The 1979 Colani Sea Ranger was just one of the many crazy ideas to erupt from the head of the prolific German designer Luigi Colani. So despite the Colani Sea Ranger's quite absurd appearance, you can be sure that it's been well thought out. It was also pretty capable in the mud, primarily because it was based on a Mercedes Unimog chassis and running gear. This was then wrapped in a watertight amphibious shell which looked like something straight out of a science fiction book. Highlights of the Colani Sea Ranger included the open interior, which had fantastic 360-degree views thanks to large angled windows, a side ladder to allow the occupants to climb up onto the roof, a powerful radio antenna, and of course, that single rear swiveling fishing seat which was styled a bit like the iconic 70s egg seats. The prototype of the Colani Sea Ranger made its world debut at the 1980 Hanover Fair, and despite drawing an inquisitive crowd, there wasn't enough interest to manufacture it commercially. It remains a one-off housed at the Colani design museum. Source: 1979 Colani Sea Ranger: WeirdWheels. https://www.reddit.com/r/WeirdWheels/comments/lnu2o4/1979_colani_sea_ranger/ Images: Colani Design; www.speedheads.de

The engineers working for the think tank first established as BMW Technik GmbH created a sensation with their first development. They pooled their ideas for a completely new vehicle concept in a two-seater roadster. During this process, they developed a type of car that had virtually been forgotten in the mid-1980s. The first project was therefore already a perfect example of the very special approach being taken by the company. The highlights of the BMW Z1 went far beyond the body design that was received with such rapturous acclaim by the public and the 125 kW/170 hp six-cylinder in-line engine that served as the power unit. Development of this open sports car started in the second half of 1985, and ultimately this car was planned as a pilot project for innovative vehicle structures, the manufacture and application of new materials, and the optimisation of development processes. The structure of the BMW Z1 comprises a monocoque-type steel chassis with a bonded plastic floor. The car’s bodywork is made of special elastic plastics that are not sensitive to damage. New thermoplastic materials and sandwich components were used. The comparatively high side sills provide a degree of protection for the passengers that had not previously been achieved in a roadster. The powered vertical sliding doors were the eye- catching visual highlight of the design. Engineers developed a completely new suspension for the rear-powered wheels in order to ensure that the BMW Z1 with its top speed of 225 km/h also qualified with flying colours in the discipline of future-proof driving pleasure. Thoughts? Image: https://www.google.com/amp/s/bmwconceptsarchive.wordpress.com/2015/01/10/bmw-z1-prototype-1985/amp/ Source: carstyling.ru

The Ford Mustang has always been a two-door, 2+2 coupe. But in 1964, Ford attempted to reinvent its then-new pony car into a two-door, two-seat sports car dubbed the “Shorty Mustang III.” Designer Vince Gardner penned the new fiberglass bodywork, and underhood was a 302-cid version of Ford's V8. Unfortunately, the vehicle never made it to production. Ford called for the vehicle's disassembly shortly after completion, but its designer stashed it away. The one-of-a-kind Mustang sold for more than $500,000 at auction in 2015. 📸/📚: https://www.google.com/amp/s/www.motor1.com/features/261706/ford-mustang-concepts-shaped-mustang/amp/

The concept debuted at the Chicago Auto Show in 1990 before the height of minivan sales or the consumer move to SUVs. It was more like a wedge than the Ford Taurus and seemed to share the almost-wedge nose of the F-Body Camaros. Body panels were made out of fiberglass. The blade-like wheel covers look like they were ready for takeoff. The car’s seat layout was 2+2+2. Other features included four-wheel steering, rain-sensing windshield wipers, and an onboard vacuum cleaner. The pièce de résistance of the Expression wagon was an onboard TV/VCR setup for the rear-facing third row. The TV was also connected to a Nintendo Entertainment System located in the rear gate in the most rad fashion. Source: https://hooniverse.com/express-your-self-with-the-1990-oldsmobile-expression-concept/ Images: General Motors Corp.

There was nothing mini about this minivan as the highly unusual Italdesign Columbus took the odd shape of an enormous seven-seater vehicle with a sizeable V12 engine of BMW origins. Say what you will about minivans in general, but this one is not your typical family hauler. Like the Toyota Previa minivan, the Italdesign Columbus had a mid-engined layout. Still, instead of sending output only to the rear wheels, the BMW-sourced naturally aspirated power was channeled to both axles. Like a McLaren F1 or the more recent Speedtail, the driver sat in the middle of the ample interior, which looks more like a living room than the cabin of a minivan. Thanks to its massive wheelbase stretching at 3820 mm (150.4 inches), there was plenty of space in the back for six passengers, each benefitting from a monitor hooked up to a VHS. The interior was adjustable in the sense that seating capacity could’ve been increased to nine (including the driver) or configured with fewer seats to turn the minivan into a commercial vehicle. Described back in the day as a “sailing ship for dry land,” the oddball MPV was conceived with a carbon fiber body featuring a bulge in the roof above the front seat to free up more headroom since the driver sat higher than the passengers for improved visibility. Source: https://www.motor1.com/news/286553/italdesign-columbus-concept-we-forgot/

This car is from the 1986 film, Black Moon Rising, starring a unibrow Tommy Lee Jones, a disinterested Robert Vaughn, and Linda Hamilton. The car itself was a prototype in real life as well as the film. There was only one Concordia II made, though duplicated shells were assembled for interior shots and a rather barebones version made for stunt driving. It bears a more than passing resemblance to the 1970 Ferrari Modulo, but for the most part, this car was an original creation by Bernard Beaujardins and Clyde Kwok of Wingho Auto Classique based in Montreal. Source: https://www.everycarlisted.com/drivingzone/features/forgotten-favorites-1980-wingho-concordia-ii-black-moon-rising

IAD (International Automotive Design), a design consultancy based in the UK, introduced the Alien concept at the 1986 Turin Motor Show. The IAD Alien was a highly futuristic proposal for an advanced mid-engine supercar. The design highlighted the company's radical styling ideas and showcased innovative and unusual engineering solutions. Unfortunately, the car was a non-running prototype, so many were purely theoretical. One of the more interesting ideas, if perhaps a bit over-complicated, was the modular construction method which meant that the rear-mounted engine of the car could be swapped out quickly and easily for upgrades, maintenance, or to suit the driver or different occasions! To access the interior traditional doors were dropped in favor of a one-piece canopy that tilted forward and provided almost unhindered entry and exit. Thanks to an integrated roll cage and sturdy side-impact bars, the passenger compartment was well-protected. Engine & performance: Position: mid-engined Capacity: 1600 cc Dimensions: Length: 3690 mm Width: 1600 mm Height: 1070 mm Wheelbase: 2390 mm Source: http://www.diseno-art.com/encyclopedia/concept_cars/IAD_alien.html; allcarindex Images: Concept Car Central

