cosset the occupant, heated and cooled to taste. Although the seats cannot be spun around on the spot through an original fixing method, the most flexible seat system perceived in recent years is possible. When the Straight-6 engine is started, the seats clamp automatically to the floor; when the ignition is turned off, they disengage, allowing easy movement via rollers on the flat sandwich floor forward and back, side to side, and even diagonally, located in "cups" on the floor. Seats can be removed without detriment to interior aesthetic; the car purchased empty and specified according to owner need. Each seat is fitted with 4-point retractable seat belts for maximum occupant safety, reflecting Mirae's sporting intent. The steering, brakes, and accelerator are electronic. With no mechanical connection, the steering and pedals can be moved independently. In Mirae, the control unit is movable side to side; offering left and right and central driving positions. The instrument panel is deleted altogether, with conventional manual controls replaced by voice and gestural activated alternatives. Ancillary components from this area are housed within the sandwich floor. Opening up this area further increases the sense of interior volume and is utilized for storage when required. The boot area is separated from the occupant space via a sliding glass partition which helps lower cabin noise and contains luggage in transit. If required, this can be lowered, and the movable boot floor (when rear seats are removed) slid forwards, providing room for mountain bikes; when slid backward, it allows more effortless loading. The Mirae, although as long as a Toyota MR-2 (strictly a two-seat, one-bag sportscar), has the luggage space of an estate car. Source: conceptcar.co.uk - Daewoo Design; Daewoo; www.dweb.hu/daewoofanpage

Unveiled at the 1999 Frankfurt Motor Show, the Pluriel demonstration vehicle illustrates the broad styling principles of a versatile, modular car that will take its place in the Citroën range at some point in the future. The result of research studies conducted by Citroën into the innovative vehicle concept, the Pluriel demonstration vehicle is a new product that escapes all the criteria traditionally applied to the automotive offering. Pluriel changes its body style to adapt to a wide variety of uses, a car of significant interior and, more particularly, exterior modularity. Taking a new look at cars A vehicle with two removable arches running the length of the body, is tractable material top, a double floor at the rear, and no center pillar, the Pluriel can turn itself at will into a saloon convertible, an open-top leisure vehicle, or a Spider pick-up. On each variant, the retractable rear seat enlarges the load area according to requirements. Each side of the Pluriel reflects a different style. The two options highlight the personality of this new product concept, which expresses freedom, enthusiasm, and joy of living. The Citroën Pluriel illustrates the many possibilities offered by a multi-purpose, practical, and adaptable vehicle. With its modular interior and exterior, it adapts to a wide variety of uses, switching quickly and easily from one role to another to suit the circumstances and requirements of the user. Open-top leisure vehicle or a Spider pick-up! When the large material sunroof is in the closed position, the Pluriel becomes a compact 3-door saloon convertible. The driver presses the buttons controlling the roof and windows to turn it into an open-top leisure vehicle. The roof folds onto the rear window and disappears into the boot's false floor using an ingenious mechanism. The two arches remain on the car body, giving it a distinct personality while ensuring excellent visibility and maintaining direct contact with the exterior. But the multi-faceted Pluriel goes one step further: the two arches are fitted with an easy-to-use coupling system for easy removal. In this way, the vehicle comes a Spider pick-up. Modularity The rear seat of the Pluriel is designed to retract into the floor. The load area of each variant can thus be extended, and the vehicle turned from a 4-seater into a 2-seater. The boot hatch opens downwards, extending the load floor and making it easy to transport long objects. Moreover, a sliding panel gives easy access to the false floor without emptying the boot, thereby remaining available. The Citroën Pluriel is a re-search prototype exploring the concept of several vehicles in one. Its objective is to combine the comfort of a saloon with the leisure outlook of a cabriolet and the functional convenience of a pick-up. It demonstrates Citroën's ability to move beyond the contradictions inherent to existing vehicles and respond to changes in the public's needs, requirements, and tastes. Source: Citroën press release; motor.ru

The C6 Lignage concept car reaffirms Citroën’s intention to be perceived as an original and inventive marque, respecting the tradition in which it was founded, seeking to bring customers a wide choice of cars. The name C6 Lignage reflects Citroën’s determination for the new car to become one of the Marque’s greats. Almost 70 years ago, between 1928 and 1933, the C6 dominated the category of top-of-the-range vehicles of the period, with more than 60,000 examples sold. Many celebrities owned one. The C6 was the first in a long line of grand Citroën saloons. C6 Lignage has adopted the motto of its illustrious ancestor: make intelligent innovations in architecture and technology while promoting well-being and safety. With the exploratory concept of C6 Lignage, Citroën sets out an original approach to a top-of-the-range vehicle for the future. C6 Lignage illustrates an ambition of considerable importance to the Marque: to refuse compromise and combine different sources of inspiration. C6 Lignage expresses a new approach to ongoing efforts to combine exceptional road-holding with the art onboard living. An enlightened application of the Marque’s architectural principles, C6 Lignage is dedicated to wide-open spaces. A touring vehicle, C6 Lignage is designed to cover long distances. Inside the vehicle, men and women travel in comfort and safety, enjoying the well-being offered by their surroundings. The purpose of the C6 Lignage is immediately perceptible to the onlooker, expressed through its proportions and style. With its subtle, fluid lines, it appears poised for action. The profile reflects efforts to optimize aerodynamics. The long front overhang (1.09 m) and short rear express movement, strength, and latent power. Set apart from the roof pillars, the boot blends in with the overall fluidity of the design lines. The interior space of C6 Lignage is more than generous, as indicated by the 3-meter wheelbase. Space is considered to be essential to onboard well-being. The four occupants have individual seats, which can be adjusted to enjoy all life options on board. The interior of the C6 Lignage is luxurious. High-quality materials, such as leather and wood in attractive, matching shades create a warm and relaxing atmosphere. The pure, airy forms of the front and rear central consoles reinforce the friendly atmosphere of the interior while providing personal space for each occupant. Passengers in the rear are not forgotten. Relaxing in their comfortable seats, they can watch television, see a film, hook up to their office computer, log onto the Internet or read or sleep. The functionalities offered by the XM Multimédia (presented at the Paris Motor Show) give an idea of the possibilities offered by the C6 Lignage. The time and thought were given to aerodynamics, perceptible in the smallest detail, to reduce fuel consumption and thus pollutant emissions. For example, conventional rearview mirrors are replaced by cameras, the windscreen wipers are streamlined, and the radiator grille will have mobile fins, managed electronically according to vehicle speed. C6 Lignage is dedicated to one main idea: well-being. Its generous forms reflect its strength, an expression of an exceptional vehicle. Source: Citroën; citroenet.org.uk

FRANKFURT, Germany, Sept. 14 – Daimler Chrysler today took the wraps off a design study, the Chrysler Java*, at the Internationale Automobil-Ausstellung in Frankfurt, Germany. Conveying American optimism, the Chrysler Java show car represents a fresh design approach to an important European market segment. With its clean yet refined and elegant "one box" profile, Java's "Passenger Priority Design" makes maximum use of its exterior dimensions. Java's interior package is comparable to that of the Chrysler PT Cruiser, yet it is 50 centimeters (20 inches) shorter at only 3,77 meters (148 inches). "Taking cues from DaimlerChrysler's signature MPV and sport-utility vehicle design, this moves cab-forward design to the next level," said Tom Gale, Executive Vice President Chrysler Product Development, Design, and Passenger Car Operations. "This show car features what we call 'Passenger Priority Design' with tall architecture and Panoramic Seating for driver and passengers, allowing higher H-points to give them more of an in-control feeling compared to other small cars. The rear passengers are sitting higher than the front passengers, creating an automotive form of theater seating." Java's unique Panoramic Seating with high H-points enhances visibility, comfort, space, and ease of entry and exit for both driver and passengers. Additional interior space was achieved by moving the windshield forward and keeping the car's front and rear overhang minimum. Java's interior is practical and flexible yet decidedly upscale and comfortable. Said Gale: "This being the first time we created a distinct Chrysler-branded design study for Europe, we had to make sure that Java conveys a sense of solidity and looks and feels like a Chrysler." "Java signifies the Chrysler brand's commitment to the compact segment in Europe. Although the vehicle is a pure design study with no production plans, it does convey a strong corporate message that DaimlerChrysler is serious about growing its market share in that segment. Java shows off design cues that could make it into a future Chrysler car." The design of the Chrysler Java is almost architectural rather than automotive. Dynamic contemporary character lines complement its classic architectural proportions. A single low egg-crate grille conveys Chrysler's sophisticated lineage and performance character. Its chiseled compact body lends substance and visual weight, suggesting a low center of gravity and stable stance with a long wheelbase (2,49 meters/98.3 inches) and wide track (1,50 meters/59.1 inches front, 1,49 meters/58.7 inches rear). Java's athletic exterior design is rounded off by prominent, detailed headlamps, taut bodyside surfacing, and large, mechanically inspired 18-inch wheels. Tall upright tail lamps provide a unique rear signature and maximum visibility in congested European city traffic. The show car features a new light green silver metallic finish. "As small as it is, Java looks substantial, grown-up, and sophisticated," said Gale. This visual language is carried on in the interior. Inspired by Swedish furniture showrooms, Java's spacious interior sports a lighter palate in colors and materials. Featured are brushed aluminum, chrome, cream, and light green leather, and curly maple wood. Enhancing Java's performance character, the gauge cluster has a unique three-dimensional execution. "In giving Java's interior a tailored look and feel with great detailing, we reinforced the upscale Chrysler lineage," said John Herlitz, Senior Vice President Design. "Java shows that a compact car can have an attractive and rich interior. Added to that, the Panoramic Seating and light colors give the interior a bigger feel." Java has front bucket seats and a 60/40 split-fold rear bench. Kevin Verduyn, Senior Design Manager at DaimlerChrysler's Pacifica Advanced Product Design Center in Carlsbad, California, was responsible for the Java project. "Java is the logical follow-up to previous design studies such as the Pronto and CCV. We were looking for the most efficient yet stylish way to move four people around in a sub-four-meter car." "The design was completed just before the DaimlerChrysler merger was announced. In the fabrication phase, in which we start the construction of the show car, we were able to include our merger partner and achieve substantial synergies by using their knowledge and resources," Verduyn added. "Since this is a design study, we had the freedom to use European-based DaimlerChrysler components such as the powertrain, transaxle, and suspension on the Java. The result was a much faster completion of the show car." Java is powered by a 60 kW (80 bhp)/130 Nm (95 lb.-ft.) 1.4-liter four-cylinder engine coupled to a five-speed manual transaxle. The front suspension incorporates wishbones, MacPherson struts, double-tube shock absorbers, and a torsion-bar stabilizer. Trailing links with coil springs with single-tube shock absorbers and a torsion-bar stabilizer make up the rear suspension. Java rolls on P185/50R18 tires on 18"x6" wheels. * Java is a trademark or registered trademark of Sun Microsystems, Inc. in the U.S. and other countries. Sun Microsystems, Inc. did not participate in the design or development of this DaimlerChrysler vehicle, nor does the vehicle contain any software or hardware manufactured or sold by SunMicrosystems. Source: Chrysler

Chrysler Citadel concept was a "hybrid-hybrid" — combining multiple vehicle and powertrain types. The car featured dual sliding rear doors and a retracting cargo door that could slide under the floor. The powertrain included a 3.5-liter, 253 horsepower V-6 that drove the rear wheels and a 70 horsepower Seimens electric motor to move the front wheels. Sources: www.chicagoautoshow.com; www.auto.com

The limited success of General Motors' EV1 battery car shows the risk of putting all your alternative vehicle eggs in one powertrain basket. The Triax prototype is an example of the automaker's new "multi-option strategy," which could let it shift gears fast to reflect changing market conditions — and the emergence of new technologies. At first glance, Triax is just one more of the many car/truck crossover vehicles hitting the auto show circuit these days. But under the skin, it features a modular design that allows GM to plug in various energy sources — in this case, battery, gasoline, or a gas/electric hybrid powertrain. "It's a global vehicle architecture which recognizes regional requirements," said GM Chairman Jack Smith. "It's designed for high-volume, which would make it much more commercially viable" than previous battery-only electric vehicles. According to Smith, there are no production plans — for the moment, but the modular concept could influence future GM product designs. Source: www.thecarconnection.com; Photo Courtesy of GM

The Chevrolet Tandem 2000 concept was created during the energy crisis as a light, inexpensive and economical vehicle for two. They built a car from what was available. The frame is welded from steel pipes of rectangular cross-section (50x100 mm), a fiberglass body, and the floor is made of a 2mm aluminum sheet. There are no bumpers. A carbureted 2 liter 4-cylinder engine is located at the rear transversely, in front of it - behind the back of the rear seat (the passenger sits behind the driver) - a 30-liter gas tank. The transmission is automatic. Most of the suspension elements are taken from the Fiero - the torpedo and steering column. The seats, steering wheel, and rear optics were from Corvette, mirrors from Camaro, in general, everything went into business. The steering does not have an amplifier, there is no musical installation, but there is an air conditioner, the nodes of which are pushed over the wings. The rear fenders house a radiator for the engine cooling system and a battery. Dimensions - 4445x1493x1240 mm, track - 1519 mm, wheelbase - 2913 mm, ground clearance - 140 mm. The car weighs a little over a ton. Despite the rear location of the motor, the axle weight distribution is not the best - 61/39. Source: www.supercars.net; «Торжество индивидуальности» (Михаил Васильев) - Журнал «МОТОР», Декабрь 1999 года (Translated from Russian to English)

This is an elegant, stylish four-door convertible. Its name, pronounced see-A-low, stands for "sky" in Spanish. It was positioned as a mid-size family car and "no compromise convertible." Two front-to-rear roof rails provide body strength and permit three opaque panels that slide into the trunk when the driver wants the top down. A voice-activated system opens and closes doors and operates the convertible top and entertainment and climate controls. The engine is a 240-hp supercharged 3800 Series II V-6 with electronically controlled four-speed automatic transmission, driven by push-button control. It was initially painted a pearlescent gold/bronze but was repainted for 2002 in a silvery gold color called Goldleaf Chromaflair. Styling draws from Buick's design heritage with a strong vertical grille reminiscent of Y-Job, fully functional portholes recalling this famous Buick feature that first arrived on '49 models, and the "sweepspear" side look of the late '40s and '50s. Source: www.welovebuicks.com Images: General Motors; www.auto.com

With the Bugatti EB 218, the Volkswagen Group is presenting a new and fascinating vehicle at the Geneva Motor Show 1999 to set new technical and aesthetic standards. The EB 218 follows on from the design and technical measures of the EB 118 study, which was shown at the Paris Motor Show 1998. The EB118 was produced by Giorgetto Giugiaro / ItalDesign under contract from Volkswagen and has been further developed to make this unmistakable four-door saloon. The past is the basis for the EB 218. It has the style of a modern car, but the form recalls essential design elements of classic Bugatti models while retaining its character. The result is a unique aesthetic body shape with well-balanced proportions. Its characteristics are power and elegance. The model name Bugatti EB 218 refers to the 18-cylinder engine, the first of its kind to be used in a passenger vehicle. This engine, which was developed at Volkswagen, has three rows of six-cylinder banks which are joined in the shape of a "W." With a displacement of 6.3 liters, the direct injection engine has an output of 408 kW / 555 bhp and a maximum torque of 650 Newton-meters (Nm). Aluminum space-frame technology has been used for the production of the body. The exterior aluminum cladding is finished in pearlescent "Blu Notte Perlato." The harmonious lines of the body are continued in the comfortable and elegant interior. The instruments are oval, and the instrument panel is framed in the finest leather. The interior is further enhanced through the use of light walnut. The unique silk-finish leather is in a "biscuit" color. Permanent four-wheel drive and an aluminum multi-link suspension lend the Bugatti EB 218 impressive driving dynamics and excellent traction. The powerful and sporty appearance of the vehicle is underlined by the wide track and the long wheelbase with a short body overhang. The Bugatti design can also be seen in the harmonious wheels made from shining magnesium. The Bugatti emblem EB is on the central lock. The vehicle is fitted with eye-catching 285/50 R 18 tires. Source: Volkwagen Group Press Release, August 2000; Photo Courtesy of ItalDesign