To better maneuver the lunar landscape, NASA commissioned General Motors with the task of designing a series of manned lunar vehicles, and the Mobile Laboratory (MOLAB) was a 1965 prototype. At 20 feet in length and weighing more than four tons, the closed-cabin MOLAB was a beast of the rover. The pressurized vehicle was designed to function as a geological laboratory, capable of sustaining two astronauts for up to two weeks. The rover had a top speed of 21 miles per hour and a range of more than 60 miles. The unit packed a modified Corvair engine under the hood and was so massive it would’ve taken a Saturn rocket to launch it to the moon. Ultimately, NASA eventually shelved plans for its lunar monster truck and instead went with the slightly slimmer, more practical moon buggy design. Nonetheless, at least a few individuals had the opportunity to test drive the bigger, meaner version in the New Mexico desert before it was decommissioned. 📸/📚: https://www.digitaltrends.com/cool-tech/weirdest-space-missions/?amp

Tires were not particularly reliable before, trucks drove on massive tires for a long time, simply unable to make enough strong air-filled tires. In the early years of cars, tires were fragile and punctures were common, and tire changes were difficult as they were often nailed to the rim. While there were alternatives, if you had to avoid the most accident, there were those wheels that had a pair of spiral springs instead of rubber rings. These strange tires sit on a German Protos from 1916, which in all probability is a kind of military vehicle for the army and accessibility was vital. 📚: http://svammelsurium.blogg.se/ 📸: AACA Forums

Besides being a postcard photo by Zeitung, I couldn’t find any more information. Comment if you know more about it! 📷: Scherl Süddeutsche Zeitung

The Schlörwagen (nicknamed "Göttinger Egg" or "Pillbug") was a prototype aerodynamic rear-engine passenger vehicle developed by Karl Schlör (1911–1997) and presented to the public at the 1939 Berlin Auto Show. In a test drive with a production vehicle Mercedes 170H as a comparison, the Schlörwagen tested about 135 km/h (84 mph) top speed - 20 km/h (12 mph) faster than the Mercedes; and consumed 8 liters of fuel per 100 kilometers - 20 and 40 percent less fuel than the reference vehicle. According to Karl Schlör, the vehicle could reach a speed of 146 km/h (90 mph). A year later it was unveiled to the public at the 1939 Berlin Auto Show. Despite generating much publicity, it was perceived by the public as ugly. The project was shelved with the onset of World War II and mass production was never realized. It never went into production, and the sole prototype has not survived. 📚/📸: Wikipedia, Revivaler

It was painted initially blue and named the Turnpike Hauler. It was built from scratch by Dick Dean from an Ed Newton design for Bob Reisner and Jay Ohrberg's California Show Cars in 1970. It was an "all show, no go" art car made for display only. Around 1974 it was acquired by customizer George Barris, who painted it red and renamed it Lil' Redd Wrecker, as a promotional tie-in with Redd Foxx, star of the popular TV show Sanford & Son. Barris brazenly claimed credit for building it in lettered paint right on the vehicle when all he did was give it a makeover! Currently, the Wrecker is owned and on display at the Galpin Auto Sports Museum in Los Angeles. Source: JoelFletcher.com Images: via Pinterest; Discovery

1924 Bugatti Type 35 Prototype (pictured above) Grand Prix racer or daily driver—the Type 35 could be driven to the track, on the track and home from the track. The Type 35 was Ettore Bugatti’s masterpiece, and it played a huge part in establishing his reputation as one of the world’s finest automobile manufacturers. The success of the Type 35 and its unique place in automotive design history are unequaled. After his achievements with the Type 23 Brescia in 1922, Bugatti revealed the next generation of Bugatti voiturette racers at the 1924 ACF Grand Prix. The new Type 35 built upon the ultra-lightweight designs of the Brescia and improved upon the overall control, braking, and engine output—a winning combination of beauty, speed, and handling. The innovative all-in-one rims, spokes, and brake drums were cast as a single piece of aluminum that could be replaced with only one nut. The vertical design of the spokes allowed air to circulate and cool the braking system, becoming a signature of the marque’s subsequent wheels. The Type 35A was introduced by the Bugatti factory in 1925 as a less expensive version of the Type 35, and its coachwork is virtually identical. 📸: shorey.net; Mullin Automotive Museum 📚: mullinautomotivemuseum.com

The Alfa Romeo RL was produced between 1922–1927. It was Alfa's first sport model after World War I. The car was designed in 1921 by Giuseppe Merosi. It had a straight-6 engine with overhead valves. Three different versions were made: Normale, Turismo and Sport. RL total production was 2640. Notably, Ercole Castagna’s 1925 Alfa Romeo RLSS was one of the most elegant automobiles of the 1920s. Attention to detail and superior craftsmanship were the standard for this motorcar. This handsome phaeton is not painted, but rather the entire body is engine-turned steel! 📚: www.heacockclassic.com 📸: Alfa Romeo Automobilismo Storico

The Lancia Lambda is an innovative automobile produced from 1922 through 1931. It was the first car to feature a load-bearing unitary body, (but without a stressed roof) and it also pioneered the use of an independent suspension (the front sliding pillar with coil springs). Vincenzo Lancia even invented a shock absorber for the car and it had excellent four wheel brakes. Approximately 11,200 Lambdas were produced. Nine versions of the Lambda were built: 1st series, produced 1923, 400 built. 2nd series, produced between 1923 and 1924, 1,100 built. Minor modifications for engine. 3rd series, produced 1924, 800 built. Engine modified. 4th series, produced between 1924 and 1925, 850 built. Modified windscreen. 5th series, produced 1925, 1,050 built. 4-speed gearbox. 6th series, produced between 1925 and 1926, 1,300 built. Car is sold now with bare chassis and with two wheelbases. 7th series, produced between 1926 and 1928, 3,100 built. New bigger engine. 8th series, produced between 1928 and 1930, 3,903 built. Again bigger engine. 9th series, produced 1931, 500 built. Last series sold only bare chassis. The Lancia Lambda was not only an Italian milestone but a global one as well. It was the first car in the world to have a monocoque chassis instead of the more common body-on-frame construction. The innovative design was patented as early as 1919 and was strongly supported by Vincenzo Lancia himself who invented a shock absorber for the car. It also pioneered the use of an independent suspension. The 1923-1931 Lancia Lambda pioneered the unit body method of car construction which today is used by the majority of automobiles. "No one can look at the history of motoring without seeing the Lancia Lambda as a major technical milestone," wrote the late Michael Frostick. "Leaving aside its novel engine, its independent suspension, and a whole host of other minor innovations, its unique unitary construction, in which body and chassis were one, came a good ten years before Mr. Budd succeeded in selling his idea for a monocoque to Andre Citroen." Exactly where Vincenzo Lancia, that brilliant pioneer, got the idea of a unit body-chassis is unknown. The only tale commonly repeated is that it glimmered aboard ship on the Atlantic, possibly from the way a ship's hull holds its structure together -- which is probably about as true as the one about Isaac Newton and the apple. No matter, for the fact is that on the last day of 1918 Lancia filed for Italian patents on a car in which the body was "a self-supporting shell without a separate chassis," and had it in production four years later. If the Lambda represented a tremendous risk on the part of his company, it also emphasized Lancia's clean-slate approach to design. One of his objectives was an extremely low center of gravity while retaining adequate ground clearance and suspension movement. Such a layout precluded the conventional separate chassis and body as known at the time. Lancia adopted a welded and riveted steel shell with a central open-bottom tunnel for the driveshaft and another tunnel at right angles to it for the rear axle, which simultaneously strengthened the overall shell. The tunnels in turn allowed for low-mounted seats, and footwells designed so that the seat cushions could rest even lower. The shell was made stronger by extending the sides upward -- with the smallest possible doors -- to form the body, while a removable hardtop provided weather protection and more rigidity. The independent front suspension was a sliding pillar system with a transverse leaf spring; the engine a narrow, long-stroke V-4 of 2.1 liters developing 49 horsepower. The first Lambdas had three-speed gearboxes, but a four-speed was developed in 1925. Displayed at the Paris Motor Show in November 1922, the 1923 Lancia Lambda was instantly recognized as a new approach to cars. "Even those with no engineering interests had only to look at it to know that it was different," wrote Lancia historian Nigel Trow. "It was low and angular, with a quality of unity, of being 'all of a piece.' It looked deliberate, something that was designed from scratch by a team that knew exactly what was wanted. The car was a total departure from all previous practice." Of course, not everything about the car was new, but certainly nobody else clapped so many innovations onto one model. The engine, for example, was unprecedented: a V-4 banked at a tiny 13-degree angle (later 14 degrees), with a flat cylinder-head face and combustion chambers in the block. Nobody had ever seen anything like it. The torpedo body, with pontoon or sweeping cycle fenders, looked more like a fanciful doodle than a production 1923 automobile. The brakes, to cite another attribute, operated on all four wheels. Designed by engineer Battista Falchetto, they were unorthodox in the extreme: conventional manufacture at that time tended to dictate rear brakes only. This was, incidentally, an example of Vincenzo Lancia's standards governing the car's development -- he merely told his engineers that the brakes, whatever they were, must be capable of hauling the car down repeatedly from 100 kilometers per hour (62.5 mph). Falchetto suggested the use of front brakes by taking Lancia for a test drive in which the standard was met by a car fitted with front brakes only. Only later was it realized that front brakes do 80 percent of the work on any automobile. The Lambda was faster over a twisty road than anything Lancia had hitherto produced, including the big Tri Kappa, an eight with twice the horsepower. It was soon being raced by privateers all over Europe. In 1924, the Lambdas of Riva and Gauderman finished 1-2 in the under 2,500-cc class in France's Routes Pavees race; another Lambda won the Indian Tourist Trophy at Simla in 1925; the Circuit of La Spezia in 1926; the Tunis-to-Tripoli race in 1927. When Italy's famous open road race, the Mille Miglia, was instituted in 1927, a trio of Lancias took the first three places overall. The following year saw a Lambda entered by the factory, which prepared it merely by fine tuning a production model; it held second place most of the way and would have finished second to a more powerful supercharged Alfa Romeo had the engine not dropped a valve toward the finish. Gismondi, the Lambda driver, actually held the Alfa in average speed, thanks to Lancia's superior brakes, handling, long-range fuel tank, and modified fuel supply to prevent fuel starvation when ascending the mountains. Displacement was increased to 2.4 liters on the 1926 seventh series and to 2.6 liters on the 1928 eighth series. Also with the seventh series, Lancia parted with its revolutionary practice by offering the option of a separate chassis -- a product of necessity and the pressure of custom coachbuilders. The body makers had a complaint that would dog every unit-bodied car from the Lambda forward: The monocoque shell was very difficult to alter, and there was only so much the specialists could do with the factory bodies. (One of the loudest complaints came from Vincenzo Lancia's good friend, Battista Farina.) Also, some owners wanted to create more sporting bodywork for competition; this often took the form of shortening the wheelbase, which could not have been more disastrous. The alteration ruined the handling and seriously weakened the body. So the Lambda had a problem. Simultaneous with its arrival had come a wave of prosperity in the mid- to late Twenties. There was a huge market for custom bodies, and this meant that a separate chassis option was crucial. "This is perhaps why enthusiasts lay so much store by the seventh series Lambda," wrote Frostick, "since this was the last, and most highly developed version, of the original fascinating concept." These later custom-bodied Lambdas led in time to the factory's own luxury model, the Dilambda, with a V-8 and separate chassis, independent front suspension, servo brakes, central chassis lubrication, and twin electric fuel pumps. Lancia built 1,700 Dilambdas; they in turn fostered other notable productions, including the prewar Astura and the postwar Flaminia. 📸: https://www.carstyling.ru/ru/car/1922_lancia_lambda/ 📚: https://www.carstyling.ru/ru/car/1922_lancia_lambda/; https://en.wikipedia.org/wiki/Lancia_Lambda

The Austin 7 is an economy car that was produced from 1923 until 1939 in the United Kingdom by Austin. Approximately 250,000 units were produced. It was nicknamed the "Baby Austin" and was at that time one of the most popular cars produced for the British market and sold well abroad. Its effect on the British market was similar to that of the Model T Ford in the US, replacing most other British economy cars and cyclecars of the early 1920s. It was also licensed and copied by companies all over the world. The first BMW car, the BMW Dixi, was a licensed Austin 7. In France they were made and sold as Rosengarts, and in the United States they were built by the American Austin Car Company. In Japan, Nissan also used the 7 design as the basis for their first cars, although not under licence. This eventually led to a 1952 agreement for Nissan to build and sell Austins in Japan under the Austin name. Many Austin 7s were rebuilt as "specials" after the Second World War, including the first race car built by Bruce McLaren, and the first Lotus, the Mark I. Companies such as Speedex in Luton thrived in the late 1950s by producing race-proven bodies and engine parts for the Seven chassis. 📚: https://en.wikipedia.org/wiki/Austin_7 📸: https://www.carstyling.ru/ru/car/1922_austin_seven/