In 1998, the Volkswagen Group purchased the trademark rights on the former car manufacturer Bugatti to revive the brand. Starting with the Bugatti EB118, they presented at various international auto shows four 18-cylinder concept cars. At the 1999 Tokyo Motor Show, the first study of the Bugatti Veyron was presented. At the time, the concept car's name was "Bugatti Veyron EB 18.4," It was equipped with a 3-bank W18 engine instead of the 2-bank W16 engine of the production version. While Giugiaro had styled the three previous prototypes, the Volkswagen stylists designed the Veyron. The Volkswagen Group decided to start production of the car in 2001. The first roadworthy prototype was completed in August 2003. Source: oldtimerarchiv.com; Photo Courtesy of Bugatti

Unveiled at the 1999 Frankfurt Motor Show, the BMW Z9 (or Z9 Gran Turismo, Z9 GT) was designed by Chris Bangle, BMW’s ex-chief designer, and represented a significant turning point in the subsequent evolution of BMW’s design language. Among the features were an aluminum space frame and a V8 turbodiesel unit. The Z9 Gran Turismo Concept car features a long hood and short rear deck that has become hallmarks of BMW sports coupe design. The Z9 featured a carbon fiber skin over an aluminum space frame offering both high rigidity and lightweight. The front fascia of the Z9 incorporated trademark BMW design elements, such as the dual round headlights flanking the central kidney grille. Large wheels, 20-inch front, and 21 inch rear provided a hint of the performance capability of the Z9. Front and rear turn signals featured neon light technology, while rear lights incorporated light-emitting diodes (LED). The Z9 GT also featured unique gull-wing doors that opened like a conventional hinged door, allowing the driver or front passenger to access the coupe in the usual fashion. Some of the design cues from the Z9 were incorporated in the E63 6 Series. The Z9 did not make it into production, but many of its innovations did. The interior included an early concept of BMW’s iDrive system, called the Intuitive Interaction Concept. At the heart of the BMW, the Intuitive Interaction Concept is a single console-mounted rotary/push-button that controls various functions. This single module allows the user to select and operate several hundred functions within the automobile. Used in conjunction with a monitor and four large buttons arranged in a square around the central rotary/push-button, all drive, comfort, communication, and audio functions can be easily activated. The rotary/push-button falls readily to hand for the driver and front-seat passenger and allows the driver to activate functions without the need to look at them while driving. A large 8.8-inch monitor in the dashboard displays all the information the driver requires in a simple graphic display, apart from the speedometer and tachometer, conventional analog instruments. The monitor is positioned within the driver’s field of vision, allowing it to be viewed while concentrating on the road ahead. Another innovation in the BMW Z9 GT was the world’s first V8 turbo diesel for non-truck use, later produced for the BMW 740d model. The 3.9-liter engine incorporates common rail, direct injection and produces 413 lb-ft of torque and 245 horsepower. Source: https://www.bmwblog.com/; BMW

In March 1999, at the Geneva Motor Show, the Bentley Hunaudieres made its debut. This was the first time since Volkswagen had bought the English motor car manufacturer. The public got a glimpse of what probably might become a future Bentley model. It remained a question though whether or not following further development, this concept would be added to Bentley’s model range. It remained a question too whether or not a more sensible choice of designation might have been appropriate - to spell Hunaudieres correctly is near impossible for those who happen to live in the English-speaking areas of our world. In any case, the Bentley BY8.16 Hunaudieres was an answer to the question of Bentley would continue their tradition of exhibiting so-called “Concept Cars” after the company had become part of Volkswagen’s empire. Here was a clear indication that Bentley should play a significant role. By presenting the Bentley Hunaudieres, Volkswagen nailed their colors to the mast with a through and through super sportscar. The coachwork was made from highly advanced components produced from Carbonfibre and aluminum. The design chief of the Volkswagen Group, Hartmut Warkuss, had been responsible for the lines of this car. With its interior dominated by exquisite leather and a thoroughly modern outward appearance, fine ingredients from the marque’s tradition had been amalgamated on this bold project car. Focke of Brunswick had built it. Particular emphasis was on the entirely newly developed engine: a 16-cylinder engine with a capacity of 8,004 ccm! Two-cylinder blocks with eight cylinders were arranged in W-form, and the power output was estimated at 463kw/630hp. Maximum torque of 760 Nm at 4,000 rpm should have impressed as an exclamation mark! - Fair consideration, however, might have resulted in checking the engine for other inherent qualities. As regards sheer power with fewer cylinders and less capacity, the well-proven Rolls-Royce 6.75 liter V8-engine fitted into the Bentley Continental T provided a maximum of 875 Nm - and that figure was achieved at a mere 2,100 rpm. The launch of the Bentley Hunaudieres might have been to gauge market reactions for a future model and gain tremendous publicity from occupying prominent media space. Source: K.-J. Roßfeldt - www.rrab.com; Photo Courtesy of Bentley Motors

The Centauri Spider was designed in 1999 by a group of young designers working at the Fiat Department for Design Development and Car Innovation near Milan. The chassis is aluminum, the cockpit is made with light alloys, the 3.0 V6 Alfa engine is visible under the translucent body, and the car features a steering wheel incorporating gearshift controls that the car is fitted on either side. Source: www.italiaspeed.com

The 6C 1750 Gran Sport 'Flying Star' was specifically created by Touring of Milan for the 1931 Concorso d'Eleganza Villa d'Este. Also fitted to a Fiat and Isotta Fraschini chassis, the 'Flying Star' design featured beautiful flowing lines highlighted by the split running boards. Unique to the Alfa Romeo was the competition-inspired, one-piece windshield that resembled the two small windscreens used by the competition 6C 1750s. Finished in a spectacular off-white throughout, the Alfa Romeo 'Flying Star' was entered in the Concorso d'Eleganza by model and loyal Touring customer Josette Pozzo. No judge could resist their combined beauty, and the striking 6C 1750 was named best of the show and received the coveted 'Coppa d'Oro.' What happened to the car next, we do not know. Still, it eventually resurfaced in the United States around the turn of the century. Perhaps not as well known as later models, the Alfa Romeo 6C 1750 is one of the quintessential Alfa Romeos of its era. First introduced as a replacement for the 6C 1500 in 1929, the 6C 1750 evolved from a relatively simple road car to a very sophisticated racing machine in the five years it was produced. One of the critical elements in progress was designer Vittorio Jano, lured to Alfa Romeo from his former employer Fiat by Enzo Ferrari. Jano's first design for Alfa Romeo was the 6C 1500, which featured a small six-cylinder engine with a single overhead camshaft. Competition versions of this relatively small Alfa Romeo were quite successful, with a highlighted victory in the 1928 running of the Mille Miglia. At the 1929 Rome Motorshow, the 6C 1750 was introduced. Technically it was almost identical to the 6C 1500, with the enlarged engine as the most significant difference. First and foremost, the 6C 1750 was intended to carry larger and heavier fixed head bodies. More importantly, it was fitted with a double overhead camshaft engine, which would form the base for a series of very successful competition engines. The first model available, the Turismo, was equipped with a 3.1-meter wheelbase. Soon after, a shorter wheelbase version, dubbed Sport, was launched. The most powerful version was the Super Sport, which was fitted with a 95 bhp supercharged engine. Production of the Sport and Super Sport lasted for only two years. The replacements were the Naturally Aspirated Gran Turismo and supercharged Gran Sport. With a wheelbase of just over 2.7 meters, the Gran Sport was the most powerful and shortest series. It is this model that is best known of all 6C 1750s produced. The final evolution was a further modified Gran Sport, built in 1933. It was equipped with various chassis modifications compared to earlier models. As was common practice in the day, the cars were delivered as rolling chassis for the coach-builders to the body. Most of the 6C 1750s were bodied by Italian coach builders, with Zagato and Touring being responsible for the bulk of these. Other notable coach builders were Castagna and Stabilimenti Farina. Zagato's bodies were mainly chosen for the competition cars because of their lightweight. In 1933 the Gran Sport model was replaced by the 8C 2300, which shared the Gran Sport's essential design elements. The Turismo was replaced by a series of six-cylinder cars, of which the production would last until the outbreak of the Second World War. All of Alfa Romeo's successful competition models of the 1930s built on the lessons learned in the development of the 6C 1750. Jano's double overhead camshaft design would remain unchanged and proved a winning formula in Grand Prix and Sports car racing. Sources: www.ultimatecarpage.com; Touring Superleggera

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

The 6C won fame in numerous races for its powerful super-charged, six-cylinder, 1750cm³ DOHC engine. It must be one of the greatest creations of automobile designer Vittorio Jano. It has an extensive track record. Prominent among its many victories was the prestigious Mille Miglia road race in 1930. The car, driven by Tazio Nuvolari, won a spectacular win at an average speed of more than 62 mph (100km/h). Sources: TOYOTA AUTOMOBILE MUSEUM; Alfa Romeo Automobilismo Storico, Centro Documentazione (Arese, Milano); Zagato

Ugo Zagato, born on the 25th of June 1890, began his coachbuilding career in 1919 when he left the Officine Aeronautiche Pomilio to set up his own business. He did so with the bold intent of transferring constructional techniques that combined lightness with strength from the aeronautical to the automotive sector. With this advantage, the Alfa Romeos of Scuderia Ferrari, bodied by Zagato, won almost all races they entered. This was functionalism, closely bound up with a sporting vocation and an aesthetic principle that Enzo Ferrari defined when he stated that: the most beautiful car is the one that wins. Sources: Zagato; icbdb.altervista.org; www.zagato.it

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

Ugo Zagato, born on the 25th of June 1890, began his coachbuilding career in 1919 when he left the Officine Aeronautiche Pomilio to set up his own business. He did so with the bold intent of transferring constructional techniques that combined lightness with strength from the aeronautical to the automotive sector. With this advantage, the Alfa Romeos of Scuderia Ferrari, bodied by Zagato, won almost all races they entered. This was functionalism, closely bound up with a sporting vocation and an aesthetic principle that Enzo Ferrari defined when he stated that: the most beautiful car is the one that wins. Sources: www.zagato.it; Zagato

The auto industry hasn't a single universal definition for a "shooting brake." Long story short, there's confusion between what constitutes a "shooting brake" from a stations wagon, 2+2, coupe, hatchback, sports wagon, etc. So, this article was inspired by the hopes of settling the confusion and informing enthusiasts about the history and evolution of these automotive body styles that began as horse-drawn vehicles. The Shooting Brake Archive Part 1 1890 French Hunting Break by Faurax 1890 Beaufort-Style Shooting Brake 1896 Kinross Wagonette Break 1907 Rolls-Royce Silver Ghost Shooting Brake 1908 Rolls-Royce Silver Ghost Shooting Brake 1910 Rolls-Royce Silver Ghost Shooting Brake 1919 Windovers Shooting Brake 1923 Rolls-Royce Silver Ghost Shooting Brake 1924 Daimler 57HP Shooting Brake 1924 Delage DI Eight-Lite Shooting Brake 1924 Rolls-Royce Silver Ghost Shooting Brake 1924 Rolls-Royce 40/50HP Silver Ghost Shooting Brake 1926 Rolls-Royce 20HP Shooting Brake 1926 Rolls-Royce Phantom I Shooting Brake 1926 Rolls-Royce 20HP Shooting Brake 1926 Rolls-Royce 20HP Shooting Brake (GOK9) 1927 Rolls-Royce 20HP Shooting Brake (GRJ70) 1927 Wilkinson Phantom I Shooting Brake 1927 Rolls-Royce 20HP Shooting Brake (A. A. McCloud & Sons) 1927 Rolls-Royce 20HP Shooting Brake 1928 Rolls-Royce 40/50HP Phantom 1 Shooting Brake 1929 Rolls-Royce 20/25HP Shooting Brake (Henry Binder) 1929 Rolls-Royce 20HP Shooting Brake (Alpe & Saunders) 1929 Rolls-Royce 20HP Shooting Brake 1930 Rolls-Royce 20/25HP Shooting Brake 1930 Rolls-Royce Phantom II Shooting Brake 1931 Rolls-Royce 20/25HP Shooting Brake 1932 Rolls Royce 20/25HP Shooting Brake 1932 Rolls-Royce 20/25HP Shooting Brake 1933 Rolls-Royce 20/25HP Shooting Brake 1933 Rolls Royce 20/25HP 'Woodie' Shooting Brake 1934 Bentley 3 1/2 Liter Shooting Brake 1934 Rolls Royce 20/25HP 'Woody' Shooting Brake 1934 Ford "Strathglass" Estate Wagon 1935 Rolls-Royce "Woody" Shooting Brake 1935 3 1/2-Litre Bentley 1936 Rolls-Royce 25/30 Shooting Brake 1937 Hispano-Suiza K6 "Break de Chasse" 1937 Bentley 4 1/4-Litre "Woodie" Shooting Brake 1937 Rolls Royce Phantom III Shooting Brake 1937 Austin 18 Shooting Brake 1937 Daimler Shooting Brake 1938 Rolls-Royce 25/30HP Shooting Brake 1938 Model 7Y Shooting Brake 1943 Willys Jeep Shooting Brake 1946 Delahaye 135 Guillore Break de Chasse 1947 Bentley MkVI Countryman Shooting Brake 1947 Riley RMA "Woodie" Shooting Brake 1948 Healey "Woodie" Shooting Brake 1948 Alvis TA14 Shooting Brake 1948-1949 Bentley Mk VI Countryman Shooting Brake Part 2 1951 Peugeot 203 Pathé Marconi 1952 Ferrari 212 Export Shooting Brake 1952-1954 Allard P2 Safari Shooting Brake 1953 Bentley R-Type Shooting Brake 1954 Chevrolet Nomad Concept 1954 Miller Shooting Brake 1956 Pontiac Safari 1956 Fiat 1100 TV Speciale Shooting Brake 1958 Porsche 356 Kruezer 1959 Rolls-Royce Silver Cloud I 1959 Jaguar XK150 3.4-Litre 'Foxbat' Sports Estate 1959 Bentley S2 Shooting Brake 1959-1978 Saab 95 1958 Tornado Cars LTD Typhoon Sportsbrake 1960 Sunbeam Alpine Shooting Brake 1960 Bentley S2 Wendler Shooting Brake 1961-1967 Ford Anglia 105E Estate 1961 Ford Thunderbird Custom Wagon 1962 Ford Thunderbird Wagon 1962 Ferrari 250 GT SWB 'Breadvan' 1962 Lagonda Rapide Shooting Brake 1964-1965 Aston Martin DB5 Shooting Brake 1964 Chevrolet Chevelle 300 Wagon 1965 Chevrolet Chevelle Wagon 1965 Plymouth Valiant Barracuda Wagon 1965 Ferrari 330 GT 2+2 Shooting Brake Vignale 1965 Ford Mustang Shooting Brake by Cumberford 1965 Iso Rivolta Breadvan 1965 Ogle Triplex Scimitar GTS 1965-1967 Aston Martin DB6 Shooting Brake by Harold Radford 1966 Ford Mustang Shooting Brake Prototype 1966 Ford Galaxie Magic Cruiser Concept Car 1966 Triumph Vitesse 2-Litre Estate 1966 Lamborghini 400GT Flying Star II 1966 Mercedes-Benz 230 SLX Shooting Brake by Frua 1967 Aston Martin DB6 Shooting Brake by FLM Panelcraft 1967 Ferrari 330 GT 2+2 'Navarro' Drogo 1967 Fiat Dino Parigi 1968-1975 Reliant Scimitar GTE (SE5/ 5A) 1968 Chevrolet Corvette Stingray Shooting Brake 1968 Jaguar XK150 Estate 1968 Fiat Dino Ginevra 1968 Fiat 125 Station Wagon 1968 Opel Kadett L Shooting Brake 1969 Intermeccanica Murena 429 GT 1970 Cadillac Eldorado Station Wagon Concept by George Barris 1970 Porsche 914 by Eurostyle 1970 Chevrolet Camaro Kammback Concept 1970 Mazda RX-500 Shooting Brake Concept 1970 Aston Martin DBS Shooting Brake 1971-1973 Volvo P1800 ES 1971 Cadillac Eldorado Wagon 1971 Dodge Challenger Wagon 1971 Opel GT 24 Hours of Lemons Breadvan 1971 Glibern Invader Estate 1971 Isuzu Bellett Sport Wagon by Ghia 1971 Toyota RV-1 Concept 1971 TVR Zante (SM-250) 1971 Lotus Elan Hexagon Shooting Brake 1971 Peugeot 504 Break Riviera 1972 Chevrolet Vega Kammback 1972 Reliant Scimitar GTE Ferguson 4×4 Prototype 1972 Ferrari 365 GTB 4 Shooting Brake 1972 Toyota RV-2 1972 Citroën SM Break de Chasse Part 3 1973-1982 Volkswagen Brasília 1973 Chevrolet Corvette Shooting Brake 1974 Corvette Shooting Brake 1974 Cadillac Eldorado Estate Wagon 1974 Fiat 130 Maremma 1974 Lotus Elite 1974 Triumph TR6 Shooting Brake 1975-1986 Reliant Scimitar GTE (SE6/ 6A/B) 1975 Jensen GT 1975 Ferrari 365 GT4 Croisette SW by Felber 1975 Lancia (Beta) HPE 1976-1977 Triumph TR7 Tracer 1976 Vauxhall Magnum Sportshatch 1976 Rolls-Royce Silver Shadow Shooting Brake 1977 Pontiac Firebird Type K by Pininfarina 1977 Pontiac Firebird Trans Am Shooting Brake 1977 Renault Project 121 1978 Porsche 928 Shooting Brake by Evil Genius Racing 1978 Lamborghini Faena Concept by Frua 1979 Rolls-Royce Silver Shadow Shooting Brake 1980 ARTZ Audi UR Quattro Kombi 1980 Porsche 924 Kombi 1980 Rolls-Royce Silver Shadow II Shooting Brake 1981 Ferrari 365 GT4 Croisette SW 1982 Lancia Gamma Olgiata by Pininfarina 1982 Lynx Eventer XJS Shooting Brake 1982 Volkswagen Series II Polo Squareback 1983 Bentley Mulsanne Turbo Shooting Brake 1983 Jaguar XJS Shooting Brake by Andreas Burlet 1984 Porsche 928-4 Shooting Brake Prototype 1985 Pontiac Trans Am Kammback Concept 1986 Citroen BX Dyana 1986 Volvo 480 ES 1986 Honda Accord AeroDeck Shooting Brake 1986 ‘N13’ Nissan EXA (Pulsar NX) 1987 BMW Z1 Coupe 1987 Porsche 928 H50 Shooting Brake 1987 Aston Martin Lagonda Shooting Brake 1988-1990 Middlebridge Scimitar 1988 Porsche DP44 Cargo 1989 Volkswagen Corrado Magnum Sport Kombi Prototypes 1991 Subaru Amadeus 1992 Aston Martin Virage Shooting Brake 1994 Alfa Romeo 145 1994 Mercedes-Benz S 500 Shooting Brake by Zagato 1995 Ferrari 456 GT Venice 1996 Aston Martin V8 Vantage Sportsman Estate 1998-2002 BMW Z3 E36 Coupe 1999 Toyota NCSV 1999 Chevrolet Nomad 1973–1982 Volkswagen Brasília The Volkswagen Brasília is a rear-engined compact car manufactured and marketed by Volkswagen in Brazil between 1974 and 1982; in Mexico from 1975-1982; and as knock down kits in Nigeria, where it was marketed as the Igala from 1976–1980. Designed to replace the Beetle (or Fusca) in the Brazilian market and initially available in a three-door and five-door hatchback body style, the Brasília combined the air-cooled engine of the Volkswagen Beetle, the chassis of the Volkswagen Karmann Ghia, and styling reminiscent of the Volkswagen 412. Developed by Volkswagen do Brasil (Volkswagen of Brazil) and internally designated as the Type 321, the Brasília was named after Brazil's capital city. By the end of 1982, over one million examples had been manufactured. 1973 Chevrolet Corvette Shooting Brake This wild Corvette wagon for sale on Craigslist has a practical hatch in the back and a proto-lightbar upfront. Builders have been grafting a more extended roof onto the rears of Corvettes for decades. In the 1970s, several designers and builders all made their takes on how a long-roof C3 Corvette should look. One such builder, Michigan-based custom car builder Chuck Miller had a client with a tall order. As Corvette Magazine reports, Uriel Jones, a drummer in Motown’s the Funk Brothers, loved his Corvette but was disappointed that it couldn’t haul his gear. Miller decided that the best way to fill Jones’ needs was to build a wagon. Miller contacted Harry Bradley, an industrial designer that worked at GM and designed Hot Wheels for Mattel, to design a wagon rear end that matched the Corvette’s design. The result was a wagon with an expanded cargo capacity that looked like it rolled out of the factory that way. Miller built a handful of Corvette wagons before passing the torch onto Ralph Eckler, who sold the wagon conversions as a kit. Bradley’s design for Betterton would take the Corvette wagon idea to the extreme. The wagon portion was built on a steel roll cage flanked by Lexan side windows that wrap around the roof. A more detailed ad for the car says that the wagon roof portion is attached to the chassis using rubber mounts and can flex with the rest of the vehicle. Bradley also ditched the Corvette’s taillights, instead opting for the full-width taillight setup from a 1971 Ford Thunderbird. 1974 Chevy Corvette Shooting Brake In addition to its Camaro-esque exposed peepers, this Corvette has been upgraded to a 1980-82 front clip, with its integrated chin spoiler. We don’t know when this conversion was completed, but its designer/builder must have had a crystal ball–not only did they predict the AeroWagen concept, they also knew that pop-up headlights were a thing of Corvettes past. 1974 Cadillac Eldorado Estate Wagon A number of coachbuilding companies created Cadillac station wagons back in the 1960s and 1970s. Many were based on Fleetwoods or DeVilles and wound up looking like hearses. 1974 Fiat 130 Maremma In 1974, Sergio Pininfarina presented two versions of the Fiat 130 that he had dreamed up to Fiat management: the Maremma and the Opera sedan. True, there's no ruling out that the designer's close friend Gianni Agnelli was the one to propose a shooting brake version of the 130. At the time, the Fiat 130 sedan sales were far from impressive, even after launching a coupé version in 1971 with a 3.2-litre V6 engine and a revamped interior, so they needed something extraordinary that could pique the interest of potential buyers. Something luxurious that also had a sense of sportiness – for example, the Maremma, named after the region in Tuscany famous for its olive groves and vineyards and was popular among hunters. 1974 Lotus Elite The sloping wedge we see here was the second time Lotus used the Elite name in its lineup. The first was back in the late 1950s when the Elite was a super-light coupe weighing 1,110 pounds. This original Elite remained in production from 1958 to 1963, replaced by the entirely more famous Elan. Lotus would leave the Elite name dormant for some time until it was ready to use it on an entirely different sort of vehicle. Debuting for 1974, the Elite shed its light on a compact coupe body for a wedge design with a hatchback. It was the sort of thing the British and select other humans call a shooting brake. Though it was still considered a sports car, the Elite’s new persona no longer focused on being light and bare bones. Much more a luxurious grand tourer, the Elite paired its 2.0-liter inline-four engine to a manual transmission of four or five speeds or an optional three-speed automatic. The 2.0 was a more modern engine than Lotus used in previous vehicles, featuring dual overhead cams, an aluminum block, and 155 horsepower. This engine would go on (with modifications) to power the Esprit. The original, simple tiny Elite was turning in its grave — but that was the plan. All Elites had four comfortable seats, room for cargo, and wood on the dash. Lotus was in the middle of a product revamp and image revitalization, the goal being competition with bigger and more serious manufacturers. And those manufacturers didn’t just offer tiny composite coupes. Lotus’ rivals had larger, more serious cars with buttons embedded in their wood panel dashes. Lotus continued with a fiberglass shell for the Elite, mounting the whole thing to a steel chassis from the predecessor Elan and Europa. The slick (though blocky) shape made for an impressive drag coefficient of just .30. The Elite’s design had considerable input from Lotus founder Colin Chapman, and along with the similar Eclat, would become the last two roadgoing cars with significant Chapman influence. 1974 Triumph TR6 Shooting Brake Triumph TR6 Shooting Brake. The TR6 was sold only as a two-door convertible (with a factory removable hardtop), but at least one owner has converted the sports car into a sports estate. 1975-1986 Reliant Scimitar GTE (SE6/ 6A/B) 1978 Reliant Scimitar GTE 1980 Reliant Scimitar GTE In 1975, the SE6 series was promoted to the executive market. These models were two-door sports estates, again with the Ford V6 3.0 L engine used in the SE5A with 135 bhp. The wheelbase was increased by 4 inches (10 cm) and the track by 3 inches (8 cm), making the cars correspondingly longer and broader than their predecessors. The extra length improved rear-seat legroom and access, which enhanced the car's credentials as a 'genuine' four-seater. Noticeable changes from the earlier models were the increase in the size of the outer headlamps and the replacement of the chrome-plated bumpers with rubber ones. 543 SE6 models were produced. In 1976, the SE6A was introduced. An easy way to spot an SE6A from an SE6 is the change to orange from red reflectors on the rear extractor vents, and the three vertical grooves in the front bumper (in front of the wheel arches) were removed. 3877 SE6As were made, making it the most popular version of all the SE6 shape. Ford had stopped making the "Essex" engine by 1981, and production stopped completely in 1988, so one of the major differences with the SE6B was the engine. The German-built Ford "Cologne" 2.8 L V6 was used instead. The SE6B failed to replicate the success of the earlier models. The design may have aged gracefully, but demand tailed off. The last models were a real improvement over the earlier SE6s, though, as they were lighter, stiffer, and more comprehensively equipped. Only 437 SE6Bs were manufactured. Production ceased by 1986. 1975 Jensen GT When the Jensen Healey convertible was introduced in 1972, it became obvious that there were a few issues with the reliability of the Lotus Type 907 1973cc engine. The sports estate proved to be a competent and practical road car with a Lotus Twin-Cam 144 bhp engine now mated to a 5-speed Getrag gearbox, 2 + 2 seating, and a reasonably sized boot. Still, by the time the Jensen GT was introduced in September 1975 (they had dropped the Healey part in the name as Donald Healey had now left the company), most of the early teething troubles had been ironed out. Under the shadow of the industrial crisis of the 1970s, including rising fuel costs which saw the demise of the big-engined Interceptors, Jensen Motors went into liquidation in May 1976, meaning that the GT production runs only lasted nine months with a total of only 509 cars built, less than half being right-hand drive. 1975 Ferrari 365 GT4 Croisette SW by Felber Ferrari 365 GT4 Croisette by Felber, 1975. Willy Felber was a Swiss businessman and Ferrari dealer who made bespoke versions of Ferraris and other cars. The Croisette was a shooting brake version of a Ferrari 365 GT4; it remained a one-off. 1975 Lancia (Beta) HPE The Beta HPE 2000 is a passenger car from Lancia, with front-wheel drive, a front-mounted engine, and a three-door estate/station wagon body style. The Lancia Beta HPE 2000 belongs to the 828 model family from Lancia. Powering the Lancia Beta HPE 2000 is a double overhead camshaft, 2 litre naturally aspirated four-cylinder motor and A 5-speed manual transmission that delivers the power to the driven wheels. The claimed maximum speed is 180 km/h (112 mph). 1976-1977 Triumph TR7 Tracer Coachbuilder Crayford was commissioned by a Triumph dealer, Page Motors (notice the dealer logo on the side), to convert the 2 seater TR7 into a sporting brake. The Tracer was the result. In addition to the elongated roofline and large boot area, two additional fold-down seats were added, turning the car into a 2+2. Only two cars were built as part of the project in 1976/77. They were making this one of the rarest TR7 conversions. 1976 Vauxhall Magnum Sportshatch The 1976-only Sportshatch was based around the Vauxhall Magnum Estate but fitted with the famous (and slippery looking) front end of the HP Firenza coupe. The HP was meant to be a new sporting flagship for Vauxhall, with anticipated sales of around 2000 a year. In the end, however, just over 200 were built in total, leaving Vauxhall with a large quantity of its ‘Droop Snoot’ nose cones leftover. 1976 Rolls-Royce Silver Shadow Shooting Brake Besides a couple of photos, not much else is published on this clean Silver Shadow. 1977 Pontiac Firebird Type K by Pininfarina The Type K (for Kammback) concept, initially shown in 1977, was developed by Gerry Brochstein under GM executive David R. Holls. The design did away with a conventional rear tailgate in favor of long, gullwing-style rear windows on either side that permitted easy access to the entire cargo area. Outback, a vertical rear window sat above a four-bar array that traversed the width of the rear, masking the taillamps and stop lamps unless they were illuminated. Seeing the potential for such a product, GM design head Bill Mitchell approved the construction of two concepts based upon production Firebirds. One was gold with a beige interior, while the second was a more striking silver with a red interior. The conversion, which utilized steel body panels, was farmed out to Italy's Pininfarina, which had ample experience in assembling such concepts and low-volume models. The public gave the Type K concepts an enthusiastic thumbs-up, and GM began to explore its options for production. One idea was to farm the work out to Pininfarina in Italy. At the same time, a second and potentially lower-cost plan called for building the Type Ks in the United States under Pininfarina's supervision. Somewhat of a halo car, GM targeted a selling price of around $16,000 for the Type K, at a time when a base Firebird was priced from $4,753 and a Trans Am from $5,889. Though the reasons why are unclear, the gold Type K was reportedly destroyed by GM. The silver car, fitted with a 1979 Trans Am-style front end, appeared in a March 1979 two-part episode of The Rockford Files ("Never Send a Boy King to do a Man's Job"), driven by Odette Lepandieu (played by Trish Noble). With this much exposure and positive press, the Type K almost seemed destined for production. Until the final build cost assessment came in, that is. Even with Pininfarina doing all it could to contain costs, the final retail price of the Type K would have needed to be in the $25,000 range for GM to turn a profit, making it as expensive as two 1979 Corvettes. To make matters worse, a new Firebird was already in the works by the 1979 model year, which meant that the cost of developing a new Kammback body would also need to be factored in. The idea of a two-door wagon on the F-body platform was killed off a second time. 1977 Pontiac Firebird Trans Am Shooting Brake In 2015, this custom 1977 Pontiac Firebird Trans Am Shooting Brake appeared on eBay and had bids reaching $4,150 in the final hours. This breadvan is powered by a 400 cubic inch Pontiac V8 that was emissions choked down to 180 horsepower and 325 ft-lbs of torque. Performance with a stock 400 and slushbox transmission will be lackluster but uncorked, they can make plenty of power and noise. 1977 Renault Project 121 A small, sporty shooting brake developed in partnership with Ligier from an original idea by Robert Broyer, who had designed the Renault 14, upon which this concept was based. Had the project gone ahead, Ligier would have built the car for Renault. 1978 Porsche 928 Shooting Brake by Evil Genius Racing While Evil Genius Racing was building the roll cage for the Members Only car, it became apparent that making a shooting brake rear body on a 928 just required a couple of cuts in a pillar, some bending, and some welding. The Members Only car was then sold to a team in Florida and shipped across the country. After a few years of racing in California, the 928 shooting brake was sold to Come Monday Motorsports and shipped from California to Florida. Since that time, this car has campaigned at various South and Gulf Region LeMons events. 