Aerodynamics Rumpler, born in Vienna, was known as a designer of aircraft when at the 1921 Berlin car show he introduced the Tropfenwagen. It was to be the first streamlined production car, before the Chrysler Airflow and Tatra T77. The Rumpler had a drag coefficient of only 0.28, a measurement which astonished later engineers and would be competitive even today. For comparison: the top ten most aerodynamic production cars in 2014/2015 worked their way down from a value of 0.26. The Fiat Balilla of the mid-1930s, by contrast, was rated at 0.60. To enable the car's aerodynamic shape, the Tropfenwagen also featured the world's first (single plane) curved windows. Both the windscreen and the side windows were significantly curved. Engine The car featured a Siemens and Halske-built 2,580 cc (157 cu in) overhead valve W6 engine, with three banks of paired cylinders, all working on a common crankshaft. Producing 27 kW (36 hp), it was mounted just ahead of the rear axle. The engine, transmission, and final drive were assembled together and installed as a unit. The Rumpler-invented rear swing axles were suspended by trailing leaf springs, while the front beam axle was suspended by leading leaf springs. Seating Able to seat four or five, all the passengers were carried between the axles for maximum comfort, while the driver was alone at the front, to maximize view. With the 1923 model, two tip-up seats were added. Performance, models, influence Weighing 1,400 kg (3,086 lb), the Tropfenwagen was nevertheless capable of 110 km/h (70 mph) on its mere 27 kW (36 hp). This performance got the attention of Benz & Cie.'s chief engineer, Hans Nibel. Nibel conceived the Mercedes-Benz Tropfenwagen racers using the virtually unchanged Rumpler chassis. Poor sales and increasing losses led Benz to abandon the project. Later Auto Union racing cars resembled the Benz Tropfenwagen racers and were built in part by Rumpler engineers. Rumpler made another attempt in 1924, the 4A106, which used a 37 kW (50 hp) 2,614 cc (159.5 cu in) inline 4-cylinder engine. This compelled a growth in wheelbase, with a consequent increase in seating to six or seven. Sales Although the car was very advanced for its time, it sold poorly – about 100 cars were built. Sales were hindered by small problems at the start (cooling, steering), the appearance of the vehicle, and the absence of a luggage compartment. Most were sold as taxis, where easy boarding and the high ceiling were advantages. The last cars were built in 1925. In Metropolis The Tropfenwagen did become famous thanks to the film Metropolis, in which Rumplers found a burning end. It also inspired the Mercedes-Benz 130H / 150H / 170H road cars. Surviving specimen Only two examples are known to survive, one in the MVG public transportation museum in Munich, and one in the German Museum of Technology in Berlin. 📸: www.shorey.net; veteran.auto.cz 📚: https://en.wikipedia.org/wiki/Rumpler_Tropfenwagen

The Citroën Type A was produced from June 1919 to December 1921 in Paris, France. It was the first car Citroën made. 24,093 were made. In fact, the first Citroën was also the first mass-produced car in Europe. Model "A", also known as "10 PS 8/10", had a four-cylinder in-line engine with a volume of 1327 cc and 18 hp. at 2100 rpm, it was distinguished by ease, ease of control. She had a wonderful soft suspension that later became typical of all Citroëns. The engine and clutch were combined in one unit. All this has created Citroen's reputation for being a very simple and easy-to-drive car and has contributed a lot to the success among the public. 📚: Adapted from: CITROEN HISTORY 📸: CITROEN

The Vauxhall Prince Henry is known as the first true English sports car. The Vauxhall Prince Henry series took its name from its success in the 1910 Prince Henry Prize rally of Germany. The open Vauxhall featured a wedge-shaped radiator and polished aluminum bonnet that became the hallmark of many later Vauxhalls. The car's engine was designed by Lawrence Pomeroy. In 1913, such a car won the Hill Climb Rally. 📚: Based on materials: km.ru 📸: CarStyling.ru

From the beginning, the Peugeot was developed as a small-bodied, popular car in France. In 1905, the first Bebe was completed, and 400 units of this epoch-making car were sold annually. Based on this concept, the automobile designed by Ettore Bugatti in 1913 was the Peugeot Bebe. Its unique styling, combined with its small engine, created a compact, open two-seater car, which won widespread acclaim for being a practical and enjoyable car. By 1916, more than 3,000 units were manufactured. 📸: CarStyling.ru 📚: TOYOTA AUTOMOBILE MUSEUM; novosti.ua

Sporting, sensationally styled, and as reliable as the proverbial Swiss-watch, it is little wonder that the London-Edinburgh Silver Ghost has been coveted throughout the century since its introduction. Chassis number 1701, the car that gave the new model its "London-to-Edinburgh" name, was just the second chassis built to a new specification with a massive torque tube to carry the propeller shaft, strengthened rear axle casings and, in the case of the first two cars in the series, inverted semi-elliptic rear springs. The 1701 carried an elegant light tourer body by Holmes of Derby Ltd., carriage builders since the nineteenth century. With engine compression ratio upgraded, a larger carburetor and a skimpy wind-cheating body, 1701 was later to record a spectacular 101mph over the flying half mile at Brooklands with Edward W. Hives (later to become Chairman of Rolls-Royce) at the wheel. Not only could Rolls-Royce satisfy the market that demanded the most comfortable formal cars built in the best traditional coach-building traditions, but here was a sporting car with few, if any equals, from a miniscule and exclusive peer group of manufacturers. All these much publicized promotional exploits were driven by the similar stunts promoted by arch self-publicist S.F. Edge at the helm of Napier, perhaps Rolls-Royce's most serious rival for the luxury car market. That Rolls-Royce were more effective in their marketing exploits and their engineering-excellence is substantiated by Edge's retirement from Napier in 1912. Shortly after, Napier withdrew from motor car manufacture in 1924. Arguably, the introduction of the new "London-to-Edinburgh" Silver Ghost was one of the final nails in Napier's coffin. The London to Edinburgh and return run—some 800 miles travelling north mainly via The Great North Road and returning down the west side of the country—had captured the headlines and Rolls-Royce's subsequent order book, with a raft of new more sporting owner-drivers, undoubtedly put pressure on the manufacturing facilities at Derby. Contemporary Rolls-Royce advertising in 1911 featured Rolls-Royce Silver Ghost Chassis no.1701 and its remarkable London to Edinburgh and return journey that year, describing the feat in the following terms: The car.... was a standard Six-Cylinder Rolls-Royce chassis of 40/50h.p. The trial... was to demonstrate that the car could travel from London to Edinburgh and back entirely on the top gear, that at the same time it could show an exceptionally economical petrol consumption, and yet attain considerable speed when required. The result...... the car travelled from London to Edinburgh and back on top gear on a petrol consumption of 24.32 miles per gallon, afterwards without alteration or adjustment attaining a speed of 78.26 miles per hour on the Brooklands track. Almost as soon as the company's demonstrator "1701" had completed the original "Top Gear" run between the British Capitals, they wisely sought to capitalize on this success; arguably, the model recalibrated the essence of the brand, echoing the early successes in the Tourist Trophy and other events. Of the more than 6,700 Silver Ghosts delivered in their epic 19 year production run, only 188 of the "London-to-Edinburgh" cars were built. The first production models were delivered to the coachbuilders in the Spring of 1912 and the last, no. 2699, in October 1913. Of course, that is before one accounts for the numerous cars lost to the ravages of two world wars, making survivors, such as this car extremely rare. 📚: www.bonhams.com 📸: www.vintageweb.net

Battista "Pinin" Farina was 18 when he designed the radiator for the all new (late 1911) Fiat Zero. The selection of this radiator design by Fiat set him on to forming the Pininfarina design house of today. The Fiat Zero, known also as the Fiat 12/15 hp, was a car produced by FIAT from 1912 to 1915. (The letters 'hp' defined its fiscal horse power rather than its bhp.) At launch it sold for 8,000 lire, which later was reduced to 6,900 lire, the equivalent of 23,250 € in 2003. It was equipped with a 1.8-liter, 18 PS (13.2 kW) engine that achieved about 19.6 miles per gallon and could reach about 50 mph (80 km/h). It was the first Fiat to sell more than 2,000 similarly bodied units and most of these were four seater bodies. In 1915 production came to an end when the factory was converted for war production. There were also light bodied version produced which claimed various speed records. The 1912 Fiat Zero Torpedo was the first Italian design to offer an elegant motorcar at an affordable price. The Fiat Zero was both a very popular and successful design. 📚: Fiat Group, "History," (Retrieved December 27, 2005); kasravi.com; www.heacockclassic.com 📸: Fiat; Pininfarina spa.

Between its debut in 1908 and its final production in 1927, more than 15 million Model T’s, the runaway best-seller of its time, were manufactured. As the world’s first genuinely mass-produced car, the Model T, more than any other single car, made the automobile affordable and, with its simple mechanics, provided a car for the masses; and it was not only in the U.S. that it exerted such influence. Indeed, automotive history is not complete without mention of the Model T. The Model T implemented planetary gear transmission, enabling speed control and shifting of gears by operation of the pedal. This was a breakthrough that rivals the modern automatic transmission in importance. It was infinitely easier to handle than the "cone clutch" systems that caused many problems during that period. Until 1909, a two-pedal system was used, with a lever control for forward and reverse. The Model T introduced a three-pedal system; it had two forward gears with the reverse gear being engaged by the middle pedal. 📸: Ford; Vintage Web; www.carculture.com; Collections of The Henry Ford - www.thehenryford.org 📚: https://www.carstyling.ru/ru/car/1907_ford_model_t/

It's a little-known fact that George Barris tried to capitalize on the two-seater AMX's like-no-other-car look by offering mildly customized versions of the AMC sports car. That effort went nowhere, but Barris did enjoy more publicity with another AMX customization, which AMCers now refer to as the Banacek AMX or the AMX-400. Built for one episode of the early 1970s TV detective show Banacek, in which the title character investigates the disappearance of Project Phoenix, a prototype automobile, Barris not only chopped the roof of the 390-powered 1969 AMX by four and a half inches but also lengthened the schnoz 15 inches and added a louvered grille and matching rear strakes. Source: 9/16/09 by Daniel Strohl (via Hemmings) Images: Mecum Auctions

"You have to create something beautiful and unusual in the face of what is banal and often ugly, that helps people smile," from Jean Pierre Ponthieu, a multi-card inventor who worked in the automotive industry, fashion, and decoration, corresponded to its Automodule. It was not until 1968 that the "automodules" were born, cars shaped like flying saucers. The "automodules" succeed the "Pussycars," the smallest cars in the world (at the time), and the "Chitty-Chitty-bang-bang," the world's largest car (at the time). The unique design and surrealist functions of the "Automodule" made this vehicle the focal point of all eyes in 1968. This spherical machine was considered "The Car of the Year 2000"! Powered by a 250cc single-cylinder engine propelling the machine at 50 km/h, its wheels allow it to go in all directions. Produced in only ten units, this "promotional" car is nonetheless a concept with unique charm. Source: 10/14/16 on GatsbyOnline.com (translated from French) Images: GatsbyOnline.com

Presented at the Geneva Motor Show, the Pininfarina Ethos 2 is a coupé designed by Pininfarina with two doors and a mid-mounted engine that transmits the power through the rear wheels. Its engine is a naturally aspirated petrol, 0.8 liters, two-stroke two cylinders. This application develops 55 bhp (56 PS/41 kW) of power at 5500 rpm. The coupé is characterized by an excellent aerodynamic efficiency (CD=0,19), and it is ideal for extra-urban use because of its qualities in terms of speed and handling. Recyclable and the other concepts, Ethos has elegant lines and a "clean" soul. Source: pininfarina spa. Images: Mario Buonocunto Concept Cars Page

The first concept of the Ethos trilogy, a family of environmentally-friendly vehicles of different configuration, this spider shares, with the following coupé and city car versions, the aluminum space frame (Hydro Aluminium), the body in thermoplastic material (General Electric Plastics), and the innovative Orbital thermic engine with excellent fuel economy and low emissions. With a curb weight of 1543 lbs (700 kgs), the Ethos 1 has a naturally-aspirated Inline 3 cylinder engine, Petrol motor. This engine produces a maximum power of 95 PS (94 bhp - 70 kW) at 5000-5500 rpm and a maximum torque of 125.0 Nm (92 lb. ft) at 5000-5500 rpm. The power is transmitted to the road by the rear-wheel-drive (RWD) with a five-speed manual gearbox. On the topic of chassis details responsible for road holding, handling behavior, and ride comfort, the Ethos has Coil springs. Anti-roll bar. Front suspension and McPherson struts. Coil springs. Anti-roll bar. Rear suspension. For stopping power, the Ethos 1 braking system includes the front and the rear. The Ethos model is a Cabriolet car manufactured by Pininfarina, sold new from the year 1992. Sources: Pininfarina, AllCarIndex.com Images: pininfarina spa.

Built-in collaboration with famed Italian design house and coachbuilder Carrozzeria Ghia, the Quicksilver was somewhere between a stretched hatchback and a station wagon. It had a ridiculously long wheelbase and a low, teardrop-shaped roofline that was designed to minimize drag, and seated five passengers. The car wasn’t just a showpiece – it was built to be driveable. Oddly enough, its chassis came from a mid-engined two-door sports coupe known as the AC 3000ME, stretched like a limousine by about 11 inches. Its Ford-sourced 2.8-liter Cologne V6 engine sits transversely behind the second row of seats, which I imagine significantly reduced rear cargo capacity. On the other hand, its frunk offered plenty of space upfront. The concept first turned up at the 1983 Geneva Auto Show and eventually made its way into the hands of private collectors. This unusual car last turned up for sale at a 2014 Mecum auction, where it ultimately fetched just $27,000 – which is a paltry sum for a driveable, one-of-a-kind prototype car from a major automaker. 📸: Mecum Auctions 📚: by Paul Strauss on 4/29/20 (via 95 Octane)

Marcello Gandini designed the Nissan AP-X Coupe concept. And guess what! It had a 0.20 drag co-efficient. A sports car to combine pleasure with responsibility, the AP-X features a new compact and super lightweight V6 engine with a high-performance toroidal CVT. The new concept car also has many active and passive safety features, combined with many fuel efficiency improvements. It may have looked futuristic at first glance, but the intention with the AP-X was that if Nissan had wanted to put the car into production, it could have done so pretty much straight away. Capable of replacing the S-13 200SX and 240SX along with the Z32 300ZX, the AP-X featured a 3.0-liter V6 up front driving the rear wheels via a CVT. With hatchback practicality and a surprisingly conservative interior, the AP-X could have been a great addition to the Nissan product range, but sadly it wasn't to be. What are your thoughts? Source: Nissan Press Release; www.autocar.co.uk