1978 Lamborghini Faena Concept by Frua The Italian coachbuilder Pietro Frua created the only four-door Lamborghini in existence in 1978; the Frua Faena was constructed on a reinforced 1974 Espada Series II chassis (nr. 18224). It took Pietro Frua 8 months to create his four-door Lamborghini; he stretched the standard Espada chassis 178 mm (7 in) to accommodate the rear seats and ended up with a car totaling 4586 mm (18 ft) in length which added 200 Kg (440 pounds) to the total weight. This ‘special’ was revealed on the 57th Salone Internazionale dell’Automobile, in Turin during the spring of 1978, and it was shown again to the public at the 1980 Geneva Auto Show. The car’s lines looked clean at the front, with big headlights mounted in twin pop-up units, but the rear design spoiled the vehicle. It included a sliding sunroof, unlike the weird-looking glass panel found on one specific Espada. Although it was very nicely built, the Frua Faena didn’t prove a success, and Pietro Frua hoped it could be produced in small quantities, but this show car was the only one ever made. After the Geneva Auto Show, the car was sold to Lambo-Motor AG in Basle, who sold it to a German collector. He still owns the car, but it remained registered in Switzerland. In 1996 the Faena could again be admired at the Pullicino Classics in London; the vehicle was in excellent condition, although it wasn’t restored yet. 1979 Rolls-Royce Silver Shadow Shooting Brake Commissioned in 1984 by Krug Champagne – one of the leading brands in the Louis Vuitton Moët Hennessy group – this panel van/shooting brake is based on a 1979 Rolls-Royce Silver Shadow II. It's got two seats up front for driver and passenger and a pair of refrigerators in the back. Adorned with special Krug livery in white and burgundy with acres of chrome, the attention to detail goes down to the special cork key fob. It was sold by the vineyard a few years back but has now been reacquired, returning to the House of Krug in Reims, Champagne-Ardenne, France, to serve as a museum piece. 1980 ARTZ Audi UR Quattro Kombi ARTZ has somewhat of a knack for building strange variants of production cars. However, this took the iconic rally/road car and turned it into a 3 door estate. 1980 Porsche 924 Kombi The Porsche 924 Kombi was built by a German coachbuilder Gunter Artz; 20 examples of the 924 Kombi were constructed in 1980-1981, using a 924 Turbo as a base a Carrera GT-look body kit. 1980 Rolls-Royce Silver Shadow II Shooting Brake There was never, of course, an official factory-bodied estate version of the Shadow, but that did not deter those wealthy enough from commissioning their own, this example being created at the behest of the late John Entwhistle, legendary bass guitarist with 'The Who.' The coachbuilder is not known, but eight years ago, Bonhams sold a similar car that had been converted by FLM (Panelcraft) Ltd of South London. The current vendor purchased this car from John Entwhistle's wife via Hanwells in West London seven years ago and then sent it to Coway coachbuilders in Bolton to be refurbished. The vehicle has been kept at an estate in Perthshire, Scotland, where it was mainly used for grouse shooting, and has been garage stored in a 'bubble' to maintain ideal air temperature. It has been routinely serviced by Alastair Scott of Abernethy, Perthshire, a recognized Rolls-Royce mechanical engineer, and over the last over seven years has not given any trouble. The car is offered with sundry restoration invoices, current MoT/tax, and Swansea V5C registration document. 1981 Ferrari 365 GT4 Croisette SW by Felber This particular shooting brake, ‘The Croisette,’ is based on a Ferrari 365 GT4. Willy Felber was a Swiss businessman and Ferrari dealer who often made one-off versions of Ferraris and other cars. The 365 series might have been his favorite, as he also turned a Ferrari 365 GTC/4 into a Beach Car. 1982 Lancia Gamma Olgiata by Pininfarina Perhaps the most unique Gamma of all was the Olgiata station wagon, shown in Paris in 1982. This was an elegant three-door station wagon similar to the Beta HPE. Again, this variant was not taken into production, and the car was advertised for sale in 1994. 1982 Lynx Eventer XJS Shooting Brake With a reported conversion cost new of more than £55,000, the Lynx Eventer was an unapologetically expensive proposition new. Each car was hand-built strictly to order on a custom-made jig taking 14 weeks from order to delivery. With just 67 cars produced by Lynx, this is an extremely rare estate car version of the Jaguar XJS 5.3 HE V12. The rearward shift in weight distribution required stiffer rear suspension, but the XJS accepted this modification gracefully. The Eventer weighed less than the standard XJS - so acceleration was sharper. Here was a small home-grown engineering company with the vision and the skills to create a car, under license by Jaguar that drove like the product of a multi-million pound R&D program, matched by a level of finish and detail to rival the best. This extremely important 1982 Lynx Eventer was no less than the first-ever Lynx Eventer to be sold, and can be seen in the photographs, proudly bears the conversion No."002" (001 being the prototype). With its registration number of 1 HOP, it is the actual silver car depicted in the Lynx factory brochures and magazines. Of course, the importance of this car cannot be understated in the history of the Lynx Eventer. Copies of the original brochure and much in the way of magazine articles which, over the years, the Lynx featured in are included in the extensive paperwork that comes with this car giving the new owner not only the first Lynx to be sold but concise and complete history of the Lynx Eventer model as well. 1982 Volkswagen Series II Polo Squareback Just one month after the Polo 1 ended, the Polo 2 was released to the public. It featured a new design that combined the hatchback with a station wagon. But that wasn't all. The second generation was available in more body shapes, such as the "squareback," which combined a coupe with a station wagon, raked C-pillars, and a sedan with two doors named Derby. It was offered in three trim levels, and the top-spec CL and GL featured a drivetrain carried over from the first generation. 1983 Bentley Mulsanne Turbo Shooting Brake It was coach built by Coway Ltd of West Horton, Lancashire. The car was supplied new to Jersey via St Helier Garages, Rolls-Royce main dealers, and was serviced by them until 1998. Upon leaving Jersey, it showed a milage of 33,000 total today 36,000, which is supported by the service book and MOT certificates The vendor supplied the following information: "It is very rare to find an early Mulsanne Turbo; it must be unique to find one in shooting brake styling. They are finished in mustard with claret. Color-coded bumpers front and back, radiator shell, painted with chrome grille. It is fitted with Rolls Royce sports suspension." 1983 Jaguar XJS Shooting Brake by Andreas Burlet This Jaguar was the exclusive work of a Swiss and passionate coachbuilder, Andreas Burlet. It was based on an XJS V12 HE from 1983. The Swiss homologation services approved this car after its transformation. The construction was done empirically, without a plan. Everything has been done traditionally, in curved, bent, and welded sheet metal. The five rear windows were made to measure and cast on templates. 1984 Porsche 928-4 Shooting Brake Prototype While seemingly at odds with Porsche's roots as a sports car maker, the Panamera Sport Turismo wagon seems like a great fit in the brand's lineup because it combines style and extra utility. The company has toyed with the concept of offering a long roof variant of an existing model before, though. For example, the firm built a one-off 928 shooting brake called the 928-4 in 1984 as a 75th birthday present for Ferry Porsche. A recent video has put the spotlight on this unique vehicle. The Porsche Development Centre in Weissach, Germany, started on this birthday present by taking the existing 928 S and stretching it by 9.8 inches (25 centimeters). The designers used the extra space to fit a pair of more comfortable rear seats inside. A higher roof ensured that occupants had enough headroom and forced the installation of a hatchback rather than the standard sloping liftback panel. They also made the B-pillar more upright, so it was easier to get back there. Upfront, fixed headlights replaced the production 928's pop-up units. Ferry Porsche must have liked the color green because a dark shade covers the exterior and much of the cabin, including the leather trim and carpet. After doing the extensive body modifications, the company left the powertrain the same as the standard 928. The 5.0-liter V8 produced 306 horsepower (228 kilowatts), which allowed for an estimated top speed of 162 miles per hour (260 kilometers per hour). 1985 Pontiac Trans Am Kammback Concept This white Trans Am Kammback (chassis number 0000EX4796) is fitted with the 190-hp H.O. version of the 305-cu.in. V-8 and a five-speed manual transmission. It reportedly served as an IMSA pace car for a brief period before Pontiac put it into storage. It took Michigan-based Pontiac dealer John McMullen to bust it out of storage and then turn the 36,000-mile prototype over to Scott Tiemann for a complete restoration. The Kammback them remained in McMullen's collection -- alongside one of the Pininfarina-built Type Ks -- until 2007 when it sold at auction to John O'Quinn for $66,000. Since then, it sold at auction again -- for $44,000 at Barrett-Jackson's 2017 Scottsdale sale -- and ProTeam Corvette Sales has advertised it for $69,995. 1986 Citroën BX Dyana 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. 1986 Volvo 480 ES The Volvo 480 ES was the first front-wheel-drive car with a transverse engine produced by Volvo. It's now been 30 years since this wedge-shaped car made its official première at the Geneva Motor Show. When the annual motor show in Geneva opened on 6 March 1986, the Volvo 480 ES was one of the cars that attracted the most attention. It was not just the première of the first sports car from Volvo in over a decade. The 480 ES was also the brand's first front-wheel-drive car in series production. The model designation was tied to the 1800 ES sports wagon, which ended production in 1973. The low, wedge-shaped body with a pointed nose and pop-up headlights provided a hint of the future, while the abruptly-ending rear section with a glass tailgate was yet another way to pay homage to the 1800 ES. 1986 Honda Accord AeroDeck Shooting Brake This 1986 Honda Accord AeroDeck was sold new in Japan and was recently imported to the US by the selling dealer. Power is provided by a carbureted B18A inline-four paired with a five-speed manual transaxle. The shooting brake bodywork affords a drag coefficient of 0.34 and features two-piece rear windows and a hatch with glass that wraps over the top of the roof. 1986 ‘N13’ Nissan EXA (Pulsar NX) Making its debut in 1986, the ‘N13’ Nissan EXA (dubbed Pulsar NX in some markets) wasn’t mechanically remarkable. Far from it - the car was front-engined and front-wheel drive, and in its entry-level form, made a paltry 70bhp from a single-cam GA16i engine. A modest 90bhp from the later 1.6-litre CA16DE N/A inline-four was also available with a CA18DE 1.8 making a more reasonable 130bhp. Production ended in 1990, with the EXA replaced by the considerably less attractive and cutely-styled ‘N14’ NX. 1987 BMW Z1 Coupe The 1987 Frankfurt Motor Show was a big event for BMW, marking the debut of the 750i powered by Germany’s first post-war 12-cylinder engine, the 3 Series Touring, and the Z1. At this stage, the Z1 was still a prototype, but that didn’t stop one visitor to the BMW stand offering 150,000 Deutschmarks for the privilege of owning a BMW with Gwyneth Paltrow doors. It’ll come as no surprise to discover that BMW refused the offer – not least because the prototype had cost two million Deutschmarks to build. 1987 Porsche 928 Shooting Brake In 1987, Porsche decided to stretch out the 928 and make a shooting brake out of it. Called the H50, this 928 featured a lengthened chassis to accommodate more legroom and boot space. Upfront, the V8 was tweaked to give it a monstrous 330bhp, around 100bhp more than the standard 928. Interestingly enough, although this car was made over 30 years ago, it was not unveiled to the world until 2012 at the Pebble Beach Concourse. 1987 Aston Martin Lagonda Shooting Brake The Aston Martin Lagonda is a special car. Just 645 were built over 12 years of production, all sporting genuinely stunning William Towns design. This particular Lagonda, one of 85 fuel-injected Series III examples built, underwent an utterly unique shooting brake conversion in the mid-2000s. According to Sotheby's, this car has had just two owners from new. The first, a Danish man living in Switzerland, optioned the car with a complete cocktail set, a television, picnic tables, and lamb's wool rugs. He kept the car up until 2006 when it was sold to the second owner in Sweden. From there, it was given to Swedish industrial designer Ted Mannerfeldt for its shooting brake conversion. 1988-1990 Middlebridge Scimitar After production at Reliant ceased, Middlebridge Scimitar Ltd. acquired the manufacturing rights to the Scimitar GTE in June 1987. This company produced a 2.9 L version of the GTE with many modifications and modernizations (over 450), including electronic fuel injection and a five-speed Ford T9 gearbox (with the Ford A4LD 4 speed auto as an option). Middlebridge ever produced only 78 Scimitars before the company went into receivership in 1990. 1988 Porsche DP44 Cargo DP Motorsport's most famous project may have been the Porsche 935 K3 that dominated endurance racing for many years, but they also made one of the most beautiful shooting brakes of all time in the late eighties. In place of the 944's large glass hatchback, DP Motorsport installed a heavily modified squared-off roof from a Volkswagen Passat wagon to make the dp44 Cargo, per Flat Sixes. It's pretty fitting, given that the 944's predecessor, the 924, was a project that got bounced around from Volkswagen to Audi and eventually Porsche. The 944 remained a similarly cross-Volkswagen-Group affair as it was built at Audi's Neckarsulm plant. It's such a well-executed build that it looks like it came from the factory, but no! Porsche did not give us a 944 three-door. Perhaps they should have followed DP Motorsport's lead—again. As Petrolicious notes, people were so enamored with DP Motorsport's slant-nose cars that Porsche decided to make their own. According to Speedhunters, only eight dp44 Cargos were built globally along with a one-off turbocharged 924-based Cargo. 1989 Volkswagen Corrado Magnum Sport Kombi Prototypes The Magnum project was VW’s attempt at a larger capacity, shooting-brake version of its sporty Corrado. Production on that car was limited in its own right, but the original plan for the Magnums, according to sources, was to develop as many as 200 models for the European public. When numbers didn’t add up, Volkswagen pulled the plug on the project in 1991, and Marold was left with two ultra-rare Corrado concepts and zero plan. The vehicles were abandoned by Volkswagen and held by Marold, which eventually put the duo up for public sale. It put out ads for the pair at an astounding asking price of 3.2 million Deutschmarks, or over $2.2 million, which included all the paperwork, technical documents, wind tunnel test results, construction documents, German TÜV road safety appraisals, and even prototype tools. The cars failed to sell and disappeared off the map for some time. 1991 Subaru Amadeus Subaru of America's 250-horsepower Amadeus concept sport wagon was presented at the 1992 Tokyo Motor Show. The Amadeus was an all-wheel-drive sport wagon based on the exciting Subaru SVX platform and includes the luxury sports coupe's controversial "window-within-a-window" design. Performance and safety features include a five-speed automatic transmission, four-wheel steering, electronic navigation system, heads-up instrument display, distance-monitoring system, and a 3.3- liter horizontally opposed six-cylinder engine. "We took the Subaru SVX platform, which is the epitome of what we know about building cars, and applied it to one of the most traditional Subaru vehicles: the all-wheel-drive station wagon," explained Chris Wackman, Subaru, vice president marketing. 1992 Aston Martin Virage Shooting Brake The Aston Martin Virage Shooting Brake is a rear-wheel-drive road car, with the motor placed in the front and a three-door estate/station wagon body. It is powered by a naturally aspirated engine of 5.3 litre capacity. This unit features double overhead camshaft valve gear, a 90 degree V 8 cylinder layout, and four valves per cylinder. It produces 330 bhp (335 PS/246 kW) of power at 6000 rpm. The Aston Martin Virage Shooting Brake is claimed to achieve a maximum speed of 245 km/h (152 mph). 1994 Alfa Romeo 145 Alfa Romeo introduced the Alfa 145 model at the 1994 Turin Motor Show. Designed to take over the old 33 Series on the mid-size hatchback sector, the new 145 model came in a 3-door configuration and featured an innovative cut-off dashboard. The exterior design was also considered quite edgy, while the platform on which the 145 was based on the same Fiat Tipo. This model received a new Cloverleaf variant in 1996 and replaced all its boxer engines with Twin Spark units a year later. 1994 Mercedes-Benz S 500 Shooting Brake by Zagato The 1994 Mercedes-Benz S 500 Shooting Brake was created in 1994 and shown at the 1995 Geneva Motor Show. It was built on a 1992 W140 coupé chassis. 1995 Ferrari 456 GT Venice The Ferrari 456GT Venice is a shooting brake design—though not Ferrari’s first—based on the two-door 456 grand touring car. Sporting a 5.5-liter V-12 from the coupe, the Venice separated itself with the roof extension and rear doors, which Pininfarina penned. While Ferrari later produced the FF sporting a liftgate at the rear, the 456GT Venice was ahead of its time when built in the mid-1990s. 1996 Aston Martin V8 Vantage Sportsman Estate This creation was commissioned by two Swiss brothers in 1996, looking to add an inkling of usability to the typically sporty nature synonymous with Aston Martin products. It uses the V8 Coupe as its base and borrows the same 330-horsepower (246-kilowatt) V8 suitable for a top speed of 160 miles per hour (257 kilometers per hour) and a 0 to 60 mph (96 kmh) sprint of fewer than seven seconds. It wears the chassis number SCFCAM2SCTBL79007 and initially left the factory as a stock V8 Coupe before being returned and modified. It’s a rare left-hand drive, automatic, and left the factory in July of 1996. Since then, the Aston Martin Works department has maintained the car meticulously, assuring this rare piece of motoring remains in pristine condition, now going on more than 20 years. The green leather interior matches the British Racing Green found on the body and comes with a smattering of walnut detailing throughout. In 1999, the factory entirely rebuilt the engine, having driven just 5,755 miles (9,263 kilometers). 1998-2002 BMW Z3 E36 Coupe Launched in 1995, the Z3 was the first roadster built in large numbers after a long time. Its predecessor, the Z1, was only produced in 8000 units. Two years and a half after the Z3 roadster stormed the roadster arena, the BMW dared to do something even more outrageous: a shooting-brake based on the Z3. It was a car built by BMW engineers after working hours. Their project impressed the management in such a manner that the vehicle received a green light. The car's front was similar to the roadster, with the same slats on the front fenders which evoked the BMW 507. From the A-pillars to the back, it was a different story. A fixed roof was stretched from the top of the windshield to the back of the car. Since there was no room to make it sloped, it was straight and, right behind the rear wheels, it was dropped with a raked C-pillar. In the back, the tailgate offered access to ample trunk space when considering the size of the car. Inside, the manufacturer didn't try to install unusable tiny rear seats for lower taxes. It just installed a bigger trunk. The front bucket seats were placed lower. Since the car was based on the E36 platform, it shared some components with the 3-Series. It was the same instrument cluster and the same layout for the center stack. Under the hood, the Z3 Coupe was offered exclusively with straight-six engines. The displacement was 2.8-liter between 1998 and 2000, and it was raised to 3.0-liter for the next two years, until 2002. All engine versions were mated as standard to a 5-speed manual. 1999 Toyota NCSV The Audi TT has become a popular touchstone for coupes, but wagons? This quasi-family hauler from Toyota sports a TT-esque roofline melded with a wagon back to spell practicality with two doors. Its sliding rear seats allow its assumed sporty, fun, young drivers to expand the cargo area covered by a hard tonneau. When they get bored in traffic, they can always consult individual monitors that carry information and entertainment, just like People magazine. 1999 Chevrolet Nomad Chevrolet's original Nomad between 1955-57 was such a powerful design that it had spawned numerous concepts, two recently. The 1999 version is built on fourth-generation Camaro/Firebird mechanicals. Reminiscent of previous Camaro and Firebird "wagons," the Nomad features a practical tailgate, generous cargo room, and performance an SUV can only dream of. Looked at from the front, more than a hint of first-generation Corvette puts a pure Chevrolet face on the car. Timing for this Nomad couldn't have been worse, as rumors of the Gen IV F-Bodies (Camaro/Firebird) death were all but confirmed. At the 1999 Detroit Auto Show where the car debuted, the car was virtually ignored by GM's PR staff, who didn't want to give the concept too much play as its chance for production was zero. Please refer to this comprehensive sheet for a list of references and further reading. Send an email for credit or removal requests (no copyright intended). All rights and credits are reserved to the respective owner(s).

The auto industry hasn't a single universal definition for a "shooting brake." Long story short, there's confusion between what constitutes a "shooting brake" from a stations wagon, 2+2, coupe, hatchback, sports wagon, etc. So, this article was inspired by the hopes of settling the confusion and informing enthusiasts about the history and evolution of these automotive body styles that began as horse-drawn vehicles. The Shooting Brake Archive Part 1 1890 French Hunting Break by Faurax 1890 Beaufort-Style Shooting Brake 1896 Kinross Wagonette Break 1907 Rolls-Royce Silver Ghost Shooting Brake 1908 Rolls-Royce Silver Ghost Shooting Brake 1910 Rolls-Royce Silver Ghost Shooting Brake 1919 Windovers Shooting Brake 1923 Rolls-Royce Silver Ghost Shooting Brake 1924 Daimler 57HP Shooting Brake 1924 Delage DI Eight-Lite Shooting Brake 1924 Rolls-Royce Silver Ghost Shooting Brake 1924 Rolls-Royce 40/50HP Silver Ghost Shooting Brake 1926 Rolls-Royce 20HP Shooting Brake 1926 Rolls-Royce Phantom I Shooting Brake 1926 Rolls-Royce 20HP Shooting Brake 1926 Rolls-Royce 20HP Shooting Brake (GOK9) 1927 Rolls-Royce 20HP Shooting Brake (GRJ70) 1927 Wilkinson Phantom I Shooting Brake 1927 Rolls-Royce 20HP Shooting Brake (A. A. McCloud & Sons) 1927 Rolls-Royce 20HP Shooting Brake 1928 Rolls-Royce 40/50HP Phantom 1 Shooting Brake 1929 Rolls-Royce 20/25HP Shooting Brake (Henry Binder) 1929 Rolls-Royce 20HP Shooting Brake (Alpe & Saunders) 1929 Rolls-Royce 20HP Shooting Brake 1930 Rolls-Royce 20/25HP Shooting Brake 1930 Rolls-Royce Phantom II Shooting Brake 1931 Rolls-Royce 20/25HP Shooting Brake 1932 Rolls Royce 20/25HP Shooting Brake 1932 Rolls-Royce 20/25HP Shooting Brake 1933 Rolls-Royce 20/25HP Shooting Brake 1933 Rolls Royce 20/25HP 'Woodie' Shooting Brake 1934 Bentley 3 1/2 Liter Shooting Brake 1934 Rolls Royce 20/25HP 'Woody' Shooting Brake 1934 Ford "Strathglass" Estate Wagon 1935 Rolls-Royce "Woody" Shooting Brake 1935 3 1/2-Litre Bentley 1936 Rolls-Royce 25/30 Shooting Brake 1937 Hispano-Suiza K6 "Break de Chasse" 1937 Bentley 4 1/4-Litre "Woodie" Shooting Brake 1937 Rolls Royce Phantom III Shooting Brake 1937 Austin 18 Shooting Brake 1937 Daimler Shooting Brake 1938 Rolls-Royce 25/30HP Shooting Brake 1938 Model 7Y Shooting Brake 1943 Willys Jeep Shooting Brake 1946 Delahaye 135 Guillore Break de Chasse 1947 Bentley MkVI Countryman Shooting Brake 1947 Riley RMA "Woodie" Shooting Brake 1948 Healey "Woodie" Shooting Brake 1948 Alvis TA14 Shooting Brake 1948-1949 Bentley Mk VI Countryman Shooting Brake Part 2 1951 Peugeot 203 Pathé Marconi 1952 Ferrari 212 Export Shooting Brake 1952-1954 Allard P2 Safari Shooting Brake 1953 Bentley R-Type Shooting Brake 1954 Chevrolet Nomad Concept 1954 Miller Shooting Brake 1956 Pontiac Safari 1956 Fiat 1100 TV Speciale Shooting Brake 1958 Porsche 356 Kruezer 1959 Rolls-Royce Silver Cloud I 1959 Jaguar XK150 3.4-Litre 'Foxbat' Sports Estate 1959 Bentley S2 Shooting Brake 1959-1978 Saab 95 1958 Tornado Cars LTD Typhoon Sportsbrake 1960 Sunbeam Alpine Shooting Brake 1960 Bentley S2 Wendler Shooting Brake 1961-1967 Ford Anglia 105E Estate 1961 Ford Thunderbird Custom Wagon 1962 Ford Thunderbird Wagon 1962 Ferrari 250 GT SWB 'Breadvan' 1962 Lagonda Rapide Shooting Brake 1964-1965 Aston Martin DB5 Shooting Brake 1964 Chevrolet Chevelle 300 Wagon 1965 Chevrolet Chevelle Wagon 1965 Plymouth Valiant Barracuda Wagon 1965 Ferrari 330 GT 2+2 Shooting Brake Vignale 1965 Ford Mustang Shooting Brake by Cumberford 1965 Iso Rivolta Breadvan 1965 Ogle Triplex Scimitar GTS 1965-1967 Aston Martin DB6 Shooting Brake by Harold Radford 1966 Ford Mustang Shooting Brake Prototype 1966 Ford Galaxie Magic Cruiser Concept Car 1966 Triumph Vitesse 2-Litre Estate 1966 Lamborghini 400GT Flying Star II 1966 Mercedes-Benz 230 SLX Shooting Brake by Frua 1967 Aston Martin DB6 Shooting Brake by FLM Panelcraft 1967 Ferrari 330 GT 2+2 'Navarro' Drogo 1967 Fiat Dino Parigi 1968-1975 Reliant Scimitar GTE (SE5/ 5A) 1968 Chevrolet Corvette Stingray Shooting Brake 1968 Jaguar XK150 Estate 1968 Fiat Dino Ginevra 1968 Fiat 125 Station Wagon 1968 Opel Kadett L Shooting Brake 1969 Intermeccanica Murena 429 GT 1970 Cadillac Eldorado Station Wagon Concept by George Barris 1970 Porsche 914 by Eurostyle 1970 Chevrolet Camaro Kammback Concept 1970 Mazda RX-500 Shooting Brake Concept 1970 Aston Martin DBS Shooting Brake 1971-1973 Volvo P1800 ES 1971 Cadillac Eldorado Wagon 1971 Dodge Challenger Wagon 1971 Opel GT 24 Hours of Lemons Breadvan 1971 Glibern Invader Estate 1971 Isuzu Bellett Sport Wagon by Ghia 1971 Toyota RV-1 Concept 1971 TVR Zante (SM-250) 1971 Lotus Elan Hexagon Shooting Brake 1971 Peugeot 504 Break Riviera 1972 Chevrolet Vega Kammback 1972 Reliant Scimitar GTE Ferguson 4×4 Prototype 1972 Ferrari 365 GTB 4 Shooting Brake 1972 Toyota RV-2 1972 Citroën SM Break de Chasse Part 3 1973-1982 Volkswagen Brasília 1973 Chevrolet Corvette Shooting Brake 1974 Corvette Shooting Brake 1974 Cadillac Eldorado Estate Wagon 1974 Fiat 130 Maremma 1974 Lotus Elite 1974 Triumph TR6 Shooting Brake 1975-1986 Reliant Scimitar GTE (SE6/ 6A/B) 1975 Jensen GT 1975 Ferrari 365 GT4 Croisette SW by Felber 1975 Lancia (Beta) HPE 1976-1977 Triumph TR7 Tracer 1976 Vauxhall Magnum Sportshatch 1976 Rolls-Royce Silver Shadow Shooting Brake 1977 Pontiac Firebird Type K by Pininfarina 1977 Pontiac Firebird Trans Am Shooting Brake 1977 Renault Project 121 1978 Porsche 928 Shooting Brake by Evil Genius Racing 1978 Lamborghini Faena Concept by Frua 1979 Rolls-Royce Silver Shadow Shooting Brake 1980 ARTZ Audi UR Quattro Kombi 1980 Porsche 924 Kombi 1980 Rolls-Royce Silver Shadow II Shooting Brake 1981 Ferrari 365 GT4 Croisette SW 1982 Lancia Gamma Olgiata by Pininfarina 1982 Lynx Eventer XJS Shooting Brake 1982 Volkswagen Series II Polo Squareback 1983 Bentley Mulsanne Turbo Shooting Brake 1983 Jaguar XJS Shooting Brake by Andreas Burlet 1984 Porsche 928-4 Shooting Brake Prototype 1985 Pontiac Trans Am Kammback Concept 1986 Citroen BX Dyana 1986 Volvo 480 ES 1986 Honda Accord AeroDeck Shooting Brake 1986 ‘N13’ Nissan EXA (Pulsar NX) 1987 BMW Z1 Coupe 1987 Porsche 928 H50 Shooting Brake 1987 Aston Martin Lagonda Shooting Brake 1988-1990 Middlebridge Scimitar 1988 Porsche DP44 Cargo 1989 Volkswagen Corrado Magnum Sport Kombi Prototypes 1991 Subaru Amadeus 1992 Aston Martin Virage Shooting Brake 1994 Alfa Romeo 145 1994 Mercedes-Benz S 500 Shooting Brake by Zagato 1995 Ferrari 456 GT Venice 1996 Aston Martin V8 Vantage Sportsman Estate 1998-2002 BMW Z3 E36 Coupe 1999 Toyota NCSV 1999 Chevrolet Nomad 1951 Peugeot 203 Pathé Marconi Shooting Brake 1951 Peugeot 203 Pathé Marconi advertising Shooting Brake was converted for the Tour de France. It was designed by Philippe Charbonneaux and bodied by Antem. 1952 Ferrari 212 Export Shooting Brake The first known Ferrari Shooting Brake is based on the 212 Export Spyder. It was converted into a shooting brake in 1952 and served as a support car during the 1952 Carrera Panamericana. Unfortunately, it was converted back into a Spyder soon after. The conversions were done by the Italian coachbuilder Paolo Fontana. 1952-1954 Allard P2 Safari Shooting Brake Allard was never known for producing cars in great numbers, and the P2 is no exception, with only ten examples being built from 1952 to 1954. In fact, out of the ten originals, only four survive to this day. The P2 could be ordered with a wide range of engines, built by Ford, Mercury, and Cadillac, the latter being a 5.4 litre V8. The latter produced 160 horsepower, or 119 kilowatts, but made up for the lack of horsepower with almost 270-foot pounds of torque. These engines are also very easily modified, making the Safari a prime candidate for a fantastic sleeper. 1953 Bentley R-Type Shooting Brake This particular R-Type was converted into a shooting brake in the early 1960s – it is believed to carry gun dogs – by W M Collett & Sons of Gloucester. The accompanying original logbook shows that the car was first registered to H A Fox & Co Ltd, Rolls-Royce and Bentley Retailers of London W1, while its first private owner was Frank G Andreae of London W2. 1954 Chevy Nomad Concept At the 1954 General Motors Motorama in New York City, GM introduced their Chevrolet Nomad show car. It was a sporty wagon with two doors, pleasant smooth flowing curves, a trademark Corvette grille, and a forward sloping B-pillar. Five examples were produced for the auto show circuit, and it is believed that three are still in existence. The response to the Nomad was positive and convinced Harley Early and his Design Studio to apply the looks and the name to the following year's station wagon. Production of the Nomad would remain from 1955 through 1961. The two-door station wagon was a popular item among the 'surf culture' of the late 1950s and later with hot rodders. The Nomad name would return in 1965 and 1965 as a two-door Chevelle station wagon. Throughout the rest of the 1960s, the name was applied to the low-level Chevelle station wagon. In the 1970s and early-1980's, it was even offered as a G-Series full-size van model. 1954 Miller Shooting Brake Geoffrey Miller of Cornwall, England was a craftsman who had earlier built his own motorcycle when he decided to build himself a station wagon. This is the result, and it is the only such example. Most homebuilt cars look, well, home-built. However, this has all of the look of a series production car from 1950s England. Somewhat Allard-like in its appearance, a 2.9-liter Austin-Healey straight-six powers the four-door woodie wagon. He used some production parts that were readily available but is said to have done the body and woodwork by hand. 1956 Pontiac Safari The sporty Nomad/Safari wagons started with a 1954 General Motors Motorama concept car, a two-door hatchback built from the newly introduced Corvette. It was a hit at auto shows, but GM officials decided to get more buyers by basing the stylish wagon look on the Chevrolet Bel Air and Pontiac Star Chief, the automakers’ top models. The then-radical design proved popular, but with more admirers than buyers, most of whom ended up with more practical sedans and four-door wagons instead of Nomads or Safaris. The style lasted through the tri-5 era of 1955-57, with the names later recycled for “normal” station wagons. 1956 Fiat 1100 TV Speciale Shooting Brake This Fiat 1100 TV Speciale was an advanced idea for a “shooting brake” model, one of the first seen in Italy, an ideal car for the golf players like Sergio Pininfarina. Unveiled at the Pininfarina stand of the 1955 Turin Auto Show, it didn’t follow a production series. 1958 Porsche 356 Kreuzer In late 1955, the 356 A was introduced with more powerful engine options, a newly standard front sway bar paired with softer front springs, longer rear shocks, and a windshield gently curved to allow for improved outward visibility. The updates were subtle and didn’t dilute the 356’s personality, though they did alter its character for the better. These cars retained the purity of design of the original 356, a look that would become slightly more complex when the car was updated again in late 1959. What didn’t change through the 356’s entire production run was its usability, for it was a sports car that could be second as a practical touring car. For John Dixon of the Taj Ma Garaj, what passed for utility in Zuffenhausen was only the starting point. Working with artist Byron Kauffman of Daytona Beach, Florida, Dixon sketched out a 911 with a sedan delivery body that would provide the rear-engined car with a relatively vertical, side-hinged cargo door and plenty of storage behind. After deciding that the low-slung 911 didn’t lend itself to the concept as well as the 356, Dixon entrusted Bob Bennett of Bennett’s Rod Shop west of Dayton, Ohio, with bringing his idea to life. The car would eventually become known as the “Kreuzer,” a Germanized version of “cruiser.” 1959 Rolls-Royce Silver Cloud I This 1959 Rolls Royce shooting brake has the standard 4,887 cc F-head in-line six-cylinder engine mated to a smooth four-speed automatic transmission. This is the older traditional Rolls-Royce engine that is both wonderfully smooth and wonderfully reliable. It's a perfect match for the style and purpose of the vehicle. Suspension is the standard independent front with unequal wishbones and coil springs and semi-elliptical leaf springs with a live axle at the rear, which is a perfect choice for a vehicle that will be expected to carry a significant load from time to time. It is an example of the last of the halcyon days of Rolls-Royce when they were still building cars for adventurous clients and not just for those looking simply for status. It is a car that marks the end of an era. We hope it goes to an appreciative home and to a new owner who will use it in the spirit of the adventurous Rolls-Royce owners of old. 1959 Jaguar XK150 3.4-Litre 'Foxbat' Sports Estate The 'sports estate' concept is not new; there had been several such bespoke creations on quality chassis before WW2. Harold Radford's dozen-or-so shooting brake conversions of the Aston Martin DB5 are among the most familiar in the post-war era. One of only two made, and believed the sole survivor, the example offered here resided in France for many years before coming to the UK in 2008 since it has been carefully stored. The creator of the Foxbat, though, remains unknown. It is believed that the car, which incorporates Morris Minor Traveller panels, was created to serve as a motorsports support vehicle. 1959 Bentley S2 Shooting Brake This unique left-hand drive Bentley S2 features shooting brake coachwork by Harold Radford Ltd., the exclusive London firm established in the late 1940s. Radford’s first design was for a wooden-framed estate car body on the Bentley MkVI chassis. This ‘Countryman’ model was an immediate success, winning the 1948 Concours d’Elegance at Cannes. The Countryman was later refined, becoming an early version of the ‘hatchback’ concept applied to the standard saloon body on Bentley and Rolls-Royce chassis and those of other prestigious makes. Radford exhibited in the coachbuilding section at the London Motor Show from 1951 to 1963, winning numerous awards, and in the 1960s began to reach a wider public with its luxurious Mini conversions. H R Owen acquired the firm in the early 1960s. 1959-1978 Saab 95 The Saab 95 is a seven-seater, two-door station wagon produced by Saab from 1959 to 1978. Initially, it was based on the Saab 93 sedan, but the model's development throughout the years followed closely that of the Saab 96 after the 93 was taken off the market in 1960. It was introduced in 1959, but because only 40 were made in 1959, production is often said to have started in 1960. The first engine was an 841 cc three-cylinder two-stroke, but from 1967 onward, and it became available with the same four-stroke Ford Taunus V4 engine as used in the Saab 96, the Saab Sonett V4 and Sonett III, and the German Ford Taunus. It had a four-speed manual transmission. There was a small handle on the firewall that, when pushed, put the car into a "freewheeling" mode. This allowed the driver to coast downhill without seizing the two-stroke engine, but when power was needed, the transmission would engage, and the driver could power the car uphill again. The 95 received the four-speed gearbox before the 96 (that still had the old three-speed unit). It was also used for rallying. 1958 Tornado Cars LTD Typhoon Sportsbrake Tornados were a British outfit that built cars in the '50s and until 1964 when they stopped producing cars and became a successful body shop. Their vehicles had very cool names like; Typhoon, Tempest, Thunderbolt, and of course Sportbrake. They were an early version of today's kit cars by being available fully built or as a kit and had a fiberglass body. They were a bit rough by some standards, but they were easy to work with a 1172cc side valved flat head from a Ford 10 and basic mechanicals. The '10' stood for 10hp; however, the Ford 10 could be modified to produce decent horsepower. You will find lots of British 'Specials' from this era used the Ford 10 motor as a base, and it was good, as proven by their race results. 1960 Sunbeam Alpine Shooting Brake Concerned that their new Alpine was perceived as a ‘ladies car,’ Rootes decided to target a different market by offering a Shooting Brake version. With leather interior and walnut trim, its price was double that of the convertible, and only three Shooting Brakes were ever made. 1960 Bentley S2 Wendler Shooting Brake Chassis number LLBA9 is a desirable long-wheelbase model, fitted from new with this incredible coachwork by Wendler Karrosserie of Germany. For years, the story of this remarkable automobile was shrouded in mystery. The origins of its elegant coachwork and the identity of the first owner were the subject of much speculation. But thanks to the efforts of marque experts and historians, the story is now straightforward – and no less impressive! Documentation sourced via the Rolls-Royce Foundation shows chassis LLBA9 was ordered via the famed New York dealer J.S. Inskip. This left-drive car is one of the six long-wheelbase S2 chassis delivered to an outside coachbuilder, in this case, Wendler Karosseriebau of Germany. Wendler had a long-standing tradition of building fascinating and beautiful designs of the highest quality. They made their first motor bodies in 1919, soon expanding into coachwork for commercial trucks. Their portfolio is genuinely fascinating and includes many highly advanced streamlined designs on BMW, Mercedes-Benz, and even a Ford V8 chassis. Perhaps their most famous relationship was with Porsche, for whom Wendler bodied numerous road-going 356s in addition to creating the svelte coachwork for the legendary 550 Spyder, RSK, and RS61 racing cars. Turning back to LLBA9, the factory build sheets appear in the name of the anonymous buyer's agent, Mr. E.C. Endt. The mystery only deepened when it was revealed the address on the order form came back to that of the New York Yacht Club. Marque historians have shown the buyer to be Mrs. Caroline Ryan Foulke, the fabulously wealthy heiress to the American Tobacco Company. Anonymity was vital to her, though the thoroughly unique body she commissioned for her Bentley seems to contradict that idea. Before purchasing the Bentley, Mrs. Foulke drove a gorgeous one-off estate car based on the Mercedes-Benz 300 d "Adenauer" built by Binz Karrosserie. When she wished to replace it with a newer model, Mercedes-Benz Manhattan politely declined her request for an estate version of the new W112 300-series, so she turned to Bentley, who was more than happy to accommodate her needs. Once the chassis arrived at Wendler, the coachbuilder followed their client's wishes directly, creating a unique estate car (or shooting brake as it were) by grafting elements of the Mercedes W112 300 body onto the Bentley chassis. Wendler stretched, reformed, and reinforced the panels, and many of the factory Mercedes fittings were used, such as the lights and exterior trim. A significant number of parts had to be fabricated by hand to suit the scale of the Bentley chassis and the new shooting brake configuration. The result of the effort is a remarkable machine that is instantly recognizable as both a Mercedes-Benz and a Bentley, simultaneously. The finishing flourish was a medium gray paint job accented with a blue and red stripe diagonally on the front wings. Initially, some believed this livery was related to yachting, but it was later revealed that the colors were those of her horse racing stables. 1961-1967 Ford Anglia 105E Estate Initially, Ford did not offer an Estate version of the Ford Anglia 105E, so Friary Motors Ltd of Basingstoke took up the challenge. The conversion, launched in June 1961, took the basic saloon model and modified it into a hatchback calling it the “Ford New Anglia Touring Saloon.” The conversion process was taken over by associate company E.D Abbott Ltd of Farnham, Surrey, in 1962, who renamed the car the “Ford Anglia 105E Sports Sedan”. Ford officially released the Ford Anglia 105E Estate in September 1961. Production of the Ford Anglia 105E Estate came to an end in November 1967, by which time 129,529 estates had been built. 1961 Ford Thunderbird Custom Wagon While this machine looks like what Ford would have done if "T-Bird" and "Woody" had come together, there was never a factory Ford Thunderbird station wagon. The owner, being an old school and highly skilled craftsman, did what Drew described as "taking the ultimate revenge on the tree, spending countless hours resurrecting the car into what's shown here." The near-seamless blending of timber demonstrates the cabinetmaker's skill with the factory Ford sheet metal. The roofline follows the original factory lines, and the vinyl top blends well with the black body. Timber ribs bind the vinyl covering to the frame while also creating a roof rack effect. The single-piece side glass is another nice touch that complements the unspoiled profile of the body. The level of detail in areas like the tailgate, window framing, and trimming is also impressive. The "woody" effect doesn't end on the outside, though, with the same craftsman also applying his skills to the interior. The dash, center console, door trims, window cappings, and headliner have been treated to painstakingly crafted timber trim. Even the sun visors are timber! As Drew said, "Although it's a custom automobile, this beauty still lives up to Ford's 1961 advertising slogan. It is 'Unmistakably Thunderbird,' turning heads everywhere it goes." 1962 Ford Thunderbird Wagon It's so hard to know exactly where to start with the Thunderbird. The custom work was performed in the late 1970s or early 1980s, and it has withstood the test of time well. There is a fair coating of surface corrosion on the vehicle's underside, which I would probably address, but the overall impression is of a very solid car. The roof for the wagon was sourced from a 1965 Oldsmobile Vista Cruiser, which was blended nicely with the lower standard Thunderbird sheet metal. The tailgate glass is custom made, while the rest of the glass appears to be either Thunderbird or Oldsmobile, depending on which window you're looking at. The exterior chrome and trim look to be in good condition, and the overall external presentation of the car is awe-inspiring. If you scroll down to the bottom of this article, you will find a reasonable gallery of photos, as well as a YouTube video of the car. Under the hood is all Ford. A 3-speed Cruise-O-Matic transmission backs the 390ci V8. The engine has had a few upgrades and is now fitted with a Ford 428 crankshaft and high lift camshaft. The car is also equipped with power steering, power brakes, and Hankook white-wall tires, which are in good condition. 1962 Ferrari 250 GT SWB 'Breadvan' The 'Breadvan' is a unique Ferrari made in 1962 based on a 1961 Ferrari 250 GT SWB, chassis #2819GT. They were first registered in Modena (in coachbuilder Carlo Scaglietti) 'MO 68939' on September 9th, 1961, as the original 250 GT SWB. The first owner was a Belgian aristocrat and multiple Le Mans victor Olivier Gendebien. The young Italian nobleman Count Giovanni Volpi di Misurata of Venice purchased 2819GT from Gendebien. The Breadvan was built to compete against the new 1962 Ferrari 250 GTO at Le Mans and other FIA GT races. Bizzarrini had designed this car for the Count's Scuderia Serenissima Republica di Venezia (SSR) and Piero Drogo had hammered the body. The resulting shooting-brake appearance led to the French press nicknaming it "La Camionnette" (little truck), while the English-speaking journalists called it the "Breadvan." 1962 Lagonda Rapide Shooting Brake Aston Martin revived the Lagonda name in 1961 with the luxurious Rapide four-door saloon, a very much car David Brown’s project. The Rapide’s sales brochure, which unusually was signed by him, stated: ‘It has long been my ambition to build a car which would be equally suitable to drive or be driven in...’ Beneath the Superleggera aluminum coachwork by Touring of Milan was a lengthened DB4 chassis reconfigured by Harold Beach to accept De Dion rear suspension, the adoption of which allowed rear compartment space to be maximized. Powered by a 4.0-litre (236bhp) version of the DB4’s twin-cam six that would later power the DB5, the Rapide certainly lived up to its name with brisk acceleration and a 130mph top speed. 1964-1965 Aston Martin DB5 Shooting Brake As the legend goes, the man Aston Martin named the "DB" series of cars after—David Brown—became frustrated with his company-issued DB5. As an avid hunter and polo player, Brown often found himself aggravated at the lack of space in the roadster. His polo mallets didn't fit perfectly, and his seats showed the signature mark of his hunting dog's teeth. Brown one day entered a board meeting with his hunting dog, Candy, by his side. He summoned the dog onto the table and turned to his engineers to mutter the words that ushered the creation of the DB5 shooting brake. "Build me something for him to sit in," Brown allegedly said. Aston Martin, which was busy with the demand of the road-going DB5, ultimately outsourced the creation to Harold Radford, a man who had opened his bespoke coachbuilding firm to build and customize luxury cars. Radford made a total of just 12 examples of the shooting brake conversion, a process that was seemingly limited due to it costing nearly twice as much as a typical English house. 1964 Chevrolet Chevelle 300 Wagon This freshly restored car has been very nicely built to be both reliable and deliver outstanding performance. Powered by a 454 HO 425HP crate motor (specs below), the wagon delivers its power to the 12 bolt rear via its Turbo350 automatic transmission. The vehicle was initially been a two-door, two-seat wagon (per the tag) with the "interesting" combination of triple brown color options. 1965 Chevrolet Chevelle Wagon This rare Chevelle 2 door wagon is 1 of 1,668 produced in 1965. This model was only offered in '64 & '65. The exterior is Butternut Yellow with a satin finish, and the interior features custom black and brown upholstery. The wagon is powered by a 327 high-performance V8 engine teamed with a five-speed manual transmission and equipped with power steering and power front disc brakes. 1965 Plymouth Valiant Barracuda Wagon The owner combined Valiant Signet 2-door hardtop and Barracuda parts with a Valiant wagon to make this one-of-none Barracuda wagon. 1965 Ferrari 330 GT 2+2 Shooting Brake Vignale The Ferrari 330 GT Shooting Brake by Vignale is as radical a departure from the production 330 GT 2+2 as one can imagine. It is a two-door station wagon Prancing Horse from the ‘60s that can sit four and reach 150 mph. You will not see another one like it, ever. The ‘60s were an era when coachbuilding was still happening, and it’s when many designers took it upon themselves to create unique reinterpretations of already outlandish sports cars. Such an outlandish reinterpretation was the Ferrari 330 GT Shooting Brake. It was based on Ferrari’s then-new 330 GT 2+2, the Italian automaker’s fledging long-distance Grand Tourer that replaced the 250 GTE 2+2 and the 330 America in the lineup. 