This 1984 Tri-Magnum is an early Honda Goldwing-powered trike kit that takes its model year from the donor bike. The seller says it was completed seven years ago following a two-year build process, adding that it’s fast and handles well. Plans are still available for this kit, which incorporates a standard VW Beetle front end mating up to the donor two-wheeler’s frame and drivetrain (minus front fork, fairings, and such) via some sort of custom bracket. This one looks pretty cool, but with “no reverse, no heat, and no air conditioning,” not to mention no opening windows in its tilting, one-piece canopy, some further sorting will be to make it usable for more than a few minutes at a time. 📚: BringATrailer 📸: Diseno-Art.com

The 70s and 80s were some of the most vibrant times in automobile history. Automakers were all-in for innovation, and all types of mad ideas were tried out to stand apart from the competition. Performance and comfort levels were seeing a rapid evolution. But in terms of design and looks, not much input was given in terms of efficiency, and it was all solely about turning heads and standing apart. But Karmann and Italdesign, two very prominent names, decided to join hands and build a car sourced from Volkswagen that focused on aerodynamic efficiency. This was called the 'Asso di Picche' Concept and was based on the game-changing Audi 80. As most of its components came from an Audi, they decided to give it the 4-rings. 'Asso di Picche' is an Italian phrase translated to Ace of Spades. Their main idea was to create a sporty, 2-door, 4-seat coupe that was efficient in all aspects, especially design. And the 1973 Audi-based Karmann Asso di Picchu wasn't their first work together as the 1971 Volkswagen Karmann Cheetah by Italidesign was a modified 2-seater VW Beetle with a soft-top, and it looked sharper! This car never proceeded past the concept stage but was very influential with the design of many iconic cars in history. Giugiaro later on improvised and built a trio of "Ace" concepts, with the 'Asso di Picche' being the first. The other two were Asso di Quadri (Ace of Clubs), based on a BMW 320i, and the Asso di Fiori (Ace of Clubs) based on the 1982 Isuzu Piazza/ Impulse. The 1973 Audi-based Karmann Asso di Picche by ItalDesign was a wedgy take on the future of the sports coupes, and it had a lasting impression. This concept was not decided to flaunt the 'Audi' badging as Volkswagen was the point of contact for both Karmann and ItalDesign for this project. The radical design was thanks to previous Giugiaro concepts that gave it angular looks and the unmistakable wedgy approach. It is only because of the dense amount of shared parts with an Audi that it got the badging. The Italians can never go wrong with making cars dramatic and beautiful. Combining that with tried-and-tested German engineering gave the Asso di Picche a well-rounded character and inspired the next wave of automobiles. It is one of the rare examples of fine Italian art and sturdy German engineering. And all of this was possible because of the sweet relationship between Giorgetto Giugiaro, the founder of ItalDesign, and the Volkswagen Group, thanks to their tasteful, creative investments in cars like the VW Golf, Passat, and Scirocco. The Asso di Picchu was based on an Audi 80. It used the same 1.3- or 1.5-liter inline-4 gasoline engines and packed a 4-speed manual gearbox, sending power to the rear wheels. The suspension, brakes, and mechanicals were unchanged, but the body was shorter and lighter than the Audi 80, which clearly would have given it an advantage in handling. The interior saw vast changes and had a quirky luxe appeal. The instrument cluster and center console was replaced by cylinder-shaped structures that grouped all the switches and dials into a clean layout. The cabin was heavily laid out with leather and had door pockets like hanging handbags. The final quirk piece here was the mono-spoke steering wheel which went well with the radical exterior design. Giugiaro has had an addictive obsession with wedges, but we aren't complaining. The Audi Karman Asso di Picche also took a wedgy approach under his design house, ItalDesign, known for quite a few quirky and sci-fi creations. This 2-door coupe had a fastback rear section and a long pointy nose. The hood also housed a neatly offset scoop that was most likely to provide air to the intake system. The design was sharp, but a fair amount of muscles were also added to give it an intimidating look. It was presented at the 1973 Frankfurt Motor Show While this wedgy Audi never made it past the concept stage, it influenced the design of many iconic cars. Giugiaro admitted that the Asso di Picche's radical design language was a major source of the iconic Lancia Delta's design. This muscular wedge was also found in other concept cars like the Maserati Medici and the Lancia Megagamma. This joint project had unknowingly and humbly started a new revolution in automobile design. Sources: Wikipedia.org, Dyler.com, Motor1.com, Supercars.net, Rawwhenparked.net Images: ItalDesign; Karmann

A rare one-off concept designed by Luigi Colani, a renowned German industrial designer for BMW. Built purely as a design concept with no possibility of production, the car was only a design exercise, which at that time was produced in a single unit with no drive train. It was an alternative proposal for Guigiaro‘s BMW M1 for the Le Mans race driver Jean Rondeau. Features: Production Years: 1981 released at: 1981 Paris Motor Show Body Stylist: Luigi Colani Engineers: Colani Production: 1 Engine: V8 Position: Rear Longitudinal Aspiration: Twin Turbo Fuel Feed: Bocshe fuel injection Source & Images: Colani Design

The Ghia Corrida was the first Fiesta-based concept car, introduced at the Turin Motor Show in November of 1976, the year the Fiesta was introduced. Corrida means bullfight, and the Corrida Concept was Ghia’s vision of a new-age sports car with an array of safety features. Corrida was based on a Fiesta and was also powered by a Fiesta engine. It featured pneumatically operated gull-wing doors hinged in two segments and electrically operated flaps for the headlamps to provide optimal aerodynamics performance. The rear luggage compartment was hinged at the bottom. Ford and Ghia developed the Corrida concept vehicle as a design and engineering exercise and feature car at auto shows. Built on a 90-inch wheelbase, the Corrida’s body and wheels were all weight-saving aluminum. Gull wing-styled doors were hinged at the top and folded in the middle for easy entry/exit, even when the car was parked in confined areas. The hatchback door was split in half, with the top section opening upward and a hinged lower section that could be locked in an open position to extend the carrying capacity. Source: https://classiccars.fandom.com/ Images: Mario Buonocunto; Concept Car Central; www.shorey.net; www.chicagoautoshow.com

The 1974 Coins was a striking curved wedge with a single rear-sited door. Built to celebrate the first anniversary of Ford’s takeover of the once-proud carrozzeria, stylist Tom Tjaarda produced this radical device in double-quick time. It’s notable for its three-abreast seating, central driving position, and means of access via a rear hatch, but Tjaarda positively hates the car. It was presented at the 1974 Geneva Motor Show. Source: AUTO LEMON; www.classicandperformancecar.com Images: Mario Buonocunto Concept Cars Page; www.classicandperformancecar.com