1965 Ford Mustang Shooting Brake by Cumberford Ford examined the car and decided not to build it, partly because it already had several in-house proposals for a Mustang wagon on its drawing board. Cumberford then talked to smaller companies, including the entrepreneurs who purchased the Avanti’s tooling from Studebaker and car importer Franklin D. Roosevelt Junior. Still, no one had the skills or the money to see the project through. Cumberford put thousands of miles on the wagon before selling it to a dentist in Portland, Oregon. “It was the best handling Mustang I’ve driven from the first generation,” he told us, explaining the extra glass and sheet metal added weight over the rear end. Its whereabouts are unknown as of 2019. 1965 Iso Rivolta Breadvan This one-off 1965 shooting brake Iso Rivolta shares a strong resemblance to the Ferrari 250 GT Drogo “bread van.” The seller makes no claims of originality, but we’re guessing it’s probably not a recent retrofit—Rivoltas, though not stratospherically priced, are still not familiar enough that radical re-bodies are in the realm of sane collecting strategy. Rivoltas combined Golden-age Italian design with reliable Detroit-sourced power, much like DeTomaso did with the Mangusta and Pantera, but in a more luxurious, Gran Turismo style—hence the front engine placement and relatively luxurious interior appointments of standard cars. This particular example has a race-stripped interior with a serious-looking matte black metal dash, toggle switches, cable door pulls, quilted transmission tunnel, and some very cool gauges with interesting placement—we’re sure it’s a noisy, cramped, hot, and not exceptionally comfortable or safe place to be, all of which does nothing to diminish our enthusiasm. This particular car is motivated by 5.4 liters of Chevrolet small block, likely producing about 450 HP.1965 Ogle Triplex Scimitar GTS 1965 Ogle Triplex Scimitar GTS The Ogle Triplex Scimitar GTS was a car commissioned by the Triplex Glass Company in 1965 who had asked Ogle to build a project car to help demonstrate their use of laminated Sundym glass. Ogle started by using a Scimitar GT bodyshell, and it was then modified to produce the Triplex Scimitar GTS (Glazing Test Special). The car was initially registered as 660 GLE, but the numbers were spaced to make 66 0GLE, which did get them into trouble by the police at one stage, but the registration was later accepted. 1965-1967 Aston Martin DB6 Vantage Shooting Brake by Harold Radford 1965 Aston Martin DB5 Shooting Brake by Harold Radford 1966 Aston Martin DB6 Mk I Shooting Brake by Harold Radford 1967 Aston Martin DB6 Vantage Shooting Brake by Harold Radford David Brown, chairman of Aston Martin, entered a board meeting at which some of his engineers were in attendance, plunked his hunting dog down on the table, and said, “Build me something for him to sit in.” The result was a DB5 built by the factory with an extended cargo compartment, converting it into a spacious “shooting brake” suitable for the hunt, which the Brown family used for many years. So popular was Brown’s Shooting Brake with his gentlemen friends that a limited run of the cars was produced by particular customer order, with similar coachwork that cost more than 50 percent more than a factory DB5. It is believed that 12 were built on DB5 chassis (only three are pictured above), followed by another six, four by Radford and two by HLM Panelcraft, on DB6 chassis. 1966 Ford Mustang Shooting Brake Prototype Cumberford must have been ahead of their time because one year later, A station wagon was considered an addition to the Mustang line. Ford had eyed several iterations of the Mustang in its early days. Third-party companies also eyed the classic Ford Mustang for conversion into shooting brakes, or what we would call a station wagon in the states. The classic Ford Mustang looks rather good as a shooting brake, and looking at it now. It’s almost a hint at what was to come with the Mach-E. According to reports, the Mustang shooting brake was trendy and created a buzz in its era but never went into production. 1966 Ford Galaxie Magic Cruiser Concept Car The 1966 Magic Cruiser could be transformed from a fastback to a station wagon and back via hydraulic and electric controls. One of the specifications given to George Barris, who Ford hired to build the car, was that the movable roof section rise within seven seconds. A series of aircraft hydraulic systems, screw jacks, and a switch on the dash made that possible. Lowering the tailgate allowed for easy entry to a rear-facing third seat, and like on Ford’s production station wagons, the second and third seats could be folded down for additional cargo storage. In front, the two-door hardtop LTD-based Magic Cruiser had one-piece tempered glass headlights, shaved door handles, and a set of Western wire mag wheels. Under the hood was the new 428. It was painted a custom-mixed “Gold Sunset.” The interior was two-toned with pleated vinyl and lamb’s wool carpeting. This show car was probably re-skinned to become the Magic Cruiser II the following year. One of the ways Ford promoted its new 1967 full-sized cars was with a couple of show cars christened Magic Cruiser II and XL Interceptor. The Magic Cruiser II built by George Barris was, as Ford described it, a “super fastback” that could be turned into a station wagon when the fastback section of the roof and two unique window-side panels were electrically raised. It was possibly built from the original Magic Cruiser shown during 1966. 1966 Triumph Vitesse 2-Litre Estate This 1966 Triumph Vitesse is a left-hand-drive two-door wagon that reportedly was special-ordered new by a Triumph dealer in Florida, and it was purchased by the current owner in 1990. Badged as a Sports 6, this example is finished in white with blue accents over a blue interior, and power is supplied by a 2.0-liter inline-six mated to a four-speed manual transmission with overdrive. 1966 Lamborghini 400GT Flying Star II At the 1966 Turin Auto Show, Touring displayed their latest car, the Flying Star II; this was the last car completed by this prestigious firm whose contributions to car design in the previous 40 years can’t surely be forgotten. Touring designed and built the Lamborghini 350GT (see entry), the company was founded by Felice Bianchi Anderloni in 1926, but in 1966 it all came to an end, on that year’s Turin Auto Show, they prepared two new cars; a Fiat 124 convertible, and the Flying Star II, which, just like the 3500 GTZ, was mounted on a 10 cm shortened chassis. The Flying Star II was created by a team led by Carlo Anderloni, son of the founder; the results of this Lamborghini were somewhat disappointing; the angular lines of the body, together with the controversial roof design, made the car look like a station wagon, it also was massive for only two people with luggage. When presented at the Touring factory, the Flying Star II had Borrani wire wheels installed. Still, on the Turin Auto Show, these were replaced by the brand new Campagnolo cast magnesium wheels. 1966 Mercedes-Benz 230 SLX Shooting Brake by Frua In 1966, the Turin coachbuilder Pietro Frua, a prominent car designer in Italy in the 1960s, presented a coach built 230 SLX Shooting Brake inspired from the 2-seater Mercedes-Benz 230 SL Pagoda Roadster. 1967 Aston Martin DB6 Shooting Brake by FLM Panelcraft Innes Ireland was a hugely successful F1 driver who also won the Tourist Trophy driving a Ferrari 250 GTO and campaigned several marques during his international racing career, including Lotus and Cobras, and having great success in GT40s and, of course, the Aston Martin DB4GT and project cars. This Aston Martin DB6 Vantage, chassis number DB6/3310/R, was bought new by Innes Ireland in 1967. In 1969, Ireland took the car to coachbuilders FLM Panelcraft in London to be converted into only two shooting brakes they produced on the DB6 chassis. Innes Ireland was the president of the British Racing Driver’s Club until he died in 1993. 1967 Ferrari 330 GT 2+2 'Navarro' Drogo Navarro's car is known by a series of names, including the "Golden Car," both for its paint and its side logo; the "Ferrari 330 GT 2+2 Speciale," perhaps the car's most generic name; and the "Navarro Special NART," for its later association with American Ferrari importer Luigi Chinetti. Though the body may differ radically from a stock 1966 Ferrari 330 GT 2+2, the two cars are virtually identical under the skin. Power comes from a 4.0-liter V-12, rated at 300 horsepower and mated to a five-speed manual transmission. The layout was a front-engine, rear-drive, and a live axle was used in the rear instead of a fully independent suspension. Disc brakes were fitted to all four corners, ensuring that 330 models could scrub off speed as quickly as they could generate it. The body of the 1966 Ferrari 330 GT Navarro Special has generated more than a bit of controversy over the years, with some questioning why Piero Drogo's shop, Carrozzeria Sports Cars, would even undertake such a project. Drogo died in a 1973 car accident, so his ultimate motivation is lost to history, but it likely comes down to this: As a small coachbuilder, it's never wise to turn away business. Drogo's firm had experience creating new bodies for other Ferrari models, the most renowned of which is likely the 1962 Ferrari 250 GT "Breadvan," designed by Bizzarini but built by Drogo. 1967 Fiat Dino Parigi This was an aerodynamic study based on the Dino. At the Paris Motor Show in October 1967, Pininfarina presented the Fiat Dino Parigi. It used the engine (2000) of the production cars, while the wheelbase (2290mm) was slightly longer than the production Spider. 1968-1975 Reliant Scimitar (SE5/ 5A) 1970 Reliant Scimitar GTE 1972 Reliant Scimitar GTE 1974 Reliant Scimitar GTE The Scimitar GTE came in 1968 as the SE5 was born with a more extended all-new chassis and revised and improved suspension. This new Scimitar was constructed as a sporting estate car and proved highly successful. Designed by Ogle’s Tom Karen, the SE5 was powered by a Ford 3.0 liter V6 engine, so performance was good with close to 140 bhp under the bonnet, and the body styling was so well received other manufacturers raced to produce their versions such as Volvo’s P1800ES and Lancia’s Beta HPE. The GTE SE5 was an instant success for Reliant, with production increasing by 20% in the first year, power and performance continued to improve over the next two years, and in 1972 the SE5A was introduced with performance statistics being much better with a top speed of over 120 mph and 0-60mph times a staggering 8.5 seconds. 1968 Chevrolet Corvette Stingray Shooting Brake Its owner sold this customized shooting brake Corvette on eBay in 2007. Where is it now? 1968 Jaguar XK150 Estate The famous Jaguar XK 150 Estate started life as an RHD 3.8 Coupe. It was upgraded to the "S" specification in 1963. British race protagonist Douglas Hull then bought the Jaguar. In 1968 "Peels of Kingston" coachbuilders were commissioned to design and built an Estate car. The car was used to tow Patrick Lindsey's ERA single-seater to various race events. 1968 Fiat 125 Wagon The Turin Motorshow of 1967 saw Savio displaying a 2+2 coupe based on the 125. One year later, Savio constructed a type of sporting estate or hatchback on the same mechanicals at the same show. 1968 Fiat Dino Ginevra The Dino Ginevra was designed in 1968 by Pininfarina. It was a design development of the Fiat Dino from the previous year and explored the idea of the sports coupé. It featured a front-mounted engine from the Ferrari Dino. 1968 Opel Kadett L Shooting Brake This 1968 Opel Kadett L 2-door station wagon, also known as a shooting brake, has undergone a detailed restoration and is a multiple award winner, having taken home many first places, best in the show, and people's choice awards from various car shows. The Kadett is powered by a rebuilt 1.1 liter overhead valve 4-cylinder water-cooled engine with twin Solex 35 PDSI carburetors and is mated to a 4-speed manual transmission. Making 55-horsepower, the engine has been fully detailed and runs excellently. The odometer on the Kadett B shows 84,531 miles, which is believed to be original according to a running log supplied with the car. However, given the restoration completed on the Kadett, it feels almost like a new car. The interior of the Kadett features a redone headliner and new carpet, while the seat upholstery appears to be original and is in excellent shape. The original Kadett Delco AM radio is present and works, while under the dash, a vintage Audiovox FM converter allows listeners to tune in to their favorite modern radio stations. Additionally, the Kadett has all of its original German Sekurit glass, and under the hood, it retains all the proper German parts from Bosch, Solex, SWF, and ATE. 1969 Intermeccanica Murena 429 GT The Intermeccanica Murena resulted from a brief foray into the world of car making by two Americans, M. Charles Schwendler and Jospeh Vos. The two men planned to build the fastest and most luxurious station wagon (shooting brake in Europe) that the world had ever seen with styling that no one would ever forget. They succeeded on all three points. However, the unique styling wasn’t well-received in 1969, and the doubled price tag of a new Porsche 911 resulted in very slow sales. By the time the company folded in 1970, just ten had been sold. The Murena was taken care of by Intermeccanica in Italy; each body was individually coach, built from steel by Italian specialists, and given an American powertrain – specifically the 429 cu. in. (7 litre) V8 from the Ford Thunderbird and the accompanying 3-speed automatic transmission. This engine turns out 360 bhp at 4,600 rpm 480 ft-lbs of torque at 2,800 rpm, the vehicle's weight is 3770 lbs, the 0-62 mph time is 7.5 seconds, and the 1/4 mile time is 15.5 seconds. These were respectable times for a luxurious four-seater with ample luggage space and air-conditioning in 1969. 1970 Cadillac Eldorado Station Wagon Concept by George Barris In Barris's "Barris: Kustoms of the 1960s," co-written with David Fetherston, George Barris claims this car idea originated when he pitched a 1970 Eldorado station wagon concept to Dean Martin and came up with the Casa de Eldorado. 1970 Porsche 914 by Eurostyle Built with the collaboration of Volkswagen - it was only just for sale when Carrozzeria Eurostyle of Turin unveiled their coachbuilder's view on the car at the Turin Motor Show of 1970. The Eurostyle-Porsche was designed by Albrecht von Goertz (who had also designed the BMW 507) and was somewhat revolutionary in style and function. The shooting brake-style rear of the car is fitted with doors that open to the sides, a bit similar to the Ferrari Daytona shooting brake built by Panther, but this time electronically-controlled too! The front could be tilted forwards to gain easy access. No more than two cars were built in Turin. 1970 Chevrolet Camaro Kammback Concept The idea of a two-door Chevrolet wagon was first revived with the 1970 Camaro Kammback concept, a two-door wagon that featured a conventional top-hinged tailgate and was reportedly due to hit Chevy dealers for the 1970 model year. Pontiac wanted its version of the two-door wagon as well, harkening back to the days when the two-door Pontiac Safari was the automotive cousin to the Chevy Nomad. Producing standard tooling for the F-body wagons could have made the endeavor cost-effective. Still, the story goes that Chevy and Pontiac stylists could not find common ground on door size and quarter panel shape issues. Knowing that such a product would appeal to a limited audience, and without an agreeable economy of scale, GM killed the idea before it progressed beyond the design phase. 1970 Mazda RX-500 Shooting Brake Concept The RX-500 was first shown to the public at the 1970 Tokyo Motor Show, celebrating 50 years of the company. It was intended to be an experiment in high speed and lightweight and powered by a 982cc twin-rotor Wankel engine – albeit one with 247bhp that could spin up to 15,000rpm. The RX-500 used lightweight plastic body panels and a steel tube space frame around the engine, cutting down on bulk wherever it could. The car weighed just 850kg in total, and the top speed was said to be around 150mph. Various bodies were tried out in the wind tunnel, including a coupe version, but engineers ultimately followed the breadvan/Kamm tail design. The 2dr coupe featured butterfly doors that swung forward (and predated the Lamborghini Countach) and a wedgy design that was all the rage back in the days and indeed still looks good now. The engine was fitted behind the driver but in front of the rear axle, a layout the company hasn’t flirted with since in its production cars but did, of course, use for its Eighties Group C racers. The four-speed manual box came from the 1969 Luce R130 Coupe. 1970 Aston Martin Aston Martin DBS Shooting Brake While Harold Radford and FLM Panelcraft made a small number of shooting brakes based on the DB5 and DB6, only a single example of the DBS was ever similarly converted. It was built for a Scottish laird with a love of fishing, ordered through the AML and general car dealer, HR Owen, and built by coachbuilders, FLM Panelcraft. The coke bottle design was cleverly retained, and the side windows were simpler than the previous FLM converted DB6. A Hillman Hunter estate tailgate completed the car. Also unique to this car was a full-length roof rack designed to carry fishing rods. 1971-1973 Volvo P1800 ES In the autumn of 1971, a new version of Volvo's famous 1800 model was presented. The latest version was called the 1800ES. The 1800ES had a newly designed rear end compared with the previous versions of the 1800. The roofline had been extended, and the car had a more reminiscent profile of an estate. The 1800ES had increased luggage capacity to provide extra space for golfing or hunting equipment, for example. Under the surface, the technology in the 1800ES was the same as that in the other 1800 models. The new version was produced for two model years, 1972 and 1973. In 1972, both versions were produced simultaneously, but only the 1800ES was produced in 1973. When the last cars were built in 1973 and production was wound up, this was due to the increasingly rigorous safety requirements in the USA, in particular, which would quite simply have been too expensive to comply with. 1971 Cadillac Eldorado Wagon This was only a clay model that GM constructed. Under the source for this car are several other Cadillac wagons. There is always more research to be done. 1971 Dodge Challenger Wagon This unusual custom makes appearances at car shows and even appeared in an auction. However, it's challenging to dig up any more details. 1971 Opel GT 24 Hours of Lemons Breadvan Bad Mojo Racing swapped in a Ford Ranger 2300cc engine and manual transmission into their 1971 Opel GT, converting the body into a "Ferrari Breadvan" while they were at it. 1971 Glibern Invader Estate This rare British estate was spotted in the streets of Amsterdam. The Estate version only available in 1971 and 1972 and came equipped with a Ford V6 (2994cc). 1971 Isuzu Bellett Sport Wagon by Ghia The 1971 Isuzu Bellett Sport Wagon by Ghia was a shooting brake prototype based on the Isuzu Bellett. 1971 Toyota RV-1 Concept Throughout the Seventies, Toyota and other Japanese manufacturers produced a string of sports cars with a distinct US muscle car influence, notably demonstrated by the 1973 Celica liftback, which became known as the ‘Japanese Mustang.’ The Celica liftback was previewed with the Toyota SV-1 concept at the 1971 Tokyo Motor Show, and alongside that future production model, Toyota also displayed the RV-1 concept. The shooting brake-styled RV-1 was presented to the public as a recreational vehicle (hence its ‘RV’ moniker), an image projected in the brochure from the motor show. With its extended roofline and abruptly cut-off rear, the RV-1 provided a considerable amount of storage capacity compared to the Celica coupe upon which the concept was based. The sportier design cues of the Celica were still evident but wrapped in a more sensible and practical body. As well as having space to carry a family of four in comfort, the large rear luggage area was accessed by two futuristic gullwing-hinged window panels or via the central portion of the rear panel, which folded downwards between the novel rear lights. Further emphasizing its lifestyle status, the RV-1 concept could also hook up to an innovative trailer designed by Toyota. Called the Marinetta, this trailer contained an inflatable tent (complete with a portable generator and air pump) and camping equipment, and its hard-shell top cover could be flipped over to become a small boat with an outboard motor. The RV-1 concept’s bold vision of a family-sized recreational vehicle wasn’t destined to become a production reality, instead of paving the way for the RV-2 concept in 1972, which incorporated a tent into its clamshell-opening rear. 1971 TVR Zante (SM-250) This was a prototype car designed by Harris Mann and commissioned by Martin Lilley with sports estate fiberglass bodywork by Specialised Mouldings in Huntingdon and built based upon a TVR Vixen 2500 M series multi-tubular chassis, first displayed at the Earls Court Motor Show in 1971 as an engine-less rolling chassis. In 1972 the running prototype was completed, powered by a Triumph 2.5litre 6-cyl engine. Saved from the TVR factory yard and would appear to have spent some time in the USA powered by an SBF 289ci V8?, but since around 2008/09 is with a TVR enthusiast in Germany, undergoing lengthy restoration. In the late 90’s AC Cobra manufacturer Gardiner Douglas considered producing their MSE (Motor Sport Estate), which may have shared modified Zante bodywork, but on their Cobra chassis? 1971 Lotus Elan Hexagon Shooting Brake This 1971 Lotus Elan is said to be one of two cars converted into a wagon body style in early 1972 by a firm called Hexagon. Little is known about this rare car. Fortunately, there is a write-up in an Autosport paper from 1972. The car was recently sold on eBay in Nancy, France, for 55,000 GBP (USD 75,658) around 2012. 1971 Peugeot 504 Break Riviera 1971 Peugeot 504 Break Riviera If you see this brown Riviera Break, it's actually a 2004 replica from Germany. It's called "Côte d'Azur" and produced on the basis of a V6 Ti. It differs from the Riviera by its canvas sunroof and rectangular lights. At 1971's Geneva Salon, Peugeot showed a very special wagon: The 504 Break Riviera, based on the 504 Coupé. Sadly, this breathtaking estate never made it into production. It would have been ahead of its time. Rumors said there were three prototypes and that only one car has survived and is now hidden by an unknown Spanish collector. 1972 Chevy Vega Kammback Back in 2017, this 1972 Chevy Vega Kammback made its way to eBay. It was located at a dealership in Los Angeles, California. Where is it now? 1972 Reliant Scimitar GTE Ferguson 4×4 Prototype The Reliant (and later, Middlebridge) Scimitar GTE was a two-door shooting brake wagon/sports car. Initially – in 1964 – there was a two-door Scimitar coupe, but that evolved into the GTE wagon-ish sort of thing in 1968. Production of various models continued through 1990. They were all front-engine and rear-wheel drive. Except for this one. It still has the same fiberglass body as other Scimitars, but it also has a four-wheel-drive system from FF Developments. This company worked with developing such systems, including for a Formula One car (via its predecessor company, Ferguson Research). Power is from a 3.0-liter Ford V6. This car remained with FF Developments until one of the engineers working on it managed to buy it. From there, it passed to another owner, eventually ending up in the Jaguar Land Rover collection, cars from which were sold a few years ago (including this one). The current owner bought it then and has brought the thing back to life. 1972 Ferrari 365 GTB 4 Shooting Brake This 1972 Ferrari 365 GTB/4 Daytona shooting brake was commissioned after the original owner decided he wanted to combine the performance of an Italian sports car with the practicality of a small station wagon. It took two years, but the resulting car looks stunning. Perhaps one of the best parts of this car is the inclusion of side-opening rear windows, which increase access to the cargo area. As a 365 GTB/4, this car is powered by a 4.4-liter V-12 making 352 horsepower. Luigi Chinetti Jr. did the design for a customer at his dealership. The body was built by Panther Westwinds, a manufacturer of sports cars in their own right. 1972 Toyota RV-2 The RV-2 was a 2-door wagon concept car shown during the October 1972 Tokyo Motor Show and the April 1973 New York International Auto Show. Styling was up-to-date with sharply formed edges and large rectangular headlights. The front bumper covered only the corners, allowing the grill to be much more prominent than usual. The roofline terminated behind the large door on each side. Above the rear waistline was a pair of side-hinged clamshell doors covering the entire rear section. An integrated roll bar terminated the bodywork and also formed a place for the clamshell doors to seal. The clamshell doors met each in the middle of the roof with no center support. When the doors were raised, you could stretch a tent between them. Two adults could sleep in the tent section, and another two could sleep on the front seats, which could fold down flat. Finally, the rear section included a full-width tailgate with a wind-down window nestled under the rear roll bar. Larger than the 1971 RV-1, some sources say the RV-2 was based on the Mark II, while others say it was based on the Crown. Both the Mark II and the Crown shared major mechanical parts with the RV-2 (4M engine, transmission, suspension), so either could be true. The RV-2 uses wheels with 5 studs, just like the Crown and unlike the 4 stud Mark II wheels, but these parts are easy to swap between the cars. The 2600 cc 4M engine was uprated to include SU carburetors to give 190 km/h. A fully working prototype in RHD was shown at the Tokyo Motor Show and reviewed in the August 1973 issue of Penthouse magazine. It was generally well-received but not enough to put it into production. Toyota also printed a large number of a brochure for the USA market to gauge the market reaction. The brochure included sketches with the steering wheel clearly shown on the left-hand side, but the photographs of the actual vehicle hid the steering wheel - which was on the right-hand side. 1972 Citroën SM Break de Chasse As if Citroëns weren't unique enough, here's a rare shooting brake version. However, it's difficult to dig for more information. Please refer to this comprehensive sheet for a list of references and further reading. Send an email for credit or removal requests (no copyright intended). All rights and credits are reserved to the respective owner(s).

This Sno-Cat was one of four to be used in the Commonwealth Trans-Antarctica Expedition from 1955-1958. The Sno-cat had been developed to negotiate very soft snow to maintain telephone lines in North America, so needed a few alterations to survive Antarctica where there were highs of -40°F and powerful snowdrifts. This included a special anti-freeze engine lubricant, sealing every hole or crevice and lagging the cabin with inch-thick cellular plastics. The expedition itself involved scientists from Britain, Australia, New Zealand, and South Africa. It was the first motorized crossing of the continent and it aimed to carry out a complete physical and scientific survey along the route of the crossing including recordings of the Earth’s magnetic field and meteorological and glaciological studies. 📚/📸: https://library.artstor.org/#/public/26294119

Mr. Peter Winter was a hovercraft engineer. In this photo, he’s trying out his amphibious Land Rover at Yarmouth, Isle of Wight. It is fitted with a 6ft 6in,diameter Neoprene-nylon tire. The vehicle can ''swim'', or negotiate soft and uneven ground. Image: KEYSTONE Pictures USA (1969)

It would seem that back in 1978, Swiss "car designer" Franco Sbarro spent nearly the entire year under the influence of powerful narcotics. That's the only sensible explanation for the six-wheeled rolling abomination that he managed to create that year. Called the Sbarro Function Car, ironically, the leviathan was based on a lengthened Cadillac Eldorado and weighed over 3 tons. It was powered by a 350 horsepower 8.2 liter V8 mated to a four-speed automatic transmission. The car was commissioned by Joseph E. Adjadj, a wealthy Saudi Arabian businessman and owner of TAG. He wanted a mobile office with all the luxuries of a home he'd never heard of an RV. Or good taste. On the inside, the Sbarro Function Car had four large armchairs - not including the driver's seat, two telephones, a TV, and a refrigerator. It also had fold-down office desks and luxurious wood paneling. The ultimate goal of Sbarro and Adjadj was to build 25 cars and market them to on-the-go business leaders of the time. Thankfully absolutely nobody was interested, and the project was abandoned after just one car was built. Source: 1978 Sbarro Function Car | Strange Vehicles | Diseno-Art. http://www.diseno-art.com/encyclopedia/strange_vehicles/sbarro-function-car.html Images: Sbarro; Peter Vann