Paul Bracq was Director of Design at BMW during the formative period of the 1970s. The Turbo (E25) was one of his most striking creations. One of the greatest cars in the vast BMW stable is the 1972 Turbo prototype or concept car, created for the 1972 Summer Olympic Games in Munich, Germany. In 1972, the eyes of the world were squarely on Munich, Germany. BMW had built a new corporate headquarters, remarkably styled on the shape of the cylinders of a 4-cylinder engine. A satellite building houses BMW museum pieces. And for the occasion, renowned designer Paul Bracq created an innovative design for a BMW automobile, the BMW Turbo. Only 2 Turbos were ever built. Today, it is one of the rarest of BMW's, with its elegant design, gullwing doors, and futuristic cockpit. Inside, the Turbo had several safety features, while on the outside, it had large window areas, a distinguished, sloping front, and balanced proportions throughout. The Turbo was powered by the 4-cylinder 1990cc turbocharged engine with 280 hp at 5200 rpm and a top speed of 165mph. The Turbo was BMW's first mid-engined car. Bracq's Turbo was awarded Concept Car of the Year honors in 1973. By 1979, the Turbo evolved into the original M1, BMW's first M Car. If you visit Munich, you can see a Turbo on display in the BMW Museum. The other Turbo is in the BMW Zentrum Museum in Spartanburg. "I could express with complete freedom my ideas concerning automobile style while respecting the image of BMW of the Seventies." Paul Bracq Source: www.usautoparts.net Images: BMW; www.lotusespritturbo.com; astebolaffi.it; @hub_raum_ / @bmwclassic (Instagram)

The Bianco S model was produced by Brazilian racecar designer Toni Bianco and introduced at the 1976 Sao Paulo Motor Show, featuring reinforced plastic and fiberglass bodywork over Volkswagen running gear. Safety substructures include roll bars and sheet-metal reinforcements. The bodywork on this example is finished in gold, and closeups in the gallery below include nicks on the left rear wheel arch. The Series 2 model featured cosmetic revisions such as engine ventilation changes, hood louvers elimination, and improved sealing. 14” alloy wheels are painted black with polished spokes and rims, along with model-branded hubcaps. Pirelli P400 tires are mounted. Lighting includes low-set double-round headlights, side markers, and taillights sourced from Opel. The cabin is trimmed black leather over the bucket seats, console, and dash, with color-matched carpeting and rubber floor mats. Equipment includes: A wood-rimmed steering wheel. A wood gearshift knob. Power windows. A power antenna. A Motoradio cassette player is equipped above the shifter. Instrumentation includes a 200-km/h speedometer and a tachometer with a 5k-rpm redline. The five-digit odometer shows 30k kilometers (~19k miles), approximately 200 of which have been added by the seller. The rear-mounted, air-cooled 1.6L Volkswagen flat-four features dual carburetors paired with a four-speed manual transaxle. Source & Images: 1979 Bianco S Series 2 Coupe for sale on BaT Auctions .... https://bringatrailer.com/listing/1979-bianco-s-coupe/

The Lancia Sibilo is a 1978 concept car designed and built by Bertone and based on the production Lancia Stratos, but 4 inches longer. Its main characteristics were its sharp, aerodynamic lines and polycarbonate windows. Like other Bertone concepts, the body is made from hand-beaten steel. A small circular portion of the side windows could be moved electrically, and a single large windshield wiper vertically swept the windshield. Retractable headlights with circular lenses garnished a sharply raked front end. Inside, the steering wheel was anatomically designed to fit the hand's natural grip and house switches for the warning lights and a loudspeaker.[2] Digital instrumentation was placed in the middle of the dashboard near the point where the dashboard and the windshield meet, designed to divert the driver's eyes as little as possible from the road. The vehicle was painted a lighter brown after its debut at the Turin Auto Show in 1978, following feedback regarding its extremely dark brown color. The wheels were also re-painted from bright yellow to light gold, and a Lancia badge was added to the hood. The Sibilo is powered by the same mechanicals as the Stratos, with a mid-mounted 2.4 L Dino V6 and 5-speed manual transmission. Source: Lancia Sibilo - Wikipedia. https://en.wikipedia.org/wiki/Lancia_Sibilo Images: Bertone; Concept Car Central; RM Auctions; Corrado Lopresto Collection

The Ford Mustela II was a concept car built in 1973. The Mustela II was originally intended to be a design for De Tomaso. After Ford acquired Ghia in 1973, Ghia was used as the European styling and prototype wing of Ford's global organization. Ghia instantly came up with a string of concept cars, inevitably based on Fords. The Mustela II is thought to have been a possible replacement for the Ford Capri and fitted with an FR V6 engine. It was presented at the 1973 Geneva Motor Show. Source: Ford Mustela II | Classic Cars Wiki | Fandom. https://classiccars.fandom.com/wiki/Ford_Mustela_II Images: Ford Motor Company; www.tom-tjaarda.net

The Ghia Urban, later called the Ghia Manx, was one of the early Ghia creations using Fiesta architecture and running gear. It was a small city car, standing just 137 centimeters tall and only 259 centimeters long. Despite its diminutive size and short, two-door profile, this concept car could seat four people. It even had storage for luggage in a storage area in front of the driver. It was designed in the aftermath of the fuel crisis of 1973 as a solution to urban congestion and higher fuel prices. It would be presented at the 1977 Geneva Auto Show. Source & Images: Ford Media Site

Ford's experimental Tridon show vehicle was based on the 1971 Thunderbird and public display for the first time that year. Broad, low, and rakish, Tridon featured a long, sleek hood and forward-thrusting fenders that created a pronounced, tri-element design. In the rear, the treatment was strictly Thunderbird, with taillights deeply recessed in a broad oval frame that extended the car's width. A depressed scoop beneath the formal "backlite" contained the controlled-ventilation exhaust vent, flanked on either side by high-level stop-turn flashers that work in conjunction with the conventional flasher flare. Turned aluminum wheels with a circular brushed finish were held to the wheel by bolts around the entire perimeter of the outer wheel surface. Special tires for the Tridon were designed by Firestone Tire & Rubber Co. A flush-tinted skylight strip extended across the roof over the rear passengers and wrapped over the roof pillars down to the beltline. The exterior was painted with 20 coats of a murano lacquer called Moongold Mist. All exterior glass, including the skylight strip, was amber, tinted to harmonize with the paint. Source: Chicago Auto Show Images: Ford Motor Company; Concept Car Central; www.chicagoautoshow.com