A user of the Russian social network VK has discovered an eight-wheel Amphibious All-Terrain Vehicle (AATV), created in the 1960s by the Design Bureau of the Chelyabinsk tractor hydraulics plant, Russian media reported. Weighing in at 600kg, the AATV has compact dimensions (with a length of 4530mm, a width of 1900mm, and a height of 1490mm), an aluminum chassis, and an all-wheel drive. The design makes use of parts from the GAZ-M20 “Pobeda”. The new owner is now trying to clarify further details of the vehicle’s history. 📸/📚: rbth.com (10/24/17 by Ivan Ivanov)

Driven by Oscar De Vita, this electric streamliner, built by Bertone, set the Hour Record for Class 2 electric vehicles in 1994 at 199.882 kmh (125 mph) and reached over 303 kmh (188 mph) in 1995. 📸: Carrozzeria Bertone s.p.a. 📚: www.ugofadini.com

The 1992 Turin International Motor Show theme was "Man and the environment," and Bertone, who had been urged by many to come up with an electric vehicle, captured the attention of experts and critics with the Blitz. This prototype was an open two-seater show car that experiments with electric traction and new materials for the chassis and bodywork. To accomplish the desired "lightness," the body was created by Albatech in 25CD4 steel tubing, fixed with fiberglass panels with epoxy resin and a Roacell core. The bodywork is entirely composed of a composite material (epoxy glass and autoclave-produced nomex), with interiors in carbon. The body's design recalls the exciting open two-seaters with sporting aspirations, which is blended with a lovely retro touch of out-of-line seating, with the driving seat slightly in front of the passenger seat. Another feature of great impact was the solution created for the doors, which are front-hinged and open vertically, a concept is taken from the Alfa Romeo Carabo created by Bertone in 1968 and which had subsequently been used on a succession of other models. Source: www.bertone.it Images: Bertone

Presented at the 1973 Tokyo Motor Show. This Toyota had a multitude of features! It had water-resistant seats, two radios, protected headlights, additional optics, a heavy winch, cover for the spare wheel, an aluminum safety cage, and a spotlight-seeker. Also, the interior is wood trimmed as used for fishing boats. Under the hood was mounted 4-cyl diesel B-series (2977 cm ³, 80 hp) BJ41. What are your thoughts? Engine & performance: Type: 4-cylinder, OHV Capacity: 2977 cc Power: 85 hp Source: ih8mud forum (1/17/14) Image: Pinterest (unknown)