The DeLorean hovercraft was a project undertaken by Rich Weissensel, using a shell of a parts car and a modified hovercraft that Rich obtained locally. Although the parts car had seen better days, the project was a success, as the picture above shows. Later on, Rich was approached to run the same project again for an episode of ‘Monster Garage’ – which was screened on the Discovery channel on October 13, 2003. The basic concept was to take a hovercraft and place a DeLorean DMC-12 shell on top. The key point is to keep the weight down, as the hovercraft’s capabilities weren’t designed to be used in this way – and there were questions early on about the output of the engine. In general, the DMC-12 components were stripped back as much as possible, including the removal of all additional door parts, window glass, and other unnecessary weight increasing parts. The original design for the car called for the build team to just cut off the top of the old DeLorean and stick it on top of a functioning hovercraft. But Jesse came in and stopped the build altogether and changed the direction of the project. But Rick had problems with Jesse's taking charge and walked off the build. That, coupled with too much weight and too little power saw the project doomed to failure. To seal the deal, Jesse James piloted a Marine AAV (Amphibious Assault Vehicle) over the failed project and crushed the failure under the treads. A sad ending to two DeLoreans, in the name of television - DeLorean fans everywhere hate to see anything relating to their cars destroyed – maybe it brings back bad memories of Back to the Future 3! What are your thoughts? 📚/📸: information and photos provided by Rich Weisensel via PJGrady.co.uk

As requested, here’s the DeLorean Monster Truck! DeLorean collector Rich Weissensel has created a unique collection of custom DeLorean DMC-12s. Among them a Monster Truck and a stretched limousine with no-less than 6 gull-wing doors. Build originally by the DeLorean Motor Company in Northern Ireland between January 1981 and late 1982, over 9,000 of the DeLorean DMC-12s made it out of the factory before production seized. Rich Weissensel started his DeLorean based projects in 2000 after he met John DeLorean at a show in Cleveland. Besides the monster truck and limousine, he also created a DMC-12 Roadster and even a hovercraft. The roadster was his first project and now nearly 13 years later he is in the process of redoing the original roadster design as version 2. 📚/📸: GTSpirit.com (written by Earl Karanja on 7/29/2013)

Here’s the DeLorean Roadster! DeLorean collector Rich Weissensel has created a unique collection of custom DeLorean DMC-12s. Among them a Monster Truck and a stretched limousine with no-less than 6 gull-wing doors. Build originally by the DeLorean Motor Company in Northern Ireland between January 1981 and late 1982, over 9,000 of the DeLorean DMC-12s made it out of the factory before production seized. Rich Weissensel started his DeLorean based projects in 2000 after he met John DeLorean at a show in Cleveland. Besides the monster truck and limousine, he also created a DMC-12 Roadster and even a hovercraft. The roadster was his first project and now nearly 13 years later he is in the process of redoing the original roadster design as version 2. 📚/📸: GTSpirit.com (written by Earl Karanja on 7/29/2013)

DeLorean collector Rich Weissensel has created a unique collection of custom DeLorean DMC-12s. Among them a Monster Truck and a stretched limousine with no-less than 6 gull-wing doors. Build originally by the DeLorean Motor Company in Northern Ireland between January 1981 and late 1982, over 9,000 of the DeLorean DMC-12s made it out of the factory before production seized. Rich Weissensel started his DeLorean based projects in 2000 after he met John DeLorean at a show in Cleveland. Besides the monster truck and limousine, he also created a DMC-12 Roadster and even a hovercraft. The roadster was his first project and now nearly 13 years later he is in the process of redoing the original roadster design as version 2. 📚/📸: GTSpirit.com (written by Earl Karanja on 7/29/2013)

Bond was a famous three-wheeler manufacturer in the UK after the war. Reliant (famous for their Robin) bought the company in 1970 and decided to create a sportier version of the Regal for the young generation. It was designed by Tom Karen (Ogle Design), who gave it this fantastic look and this saucer-inspired canopy. The car itself had better performance than a Mini (in a straight line, of course), but its price was higher, which resulted in sales; only 2000+ were built between 1970 and 1974. Source: Wiki Images: Kevin Van Campenhout

The "Wide Limo" was just one of longtime custom car impresario Jay Ohrberg's crazy concoctions, which spanned 2.5 cars wide and 30 feet long. Powered by two '75 Cadillac FWD engines with eight wheels per side, the Limo had to be disassembled to be transported from show to show. Amazingly, each half could be driven separately. 📸/📚: Pinterest

Combining the heart of a Lamborghini with an avant-garde design and gullwing doors, the Genesis was far from being an ordinary minivan. Renault proved that minivans could be exciting with the Espace F1 concept unveiled in 1994, but only a few people will probably remember that wasn’t the first attempt to make an otherwise bland genre of cars more alluring. Famous Italian design house Bertone envisioned the Genesis concept for the 62nd Turin International Motor Show with a V12 engine borrowed from the Lamborghini Countach Quattrovalvole, complete with a mighty 455 horsepower. The 5,167cc engine fitted with six Weber carburetors drove the rear wheels through a three-speed automatic gearbox rather than the five-speed manual transmission of the Countach 5000 QV. Remember that in 1988, Chrysler owned Lamborghini, hence why the gearbox was of the TorqueFlite type. With the gear ratios being very long, the Genesis wasn’t exactly quick. The fact that it weighed roughly 1,800 kg also didn’t help. Source: www.bertone.it Images: Carrozzeria Bertone s.p.a.

Mercedes’ solution was an huge Kammback — the name of the body style originates from the research conducted by German car aerodynamicist Wunibald Kamm in the 1930s. Not only did its design preview what was to come in the following years, but the low-slung body was also aerodynamically optimized as the concept had a drag coefficient of just 0.28. To meet the fuel economy goal, the Auto 2000 concept needed more than just a sleek body. That’s why Mercedes’ engineers came up with three frugal powertrain solutions. The first one was a V8 3.8-liter gasoline engine fitted with cylinder deactivation technology, which as you can imagine was quite the novelty back then. Whenever the engine’s full power was not necessary, half of the cylinders were temporarily shut down to save precious fuel. The next proposal for an economical engine was a six-cylinder 3.3-liter diesel that had two turbochargers. It granted the Auto 2000 with an “exemplary accelerating power” and needed only 7.5 liters / 100 km (31.3 mpg) while the car was doing 75 mph (120 kph) based on Mercedes’ testing procedures. 📚/📸: Motor1.com (written by Adrian Padeanu on 3/1/17)

If you liked Merc's mighty G63 6x6, you'll love this crazy 6x6 Renault 5. This wonderfully mad creation was built by Frenchman Christian de Leotard in the 1980s. He was also the man responsible for a 6x6 Range Rover that appeared in the late 70s, and he wanted to try the same trick with the humble Renault 5. As you can see from the above picture, one of the converted cars took on the Dakar rally. As if that wasn't enough madness, Leotard also created a Renault 5 Turbo Version. That car had a 5 Alpine engine in the front, and a Renault 5 Turbo unit in the back. It had two gearboxes with two synchronized levers. Sadly, this twin-engined machine is thought to have been destroyed in a 2003 fire, while the Dakar version was last reported to be rotting away in a museum in Cannes. 📚: Matt Robinson via CarThrottle.com 📸: oto6.fr

Jerry’s passion is for the Corvettes, and he modified several. With these wicked corvette designs, he managed to collect many awards! He also designed a van from a Corvette. That takes serious creativity and skill. What are your thoughts? Source & Image: SixMania.com